JP2008207583A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent the rotation of an input shaft 32a of a transmission 60 when an engine 22 is operated with a shift lever 81 in a parking position. <P>SOLUTION: When the engine 22 is operated near the lower limit engine speed while a shift position SP is in the parking position, a motor MG2 is controlled to form the fixed magnetic field at a stator 46b of the motor MG2 so as to restrict the rotation of a ring gear 32 against torque not more than rotation limit control torque set based on the torque command of a motor MG1 and the lower limit rotating speed of the engine 22. The fixed magnetic field can thereby be formed at the motor MG2 using the rotation limit control torque corresponding to the lower limit rotating speed of the engine 22, and the rotation of the input shaft 32a of the transmission 60 can be more appropriately prevented. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

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

Conventionally, this type of vehicle includes an engine, a planetary gear having a carrier connected to the engine and a ring gear connected to the axle, a first motor connected to the sun gear of the planetary gear, and a second motor connected to the ring gear. Have been proposed (see, for example, Patent Document 1). In this vehicle, when the engine is started or stopped by motoring the engine with the first motor while the vehicle is stopped, a reaction torque based on the engine torque is output from the second motor in a low rotation region where the rotation of the engine is not stable. In the rotation region, the reaction torque based on the rate of change of the engine speed is output from the second motor, so that the reaction force torque is more appropriately set in each rotation region to reduce the torque shock.
JP 2000-125413 A

  By the way, in a vehicle having a stepped transmission between the ring gear and the axle in addition to the hardware configuration described above, when the shift position is in the parking position, the axle is usually locked and the ring gear is moved by the stepped transmission. Is disconnected from the axle. When operating the engine in this state, the ring gear can be used as much as possible for the reason that the shift position is shifted from the parking position to the driving position and the shock when the ring gear and the axle are connected by the transmission is suppressed. It is desirable not to rotate.

  The vehicle and the control method thereof according to the present invention are configured to transmit and release power accompanying a change in gear between an input shaft connected to an internal combustion engine and an electric motor connected to an internal combustion engine and an axle. An object of the present invention is to prevent an input shaft from rotating when an engine is operated in a state where a shift position is in a parking position in a device including a transmission to be performed.

  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
An internal combustion engine;
Transmission means capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side;
Connected to the input shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft, with input / output of electric power and input / output of driving force to the input shaft and the output shaft Power power input / output means capable of adjusting the rotational speed of the output shaft relative to the input shaft;
A motor connected to the input shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the input shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Temperature detecting means for detecting the temperature of the cooling medium of the internal combustion engine;
Lower limit rotational speed setting means for setting a lower limit rotational speed of the internal combustion engine based on the detected temperature of the cooling medium of the internal combustion engine;
When the internal combustion engine is operated with the shift position at the parking position, the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine is operated at a speed equal to or higher than the set lower limit speed. And the driving shaft with respect to the driving force acting on the input shaft within a driving force range based on the driving state of the internal combustion engine and / or the driving state of the power power input / output means and the set lower limit rotational speed. Control means for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the stator can be limited;
It is a summary to provide.

  In the vehicle according to the present invention, when the internal combustion engine is operated in a state where the shift position is at the parking position, the internal combustion engine is operated at a rotational speed equal to or higher than the lower limit rotational speed set based on the temperature of the cooling medium of the internal combustion engine. The internal combustion engine and the electric power drive input / output means are controlled so as to act on the input shaft of the transmission means within the driving force range based on the operation state of the internal combustion engine and / or the drive state of the power drive input / output means and the lower limit rotational speed. The electric motor is controlled so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the driving shaft can be limited with respect to the driving force. Since the possible range of the internal combustion engine speed varies depending on the lower limit rotational speed of the internal combustion engine, when the internal combustion engine speed is changed, the unit time of the internal combustion engine rotational speed according to the lower limit rotational speed There is a case where the rotational speed change rate which is a per-change amount is different. Further, when the rotational speed of the internal combustion engine is changed, a driving force based on inertia of the inertial system including the internal combustion engine and the electric power drive input / output means acts. This driving force is a rate of change in the rotational speed of the internal combustion engine. It depends on. Therefore, by controlling the electric motor using the driving force range that takes into account the operating state of the internal combustion engine and the driving state of the power input / output means and the lower limit rotational speed of the internal combustion engine, the motor is controlled according to the lower limit rotational speed of the internal combustion engine. It is possible to prevent the input shaft of the transmission means from rotating. Here, the “operation state of the internal combustion engine” is not limited to the current operation state of the internal combustion engine, but also includes a target operation state as a target of the operation state of the internal combustion engine. The “driving state of the power driving input / output unit” is not limited to the current driving state of the power driving input / output unit, but also includes a target driving state as a target of the driving state of the power driving input / output unit.

  In such a vehicle according to the present invention, the power drive input / output means has three axes, that is, an input shaft of the transmission means, an output shaft of the internal combustion engine, and a third shaft, and any two of the three axes. A three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the power input / output to / from the power generator, and a generator capable of inputting / outputting power to / from the third shaft; You can also

  In the vehicle of the present invention in which the power power input / output means includes a three-shaft power input / output means and a generator, the control means has a predetermined rotational speed at which the internal combustion engine includes the set lower limit rotational speed. When the driving force in the direction of decreasing the rotational speed of the internal combustion engine is being output from the generator when operating within the range, the smaller the set lower limit rotational speed is set to tend to become wider It is also possible to control the electric motor by using the driving force range, or when the internal combustion engine is operated within a predetermined rotational speed range including the set lower limit rotational speed. When the rotational speed of the internal combustion engine is increased by the output of power from the internal combustion engine with the output from the generator of the driving force in the direction of decreasing the rotational speed of the internal combustion engine, the setting is made. It may be assumed to be a unit that controls the electric motor by using the driving force range lower limit rotation speed is set to a smaller extent widens trend. This is because when the rotational speed of the internal combustion engine is increased from near the lower limit rotational speed to a certain rotational speed larger than that while outputting the driving force in the direction of decreasing the rotational speed of the internal combustion engine from the generator, The driving force that is output and acts on the input shaft of the speed change means and the driving force that acts on the input shaft based on the inertia of the inertial system are in the same direction. Since the deviation from a certain rotational speed is large, the rotational speed change rate of the internal combustion engine tends to be large, and the magnitude of the driving force acting on the input shaft based on the inertia of the inertial system tends to be large. This is based on the reason that it is considered that the driving force acting on the lens tends to increase.

  Further, in the vehicle of the present invention in which the power power input / output means includes a three-shaft power input / output means and a generator, the vehicle is provided with target speed setting means for setting a target speed of the internal combustion engine, and the control means Controls the generator so that when the rotational speed of the internal combustion engine is changed, a driving force based on a deviation between a current rotational speed of the internal combustion engine and a target rotational speed of the internal combustion engine is output from the generator. It can also be a means to do.

  In the vehicle of the present invention, the lower limit rotational speed setting means may be means for setting the lower limit rotational speed so as to increase as the detected temperature of the cooling medium of the internal combustion engine decreases. This is to promote warming of the internal combustion engine, heating of the passenger compartment, and the like when cold.

The vehicle control method of the present invention includes:
An internal combustion engine, transmission means capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side, and connected to the input shaft and rotatable independently of the input shaft Connected to the output shaft of the internal combustion engine with power input / output capable of adjusting the rotational speed of the output shaft relative to the input shaft with input / output of power and input / output of driving force to the input shaft and the output shaft. An output means; a motor connected to the input shaft; and a motor capable of rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the input shaft; and the power power input / output means and the motor A power storage means capable of exchanging electric power, and a vehicle control method comprising:
Setting a lower limit rotational speed of the internal combustion engine based on the temperature of the cooling medium of the internal combustion engine;
When the internal combustion engine is operated with the shift position at the parking position, the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine is operated at a speed equal to or higher than the set lower limit speed. And the driving shaft with respect to the driving force acting on the input shaft within a driving force range based on the driving state of the internal combustion engine and / or the driving state of the power power input / output means and the set lower limit rotational speed. Controlling the electric motor so that the direction of the magnetic field of the stator is fixed to a degree that can limit the rotation of
This is the gist.

  In this vehicle control method according to the present invention, when the internal combustion engine is operated with the shift position at the parking position, the internal combustion engine is operated at a rotational speed equal to or higher than the lower limit rotational speed set based on the state of the internal combustion engine. The internal combustion engine and the electric power drive input / output means are controlled so as to act on the input shaft of the transmission means within the driving force range based on the operation state of the internal combustion engine and / or the drive state of the power drive input / output means and the lower limit rotational speed. The electric motor is controlled so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the driving shaft can be limited with respect to the driving force. Since the possible range of the internal combustion engine speed varies depending on the lower limit rotational speed of the internal combustion engine, when the internal combustion engine speed is changed, the unit time of the internal combustion engine rotational speed according to the lower limit rotational speed There is a case where the rotational speed change rate which is a per-change amount is different. Further, when the rotational speed of the internal combustion engine is changed, a driving force based on inertia of the inertial system including the internal combustion engine and the electric power drive input / output means acts. This driving force is a rate of change in the rotational speed of the internal combustion engine. It depends on. Therefore, by controlling the electric motor using the driving force range that takes into account the operating state of the internal combustion engine and the driving state of the power input / output means and the lower limit rotational speed of the internal combustion engine, the motor is controlled according to the lower limit rotational speed of the internal combustion engine. It is possible to prevent the input shaft of the transmission means from rotating. Here, the “operation state of the internal combustion engine” is not limited to the current operation state of the internal combustion engine, but also includes a target operation state as a target of the operation state of the internal combustion engine. The “driving state of the power driving input / output unit” is not limited to the current driving state of the power driving input / output unit, but also includes a target driving state as a target of the driving state of the power driving input / output unit.

  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 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the ring gear shaft 32a connected to the power distribution and integration mechanism 30, and the power of the ring gear shaft 32a are shifted and coupled to the drive wheels 39a and 39b. A transmission 60 that outputs to the drive shaft 36, a parking lock mechanism 90 that locks the drive wheels 39a and 39b, and a hybrid electronic control unit 70 that controls the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment control. Are under operation control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, the coolant temperature αw from the temperature sensor 22a that detects the temperature of the coolant that cools the engine 22, the crank of the crankshaft 26 of the engine 22 A crank position or the like from a crank position sensor (not shown) that detects the angle is input. 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 engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor.

  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, a crankshaft 26 of the engine 22 is connected to the carrier 34, a motor MG1 is connected to the sun gear 31, and a ring gear shaft 32a as an input shaft of the transmission 60 is connected to the ring gear 32. When MG1 functions as a generator, the power from the engine 22 input from the carrier 34 is distributed to the sun gear 31 side and the ring gear 32 side according to the gear ratio, and when the motor MG1 functions as an electric motor, it is input from the carrier 34. The power from the engine 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the transmission 60, the drive shaft 36, and the differential gear 38.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2 and the battery 50. As shown in FIGS. 1 and 2, each of the motors MG1 and MG2 has rotors 45a and 46a on which permanent magnets are attached and stators 45b and 46b on which three-phase coils are wound. It is configured as a known synchronous generator motor that can be driven as an electric motor and exchanges electric power with the battery 50 via inverters 41 and 42. Each of the inverters 41 and 42 includes six transistors T1 to T6 and T7 to T12 and six diodes D1 to D6 and D7 to D12 connected in reverse parallel to the transistors T1 to T6 and T7 to T12. Yes. Each of the six transistors T1 to T6 and T7 to T12 has two such that they are on the source side and the sink side with respect to the positive electrode bus connected to the positive electrode of the battery 50 and the negative electrode bus connected to the negative electrode of the battery 50. Each of the three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 is connected to the connection point. Therefore, a rotating magnetic field can be formed in the three-phase coil by adjusting the on-time ratio of the paired transistors T1 to T6 and T7 to T12, and the motors MG1 and MG2 can be driven to rotate. The power line 54 that connects the inverters 41 and 42 and the battery 50 is composed of a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. 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 is configured as a microprocessor centered on the CPU 40a, and includes a ROM 40b for storing a processing program, a RAM 40c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 40a. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors 45a and 46a of the motors MG1 and MG2. Phase currents Iu1, Iv1, and Iu2 from current sensors 45U, 45V, 46U, and 46V that detect rotational positions θm1 and θm2 of 45a and 46a and phase currents that flow in the U-phase and V-phase of the three-phase coils of the motors MG1 and MG2. , Iv2 and the like are input, and the motor ECU 40 outputs switching control signals to the transistors T1 to T6 and T7 to T12 of the inverters 41 and 42. 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 motor ECU 40 also calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors 45a, 46a from the rotational position detection sensors 43, 44.

  The transmission 60 has a brake and a clutch (not shown), connects and disconnects the ring gear shaft 32a as the input shaft and the drive shaft 36, and connects the both shafts to the rotation speed of the ring gear shaft 32a in four stages. It is configured so that it can be shifted and transmitted to the drive shaft 36.

  The parking lock mechanism 90 includes a parking gear 92 attached to the drive shaft 36, and a parking lock pole 94 that engages with the parking gear 92 and locks in a state in which the rotational drive is stopped. In the parking lock pole 94, an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 that receives an operation signal from another position to the parking position (P position) or an operation signal from the parking position to another position. The parking lock and the release thereof are performed by meshing with the parking gear 92 and releasing it. Since the drive shaft 36 is mechanically connected to the drive wheels 39a and 39b, the parking lock mechanism 90 indirectly locks the drive wheels 39a and 39b.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage from a voltage sensor (not shown) installed between the 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 current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  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. From the hybrid electronic control unit 70, a drive signal to a brake or clutch actuator (not shown) of the transmission 60, a drive signal to an actuator (not shown) of the parking lock mechanism 90, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position). When the shift lever 81 is in the parking position, the brake or clutch (not shown) of the transmission 60 is normally released and the ring gear shaft 32a is disconnected from the drive shaft 36.

  The hybrid vehicle 20 of the embodiment thus configured calculates a required torque to be output to the ring gear shaft 32a based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal 83 by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the 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 thus configured, particularly the operation when the shift lever 81 is in the parking position will be described. FIG. 3 is a flowchart showing an example of a parking state driving control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the engine 22 is operated with the shift lever 81 in the parking position.

  When the parking state operation control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the cooling water temperature αw of the engine 22, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2, and the motors MG1, MG2. A process of inputting data required for control such as required power P * is executed (step S100). Here, the coolant temperature αw of the engine 22 is input from the engine ECU 24 by communication from the temperature detected by the temperature sensor 22a. Further, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are calculated from the rotational positions of the rotors 45a and 46a of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44 by communication from the motor ECU 40. It was supposed to be entered. The power generation required power P * is input by reading what is set based on the remaining capacity SOC of the battery 50, the battery temperature Tb, the target power consumption of an auxiliary device (not shown), etc., and written in a predetermined address of the RAM 76. did.

  When the data is input in this way, the temporary rotational speed Netmp and the temporary torque Tempmp are set as temporary operating points of the engine 22 so that the engine 22 is efficiently operated based on the power generation required power P * (step S110). A lower limit rotational speed Nemin of the engine 22 is set based on the cooling water temperature αw of 22 (step S120). In the embodiment, the lower limit rotational speed Nemin of the engine 22 is stored in the ROM 74 as a lower limit rotational speed setting map in which the relationship between the coolant temperature αw of the engine 22 and the lower limit rotational speed Nemin of the engine 22 is determined in advance. When the cooling water temperature αw is given, the corresponding lower limit rotational speed Nemin of the engine 22 is derived and set from the stored map. An example of the lower limit rotational speed setting map is shown in FIG. As shown in the figure, the lower limit rotational speed Nemin of the engine 22 is set to increase as the cooling water temperature αw of the engine 22 decreases. This is for promoting warm-up of the engine 22 and heating of the passenger compartment when cold.

  When the lower limit rotational speed Nemin of the engine 22 is set in this way, the temporary rotational speed Netmp of the engine 22 is compared with the lower limit rotational speed Nemin of the engine 22 (step S130), and when the temporary rotational speed Netmp is greater than or equal to the lower limit rotational speed Nemin, Is set to the target rotational speed Ne *, and the temporary torque Tempmp is set to the target rotational speed Te * (step S140). When the temporary rotational speed Netmp is smaller than the lower limit rotational speed Nemin, the target rotational speed of the engine 22 is set. The lower limit rotational speed Nemin is set to the number Ne *, and the value obtained by dividing the power generation request power P * by the target rotational speed Ne * is set as the target torque Te * (step S150). The processes in steps S130 to S150 are processes for setting a target rotational speed Ne * and a target torque Te * as operating points of the engine 22 in order to operate the engine 22 at a rotational speed equal to or higher than the lower limit rotational speed Nemin. .

  Subsequently, based on the gear ratio ρ of the power distribution and integration mechanism 30, the target torque Te * of the engine 22, the target rotational speed Ne *, and the current rotational speed Ne, the torque command Tm1 * of the motor MG1 is calculated by the following equation (1). Calculate (step S160). FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 (ring gear shaft 32a), which is a number Nm2, is shown. Further, in the figure, the thick arrow on the R axis indicates the torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a. Formula (1) is a torque for balancing the torque output from the engine 22 and acting on the sun gear 31, and a torque for canceling the difference between the target rotational speed Ne * and the rotational speed Ne of the engine 22. Is a formula for setting the torque command Tm1 * of the motor MG1 as the sum of. In the expression (1), the first term on the right side can be easily derived from the alignment chart of FIG. In Expression (1), the second and third terms on the right side are feedback control terms for rotating the motor MG1 at the target rotational speed Nm1 *, and “k1” in the second term on the right side is the gain of the proportional term. “K2” in the third term on the right side is the gain of the integral term.

  When the torque command Tm1 * of the motor MG1 is set in this way, the estimated shaft torque Trest as the torque estimated to act on the ring gear shaft 32a when the torque corresponding to the torque command Tm1 * is output from the motor MG1 is used as the torque command Tm1 *. And the gear ratio ρ of the power distribution and integration mechanism 30 are calculated by the following equation (2) (step S170). Here, Expression (2) can be easily derived from the alignment chart of FIG.

  Subsequently, the rotational speed Ne of the engine 22 is compared with a threshold value (Nemin + ΔNe) obtained by adding a predetermined rotational speed ΔNe to the lower limit rotational speed Nemin (step S180). Here, the predetermined rotational speed ΔNe is used to determine whether or not the rotational speed Ne of the engine 22 is within a predetermined range including the lower limit rotational speed Nemin. For example, 50 rpm or 100 rpm is used. Can do. When the rotational speed Ne of the engine 22 is less than or equal to a threshold value (Nemin + ΔNe), it is determined that the rotational speed Ne of the engine 22 is within a predetermined range including the lower limit rotational speed Nemin, and the correction torque ΔT based on the lower limit rotational speed Nemin of the engine 22 (Step S190), when the rotational speed Ne of the engine 22 is larger than the threshold value (Nemin + ΔNe), a value 0 is set to the correction torque ΔT (step S200), and the correction torque ΔT is added to the absolute value of the estimated shaft torque Trest. Thus, the rotation limiting control torque Tm2 is set (step S210). First, the rotation limit control torque Tm2 will be described, and then the correction torque ΔT will be described.

  The rotation limiting control torque Tm2 is a control that prevents the rotor 46a of the motor MG2 (the ring gear shaft 32a as the input shaft of the transmission 60) from rotating by fixing the direction of the magnetic field formed in the stator 46b of the motor MG2. This torque is used to set a current value for energizing the three-phase coil of the motor MG2 when executing (hereinafter referred to as rotation limit control). In the embodiment, the rotation limit control torque limit Tm2 is set to a value of 0 or more. FIG. 6 is an explanatory diagram showing the state of the rotation restriction control. When controlling the motor MG2, as shown in FIG. 6, the stator 46b of the motor MG2 has a combined magnetic field (combined magnetic fields formed by the U phase, the V phase, and the W phase to which current is applied) ( In the drawing, a solid line thick arrow) is formed. In the rotation restriction control, the motor MG2 is controlled so that the combined magnetic field does not rotate. Hereinafter, such a non-rotating synthetic magnetic field is referred to as a fixed magnetic field. When the direction of the fixed magnetic field matches the direction of the magnetic field formed by the permanent magnet of the rotor 46a of the motor MG2 (the direction of the d axis in the dq coordinate system), torque is applied from the motor MG2 to the ring gear shaft 32a as the drive shaft. Is not output. However, if the torque acts on the ring gear shaft 32a and the rotor 46a rotates and the direction of the fixed magnetic field formed on the stator 46b and the current direction of the magnetic field of the rotor 46a (direction of the d-axis) deviate, the stator 46b. Torque acts on the rotor 46a in accordance with the deviation in a direction in which the direction of the fixed magnetic field formed on the rotor and the current magnetic field direction of the rotor 46a coincide with each other (hereinafter, this torque is referred to as suction torque), and acts on the ring gear shaft 32a. The rotor 46a stops at a position where the torque to be balanced and the suction torque are balanced. Here, when the deviation between the direction of the fixed magnetic field and the current direction of the magnetic field of the rotor 46a is within the range of π / 2 or less in electrical angle, the attraction torque increases as the deviation increases and forms a fixed magnetic field. Therefore, the larger the value of current that is applied to the three-phase coil of the stator 46b, the larger the value. The above-described rotation limit control torque Tm2 is used to determine a current value for energizing the three-phase coil. In the embodiment, the rotation limit control torque Tm2 tends to increase as the rotation limit control torque Tm2 increases, and the torque acting on the ring gear shaft 32a is less than the rotation limit control torque Tm2 (within the range of −Tm2 to Tm2). The current value that can prevent the ring gear shaft 32a from rotating is set. Details of such control of the motor MG2 will be described later. In the dq coordinate system, the d-axis is the direction of the magnetic field formed by the permanent magnet attached to the rotor 46a, and the q-axis is advanced by an electrical angle of π / 2 with respect to the d-axis. Direction.

  Next, the correction torque ΔT will be described. In the embodiment, when the rotational speed Ne of the engine 22 is equal to or less than a threshold value (Nemin + ΔNe), the correction torque ΔT is stored in advance as a correction torque setting map by predetermining the relationship between the lower limit rotational speed Nemin of the engine 22 and the correction torque ΔT. In addition, when the lower limit rotation speed Nemin of the engine 22 is given, the corresponding correction torque ΔT is derived and set from the stored map. An example of the correction torque setting map is shown in FIG. As shown in the figure, the correction torque setting map is set so as to decrease as the lower limit rotation speed Nemin of the engine 22 increases. This is due to the following reason. Now, while the torque Tm1 (hereinafter referred to as power generation torque) in the direction of decreasing the rotational speed Ne of the engine 22 is output from the motor MG1, the rotational speed Ne of the engine 22 from the vicinity of the lower limit rotational speed Nemin by the torque from the engine 22 is output. Let us consider a case where the number is increased to a number N1 (a rotational speed greater than the lower limit rotational speed Nemin of an arbitrary cooling water temperature αw of the engine 22, for example, 2000 rpm). In addition, when increasing the rotation speed Ne of the engine 22 from the vicinity of the lower limit rotation speed Nemin to a certain rotation speed N1, for example, when it is desired to increase the output power from the engine 22 in order to cover power consumption by an auxiliary machine (not shown) and so on. At this time, when the magnitude of the power generation torque Tm1 of the motor MG1 is once reduced and the rotational speed Ne of the engine 22 is increased, torque based on inertia of the inertial system including the engine 22 and the motor MG1 acts on the ring gear shaft 32a. Since the torque based on this inertia is output from the motor MG1 and acts on the ring gear shaft 32a (hereinafter referred to as torque (−Tm1 * / ρ) corresponding to the power generation torque Tm1 of the motor MG1), A torque larger in magnitude than the torque (−Tm1 * / ρ) corresponding to the power generation torque Tm1 of the motor MG1 acts on the ring gear shaft 32a. When the lower limit rotational speed Nemin of the engine 22 is relatively large, the rotational speed difference between the current rotational speed Ne of the engine 22 and a certain rotational speed N1 is relatively small, and the torque command Tm1 * of the motor MG1 is calculated using equation (1). Therefore, the rotational speed change rate of the engine 22 and the motor MG1 does not increase so much, and the torque acting on the ring gear shaft 32a according to the inertia of the inertia system does not increase so much. Therefore, it is considered that the torque acting on the ring gear shaft 32a is not so large as compared with the torque (−Tm1 * / ρ) corresponding to the power generation torque Tm1 of the motor MG1. However, when the lower limit rotational speed Nemin of the engine 22 is relatively small, the rotational speed difference between the current rotational speed Ne of the engine 22 and a certain rotational speed N1 is relatively large, and the power generation torque Tm1 of the motor MG1 is expressed by the equation (1). Of the engine 22 and the motor MG1, the rate of change in the rotational speed of the engine 22 and the motor MG1 is likely to be relatively large, and the torque acting on the ring gear shaft 32a is also relatively large depending on the inertia of the inertia system. The torque to be generated is considered to be relatively larger than the torque (−Tm1 * / ρ) corresponding to the power generation torque Tm1 of the motor MG1. In the embodiment, when the rotational speed Ne of the engine 22 is near the lower limit rotational speed Nemin, the correction torque ΔT is increased so that the smaller the lower limit rotational speed Nemin is, in preparation for such rotational fluctuation (increase in the rotational speed) of the engine 22. Is set. Thereby, the smaller the lower limit rotational speed Nemin of the engine 22, that is, the greater the possibility that a large torque acts on the ring gear shaft 32a depending on the inertia of the inertial system, the greater the rate of change in the rotational speed of the engine 22 is. Therefore, the rotation limit control torque Tm2 is set.

  When the target engine speed Ne *, target torque Te *, torque command Tm1 * of the motor MG1, and torque Tm2 for rotation restriction control are set in this way, the engine ECU 24 determines the set target engine speed Ne * and target torque Te *. In addition, the torque command Tm1 * of the motor MG1 and the torque Tm2 for rotation restriction control are transmitted to the motor ECU 40 (step S220), and the parking state operation control routine is terminated. 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. Further, the motor ECU 40 that has received the torque command Tm1 * and the rotation limit control torque Tm2 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 * and the rotation illustrated in FIG. The second motor control routine is executed when the torque for limiting control is received. In this way, by controlling the motor MG2 using the rotation limit control torque Tm2 in consideration of the lower limit rotation speed Nemin of the engine 22 in addition to the torque command Tm1 * of the motor MG1 of the motor MG1, the lower limit rotation speed of the engine 22 is controlled. Even when Nemin is relatively small and the rate of change in the rotational speed Ne is high when the rotational speed Ne of the engine 22 is changed, it is possible to prevent the ring gear shaft 32a from rotating.

  Next, a description will be given of the second motor control routine executed when the motor ECU 40 receives the torque for rotation restriction control shown in FIG. This routine is executed when the rotation limiting control torque Tm2 is received from the hybrid electronic control unit. When the second motor control routine is executed at the time of receiving the torque for controlling the rotation limitation, the CPU 40a of the motor ECU 40 firstly sets the phase currents Iu2, Iv2 flowing in the U phase and V phase of the three-phase coil from the current sensors 46U, 46V, Processing for inputting data necessary for control, such as rotation limiting control torque Tm2 and control electrical angle θset, is executed (step S300). Here, the rotation limit control torque Tm2 is set by the above-described parking state operation control routine of FIG. 3 and input from the hybrid electronic control unit 70 by communication. The control electrical angle θset is shifted when the engine 22 is stopped while the shift position SP is at the parking position or when the shift position SP is shifted from the drive position to the parking position while the engine 22 is operating. The electrical angle θe2 corresponding to the rotational position θm2 of the rotor 46a of the motor MG2 input from the rotational position detection sensor 44 is set.

  Subsequently, the phase current Iu2 is expressed by the following equation (3) using the control electrical angle θset with the sum of the phase currents Iu2, Iv2, and Iw2 flowing in the U-phase, V-phase, and W-phase of the three-phase coil of the motor MG2 as 0. , Iv2 are coordinate-transformed (three-phase to two-phase transformation) into d-axis and q-axis currents Id2 and Iq2 (step S310), and a d-axis current command at the control electrical angle θset based on the rotation limit control torque Tm2 Id2 * is set and a value 0 is set to the q-axis current command Iq2 * (step S320). In the embodiment, the d-axis current command Id2 * has a tendency to increase as the rotation limit control torque Tm2 increases, and has a magnitude equal to or less than the rotation limit control torque Tm2 (within a range of −Tm2 to Tm2). The current value that can prevent the ring gear shaft 32a from rotating with respect to the torque acting on the shaft 32a is set.

  When the current commands Id2 * and Iq2 * are set in this way, the voltage commands Vd2 for the d-axis and the q-axis are obtained by the following equations (4) and (5) using the set current commands Id2 * and Iq2 * and the currents Id2 and Iq2. * And Vq2 * are calculated (step S330), and the calculated d-axis and q-axis voltage commands Vd2 * and Vq2 * are calculated using the control electrical angle θset according to the equations (6) and (7). Coordinate conversion (two-phase to three-phase conversion) into voltage commands Vu2 *, Vv2 *, and Vw2 * to be applied to the U-phase, V-phase, and W-phase of the three-phase coil (step S340), and the coordinate-converted voltage command Vu2 * , Vv2 *, Vw2 * are converted into PWM signals for switching the transistors T7 to T12 of the inverter 42 (step S350), and the converted PWM signals are Njisuta T7~T12 motor MG2 is driven and controlled by by outputting (step S360), and ends the second motor control routine during rotation limit control torque received. Here, in Expression (4) and Expression (5), “k3” and “k5” are proportional coefficients, and “k4” and “k6” are integration coefficients.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is operated while the shift position SP is in the parking position, the engine 22 is operated so that the engine 22 is operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin. The target rotational speed Ne * and the target torque Te * and the torque command Tm1 * of the motor MG1 are set to control the engine 22 and the motor MG1, and when the engine 22 is operated near the lower limit rotational speed Nemin, A fixed magnetic field is formed in the stator 46b of the motor MG2 to such an extent that the rotation of the ring gear 32 can be limited with respect to a torque equal to or less than the torque Tm2 for rotational restriction control set based on the torque command Tm1 * and the lower limit rotational speed Nemin of the engine 22. The motor MG2 is controlled so that the motor MG It can be the ring gear shaft 32a is prevented from rotating in response to the lower limit rotation speed Nemin of the engine 22 in addition to the torque command Tm1 * of. In addition, when the engine 22 is operated in the vicinity of the lower limit rotation speed Nemin of the engine 22, the rotation limit control torque Tm2 is set so as to increase as the lower limit rotation speed Nemin of the engine 22 decreases. Even when the change rate of the rotation speed Ne is likely to increase when the number Ne increases, the ring gear shaft 32a can be prevented from rotating.

  In the hybrid vehicle 20 of the embodiment, the correction torque ΔT is set based on the lower limit rotation speed Nemin of the engine 22 when the rotation speed Ne of the engine 22 is equal to or less than a threshold value (Nemin + ΔNe). When Ne is equal to or less than a threshold value (Nemin + ΔNe) and the rotational speed Ne of the engine 22 increases with the output of the power generation torque from the motor MG1, the correction torque ΔT is set based on the lower limit rotational speed Nemin of the engine 22 It is good also as what to do. In this case, even when the rotational speed Ne of the engine 22 is equal to or less than the threshold value (Nemin + ΔNe), when the rotational speed Ne of the engine 22 increases with the output of the power generation torque from the motor MG1, the value 0 is added to the correction torque ΔT. May be set.

  In the hybrid vehicle 20 of the embodiment, when the rotational speed Ne of the engine 22 is equal to or less than the threshold value (Nemin + ΔNe), the correction torque ΔT is set based on the lower limit rotational speed Nemin of the engine 22, and the rotational speed Ne of the engine 22 is the threshold value (Nemin + ΔNe). When it is larger, the correction torque ΔT is set to a value of 0. However, when the rotational speed Ne of the engine 22 is larger than the threshold value (Nemin + ΔNe) and the rotational speed Ne of the engine 22 decreases, the lower limit of the engine 22 is set. The correction torque ΔT may be set based on the rotation speed Nemin. In this case, instead of the lower limit rotational speed Nemin, the correction torque ΔT may be set based on the deviation between the rotational speed Ne of the engine 22 and the lower limit rotational speed Nemin. For example, when the rotational speed Ne of the engine 22 decreases with the output of the power generation torque from the motor MG1 when the deviation between the rotational speed Ne of the engine 22 and the lower limit rotational speed Nemin is relatively large, the rotational speed Ne of the engine 22 The correction torque ΔT may be set so that the negative value tends to increase on the negative side as the value increases. Consider a case where the engine 22 is decreased from a certain rotation speed N2 to a lower limit rotation speed Nemin. At this time, since a part of the power generation torque Tm1 from the motor MG1 is canceled out by the inertial inertia, a torque smaller in magnitude than the torque (−Tm1 / ρ) corresponding to the power generation torque Tm1 acts on the ring gear shaft 32a. . Further, it is considered that the smaller the lower limit rotational speed Nemin of the engine 22 is, the greater the rate of change in the rotational speed of the engine 22 is, and the smaller the torque acting on the ring gear shaft 32a is. Therefore, when the rotational speed of the engine 22 decreases while outputting the power generation torque from the motor MG1, the correction torque ΔT may be set so that the negative value tends to increase on the negative side as the rotational speed Ne of the engine 22 increases. It's good. Thereby, when the rotational speed Ne of the engine 22 decreases, the torque Tm2 for rotation restriction control decreases as the lower limit rotational speed Nemin of the engine 22 decreases, so that the power consumption of the motor MG2 can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the rotation limit control torque Tm2 is set based on the torque command Tm1 * of the motor MG1 and the coolant temperature αw of the engine 22 in the parking state operation control routine of FIG. The rotation limiting control torque Tm2 may be set based on the target torque Te * of the engine 22 and the coolant temperature αw, or the target torque Te * of the engine 22, the torque command Tm1 * of the motor MG1, and the cooling of the engine 22 may be set. The rotation restriction control torque Tm2 may be set based on the water temperature αw. When setting the rotation restriction control torque Tm2 based on the target torque Te * of the engine 22 and the coolant temperature αw, the torque (Te * / (1 + ρ) acting on the ring gear shaft 32a based on the target torque Te * of the engine 22 ) And the correction torque ΔT based on the coolant temperature αw of the engine 22 may be used to set the rotation limit control torque Tm2. Further, the driving state of the motor MG1 is set based on, for example, the previous torque command (previous Tm1 *) of the motor MG1 or the current supplied to the motor MG1 instead of the torque command Tm1 * of the motor MG1. The torque currently output from the motor MG1 to be used may be used. Further, as the operating state of the engine 22, instead of the target torque Te * of the engine 22, for example, the engine 22 estimated from the previous target torque of the engine 22 (previous Te *), the intake air amount of the engine 22, and the like. It is good also as what uses the torque currently output from.

  In the hybrid vehicle 20 of the embodiment, a three-phase AC motor is used as the motor MG2, but a multi-phase AC motor other than the three-phase motor may be used.

  In the hybrid vehicle 20 of the embodiment, the d-axis current command Id2 * at the control electrical angle θset is set based on the rotation limit control torque Tm2 with respect to the dq coordinate system, and the q-axis current command Iq2 * is set. Although the value 0 is set and the motor MG2 is controlled based on the set d-axis and q-axis current commands Id2 * and Iq2 *, the motor MG2 is energized with a current based on the rotation limit control torque Tm2. As long as the direction of the magnetic field of the stator 46b of the motor MG2 is fixed, the motor MG2 may be controlled without performing three-phase to two-phase conversion.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 capable of shifting with four speeds is used. However, the speed is not limited to four, and the speed can be changed with two or more speeds. Any machine can be used.

  In the hybrid vehicle 20 of the embodiment, the power distribution and integration mechanism 30 is used to transmit power from the engine 22 to the ring gear shaft 32a as a power shaft connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. 9, the drive shaft for outputting power to the inner rotor 132 and the drive wheels 39a and 39b connected to the crankshaft 26 of the engine 22 as illustrated in the hybrid vehicle 120 of the modification of FIG. 36 and an outer rotor 134 connected to a power shaft 32b connected via a transmission 60, and a part of the power of the engine 22 is driven through the power shaft 32b, the transmission 60, and the drive shaft 36 to drive wheels. A counter-rotor motor 130 that transmits power to 39a and 39b and converts remaining power into electric power may be provided.

  In the embodiment, the vehicle is used as a hybrid vehicle. However, a vehicle other than a vehicle such as a train may be used, or a vehicle control method including a vehicle may be used.

  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, the engine 22 corresponds to an “internal combustion engine”, the transmission 60 corresponds to a “transmission unit”, the power distribution integration mechanism 30 and the motor MG1 correspond to “electric power input / output unit”, and the motor MG2 includes It corresponds to “electric motor”, the battery 50 corresponds to “power storage means”, the temperature sensor 22a corresponds to “temperature detection means”, and sets the lower limit rotational speed Nemin of the engine 22 based on the coolant temperature αw of the engine 22. When the hybrid electronic control unit 70 that executes step S120 of the parking state driving control routine of FIG. 3 corresponds to the “lower limit rotational speed setting means” and the engine 22 is operated in a state where the shift position SP is in the parking position. In addition, the target rotational speed Ne * and the target torque Te * of the engine 22 and the motor so that the engine 22 is operated at the minimum rotational speed Nemin or more. A torque command Tm1 * for G1 is set and transmitted to the engine ECU 24 and the motor ECU 40, and a torque Tm2 for rotation restriction control is set based on the torque command Tm1 * for the motor MG1 and the lower limit rotation speed Nemin for the engine 22. The engine 22 is controlled using the hybrid electronic control unit 70 that executes the processing of steps S130 to S220 of the parking state driving control routine of FIG. 3 transmitted to the motor ECU 40, and the received target rotational speed Ne * and target torque Te *. The motor MG1 is controlled using the engine ECU 24 and the received torque command Tm1 *, and the motor MG2 is controlled by executing the second motor control routine at the time of rotation limit control torque reception of FIG. 8 using the rotation limit control torque Tm2. The motor ECU 40 that corresponds to the “control means”. Further, the power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”, and the motor MG1 corresponds to “generator”. Further, the counter-rotor motor 130 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “transmission means” is not limited to the four-speed transmission 60, but can transmit power and release transmission accompanied by changing the gear position between the rotating shaft and the axle. It does not matter as long as it is anything. The “power power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 130, and is connected to the rotating shaft and rotates independently of the rotating shaft. Any device may be used as long as it is connected to the output shaft of the internal combustion engine and can input / output power to / from the rotary shaft and the output shaft together with input / output of electric power and power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but an induction motor or the like is connected to the rotor and the rotor is driven to rotate by the rotating magnetic field of the stator. Any device can be used as long as it can input and output power. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power power input / output means and an electric motor such as a capacitor. The “temperature detection means” is not limited to the temperature sensor 22a, and any means can be used as long as it detects the temperature of the cooling medium of the internal combustion engine. The “lower limit rotational speed setting means” is not limited to the one that sets the lower limit rotational speed Nemin based on the cooling water temperature αw of the engine 22, and whether or not there is a request for warming-up operation of the cooling water temperature αw of the engine 22 and the engine 22 Any method may be used as long as the lower limit rotational speed of the internal combustion engine is set based on the temperature of the cooling medium of the internal combustion engine, such as setting the lower limit rotational speed Nemin based on the presence or absence of a heating request in the passenger compartment. Absent. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means”, when the engine 22 is operated while the shift position SP is in the parking position, the target rotational speed Ne * of the engine 22 and the engine 22 are operated so that the engine 22 is operated at a rotational speed equal to or higher than the lower limit rotational speed Nemin. The target torque Te * and the torque command Tm1 * of the motor MG1 are set to control the engine 22 and the motor MG1, and the rotation limit control is performed based on the torque command Tm1 * of the motor MG1 and the lower limit rotational speed Nemin of the engine 22. The torque Tm2 is set and used to control the motor MG2 so that the fixed magnetic field is formed on the stator 46b to such an extent that the rotation of the input shaft of the transmission 60 can be limited. When the internal combustion engine is operated in the parking position, the internal combustion engine rotates at a speed exceeding the lower limit speed. The internal combustion engine and the power drive input / output means to be operated at the same time, and act on the input shaft within the driving force range based on the operating state of the internal combustion engine and / or the drive state of the power drive input / output means and the lower limit rotational speed. As long as the motor is controlled so that the direction of the magnetic field of the stator is fixed to such an extent that the rotation of the drive shaft can be limited with respect to the driving force to be generated, any method may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Connected to the three shafts such as the one connected to the shaft or the differential gear, or the like having a different operation action from the planetary gear, such as the input shaft, the output shaft, and the rotating shaft of the generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used. Note that the correspondence between the main elements of the embodiment and the modified example 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. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. 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.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system centered on motors MG1 and MG2 and a battery 50. FIG. It is a flowchart which shows an example of the parking state driving | running control routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for a minimum rotation speed setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining each rotating element of the power distribution and integration mechanism 30. It is explanatory drawing which shows the mode of rotation limitation control. It is explanatory drawing which shows an example of the map for correction torque setting. It is a flowchart which shows an example of the 2nd motor control routine at the time of torque reception for rotation limitation control. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

20, 120 Hybrid vehicle, 22 engine, 22a Temperature sensor, 24 Electronic control unit for engine (engine ECU), 26 Crankshaft, 28 Damper, 30 Power distribution and integration mechanism, 31 Sun gear, 32 Ring gear, 32a Ring gear shaft, 32b Power shaft 3
3 pinion gear, 34 carrier, 36 driving shaft, 38 differential gear, 39a, 39b driving wheel, 40 motor electronic control unit (motor ECU), 40a CPU, 40b ROM, 40c RAM, 41, 42 inverter, 43, 44 rotational position Detection sensor, 45a, 46a Rotor, 45b, 46b Stator, 45U, 45V, 46U, 46V Current sensor, 47 Temperature sensor, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 60 transmission, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 4 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 parking lock mechanism, 92 parking gear, 94 parking lock pole, 130 rotor motor, 132 inner rotor, 134 outer rotor, MG1, MG2 Motor, D1-D12 diode, T1-T12 transistor.

Claims (7)

An internal combustion engine;
Transmission means capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side;
Connected to the input shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft, with input / output of electric power and input / output of driving force to the input shaft and the output shaft Power power input / output means capable of adjusting the rotational speed of the output shaft relative to the input shaft;
A motor connected to the input shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the input shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Temperature detecting means for detecting the temperature of the cooling medium of the internal combustion engine;
Lower limit rotational speed setting means for setting a lower limit rotational speed of the internal combustion engine based on the detected temperature of the cooling medium of the internal combustion engine;
When the internal combustion engine is operated with the shift position at the parking position, the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine is operated at a speed equal to or higher than the set lower limit speed. And the driving shaft with respect to the driving force acting on the input shaft within a driving force range based on the driving state of the internal combustion engine and / or the driving state of the power power input / output means and the set lower limit rotational speed. Control means for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the stator can be limited;
A vehicle comprising:   The electric power drive input / output means has three axes, that is, an input shaft of the speed change means, an output shaft of the internal combustion engine, and a third shaft, and is used for power input / output to any two of the three axes. 2. The vehicle according to claim 1, further comprising: a three-shaft power input / output means for inputting / outputting power to / from the remaining shaft, and a generator capable of inputting / outputting power to / from the third shaft.   The control means is configured such that when the internal combustion engine is operated within a predetermined rotational speed range including the set lower limit rotational speed, a driving force in a direction to reduce the rotational speed of the internal combustion engine is the generator. 3. The vehicle according to claim 2, wherein the motor is controlled by using the driving force range set such that the lower the set lower limit rotational speed is, the larger the lower limit rotational speed is.   The control means is the generator having a driving force when the internal combustion engine is operated within a predetermined rotational speed range including the set lower limit rotational speed and in a direction to reduce the rotational speed of the internal combustion engine. When the rotational speed of the internal combustion engine is increased by the output of power from the internal combustion engine with the output from the engine, the driving force range is set so as to increase as the set lower limit rotational speed decreases. The vehicle according to claim 2, which is means for controlling the electric motor. A vehicle according to any one of claims 2 to 4,
A target speed setting means for setting a target speed of the internal combustion engine;
The control means is configured to change the rotational speed of the internal combustion engine so that a driving force based on a deviation between a current rotational speed of the internal combustion engine and a target rotational speed of the internal combustion engine is output from the generator. A vehicle equipped with a means for controlling the machine.   The vehicle according to any one of claims 1 to 5, wherein the lower limit rotational speed setting means is a means for setting the lower limit rotational speed so as to increase as the detected temperature of the cooling medium of the internal combustion engine decreases. An internal combustion engine, transmission means capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side, and connected to the input shaft and rotatable independently of the input shaft Connected to the output shaft of the internal combustion engine with power input / output capable of adjusting the rotational speed of the output shaft relative to the input shaft with input / output of power and input / output of driving force to the input shaft and the output shaft. An output means; a motor connected to the input shaft; and a motor capable of rotating and driving the rotor by a rotating magnetic field of a stator to input and output power to the input shaft; and the power power input / output means and the motor A power storage means capable of exchanging electric power, and a vehicle control method comprising:
Setting a lower limit rotational speed of the internal combustion engine based on the temperature of the cooling medium of the internal combustion engine;
When the internal combustion engine is operated with the shift position at the parking position, the internal combustion engine and the power power input / output means are controlled so that the internal combustion engine is operated at a speed equal to or higher than the set lower limit speed. And the driving shaft with respect to the driving force acting on the input shaft within a driving force range based on the driving state of the internal combustion engine and / or the driving state of the power power input / output means and the set lower limit rotational speed. Controlling the electric motor so that the direction of the magnetic field of the stator is fixed to a degree that can limit the rotation of
Vehicle control method.

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