JP2008148528A - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle that keeps a battery in a good condition, in a vehicle including a motor MG2 for delivering output power to a drive shaft 32a connected to drive wheels 63a, 63b, and a battery 50 for supplying/receiving electric power to/from the motor MG2. <P>SOLUTION: When a battery 50 is in an over-charge state during stoppage, for example, when a lift position SP is at a parking position, or the like, a drive shaft 32a is made not to rotate by causing an electric current to flow through a motor MG2, and causing a fixed magnetic field to be formed in a stator 46b. Thereby, the over-charge of the battery 50 can be eliminated because it is possible to cause the motor MG2 to consume electric power. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle includes an engine, a generator having a rotor connected to an output shaft of the engine and a rotatable stator connected to a drive wheel, a motor, and a rotor of the motor. A device including a switching mechanism connected to either a stator (drive wheel) of a generator or a ring of a float and a power supply unit that exchanges power with the generator and the motor has been proposed (for example, Patent Document 1). reference). In this vehicle, when it is necessary to discharge an unnecessary electric charge of the power source when the ignition switch is turned off, the motor is connected to the float ring and the motor is rotated by supplying a three-phase alternating current to the motor. The excess charge is discharged.
JP 2000-152419 A

  In such a vehicle, when the battery is in an overvoltage state, an overcharged state, a low temperature state, or the like, it is desired to change these states to other states, in particular, to make the battery in a good state.

  One object of the vehicle and its control method of the present invention is to change the power storage means from this state to another state when the state of the power storage device is in a predetermined state. Another object of the vehicle and the control method thereof according to the present invention is to make the power storage device in a good state.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
A rotor connected to the drive shaft on the axle side, an electric motor capable of rotating and driving the rotor by a rotating magnetic field of the stator, and inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
State detecting means for detecting the state of the power storage means;
When the condition that the state of the power storage means detected during the stop is a predetermined state is satisfied, the direction of rotation of the motor is fixed by fixing the direction of the magnetic field of the stator of the motor with the discharge from the power storage means. Control means for performing motor rotation restriction control for controlling the electric motor so that rotation of the child is restricted;
It is a summary to provide.

  In the vehicle according to the present invention, when the state condition that the state of the power storage means is a predetermined state is established while the vehicle is stopped, the direction of rotation of the motor is fixed by fixing the direction of the magnetic field of the stator of the motor with the discharge from the power storage means. Electric motor rotation restriction control is performed to control the electric motor so that the rotation of the child is restricted. Thereby, the state of the power storage means can be changed from a predetermined state to another state. Therefore, when the predetermined state is an overcharge state, an overvoltage state, a low temperature state, or the like, overcharge or overvoltage can be eliminated or the temperature can be increased by heat from discharge or discharge from the power storage means. As a result, the power storage means can be in a better state. In addition, since there is no need to rotate the rotor of the electric motor, the shift position can be changed even in the case of a vehicle having a hardware configuration in which the axle side and the drive shaft cannot be disconnected, that is, the axle side and the drive shaft are mechanically coupled. Electric power can be discharged from the storage means when the driving wheel is locked, such as when in a parking position.

  In the vehicle according to the present invention, the vehicle includes power generation means capable of generating power upon supply of fuel, the power storage means is means capable of exchanging power with the electric motor and the power generation means, and the state detection means is the power storage Means for detecting the storage amount of the means, and the predetermined state may be a state in which the detected storage amount of the storage means is larger than a first predetermined storage amount. In this case, the amount of power stored in the power storage means can be reduced by executing the motor rotation restriction control with the discharge from the power storage means. Thereby, the overcharge of an electrical storage means can be eliminated. Here, the “first predetermined power storage amount” may be a power storage amount within a range where it can be determined that the power storage unit is in an overcharged state. In the vehicle according to the aspect of the present invention, when the state condition is satisfied, the control unit executes the motor rotation restriction control using electric power that tends to increase as the amount of power stored in the detected power storage unit increases. It can also be a means. If it carries out like this, electric motor rotation restriction | limiting control can be performed using the electric power according to the electrical storage amount of an electrical storage means. In addition, the control means is configured such that during the execution of the electric motor rotation restriction control, the detected power storage amount of the power storage means becomes equal to or less than a second predetermined energy storage amount that is equal to or less than the first predetermined energy storage amount. The motor rotation restriction control may be terminated. Here, the “second predetermined power storage amount” may be a power storage amount within a range in which overcharging of the power storage unit can be eliminated and the power storage unit is not overdischarged.

  The vehicle according to the present invention further includes power generation means capable of generating power upon receiving fuel supply, the power storage means is means capable of exchanging electric power with the electric motor and the power generation means, and the state detection means includes the It is means for detecting the voltage of the power storage means, and the predetermined state may be a state in which the detected voltage of the power storage means is higher than a first predetermined voltage. In this case, the voltage of the power storage means can be lowered by executing the motor rotation limit control with the discharge from the power storage means. Thereby, the overcharge of an electrical storage means can be eliminated. Here, the “first predetermined voltage” may be a voltage within a range in which it can be determined that the power storage unit is in an overvoltage state. In this aspect of the vehicle of the present invention, the control means executes the motor rotation restriction control using electric power that tends to increase as the detected voltage of the power storage means increases when the state condition is satisfied. It can also be assumed. If it carries out like this, motor rotation restriction | limiting control can be performed using the electric power according to the voltage of an electrical storage means. Further, the control means is configured such that when the detected voltage of the power storage means becomes equal to or lower than a second predetermined voltage equal to or lower than the first predetermined voltage during execution of the electric motor rotation restriction control, the electric motor It may be a means for terminating the execution of the rotation restriction control. Here, the “second predetermined voltage” may be a voltage within a range in which the overvoltage of the power storage means can be eliminated and the power storage means is not overdischarged.

  In the vehicle of the present invention having these power generation means, the power generation means is connected to an internal combustion engine, an output shaft of the internal combustion engine, and the drive shaft that can rotate independently of the output shaft, and generates electric power. A rotation adjusting means capable of adjusting a rotation speed of the output shaft with respect to the drive shaft together with input / output and input / output of the driving force to the output shaft and the drive shaft. it can.

  In the vehicle of the present invention, the state detecting means is means for detecting the temperature of the power storage means, and the predetermined state is a state in which the detected temperature of the power storage means is lower than a predetermined temperature. You can also. In this case, the temperature of the power storage means can be raised by executing the motor rotation restriction control with the discharge from the power storage means. When the temperature of the power storage means is very low, the power that can be charged / discharged from the power storage means is usually greatly limited. Therefore, by increasing the temperature of the power storage means, the power that can be charged / discharged from the power storage means can be increased. it can. Here, the “predetermined temperature” may be a temperature within a range where it can be determined that the power storage means is in a low temperature state. In this aspect of the vehicle of the present invention, the input / output of electric power, the output shaft, and the drive shaft connected to the internal combustion engine, the output shaft of the internal combustion engine, and the drive shaft that can rotate independently of the output shaft. And a rotation adjusting means capable of adjusting the rotation speed of the output shaft with respect to the drive shaft.

  In the vehicle according to the aspect of the invention including the rotation adjusting unit, the rotation adjusting unit is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and any of the three shafts is connected. Or a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the two axes, and a generator capable of inputting / outputting power to / from the third shaft. There can be. In this case, the generator is configured such that a rotor is connected to the third shaft, and the rotor can be rotationally driven by a rotating magnetic field of the stator so that power can be input / output to / from the third shaft. You can also

  In the vehicle according to the aspect of the invention including a generator having a rotor connected to the third shaft, the control unit may be configured such that when the state condition is satisfied while the internal combustion engine is stopped rotating, the motor Power generation that controls rotation of the generator so that rotation of the rotor of the generator is limited by performing rotation limitation control and fixing the magnetic field direction of the stator of the generator with discharge from the power storage means It may be a means for executing the machine rotation restriction control. If it carries out like this, electric power can be consumed by an electric motor and a generator.

  Further, in the vehicle of the present invention having a generator having a rotor connected to a third shaft, the control means limits power consumption by the motor during the execution of the motor rotation limit control. When the restriction condition is satisfied, the electric motor rotation restriction control is executed using electric power that is smaller than when the restriction condition is not established, or the electric motor rotation restriction control is stopped and the discharge from the power storage unit is performed. The generator rotation limit control is performed to control the generator so as to limit the rotation of the generator rotor by fixing the magnetic field direction of the generator stator. You can also In this way, power consumption by the motor can be suppressed when the limiting condition is satisfied. In this case, the limiting condition may be a condition in which a temperature of the electric motor and / or a drive circuit that drives the electric motor exceeds a second predetermined temperature.

  In the vehicle of the present invention having a generator, the control means executes the motor rotation restriction control when the state condition is satisfied, and the generator is configured to motor the internal combustion engine by the generator. It can also be a means for controlling. If it carries out like this, electric power can be consumed by an electric motor and a generator.

  The vehicle according to the present invention may further include power transmission release means capable of connecting and releasing the connection between the drive shaft and the axle side. In this case, the control means executes the motor rotation restriction control in a state where the connection between the drive shaft and the axle side is released by the power transmission release means and the internal combustion engine is operated. When the rotation requirement condition for rotating the drive shaft is satisfied, the electric motor rotation limit control is performed using less electric power than when the rotation requirement condition is not satisfied until a predetermined rotation request release condition is satisfied. Or the means for interrupting the execution of the electric motor rotation restriction control. Here, the “revolution request condition” may be a condition in which the execution of the electric motor rotation restriction control is continued for a predetermined time, and the temperature of the electric motor and a drive circuit that drives the electric motor is a first condition. It is also possible to have a condition that exceeds a predetermined temperature of 3. Further, the “predetermined rotation request release condition” refers to a condition in which the motor rotation limit control is executed until the rotation request condition is satisfied when the phase current state of the motor when executing the motor rotation limit control is satisfied. It may be a condition that the motor rotates more than the minimum rotation amount different from the phase current state of the electric motor. When these conditions are used, it is possible to suppress a certain amount of current from continuing to flow only to specific phases of the electric motor and specific elements of the drive circuit that drives the electric motor.

The vehicle control method of the present invention includes:
A motor connected to the drive shaft on the axle side, the motor rotating and driving the rotor by a rotating magnetic field of the stator and power input / output to the drive shaft; and power storage means capable of exchanging power with the motor; A vehicle control method comprising:
When the state condition that the state of the power storage means is a predetermined state is established while the vehicle is stopped, the rotation of the rotor of the motor is fixed by fixing the direction of the magnetic field of the stator of the motor with the discharge from the power storage means. Performing motor rotation restriction control for controlling the electric motor so as to be restricted,
This is the gist.

  In the vehicle control method of the present invention, when the state condition that the state of the power storage means is a predetermined state is established while the vehicle is stopped, the direction of the magnetic field of the stator of the motor is fixed with the discharge from the power storage means. Electric motor rotation restriction control is executed to control the electric motor so that the rotation of the rotor of the electric motor is restricted. Thereby, the state of the power storage means can be changed from a predetermined state to another state. Therefore, when the predetermined state is an overcharge state, an overvoltage state, a low temperature state, or the like, overcharge or overvoltage can be eliminated or the temperature can be increased by heat from discharge or discharge from the power storage means. As a result, the power storage means can be in a better state. In addition, since there is no need to rotate the rotor of the electric motor, the shift position can be changed even in the case of a vehicle having a hardware configuration in which the axle side and the drive shaft cannot be disconnected, that is, the axle side and the drive shaft are mechanically coupled. Electric power can be discharged from the storage means when the driving wheel is locked, such as when in a parking position.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as a first embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the first embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, Motor MG1 capable of generating electricity connected to distribution integration mechanism 30, motor MG2 connected to ring gear shaft 32a as a drive shaft connected to power distribution integration mechanism 30 and drive wheels 63a, 63b, and drive wheels 63a, A parking lock mechanism 90 for locking 63b and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, a crankshaft 26 of the engine 22 is connected to the carrier 34, a motor MG1 is connected to the sun gear 31, and a ring gear shaft 32a as a drive shaft is connected to the ring gear 32. The motor MG1 is a generator. When the motor MG1 functions as an electric motor, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio. And the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 63a and 63b.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2. As shown in FIGS. 1 and 2, each of the motors MG1 and MG2 has rotors 45a and 46a on which permanent magnets are attached and stators 45b and 46b on which three-phase coils are wound. It is configured as a known synchronous generator motor that can be driven as an electric motor and exchanges electric power with the battery 50 via inverters 41 and 42. Each of the inverters 41 and 42 includes six transistors T1 to T6 and T7 to T12 and six diodes D1 to D6 and D7 to D12 connected in reverse parallel to the transistors T1 to T6 and T7 to T12. Yes. Each of the six transistors T1 to T6 and T7 to T12 has two such that they are on the source side and the sink side with respect to the positive electrode bus connected to the positive electrode of the battery 50 and the negative electrode bus connected to the negative electrode of the battery 50. Each of the three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 is connected to the connection point. Therefore, a rotating magnetic field can be formed in the three-phase coil by adjusting the on-time ratio of the paired transistors T1 to T6 and T7 to T12, and the motors MG1 and MG2 can be driven to rotate. The power line 54 that connects the inverters 41 and 42 and the battery 50 is composed of a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. The electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 is configured as a microprocessor centered on the CPU 40a, and includes a ROM 40b for storing a processing program, a RAM 40c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 40a. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotors 45a of the motors MG1 and MG2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. Phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45U, 45V, 46U, and 46V that detect the rotational positions θm1 and θm2 of 46a and the phase currents flowing in the U-phase and V-phase of the three-phase coils of the motors MG1 and MG2. The motor ECU 40 outputs switching control signals to the transistors T1 to T6 and T7 to T12 of the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The parking lock mechanism 90 includes a parking gear 92 attached to a ring gear shaft 32a as a drive shaft, and a parking lock pole 94 that engages with the parking gear 92 and locks in a state in which the rotational drive is stopped. The parking lock pole 94 operates when an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 that receives an operation signal from another position to the parking position or an operation signal from the parking position to another position. The parking lock and the release thereof are performed by meshing with the parking gear 92 and the release thereof. Since the ring gear shaft 32a as the drive shaft is mechanically connected to the drive wheels 63a and 63b, the parking lock mechanism 90 indirectly locks the drive wheels 63a and 63b.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from the voltage sensor 51 a installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current detected by the current sensor 51b, and based on the remaining capacity SOC of the battery 50 and the battery temperature Tb of the battery 50 detected by the temperature sensor 51c. The input / output limits Win and Wout of the battery 50 are set. The input / output limits Win and Wout of the battery 50 are set by setting basic values of the input / output limits Win and Wout based on the battery temperature Tb, and based on the remaining capacity SOC of the battery 50 and the output limit correction coefficient and the input limit. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient. FIG. 3 shows an example of the relationship between the battery temperature Tb and the basic values of the input / output limits Win and Wout, and FIG. 4 shows an example of the relationship between the remaining capacity SOC of the battery 50 and the correction coefficients of the input / output limits Win and Wout. .

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a drive signal to a brake or clutch actuator (not shown) of the transmission 65, a drive signal to an actuator (not shown) of the parking lock mechanism 90, and the like are output via an output port. As described above, the hybrid electronic control unit 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. ing.

  In the hybrid vehicle 20 of the first embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position. (R position).

  The hybrid vehicle 20 of the first embodiment configured in this way is the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. The engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the first embodiment configured as described above, particularly the operation when the shift position SP is the parking position will be described. FIG. 5 is an explanatory diagram showing an example of a parking routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the shift position SP is the parking position. In the first embodiment, for ease of explanation, the case where the engine 22 is stopped will be described.

  When the parking process routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the remaining capacity SOC of the battery 50 and the motor rotation limit control execution flag F (step S100). Here, the remaining capacity SOC of the battery 50 is calculated based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b, and is input from the battery ECU 52 by communication. Further, the motor rotation restriction control execution flag F is output from the battery 50 so that the rotation of the rotor 46a (ring gear shaft 32a as a drive shaft) is restricted by fixing the direction of the magnetic field formed in the stator 46b of the motor MG2. A value of 1 is set when a control for energizing the motor MG2 with discharge (hereinafter, this control is referred to as a motor rotation limit control) and a value of 0 when the motor rotation limit control is not executed. Is set by communication from the motor ECU 40. Hereinafter, the description of the parking routine in FIG. 5 will be temporarily interrupted, and the motor rotation restriction control will be described with reference to FIG.

  When controlling the motor MG2, as shown in FIG. 6, the stator 46b of the motor MG2 has a combined magnetic field (combined magnetic fields formed by the U phase, the V phase, and the W phase to which current is applied) ( In the drawing, a solid line thick arrow) is formed. In the motor rotation restriction control, the motor MG2 is controlled so that the combined magnetic field does not rotate. Hereinafter, such a non-rotating synthetic magnetic field is referred to as a fixed magnetic field. When the direction of the fixed magnetic field matches the direction of the magnetic field formed by the permanent magnet of the rotor 46a of the motor MG2 (the direction of the d axis in the dq coordinate system), torque is applied from the motor MG2 to the ring gear shaft 32a as the drive shaft. Is not output. However, if the torque acts on the ring gear shaft 32a and the rotor 46a rotates and the direction of the fixed magnetic field formed on the stator 46b and the current direction of the magnetic field of the rotor 46a (direction of the d-axis) deviate, the stator 46b. Torque acts on the rotor 46a in accordance with the deviation in a direction in which the direction of the fixed magnetic field formed on the rotor and the current magnetic field direction of the rotor 46a coincide with each other (hereinafter, this torque is referred to as suction torque), and acts on the ring gear shaft 32a. The rotor 46a stops at a position where the torque to be balanced and the suction torque are balanced. Here, when the deviation between the direction of the fixed magnetic field and the current direction of the magnetic field of the rotor 46a is within the range of π / 2 or less in electrical angle, the attraction torque increases as the deviation increases and forms a fixed magnetic field. Therefore, the larger the value of current that is applied to the three-phase coil of the stator 46b, the larger the value. Since the time when the engine 22 is stopped is considered now, normally, no torque acts on the ring gear shaft 32a. As described above, in the motor rotation restriction control, a current is supplied to the motor MG2 with discharge from the battery 50 to form a fixed magnetic field in the stator 46b. In the dq coordinate system, the d-axis is the direction of the magnetic field formed by the permanent magnet attached to the rotor 46a, and the q-axis is advanced by an electrical angle of π / 2 with respect to the d-axis. Direction.

  Returning to the description of the parking routine shown in FIG. When data is input in step S100, the value of the input motor rotation limit control execution flag F is checked (step S110). When the motor rotation limit control execution flag F is 0, that is, the motor rotation limit control is not executed. Sometimes, the remaining capacity SOC of the battery 50 is compared with the threshold value Sref1 (step S120), and when the remaining capacity SOC of the battery 50 is equal to or less than the threshold value Sref1, the processing routine at the time of parking is ended. Here, the threshold value Sref1 is a threshold value used for determining whether or not the battery 50 is in an overcharged state, and is determined by the characteristics of the battery 50 or the like. When the remaining capacity SOC of the battery 50 is larger than the threshold value Sref1 in step S120, an instruction to start the motor rotation restriction control is transmitted to the motor ECU 40 (step S130), and the parking process routine is ended. The motor ECU 40 that has received the execution start command for the motor rotation limit control executes the motor rotation limit control according to the motor rotation limit control routine illustrated in FIG. The motor rotation restriction control execution routine of FIG. 7 will be described later. When the motor ECU 40 executes the motor rotation limit control in this way, the value 1 is set in the motor rotation limit control execution flag F as described above.

  When the motor rotation limit control execution flag F is 1 in step S110, that is, when the motor rotation limit control is being executed, the remaining capacity SOC of the battery 50 is compared with a threshold value Sref2 that is equal to or less than the threshold value Sref1 (step S140). When the remaining capacity SOC of the battery 50 is larger than the threshold value Sref2, the processing routine at the time of parking is ended as it is. S150), the parking routine is terminated. Here, the threshold value Sref2 is a threshold value used for determining whether or not the execution of the electric motor rotation restriction control may be terminated, is determined by the characteristics of the battery 50, and can eliminate the overcharge of the battery 50. At the same time, the battery 50 can be set within a range that does not cause overdischarge. Thus, in the first embodiment, when the remaining capacity SOC of the battery 50 is greater than the threshold value Sref1, the remaining capacity SOC of the battery 50 is set to the threshold value Sref2 by executing the electric motor rotation limit control with the discharge from the battery 50. Let me do the following: Thereby, the overcharge of the battery 50 can be eliminated. In addition, at this time, the ring gear shaft 32a can be prevented from rotating.

  Next, the motor rotation restriction control routine of FIG. 7 will be described. This routine is repeatedly executed at predetermined time intervals (for example, every several msec) from when the execution start command for the motor rotation limit control is received from the hybrid electronic control unit 70 until the execution end command for the motor rotation limit control is received. The

  When the motor rotation limit control routine is executed, the CPU 40a of the motor ECU 40 firstly outputs the phase currents Iu2 and Iv2 flowing in the U-phase and V-phase of the three-phase coil from the current sensors 46U and 46V and the rotational position detection sensor 44. Data necessary for control such as the rotational position θm2 of the rotor 46a of the motor MG2 is input (step S200).

  Subsequently, the value of the flag G is checked (step S210). When the flag G is 0, the electrical angle θe2 is calculated based on the input rotational position θm2 of the rotor 46a of the motor MG2 (step S220). The angle θe2 is set as the control electrical angle θe2set (step S230), and the value 1 is set in the flag G (step S240). Then, when the value 1 is set in the flag G, the processing of steps S210 to S240 is not performed after the next time. Here, the flag G is set to an initial value of 0, and is set to a value of 1 when the control electrical angle θe2set is set, and the motor rotation limit control execution end command is received from the hybrid electronic control unit. Sometimes the flag is set again to the value 0. Therefore, the processing of steps S210 to S240 uses the rotational position θm2 of the rotor 46a of the motor MG2 when this routine is executed for the first time after receiving the execution start command of the motor rotation restriction control from the hybrid electronic control unit 70. Thus, the control electrical angle θe2set is set.

  Subsequently, the sum of the phase currents Iu2, Iv2, and Iw2 flowing in the U phase, V phase, and W phase of the three-phase coil of the motor MG2 is set to 0, and the phase current Iu2 is expressed by the following equation (1) using the control electrical angle θe2set. , Iv2 are coordinate-transformed (three-phase to two-phase transformation) into d-axis and q-axis currents Id2 and Iq2 (step S250), and a predetermined current I1 is set in the d-axis current command Id2 * at the control electrical angle θe2set. At the same time, a value 0 is set to the q-axis current command Iq2 * (step S260), and the d-axis is obtained by the following equations (2) and (3) using the set current commands Id2 *, Iq2 * and the currents Id2, Iq2. And q-axis voltage commands Vd2 * and Vq2 * are calculated (step S270), and the calculated d-axis and q-axis voltage commands Vd2 * and Vq2 * are expressed by the following equation (4) using the control electrical angle θe2set: And coordinate conversion (two-phase to three-phase conversion) into voltage commands Vu2 *, Vv2 *, and Vw2 * to be applied to the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG2 (step S280). ), The coordinate-converted voltage commands Vu2 *, Vv2 *, and Vw2 * are converted into PWM signals for switching the transistors T7 to T12 of the inverter 42 (step S290), and the converted PWM signals are converted to the transistors T7 to T12 of the inverter 42. To drive the motor MG2 (step S300), and the motor rotation limit control routine is terminated. Here, the predetermined current I1 is determined according to the electric power to be discharged from the battery 50, and is determined by the characteristics of the battery 50 and the motor MG2. In the embodiment, a fixed value is used as the predetermined current I1. In the equations (2) and (3), “k1” and “k3” are proportional coefficients, and “k2” and “k4” are integral coefficients. In this way, when the current is passed through the three-phase coil of the stator 46b of the motor MG2 using the d-axis current command Id2 * at the control electrical angle θe2set, power is discharged from the battery 50, and the remaining capacity of the battery 50 is discharged. The SOC can be reduced.

  According to the hybrid vehicle 20 of the first embodiment described above, when the remaining capacity SOC of the battery 50 is greater than the threshold value Sref1 when the shift position SP is in the parking position, the battery 50 is maintained until the remaining capacity SOC becomes equal to or less than the threshold value Sref2. Since the motor MG2 is energized with the discharge from the motor to form a fixed magnetic field in the stator 46b, overcharging of the battery 50 can be eliminated. In addition, in this case, since only the fixed magnetic field is formed in the stator 46b, the electric power can be discharged from the battery 50 without rotating the rotor 46a of the motor MG2. As a result, when the electric power is consumed by the motor MG2, it is possible to avoid a shock or a shake in the vehicle.

  In the hybrid vehicle 20 of the first embodiment, the predetermined current I1 is set to the d-axis current command Id2 * at the control electrical angle θe2set regardless of the remaining capacity SOC of the battery 50. The d-axis current command Id2 * at the control electrical angle θe2set may be set based on the SOC. In this case, the relationship between the remaining capacity SOC of the battery 50 and the d-axis current command Id2 * is determined in advance and stored in the ROM 40b as a current command setting map, and the map stored when the remaining capacity SOC of the battery 50 is given. The d-axis current command Id2 * corresponding thereto may be derived and set. An example of the current command setting map is shown in FIG. As shown in the figure, the d-axis current command Id2 * is set so as to increase as the remaining capacity SOC of the battery 50 increases. Thus, by controlling the motor MG2 using the d-axis current command Id2 * based on the remaining capacity SOC of the battery 50, the discharge power from the battery 50 can be adjusted according to the remaining capacity SOC of the battery 50. .

  The hybrid vehicle 20B of the second embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20B of the second embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted. .

  In the hybrid vehicle 20B of the second embodiment, the hybrid electronic control unit 70 executes the parking time processing routine of FIG. 9 instead of the parking time processing routine of FIG. When the parking routine shown in FIG. 9 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the inter-terminal voltage Vb of the battery 50 and the motor rotation limit control execution flag F (step S400). Here, the voltage Vb between the terminals of the battery 50 is the one detected by the voltage sensor 51a and input from the battery ECU 52 by communication. Further, the motor rotation restriction control execution flag F is input in the same manner as the processing in step S100 of the parking time processing routine of FIG.

  When the data is input in this way, the value of the input motor rotation limit control execution flag F is checked (step S410). When the motor rotation limit control execution flag F is 0, that is, the motor rotation limit control is not executed. Compares the inter-terminal voltage Vb of the battery 50 with the threshold value Vbref1 (step S420). An execution start command for the motor rotation restriction control is transmitted to the motor ECU 40 (step S430), and the parking process routine is terminated. Here, the threshold value Vbref1 is a threshold value used for determining whether or not the battery 50 is in an overvoltage state, and is determined by the characteristics of the battery 50. For example, the remaining capacity SOC of the battery 50 is equal to the above-described threshold value Sref1. The voltage Vb between terminals of the battery 50 at the time can be used. Further, the motor ECU 40 that has received the execution start command for the motor rotation restriction control executes the motor rotation restriction control routine of FIG.

  When the motor rotation restriction control execution flag F is 1 in step S410, that is, when the motor rotation restriction control is being executed, the voltage Vb between the terminals of the battery 50 is compared with a threshold value Vbref2 that is equal to or less than the threshold value Vbref1 (step S440). When the inter-terminal voltage Vb is larger than the threshold value Vbref2, the parking process routine is terminated as it is, and when the inter-terminal voltage Vb is less than or equal to the threshold value Vbref2, the motor rotation limit control execution end command is transmitted to the motor ECU 40 (step S450). The processing routine ends. Here, the threshold value Vbref2 is a threshold value used for determining whether or not the execution of the electric motor rotation restriction control may be terminated, is determined by the characteristics of the battery 50, and can eliminate the overvoltage of the battery 50. For example, the voltage Vb between terminals of the battery 50 when the remaining capacity SOC of the battery 50 is the threshold value Sref2 can be used. Thus, in the second embodiment, when the inter-terminal voltage Vb of the battery 50 is higher than the threshold value Vbref1, the inter-terminal voltage Vb of the battery 50 is obtained by executing the motor rotation restriction control with the discharge from the battery 50. The threshold value Vbref2 or less is set. Thereby, the overvoltage of the battery 50 can be eliminated. In addition, at this time, the ring gear shaft 32a can be prevented from rotating.

  According to the hybrid vehicle 20B of the second embodiment described above, when the inter-terminal voltage Vb of the battery 50 is higher than the threshold value Vbref1 when the shift position SP is in the parking position, the inter-terminal voltage Vb becomes less than or equal to the threshold value Vbref2. Since the motor MG2 is energized with discharge from the battery 50 to form a fixed magnetic field in the stator 46b, the overvoltage of the battery 50 can be eliminated. In addition, in this case, since only the fixed magnetic field is formed in the stator 46b, the electric power can be discharged from the battery 50 without rotating the rotor 46a of the motor MG2. As a result, when the electric power is consumed by the motor MG2, it is possible to avoid a shock or a shake in the vehicle.

  In the hybrid vehicle 20B of the second embodiment, the predetermined current I1 is set to the d-axis current command Id2 * at the control electrical angle θe2set regardless of the voltage Vb between the terminals of the battery 50. The d-axis current command Id2 * at the control electrical angle θe2set may be set based on the inter-voltage Vb. In this case, the relationship between the terminal voltage Vb of the battery 50 and the d-axis current command Id2 * is determined in advance and stored in the ROM 40b as a current command setting map, and stored when the terminal voltage Vb of the battery 50 is given. The corresponding d-axis current command Id2 * may be derived from the map and set. An example of the current command setting map is shown in FIG. As shown in the figure, the d-axis current command Id2 * is set so as to increase as the inter-terminal voltage Vb of the battery 50 increases. Thus, by controlling the motor MG2 using the d-axis current command Id2 * based on the inter-terminal voltage Vb of the battery 50, the discharge power from the battery 50 is adjusted according to the inter-terminal voltage Vb of the battery 50. Can do.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, the case where the shift position SP is the parking position and the engine 22 stops rotating has been described, but the engine 22 is idling. Similar control can be performed at times. Note that now, when the remaining capacity SOC of the battery 50 is relatively large or when the inter-terminal voltage Vb is relatively high, it is considered that electric power is being discharged from the battery 50 by executing the motor rotation limit control. It is unlikely that power is output from the engine 22 and at least part of the power is generated by the motor MG1.

  In the hybrid vehicles 20 and 20B of the first embodiment and the second embodiment, the hybrid electronic control unit 70 performs the motor rotation restriction control execution start command and execution end according to the remaining capacity SOC of the battery 50 and the inter-terminal voltage Vb. It is assumed that the command is transmitted to the motor ECU 40, but instead, an execution start command and an execution end command for the motor rotation limit control are transmitted to the motor ECU 40 in accordance with the input / output limits Win, Wout, etc. of the battery 50. Also good.

  In the hybrid vehicles 20 and 20B of the first and second embodiments, when the remaining capacity SOC of the battery 50 is larger than the threshold value Sref1 or when the terminal voltage Vb of the battery 50 is higher than the threshold value Vbref1, the motor rotation limit control is executed. However, in addition to the execution of the electric motor rotation restriction control, the electric power may be consumed by the motor MG1. In this case, as the control of the motor MG1 executed by the motor ECU 40, the rotation of the rotor 45a (the sun gear 31 of the power distribution and integration mechanism 30) is limited by fixing the direction of the magnetic field formed in the stator 45b of the motor MG1. In this way, control for energizing the motor MG1 with discharge from the battery 50 (hereinafter, this control is referred to as “generator rotation restriction control”) is executed, or the engine 22 in which fuel cut is performed is controlled by the motor MG1. It may be motored. In the former case, the motor ECU 40 may perform the motor rotation limit control by the motor rotation limit control routine of FIG. 5 and the generator rotation limit control by a generator rotation limit control routine (not shown). Thereby, electric power can be consumed by both motors MG1 and MG2. When both the motor rotation limit control and the generator rotation limit control are executed in this way, when the temperature of the motor MG2 or the inverter 42 exceeds a predetermined allowable temperature due to the rating or the like, the motor rotation limit control is performed. The power consumption may be reduced, or the execution of the motor rotation restriction control may be terminated. As a result, an excessive temperature rise of the motor MG2 and the inverter 42 can be suppressed. In these cases, the power consumption by the generator rotation restriction control may be increased by the amount that the power consumption by the motor rotation restriction control is reduced. Thereby, it is possible to prevent the sum of power consumption by the motors MG1 and MG2 from becoming small. In the latter case, that is, when the motor 22 is motored by the motor MG1, the torque for motoring the engine 22 from the motor MG1 as shown in the relationship between the rotational speeds of the rotating elements of the power distribution and integration mechanism 30 in FIG. Should be output. In this case, similarly to the embodiment, the vehicle does not move when the drive wheels 63a and 63b are locked, such as when the shift position SP is a parking position. In addition, in step S260 of the motor rotation limit control routine of FIG. 7, the rotation of the ring gear shaft 32a as the drive shaft can be limited with respect to the torque (−Tm1 * / ρ) output from the motor MG1 and acting on the ring gear shaft 32a. If the current value is set to the d-axis current command Id2 * at the control electrical angle θe2set, the rotation of the ring gear shaft 32a can be further suppressed.

  The hybrid vehicle 20C of the third embodiment has the same hardware configuration as the hybrid vehicle 20 of the first embodiment illustrated in FIG. Therefore, in order to avoid redundant description, the hardware configuration of the hybrid vehicle 20C of the fourth embodiment is denoted by the same reference numeral as the hardware configuration of the hybrid vehicle 20 of the first embodiment, and the detailed description thereof is omitted. .

  In the hybrid vehicle 20C of the third embodiment, the hybrid electronic control unit 70 executes the parking time processing routine of FIG. 12 instead of the parking time processing routine of FIG. When the parking time processing routine of FIG. 12 is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the battery temperature Tb of the battery 50 and the motor rotation limit control execution flag F (step S500). Here, the battery temperature Tb of the battery 50 is input from the battery ECU 52 by communication from the temperature detected by the temperature sensor 51c. Further, the motor rotation restriction control execution flag F is input in the same manner as the processing in step S100 of the parking time processing routine of FIG.

  When the data is input in this way, the value of the input motor rotation limit control execution flag F is checked (step S510). When the motor rotation limit control execution flag F is 0, that is, the motor rotation limit control is not executed. Compares the battery temperature Tb of the battery 50 with the threshold value Tbref1 (step S520), and ends when the battery temperature Tb of the battery 50 is equal to or higher than the threshold value Tbref1, and when the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1, A control execution start command is transmitted to motor ECU 40 (step S530), and the parking routine is terminated. Here, the threshold value Tbref1 is a threshold value used for determining whether or not the battery 50 is in a low temperature state, and is determined by the characteristics of the battery 50 or the like. When the battery 50 is in a low temperature state, as illustrated in the relationship between the battery temperature Tb and the basic values of the input / output limits Win and Wout in FIG. 3, the basic values of the input / output limits Win and Wout are relatively large. The input / output limits Win and Wout are relatively large. For this reason, when the battery 50 is in a low temperature state, it is desirable to charge and discharge the battery 50 to increase the temperature of the battery 50. The comparison between the battery temperature Tb of the battery 50 and the threshold value Tbref1 in step S530 is a process for determining whether or not it is required to increase the temperature of the battery 50. Further, the motor ECU 40 that has received the execution start command for the motor rotation restriction control executes the motor rotation restriction control routine of FIG.

  When the motor rotation restriction control execution flag F is 1 in step S410, that is, when the motor rotation restriction control is being executed, the battery temperature Tb of the battery 50 is compared with a threshold value Tbref2 equal to or greater than the threshold value Tbref1 (step S540). When the temperature Tb is lower than the threshold value Tbref2, the processing routine at the time of parking is ended as it is, and when the battery temperature Tb is equal to or higher than the threshold value Tbref2, an execution completion command for the motor rotation restriction control is transmitted to the motor ECU 40 (step S550). finish. Here, the threshold value Tbref2 is a threshold value used for determining whether or not the execution of the electric motor rotation restriction control may be terminated. The threshold value Tbref2 is determined by the characteristics of the battery 50 and the temperature of the battery 50 has increased to some extent. It is possible to use a temperature at which it can be determined. In the third embodiment, when the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1, by executing the electric motor rotation limit control with the discharge from the battery 50, the battery temperature Tb of the battery 50 becomes equal to or higher than the threshold value Tbref2. Can be raised. In addition, at this time, the ring gear shaft 32a can be prevented from rotating.

  According to the hybrid vehicle 20C of the third embodiment described above, when the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1 when the shift position SP is in the parking position, the battery 50 is maintained until the battery temperature Tb becomes equal to or higher than the threshold value Tbref2. Since the electric current is supplied to the motor MG2 with the discharge from the electric field to form a fixed magnetic field in the stator 46b, the battery temperature Tb of the battery 50 can be raised. In addition, in this case, since only the fixed magnetic field is formed in the stator 46b, the electric power can be discharged from the battery 50 without rotating the rotor 46a of the motor MG2. As a result, when the electric power is consumed by the motor MG2, it is possible to avoid a shock or a shake in the vehicle.

  In the hybrid vehicle 20C of the third embodiment, the predetermined current I1 is set to the d-axis current command Id2 * at the control electrical angle θest regardless of the battery temperature Tb of the battery 50. The d-axis current command Id2 * at the control electrical angle θe2set may be set based on Tb and the input / output limits Win and Wout. In this case, the d-axis current command Id2 * may be set so that power is consumed by the motor MG2 within the range of the output limit Wout of the battery 50 based on the battery temperature Tb and the remaining capacity SOC. If the output limit Wout of the battery 50 is within the range, the motor rotation limit control is executed, and the above-described generator rotation limit control is executed or the engine 22 is motored by the motor MG1 and the motor MG1. Electric power may be consumed. In this way, power can be consumed by both motors MG1 and MG2, and the discharged power from battery 50 can be further increased.

  In the hybrid vehicle 20C of the third embodiment, the hybrid electronic control unit 70 transmits a motor rotation limit control execution end command to the motor ECU 40 when the battery temperature Tb of the battery 50 becomes equal to or higher than the threshold value Tbref2. However, the present invention is not limited to this, and the motor rotation restriction control is also executed when the remaining capacity SOC of the battery 50 becomes equal to or lower than the threshold value Sref2, or when the inter-terminal voltage Vb of the battery 50 becomes equal to or lower than the threshold value Vbref2. An end command may be transmitted to the motor ECU 40.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, when the shift position SP is the parking position (when the drive wheels 63a, 63b are locked by the parking lock mechanism 90). However, even when the shift position SP is other than the parking position, when the vehicle speed V is substantially 0 and the brake pedal 85 is depressed or the parking brake (not shown) is turned on, the driving wheels 63a and 63b are locked. When it can be determined that the driver does not intend to travel, such as when the vehicle is being operated, the same control as in the embodiment, for example, processing during parking, motor rotation limit control, generator rotation limit control, etc. may be executed.

  In the hybrid vehicles 20, 20B, and 20C of the first embodiment, the second embodiment, and the third embodiment, the power of the motor MG2 is output to the ring gear shaft 32a, but the hybrid vehicle 120 of the modified example of FIG. As illustrated, the power of the motor MG2 is connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 13) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). It is good also as what to do.

  In the hybrid vehicles 20, 20B, 20C of the first embodiment, the second embodiment, and the third embodiment, the power of the engine 22 is used as a drive shaft connected to the drive wheels 63a, 63b via the power distribution and integration mechanism 30. The power is output to the ring gear shaft 32a, but power is output to the inner rotor 232 and the drive wheels 63a and 63b connected to the crankshaft 26 of the engine 22 as illustrated in the hybrid vehicle 220 of the modified example of FIG. An outer rotor 234 connected to the drive shaft may be included, and a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power may be provided.

  In the hybrid vehicles 20, 20 </ b> B, and 20 </ b> C of the first embodiment, the second embodiment, and the third embodiment, the engine 22, the power distribution integration mechanism 30 in which the carrier 34 is connected to the engine 22, and the power distribution integration mechanism 30. A motor MG1 connected to the sun gear 31, a motor MG2 connected to the ring gear shaft 32a connected to the ring gear 32 and the drive wheels 63a and 63b of the power distribution and integration mechanism 30, and a battery that exchanges electric power with the motors MG1 and MG2. However, the engine 22, the power distribution and integration mechanism 30, and the motor MG1 may not be provided.

  In the hybrid vehicles 20, 20 </ b> B, and 20 </ b> C of the first embodiment, the second embodiment, and the third embodiment, the engine 22, the power distribution integration mechanism 30 in which the carrier 34 is connected to the engine 22, and the power distribution integration mechanism 30. The motor MG1 connected to the sun gear 31, the motor MG2 connected to the ring gear shaft 32a connected to the ring gear 32 and the drive wheels 63a and 63b of the power distribution and integration mechanism 30, and the battery that exchanges electric power with the motors MG1 and MG2. The transmission 65 may be provided between the ring gear shaft 32a connected to the ring gear 32 and the drive wheels 63a and 63b. Hereinafter, this hardware configuration will be described as a fourth embodiment.

  FIG. 15 is a configuration diagram showing an outline of the configuration of the hybrid vehicle 20D of the fourth embodiment. The hybrid vehicle 20D of the fourth embodiment detects a point where a transmission 65 is provided between the ring gear shaft 32a connected to the ring gear 32 of the power distribution and integration mechanism 30 and the drive wheels 63a and 63b and the temperature tm2 of the motor MG2. The hybrid vehicle 20 has the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment illustrated in FIG. 1 except that a temperature sensor 47 that is input to the motor ECU 40 is provided. In this hybrid vehicle 20D, for convenience of explanation, the shaft connecting the transmission 65 connected to the ring gear shaft 32a and the drive wheels 63a and 63b is referred to as a final output shaft 36. In the hybrid vehicle 20 of the fourth embodiment, the parking lock mechanism 90 described above locks the drive wheels 63a and 63b by locking the final output shaft 36 in accordance with the shift operation of the shift position SP to the parking position. . In order to avoid redundant description, the same reference numerals are given to the same hardware configuration as that of the hybrid vehicle 20 of the first embodiment among the hardware configurations of the hybrid vehicle 20D of the fourth embodiment, and the detailed description thereof is as follows. Omitted.

  The transmission 65 is configured to be able to transmit power accompanied by a change in the gear position between the ring gear shaft 32d and the final output shaft 36 and to release the connection between the ring gear shaft 32d and the final output shaft 36. Yes. An example of the configuration of the transmission 65 is shown in FIG. As shown in the figure, the transmission 65 includes a single-pinion planetary gear mechanism 67, 68, 69, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 67 includes an external gear sun gear 67s, an internal gear ring gear 67r disposed concentrically with the sun gear 67s, a plurality of pinion gears 67p that mesh with the sun gear 67s and mesh with the ring gear 67r, And the carrier 67c that holds the pinion gear 67p in a freely rotating and revolving manner. The sun gear 67s can be connected to or disconnected from the ring gear shaft 32d by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 67c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 68 includes an external gear sun gear 68s, an internal gear ring gear 68r disposed concentrically with the sun gear 68s, a plurality of pinion gears 68p that mesh with the sun gear 68s and mesh with the ring gear 68r, and a plurality of pinion gears 68p. And a carrier 68c that holds the pinion gear 68p in a freely rotating and revolving manner. The sun gear 68s is connected to the sun gear 67s of the planetary gear mechanism 67, and the ring gear 68r is connected to or released from the ring gear shaft 32d by turning on and off the clutch C1. The carrier 68c is connected to the ring gear 67r of the planetary gear mechanism 67. The planetary gear mechanism 69 includes an external gear sun gear 69s, an internal gear ring gear 69r arranged concentrically with the sun gear 69s, a plurality of pinion gears 69p that mesh with the sun gear 69s and mesh with the ring gear 69r, and a plurality of pinion gears 69p. And a carrier 69c that holds the pinion gear 69p so as to rotate and revolve freely. The sun gear 69s is connected to the ring gear 68r of the planetary gear mechanism 68, and the ring gear 69r can stop or freely rotate by turning on and off the brake B3. The carrier 69c is connected to the ring gear 67r of the planetary gear mechanism 67, the carrier 68c of the planetary gear mechanism 68, and the final output shaft 36. The transmission 65 shifts the rotation of the ring gear shaft 32d in four stages and transmits it to the final output shaft 36 by turning on and off the clutches C1, C2 and the brakes B1, B2, B3, and disconnects the ring gear shaft 32d from the final output shaft 36. Yes. In the embodiment, the clutches C1, C2 and the brakes B1, B2, B3 are turned on and off by adjusting the hydraulic pressure applied to the clutches C1, C2 and the brakes B1, B2, B3 by driving a hydraulic actuator (not shown). Done. In the transmission 65, when the shift lever 81 is in the parking position, the brake or clutch (not shown) of the transmission 65 is normally released and the ring gear shaft 32d is disconnected from the final output shaft 36.

  In the hybrid vehicle 20D of the fourth embodiment, the same control as the first embodiment, the second embodiment, the third embodiment and the modified example (parking processing, motor rotation limit control, generator rotation limit control, etc.) is performed. By executing, overcharging and overvoltage of the battery 50 can be eliminated, and the battery temperature Tb of the battery 50 can be increased. Further, when the ring gear shaft 32d is disconnected from the final output shaft 36 connected to the drive wheels 63a and 63b by the transmission 65, the motor ECU 40 controls the motor rotation limit shown in FIG. Instead of the control routine, the motor rotation limit control routine of FIG. 17 may be executed. The motor rotation limit control routine of FIG. 17 is the same as the motor rotation limit control routine of FIG. 7 except that the process of step S600 is performed instead of the process of step S200 and the processes of steps S610 to S640 are added. It is. Therefore, the same process is given the same step number, and detailed description thereof is omitted.

  When the motor rotation limit control routine of FIG. 17 is executed, the CPU 72 of the hybrid electronic control unit 70 changes the U-phase and V-phase of the three-phase coil in the same manner as in step S200 of the motor rotation limit control routine of FIG. The flow phase currents Iu2 and Iv2 and the rotational position θm2 of the rotor 46a of the motor MG2 are input, and data necessary for control such as the temperature tm2 of the motor MG2 from the temperature sensor 47 are input (step S600), and the input motor MG2 The temperature tm2 is compared with an allowable temperature tm2ref determined in advance by a rating or the like (step S610). When the temperature tm2 of the motor MG2 is equal to or lower than the allowable temperature tm2ref, the processing after step S210 is executed. If the motor rotation limit control is continuously executed, a certain amount of current continues to flow in a specific phase among the three-phase coils of the motor MG2, and a specific transistor of the specific phase or the transistors T1 to T6 is selected. The temperature may rise excessively. The comparison between the temperature tm2 of the motor MG2 and the allowable temperature tm2ref in step S610 determines whether such a temperature increase has occurred.

  When the temperature tm2 of the motor MG2 is higher than the allowable temperature tm2ref in step S610, the rotational position of the rotor 46a of the motor MG2 before the temperature tm2 of the motor MG2 becomes higher than the allowable temperature tm2ref (when the motor rotation restriction control is executed). It is determined whether or not the rotation amount is greater than or equal to the minimum rotation amount Δθm2ref from θm2 (step S620). Here, the minimum rotation amount Δθm2ref is set when the motor rotation limit control is executed using the current rotation position θm2 of the rotor 46a, that is, the current rotation position θm2 of the rotor 46a is set as the control electrical angle θe2set. When the motor MG2 is energized using the d-axis current command Id2 * at the electrical angle θe2set for the motor, the three-phase coil of the motor MG2 has a phase current different from that before the temperature tm2 of the motor MG2 becomes higher than the allowable temperature tm2ref. For example, the rotation of the three-phase coil of the motor MG2 in which a relatively large current is flowing within a relatively small predetermined range including the value 0 is set. An amount, a rotation amount corresponding to an electrical angle (2π / 3), or the like can be used. The electrical angle (2π / 3) is an electrical angle corresponding to one phase of the phase current of the motor MG2. Now, considering immediately after the temperature tm2 of the motor MG2 exceeds the allowable temperature tmref, the rotational position θm2 of the rotor 46a of the motor MG2 rotates more than the minimum rotational amount Δθm2ref from the rotational position θm2 when the motor rotation restriction control is executed. The flag G is set to 0 (step S630), and the motor rotation limit control routine is terminated. In this case, the motor rotation limit control is not executed, that is, no current is passed through the motor MG2. Thereby, it can suppress that temperature tm2 of motor MG2 rises excessively.

  Considering when the torque is applied to the ring gear shaft 32a such as when the engine 22 is being operated or when the motor 22 is motored by the motor MG1, the ring gear shaft 32a is not executed by executing the motor rotation limit control. Therefore, it waits for the rotation position θm2 of the rotor 46a to rotate more than the minimum rotation amount Δθm2ref from the rotation position θm2 when the motor rotation limit control is executed (step S620), and the rotation position of the rotor 46a at that time A control electrical angle θe2set is set using θm2 (steps S210 to S240), and a d-axis current command Id2 * is set using the control electrical angle θe2set to control motor MG2 (steps S250 to S300). . Thereby, the electric motor rotation restriction control can be executed again to discharge the battery 50. When no torque is applied to the ring gear shaft 32a while the engine 22 is stopped rotating, the ring gear shaft 32a is rotated by applying torque to the ring gear shaft 32a by, for example, motoring the engine 22 by the motor MG1. It is good also as what makes it.

  According to the hybrid vehicle 20D of the embodiment described above, when the shift position SP is the parking position and the engine 22 is operating, the temperature of the motor MG2 is being executed while the motor rotation restriction control is being performed. When tm exceeds a predetermined allowable temperature due to a rating or the like, the rotation limit restriction control is interrupted, and the motor rotation limit control is resumed when the rotation position θm2 of the rotor 46a of the motor MG2 rotates more than the minimum rotation amount. The battery 50 can be discharged while suppressing an excessive temperature rise of the motor MG2. Of course, by executing the same control as the first embodiment, the second embodiment, and the third embodiment (parking process, motor rotation limit control, generator rotation limit control, etc.), the battery 50 is overcharged or overvoltaged. Or the battery temperature Tb of the battery 50 can be increased.

  In the hybrid vehicle 20D of the fourth embodiment, the motor rotation limit control is interrupted when the temperature tm2 of the motor MG2 is higher than the allowable temperature tm2ref, but instead of or in addition to the temperature tm2 of the motor MG2, the inverter 42 It is good also as what determines using temperature, the temperature of the cooling water which cools motor MG2 or the inverter 42, etc. Further, instead of or in addition to these temperatures, it may be determined using whether or not the motor rotation limit control is continuously executed over a predetermined time. In this case, when the motor rotation limit control continues for a predetermined time, the temperature of a specific phase in the three-phase coil of the motor MG2 or a specific transistor among the transistors T1 to T6 is suppressed from excessively rising. In order to do this, the motor rotation limit control may be interrupted.

  In the hybrid vehicle 20D of the fourth embodiment, the motor rotation limit control is interrupted when the temperature tm2 of the motor MG2 is higher than the allowable temperature tmref. However, the electric current to be supplied to the motor MG2 is reduced to perform the motor rotation limit control. It may be executed continuously. In this case, if the current value Id2 * for the d-axis is set as a current value that does not limit the rotation of the ring gear shaft 32a with respect to the torque acting on the ring gear shaft 32a, the ring gear shaft 32a rotates, so the rotor of the motor MG2 After the rotational position θm2 of 45a rotates more than the minimum rotation amount, the current before the temperature tm of the motor MG2 becomes higher than the allowable temperature tmref may be supplied to the motor MG2.

  In the hybrid vehicle 20D of the fourth embodiment, the case where the motor rotation restriction control is executed when the ring gear shaft 32d is disconnected from the drive wheels 63a and 63b has been described. However, the ring gear shaft 32d is disconnected from the drive wheels 63a and 63b. The temperature of the motor MG2 when a charge request is made to charge the battery 50, such as when the remaining capacity SOC of the battery 50 is relatively small or when the voltage Vb between the terminals of the battery 50 is relatively low. When tm2 exceeds the allowable temperature tm2ref, that is, when the motor rotation limit control cannot be executed when the battery 50 is requested to be charged, a not-shown notification means (for example, display output, audio output, etc.) Depress 85 to shift position SP to drive position or It may be as to inform and please to shift operation "in Bath position. When the driver operates in accordance with this notification, the final output shaft 36 connected to the drive wheels 63a and 63b and the ring gear shaft 32d are connected by the transmission 65 with the brake pedal 85 depressed. The driving wheels 63a and 63b are locked by a brake (not shown), and accordingly, the ring gear shaft 32d is locked. Power is output from the engine 22 without executing the motor rotation limit control, and the power The electric power can be generated by the motor MG1 using the unit to supply electric power to the battery 50.

  In the hybrid vehicle 20D of the fourth embodiment, the transmission 65 capable of shifting with four speeds is used. However, the speed is not limited to four, and can be shifted with two or more speeds. Any transmission can be used. Further, as long as the ring gear 32d and the drive wheels 63a and 63b can be connected and disconnected, the transmission is not limited to the transmission, and a clutch or the like may be provided.

  In the hybrid vehicle 20D of the fourth embodiment, the engine 22, the power distribution integration mechanism 30 in which the carrier 34 is connected to the engine 22, the motor MG1 connected to the sun gear 31 of the power distribution integration mechanism 30, and the power distribution integration mechanism. A transmission 60 connected to the 30 ring gears 32 and the drive wheels 63a and 63b, a motor MG2 connected to the ring gear 32 and the transmission 60, and a battery 50 that exchanges electric power with the motors MG1 and MG2. However, the engine 22, the power distribution and integration mechanism 30, and the motor MG1 may not be provided.

  In the hybrid vehicles 20, 20B, 20C, and 20D of the first embodiment, the second embodiment, the third embodiment, and the fourth embodiment, a three-phase AC motor is used as the motor MG2. A phase AC motor may be used.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the first embodiment and its modifications, the rotor 46a is connected to a ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b, and the rotor 46a is driven to rotate by the rotating magnetic field of the stator 46b to drive the ring gear shaft 32a. The motor MG2 that inputs and outputs is equivalent to the “electric motor”, the battery 50 that exchanges electric power with the motor MG2 corresponds to the “electric storage means”, and the charge / discharge current from the current sensor 51b that detects the charge / discharge current Ib of the battery 50 The battery ECU 52 that calculates the remaining capacity SOC based on Ib corresponds to the “state detection means”, and when the remaining capacity SOC of the battery 50 is greater than the threshold value Sref1 while the vehicle is stopped, such as when the shift position SP is the parking position, the motor rotation limit Execute the parking routine shown in FIG. 5 for transmitting a control execution start command to the motor ECU 40. The motor MG2 is energized using the d-axis current command Id2 * at the control electrical angle θe2set after receiving the motor rotation limit control execution start command from the hybrid electronic control unit 70 and the hybrid electronic control unit 70 The motor ECU 40 that controls the motor MG2 so that a fixed magnetic field is formed in the stator 46b corresponds to the “control means”. In the second embodiment and its modification, the rotor 46a is connected to a ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b, and the rotor 46a is driven to rotate by the rotating magnetic field of the stator 46b to drive the ring gear shaft 32a. The motor MG2 that inputs and outputs the motor corresponds to the “electric motor”, the battery 50 that exchanges electric power with the motor MG2 corresponds to the “power storage unit”, and the voltage sensor 51a that detects the voltage Vb between the terminals of the battery 50 includes the “state detection unit”. When the vehicle is parked, such as when the shift position SP is in the parking position, when the voltage Vb between the terminals of the battery 50 is higher than the threshold value Vbref1, the motor rotation limit control execution start command is transmitted to the motor ECU 40 during parking. Hybrid electronic control unit 70 for executing the processing routine and hybrid electronic control unit The motor MG2 is energized using the d-axis current command Id2 * at the control electrical angle θe2set after the motor rotation limit control execution start command is received from the motor 70, and a fixed magnetic field is formed in the stator 46b. The motor ECU 40 that controls the motor MG2 corresponds to “control means”. In the third embodiment and its modifications, the rotor 46a is connected to a ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b, and the rotor 46a is driven to rotate by the rotating magnetic field of the stator 46b to drive the ring gear shaft 32a. The motor MG2 that inputs and outputs the “motor” corresponds to the “motor”, the battery 50 that exchanges electric power with the motor MG2 corresponds to the “power storage unit”, and the temperature sensor 51c that detects the battery temperature Tb of the battery 50 is the “state detection unit”. The parking process routine of FIG. 12 that transmits an execution start command of the motor rotation limit control to the motor ECU 40 when the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1 while the vehicle is stopped, such as when the shift position SP is the parking position. The electronic control unit for hybrid 70 and the electronic control unit for hybrid The motor MG2 is energized using the d-axis current command Id2 * at the control electrical angle θe2set after the motor rotation limit control execution start command is received from the controller 70, so that a fixed magnetic field is formed in the stator 46b. The motor ECU 40 that controls the motor MG2 corresponds to a “control unit”. In the first embodiment, the second embodiment, and the third embodiment, the carrier 34 is connected to the engine 22 and the crankshaft 26 of the engine 22, and the ring gear shaft 32a serving as the drive shaft connected to the drive wheels 63a and 63b is connected to the ring gear shaft 32a. The power distribution integration mechanism 30 to which the ring gear 32 is connected and the motor MG1 that inputs and outputs power to the sun gear 31 by rotating the rotor 45a by the rotating magnetic field of the stator 45b by connecting the rotor 45a to the sun gear 31 of the power distribution integration mechanism 30. Corresponds to “power generation means”. In the first embodiment, the second embodiment, and the third embodiment, the engine 22 corresponds to an “internal combustion engine”, and the carrier 34 is connected to the crankshaft 26 of the engine 22 and also connected to the drive wheels 63a and 63b. The power distribution integration mechanism 30 in which the ring gear 32 is connected to the ring gear shaft 32a serving as the drive shaft, and the rotor 45a is connected to the sun gear 31 of the power distribution integration mechanism 30, and the rotor 45a is rotationally driven by the rotating magnetic field of the stator 45b to thereby rotate the sun gear. A motor MG1 that inputs / outputs power to / from 31 corresponds to “rotation adjusting means”. In the fourth embodiment and its modification, a motor MG2 is connected to a ring gear shaft 32d as a drive shaft, and the rotor 46a is rotationally driven by a rotating magnetic field of the stator 46b to input / output power to the ring gear shaft 32d. The transmission 65 that can connect and release the ring gear shaft 32d and the drive wheels 63a and 63b corresponds to “power transmission canceling means”, and the battery 50 that exchanges electric power with the motor MG2 stores “power storage”. The voltage sensor 51a for detecting the voltage Vb between the terminals of the battery 50, the current sensor 51b for detecting the charging / discharging current Ib, the temperature sensor 51c for detecting the battery temperature Tb, and the remaining capacity based on the charging / discharging current Ib. When the battery ECU 52 for calculating the SOC corresponds to “state detection means” and the shift position SP is the parking position When the remaining capacity SOC of the battery 50 is greater than the threshold value Sref1 when the drive wheels 63a, 63b are locked and the ring gear shaft 32d is disconnected from the drive wheels 63a, 63b, the inter-terminal voltage Vb of the battery 50 is greater than the threshold value Vbref1. When the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1, the hybrid electronic control for executing the parking time processing routines of FIGS. 5, 9, and 12 is transmitted to the motor ECU 40 when the battery temperature Tb of the battery 50 is lower than the threshold value Tbref1. The motor MG2 is energized using the d-axis current command Id2 * at the control electrical angle θe2set after receiving the execution start command for the motor rotation restriction control from the unit 70 and the hybrid electronic control unit 70, and then the stator 46b. Control motor MG2 to form a fixed magnetic field During the execution of the motor rotation limit control, when the temperature tm2 of the motor MG2 becomes higher than the allowable temperature tm2ref, the motor rotation limit control is interrupted, and then the rotational position θm2 of the rotor 45a of the motor MG2 is determined. The motor ECU 40 that executes the motor rotation limit control routine of FIG. 17 that executes the motor rotation limit control again when the motor rotates more than the minimum rotation amount corresponds to “control means”. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, 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.

  In the embodiment, the hybrid vehicle 20 is used. However, the vehicle may be a vehicle other than the vehicle or may be a vehicle control method.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used for a vehicle and a control method thereof.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system centering on motor MG1, MG2. It is explanatory drawing which shows an example of the relationship between the battery temperature Tb in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is a flowchart which shows an example of the process routine at the time of parking performed by the hybrid electronic control unit 70 of 1st Example. It is explanatory drawing for using for description of motor rotation restriction | limiting control. It is a flowchart which shows an example of the motor rotation limitation control routine performed by motor ECU40 of 1st Example. It is explanatory drawing which shows an example of the map for electric current command setting. It is a flowchart which shows an example of the process routine at the time of the parking performed by the hybrid electronic control unit 70 of 2nd Example. It is explanatory drawing which shows an example of the map for electric current command setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a flowchart which shows an example of the process routine at the time of the parking performed by the hybrid electronic control unit 70 of 3rd Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. It is a block diagram which shows the outline of a structure of hybrid vehicle 20D of 4th Example. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 65. It is a flowchart which shows an example of the motor rotation limitation control routine performed by motor ECU40 of 4th Example.

Explanation of symbols

  20, 20B, 20C, 20D, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a, 32d Ring gear shaft, 33 pinion gear, 34 carrier, 36 final output shaft, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45a, 46a rotor, 46a, 46b stator, 47 temperature Sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 63a, 63b driving wheel, 64a, 64b wheel, 65 transmission, 67, 68, 69 planetary gear mechanism, 6 7s, 68s, 69s sun gear, 67c, 68c, 69c carrier, 67r, 68r, 69r ring gear, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 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, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (22)

A rotor connected to the drive shaft on the axle side, an electric motor capable of rotating and driving the rotor by a rotating magnetic field of the stator, and inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the electric motor;
State detecting means for detecting the state of the power storage means;
When the condition that the state of the power storage means detected during the stop is a predetermined state is satisfied, the direction of rotation of the motor is fixed by fixing the direction of the magnetic field of the stator of the motor with the discharge from the power storage means. Control means for performing motor rotation restriction control for controlling the electric motor so that rotation of the child is restricted;
A vehicle comprising: The vehicle according to claim 1,
Equipped with power generation means capable of generating electricity by receiving fuel supply,
The power storage means is means capable of exchanging power with the electric motor and the power generation means,
The state detection means is means for detecting the amount of electricity stored in the electricity storage means,
The predetermined state is a state in which the detected power storage amount of the power storage means is larger than a first predetermined power storage amount.   3. The vehicle according to claim 2, wherein the control unit is a unit that executes the electric motor rotation restriction control using electric power that tends to increase as the stored amount of the detected power storage unit increases when the state condition is satisfied. .   The control means is configured such that when the electric storage amount of the electric storage means detected during the execution of the electric motor rotation restriction control is less than or equal to a second predetermined electric storage amount that is less than or equal to the first predetermined electric storage amount, The vehicle according to claim 2 or 3, wherein the vehicle is means for terminating execution of electric motor rotation restriction control. The vehicle according to claim 1,
Equipped with power generation means capable of generating electricity by receiving fuel supply,
The power storage means is means capable of exchanging power with the electric motor and the power generation means,
The state detection means is means for detecting the voltage of the power storage means,
The predetermined state is a state in which the detected voltage of the power storage means is higher than a first predetermined voltage.   6. The vehicle according to claim 5, wherein the control means is means for executing the electric motor rotation restriction control using electric power that tends to increase as the detected voltage of the power storage means increases when the state condition is satisfied.   The control means is configured to limit the motor rotation when the detected voltage of the power storage means becomes equal to or lower than a second predetermined voltage equal to or lower than the first predetermined voltage during execution of the motor rotation limitation control. The vehicle according to claim 5 or 6, wherein the vehicle is means for terminating execution of control.   The power generation means is connected to an internal combustion engine, an output shaft of the internal combustion engine, and the drive shaft that can rotate independently of the output shaft, and input / output of electric power and driving force to the output shaft and the drive shaft The vehicle according to any one of claims 2 to 7, further comprising: a rotation adjusting unit capable of adjusting a rotation speed of the output shaft with respect to the drive shaft together with the input / output. The vehicle according to claim 1,
The state detection means is means for detecting the temperature of the power storage means,
The predetermined state is a vehicle in which the detected temperature of the power storage means is lower than a predetermined temperature. The vehicle according to claim 9, wherein
An internal combustion engine;
The drive connected to the output shaft of the internal combustion engine and the drive shaft that can rotate independently of the output shaft, with input / output of electric power, and input / output of drive force to the output shaft and the drive shaft Rotation adjusting means capable of adjusting the rotation speed of the output shaft relative to the shaft;
A vehicle comprising:   The rotation adjusting means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to / from any two of the three shafts The vehicle according to claim 8 or 10, comprising: a three-axis type power input / output means for inputting / outputting power to / from the power generator; and a generator capable of inputting / outputting power to / from the third shaft.   12. The vehicle according to claim 11, wherein the generator has a rotor connected to the third shaft, and is capable of driving the rotor to rotate by a rotating magnetic field of the stator to input / output power to the third shaft. .   The control means executes the electric motor rotation restriction control when the state condition is satisfied while the internal combustion engine is stopped rotating, and also causes a magnetic field of the stator of the generator with a discharge from the power storage means. The vehicle according to claim 12, which is a means for executing generator rotation limiting control for controlling the generator so that rotation of the rotor of the generator is limited while fixing the direction of the generator.   The control means uses a smaller electric power when a restriction condition for restricting power consumption by the motor is established during execution of the motor rotation restriction control than when the restriction condition is not established. The motor rotation limit control is executed or the motor rotation limit control is stopped, and the direction of rotation of the generator rotor is fixed by fixing the direction of the magnetic field of the generator stator accompanied by the discharge from the power storage means. The vehicle according to claim 12, which is a means for executing generator rotation restriction control for controlling the generator so as to be restricted.   The vehicle according to claim 14, wherein the limiting condition is a condition in which a temperature of the electric motor and / or a drive circuit that drives the electric motor exceeds a second predetermined temperature.   13. The control means is means for executing the electric motor rotation restriction control and controlling the generator so that the internal combustion engine is motored by the generator when the state condition is satisfied. Vehicle.   The vehicle according to any one of claims 1 to 16, further comprising power transmission releasing means capable of connecting and releasing the connection between the drive shaft and the axle side.   The control means is configured to execute the motor rotation restriction control while the connection between the drive shaft and the axle side is released by the power transmission release means and the internal combustion engine is operated. When the rotation request condition for rotating the drive shaft is satisfied, the electric motor rotation restriction control is executed using less electric power than when the rotation request condition is not satisfied until the predetermined rotation request release condition is satisfied. The vehicle according to claim 17, which is means for interrupting execution of the electric motor rotation restriction control.   The vehicle according to claim 18, wherein the rotation requirement condition is a condition in which execution of the electric motor rotation restriction control is continued for a predetermined time.   The vehicle according to claim 18, wherein the rotation requirement condition is a condition in which a temperature of the electric motor and a drive circuit that drives the electric motor exceeds a third predetermined temperature.   The predetermined rotation request release condition is that the motor rotation limit control is executed until the rotation request condition is satisfied until the state of the phase current of the motor when the motor rotation limit control is executed. The vehicle according to any one of claims 18 to 20, wherein the vehicle is in a condition of rotating more than a minimum rotation amount different from a phase current state. A motor connected to the drive shaft on the axle side, the motor rotating and driving the rotor by a rotating magnetic field of the stator and power input / output to the drive shaft; and power storage means capable of exchanging power with the motor; A vehicle control method comprising:
When the state condition that the state of the power storage means is a predetermined state is established while the vehicle is stopped, the rotation of the rotor of the motor is fixed by fixing the direction of the magnetic field of the stator of the motor with the discharge from the power storage means. Performing motor rotation restriction control for controlling the electric motor so as to be restricted,
Vehicle control method.

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