JP2006081324A - Hybrid car and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control the occurrence of shock or shaking to a vehicle when an internal combustion engine is started. <P>SOLUTION: When a start of an engine 22 is demanded in a stop state, a position where rotational movement becomes least is set as a locking position, based on the rotational position of the rotor of a motor MG2 as a three-phase AC synchronous motor connected to a ring gear shaft 32a linked to front wheels 38a, 38b. By controlling the switching of an inverter 42 in such a way that DC currents are impressed to two phases of three-phase coils corresponding to the set locking position, the ring gear shaft 32a is locked by the motor MG2. After locking the ring gear shaft 32a, the engine 22 is cranked up by a motor MG1. This structure enables the motor MG2 to receive the reaction force of the ring gear shaft 32a side that acts when the engine 22 is cranked by the motor MG1. Therefore, the occurrence of shock or shaking to the vehicle can be controlled when the engine is started in the stop state. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

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

Conventionally, in this type of hybrid vehicle, the planetary gear sun gear, carrier, and ring gear are connected to the first motor rotation shaft, engine crankshaft, and drive shaft, respectively, and the second motor rotation shaft is connected to the drive shaft. Has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, when the engine is started or stopped, it is necessary to input / output drive force from the first motor to the crankshaft of the engine and to cancel reaction force acting on the drive shaft side accordingly. By outputting the driving force from the second motor, it is possible to start and stop the engine without causing shock or vibration to the vehicle.
JP 2000-324607 A

  In the above-described hybrid vehicle, the driving force necessary for canceling the reaction force acting on the drive shaft side is output from the second motor to suppress a shock to the vehicle, but the reaction force is canceled. It is difficult to accurately grasp the driving force required for this, and a slight shock or shaking may occur. Since such shocks and vibrations are easily felt while the vehicle is stopped, it is desirable to suppress the shocks and vibrations when the vehicle is stopped as much as possible.

  One of the objects of the hybrid vehicle and the control method thereof according to the present invention is to more reliably suppress the occurrence of shock or shaking in the vehicle when the internal combustion engine is started or stopped while the vehicle is stopped. Further, the hybrid vehicle and the control method thereof according to the present invention more reliably prevent the vehicle from being shocked or shaken when the internal combustion engine is started or stopped while the vehicle is stopped without causing a problem in the electric drive system. One of the purposes is to suppress it.

  The hybrid 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 hybrid vehicle of the present invention
An internal combustion engine;
Power power input / output means connected to the output shaft and axle of the internal combustion engine, and capable of inputting / outputting power to / from the output shaft of the internal combustion engine using reaction force on the axle side by input / output of electric power and power;
A first electric motor having a rotor mechanically connected to the axle and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the axle;
When the start or stop of the internal combustion engine is requested while the vehicle is substantially stopped, the first electric motor is controlled such that the direction of the magnetic field of the stator is fixed and the rotor is locked, And a start / stop control means for controlling the electric power input / output means so that the internal combustion engine is started or stopped after the rotor is locked.

  In the hybrid vehicle according to the present invention, when the start or stop of the internal combustion engine is requested while the vehicle is substantially stopped, the first electric motor is fixed so that the direction of the magnetic field of the stator is fixed and the rotor is locked. The power power input / output means is controlled so that the internal combustion engine is started or stopped after the rotor is locked. Since the internal motor is started or stopped after the rotor has locked the first electric motor mechanically connected to the axle, the vehicle is shocked or shaken when the internal combustion engine is started or stopped while the vehicle is stopped. It can suppress more reliably that it arises. Further, since the rotor of the first electric motor is locked, it is not necessary to provide a new lock mechanism in order to handle the reaction force on the axle side when starting or stopping the internal combustion engine.

  In such a hybrid vehicle of the present invention, the hybrid vehicle of the present invention further includes a rotation position detection means for detecting a rotation position of the rotor of the first electric motor, and the start / stop control means is a lock position within a predetermined range including the detected rotation position. In this case, the first electric motor can be controlled so that the rotor is locked. In this way, since the rotational movement can be suppressed when the rotor of the first electric motor is locked, the moving distance of the vehicle can be reduced.

  The hybrid vehicle of the present invention further includes a brake device capable of outputting a braking force directly or indirectly to the axle in accordance with a depression state of a brake pedal by an operator, and the start / stop control means includes depression of the brake pedal. When the state is greater than a predetermined depression state, the power drive input / output unit may be controlled so that the internal combustion engine is started or stopped using a reaction force on the axle side by the brake device. it can. In this way, the internal combustion engine can be started and stopped using the reaction force on the axle side by the brake device when the brake pedal is depressed.

  Furthermore, in the hybrid vehicle of the present invention, the first motor is an AC synchronous motor, and the start / stop control means fixes the magnetic field direction of the stator by applying a DC current to the AC synchronous motor. Thus, it may be a means for locking the rotor.

  Alternatively, in the hybrid vehicle of the present invention, a rotor is mechanically connected to an axle different from the axle, and the rotor is rotationally driven by a rotating magnetic field of the stator to input / output power to an axle different from the axle. And a start / stop control means, wherein the first motor and the second motor are controlled so that at least one of the rotor of the first motor and the rotor of the second motor is locked. It can also be a means for controlling the motor. In this way, in a hybrid vehicle of the type having a first electric motor and a second electric motor respectively connected to different axles, the vehicle is shocked or shaken when the internal combustion engine is started or stopped while the vehicle is stopped. Can be further reliably suppressed.

  In the hybrid vehicle of the present invention having a first electric motor and a second electric motor, the hybrid vehicle of the present invention further includes a state detecting unit that detects a state of an electric drive system including the first electric motor, and the start / stop control unit includes: Based on the detected state of the electric drive system, the first motor and the second motor are controlled so that at least one of the rotor of the first motor and the rotor of the second motor is locked. It can also be a means to do. In this way, the axle can be locked without causing a problem in the electric drive system. Here, the “electric drive system” includes, in addition to the first electric motor, a drive circuit for driving the electric motor. Further, the “state detection means” may be temperature detection means for detecting the temperature of the electric drive system. In this aspect of the hybrid vehicle of the present invention, the start / stop control means is configured so that the rotor of the first electric motor is locked when the detected state of the electric drive system is within a predetermined appropriate range. The first electric motor is controlled so that the rotor of the first electric motor and the rotor of the second electric motor are locked when the detected state of the electric drive system is not within the appropriate range. It can also be a means for controlling the second motor and the second motor.

  Further, in the hybrid vehicle of the present invention including the first electric motor and the second electric motor, the second electric motor is an AC synchronous motor, and the start / stop control means supplies a direct current to the AC synchronous motor. It is also possible to fix the magnetic field direction of the stator and to lock the rotor.

  In the hybrid vehicle of the present invention, the power drive input / output means is connected to three axes of an output shaft of the internal combustion engine, a drive shaft connected to the axle, and a third rotating shaft, and one of the three shafts. Means comprising: a three-axis power input / output means for inputting / outputting power based on power input / output to / from two axes to / from the remaining one axis; and a generator capable of inputting / outputting power to / from the third rotating shaft. The power drive input / output means may be a first rotor connected to an output shaft of the internal combustion engine and a second rotor connected to a drive shaft connected to the axle. And a counter-rotor motor that relatively rotates the first rotor and the second rotor by electromagnetic action.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine, and an electric power power input / output means connected to the output shaft and axle of the internal combustion engine and capable of inputting / outputting power to / from the output shaft of the internal combustion engine using reaction force on the axle side by input / output of electric power and power And a first electric motor capable of mechanically connecting a rotor to the axle and rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the axle. There,
(A) When the internal combustion engine is requested to start or stop while substantially stopped, the first electric motor is controlled so that the magnetic field of the stator is fixed and the rotor is locked. And
(B) The power power input / output means is controlled so that the internal combustion engine is started or stopped after the rotor is locked.

  According to the hybrid vehicle control method of the present invention, when the start or stop of the internal combustion engine is requested while the vehicle is substantially stopped, the direction of the magnetic field of the stator is fixed and the rotor is locked. The electric power input / output means is controlled so that the internal combustion engine is started or stopped after the first electric motor is controlled and the rotor is locked. Since the internal motor is started or stopped after the rotor has locked the first electric motor mechanically connected to the axle, the vehicle is shocked or shaken when the internal combustion engine is started or stopped while the vehicle is stopped. It can suppress more reliably that it arises. Further, since the rotor of the first electric motor is locked, it is not necessary to provide a new lock mechanism in order to handle the reaction force on the axle side when starting or stopping the internal combustion engine.

  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 a 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, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the power distribution and integration mechanism 30 and connected to the front wheels 38a and 38b (front shafts) via the gear mechanism 35 and the differential gear 36; A motor MG3 connected to wheels 39a and 39b (rear shafts) via a differential gear 37 and a hybrid electronic control unit 70 for controlling the entire drive system are provided.

  The engine 22 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and electronic control for the engine that inputs signals from various sensors that detect the operating state of the engine 22 such as a crank position sensor (not shown). A unit (hereinafter referred to as engine ECU) 24 receives operation control such as fuel injection control, ignition control, and intake air amount adjustment control. 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 arranged 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, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via a ring gear shaft 32a as a drive shaft. When motor MG1 functions as a generator, power from engine 22 input from carrier 34 is distributed according to the gear ratio between sun gear 31 and ring gear 32, and input from carrier 34 when motor MG1 functions as an electric motor. The power from the engine 22 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 finally output from the ring gear shaft 32a to the front wheels 38a and 38b of the vehicle via the gear mechanism 35 and the differential gear 36.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motor. Since motors MG1, MG2, MG3 and inverters 41, 42, 43 all have the same configuration, only one of motors MG1, MG2, MG3 and inverters 41, 42, 43 is illustrated, and the other motors The illustration of the inverter is omitted. As shown in the drawing, the motors MG1, MG2, and MG3 are each configured as a PM type synchronous generator motor including a rotor having a permanent magnet attached thereto and a stator around which a three-phase coil is wound. Each of the inverters 41, 42, and 43 includes six transistors T1 to T6 and diodes D1 to D6 connected in antiparallel to the transistors T1 to T6. The transistors T1 to T6 are arranged in pairs so 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) is connected to each connection point of the transistors. Therefore, by adjusting the on-time ratio of the paired transistors, a rotating magnetic field can be formed in the three-phase coil, and the motors MG1, MG2, and MG3 can be driven to rotate. The electric power line 54 connecting the inverters 41, 42, 43 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41, 42, 43, and generates power with any of the motors MG1, MG2, MG3. The electric power generated can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from any of the motors MG1, MG2, and MG3 or insufficient electric power. Note that the battery 50 is not charged / discharged if the power balance is balanced by the motors MG1, MG2, and MG3. The motors MG1, MG2, and MG3 are all driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, and MG2, such as signals from rotational position detection sensors 44, 45, and 46 that detect the rotational positions of the rotors of the motors MG1, MG2, and MG3. A phase current applied to motors MG1, MG2, and MG3 detected by a current sensor (not shown), a motor temperature Tm from temperature sensor 47 that detects the temperature of motor MG2, and a temperature that detects the temperature of inverter 42 corresponding to motor MG2. An inverter temperature Tinv and the like from the sensor 48 are input, and a switching control signal to the inverters 41, 42, and 43 is output from the motor ECU 40. The motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1, MG2, and MG3 by the control signal from the hybrid electronic control unit 70 and operates the motors MG1, MG2, and MG3 as necessary. Data on the state is output to the hybrid electronic control unit 70.

  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, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  Hydraulic brakes 60a, 60b, 62a, 62b that are actuated by hydraulic pressure from the break actuator 64 are attached to the front wheels 38a, 38b and the rear wheels 39a, 39b. The brake actuator 64 is driven and controlled by a brake ECU 66 that receives signals from various sensors that detect the operating states of the hydraulic brakes 60a, 60b, 62a, and 62b. The brake ECU 66 is in communication with the hybrid electronic control unit 70, controls the drive of the brake actuator 64 by a control signal from the hybrid electronic control unit 70, and operates the hydraulic brakes 60a, 60b, 62a, 62b as necessary. Data relating to the state and the like is output to the hybrid electronic control unit 70.

  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. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 66 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 66, and various control signals. And exchanging data.

  The hybrid vehicle 20 of the embodiment thus configured calculates 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 depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. Then, the engine 22 and the motors MG1, MG2, and MG3 are controlled for operation so that the required power corresponding to the required torque is output. As the operation control of the engine 22 and the motors MG1, MG2, and MG3, the engine 22 is operated and 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 a power distribution integration mechanism. 30, a torque conversion operation mode in which the motor MG1, the motor MG2, and the motor MG3 are controlled to be torque-converted and output to the ring gear shaft 32a by any one or both of the motor 30, the motor MG1, the motor MG2, and the motor MG3. The engine 22 is controlled so that power corresponding to the sum of the power required for charging and discharging the battery 50 is output from the engine 22 and all or all of the power output from the engine 22 with charging and discharging of the battery 50 is Some of them are the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. Charge / discharge operation mode for controlling the motor MG1, the motor MG2, and the motor MG3 so that the required power is output to the ring gear shaft 32a with torque conversion by one or both of the motor MG3 and the operation of the engine 22 is stopped. Then, there is a motor operation mode in which operation control is performed so that power corresponding to the required power is output from one or both of the motors MG2 and MG3 to the ring gear shaft 32a.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when starting the engine 22 when the vehicle is stopped will be described. FIG. 3 is a flowchart illustrating an example of a stop-time start processing routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed when the engine 22 is requested to start when the vehicle speed V detected by the vehicle speed sensor 88 is less than a predetermined vehicle speed Vref that can be regarded as a stop.

  When the stop-time start processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the brake pedal position BP from the brake pedal position sensor 86, the rotational speed Ne of the engine 22, and the rotational positions of the motors MG2 and MG3. Data necessary for control such as θm2, θm3, motor temperature Tm of motor MG2, inverter temperature Tinv of inverter 42, etc. are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated from the rotation position detected by the crank position sensor and is input from the engine ECU 24 by communication. The rotational positions θm2 and θm3 of the motors MG2 and MG3 are detected by the rotational position detection sensors 45 and 46 and input from the motor ECU 40 by communication. The motor temperature Tm and the inverter temperature Tinv detected by the temperature sensors 47 and 48 are input from the motor ECU 40 by communication.

  When the data is input in this way, it is determined whether or not the input brake pedal position BP is less than a predetermined value BPref (step S110). When the brake pedal 85 is depressed, the brake ECU 66 controls the break actuator 64 so that the braking force according to the brake pedal position BP is applied from the hydraulic brakes 60a, 60b, 62a, 62b by a control command from the hybrid electronic control unit 70. Drive control. The predetermined value BPref is determined in advance as a brake pedal position necessary for locking the ring gear shaft 32a as a drive shaft by the hydraulic brakes 60a, 60b, 62a, 62b. Therefore, whether or not the brake pedal position BP is less than the predetermined value BPref is determined whether or not the ring gear shaft 32a is sufficiently locked by the hydraulic brakes 60a, 60b, 62a, and 62b.

  When it is determined that the brake pedal position BP is less than the predetermined value BPref, it is determined that the ring gear shaft 32a is not locked or the ring gear shaft 32a is not sufficiently locked in the hydraulic brakes 60a, 60b, 62a, 62b, and the motor temperature Tm The predetermined temperature Tmref is compared (step S120), and the inverter temperature Tinv and the predetermined temperature Tiref are compared (step S130). Here, the predetermined temperature Tmref and the predetermined temperature Tiref are for determining the temperature range of the motor MG2 and the inverter 42 that can lock the ring gear shaft 32a as a drive shaft by the motor MG2 alone. 42 and the like.

  When it is determined that the motor temperature Tm is lower than the predetermined temperature Tmref and the inverter temperature Tinv is lower than the predetermined temperature Tiref, the position where the rotational movement of the motor MG2 is minimized is set as the lock position based on the input rotational position θm2. Then, the motor ECU 40 is instructed to lock the motor so that the motor MG2 is locked by applying a direct current to the two phases corresponding to the set lock position of the three-phase coil (step S150). The state of the motor lock is shown in FIG. As shown in the figure, if a direct current is applied to two phases of the U phase, the V phase, and the W phase, a magnetic field formed by each of the two phases to which the direct current is applied (see broken arrows in the figure) is synthesized. Since a fixed magnetic field (see solid arrow in the figure) is formed on the stator, the rotor to which the permanent magnet is attached is attracted to the fixed magnetic field and locked. Since there are six fixed positions of the fixed magnetic field formed in the stator depending on the on / off combination of the transistors T1 to T6, there are six positions corresponding to the six fixed magnetic field directions. Therefore, by setting the lock position closest to the rotation position θm2 among these six lock positions, the rotational movement of the motor MG2 can be minimized when the motor MG2 is locked, and the movement distance of the vehicle is minimized. To the limit. In the embodiment, in the embodiment, the relationship between the rotation position θm2 and the lock position is obtained in advance and stored in the ROM 74 as a map. When the rotation position θm2 is given, the corresponding lock position is derived from the map. It was supposed to be.

  On the other hand, when the motor temperature Tm is determined to be equal to or higher than the predetermined temperature Tmref or the inverter temperature Tinv is determined to be equal to or higher than the predetermined temperature Tiref, the position where the rotational movement of the motor MG3 is minimized based on the input rotational position θm3 is set as the lock position. In addition to setting (step S140), the position where the rotational movement of the motor MG2 is minimized is set as the lock position based on the input rotational position θm2 (step S150), and set among the three-phase coils of the motor MG2 and the motor MG3. The motor ECU 40 is instructed to lock the motor so that the motors MG2 and MG3 are locked by applying direct currents to the two phases corresponding to the respective lock positions (step S160). Thus, even when the motor MG2 and the inverter 42 are in a high temperature state and the motor MG2 alone cannot lock the ring gear shaft 32a as the drive shaft, the ring gear shaft 32a is more reliably locked using both the motor MG2 and the motor MG3. be able to. The locking of the motor MG2 has been described above. Since the motor MG3 is locked by the same process as the motor MG2, the description of the lock of the motor MG3 is omitted.

  When the ring gear shaft 32a is locked by the motor MG2 or the motor MG3 in this way, the cranking torque Tcr as the torque required for cranking the engine 22 is set to the torque command Tm1 * to be output from the motor MG1 (step S170). Torque command Tm1 * is transmitted to motor ECU 40 (step S180). The motor ECU 40 that has received the torque command Tm1 * performs switching control of the transistors T1 to T6 of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 when cranking the engine 22. In the figure, the S axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R axis indicates the rotation speed Nm2 of the motor MG2. The rotation speed of the ring gear shaft 32a (ring gear 32) is shown. As shown in the figure, the cranking of the engine 22 is performed by outputting an upward torque from the motor MG1 to the S axis in the figure. Torque (= −Tm1 * / ρ) acts. At this time, since the ring gear shaft 32a is locked by the motor MG2 or the motor MG3, the reaction force during cranking of the engine 22 is received by the motor MG2 or the motor MG3. Therefore, even when the engine 22 is cranked, the vehicle is not shocked or shaken.

  If it is determined in step S110 that the brake pedal position BP is not less than the predetermined value BPref, that is, not less than the predetermined value BPref, the cranking torque Tcr as the torque necessary for cranking the engine 22 without locking the motor MG2 or the motor MG3. Is set to the torque command Tm1 * to be output from the motor MG1 (step S170), and the set torque command Tm1 * is transmitted to the motor ECU 40 (step S180). In this case, since the ring gear shaft 32a as the drive shaft is locked by the hydraulic brakes 60a, 60b, 62a, 62b, the reaction force acting on the ring gear shaft 32a with the cranking of the engine 22 is caused by the hydraulic brakes 60a, 60b, It is received by 62a, 62b.

  When the engine 22 is cranked in this way, the engine speed Ne inputted in step S100 is compared with a predetermined engine speed Neref (for example, 1000 rpm) as the fuel injection start speed (step S190), and the engine 22 is rotated. Until it is determined that the number Ne is greater than the predetermined rotation speed Neref, the process returns to step S100 and the processes of steps S100 to S180 are repeated. When the temperature of the motor MG2 or the inverter 42 rises while the ring gear shaft 32a is locked by the motor MG2 alone, the lock of the ring gear shaft 32a may be assisted by the motor MG3. If it is determined that the rotational speed Ne of the engine 22 is greater than the predetermined rotational speed Neref, the engine ECU 24 is instructed to start fuel injection or ignition (step S200), and waits until the engine 22 is completely exploded (step S210). The routine is terminated when the engine 22 is completely detonated.

  According to the hybrid vehicle 20 of the embodiment described above, when a start of the engine 22 is requested while the vehicle is stopped, a fixed magnetic field is formed in the stator of the motor MG2 connected to the ring gear shaft 32a connected to the front wheels 38a and 38b. Then, the rotor to which the permanent magnet is attached is locked to lock the ring gear shaft 32a. After the ring gear shaft 32a is locked, the engine 22 is cranked and started by the motor MG1. Thus, the reaction force acting on the ring gear shaft 32a side can be received by the motor MG2. As a result, it is possible to suppress the occurrence of shock or shaking in the vehicle when the engine 22 is started when the vehicle is stopped. Moreover, when the motor temperature Tm as the temperature of the motor MG2 is equal to or higher than the predetermined temperature Tmref, or the inverter temperature Tinv as the temperature of the inverter 42 is equal to or higher than the predetermined temperature Tiref, the ring gear shaft 32a cannot be locked by the motor MG2 alone. Since the motor MG3 connected to the rear wheels 39a and 39b assists the lock of the ring gear shaft 32a, the engine 22 is started with the ring gear shaft 32a locked more reliably regardless of the temperature state of the motor MG2 and the inverter 42. Can do.

  Further, according to the hybrid vehicle 20 of the embodiment, the position where the rotational movement of the motors MG2, MG3 is minimized based on the rotational positions θm2, θm3 is set as the lock position, and the rotors of the motors MG2, MG3 are locked. The moving distance of the vehicle when locking the rotors of the motors MG2 and MG3 can be further reduced.

  Furthermore, according to the hybrid vehicle 20 of the embodiment, when the brake pedal position BP is equal to or greater than the predetermined value BPref, the engine 22 receives the reaction force on the ring gear shaft 32a side by the braking force from the hydraulic brakes 60a, 60b, 62a, 62b. Therefore, power consumption of the motor MG2 and the motor MG3 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is requested to start, the ring gear shaft 32a as the drive shaft is locked by the motor MG2 or the motor MG3, and then the engine 22 is cranked by the motor MG1 to start. However, when the operation of the operating engine 22 is requested to stop, for example, the rotation of the engine 22 is forcibly stopped with the regeneration of the motor MG1 in order to quickly pass through the region of the rotational speed that causes the resonance phenomenon. Even when the engine 22 is started, a reaction force acts on the ring gear shaft 32a side. Therefore, the motor MG2 or the motor MG3 locks the ring gear shaft 32a as a drive shaft, and then the motor MG1 rotates the engine 22. It is good also as what stops.

  In the hybrid vehicle 20 of the embodiment, when the brake pedal position BP is equal to or greater than the predetermined value BPref, the ring gear shaft 32a is utilized using the braking force from the hydraulic brakes 60a, 60b, 62a, 62b without locking the motor MG2 or the motor MG3. While the engine 22 is cranked and started by the motor MG1 while receiving the reaction force on the side, the motor MG2 and the motor MG3 may be locked regardless of the brake pedal position BP.

  In the hybrid vehicle 20 of the embodiment, when the motor temperature Tm is lower than the predetermined temperature Tmref and the inverter temperature Tinv is lower than the predetermined temperature Tiref, the ring gear shaft 32a is locked by the motor MG2, and the motor temperature Tm is equal to or higher than the predetermined temperature Tmref. When the inverter temperature Tinv is equal to or higher than the predetermined temperature Tiref, the ring gear shaft 32a is locked by the motor MG2 and the motor MG3. 32a may be locked, or in some cases, the motor MG3 alone may lock the ring gear shaft 32a.

  In the hybrid vehicle 20 of the embodiment, the direction of the magnetic field formed by the stator is fixed by applying a direct current to only two phases of the three-phase coils, and the rotors of the motors MG2 and MG3 are locked. The rotor of the motor MG2 or the motor MG3 may be locked by fixing the direction of the magnetic field formed by the stator by applying a direct current to all phases of the three-phase coil. In this case, the strength of the magnetic field formed by the stator is slightly weaker than that in which the DC current is applied to only two phases of the three-phase coils, but the stator is formed when both are used in combination. Since the direction of the magnetic field can be twelve, the moving distance of the vehicle when locking the motor MG2 or the motor MG3 can be further reduced.

  In the hybrid vehicle 20 of the embodiment, the engine 22, the power distribution and integration mechanism 30, and the motors MG1 and MG2 are connected to the front wheels 38a and 38b, and the motor MG3 is connected to the rear wheels 39a and 39b. The mechanism 30 and the motors MG1 and MG2 may be connected to the rear wheels 39a and 39b, and the motor MG3 may be connected to the front wheels 38a and 38b.

  In this embodiment, the present invention is applied to a hybrid vehicle capable of outputting power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the front wheels 38a and 38b via the power distribution and integration mechanism 30 by input / output of power from the motor MG1. However, the present invention is not limited to this, and an inner rotor 132 connected to the crankshaft 26 of the engine 22 is used instead of the power distribution and integration mechanism 30 and the motor MG1 as shown in the hybrid vehicle 120 of the modified example of FIG. And an outer rotor 234 connected to a drive shaft coupled to the front wheels 38a and 38b, and part of the power of the engine 22 is input to the front wheels 38a and 38b with input and output of electric power and power by electromagnetic action. A counter-rotor motor 130 that outputs may be provided.

  In the embodiment, the present invention is applied to a four-wheel drive type hybrid vehicle including the motor MG2 connected to the front wheels 38a and 38b and the motor MG3 connected to the rear wheels 39a and 39b, but the motor MG3 is not provided. The present invention may be applied to a wheel drive type hybrid vehicle. In this case, the drive shaft cannot be locked by the motor MG3, but the drive shaft can be locked by the motor MG2.

  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 is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as one embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system centering on a motor. It is a flowchart which shows an example of the start process routine at the time of a stop performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows the mode of a motor lock. It is explanatory drawing which shows the mechanical relationship between the rotation speed of each rotation element of the power distribution integration mechanism 30 at the time of cranking the engine 22, and a torque. FIG. 10 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

20, 120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 Gear mechanism, 36, 37 Differential gear, 38a, 38b Front wheel, 39a, 39b Rear wheel, 40 Electronic control unit for motor (motor ECU), 41, 42, 43 Inverter, 44, 45, 46 Rotation position detection sensor, 47, 48 temperature sensor, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60a, 60b, 62a, 62b hydraulic brake, 64 brake actuator, 66 brake ECU, 70 electronic control unit for hybrid 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, 130 Counter-rotor motor, 132 inner rotor 134 outer rotor, MG1, MG2, MG3 motor, T1-T6 transistors, D1-D6 diodes.

Claims (12)

An internal combustion engine;
Power power input / output means connected to the output shaft and axle of the internal combustion engine, and capable of inputting / outputting power to / from the output shaft of the internal combustion engine using reaction force on the axle side by input / output of electric power and power;
A first electric motor having a rotor mechanically connected to the axle and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the axle;
When the start or stop of the internal combustion engine is requested while the vehicle is substantially stopped, the first electric motor is controlled such that the direction of the magnetic field of the stator is fixed and the rotor is locked, A hybrid vehicle comprising: start / stop control means for controlling the electric power drive input / output means so that the internal combustion engine is started or stopped after the rotor is locked. The hybrid vehicle according to claim 1,
A rotation position detecting means for detecting a rotation position of the rotor of the first electric motor;
The start / stop control means is means for controlling the first electric motor so that the rotor is locked at a lock position within a predetermined range including the detected rotational position. A hybrid vehicle according to claim 1 or 2,
A brake device capable of outputting braking force directly or indirectly to the axle according to the depression state of the brake pedal by an operator,
The start / stop control means is configured to input / output electric power and power so that the internal combustion engine is started or stopped by using a reaction force on the axle side by the brake device when a depressed state of the brake pedal is larger than a predetermined depressed state. A hybrid vehicle that is a means of controlling the means. A hybrid vehicle according to any one of claims 1 to 3,
The first electric motor is an AC synchronous motor;
The start / stop control means is means for fixing the magnetic field direction of the stator by applying a direct current to the AC synchronous motor to lock the rotor. A hybrid vehicle according to any one of claims 1 to 4,
A rotor is mechanically connected to an axle different from the axle, and a second electric motor capable of inputting and outputting power to an axle different from the axle by rotating the rotor by a rotating magnetic field of a stator;
The start / stop control means is means for controlling the first electric motor and the second electric motor so that at least one of the rotor of the first electric motor and the rotor of the second electric motor is locked. Hybrid car. The hybrid vehicle according to claim 5,
A state detecting means for detecting a state of an electric drive system including the first electric motor;
The start / stop control means includes the first motor and the first motor so that at least one of the rotor of the first motor and the rotor of the second motor is locked based on the detected state of the electric drive system. A hybrid vehicle which is means for controlling the second electric motor.   The start / stop control means controls the first motor so that the rotor of the first motor is locked when the detected state of the electric drive system is within a predetermined appropriate range, and the detected When the state of the electric drive system is not within the appropriate range, the first motor and the second motor are connected so that the rotor of the first motor and the rotor of the second motor are locked. The hybrid vehicle according to claim 6, which is means for controlling.   The hybrid vehicle according to any one of claims 5 to 7, wherein the state detection means is a temperature detection means for detecting a temperature of the electric drive system. A hybrid vehicle according to any one of claims 5 to 8,
The second electric motor is an AC synchronous motor;
The start / stop control means is means for fixing the magnetic field direction of the stator by applying a direct current to the AC synchronous motor to lock the rotor.   The power drive input / output means is connected to three shafts of an output shaft of the internal combustion engine, a drive shaft connected to the axle, and a third rotating shaft, and is input / output to any two of the three shafts. 10. A means comprising: a three-axis power input / output means for inputting / outputting power based on power to the remaining one shaft; and a generator capable of inputting / outputting power to / from the third rotating shaft. Or a hybrid vehicle.   The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to a drive shaft connected to the axle, and has an electromagnetic action. The hybrid vehicle according to claim 1, wherein the hybrid vehicle is a counter-rotor electric motor that relatively rotates the first rotor and the second rotor. An internal combustion engine, and an electric power power input / output means connected to the output shaft and axle of the internal combustion engine and capable of inputting / outputting power to / from the output shaft of the internal combustion engine using reaction force on the axle side by input / output of electric power and power And a first electric motor capable of mechanically connecting a rotor to the axle and rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the axle. There,
(A) When the internal combustion engine is requested to start or stop while substantially stopped, the first electric motor is controlled so that the magnetic field of the stator is fixed and the rotor is locked. And
(B) A hybrid vehicle control method for controlling the electric power drive input / output means so that the internal combustion engine is started or stopped after the rotor is locked.

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