JP2016112921A - Hybrid vehicle - Google Patents

Abstract

When an accelerator is turned off when an abnormality occurs in a second motor, the vehicle travels with a required driving force. When the accelerator pedal is turned off and the required torque decreases at a predetermined rate ΔTr toward the target required torque, the engine travels with the required torque while driving the engine until the required power falls below a predetermined threshold (time). T1 to T2), when the required power becomes equal to or less than a predetermined threshold, the engine MG1 travels with the torque acting on the drive shaft while driving the engine autonomously until the required torque reaches the predetermined threshold (time T2 to T3). The vehicle travels while stopping the fuel injection and motoring the engine with the first motor. By such control, the vehicle can travel with the required torque. [Selection] Figure 6

Description

  The present invention relates to a hybrid vehicle. More specifically, the present invention relates to an engine, a first motor that inputs and outputs power, a rotation shaft of the first motor, an output shaft of the engine, and a drive shaft connected to drive wheels. The present invention relates to a hybrid vehicle including a planetary gear to which three rotating elements are connected in this order on a diagram, and a second motor that inputs and outputs power to a drive shaft.

  Conventionally, as this type of hybrid vehicle, a vehicle including an engine 22, a first motor generator, a power split mechanism, and a second motor generator has been proposed (see, for example, Patent Document 1). In the power split mechanism, three rotating elements are connected in this order on a nomographic chart to three axes of a rotating shaft of the first motor generator, an engine crankshaft, and a driving shaft connected to wheels. The second motor generator has a rotation shaft connected to the drive shaft. In this hybrid vehicle, when an abnormality occurs in the second motor generator and the vehicle speed is higher than a predetermined value, the first motor generator and the first motor generator are driven so as to run with the power from the engine with the second motor generator in a non-driven state. 2 Control the motor generator. Thus, when an abnormality occurs in the second motor generator, the vehicle can travel with power from the engine.

JP 2011-046262 A

  In the hybrid vehicle described above, when the accelerator is turned off when an abnormality occurs in the second motor generator, the required driving force is reduced to a braking force (negative driving force). At this time, in the hybrid vehicle, the engine is temporarily operated with no load (idle operation), and thereafter, fuel injection in the engine is stopped and the engine is driven by the first motor generator and travels with the power from the first motor generator. To do. If torque is output from the first motor generator when the engine is operated with no load, the engine speed cannot be maintained and the engine cannot be stably operated with no load. Therefore, torque cannot be output from the first motor generator and the vehicle cannot travel with the required driving force.

  The main object of the hybrid vehicle of the present invention is to travel with the required driving force when the accelerator is turned off when an abnormality occurs in the second motor.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A first motor for inputting and outputting power;
A planetary gear in which three rotating elements are connected in this order to three axes of a rotating shaft of the first motor, an output shaft of the engine, and a driving shaft coupled to a driving wheel in this order;
A second motor for inputting and outputting power to the drive shaft;
Control means for controlling the engine and the first motor to run with a requested driving force while driving the engine under load when an abnormality occurs in the second motor;
In a hybrid vehicle equipped with
When the accelerator is turned off when an abnormality has occurred in the second motor, the control means controls the engine speed so that the engine speed becomes a predetermined speed. The engine and the first motor are controlled to run with the required driving force with the power from the engine, and then the fuel injection of the engine is stopped when the required driving force becomes a negative predetermined driving force. The gist of the present invention is a means for controlling the engine and the first motor to run with the required driving force while motoring the engine with the first motor.

  In the hybrid vehicle of the present invention, when an abnormality occurs in the second motor, the engine and the first motor are controlled so as to travel with the requested driving force while driving the engine under load. When an abnormality occurs in the second motor and the accelerator is turned off, the required driving force is generated by the power from the first motor while controlling the engine speed so that the engine speed becomes a predetermined speed. The engine and the first motor are controlled so as to travel according to the above, and then, when the required driving force becomes a predetermined negative driving force, the fuel injection of the engine is stopped and the request is made while the engine is motored by the first motor. The engine and the first motor are controlled so as to travel with the driving force. Thereby, when the accelerator is turned off when an abnormality occurs in the second motor, the vehicle can travel with the required driving force.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when the engine 22 is being loaded. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when the engine 22 is autonomously operated. FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when the fuel injection of the engine 22 is stopped. FIG. FIG. 8 is an explanatory diagram for explaining the operation of a comparative hybrid vehicle that performs no-load operation of the engine 22 when the accelerator pedal 83 is turned off when an abnormality occurs in the motor MG2. It is explanatory drawing for demonstrating operation | movement of the hybrid vehicle of an Example when the accelerator pedal 83 is turned off when abnormality generate | occur | produces in motor MG2.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70, as shown. .

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline or light oil as a fuel. Operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as engine ECU) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 via an input port. Examples of signals from various sensors include the following. Crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26. Etc. are input through the input port. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of the various control signals include the following. Drive signal to the fuel injection valve. Drive signal to the throttle motor that adjusts the throttle valve position. Control signal to the ignition coil integrated with the igniter. The engine ECU 24 is connected to the HVECU 70 via a communication port, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank angle θcr detected by the crank position sensor 23.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear, the ring gear, and the carrier of the planetary gear 30 are connected to the rotor of the motor MG1, the drive shaft 36 coupled to the drive wheels 38a and 38b via the differential gear 37, and the crankshaft 26 of the engine 22, respectively.

  The motor MG1 is configured as a synchronous generator motor, for example, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and a rotor is connected to the drive shaft 36. The motors MG1 and MG2 are rotationally driven by switching control of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as motor ECU) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for driving and controlling the motors MG1, MG2 are input to the motor ECU 40 via the input port. Examples of signals from various sensors include the following. Rotation positions θm1 and θm2 from rotation position detection sensors 43 and 44 that detect the rotation positions of the rotors of the motors MG1 and MG2. Phase current from a current sensor that detects current flowing in each phase of motors MG1 and MG2. Various control signals for driving and controlling the motors MG1, MG2 are output from the motor ECU 40 through the output port. Examples of the various control signals include the following. A switching control signal to a switching element (not shown) of the inverters 41 and 42. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 controls driving of the motors MG1 and MG2 by a control signal from the HVECU 70 and outputs data related to the driving state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 detected by the rotational position detection sensors 43, 44.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and exchanges electric power with the motors MG1 and MG2 via the inverters 41 and 42. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Various signals necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of various signals include the following. The battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50. The battery current Ib from the current sensor 51b attached to the output terminal of the battery 50. The battery temperature Tb from the temperature sensor 51c attached to the battery 50. The battery ECU 52 is connected to the HVECU 70 via a communication port, and outputs data relating to the state of the battery 50 to the HVECU 70 as necessary. In order to manage the battery 50, the battery ECU 52 is based on the integrated value of the battery current Ib detected by the current sensor 51b, and the storage ratio SOC that is the ratio of the capacity of the electric power that can be discharged from the battery 50 at that time to the total capacity Or the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, based on the calculated storage ratio SOC and the battery temperature Tb detected by the temperature sensor 51c. ing.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of signals from various sensors include the following. An ignition signal from the ignition switch 80. A shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Accelerator opening degree Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83. The brake pedal position BP from the brake pedal position sensor 86 that detects the amount of depression of the brake pedal 85. Vehicle speed V from the vehicle speed sensor 88. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment thus configured travels in a hybrid travel mode (HV travel mode) that travels with the operation of the engine 22 or an electric travel mode (EV travel mode) that travels with the engine 22 stopped. To do.

  When traveling in the HV traveling mode, the HVECU 70 is first requested for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 (should be output to the drive shaft 36). Set the required torque Tr *. Subsequently, the travel power Pdrv * required for travel is calculated by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 36. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. The required power Pe required for the vehicle (to be output from the engine 22) is obtained by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) from the calculated traveling power Pdrv *. Set *. Next, the target engine speed Ne *, the target torque Te *, and the torques of the motors MG1 and MG2 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Commands Tm1 * and Tm2 * are set. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 takes in the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Control, fuel injection control, ignition control, etc. are performed. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 controls the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Do. When traveling in the HV traveling mode, when the stop condition of the engine 22 is satisfied, for example, when the required power Pe * reaches the stop threshold value Pstop or less, the operation of the engine 22 is stopped and the traveling in the EV traveling mode is started. Transition.

  During travel in the EV travel mode, the HVECU 70 first sets the required torque Tr * based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, a value 0 is set in the torque command Tm1 * of the motor MG1, and a torque command Tm2 * of the motor MG2 is set so that the required torque Tr * is output to the drive shaft 36. Then, torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 performs switching control of the switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. When traveling in the EV traveling mode, the engine 22 is started when a starting condition for the engine 22 in which the required power Pe * calculated in the same manner as in traveling in the HV traveling mode is larger than the stop threshold value Pstop is satisfied. Transition to traveling in the HV traveling mode.

  When an abnormality occurs in which power cannot be output to the motor MG2 during traveling in the HV traveling mode or the EV traveling mode, the HVECU 70 transmits a drive stop signal for stopping the driving of the motor MG2 to the motor ECU 40. The motor ECU 40 that has received the drive stop signal shuts down (turns off) the inverter 42. Next, the required torque Tr * required for traveling (to be output to the drive shaft 36) is set based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the travel power Pdrv * required for travel is calculated by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 36. Here, as the rotation speed Nr of the drive shaft 36, a rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor can be used. The required power Pe required for the vehicle (to be output from the engine 22) is obtained by subtracting the charge / discharge required power Pb * (a positive value when discharging from the battery 50) from the calculated traveling power Pdrv *. Set *. Next, the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque command Tm1 of the motor MG1 are output so that the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Set *. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 takes in the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Control, fuel injection control, ignition control, etc. are performed. The motor ECU 40 that has received the torque command Tm1 * of the motor MG1 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. FIG. 2 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 at this time. In the figure, the left S-axis indicates the rotation speed of the sun gear, which is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier, which is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed Nm2 of the motor MG2. The rotation speed Nr of the ring gear (drive shaft 36) is shown. In the drawing, a thick arrow on the R-axis indicates torque that is output from the motor MG1 and acts on the drive shaft 36. With this control, when an abnormality occurs in the motor MG2, the engine 22 travels with the required torque Tr * while driving the engine 22 (while outputting power from the engine 22).

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the accelerator pedal 83 is turned off when an abnormality occurs in the motor MG2 will be described. When an abnormality has occurred in motor MG2, inverter 42 is shut down (off) so that driving of motor MG2 is stopped.

  In the hybrid vehicle 20 of the embodiment, when the depressed accelerator pedal 83 is depressed and turned off, the target processing is performed based on the accelerator opening Acc and the vehicle speed V in the same process as the setting of the required torque Tr * described above. The required torque Trest * is set. Next, a value obtained by subtracting a predetermined rate ΔTr from the current required torque Tr * (current Tr *) (current Tr * −ΔTr) is compared with the target required torque Trest *, and the larger value is determined as the required torque Tr *. Set to. When the required torque Tr * is set in this manner, the same processing as the setting of the required power Pe * described above is performed using the set required torque Tr *, the rotational speed Nr of the drive shaft 36, and the charge / discharge required power Pb * of the battery 50. Then, the required power Pe * required for the vehicle is set.

  Next, the required power Pe * and the autonomous driving threshold Peref are compared. The threshold value Pref for autonomous driving is predetermined as a threshold value for determining whether or not the engine 22 is to be autonomously operated, and a power threshold value Pidl (for example, 0. 9 kW, 1.0 kW, 1.1 kW, etc.), for example, 1.2 kW, 1.3 kW, 1.4 kW, etc.

  When the required power Pe * is larger than the autonomous driving threshold Peref, the required power Pe * is output from the engine 22 and the required torque Tr * is output to the drive shaft 36. Torque Te * and torque command Tm1 * of motor MG1 are set. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are transmitted to the engine ECU 24, and the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * of the engine 22 takes in the intake air amount of the engine 22 so that the engine 22 is operated based on the target rotational speed Ne * and the target torque Te *. Control, fuel injection control, ignition control, etc. are performed. The motor ECU 40 that has received the torque command Tm1 * of the motor MG1 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. With such control, the engine 22 can be driven with the required torque Tr * while being loaded.

  When the required power Pe * is equal to or less than the autonomous driving threshold Peref, the required torque Tr * is compared with the negative threshold Tref. Here, the threshold value Tref is the torque output from the motor MG1 when the motor 22 is stopped so that the fuel injection of the engine 22 is stopped and the motor MG1 is motored so that the rotational speed Ne of the engine 22 becomes a predetermined rotational speed Neref described later. As a torque acting on 36, a negative torque determined in advance was used.

  When the required torque Tr * is larger than the threshold value Tref, an autonomous driving command is sent to the engine ECU 24 to autonomously operate at a predetermined rotational speed Neref (for example, 1400 rpm, 1450 rpm, 1500 rpm, etc.) that is slightly higher than the rotational speed when the engine 22 is idling. Send. The engine ECU 24 that has received the autonomous driving command performs a rotational speed feedback control for adjusting the opening of the throttle valve so that the rotational speed Ne of the engine 22 becomes a predetermined rotational speed Neref.

  Then, the torque command Tm1 * of the motor MG1 is set so that the required torque Tr * is output to the drive shaft 36. Here, the torque command Tm1 * is set so that the gear ratio ρ of the planetary gear 30 is the required torque Tr * and the value (−1) so that the torque output from the motor MG1 and acting on the drive shaft 36 becomes the required torque Tr *. (−ρ · Tr *) multiplied by is set as the torque command Tm1 *. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 at this time.

  When the torque command Tm1 * is set in this way, the set torque command Tm1 * is transmitted to the motor ECU 40. The motor ECU 40 that has received the torque command Tm1 * of the motor MG1 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. With such control, the engine 22 can travel with the required torque Tr * while autonomously operating.

  When required torque Tr * is equal to or less than threshold value Tref, a fuel injection stop command is transmitted to engine ECU 24 in order to stop fuel injection in engine 22. The engine ECU 24 that has received the fuel injection stop command performs a process for stopping the fuel injection control in the engine 22.

  Subsequently, the target rotational speed Ne * of the engine 22 is set so as to increase as the required torque Tr * decreases (as the absolute value increases), and the motor MG1 is set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. Thus, the torque command Tm1 * of the motor MG1 is set so that the required torque Tr * is output to the drive shaft 36 while motoring the engine 22.

 Here, the torque command Tm1 * is set as follows. Using the target rotational speed Ne * of the engine 22, the rotational speed Nr of the drive shaft 36, and the gear ratio ρ of the planetary gear 30, the target rotational speed Nm1 * of the motor MG1 is calculated and calculated by the following equation (1). Based on Nm1 * and the input rotational speed Nm1 of motor MG1, torque command Tm1 * of motor MG1 is set by equation (2). Here, Expression (1) is a dynamic relational expression for the rotating element of the planetary gear 30. FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 at this time. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nr / ρ (1)
Tm1 * =-ρ ・ Tr * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the torque command Tm1 * is set in this way, the set torque command Tm1 * is transmitted to the motor ECU 40. The motor ECU 40 that has received the torque command Tm1 * of the motor MG1 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. By such control, the fuel injection of the engine 22 is stopped, and the motor 22 can be driven with the required torque Tr * while the motor 22 is motored.

  FIG. 5 is an explanatory diagram for explaining the operation of a comparative hybrid vehicle that performs no-load operation (idle operation) of the engine 22 when the accelerator pedal 83 is turned off when an abnormality occurs in the motor MG2. FIG. 6 is an explanatory diagram for explaining the operation in the hybrid vehicle 20 of the embodiment when the accelerator pedal 83 is turned off when an abnormality occurs in the motor MG2. 5 and 6, the alternate long and short dash line indicates the torque (actual torque) actually acting on the drive shaft 36. In the hybrid vehicle of the comparative example and the hybrid vehicle 20 of the example, as shown in FIGS. 5 and 6, when the accelerator pedal 83 that has been depressed is stepped back and turned off, the required torque Tr * becomes the target required torque Trest. It decreases at a predetermined rate ΔTr. At this time, the engine 22 travels with the required torque Tr * while driving the load until the required power Pe * becomes equal to or less than the autonomous driving threshold Peref (time T11 to T12, T21 to T22).

  In the hybrid vehicle of the comparative example, as shown in FIG. 5, when the required power Pe * becomes equal to or less than the threshold value Pidl, the engine 22 is operated without load until the required torque Tr * becomes the threshold value Tref, and the required torque Tr * becomes the threshold value Tref. After that, the fuel injection of the engine 22 is stopped and the motor 22 is driven by the torque output from the motor MG1 while motoring the engine 22 (time T12 to T13). During no-load operation of the engine 22, no torque is output from the motor MG1 in order to suppress a decrease in the rotational speed of the engine 22. Therefore, the vehicle cannot travel with the required torque Tr *, and the torque actually output to the drive shaft 36 can be smoothly reduced, and a smooth feeling of deceleration cannot be realized.

  In the hybrid vehicle 20 of the embodiment, as shown in FIG. 6, when the required power Pe * is equal to or less than the autonomous driving threshold Peref, the requested torque Tr * is applied while the engine 22 is autonomously operated until the required torque Tr * becomes the threshold Tref. After the vehicle travels (time T21 to T22) and the required torque Tr * becomes equal to or less than the threshold value Tref, the fuel injection of the engine 22 is stopped and the motor 22 is motored by the motor MG1, and the vehicle travels with the required torque Tr *. (Time T22 to T33). Thereby, a smooth feeling of deceleration can be realized when the accelerator is off.

  In the hybrid vehicle 20 of the embodiment described above, when an abnormality occurs in the motor MG2, the engine 22 and the motor MG1 are controlled so that the engine 22 travels with the required torque Tr * while performing a load operation. Then, when the abnormality of the motor MG2 occurs, when the accelerator pedal 83 is depressed and turned off, the motor 22 is controlled while performing feedback control of the engine 22 so that the engine 22 has a predetermined engine speed Nref. The engine 22 and the motor MG1 are controlled so as to run with the required torque Tr * by the power from the MG1, and then the fuel injection of the engine 22 is stopped and the motor is stopped when the required torque Tr * becomes a negative threshold value Tref. The engine 22 and the motor MG1 are controlled to run with the required torque Tr * while motoring the engine 22 with MG1. Thus, when the accelerator pedal 83 is turned off when an abnormality has occurred in the motor MG2, the vehicle can travel with the required torque Tr *.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36 connected to the drive wheels 38a and 38b, but the power from the motor MG2 is the axle to which the drive shaft 36 is connected. It is good also as what outputs to a different axle.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “engine”, the motor MG1 corresponds to a “first motor”, the planetary gear 30 corresponds to a “planetary gear”, the motor MG2 corresponds to a “second motor”, and the engine ECU 24 The motor ECU 40 and the HVECU 70 correspond to “control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 Motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 70 Hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, MG, MG1, MG2 motor.

Claims (1)

Engine,
A first motor for inputting and outputting power;
A planetary gear in which three rotating elements are connected in this order to three axes of a rotating shaft of the first motor, an output shaft of the engine, and a driving shaft coupled to a driving wheel in this order;
A second motor for inputting and outputting power to the drive shaft;
Control means for controlling the engine and the first motor to run with a requested driving force while driving the engine under load when an abnormality occurs in the second motor;
In a hybrid vehicle equipped with
When the accelerator is turned off when an abnormality has occurred in the second motor, the control means controls the engine speed so that the engine speed becomes a predetermined speed. The engine and the first motor are controlled to run with the required driving force with the power from the engine, and then the fuel injection of the engine is stopped when the required driving force becomes a negative predetermined driving force. A hybrid vehicle that controls the engine and the first motor to run with the required driving force while motoring the engine with the first motor.

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