JP2008114817A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the occurrence of abnormal sound when starting an engine, of which operation has been suspended, in a vehicle having an axle fixed by a parking lock mechanism when a shift position is a parking position. <P>SOLUTION: When the shift position is the parking position, as to a predetermined time including initial engine explosion, a pressing torque Tp for pressing a parking gear of the parking lock mechanism to a parking lock pole is set to a predetermined torque T1 of a positive value (step S130B), and a correction torque Tα, which is greater than a torque when the shift position is not the parking position, is set as a negative torque (step S190B). A motor is controlled so that a torque having a sum of a torque based on a torque Tr* required to the driving axle, the pressing torque Tp and the correction torque Tα is output from the motor outputting motive power to a driving axle (steps S200B-S240). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

Conventionally, in this type of vehicle, power is applied to an engine, a planetary gear in which a ring gear is connected to a drive shaft connected to an axle when a carrier is connected to the crankshaft of the engine, and a sun gear of the planetary gear. A motor having a first motor for output and a second motor for inputting / outputting power to / from the drive shaft has been proposed (for example, see Patent Document 1). In this vehicle, when the engine is started, for a predetermined time including the timing of the initial explosion of the engine, a torque smaller by a predetermined torque is output from the second motor, so that it acts on the drive shaft along with the initial explosion of the engine. By canceling the initial explosion torque, vibrations associated with the first explosion of the engine can be suppressed.
JP-A-2005-030281

  In addition to the configuration of the vehicle described above, there is a vehicle that includes a parking lock mechanism that fixes the axle non-rotatably by meshing two gears when the shift position is the parking position. In such a vehicle, when the engine is started when the shift position is the parking position, the two gears with a predetermined pressing torque are used to suppress the occurrence of rattling noise of the two gears of the parking lock mechanism. Control is performed to motor the engine using the first motor while pressing one of them against the other. If an unexpected torque acts on the drive shaft during the initial explosion of the engine during such control, the two gears of the parking lock mechanism are engaged with each other, causing abnormal noise. May occur. It is desirable to suppress the occurrence of such abnormal noise as much as possible.

  The vehicle and the control method thereof according to the present invention suppress the generation of abnormal noise when starting an internal combustion engine that has stopped operating in a vehicle including a fixing device that fixes an axle in a non-rotatable manner by meshing two gears. With the goal.

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

The vehicle of the present invention
A vehicle that travels using power from an internal combustion engine,
Motoring means capable of motoring the output shaft of the internal combustion engine with output of power to a drive shaft connected to an axle;
An electric motor capable of inputting and outputting power to the drive shaft;
Fixing means capable of fixing the axle in a non-rotatable manner by engaging a second gear different from the first gear with a first gear that rotates with the axle.
Position setting means for setting a plurality of positions including at least a parking position;
A parking position control means for controlling the fixing means so that the axle is fixed to be non-rotatable when the parking position is set by the position setting means;
The internal combustion engine and the motoring means so that the internal combustion engine is motored and started by the motoring means when an instruction to start the internal combustion engine is given when the parking position is not set by the position setting means; For a predetermined time including the timing of the first explosion of the internal combustion engine, a non-parking correction torque opposite to the initial explosion torque output to the drive shaft is output with the first explosion of the internal combustion engine. The motor is controlled so that when the parking position is set by the position setting means, when a start instruction for the internal combustion engine is issued, a predetermined pressing torque in the same direction as the initial explosion torque is output from the motor. However, the internal combustion engine is started by being motored by the motoring means. The motoring means and the electric motor are controlled, and a parking correction torque that is in the same direction as the non-parking correction torque and is larger than the non-parking correction torque is output for a predetermined time including the timing of the first explosion of the internal combustion engine. Engine starting control means for controlling the electric motor,
It is a summary to provide.

  In this vehicle of the present invention, when the internal combustion engine is instructed when the parking position is set by the position setting means, the internal combustion engine outputs a predetermined pressing torque in the same direction as the initial explosion torque from the electric motor. The internal combustion engine, the motoring means, and the motor are controlled so as to be started by being motored by the motoring means, and the predetermined time including the timing of the first explosion of the internal combustion engine is in the same direction as the non-parking correction torque and is not parked. The electric motor is controlled so that a parking correction torque larger than the hour correction torque is output. That is, for a predetermined time including the timing of the first explosion, the motor outputs a correction torque during parking that is opposite to the initial explosion torque and is greater than the correction torque during non-parking. Even if it acts on the torque, the sum of the initial explosion torque and the parking correction torque is in the same direction as the pressing torque, and it is possible to prevent the torque in the same direction as the pressing torque from further acting on the drive shaft. As a result, if the first gear and the second gear are not meshed when the internal combustion engine is instructed to start, the first gear and the second gear are meshed and an abnormal noise is generated. This can be suppressed.

  In such a vehicle of the present invention, the non-parking correction torque and / or the parking correction torque may be set based on an elapsed time during the first explosion, Cooling water temperature detecting means for detecting the cooling water temperature may be provided, and the non-parking correction torque and / or the parking correction torque may be set based on the detected cooling water temperature. In this way, the non-parking correction torque and the parking correction torque can be set more appropriately.

  In the vehicle according to the present invention, the non-parking correction torque is set such that a sum of the non-parking correction torque and the initial explosion torque becomes a value near zero, and the parking correction torque May be set such that the sum of the parking correction torque and the initial explosion torque is a value 0 or a torque opposite to the pressing torque.

  Further, in the vehicle of the present invention, the motoring means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and power is input / output to / from any two of the three shafts. It is also possible to provide a means including a three-axis power input / output means for inputting / outputting power to / from the remaining shaft and a generator for inputting / outputting power to / from the rotating shaft.

The vehicle control method of the present invention includes:
An internal combustion engine that outputs power for traveling, motoring means that can motor the output shaft of the internal combustion engine with power output to the drive shaft connected to the axle, and input / output power to the drive shaft And a fixing means capable of fixing the axle in a non-rotatable manner by engaging a second gear different from the first gear with a first gear that rotates as the axle rotates. A control method,
Controlling the fixing means so that the axle is fixed to be non-rotatable when the parking position is set among a plurality of positions including at least a parking position;
The internal combustion engine and the motoring means so that the internal combustion engine is motored and started by the motoring means when an instruction to start the internal combustion engine is given when the parking position is not set by the position setting means; For a predetermined time including the timing of the first explosion of the internal combustion engine, a non-parking correction torque opposite to the initial explosion torque output to the drive shaft is output with the first explosion of the internal combustion engine. The motor is controlled so that when the parking position is set by the position setting means, when a start instruction for the internal combustion engine is issued, a predetermined pressing torque in the same direction as the initial explosion torque is output from the motor. However, the internal combustion engine is started by being motored by the motoring means. The motoring means and the electric motor are controlled, and a parking correction torque that is in the same direction as the non-parking correction torque and is larger than the non-parking correction torque is output for a predetermined time including the timing of the first explosion of the internal combustion engine. The gist is to control the electric motor as described above.

  In this vehicle of the present invention, when the internal combustion engine is instructed when the parking position is set by the position setting means, the internal combustion engine outputs a predetermined pressing torque in the same direction as the initial explosion torque from the electric motor. The internal combustion engine, the motoring means, and the motor are controlled so as to be started by being motored by the motoring means, and the predetermined time including the timing of the first explosion of the internal combustion engine is in the same direction as the non-parking correction torque and is not parked. The electric motor is controlled so that a parking correction torque larger than the hour correction torque is output. That is, for a predetermined time including the timing of the first explosion, the motor outputs a correction torque during parking that is opposite to the initial explosion torque and is greater than the correction torque during non-parking. Even if it acts on the torque, the sum of the initial explosion torque and the parking correction torque is in the same direction as the pressing torque, and it is possible to prevent the torque in the same direction as the pressing torque from further acting on the drive shaft. As a result, if the first gear and the second gear are not meshed when the internal combustion engine is instructed to start, the first gear and the second gear are meshed and an abnormal noise is generated. This can be suppressed.

  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 according to 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 reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  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, 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 reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 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 drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The gear mechanism 60 is provided with a parking lock mechanism 90 including a parking gear 92 attached to the final gear 60a and a parking lock pole 94 that engages with the parking gear 92 and locks in a state where the rotation of the parking gear 92 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 range to the P range or an operation signal from the P range to another range. The parking lock and the release thereof are performed by meshing with the parking gear 92 and the release thereof. Since the final gear 60a is mechanically connected to the drive wheels 63a and 63b, the drive wheels 63a and 63b are indirectly locked when the parking gear 92 and the parking lock pole 94 are engaged with each other.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and 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 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. 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 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 Tb from the temperature sensor 51 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.

  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, 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. The operation position of the shift lever 81 includes a normal drive position (D range) for traveling in the forward direction, a reverse position (R range) for reverse travel, a parking position (P range) used for parking, and a neutral neutral position. (N range).

  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 and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, 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 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 embodiment configured in this way, particularly the operation when starting the engine 22 that has been stopped will be described. First, an operation when starting the engine 22 that is stopped when the shift position SP is different from the parking position (for example, a drive position) will be described. Next, the shift position SP is the parking position. The operation at the time of starting the engine 22 that is sometimes stopped will be described.

  First, an operation when starting the engine 22 that is stopped when the shift position SP is a position different from the parking position will be described. When operated from the parking position (P range) to another range, the hybrid electronic control unit 70 controls the actuator (not shown) of the parking lock mechanism 90 to release the engagement with the parking gear 92. . Therefore, when the shift position SP is a position different from the parking position, the lock of the drive wheels 63a and 63b by the parking lock mechanism 90 is released.

  FIG. 2 is a flowchart showing an example of a non-parking position start control routine executed by the hybrid electronic control unit 70 of the embodiment when the shift position SP is a position different from the parking position. This routine is executed when the engine 22 is instructed to start. When the non-parking position start control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the engine 22. A process of inputting data necessary for control, such as Ne, crank angle θ, rotation speeds Nm1, Nm2 of the motors MG1, MG2, and input / output limits Win, Wout of the battery 50, is executed (step S100). Here, the rotational speed Ne and crank angle θ of the engine 22 are input from the engine ECU 24 by communication from the crank angle θ detected by the crank position sensor 23a and the rotational speed Ne calculated based on the crank angle θ. It was. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this way, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pr * is set as the driving power to be output to the ring gear shaft 32a (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pr * can be calculated by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the torque command Tm1 * of the motor MG1 is set based on the input engine speed Ne and the crank angle θ (step S120). In the embodiment, the torque command Tm1 * is the rotational speed of the engine 22 as shown in an example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 when starting the engine 22 in FIG. It is set based on Ne and the crank angle θ. As shown in the figure, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after time t1 when the engine 22 is instructed to start, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that can stably motor the engine 22 to the torque command Tm1 * at the timing when any cylinder of the engine 22 reaches the expansion stroke after the time t2 when the engine speed Ne passes the resonance frequency. To reduce power consumption and reaction force in the ring gear shaft 32a as a drive shaft. Note that the timing of the expansion stroke can be determined by the crank angle θ. Then, a value 0 is set to the torque command Tm1 * from time t3 when the engine speed Ne reaches the control start engine speed Nref using rate processing. Then, the power generation torque is set in the torque command Tm1 * from time t5 when the complete explosion of the engine 22 is determined.

  When the torque command Tm1 * of the motor MG1 is thus set, the engine speed Ne is then compared with the control start speed Nref (step S140). When the rotational speed Ne of the engine 22 is less than the control start rotational speed Nref, such as immediately after the engine 22 is instructed to start, a value 0 is set to the correction torque Tα (step S180). Here, the correction torque Tα is set as a torque for correcting the torque output from the motor MG2 in consideration of the initial explosion torque that acts on the ring gear shaft 32a as the drive shaft with the initial explosion of the engine 22. . Therefore, the value is set to 0 at a time other than the predetermined time including the first explosion of the engine 22 described later.

  When the correction torque Tα is set in this way, the correction torque is corrected to the torque to be output from the motor MG2 calculated using the set required torque Tr *, the torque command Tm1 * of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30. A value obtained by adding Tα is calculated as a provisional motor torque Tm2tmp by the equation (1) (step S200). The first term on the right side of the above equation (1) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during motoring of the engine 22. In the figure, the left 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 of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The first term on the right side of Equation (1) can be easily derived using the alignment chart of FIG. The two thick arrows on the R axis in FIG. 5 indicate the reaction force acting on the ring gear shaft 32a as the drive shaft when the torque of the torque command Tm1 * is output from the motor MG1 and the engine 22 is cranked. And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. By setting the torque command Tm2 * of the motor MG2 in this way, the motor MG2 takes over the torque as a reaction force that acts on the ring gear shaft 32a as the drive shaft when the engine 22 is motored by the motor MG1 and operates. The torque based on the required torque Tr * requested by the person can be output, and the correction torque Tα for canceling the torque acting on the ring gear shaft 32a with the first explosion can be output. Here, since the value 0 is set for the correction torque Tα, the correction torque Tα is not output from the motor MG2.

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tα (1)

  When temporary motor torque Tm2 * tmp is set in this way, consumption of motor MG1 obtained by multiplying input / output limits Win and Wout of battery 50 and torque command Tm1 * of motor MG1 calculated by current rotation speed Nm1 of motor MG1 Torque limits Tmin and Tmax as upper and lower limits of torque that may be output from the motor MG2 by dividing the deviation from the electric power (generated power) by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (2) and (3). Calculate (step S210), and set the torque command Tm2 * of the motor MG2 as a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax (step S220).

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (3)

  Subsequently, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S230). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. .

  Then, it is determined whether or not the engine 22 has completely exploded (step S240). When the engine 22 has not completely exploded, the process returns to step S100, and the motoring of the engine 22 by the motor MG1 is continued, and when the engine 22 has completely exploded, this routine is terminated. When the rotational speed Ne of the engine 22 is less than the control start rotational speed Nref, ignition control or fuel injection control in the engine 22 has not started, so it is not determined that the engine 22 has completely exploded in the process of step S240. The process returns to step S100. Thus, when the engine speed Ne is less than the control start engine speed Nref, the motoring of the engine 22 is continued.

  Thus, when the motoring of the engine 22 is continued and the rotational speed Ne of the engine 22 becomes equal to or higher than the control start rotational speed Nref (step S140), subsequently, whether or not the torque command Tm1 * of the motor MG1 is zero. Is determined (step S150). Here, it is determined whether or not the torque command Tm1 * of the motor MG1 has a value of 0 when the rotational speed Ne of the engine 22 is equal to or higher than the control start rotational speed Nref, the torque command Tm1 * of the motor MG1 performs rate processing. Since the value 0 is set by using this, it is based on the fact that the value 0 does not immediately become 0 even if the rotation speed Ne becomes equal to or greater than the control start rotation speed Nref. When the torque command Tm1 * of the motor MG1 is not 0, the correction torque Tα is set to 0, and the torque based on the required torque Tr * plus the correction torque Tα is set as the temporary motor torque Tm2tmp (step S180, S200), the motor torque command Tm2 * is set as a value limited by the calculated torque limits Tmin and Tmax for the set temporary motor torque Tm2tmp, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210 to S200). S230). Since the start instruction of the ignition control and the fuel injection control is not given, the engine 22 is not completely detonated, and the process returns to step S100 (step S240).

  When torque command Tm1 * of motor MG1 becomes 0 (step S150), an instruction to start ignition control or fuel injection control is transmitted to engine ECU 24 (step S160). The engine ECU 24 that has received an instruction to start ignition control or fuel injection control executes ignition control or fuel injection control in the engine 22.

  Subsequently, it is determined whether or not the control start elapsed time tfire is in the range from time t6 to time t7 (step S170). Here, the time t6 is set in advance by an experiment or the like as a timing at which the first explosion of the engine 22 occurs at the first ignition timing after the ignition control or fuel injection control in the engine 22 is started and torque output from the engine 22 is started. The time t7 is set in advance through experiments or the like as the timing at which the first explosion of the engine 22 occurs at the ignition timing next to the initial ignition timing and the torque output from the engine 22 ends. That is, the range from the time t6 to the time t7 is the engine 22 when the first explosion is performed at the timing of the torque output from the engine 22 when the first explosion is performed at the first ignition timing after the fuel injection control is started and at the next ignition timing. Is set so as to include the timing of torque output from. The reason why the engine 22 is set in this way is that the engine 22 often performs the first explosion at the first ignition timing or the next ignition timing.

  When the control start elapsed time tfire is not in the range from the time t6 to the time t7 (step S170), it is determined that it is not the timing at which the engine 22 performs the first explosion, and the value 0 is set to the correction torque Tα (step S180). Subsequent processing of S200 is executed, and a value obtained by adding the correction torque Tα to the torque based on the required torque Tr * is set as the temporary motor torque Tm2tmp (step S200), and the set temporary motor torque Tm2tmp is calculated as the torque limit Tmin. , Tmax is set as a value limited by Tmax, and the set torque commands Tm1 *, Tm2 * are transmitted to the motor ECU 40 (steps S210 to S230). Subsequently, the complete explosion of the engine 22 is confirmed (step S240). If the complete explosion has been completed, this routine is terminated. If the complete explosion has not been completed, the process returns to step S100. When the control start elapsed time tfire is not in the range from the time t6 to the time t7, the correction torque Tα is set to the value 0, so that the torque based on the required torque Tr * is output from the motor MG2.

  On the other hand, when the control start elapsed time tfire is within the range from time t6 to time t7 (step S170), the correction torque Tα is set based on the control start elapsed time tfire (step S190). In the embodiment, the correction torque Tα is determined in advance by storing the relationship between the shift position SP, the control start elapsed time tfire, and the correction torque Tα in the ROM 24b and the data 74 as a correction torque setting map. When the start elapsed time tfire is given, the corresponding correction torque Tα is derived and set from the stored map. FIG. 6 shows an example of the correction torque setting map. The correction torque Tα is set as a torque such that the sum of the initial explosion torque acting on the ring gear shaft 32a and the correction torque Tα with the initial explosion of the engine 22 is close to the value 0, and the initial explosion torque is Since the torque changes with time, the correction torque Tα is also set as a torque that changes according to the control start time tfire. As shown in the figure, the rate processing is used after the control start elapsed time tfire has passed the time t6. The value 0 is changed to a negative value T2, and the value 0 is obtained at time t7 using rate processing after the time during which the operation of the torque on the ring gear shaft 32a by the first explosion continues at the first ignition timing or the next ignition timing elapses. Set to be The reason why the correction torque Tα is set as a negative value torque is that the initial explosion torque of the normal engine 22 is output as a direction in which the ring gear shaft 32a is rotated in the direction of moving the vehicle forward, that is, as a positive value torque. It is. Thus, by setting the correction torque Tα, it is possible to suppress the torque shock accompanying the initial explosion of the engine 22.

  After the correction torque Tα is set in this way, the processing subsequent to step S200 is executed, and a value obtained by adding the correction torque Tα to the torque based on the required torque Tr * is set as the temporary motor torque Tm2tmp (step S200). The motor torque command Tm2 * is set as a value limited by the torque limits Tmin and Tmax calculated for the motor torque Tm2tmp, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (steps S210 to S230). Subsequently, the complete explosion of the engine 22 is confirmed (step S240), and if the complete explosion has been completed, this routine is terminated. As described above, when the control start elapsed time tfire is within the range from the time t6 to the time t7, the correction torque Tα for canceling the initial explosion torque is output from the motor MG2, so that the torque shock accompanying the initial explosion of the engine 22 can be suppressed. it can.

  Next, the operation when the shift position SP is the parking position will be described. When the shift position is operated from another position to the parking position (P range), the hybrid electronic control unit 70 does not show the parking lock mechanism 90 so that the parking gear 92 and the parking lock pole 94 mesh. Drive and control the actuator. At this time, the parking gear 92 and the parking lock pole 94 are usually engaged and the driving wheels 63a and 63b are locked by the parking lock mechanism 90. However, depending on the positional relationship between the parking gear 92 and the parking lock pole 94, the parking gear 92 is used. There is a case where the protrusion of the parking lock pole 94 that meshes with the parking gear 92 of the parking lock pole 94 hits and the parking gear 92 and the parking lock pole 94 do not mesh. Therefore, when the shift position SP is the parking position, there are cases where the parking gear 92 and the parking lock pole 94 are engaged with each other and when they are not engaged.

  FIG. 7 is a flowchart illustrating an example of a parking position start control routine executed by the hybrid electronic control unit 70 of the embodiment when the shift position SP is a position different from the parking position. The parking position start control routine illustrated in FIG. 7 executes the process of step S190B in place of the process of step S130B and the process of step S190 in addition to the non-parking position start control routine illustrated in FIG. The same process is executed except that the process of step S200B is executed instead of the process of step S200. Therefore, in the parking position start control routine, the same processes as those in the non-parking position start control routine are denoted by the same reference numerals, and the description thereof is omitted.

  When the parking position start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 executes processing for inputting data necessary for control, such as the rotational speed Ne of the engine 22, and inputs the accelerator opening Acc and the vehicle speed. The required torque Tr * and the required power Pe * are set based on V, the rotational speed Nm2 * of the motor MG2, and the gear ratio Gr, and the motor torque command Tm1 * is set based on the rotational speed Ne of the engine 22 and the crank angle θ. (Step S100 to Step S120).

  Subsequently, the pressing torque Tp for pressing the parking gear 92 against the parking lock pole 94 is set to a predetermined positive torque T1 (step S130B). The predetermined torque T1 is a direction in which the ring gear shaft 32a and the parking gear 92 indirectly connected to the ring gear shaft 32a are rotated in the forward direction of the vehicle. It is assumed that the torque is set such that the parking gear 92 does not rotate when the parking gear 92 and the parking lock pole 94 are not engaged with each other.

  When the pressing torque Tp is thus set, the engine speed Ne is compared with the control start engine speed Nref (step S140), and the engine speed Ne is controlled, for example, immediately after the engine 22 is instructed to start. When it is less than the starting rotational speed Nref, the correction torque Tα is set to 0 (step S180), and the set required torque Tr *, the torque command Tm1 * of the motor MG1 and the gear ratio ρ of the power distribution and integration mechanism 30 are set. A value obtained by adding the set pressing torque Tp and the correction torque Tα to the torque to be output from the motor MG2 calculated using is calculated as a temporary motor torque Tm2tmp by the equation (4) (step S200B). The first term on the right side of Equation (4) is the same as the first term on the right side of Equation (1), and can be easily derived using the alignment chart illustrated in FIG. By setting the torque command Tm2 * of the motor MG2 in this way, the motor MG2 takes over the torque as a reaction force that acts on the ring gear shaft 32a as the drive shaft when the engine 22 is motored by the motor MG1 and operates. A torque corresponding to the required torque Tr * requested by the person can be output, and the correction torque Tα and the parking gear 92 for canceling the torque acting on the ring gear shaft 32a due to the first explosion can be output to the parking lock pole 94. And a pressing torque Tp for pressing against. Since the value 0 is set for the correction torque Tα, the correction torque Tα is not output.

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tα + Tp (4)

  When the temporary motor torque Tm2tmp is set in this way, the motor torque command Tm2 * is set as a value limited by the torque limits Tmin and Tmax calculated for the set temporary motor torque Tm2tmp, and the set torque commands Tm1 * and Tm2 * are set to the motor. It transmits to ECU40 (steps S210-S230). Subsequently, the complete explosion of the engine 22 is confirmed (step S240). If the complete explosion has occurred, this routine is terminated. If the complete explosion has not been completed, the process returns to step S100 to continue motoring of the engine 22. . Therefore, when the rotational speed Ne of the engine 22 is less than the control start rotational speed Nref, the engine 22 is driven by the motor MG2 while outputting the torque to be output from the motor MG2 based on the required torque Tr * and the pressing torque Tp. If the parking gear 92 and the parking lock pole 94 are meshed with each other, generation of rattling noise in the parking lock mechanism 90 can be suppressed. Note that when the parking gear 92 and the parking lock pole 94 are not meshed with each other when the teeth of the parking gear 92 and the convex portion of the parking lock pole 94 are in contact with each other, the pressing torque Tp rotates the parking gear 92. Therefore, the parking gear 92 and the parking lock pole 94 are not engaged with each other.

  Thus, when motoring of the engine 22 is continued and the rotational speed Ne of the engine 22 becomes equal to or higher than the control start rotational speed Nref, it is subsequently determined whether or not the torque command Tm1 * of the motor MG1 is zero. (Step S150) When the torque command Tm1 * of the motor MG1 is not 0, the correction torque Tα is set to 0, and the torque based on the required torque Tr * is added with the pressing torque Tp and the correction torque Tα. The temporary motor torque Tm2tmp is set (step S200B), the motor torque command Tm2 * is set as a value limited by the calculated torque limits Tmin and Tmax, and the set torque commands Tm1 * and Tm2 * are set. It transmits to motor ECU40 (steps S210-S230). Since the start instruction of the ignition control and the fuel injection control is not given, the engine 22 is not completely detonated, and the process returns to step S100 (step S240).

  When the torque command Tm1 * of the motor MG1 becomes 0 (step S150), an instruction to start ignition control or fuel injection control is transmitted to the engine ECU 24 (step S160), and the control start elapsed time tfire starts from time t6. It is determined whether or not it is within the range of time t7 (step S170). When the control start elapsed time tfire is not in the range from the time t6 to the time t7, it is determined that it is not the timing at which the engine 22 performs the initial explosion, and a value 0 is set to the correction torque Tα (steps S170 and S180). Subsequent processing is executed, and a value obtained by adding the pressing torque Tp and the correction torque Tα to the torque based on the required torque Tr * is set as the temporary motor torque Tm2tmp (step S200B), and the set temporary motor torque Tm2tmp is calculated. The motor torque command Tm2 * is set as a value limited by the torque limits Tmin and Tmax, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (steps S210 to S230). Subsequently, the complete explosion of the engine 22 is confirmed (step S240). If the complete explosion has been completed, this routine is terminated. If the complete explosion has not been completed, the process returns to step S100. When the control start elapsed time tfire is not in the range from the time t6 to the time t7, the correction torque Tα is set to the value 0, so that the motor MG2 outputs the torque based on the required torque Tr * and the pressing torque Tp. Become.

  On the other hand, when the control start elapsed time tfire is within the range from time t6 to time t7 (step S170), the correction torque Tα is set based on the control start elapsed time tfire (step S190B). In the embodiment, the correction torque Tα is determined in advance by storing the relationship between the shift position SP, the control start elapsed time tfire, and the correction torque Tα in the ROM 24b and the data 74 as a correction torque setting map. When the start elapsed time tfire is given, the corresponding correction torque Tα is derived and set from the stored map. FIG. 8 shows an example of the correction torque setting map. In the figure, the solid line indicates the correction torque Tα when the shift position SP is the parking position and the broken line indicates the correction torque Tα when the shift position SP is a position different from the parking position. . The correction torque Tα at the non-parking position is the same as the correction torque Tα illustrated in FIG. The correction torque Tα at the parking position is set so that the sum of the initial explosion torque acting on the ring gear shaft 32a and the correction torque Tα when the engine 22 is first exploded becomes a negative torque. Changes with time, so the correction torque Tα at the parking position is also set as a torque that changes according to the control start time tfire. In the embodiment, as shown in the figure, the magnitude of the initial explosion torque that is larger than the negative value T2 from the value 0 and is predicted in advance using the rate processing after the control start elapsed time tfire has passed the time t6. It is set to a negative value T3 that is larger than the maximum value, and to a value of 0 at time t7 using rate processing. The correction torque Tα at the parking position is set so that the sum of the initial explosion torque and the correction torque Tα becomes a negative torque for the following reason. At the parking position, the positive pressing torque Tp set in the process of step S130B is output from the motor MG2 to the ring gear shaft 32a. The torque may act on the ring gear shaft 32a as a torque in the same direction as the pressing torque Tp, that is, as a positive value torque. Since the vehicle is stopped at the parking position, such variation in initial explosion torque is likely to occur, and unexpected torque is likely to act on the ring gear shaft 32a due to the initial explosion. When such torque acts on the ring gear shaft 32a, the torque further acts in the same direction as the pressing torque Tp, so that the tooth crest of the parking gear 92 and the convex portion of the parking lock pole 94 come into contact with each other and the parking gear 92 and the parking lock. When the pawl 94 is not meshed, abnormal noise may occur due to the parking gear 92 rotating and meshing with the parking lock pawl 94. In order to suppress the occurrence of such abnormal noise, in the embodiment, the sum of the initial explosion torque of the engine 22 and the correction torque Tα at the parking position is set to a negative value, and the pressing torque Tp It suppresses further torque acting in the same direction.

  When the correction torque Tα is set in this way, the processing after step S200B is executed, and a value obtained by adding the pressing torque Tp and the correction torque Tα to the torque based on the required torque Tr * is set as the temporary motor torque Tm2tmp. (Step S200B), the motor torque command Tm2 * is set as a value limited by the calculated torque limits Tmin and Tmax for the set temporary motor torque Tm2tmp, and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (Step S200B). S210 to S230). Subsequently, the complete explosion of the engine 22 is confirmed (step S240). If the complete explosion has been completed, this routine is terminated. If the complete explosion has not been completed, the process returns to step S100. Therefore, when the control start elapsed time tfire is within the range from the time t6 to the time t7, the motor MG2 outputs the torque based on the required torque Tr *, the pressing torque Tp, and the correction torque Tα. It is possible to suppress the generation of noise due to the engagement of the parking gear 92 and the parking lock pole 94 as well as the suppression of torque shock associated with the explosion.

  In the hybrid vehicle 20 of the embodiment described above, when the engine 22 is instructed to start at the parking position where the shift position SP is in the P range, the shift position SP is larger than that at the non-parking position where the shift position SP is not in the P range. Since the correction torque Tα is output, the sum of the initial explosion torque and the correction torque Tα is in the same direction as the pressing torque even when an unexpected torque is applied to the ring gear shaft 32a as the engine 22 is first exploded. This can be suppressed. Therefore, it is possible to suppress the torque in the same direction as the pressing torque Tp from acting on the ring gear shaft 32a as the drive shaft, and to suppress the forward movement of the vehicle and the generation of noise due to the engagement of the parking gear 92 and the parking lock pole 94. can do.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, and the crankshaft 26 of the engine 22 is accompanied by output of power to a ring gear shaft 32a as a drive shaft connected to an axle connected to the drive wheels 63a and 63b. The power distribution integration mechanism 30 and the motor MG1 capable of motoring the motor MG1 correspond to the “motoring means”, and the motor MG2 capable of inputting / outputting power to / from the ring gear shaft 32a corresponds to the “motor” and rotates with the rotation of the axle. A parking lock mechanism 90 that can fix the axle non-rotatably by engaging the parking lock pole 94 with the gear 92 corresponds to “fixing means”, and a shift lever 81 that selects at least a plurality of positions including the P range is “position”. It corresponds to “setting means”, and an operation signal from another range to the P range or another signal from the P range The hybrid electronic control unit 70 that performs a process of driving the parking lock pole 94 by driving an actuator (not shown) of the parking lock mechanism 90 when an operation signal is input to the parking lock mechanism 90 is designated as the “parking position control means”. Correspondingly, in step S120, the torque for motoring the engine 22 is set as the motor torque command Tm1 * when the engine 22 is instructed to start when the shift position SP is different from the parking position. Step S220 for setting the motor torque command Tm2 * based on the processing of steps S180 and S190 for setting the correction torque Tα as the torque opposite to the explosion torque, the torque obtained by adding the correction torque Tα to the torque to be output from the motor MG2. Processing and setting The torque command Tm1 *, Tm2 * is transmitted to the motor EUC 40. The torque for motoring the engine 22 when the engine 22 is instructed to start when the shift position SP is the parking position when the shift position SP is the parking position. When the control start time tfire is not between the time t6 and the time t7, the value 0 is set as the correction torque Tα when the process at the step S120 is set as the command Tm1 * or the process at the step S130B is set as the pressing torque Tp. When the control start time tfire is within the range from the time t6 to the time t7, the torque that is larger than the correction torque Tα set at the non-parking position with the torque opposite to the initial explosion torque. Setting as Tα Processing in steps S170 and S190B, processing in step S200B for setting the motor torque command Tm2 * based on the torque obtained by adding the pressing torque Tp and the correction torque Tα to the torque to be output from the motor MG2, and the set torque command Tm1 *, Tm2 * is transmitted to the motor EUC 40. The motors MG1, MG2 are driven and controlled according to the torque commands Tm1 *, Tm2 * transmitted from the hybrid electronic control unit 70 and the hybrid electronic control unit 70 which execute the processing of step S230. The motor ECU 40 corresponds to “engine starting 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. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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 hybrid vehicle 20 of the embodiment, when the shift position SP is the parking position, the correction torque Tα is set so that the sum of the initial explosion torque of the engine 22 and the correction torque Tα at the parking position becomes a negative value. However, the sum of the initial explosion torque of the engine 22 and the correction torque Tα at the parking position does not have to be a torque in the same direction as the pressing torque Tp, that is, a positive torque. The variation in initial explosion torque during the period may be obtained beforehand through experiments or the like, and the correction torque Tα may be set so that the sum of the initial explosion torque and the correction torque Tα becomes zero.

  In the hybrid vehicle 20 of the embodiment, the correction torque Tα is equal to the timing at which the torque output from the engine 22 is started when the control start time tfire is first exploded at the first ignition timing after the fuel injection control is started. A torque that is set to a negative value when it is within the range from time t6 to time t7 set so as to include the timing at which torque output from the engine 22 when the first explosion occurs at the ignition timing is included. However, the timing for setting the correction torque Tα as a negative torque only needs to include the timing of the first explosion of the engine 22, and when the control start time tfire is within a predetermined range including the initial ignition timing of the engine 22. And the correction torque Tα is a predetermined negative value torque within a predetermined range including the next ignition timing of the engine 22 It may alternatively be set to. Further, instead of the control start time tfire, the correction torque Tα may be set as a predetermined negative value when the crank angle θ is at the crank position including the timing of the first explosion.

  In the hybrid vehicle 20 of the embodiment, the correction torque Tα is set based on the elapsed time tfire after the fuel injection control in the engine 22 is started. And a correction torque Tα is set based on the temperature of the cooling water of the engine 22, or is set based on the temperature of the cooling water of the engine 22 and the elapsed time tfire. Also good. Since the initial explosion torque of the engine 22 tends to increase as the temperature of the engine 22 decreases, when the correction torque Tα is set based on the temperature of the cooling water of the engine 22, the correction torque Tα is set to the temperature of the cooling water. It is desirable to set a tendency to increase as the value decreases. Further, the correction torque Tα may be set to a predetermined value during the initial explosion regardless of the elapsed time tfire and the temperature of the cooling water of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the pressing torque Tp is set as the predetermined torque T1 having a predetermined positive value. However, the pressing torque Tp may not be set as the predetermined torque, for example, a start instruction is given. It is good also as what sets as a torque which changes according to the time from.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) 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).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Moreover, it is good also as a form of the control method of such a hybrid vehicle.

  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 in the automobile manufacturing industry and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the start control routine at the time of a non-parking position performed by the electronic control unit for hybrid 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the relationship between torque instruction Tm1 * of motor MG1 at the time of starting the engine 22, and the rotation speed Ne of the engine 22. 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. An example of the correction torque setting map at the non-parking position is shown. It is a flowchart which shows an example of the start control routine at the time of the parking position performed by the electronic control unit for hybrids 70 of an Example. An example of the correction torque setting map at the parking position is shown. 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.

Explanation of symbols

  20, 120, 220 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, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 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, 90 parking lock mechanism, 92 parking gear, 94 parking lock pole, 230 pairs Rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (6)

A vehicle that travels using power from an internal combustion engine,
Motoring means capable of motoring the output shaft of the internal combustion engine with output of power to a drive shaft connected to an axle;
An electric motor capable of inputting and outputting power to the drive shaft;
Fixing means capable of fixing the axle in a non-rotatable manner by engaging a second gear different from the first gear with a first gear that rotates with the axle.
Position setting means for setting a plurality of positions including at least a parking position;
A parking position control means for controlling the fixing means so that the axle is fixed to be non-rotatable when the parking position is set by the position setting means;
The internal combustion engine and the motoring means so that the internal combustion engine is motored and started by the motoring means when an instruction to start the internal combustion engine is given when the parking position is not set by the position setting means; For a predetermined time including the timing of the first explosion of the internal combustion engine, a non-parking correction torque opposite to the initial explosion torque output to the drive shaft is output with the first explosion of the internal combustion engine. The motor is controlled so that when the parking position is set by the position setting means, when a start instruction for the internal combustion engine is issued, a predetermined pressing torque in the same direction as the initial explosion torque is output from the motor. However, the internal combustion engine is started by being motored by the motoring means. The motoring means and the electric motor are controlled, and a parking correction torque that is in the same direction as the non-parking correction torque and is larger than the non-parking correction torque is output for a predetermined time including the timing of the first explosion of the internal combustion engine. Engine starting control means for controlling the electric motor,
A vehicle comprising:   The vehicle according to claim 1, wherein the non-parking correction torque and / or the parking correction torque is set based on an elapsed time during the first explosion. The vehicle according to claim 1,
A cooling water temperature detecting means for detecting a cooling water temperature of the internal combustion engine;
The non-parking correction torque and / or the parking correction torque is set based on the detected coolant temperature.   The non-parking correction torque is set such that the sum of the non-parking correction torque and the initial explosion torque has a magnitude close to a value of 0, and the parking correction torque includes the parking correction torque and the parking torque. The vehicle according to any one of claims 1 to 3, wherein a torque that is the sum of the initial explosion torque is set to a value of 0 or a torque opposite to the pressing torque.   The motoring means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotary shaft, and the power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. The vehicle according to any one of claims 1 to 4, wherein the vehicle includes a three-axis power input / output means for inputting / outputting power and a generator for inputting / outputting power to / from the rotating shaft. An internal combustion engine that outputs power for traveling, motoring means that can motor the output shaft of the internal combustion engine with power output to the drive shaft connected to the axle, and input / output power to the drive shaft And a fixing means capable of fixing the axle in a non-rotatable manner by engaging a second gear different from the first gear with a first gear that rotates as the axle rotates. A control method,
Controlling the fixing means so that the axle is fixed to be non-rotatable when the parking position is set among a plurality of positions including at least a parking position;
The internal combustion engine and the motoring means so that the internal combustion engine is motored and started by the motoring means when an instruction to start the internal combustion engine is given when the parking position is not set by the position setting means; For a predetermined time including the timing of the first explosion of the internal combustion engine, a non-parking correction torque opposite to the initial explosion torque output to the drive shaft is output with the first explosion of the internal combustion engine. The motor is controlled so that when the parking position is set by the position setting means, when a start instruction for the internal combustion engine is issued, a predetermined pressing torque in the same direction as the initial explosion torque is output from the motor. However, the internal combustion engine is started by being motored by the motoring means. The motoring means and the electric motor are controlled, and a parking correction torque that is in the same direction as the non-parking correction torque and is larger than the non-parking correction torque is output for a predetermined time including the timing of the first explosion of the internal combustion engine. Controlling the motor to be
Vehicle control method.

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