JP2014083853A - Hybrid vehicle - Google Patents

Abstract

In a hybrid vehicle, a sufficient driving force is output during reverse travel.
When a shift position is in a reverse range, a hybrid vehicle 20 executes a voltage increase process for increasing a battery voltage Vb of a battery 50, stops an engine 22 and ends the voltage increase process, and then reverses the voltage by a motor MG2. Let it run. For example, the battery voltage Vb may decrease to drive the engine 22 for power generation, but the driving force of the engine 22 may be distributed by the planetary gear 30 in the opposite direction to the driving force of the motor MG2. Here, when the shift position is in the reverse range, driving of the engine 22 is further suppressed by increasing the battery voltage Vb of the battery 50.
[Selection] Figure 1

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, as a hybrid vehicle, an engine, two rotating electric machines, a power distribution mechanism, and a power storage device are provided, the shift position is a reverse range, and the vehicle inclination θ is equal to or greater than a predetermined inclination threshold θth. In some cases, a charge start SOC value and a charge end SOC value are set to lower values than in normal times (see, for example, Patent Document 1). In a hybrid vehicle having a power distribution mechanism, when the engine is driven for power generation during reverse operation, the driving force of the engine may be distributed in the opposite direction to the driving force of the rotating electrical machine for traveling. Then, the reverse of the slope can be sufficiently performed by suppressing charging of the power storage device.

JP 2010-221745 A

  By the way, for example, in a hybrid vehicle, the battery voltage may decrease due to continuous discharge, and output restriction may be performed to protect the power storage device. In such a case, in the above-described hybrid vehicle or the like, the engine is started even when the remaining capacity SOC is sufficient, and the driving force of the engine is distributed in the opposite direction to the driving force of the rotating electric machine for traveling, so that the reverse drive The power could be reduced.

  The present invention has been made in view of such problems, and a main object of the present invention is to provide a hybrid vehicle that can output a sufficient driving force during reverse travel.

  The present invention adopts the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Power in which three rotating elements are connected to three axes of an engine capable of outputting driving power, a generator, an output shaft of the engine, a rotating shaft of the generator, and a driving shaft connected to driving wheels. A distribution and integration mechanism; an electric motor capable of outputting power for driving to the drive shaft; a battery that exchanges electric power with the generator and the electric motor; and the engine and the electric power generator to run according to a driver's request. And a hybrid vehicle comprising a control means for controlling the motor and the electric motor,
When the shift position is in the reverse range, the control means drives the engine to execute a voltage increase process for increasing the voltage of the battery by the generator, and after stopping the engine, causes the electric motor to travel backward. Means,
It is characterized by that.

  In this hybrid vehicle, when the shift position is in the reverse range, the engine is driven to execute a voltage increase process for increasing the voltage of the battery by the generator, and after the engine is stopped, the motor is driven backward. For example, there is a case where the voltage is lowered and the engine is driven for power generation, but the driving force of the engine may be distributed in the opposite direction to the driving force for driving the electric motor by the power distribution and integration mechanism. Here, when the shift position is in the reverse range, the driving of the engine can be further suppressed by increasing the voltage of the battery. Therefore, a sufficient driving force can be output during reverse travel.

Alternatively, the hybrid vehicle of the present invention
Power in which three rotating elements are connected to three axes of an engine capable of outputting driving power, a generator, an output shaft of the engine, a rotating shaft of the generator, and a driving shaft connected to driving wheels. A distribution and integration mechanism; an electric motor capable of outputting power for driving to the drive shaft; a battery that exchanges electric power with the generator and the electric motor; and the engine and the electric power generator to run according to a driver's request. And a hybrid vehicle comprising a control means for controlling the motor and the electric motor,
Voltage increasing means for executing a voltage increasing process for increasing the voltage of the battery,
When the shift position is in the reverse range, the control means is a means for causing the voltage raising means to execute the voltage raising process and, after finishing the voltage raising process, causing the electric motor to travel backward. Also good.

  Also in this hybrid vehicle, similarly to the hybrid vehicle described above, when the shift position is in the reverse range, driving of the engine can be further suppressed by increasing the voltage of the battery. Therefore, a sufficient driving force can be output during reverse travel.

  In the hybrid vehicle of the present invention including the voltage raising means, the voltage raising means is a capacitor, and when the shift position is in the reverse range, the control means connects the capacitor to the battery and executes the voltage raising process. In addition, after the voltage increase process is completed, the electric motor may be a means for traveling backward. If it carries out like this, the voltage of a battery can be raised comparatively easily with a capacitor.

  In the hybrid vehicle of the present invention, when the shift position is in the reverse range, the control means may execute the voltage increase process until a predetermined time elapses. In this way, the voltage of the battery can be increased by a relatively easy process, and as a result, a sufficient driving force can be output during reverse travel. The predetermined time may be determined empirically, for example, a predetermined value of 2 seconds or less. Alternatively, when the shift position is in the reverse range, the control means may execute the voltage increase process until a predetermined voltage is reached. In this way, the voltage of the battery can be increased more reliably, and as a result, a sufficient driving force can be output during reverse travel. This predetermined voltage may be determined empirically to a value that can protect the battery.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart showing an example of a reverse travel control routine executed by an HVECU 70. FIG. 5 is a relationship diagram of battery voltage, battery current, power storage ratio, and travel time. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 at the time of reverse driving | running | working. It is explanatory drawing of the capacitor 62 and the switching element 61. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. . Also, a planetary gear 30 (power distribution and integration mechanism) in which a carrier is connected to the crankshaft 26 of the engine 22 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, for example. A motor MG1, which is configured as a synchronous generator motor and whose rotor is connected to the sun gear of the planetary gear 30, for example, a motor MG2 which is configured as a synchronous generator motor and whose rotor is connected to the drive shaft 36, and drives the motors MG1, MG2 Inverters 41 and 42, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that controls driving of the motors MG1 and MG2 by switching control of switching elements (not shown) of the inverters 41 and 42, and lithium ion, for example Configured as a secondary battery Battery 50 that exchanges power with motors MG1 and MG2 via inverters 41 and 42, a battery electronic control unit (hereinafter referred to as battery ECU) 52 that manages battery 50, inverters 41 and 42, and battery 50 A boost converter 53 that exchanges electric power while adjusting the voltage between them, and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 that controls the entire vehicle.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The engine ECU 24 receives signals from various sensors that detect the state of the engine 22, for example, a coolant temperature Tw from a water temperature sensor that detects the coolant temperature of the engine 22 and a crank (not shown) that detects the rotational position of the crankshaft 26. Crank position from the position sensor, throttle position from the throttle valve position sensor that detects the position of the throttle valve (not shown), intake air amount from an air flow meter (not shown) attached to the intake pipe, temperature (not shown) attached to the intake pipe The intake air temperature from the sensor is input via the input port. Also, the engine ECU 24 controls various control signals for driving the engine 22, for example, control signals such as a drive signal to a fuel injection valve, a drive signal to a throttle motor (not shown) that adjusts the position of the throttle valve, and the like. Is output through the output port. The engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage Vb from the voltage sensor 51a installed between the terminals of the battery 50 or a power line connected to the output terminal of the battery 50. The charge / discharge current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data related to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. Further, the battery ECU 52 is a ratio of the capacity of electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor 51b in order to manage the battery 50. The storage ratio SOC is calculated, and input / output limits Win and Wout, which are allowable input / output powers that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. 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.

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

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque Multiply Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor) to calculate the traveling power Pdrv required for traveling. As the power to be output from the engine 22 by subtracting the charging / discharging request power Pb * (positive value when discharging from the battery 50) obtained from the traveling power Pdrv based on the storage ratio SOC of the battery 50 Set target power Pe *. Then, the target rotational speed Ne of the engine 22 can be output using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the target power Pe * from the engine 22. * And target torque Te * are set, and the motor is controlled by rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * and set the target rotational speed Ne * and target torque Te *. Transmitted to the engine ECU24 is Te, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 such that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. In this engine operation mode, the engine 22 stop condition such as when the target power Pe * of the engine 22 is equal to or lower than the stop threshold Pstop defined as the upper limit of the range of the target power Pe * that should be stopped. When is established, the operation of the engine 22 is stopped and the operation mode is shifted to the motor operation mode.

  In the motor operation mode, the HVECU 70 sets a value 0 to the torque command Tm1 * of the motor MG1 and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm2 * is set and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. In this motor operation mode, when the target power Pe * reaches or exceeds the starting threshold value Pstart determined as the lower limit of the range of the target power Pe * that is better to start the engine 22, or when the storage ratio SOC is a predetermined threshold value Sth. When a start condition for the engine 22 is satisfied, such as when the value is below (for example, 40%), the engine 22 is started and the engine operation mode is entered.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly, the operation when the vehicle travels in the reverse position with the shift position set to the reverse position will be described. FIG. 2 is a flowchart showing an example of a reverse travel control routine executed by the HVECU 70. This routine is executed when the shift position is set to the reverse position and the storage ratio SOC is equal to or greater than a predetermined threshold value Sth (for example, 50%).

  When the reverse travel control routine is executed, the CPU 72 of the HVECU 70 first determines whether or not the battery voltage Vb of the battery 50 is equal to or higher than a predetermined protection voltage Vth (step S100). This protection voltage Vth can be determined empirically, for example, to a value that can further suppress deterioration of the battery 50. When the battery voltage Vb is equal to or higher than the predetermined protection voltage Vth, execution of a reverse drive process in which reverse running is performed by the motor MG2 with the engine 22 stopped is started (step S120), and this routine is ended. Thus, when the storage ratio SOC and the battery voltage Vb are sufficiently high, the vehicle travels in reverse in the motor operation mode. After that, during reverse running in the motor operation mode, when the power storage rate SOC falls below a predetermined threshold value Sth, the engine operation mode is entered.

  On the other hand, when the battery voltage Vb falls below the predetermined protection voltage Vth in step S100, the engine 22 is driven to execute a voltage increase process (charging process) by the motor MG1 (step S110), and the processes after step S100 are executed. . That is, the voltage increase process is executed until the battery voltage Vb becomes equal to or higher than the predetermined protection voltage Vth. This voltage increase process is a process of executing charging of the battery 50 for a predetermined short time (for example, 2 seconds or less, 1 second or less, etc.). When the battery voltage Vb becomes equal to or higher than the predetermined protection voltage Vth, in step S120, the engine 22 is stopped and the reverse drive process of performing reverse running by the motor MG2 is started, and this routine is ended. As described above, when the storage ratio SOC is sufficiently high and the battery voltage Vb is low, the battery voltage Vb is increased and then reverse running is performed in the motor operation mode.

  FIG. 3 is a relationship diagram of battery voltage, battery current, power storage ratio, and travel time. For example, when the battery is continuously discharged in the motor operation mode, the battery voltage Vb may decrease due to the characteristics of the battery 50, although the storage rate SOC is sufficient (for example, 50% or more). In this case, the battery ECU 52 limits the input / output limits Win and Wout to prevent the battery 50 from deteriorating, so the engine 22 can be started. As shown in FIG. 3, when the engine 22 is driven at time ts to charge the battery 50, the battery voltage Vb is recovered by time te. This charging time (te-ts) is 2 seconds or less and about 1 second, and it has been confirmed by experiments that the battery voltage Vb can be restored to the normal state in such a short time. As described above, when the battery voltage Vb is low and the storage ratio SOC is sufficient, the battery travels in reverse in the motor operation mode after executing a short-time charging process.

  FIG. 4 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 during reverse traveling. In the figure, the S axis indicates the rotation speed of the sun gear, which is the rotation speed Nm1 of the motor MG1, the C axis indicates the rotation speed of the carrier, which is the rotation speed Ne of the engine 22, and the R axis indicates the ring gear 32 to which the motor MG2 is connected. The rotation speed Nr is shown. A thick line arrow on the R axis indicates a torque applied to the ring gear shaft by the torque Tm2 output from the motor MG2. Also, the solid line in FIG. 4 indicates the motor operation mode during reverse travel, and the broken line indicates the engine operation mode during reverse travel. As shown in FIG. 4, when the engine 22 is driven during reverse running, the torque Tm1 output from the motor MG1 acts on the ring gear shaft side, and the driving force of the engine 22 is opposite to the driving force of the motor MG2. It is distributed and the driving force decreases. In particular, the effect is great when climbing uphill in reverse. Here, when the storage ratio SOC is relatively sufficient and the battery voltage Vb is low, the battery voltage Vb is recovered by the voltage increase process (short-time charging process), and the driving of the engine 22 during reverse running is further suppressed. is there. Note that when the shift position becomes the reverse position and the power storage ratio SOC falls below the predetermined threshold value Sth, the vehicle may reversely run in the engine operation mode.

  According to the hybrid vehicle 20 of the embodiment described above, when the shift position is in the reverse range, the voltage increase process for increasing the battery voltage Vb of the battery 50 is executed, the engine 22 is stopped, and the voltage increase process is terminated. Reverse running is performed by the motor MG2. For example, the battery voltage Vb may decrease to drive the engine 22 for power generation, but the driving force of the engine 22 may be distributed by the planetary gear 30 in the opposite direction to the driving force of the motor MG2. Here, when the shift position is in the reverse range, driving of the engine 22 can be further suppressed by increasing the battery voltage Vb of the battery 50. Therefore, a sufficient driving force can be output during reverse running (reverse).

  Further, since the voltage increase process is executed by the engine 22, the battery voltage Vb of the battery 50 can be increased by power generation by driving the engine 22. Further, when the shift position is in the reverse range, the voltage increase process is executed until the predetermined protection voltage Vth is reached, so that the battery voltage Vb of the battery 50 can be increased more reliably, and thus sufficient driving force can be achieved during reverse travel. Can be output.

  In the hybrid vehicle 20 of the embodiment, when the shift position is in the reverse range, the voltage increase process is executed until the predetermined protection voltage Vth is reached. However, the present invention is not particularly limited to this. For example, when the shift position is in the reverse range, the voltage increase process may be executed until a predetermined time elapses. In this way, the battery voltage Vb of the battery 50 can be increased by a relatively easy process, and as a result, a sufficient driving force can be output during reverse travel. At this time, the predetermined time may be determined empirically, for example, at a time when the battery voltage Vb of the battery 50 reaches the predetermined protection voltage Vth, or may be a predetermined value of 2 seconds or less, for example.

  In the hybrid vehicle 20 of the embodiment, the battery voltage processing is the charging processing of the engine 22 and the motor MG1, but the present invention is not particularly limited thereto, and the battery voltage processing may be performed by another configuration. FIG. 5 is an explanatory diagram of the switching element 61 and the capacitor 62 as another voltage raising means. As shown in FIG. 5, the battery 50, the switching element 61, and the capacitor 62 are electrically connected. Next, when the battery voltage Vb is relatively high (for example, the protection voltage Vth or more), the switching element 61 is turned on to charge the capacitor 62, and then the switching element 61 is turned off. When the shift position is in the reverse range and the battery voltage Vb falls below the protection voltage Vth, the switching element 61 is turned on to increase the battery voltage Vb of the battery 50 by the capacitor 62, and then reverse running is performed in the motor operation mode. Do. By doing so, the voltage of the battery can be raised relatively easily. In addition, as compared with the voltage increase process by the engine 22, it is possible to output a sufficient driving force during reverse travel while further suppressing the uncomfortable feeling felt by the driver. The battery voltage processing is not limited to the engine 22 and the capacitor 62, and may be executed by a solar power generation device, or may be non-contact charging from the outside.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 6, the drive shaft 36 transmits the power from the motor MG2. It may be output to an axle (an axle connected to the wheels 39a and 39b in FIG. 6) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “generator”, the planetary gear 30 corresponds to the “power distribution and integration mechanism”, the motor MG2 corresponds to the “electric motor”, and the battery 50 Corresponds to a “battery”. 2 includes an HVECU 70 that executes the reverse travel control routine of FIG. 2, an engine ECU 24 that controls the engine 22 based on a command from the HVECU 70, and a motor ECU 40 that controls the motors MG1 and MG2 based on a command from the HVECU 70. It corresponds to “control means”.

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

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

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

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 61 switching element, 62 capacitor, 70 electronic control unit for hybrid vehicle (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator Dar, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (1)

Power in which three rotating elements are connected to three axes of an engine capable of outputting driving power, a generator, an output shaft of the engine, a rotating shaft of the generator, and a driving shaft connected to driving wheels. A distribution and integration mechanism; an electric motor capable of outputting power for driving to the drive shaft; a battery that exchanges electric power with the generator and the electric motor; and the engine and the electric power generator to run according to a driver's request. And a hybrid vehicle comprising a control means for controlling the motor and the electric motor,
When the shift position is in the reverse range, the control means drives the engine to execute a voltage increase process for increasing the voltage of the battery by the generator, and after stopping the engine, causes the electric motor to travel backward. Means,
A hybrid vehicle characterized by that.

Images