JP2008184114A - Hybrid vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more optimize execution timing of a parking lock correction control for making a lock state of parking locking means to be more secured. <P>SOLUTION: In a hybrid vehicle 20, P lock flag "Fplck" is set to be a value 1 when a predetermined condition which is established at the time when at least an engine 22 is not driven after a parking lock pole 37 is driven so as to mesh with a parking gear 36 by an actuator 38 of a parking lock mechanism 35 accompanying a shift position SP being set to be a parking position. When the P lock flag "Fplck" is set to be the value 1, the parking lock correction control for controlling a motor MG2 is performed so as to make a ring gear 32 to rotate a predetermined amount into a direction corresponding to a vehicle forwarding direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof, and more particularly to a hybrid vehicle capable of locking an axle when a shift position is set to a parking position and a control method thereof.

2. Description of the Related Art Conventionally, as a hybrid vehicle having an internal combustion engine and an electric motor that can output power to an axle, a second gear that can fix the axle by meshing the first gear that rotates with the rotation of the axle and the first gear. A thing provided with the parking lock mechanism which has a gear is known (for example, refer to patent documents 1). In this hybrid vehicle, after the shift position is set to the parking position, the torque that can move the vehicle in one of the front and rear directions by a first movement amount and the vehicle can move in the other direction in the front and rear directions by a second movement amount or more. The motor is controlled so as to output various torques in order. As a result, the engagement (locked state) between the first and second gears of the parking lock mechanism can be made more reliable.
JP 2006-81264 A

  By the way, when the control for ensuring the locked state of the parking lock mechanism as described above is executed, depending on the state of the vehicle at the time of parking, a shock is generated along with the output of torque by the electric motor. This may cause discomfort to the passenger.

  In view of this, a hybrid vehicle and a control method thereof according to the present invention have an object of further optimizing the execution timing of control for ensuring the locked state of the parking lock means. Another object of the hybrid vehicle and the control method thereof according to the present invention is to suppress the occurrence of shock that tends to occur when the locking state of the parking lock means is made more reliable.

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

The hybrid vehicle according to the present invention is
An internal combustion engine;
Power power input / output means connected to the engine shaft and the axle of the internal combustion engine to input / output power to and from the engine shaft and the axle with input / output of power and power;
An electric motor capable of inputting and outputting power to the axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift position setting means for selecting a shift position;
A locking gear that rotates in accordance with the rotation of the axle; a rotation regulating member that can regulate the rotation of the axle by engagement with the locking gear; and the rotation regulation when the shift position is set to a parking position. Parking lock means including drive means for driving a member to engage with the locking gear;
A predetermined condition that is established at least when the internal combustion engine is not operated after the rotation restricting member is driven to engage with the locking gear by the driving means of the parking lock means in accordance with the setting of the parking position. Parking control means for executing parking lock correction control for controlling the electric motor so that the axle rotates by a predetermined amount in a predetermined direction when a condition is satisfied;
Is provided.

  In this hybrid vehicle, at least the internal combustion engine is operated after the rotation restricting member is driven to engage with the locking gear by the driving means of the parking lock means when the shift position is set to the parking position. Parking lock correction control is executed to control the electric motor so that the axle is rotated by a predetermined amount in a predetermined direction when a predetermined condition that is satisfied when not present is satisfied. That is, when the internal combustion engine is operated while the hybrid vehicle is parked, it is necessary to output power from the electric motor to the axle in order to regulate the rotation of the axle. If the power for rotating only the motor is output to the electric motor, the balance of power on the axle cannot be maintained, which may cause a shock. Therefore, if the parking lock correction control is not executed during operation of the internal combustion engine in which the predetermined condition is not satisfied as in this hybrid vehicle, the execution timing of the parking lock correction control is made more appropriate and the parking lock means It is possible to suppress the occurrence of shocks that tend to occur when the locked state is more reliable.

  Further, the predetermined condition may be satisfied when the start process and the stop process of the internal combustion engine are not executed. Thereby, since execution of useless parking lock correction control during parking is suppressed, it is possible to further optimize the execution timing of parking lock correction control.

  Further, the predetermined condition may be satisfied when the state of the power storage means is in a predetermined allowable state. Thus, if the parking lock correction control is not executed when the power storage means is in a state where the electric motor cannot exhibit sufficient performance, it is possible to further optimize the execution timing of the parking lock correction control. Become.

  Further, the predetermined condition may be not established when a predetermined time has elapsed from the start of the parking lock correction control. In other words, even if the engagement between the locking gear and the rotation restricting member is uncertain, for example, if the axle is rotated by an amount corresponding to the tooth thickness or tooth gap width of the locking gear, The engagement with the rotation restricting member can be made more reliable, and the time required for this can be determined in advance together with the driving mode of the electric motor. Therefore, if the predetermined condition is not satisfied when a predetermined time has elapsed from the start of the parking lock correction control, the parking lock correction control can be made more appropriate without waste.

  The power power input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotating shaft of the generator motor, and the three shafts 3 axis type power input / output means for inputting / outputting power based on the power input / output to / from any of the two axes to / from the remaining shafts.

The hybrid vehicle control method according to the present invention includes:
An internal combustion engine, and electric power input / output means connected to the engine shaft and axle of the internal combustion engine and outputting at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power; An electric motor capable of inputting / outputting power to / from the axle, an electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, a shift position setting means for selecting a shift position, and accompanying rotation of the axle A locking gear that rotates in rotation, a rotation regulating member that can regulate rotation of the axle by engagement with the locking gear, and the rotation regulating member when the shift position is set to a parking position. And a parking lock means including a drive means for driving to engage with the vehicle,
A predetermined condition that is established at least when the internal combustion engine is not operated after the rotation restricting member is driven to engage with the locking gear by the driving means of the parking lock means in accordance with the setting of the parking position. The method includes the step of controlling the electric motor so that the axle rotates by a predetermined amount in a predetermined direction when a condition is satisfied.

  If the parking lock correction control for ensuring the locked state of the parking lock means is not executed during operation of the internal combustion engine in which the predetermined condition is not satisfied as in this method, the parking lock correction control is executed. It is possible to make the timing more appropriate and to suppress the occurrence of shock that tends to occur when the locking state of the parking lock means is made more reliable.

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

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. The hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft that is an output shaft of the engine 22 via a damper (not shown), and the power distribution and integration mechanism 30. Parking lock mechanism for locking the generated motor MG1 generated, the motor MG2 connected to the power distribution and integration mechanism 30 via the transmission 60, and the ring gear shaft 32 connected to the wheels 34a and 34b as drive wheels 35 and a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  The power distribution and integration mechanism 30 includes, for example, an external gear sun gear 30a, an internal gear ring gear 30b disposed concentrically with the sun gear 30a, a plurality of pinion gears 30c that mesh with the sun gear 30a and mesh with the ring gear 30b. A planetary gear mechanism is provided that includes a carrier 30d that holds a plurality of pinion gears 30c so as to rotate and revolve, and that performs differential action using the sun gear 30a, the ring gear 30b, and the carrier 30d as rotating elements. In this case, the crankshaft of the engine 22 is connected to the carrier 30d of the power distribution and integration mechanism 30, the motor MG1 is connected to the sun gear 30a, and the ring gear 30b is connected to the motor MG2 via a ring gear shaft 32 as a rotatable axle. Transmissions 60 are connected to each other. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 30d to the sun gear 30a side and the ring gear 30b side according to the gear ratio when the motor MG1 functions as a generator, and the motor MG1 is an electric motor. , The power from the engine 22 input from the carrier 30d and the power from the motor MG1 input from the sun gear 30a are integrated and output to the ring gear 30b side. The power output to the ring gear 30 b is output to the wheels 34 a and 34 b as drive wheels via the differential gear 33.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that operate as generators and can operate as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the respective inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with a motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 includes signals necessary for driving and controlling the motors MG1 and MG2, such as a signal from a rotational position detection sensor (not shown) for detecting the rotational position of the rotor of the motors MG1 and MG2, and a current sensor (not shown). The phase current applied to the motors MG1 and MG2 detected by the motor, motor temperatures T1 and T2 from temperature sensors (not shown) provided for the motors MG1 and MG2, respectively, are input. Switching control signals to 41 and 42 are output. Further, the motor ECU 40 communicates with the hybrid ECU 70, controls the driving of the motors MG1, MG2 based on a control signal from the hybrid ECU 70, and transmits data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charge / discharge current from the current sensor, the battery temperature from a temperature sensor (not shown) attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, 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 transmission 60 performs connection between the rotating shaft 31 of the motor MG2 and the ring gear shaft 32 and release of the connection, and a gear ratio between the two shafts (the rotation shaft 31 of the rotating shaft 31) when the rotating shaft 31 and the ring gear shaft 32 are connected. The number of rotations / the number of rotations of the ring gear shaft 32: the reduction ratio as viewed from the motor MG2 can be set in a plurality of stages. In the embodiment, the transmission 60 includes a double pinion planetary gear mechanism (not shown), a single pinion planetary gear mechanism, and two brakes B1 and B2 driven by a hydraulic actuator, and the rotation of the motor MG2. The rotational speed of the shaft 31 can be reduced to two stages and transmitted to the ring gear shaft 32. Thus, the power from the motor MG2 is basically decelerated by the transmission 60 and input to the ring gear shaft 32, and the power from the ring gear shaft 32 is accelerated by the transmission 60 and input to the motor MG2. Become. The transmission 60 is not limited to one having two speeds, and may be a stepped transmission having three or more speeds, or a simple speed reducer, and is omitted by itself. May be.

  The parking lock mechanism 35 is a parking that can lock the ring gear shaft 32 by restricting the rotation of the ring gear shaft 32 by meshing with a parking gear (locking gear) 36 attached to the ring gear shaft 32 as an axle. A lock pawl (rotation restricting member) 37 and a parking lock actuator 38 configured as, for example, an SR motor (Switched Reluctance Motor) and driving the parking lock pawl 37 are included. The parking lock actuator 38 is controlled by the hybrid ECU 70. That is, the parking lock actuator 38 drives the parking lock pawl 37 so as to mesh with the parking gear 36 and drives the parking lock pawl 37 so that the meshing with the parking gear 36 is released under the control of the hybrid ECU 70. To do.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing various processing programs, a RAM 76 for temporarily storing data, a timer 78 for measuring time, and an input not shown. An output port and a communication port; The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, 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 87, and the like are input via the input port. . As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  Further, in the hybrid vehicle 20 of the embodiment, as the shift position SP of the shift lever 81, the parking position (P position) used during parking, the reverse position (R position) for reverse travel, the neutral position (N position), the forward position In addition to the normal driving position (D position) for driving, a sequential shift position (S position), an upshift instruction position, and a downshift instruction that enable selection of an arbitrary virtual shift position from a plurality of virtual shift positions Positions are prepared. When the hybrid ECU 70 receives a signal from the shift position sensor 82 that the shift lever 81 is operated from the shift position SP other than the parking position to the parking position, the hybrid ECU 70 parks the parking lock pole 37 with respect to the parking lock actuator 38. A control signal for driving to engage with the gear 36 is transmitted. When the hybrid ECU 70 receives from the shift position sensor 82 a signal indicating that the shift lever 81 has been operated from the parking position to the shift position SP other than the parking position, the hybrid ECU 70 parks the parking lock pole 37 with respect to the parking lock actuator 38. A control signal for driving so as to release the meshing with the gear 36 is transmitted.

  In the hybrid vehicle 20 of the embodiment configured as described above, a request to be output to the ring gear shaft 32 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. Torque Tr * is calculated, and operation of engine 22, motor MG1, and motor MG2 is controlled so that power corresponding to this required torque Tr * is output to ring gear shaft 32. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode for driving and controlling the motor MG 1 and the motor MG 2 so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 32, the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that the power corresponding to the sum is output from the engine 22, and all or a part of the power output from the engine 22 with charge / discharge of the battery 50 is the power distribution integration mechanism 30 and the motor MG1. And the required power is ring gear with torque conversion by motor MG2 A charge / discharge operation mode in which the motor MG1 and the motor MG2 are controlled to be output to the motor 32, and a motor operation in which the operation of the engine 22 is stopped and the motor MG2 is controlled to output power corresponding to the required power to the ring gear shaft 32. There are modes.

  By the way, in the hybrid vehicle 20 including the parking lock mechanism 35 as described above, when the shift position SP is set to the parking position after the vehicle stops, the hybrid ECU 70 controls the parking lock actuator 38 of the parking lock mechanism 35 and the parking gear. The parking lock pawl 37 is driven so as to mesh with 36. At this time, however, if the engagement between the parking gear 36 and the parking lock pole 37 is uncertain, the locked state of the ring gear shaft 32 by the parking lock mechanism 35 is also uncertain. Further, in the above-described hybrid vehicle 20, when starting the engine 22 that is stopped during parking, the engine MG1 is cranked by the motor MG1, and at this time, as the axle is used as the axle. The reaction force acts on the ring gear shaft 32. Therefore, when starting the engine 22 while the hybrid vehicle 20 is parked, the ring gear shaft 32 is more reliably engaged with the parking gear 36 and the parking lock pole 37 in order to suppress shock and movement of the hybrid vehicle 20. It is preferable to lock so as not to rotate. For this reason, in the hybrid vehicle 20 of the embodiment, after the shift position SP is set to the parking position and the parking lock mechanism 35 is operated, the torque for rotating the ring gear shaft 32 by a predetermined amount in a predetermined direction is output to the motor MG2. In order to execute the parking lock correction control to make the engagement between the parking gear 36 and the parking lock pole 37 more reliable, the post-parking lock control routine (hereinafter referred to as “post-P-lock control routine”) in FIG. Executed.

Next, the post-P-lock control routine will be described with reference to FIG.
In the post-P-lock control routine of FIG. 2, when the driver depresses the brake pedal 85 after the shift lever 81 is operated from the shift position SP other than the parking position to the parking position, the hybrid ECU 70 performs a predetermined time interval. (For example, every few milliseconds). When starting the post-P-lock control routine in FIG. 2, the CPU 72 of the hybrid ECU 70 first inputs the value of the P-lock flag Fplck (step S100). Here, the P lock flag Fplck is subjected to parking lock correction control for making the engagement between the parking gear 36 and the parking lock pole 37 more reliable through a P lock determination routine, which will be described later, separately executed by the hybrid ECU 70. The value is set to 1 when it should be executed, and is set to 0 when the parking lock correction control should not be executed.

  After the data input process in step S100, it is determined whether or not the input P lock flag Fplck has a value 1 (step S110). If the P lock flag Fplck has a value 1, the timer 78 is turned on. After setting the predetermined flag F1 to the value 1 (step S120), it is determined whether or not the time t measured by the timer 78 is less than the predetermined time tref (step S130). If the time t measured by the timer 78 is less than the predetermined time tref, the motor MG2 uses the motor MG2 to rotate the ring gear shaft 32 by a predetermined amount in the direction corresponding to the vehicle forward direction by the motor MG2. A torque command Tm2 * is set to the motor ECU 40 (step S140), and the processing after step S100 is executed again. In the embodiment, the relationship between the time t measured by the timer 78 and the torque command Tm2 * for the motor MG2 is determined in advance and stored in the ROM 74 as a torque command setting map. Then, a value corresponding to the given time t is derived as a torque command Tm2 * from the torque command setting map. FIG. 3 shows an example of a torque command setting map. Here, even if the parking gear 36 and the parking lock pole 37 are not engaged at all, basically, it corresponds to the tooth thickness or tooth gap width of one tooth of the parking gear 36. If the ring gear shaft 32 is rotated by the rotation angle, the parking gear 36 and the parking lock pole 37 are reliably engaged with each other. Thus, the time required to rotate the ring gear shaft 32 by the rotation angle can be determined in advance together with the driving mode of the motor MG2 (setting mode of the torque command Tm2 *). Based on this, in the embodiment, based on the rotation angle of the ring gear shaft 32 corresponding to the tooth thickness or tooth gap width of one tooth of the parking gear 36, the performance of the motor MG2, the gear ratio of the transmission 60, and the like. A torque command setting map as exemplified in FIG. 3 and a predetermined time tref as a threshold used in step S130 are set. The motor ECU 40 that has received the torque command Tm2 * transmitted in step S140 performs switching control of the switching elements of the inverters 41 and 42 so that the motor MG2 is driven using the torque command Tm2 *.

  If it is determined in step S130 that the time t of the timer 78 is equal to or greater than the predetermined time tref, it is considered that the parking gear 36 and the parking lock pawl 37 are securely engaged with each other, and the torque command Tm2 * for the motor MG2 is determined. Is set to the value 0 and the set torque command Tm2 * is transmitted to the motor ECU 40, the timer 78 is turned off and the P lock flag Fplck and the flag F1 are set to the value 0 (step S150), and this routine is terminated. Let Accordingly, in the embodiment, since the process of step S140 is not executed when the predetermined time tref has elapsed since the start of the process of step S140, that is, the parking lock correction control, the parking lock correction control is made more appropriate without waste. be able to. On the other hand, if it is determined in step S110 that the P lock flag Fplck is 0, it is determined whether the flag F1 is 1 (step S160). If the flag F1 is 0, Since the P lock flag Fplck may be set to the value 1 after that, the processing after step S100 is executed again. If it is determined in step S160 that the flag F1 is 1, the process of step S150 is executed to end this routine.

  Next, a P lock determination routine for setting a P lock flag Fplck indicating whether the post-P lock control routine can be executed will be described with reference to FIG. FIG. 4 is a flowchart showing an example of the P lock determination routine. The P lock determination routine shown in the figure is executed by the hybrid ECU 70 every predetermined time (for example, every several msec) when the hybrid vehicle 20 stops.

  At the start of the P lock determination routine of FIG. 4, the CPU 72 of the hybrid ECU 70 determines the shift position SP from the shift position sensor 82, the terminal voltage BV of the battery 50, the values of predetermined engine start / stop flag Fss and engine operation flag Fe, etc. Data input processing necessary for the determination is executed (step S200). Here, the inter-terminal voltage BV of the battery 50 is input from the battery ECU 52 by communication. The engine start / stop flag Fss is set to a value of 1 when either an engine start process for starting the stopped engine 22 or an engine stop process for stopping the operated engine 22 is executed. The value is set to 0 when both the engine start process and the engine stop process are not executed. Further, the engine operation flag Fe is set to a value 1 when the engine 22 is operated, and is set to a value 0 when the engine 22 is stopped. The engine start / stop flag Fss and the engine operation flag Fe are read from values stored in a predetermined storage area.

  After the data input process of step S200, it is determined whether or not the predetermined flag F0 is 0 (step S210). If the flag F0 is 0, based on the shift position SP input in step S100. Then, it is determined whether or not the shift lever 81 is operated from the shift position SP other than the parking position to the parking position (step S220). When it is determined in step S220 that the shift lever 81 is not operated from the shift position SP other than the parking position to the parking position, the P lock flag Fplck is set (maintained) to the value 0 and the flag F0 is set to the value. After setting (maintaining) 0, the processing after step S200 is executed again (step S280). On the other hand, if it is determined in step S220 that the shift lever 81 has been operated from the shift position SP other than the parking position to the parking position, the flag F0 is set to 1 (step S230), and the process proceeds to step S200. Then, it is determined whether or not the input terminal voltage BV of the battery 50 is equal to or higher than a predetermined value BVref (step S240). If it is determined in step S240 that the inter-terminal voltage BV of the battery 50 is less than the predetermined value BVref, the state of the battery 50 is not in a predetermined allowable state that allows the motor MG2 to exhibit sufficient performance. Therefore, the P lock flag Fplck is set to a value 0 to indicate that the above-described control routine after P lock should not be executed (step S280), and the processing after step S200 is executed again. If it is determined in step S240 that the inter-terminal voltage BV of the battery 50 is greater than or equal to the predetermined value BVref, whether or not the engine start / stop flag Fss input in step S200 is a value of 0, that is, It is determined whether an engine start process or an engine stop process is being executed (step S250). If it is determined in step S250 that the engine start / stop flag Fss has a value of 1 and the engine start process or the engine stop process is being executed, the parking lock correction control is no longer necessary, and useless parking. In order to suppress the control of the motor MG2, the P lock flag Fplck is set to a value 0 to indicate that the above-described post-P lock control routine should not be executed (step S280), and the processing after step S200 is executed again. . If it is determined in step S250 that the engine start / stop flag Fss is 0 and neither the engine start process nor the engine stop process is executed, the engine operation flag Fe input in step S200 is determined. Is a value of 0, that is, whether or not the engine 22 is stopped is determined (step S260). If it is determined in step S260 that the engine operation flag Fe is a value 1, for example, the engine 22 is being operated to charge the battery 50 with the electric power generated by the motor MG1, so that the ring gear shaft 32 as the axle is operated. Therefore, the motor MG2 outputs torque for canceling the reaction force output to the ring gear shaft 32 by the motor MG1. Therefore, if the output torque of the motor MG2 is changed in such a state, the balance of torque in the ring gear shaft 32 cannot be maintained, and a shock may occur. Therefore, if a negative determination is made in step S260, the P lock flag Fplck is set to 0 (step S280) to indicate that the above-described post-P lock control routine should not be executed (step S280). The processing after S200 is executed. On the other hand, when an affirmative determination is made at least in step S260, that is, in steps S240, S250, and S260, the parking lock correction for ensuring the engagement between the parking gear 36 and the parking lock pole 37 is ensured. The P lock flag Fplck is set to a value 1 so that the control is executed (step S270), and the processing after step S200 is executed again.

  As described above, in the hybrid vehicle 20 of the embodiment, the parking lock pawl 37 is engaged with the parking gear 36 by the parking lock actuator 38 of the parking lock mechanism 35 when the shift position SP is set to the parking position. When a positive determination is made in all of steps S240, S250, and S260 of the P lock determination routine of FIG. 4, that is, when a predetermined condition that is satisfied at least when the engine 22 is not operating is satisfied. The P lock flag Fplck is set to a value 1 (step S270), thereby executing parking lock correction control for controlling the motor MG2 to rotate the ring gear shaft 32 by the rotation angle in a direction corresponding to the vehicle forward direction. (Figure Step S140 of). That is, when the engine 22 is operated while the hybrid vehicle 20 is parked, it is necessary to output torque from the motor MG2 to the ring gear shaft 32 in order to restrict the rotation of the ring gear shaft 32. If the torque for rotating the shaft 32 in the above direction by the rotation angle is output to the motor MG2, the balance of the torque in the ring gear shaft 32 cannot be maintained, which may cause a shock. Accordingly, if the parking lock correction control is not executed during the operation of the engine 22 where the predetermined condition is not satisfied as in the hybrid vehicle 20 of the embodiment, the execution timing of the parking lock correction control is made more appropriate, It is possible to suppress the occurrence of shock that tends to occur when the parking lock mechanism 35 is locked, that is, when the engagement between the parking gear 36 and the parking lock pole 37 is made more reliable.

  Further, in the hybrid vehicle 20 of the embodiment, when neither the engine start process for starting the stopped engine 22 nor the engine stop process for stopping the operated engine 22 is executed. Then, the P lock flag Fplck is set to the value 1 so that the parking lock correction control is executed (steps S250 and S270). Thus, if the parking lock correction control is not executed when either the engine start process or the engine stop process is being executed, useless parking lock correction control during parking, that is, control of the motor MG2 is suppressed. Thus, it is possible to further optimize the execution timing of the parking lock correction control. Further, in the hybrid vehicle 20 of the embodiment, the P lock flag Fplck is set to a value 1 so that the parking lock correction control is executed when the inter-terminal voltage BV of the battery 50 is equal to or higher than the predetermined value BVref (step 1) S240, S270). Thus, if the parking lock correction control is not executed when the state of the battery 50 is not in an allowable state in which the motor MG2 can exhibit sufficient performance, the execution timing of the parking lock correction control is made more appropriate. Can be realized. Further, in the embodiment, even if the engagement between the parking gear 36 and the parking lock pole 37 is uncertain, the ring gear shaft 32 is rotated by a rotation angle corresponding to the tooth thickness or the tooth gap width of the parking gear 36, for example. In view of the fact that the engagement between the parking gear 36 and the parking lock pole 37 can be made more reliable, the processing of step S140, that is, when the predetermined time tref elapses from the start of the parking lock correction control, is executed. Processing will not be executed. As a result, the parking lock correction control can be made more appropriate without waste.

  The present invention is similar to a hybrid vehicle 220 as a modified example shown in FIG. 5 in that an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 39a and 39b. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the above embodiment and the main elements of the invention described in the column of means for solving the problems will be described. That is, in the above-described embodiment, the engine 22 corresponds to an “internal combustion engine”, and the power distribution integrated mechanism 30 and the motor MG1 connected to the crankshaft of the engine 22 and the ring gear shaft 32 as an axle include the “power power input / output”. Means 50, motor MG2 corresponds to “electric motor”, battery 50 capable of exchanging electric power with motors MG1 and MG2 corresponds to “power storage means”, and shift lever 81 for selecting shift position SP is “ Corresponding to “shift position setting means”, a parking gear 36 attached to the ring gear shaft 32, a parking lock pole 37 capable of restricting the rotation of the ring gear shaft 32 by engagement with the parking gear 36, and the shift position SP are parked. When the position is set, the parking lock pole 37 is moved to the parking gear 3 A parking lock mechanism 35 including a parking lock actuator 38 that is driven to engage with the ECU corresponds to “parking lock means”, and a hybrid ECU 70 that executes the P lock control routine of FIG. 2 and the P lock determination routine of FIG. The motor ECU 40 corresponds to “parking control means”, the motor MG1 corresponds to “power generation motor”, and the power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “power / power input / output means” is not limited to the combination of the motor MG1 and the power distribution / integration mechanism 30, but is connected to the engine shaft and the axle of the internal combustion engine, and inputs / outputs power and power to the engine shaft and the axle. Any other type of motor such as a counter-rotor motor 230 that inputs and outputs power may be used. The “motor” is not limited to the synchronous generator motor such as the motor MG2, and may be any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. The “parking lock means” is not limited to the parking lock mechanism 35 including the parking gear 36, the parking lock pole 37, and the parking lock actuator 38, and includes a locking gear that rotates as the axle rotates, and the locking gear. As long as it includes a rotation restricting member that can restrict the rotation of the axle by engagement, and a drive unit that drives the rotation restricting member to engage with the locking gear when the shift position is set to the parking position. Any other format may be used. The “parking control means” is not limited to the combination of the hybrid ECU 70 and the motor ECU 40. After the parking position is set, the driving means of the parking lock means drives the rotation restricting member to engage with the locking gear. If the parking lock correction control for controlling the electric motor so that the axle rotates by a predetermined amount in a predetermined direction when at least a predetermined condition that is satisfied when the internal combustion engine is not operated is satisfied, Any other type such as one electronic control unit may be used. Further, in order to rotate the axle in a predetermined direction by a predetermined amount, after the axle is rotated by a predetermined amount in a first direction corresponding to the vehicle forward direction, for example, the axle is rotated in a second direction corresponding to the vehicle backward direction, for example. Rotating in a direction by a predetermined amount may be included.

  In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the control routine after P lock | rock performed by hybrid ECU70 of an Example. FIG. 3 is an explanatory diagram showing an example of a torque command setting map used when the post-P-lock control routine of FIG. 2 is executed. It is a flowchart which shows an example of the P lock determination routine performed by hybrid ECU70 of an Example. It is a schematic block diagram of the hybrid vehicle 220 which concerns on a modification.

Explanation of symbols

  20, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 power distribution and integration mechanism, 30a sun gear, 30b ring gear, 30c pinion gear, 30d carrier, 31 rotating shaft, 32 ring gear shaft, 33 differential gear, 34a, 34b, 39a, 39b Wheel, 35 Parking lock mechanism, 36 Parking gear, 37 Parking lock pole, 38 Parking lock actuator, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 50 battery, 52 For battery Electronic control unit (battery ECU), 60 transmission, 70 Hybrid electronic control unit (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 78 Timer, 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, 87 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor, 234 Outer Rotor, MG1, MG2 motor.

Claims (6)

An internal combustion engine;
Power power input / output means connected to the engine shaft and the axle of the internal combustion engine to input / output power to and from the engine shaft and the axle with input / output of power and power;
An electric motor capable of inputting and outputting power to the axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Shift position setting means for selecting a shift position;
A locking gear that rotates in accordance with the rotation of the axle; a rotation regulating member that can regulate the rotation of the axle by engagement with the locking gear; and the rotation regulation when the shift position is set to a parking position. Parking lock means including drive means for driving a member to engage with the locking gear;
A predetermined condition that is established at least when the internal combustion engine is not operated after the rotation restricting member is driven to engage with the locking gear by the driving means of the parking lock means in accordance with the setting of the parking position. Parking control means for executing parking lock correction control for controlling the electric motor so that the axle rotates by a predetermined amount in a predetermined direction when a condition is satisfied;
A hybrid car with   The hybrid vehicle according to claim 1, wherein the predetermined condition is satisfied when a start process and a stop process of the internal combustion engine are not executed.   The hybrid vehicle according to claim 1, wherein the predetermined condition is satisfied when a state of the power storage unit is in a predetermined allowable state.   The hybrid vehicle according to any one of claims 1 to 3, wherein the predetermined condition is not satisfied when a predetermined time elapses from the start of the parking lock correction control.   The power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, and among these three shafts 5. The hybrid vehicle according to claim 1, further comprising: a three-axis power input / output unit that inputs / outputs power based on power input / output to / from any of the two shafts to / from the remaining shaft. An internal combustion engine, and electric power input / output means connected to the engine shaft and axle of the internal combustion engine and outputting at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power; An electric motor capable of inputting / outputting power to / from the axle, an electric power driving input / output means, an electric storage means capable of exchanging electric power with the electric motor, a shift position setting means for selecting a shift position, and accompanying rotation of the axle A locking gear that rotates in rotation, a rotation regulating member that can regulate rotation of the axle by engagement with the locking gear, and the rotation regulating member when the shift position is set to a parking position. And a parking lock means including a drive means for driving to engage with the vehicle,
A predetermined condition that is established at least when the internal combustion engine is not operated after the rotation restricting member is driven to engage with the locking gear by the driving means of the parking lock means in accordance with the setting of the parking position. A control method for a hybrid vehicle including a step of controlling the electric motor so that the axle rotates by a predetermined amount in a predetermined direction when a condition is satisfied.

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