JP2008168842A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow starting without a sense of incongruity without performing second shift operation after starting a vehicle, even when a driver performs the shift operation during the starting of the vehicle. <P>SOLUTION: When the shift operation is performed by the driver during the starting of a hybrid automobile 20, a shift position SP thereof is stored in a CPU 72. When the traveling shift position SP is stored in a RAM 76 upon completion of the starting, and when a brake position BP is not 0% and when an accelerator opening Acc is not 0%, instructions are output to an engine ECU 24 or a motor ECU 40 such that a request torque Tr* set based on a vehicle velocity V, the accelerator opening Acc, and the shift position SP stored in the RAM 76 is output, and instructions to control brakes 96a-96d such that a braking torque set to a gradually smaller value as time lapses from a prescribed initial value acts are output to a brake ECU 94. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

Conventionally, as disclosed in, for example, Patent Document 1, as a vehicle, when a shift operation is performed by a driver during start-up, the shift operation is performed to this shift range when the brake is turned off after the start is completed. Things are known. In this vehicle, the shift is locked after starting, and when the driver performs a shifting operation during starting, the shift range is stored in the memory. When the start process is completed, if the brake is depressed, the shift lock is released and the shift range of the transaxle is changed to the shift range stored in the memory. On the other hand, when the brake is not stepped on, a message indicating that the shift operation cannot be accepted is displayed with the shift lock being continued.
JP 2006-200716 A

  By the way, depending on the driver, it may be considered that the brake is released and the accelerator is depressed during the starting process. At this time, in the above-described vehicle, the shift is not changed only by notifying the driver that the shift cannot be changed. Therefore, the driver must perform the shift operation again. In order to avoid this, if there is a shift operation during the start process, the shift may be changed when the start process is completed regardless of the state of the vehicle at that time.

  However, when a driving force acts on the vehicle when the start process is completed, the driver may feel uncomfortable.

  The vehicle and the control method thereof according to the present invention make it possible to start without a sense of incongruity without performing a shift operation again after the vehicle is started even when the driver performs a shift operation while the vehicle is being started. Objective.

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

The vehicle of the present invention
A driving force source that outputs driving force to the vehicle;
Shift position detecting means for detecting the shift position;
Storage means capable of storing the shift position detected by the shift position detection means;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Vehicle speed detection means for detecting the vehicle speed;
Target required driving force setting means for setting a target required driving force based on the shift position stored in the storage means, the detected accelerator operation amount, and the detected vehicle speed;
When the detected shift position is changed by a driver's operation during start-up of the vehicle, the changed shift position is stored in the storage means, and when the start-up is completed, a predetermined movement start condition is satisfied. If not, the target required driving force is set by the target required driving force setting means, and the driving force source is controlled so that the target required driving force is output to the vehicle as an execution driving force. When the movement start condition is satisfied, the target required driving force is set by the target required driving force setting means, and the target required driving force tends to approach gradually from a driving force smaller than the target required driving force. Control means for controlling the driving force source so that the execution driving force shown acts on the vehicle;
It is a summary to provide.

  In this vehicle, when the shift position detected by the driver's operation changes during the start of the vehicle, the changed shift position is stored in the storage means, and when the start is completed, a predetermined movement start condition is satisfied. If not, the target required driving force is set by the target required driving force setting means, and the driving force source is controlled so that the target required driving force is output to the vehicle, while a predetermined movement start condition is satisfied. When the target required driving force is set by the target required driving force setting means, the driving force for execution acting on the vehicle shows a tendency to gradually approach the target required driving force from a driving force smaller than the target required driving force. Control the driving force source. In this way, the shift operation being started is stored in the storage means, and when the predetermined movement start condition is satisfied, the driving force gradually acts on the vehicle, so the driver's shift operation that is being started is started. It can be reflected when completed, and the movement starts smoothly. Therefore, even if the driver performs a shift operation while starting the vehicle, the vehicle can start without a sense of incongruity without performing the shift operation again after starting the vehicle. Here, the “predetermined movement start condition” may be a condition that is satisfied when the vehicle may move.

  In the vehicle of the present invention, when the activation is completed, the control means satisfies the predetermined movement start condition when the detected accelerator operation amount is a value indicating that there is an accelerator operation of the driver. It can also be assumed to be. In addition, a brake operation detecting unit capable of detecting the presence or absence of a driver's brake operation is provided, and the control unit detects that the driver does not operate the brake when the activation is completed. It can also be assumed that the predetermined movement start condition is satisfied.

  The vehicle of the present invention includes a braking force applying unit capable of applying a braking force to the vehicle, and the control unit tends to gradually approach the target required driving force from a driving force smaller than the target required driving force. When the driving force source is controlled such that the execution driving force indicating is applied to the vehicle, the target required driving force is set by the target required driving force setting means, and the target required driving force is output. It is also possible to control the power source and to apply a predetermined initial braking force to the vehicle, and then to control the braking force applying means so as to reduce the braking force over time. In this way, since it is sufficient to control the driving force source so as to output the target required driving force, it is not necessary to control the special driving force source. Here, the “predetermined initial braking force” may be set, for example, as a braking force having a magnitude capable of canceling the set target required torque, or as a braking force smaller than the set target required torque. It may be set. Moreover, you may set so that it may be proportional to the amount of accelerator operation. At this time, when the target required driving force set by the target required driving force setting means is outside a predetermined allowable range, the control means uses the driving force within the predetermined allowable range as the target required driving force. It can also be set. In this way, the driving force source can be protected. Here, the “predetermined allowable range” refers to the relationship between the target required driving force as the driving force for execution and the load applied to the driving force source at that time by experiments and the like. It may be set to a range that is not too much. At this time, when the target required driving force set by the target required driving force setting means is outside a predetermined allowable range, the control means uses the driving force within the predetermined allowable range as the target required driving force. In setting, when the accelerator operation amount detected by the accelerator operation amount detection means is outside the predetermined accelerator operation range, the accelerator operation amount for setting the target required driving force is set as an accelerator operation amount within the predetermined accelerator operation range. An operation amount may be used. In this way, since the determination is made only with the accelerator operation amount, it can be determined relatively easily whether or not the protection operation of the driving force source is necessary. Here, the “predetermined accelerator operation range” may be set as an accelerator operation range corresponding to the “predetermined allowable range”, for example. The vehicle of the present invention having a mode in which a predetermined initial braking force is applied to the vehicle includes road surface gradient detecting means for detecting a road surface gradient, and the control unit applies the predetermined initial braking force to the vehicle, and then In controlling the braking force applying means so as to reduce the braking force with the passage of time, if the road surface gradient detected by the road surface gradient detecting unit at the completion of the start-up is not flat, the braking force is greater than the predetermined initial braking force. The power may be the predetermined initial braking force, the predetermined initial braking force may be applied to the vehicle, and then the braking force applying unit may be controlled so as to reduce the braking force with the passage of time. In this way, the vehicle can be prevented from slipping down on completion of startup on a slope. Here, the term “flat” includes a case where it can be regarded as substantially flat.

  In the vehicle of the present invention other than the mode in which the predetermined initial braking force is applied to the vehicle, the control means sets the target required driving force by the target required driving force setting means, and the driving force is smaller than the target required driving force. When the driving force source is controlled so that the execution driving force showing a tendency of gradually approaching the target required driving force from acting on the vehicle, a predetermined gentle change process is performed using the target required driving force. The driving force may be set as an execution driving force, and the driving force source may be controlled so that the execution driving force is output. In this way, it is possible to apply the execution driving force that tends to gradually approach the target driving force to the vehicle relatively efficiently. Here, the “predetermined slow change process” includes a process using a time constant larger than a normal time constant, a rate process, a so-called annealing process, and the like.

  In the vehicle of the present invention, the driving force source is connected to an internal combustion engine, an output shaft of the internal combustion engine, and a drive shaft that is rotatable independently of the output shaft and is connected to the axle. And a rotation adjusting means capable of adjusting the rotation speed of the output shaft relative to the drive shaft together with input / output of drive force to the output shaft and the drive shaft, and an electric motor capable of inputting / outputting power to the drive shaft , Can also be provided. At this time, the rotation adjusting means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and is based on power input / output to / from any two of the three shafts. It may be a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft and a generator capable of inputting / outputting power to / from the third shaft.

The vehicle control method of the present invention includes a driving force source that outputs a driving force to the vehicle, a shift position detection unit that detects a shift position, and a storage unit that can store the shift position detected by the shift position detection unit. An accelerator operation amount detection means for detecting the driver's accelerator operation amount, a vehicle speed detection means for detecting the vehicle speed, a shift position stored in the storage means, the detected accelerator operation amount, and the detected vehicle speed, A target required driving force setting means for setting a target required driving force based on the vehicle control method,
(A) When the detected shift position is changed by a driver's operation during start-up of the vehicle, the shift position after the change is stored in the storage means;
(B) When a predetermined motion start condition is not satisfied when the start-up is completed, the target required driving force is set by the target required driving force setting means, and the target required driving force is set to the execution driving force. When the predetermined movement start condition is satisfied, the target required driving force is set by the target required driving force setting means, and the target required driving is controlled. This includes controlling the driving force source so that the driving force for execution showing a tendency to gradually approach the target required driving force from the driving force smaller than the force acts on the vehicle.

  In this vehicle control method, when the shift position detected by the driver's operation changes during start-up of the vehicle, the changed shift position is stored in the storage means, and when the start-up is completed, a predetermined movement starts. When the condition is not satisfied, the target required driving force is set by the target required driving force setting means, and the driving force source is controlled so that the target required driving force is output to the vehicle, while the predetermined movement start condition is satisfied. When the target required driving force is set by the target required driving force setting means, the driving force for execution showing the tendency to gradually approach the target required driving force from the driving force smaller than the target required driving force is The driving force source is controlled to act on the motor. As described above, when the predetermined movement start condition is satisfied, the shift operation of the driver being started can be reflected when the startup is completed, and the driving force gradually acts on the vehicle even if the accelerator is operated. . Therefore, even if the driver performs a shift operation while the vehicle is starting, the driver can start without a sense of incongruity without performing the shift operation again after the vehicle is started. In the vehicle control method of the present invention, steps for realizing the functions and functions of the various configurations included in the vehicle described above may be added.

  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, A brake actuator 92 for controlling the brakes of the drive wheels 63a and 63b and a driven wheel (not shown) and a hybrid electronic control unit 70 for controlling the entire power output apparatus are provided.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, 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 66 including a parking gear 67 attached to the final gear 60a and a parking lock pole 68 that engages with the parking gear 67 and locks in a state where the rotation of the parking gear 67 is stopped. . The parking lock pole 68 is operated when an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 to which an operation signal from another range to the P range or an operation signal from the P range to another range is input. The parking lock and the release thereof are performed by meshing with the parking gear 67 and the release thereof. Since the final gear 60a is mechanically connected to the drive wheels 63a and 63b, the parking lock mechanism 66 indirectly locks the drive wheels 63a and 63b.

  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 brake actuator 92 has a braking torque according to the share of the brake in the braking force applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated in response to the depression of the brake pedal 85. The brake wheel cylinders 96a and 96d are adjusted so as to act on the driven wheel 63b and a driven wheel (not shown), and the braking torque is applied to the drive wheels 63a and 63b and the driven wheel regardless of the depression of the brake pedal 85. The hydraulic pressures of 96a to 96d can be adjusted. The brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94. The brake ECU 94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by a control signal from the hybrid electronic control unit 70, and the data regarding the state of the brake actuator 92 is used for the hybrid as necessary. Output to the 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. Here, the operation position of the shift lever 81 includes a normal drive position (D position) for traveling in the forward direction, a reverse position (R position) for reverse travel, and a brake that generates a braking force greater than the D position when the accelerator is off. There are a position (B position), a parking position (P position) used during parking, a neutral position (N position), and the like. 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 94 via a communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, 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 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 as described above, particularly the operation when the driver operates the shift lever 81 during the start of the vehicle will be described. FIG. 2 is a flowchart showing an example of a startup control routine executed by the hybrid electronic control unit 70. This routine is executed when the ignition switch 80 is pressed. FIG. 3 is a flowchart showing an example of a start control routine executed by the hybrid electronic control unit 70. This routine is executed when the shift position SP stored in the RAM 76 is a traveling position after the start-up control routine is completed. It should be noted that after the start-up control routine ends, a normal drive control routine (not shown) is executed. When the startup control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the startup process (step S100). Here, in the starting process, processing such as turning on a system main relay (not shown) and checking each sensor by communication with the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94, and the like are performed. These processes require a time of about 1 to 2 minutes at the longest.

  Next, it is determined whether or not a shift operation has been performed (step S110). When the shift operation is performed, the shift position SP after the operation is stored in the RAM 76 of the hybrid electronic control unit 70 (step S120). Then, it is determined whether or not the activation process has been completed (step S130). When the activation process is not completed, the processes after step S110 are executed again. On the other hand, when the shift operation is not performed, it is determined whether the activation process is completed (step S130). When the activation process is not completed, the processes after step S110 are executed again. That is, while the start process is not completed, the shift position SP stored in the RAM 76 is overwritten every time a shift operation is performed by the driver, and finally the shift position SP at the time when the start process is completed is the RAM 76. Is stored in the memory. For example, the RAM 76 stores the D position when the driver shifts to the D position, and the P position when the driver does not perform any shift operation.

  When the activation process is completed, it is determined whether or not a shift position SP other than the P position is stored in the RAM 76 of the hybrid electronic control unit 70 (step S140). When no position other than the P position is stored, that is, when the P position is stored, this routine is terminated. If a shift position SP other than the P position is stored, it is determined whether or not a predetermined time has elapsed since the last shift position SP was stored in the RAM 76 (step S150). That is, it is determined whether or not a predetermined time has elapsed since the driver last shifted. Here, the predetermined time is set empirically to such a time that the driver forgets to perform the shift operation. When it is determined that the predetermined time has elapsed, it is determined that the driver may have forgotten that the shift operation has been performed, and the P position is stored in the RAM 76 (step S160). In this way, when the driver has forgotten that the shift operation has been performed, it is possible to prevent the driver from feeling uncomfortable due to unexpected torque acting on the vehicle upon completion of startup. Then, the driver is informed that the shift operation is necessary again, for example, by playing a sound from a speaker (not shown) (step S170), and this routine is terminated. Even if the driver forgets that he / she has shifted, he / she has determined that he / she intends to start because he / she has once shifted, and the driver needs to re-operate the shift. Is notified.

  On the other hand, if the predetermined time has not elapsed in step S150, it is determined that there is no possibility that the driver has forgotten to perform the shift operation, and the accelerator opening Acc and the brake position BP are input (step S180). . Then, it is determined whether or not the brake position BP is not 0% and the accelerator opening is 0%, that is, whether or not the driver depresses only the brake pedal 85 (step S190). When the brake position BP is not 0% and the accelerator opening degree Acc is not 0%, that is, when the driver cannot step on only the brake pedal 85, the vehicle start-up process is completed. Since there is a possibility that the hybrid vehicle 20 may start at that time, the value 1 is set to the start flag Fm (step S200), the shift position SP is stored in the RAM 97 (step S210), and this routine is terminated. . Here, the movement start flag Fm is stored in the RAM 76 and indicates whether or not the hybrid vehicle 20 may start moving after the start is completed, and is set to a value 1 when the hybrid vehicle 20 may start moving. The value is reset to 0 when there is no possibility that the hybrid vehicle 20 starts to move. The initial value of the movement start flag Fm is 0. On the other hand, when the brake position BP is not 0% and the accelerator opening is 0%, that is, when the driver depresses only the brake pedal 85, there is no possibility that the hybrid vehicle 20 starts moving. The stored shift position SP is changed (step S210), and this routine is terminated.

  Next, the starting control routine will be described. When this routine is started, as shown in FIG. 3, the CPU 72 of the hybrid electronic control unit 70 first releases the parking lock to start (step S300).

  Next, it is determined whether or not the movement start flag Fm is a value 1 (step S310). When the movement start flag Fm is not 1, the data such as the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 are input (step S320). Based on the accelerator opening Acc and the vehicle speed V, 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 is set as the torque required for the hybrid vehicle 20. (Step S330). 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. 4 shows an example of the required torque setting map. Subsequently, the required power P * required for the hybrid vehicle 20 is set (step S340). The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k. The charge / discharge required power Pb * may be set based on the remaining capacity SOC of the battery 50 and input from the battery ECU 52 through communication. Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power P * (step S350). Here, of the operating points (rotation speed and torque) of the engine 22 for outputting the required power P *, the point at which the engine 22 can be operated most efficiently is set to the target rotation speed Ne * and the target torque Te *. FIG. 5 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *). Next, torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set (step S360). The torque command Tm1 * for the motor MG1 is set to a torque necessary for rotating the engine 22 at the set target rotational speed Ne *. Further, the torque command Tm2 * of the motor MG2 is determined so that the torque Tm1 * output from the motor MG1 is output via the power distribution integration mechanism 30 (gear ratio ρ) so that the required torque Tr * is output to the ring gear shaft 32a. Torque (−Tm1 * / ρ) output to the shaft 32a and torque Tm2 * output from the motor MG2 are output to the ring gear shaft 32a via the reduction gear 35 (gear ratio Gr) (Tm2 * · Gr). Can be set using a relationship in which the sum of and the required torque Tr *. Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40, respectively (step S370). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * 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 *. To do.

  On the other hand, when the movement start flag Fm is 1, data such as the accelerator opening Acc of the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88 is input (step S380). Then, it is determined whether or not the input accelerator opening Acc is larger than a predetermined threshold Aref of the accelerator opening (step S390). When it is not larger than the predetermined threshold value Aref, the value of the accelerator opening degree Acc is not changed as it is (step S400), and is used for the subsequent processing. When it is larger than the predetermined threshold value Aref, the value of the accelerator opening degree Acc is used as the predetermined threshold value. The value is changed to a value A1 set in advance as a value less than or equal to Aref (step S410) and used for the subsequent processing. In other words, if the driver has depressed the accelerator pedal 83 greatly, there is a high possibility that an excessive load will be applied when starting the vehicle. Therefore, in order to avoid this, the accelerator opening Acc equal to or greater than the predetermined threshold Aref is set to the threshold value. The value is changed to a value below Aref. Here, the predetermined threshold value Aref is set in advance as an upper limit of a range in which the engine 22 and the motors MG1, MG2 are not overloaded, for example. Here, the value A1 is set to the same value as the threshold value Aref. Then, the process of step S420-S450 similar to step S330-S360 mentioned above is performed. In order to prevent a large torque from suddenly acting on the vehicle, a command is issued to the brake ECU 94 to control the brakes 96a to 96d so that a braking torque which is gradually set to a small value with time from a predetermined initial value acts. Output (step S460). Receiving this command, the brake ECU 94 controls the brake actuator 92 so as to adjust the hydraulic pressure of the brake wheel cylinders 96a to 96d so that the braking torque of the set value acts on the drive wheels 63a and 63b and the driven wheels. Here, the predetermined initial value is, for example, the relationship between the accelerator opening Acc that the driver depresses at the time of starting in advance by experiments or the like, and whether or not the driver feels strange when starting suddenly at the accelerator opening Acc. And set based on the relationship. Also, the braking torque that is gradually set to a small value with time from a predetermined initial value is a process or rate process, a so-called smoothing process, from a predetermined initial value to a gradually decreasing value with a relatively large time constant. That is, the braking torque set by performing a process that becomes a value that tends to gradually decrease each time the process of step S390 is repeatedly executed. An example of the braking torque set in this way is shown in FIG. As shown in the figure, the rate of change in braking force gradually increases with time (dotted line), or the rate of braking force decreases at a constant rate with time, and the rate of decrease increases at a certain point in time. (One-dot chain line), and the like (solid line) that reduces the braking torque at a constant rate over time. In this embodiment, the braking torque is reduced at a constant rate as time passes, as indicated by the solid line. Then, target engine speed Ne * and target torque Te * of engine 22 are transmitted to engine ECU 24, and torque commands Tm1 * and Tm2 * of motors MG1 and MG2 are transmitted to motor ECU 40, respectively (step S470). The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * 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 *. To do. Subsequently, it is determined whether or not the value of the braking torque set for the command output to the brake ECU 94 is 0 (step S480). When the value of the braking torque that is set is not 0, the steps after step S380 are performed. The process is executed, and when the set value of the braking torque is 0, the movement start flag Fm is reset to 0, and this routine ends.

  Thus, the hybrid vehicle 20 stores the shift position in the RAM 76 when the driver performs a shift operation during the start-up, and shifts the shift position from the P position to the shift position stored after the start-up is completed. change. Further, when there is a possibility that the hybrid vehicle 20 starts to move, for example, when the accelerator pedal 83 is depressed by the driver and the brake pedal 85 is not depressed when the start is completed, the time is set after the brake is operated at a predetermined initial value. The braking force is gradually weakened as time passes.

  According to the hybrid vehicle 20 of the present embodiment described in detail above, it is determined whether or not a shift operation has been performed by the driver during the startup of the hybrid vehicle 20, and when the shift operation has been performed, The shift position SP is stored in the RAM 76. When the startup is completed, the shift position SP to be traveled is stored in the RAM 76, and when the brake position BP is not 0% and the accelerator opening is 0%, the shift position SP and the accelerator opening Acc are A command is output to the engine ECU 24 and the motor ECU 40 so that the required torque Tr * based on the vehicle speed V is output, and the traveling shift position SP is stored in the RAM 76, the brake position BP is not 0%, and the accelerator is opened. When the degree is not 0%, a command is output to the engine ECU 24 and the motor ECU 40 so that the required torque Tr * set based on the shift position SP, the accelerator opening Acc, and the vehicle speed V is output. , Braking torque gradually set to a small value with time from a predetermined initial value It outputs a command to the brake ECU94 to control the brake 96a~96d to act. As described above, when the shift position SP to be traveled is stored in the RAM 76 and the brake position BP is not 0% and the accelerator opening is not 0%, the shift operation of the driver being started is started. This can be reflected upon completion, and the driving force gradually acts on the hybrid vehicle 20 even if the accelerator is operated. Therefore, even if the driver performs a shift operation while the hybrid vehicle 20 is being started, the driver can start without a sense of incongruity without performing a shift operation again after the hybrid vehicle 20 is started. Further, since the engine 22 and the motors MG1, MG2 need only be controlled so as to output the target required driving force, the engine 22 and the motors MG1, MG2 need not be specially controlled. Further, when the accelerator opening degree Acc is larger than the predetermined threshold value Aref, the value of the accelerator opening degree Acc is changed to a preset value A1 as a value equal to or smaller than the predetermined threshold value Aref and used for the subsequent processing, and only the accelerator opening degree Acc is used. Therefore, it is possible to protect the engine 22 and the motors MG1, MG2, etc., and to determine whether this protection operation is necessary or not relatively easily.

  In the hybrid vehicle 20 of the embodiment, when the detected accelerator opening degree Acc is larger than the threshold value Aref, the required torque is obtained by using A1 which is a value equal to or smaller than the threshold value Aref as the accelerator opening degree Acc used for deriving the required torque Tr *. Although Tr * is limited, the required torque Tr * is derived using the detected value of the accelerator opening Acc as it is, and when this required torque Tr * is larger than a predetermined threshold Tref, it is less than the threshold Tref. The value may be used as the required torque. In this way, the engine 22 and the motors MG1, MG2 can be protected. Here, the “predetermined threshold value Tref” is set in advance as an upper limit of a range in which the engine 22 and the motors MG1 and MG2 are not overloaded, for example.

  In the hybrid vehicle 20 of the embodiment, the road surface gradient is not considered when setting the initial value of the braking torque, but the road surface gradient may be considered. For example, a slope sensor that detects the road surface gradient is provided, and when the initial value of the braking torque is set, if the detected road surface gradient is not flat, a larger initial value is set than when the predetermined flat surface is flat. Alternatively, a larger initial value may be set as the road surface gradient increases. In this way, in any case, the downhill of the hybrid vehicle 20 at the completion of startup can be reduced on a slope. Here, “flat” includes a case where it can be regarded as substantially flat.

  In the hybrid vehicle 20 of the embodiment, after the start-up is completed, the required torque Tr * is set from the accelerator opening Acc and the vehicle speed V using the required torque setting map, and the brakes 96a and 96b are operated to act on the hybrid vehicle 20. Although the driving force acting on the hybrid vehicle 20 is gradually increased by gradually decreasing the power, the required torque Tr * itself is set using the required torque setting map from the accelerator opening Acc and the vehicle speed V. The value may be set so as to gradually increase from a smaller value than the value to be reached and finally reach that value. Specifically, the start time control routine shown in FIG. 7 may be executed after the start time control routine shown in FIG. 2 ends. In FIG. 7, the same processes as those in the start time control routine shown in FIG. 3 are denoted by the same step numbers as those in FIG. When the start-up control routine shown in FIG. 7 is started, the CPU 72 of the hybrid electronic control unit 70 executes the processes of steps S300 and S320. Then, based on the accelerator opening Acc and the vehicle speed V that are input, the target value of the torque 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 is provisionally set. A temporary required torque Trtmp is set as the target required driving force to be set (step S500). The temporary required torque Trtmp can be set in the same manner as the processing in step S330 of the start time control routine of FIG. Note that the required torque Tr * in the map shown in FIG. 4 corresponds to the temporary required torque Trtmp. Subsequently, it is determined whether or not the movement start flag Fm has a value of 1 (step S510). When the movement start flag Fm has a value of 1, it is set in step S500 in order to prevent a large torque from suddenly acting on the vehicle. The temporary required torque Trtmp is subjected to a gradual change process and set as the required torque Tr * (step S520). Here, the gradual change processing is performed on the temporary required torque Trtmp so that the required torque Tr * as the required required driving force for execution is gradually set as time elapses, and is larger than the normal time constant. It includes processing using time constants, rate processing, so-called annealing processing, and the like. An example of this slow change process is shown in FIG. As shown in the figure, the rate of change in required torque gradually increases with time (dotted line), or the required torque increases at a constant rate with time, and the rate of increase increases at a certain point in time. (One-dot chain line), and the required torque increases in proportion to the passage of time (solid line). Here, it is assumed that the required torque increases in proportion to the passage of time shown by the solid line. On the other hand, when the vehicle non-moving flag Fm is not 1, the temporary required torque Trtmp is set to the required torque Tr * as it is (step S530). Then, after the process of step S520 or after the process of step S530, the processes of steps S340 to S370 are executed. Subsequently, it is determined whether or not the temporary required torque Trtmp obtained in step S500 is equal to the required torque Tr * obtained in step S520 or S530. If the temporary required torque Trtmp and the required torque Tr * are not equal, step is performed. The processing after S320 is executed, and when the temporary required torque Trtmp and the required torque Tr * are equal, this routine ends. By doing so, it is not necessary to output torque (for example, the temporary required torque Trtmp) equal to or higher than the required torque Tr * from the engine 22 and the motors MG1, MG2, and therefore, the hybrid vehicle 20 tends to gradually approach the temporary required torque Trtmp efficiently. The required torque Tr * shown can be applied. In this way, when performing the gradual change process of the required torque Tr * itself, if the road gradient is not flat, the hybrid vehicle 20 may slide down, so the gradual change process may not be performed. . At this time, a gradient sensor for detecting a road surface gradient is provided. Instead of this gradient sensor, a G sensor that detects acceleration in the longitudinal direction of the vehicle may be attached, and a road surface gradient may be calculated and obtained based on a value detected by the G sensor.

  In the hybrid vehicle 20 of the embodiment, in the start-up control routine of FIG. 2, it is determined whether or not a predetermined time has elapsed since the last shift position SP was stored in the RAM 76, and when the predetermined time has elapsed, the P position is stored in the RAM 76. However, the P position may not be stored in the RAM 76 even if the predetermined time elapses without determining whether or not the predetermined time has elapsed.

  In the hybrid vehicle 20 of the embodiment, when the brake position BP is not 0% and the accelerator opening degree Acc is not 0%, the value 1 is set to the movement start flag Fm. The value 1 may be set to the movement start flag Fm only when the accelerator opening degree Acc is not 0%, and the value 1 may be set to the movement start flag Fm only when the accelerator opening degree Acc is not 0%. Alternatively, the value 1 may be set to the movement start flag Fm only when the brake position BP is not 0%.

  In the hybrid vehicle 20 of the embodiment, when the accelerator opening Acc is larger than the predetermined threshold Aref in the start time control routine of FIG. 3, the value A1 is set to the accelerator opening instead of the detected accelerator opening Acc. When the accelerator opening Acc is equal to or less than the predetermined threshold value Aref, the detected accelerator opening Acc is used as it is, but the processing of steps S390 to S410 is not performed, and the processing of step S380 is performed. The value of the accelerator opening Acc input at step S390 may be used in the processing after step S390. In this way, even if the accelerator opening degree Acc is larger than the threshold value Aref and the driver performs a shift operation while starting the vehicle, the driver feels uncomfortable without performing the shift operation again after starting the vehicle. You can start without.

  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.

  In the embodiment, the hybrid vehicle 20 has been described. However, the vehicle may be a vehicle other than the hybrid vehicle or a vehicle other than the vehicle as long as the vehicle performs the start-up control and the start-up control. Moreover, it does not matter as a form of such a vehicle control method.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, a power distribution and integration mechanism 30 and a motor MG1 capable of transmitting to a ring gear shaft 32a as a drive shaft coupled to an axle to which an engine 22 that outputs torque to the hybrid vehicle 20 and drive wheels 63a and 63b are connected. And the motor MG2 correspond to the “driving force source”, the shift position sensor 82 for detecting the shift position SP corresponds to the “shift position detecting means”, and the shift position SP detected by the shift position sensor 82 can be stored. The RAM 76 corresponds to “memory means”, the accelerator position sensor 86 for detecting the accelerator opening Acc by the driver's operation corresponds to “accelerator operation amount detection means”, and the vehicle speed sensor 88 for detecting the vehicle speed V “vehicle speed detection”. Means "and stored in the RAM 76 of the hybrid electronic control unit 70. Steps S330 and S420 of the start time control routine of FIG. 3 for setting the required torque Tr * based on the shift position SP, the accelerator opening Acc detected by the accelerator position sensor 84, and the vehicle speed V detected by the vehicle speed sensor 88. The hybrid electronic control unit 70 that executes the processing corresponds to “target required driving force setting means”, and determines whether or not a shift operation has been performed by the driver while the hybrid vehicle 20 is running, and the shift operation is performed. When the operation is completed, the shift position SP after the operation is stored in the RAM 76 of the hybrid electronic control unit 70. When the start-up is completed, the shift position SP to be traveled is stored in the RAM 76 of the hybrid electronic control unit 70. , Brake position BP is not 0% and accelerator opening When it is 0%, the engine 22 and the motors MG1, MG2 are controlled so that the set required torque Tr * is output, while the traveling shift position SP is stored in the RAM 76 of the hybrid electronic control unit 70, When the brake position BP is not 0% and the accelerator opening is not 0%, the engine 22 and the motors MG1 and MG2 are controlled so that the set required torque Tr * is output, and a predetermined initial value is set. The hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40 that control the brakes 96 a to 96 d so that the braking torque that is gradually reduced from time to time is applied to the “control means”. The brake master cylinder 90, the brake actuator 92, and the brake wheel cylinders 96a to 96d correspond to “braking force applying means”, the gradient sensor (not shown) corresponds to “road surface gradient detecting means”, and the power distribution and integration mechanism 30 The motor MG1 corresponds to the “generator” and the motor MG2 corresponds to the “motor”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited by the elements of the embodiments. 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.

  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.

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 starting time control routine performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the control routine at the time of start performed by the electronic control unit for hybrids 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 a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. It is explanatory drawing which shows an example of the braking torque set by giving the process which becomes a value which shows the tendency to become small gradually. It is a flowchart which shows an example of another start time control routine. It is explanatory drawing which shows an example of the request | requirement torque Tr * set by performing a gradual change process. 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 electric power Line, 60 gear mechanism, 60a final gear, 62 differential gear, 63a, 63b, 64a, 64b Drive wheel, 66 parking lock mechanism, 67 parking gear, 68 parking pole, 70 hybrid Electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 Vehicle speed sensor, 90 brake master cylinder, 92 brake actuator, 94 brake electronic control unit (brake ECU), 96a, 96b, 96c, 96d brake wheel cylinder, MG1, MG2 motor, 230 pair rotor motor, 232 inner rotor, 234 outer Rotor.

Claims (11)

A driving force source that outputs driving force to the vehicle;
Shift position detecting means for detecting the shift position;
Storage means capable of storing the shift position detected by the shift position detection means;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Vehicle speed detection means for detecting the vehicle speed;
Target required driving force setting means for setting a target required driving force based on the shift position stored in the storage means, the detected accelerator operation amount, and the detected vehicle speed;
When the detected shift position is changed by a driver's operation during start-up of the vehicle, the changed shift position is stored in the storage means, and when the start-up is completed, a predetermined movement start condition is satisfied. If not, the target required driving force is set by the target required driving force setting means, and the driving force source is controlled so that the target required driving force is output to the vehicle as an execution driving force. When the movement start condition is satisfied, the target required driving force is set by the target required driving force setting means, and the target required driving force tends to approach gradually from a driving force smaller than the target required driving force. Control means for controlling the driving force source so that the execution driving force shown acts on the vehicle;
Vehicle equipped with. The control means, when the activation is completed, when the detected accelerator operation amount is a value indicating that there is a driver's accelerator operation, the predetermined movement start condition is satisfied,
The vehicle according to claim 1. The vehicle according to claim 1 or 2,
Brake operation detection means that can detect the presence or absence of the driver's brake operation,
The control means assumes that the predetermined movement start condition is established when the brake operation detecting means detects that the driver does not perform a brake operation when the activation is completed.
vehicle. The vehicle according to any one of claims 1 to 3,
A braking force applying means capable of applying a braking force to the vehicle;
The control means controls the driving force source so that an execution driving force that shows a tendency to gradually approach the target required driving force from a driving force smaller than the target required driving force acts on the vehicle. The driving force setting means sets the target required driving force, controls the driving force source so that the target required driving force is output, and applies a predetermined initial braking force to the vehicle, and then applies the braking force to the time. Controlling the braking force applying means so as to decrease with the progress of
vehicle. When the target required driving force set by the target required driving force setting means is outside a predetermined allowable range, the control means sets a driving force within the predetermined allowable range as the target required driving force.
The vehicle according to claim 4. When the target required driving force is outside the allowable range, the control means determines the accelerator detected by the accelerator operation amount detecting means when setting the driving force within the predetermined allowable range as the target required driving force. When the operation amount is outside the predetermined accelerator operation range, the accelerator operation amount within the predetermined accelerator operation range is used as the accelerator operation amount for setting the target required driving force.
The vehicle according to claim 5. A vehicle according to claim 4-6,
Road surface gradient detecting means for detecting the road surface gradient,
The control means applies the predetermined initial braking force to the vehicle, and then controls the braking force applying means to reduce the braking force with the passage of time. When the detected road surface gradient is not flat, a braking force larger than the predetermined initial braking force is set as the predetermined initial braking force, and the predetermined initial braking force is applied to the vehicle. Controlling the braking force applying means so as to decrease with time;
vehicle. The control means controls the driving force source so that an execution driving force that shows a tendency to gradually approach the target required driving force from a driving force smaller than the target required driving force acts on the vehicle. Setting a driving force obtained by performing a predetermined gentle change process using the driving force as an execution driving force, and controlling the driving force source so that the execution driving force is output;
The vehicle according to any one of claims 1 to 3. The driving force source is connected to an internal combustion engine, an output shaft of the internal combustion engine, and a drive shaft that is independently rotatable with respect to the output shaft and is connected to an axle. A rotation adjusting means capable of adjusting a rotation speed of the output shaft with respect to the drive shaft together with input / output of a driving force to the drive shaft, and an electric motor capable of inputting / outputting power to the drive shaft,
The vehicle according to any one of claims 1 to 8. The rotation adjusting means is connected to the three shafts of the output shaft, the drive shaft, and the third shaft of the internal combustion engine, and the remaining shaft based on the power input / output to / from any two of the three shafts A three-axis power input / output means for inputting / outputting power to and a generator capable of inputting / outputting power to / from the third shaft,
The vehicle according to claim 9. A driving force source that outputs a driving force to the vehicle, a shift position detecting unit that detects a shift position, a storage unit that can store the shift position detected by the shift position detecting unit, and a driver's accelerator operation amount A vehicle control method comprising: an accelerator operation amount detection means for detecting a vehicle speed; and a vehicle speed detection means for detecting a vehicle speed,
(A) When the detected shift position is changed by a driver's operation during start-up of the vehicle, the shift position after the change is stored in the storage means;
(B) setting a target required driving force based on the shift position stored in the storage means, the detected accelerator operation amount, and the detected vehicle speed;
(C) When the start-up is completed and the predetermined movement start condition is not satisfied, the driving force source is controlled so that the set target required driving force is output to the vehicle as an execution driving force. On the other hand, when the predetermined movement start condition is satisfied, an execution driving force showing a tendency to gradually approach the target required driving force from a driving force smaller than the set target required driving force acts on the vehicle. Controlling the driving force source,
Vehicle control method.

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