JP2017140868A - Hybrid vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device capable of executing various P (parking) lock complement control.SOLUTION: A P lock completion determination section 51 determines that a P lock operation by a P lock mechanism 60 is completed. A P lock complement drive section 53 executes "P lock complement control" for driving at least one of a first MG 11 and a second MG 12 and rotating a drive shaft 14 until the P lock operation is completed when the P lock operation is incomplete. A P lock complement drive section 53 generates torque in a reverse rotation direction by the first MG 11 and rotates the drive shaft 14 with a one-way clutch 16 arranged at the position of an output shaft 130 of an engine 13 in a collinear diagram of a power transmission mechanism 100 as a fulcrum of a speed line in P lock complement control. Alternatively, the P lock complement drive section 53 generates toque in a normal rotation direction by the second MG 12 and rotates the drive shaft 14 with the one-way clutch 16 as the fulcrum of the speed line in the P lock complement control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hybrid vehicle control device that controls a parking lock operation in a hybrid vehicle having a parking lock mechanism.

Conventionally, a hybrid vehicle including a parking lock mechanism that locks the drive shaft of the vehicle when the shift position is set to the parking position is known. In this parking lock mechanism, the actuator is driven to lock the rotation restricting member on the gear teeth. However, if the rotation restricting member stops on the gear teeth, the parking lock state may not be achieved.
Therefore, the parking control means disclosed in Patent Document 1 drives a motor generator that mainly functions as a drive motor, applies a pressing torque in the vehicle traveling direction, and rotates the drive shaft. By executing the control for performing such parking lock, the rotation restricting member is reliably locked to the gear, and the parking lock state is ensured.

JP 2008-184114 A

  The parking control means of Patent Document 1 is applied to a hybrid vehicle including two motor generators, a first MG as a generator motor and a second MG as a drive motor. Nevertheless, since only the second MG is used to drive the control for performing the parking lock, the control pattern for performing the parking lock is limited to one way, and various controls cannot be performed.

Hereinafter, in this specification, the control for performing the parking lock is expressed by using the term “parking lock complementary control” in the sense of “control for completing the incomplete parking lock operation”.
The present invention was created in view of the above-described conventional problems, and an object of the present invention is to provide a hybrid vehicle control device capable of performing various parking lock complementary controls.

The hybrid vehicle control device of the present invention is applied to a hybrid vehicle (90) including a power transmission mechanism (100), a one-way clutch (16), and a parking lock mechanism (60), and at least a first MG and a second MG. It is a device that controls the drive of.
The power transmission mechanism is connected to the output shaft (130) of the engine (13), the output shaft (110) of the first MG (11), the output shaft (120) of the second MG (12), and the drive wheels (94). As for the power transmission of the drive shaft (14), the engine power, the first MG power, and the second MG power are combined and output to the drive shaft.
The one-way clutch prevents reverse rotation of the engine output shaft.
The parking lock mechanism has a locking gear (61) that rotates together with the drive shaft, and a rotation restricting member (62) that can restrict the rotation of the drive shaft by engagement with the lock gear. “Parking lock operation” to be engaged when it is performed.

The hybrid vehicle control device includes a parking lock completion determination unit (51) and a parking lock complementary drive unit (53).
The parking lock completion determination unit determines that the parking lock operation by the parking lock mechanism has been completed.
The parking lock complementary drive unit performs “parking lock complementary control” for driving at least one of the first MG and the second MG when the parking lock operation is not completed and rotating the drive shaft until the parking lock operation is completed. Run.

Specifically, the power transmission mechanism is constituted by a planetary gear mechanism. The rotation speed of each output shaft of the engine, the first MG, the second MG, and the drive shaft connected in the power transmission mechanism can be expressed in a collinear diagram, and the rotation speed of each output shaft is a speed line having a linear relationship. Become.
Here, the same direction as the rotation direction of the output shaft of the engine is defined as the positive rotation direction.
In the parking lock supplement control, the parking lock supplement driving unit generates torque in the reverse rotation direction by the first MG, and the one-way clutch arranged at the position of the output shaft of the engine in the alignment chart of the power transmission mechanism is a fulcrum of the speed line. Rotate the drive shaft as
Similarly, in the parking lock supplement control, the parking lock supplement driving unit generates torque in the forward rotation direction by the second MG, and speeds the one-way clutch disposed at the position of the output shaft of the engine in the alignment chart of the power transmission mechanism. The drive shaft is rotated as a fulcrum of the line.

The hybrid vehicle control device of the present invention is applied to a hybrid vehicle provided with a one-way clutch. Thereby, the output shaft of the engine can support the torque in the reverse rotation direction with the one-way clutch. Then, the parking lock operation can be completed by applying a torque in the reverse rotation direction to the first MG or rotating the drive shaft by applying a torque in the normal rotation direction to the second MG.
Therefore, when the parking lock state at the time of parking of the hybrid vehicle is incomplete, the hybrid vehicle control device of the present invention ensures the parking lock state by driving at least one of the first MG and the second MG. can do. Therefore, various parking lock supplementary controls can be performed as compared with the prior art in which the control pattern is limited to one.

Preferably, the hybrid vehicle control device further includes an MG abnormality detection unit (52) that detects that an abnormality that disables driving in the rotational direction commanded by the first MG or the second MG has occurred. When either one of the first MG or the second MG is detected by the MG abnormality detection unit, the parking lock supplement driving unit drives the other drivable MG to execute the parking lock supplement control.
Here, the “abnormality” of the first MG or the second MG refers to a state where the command cannot be driven in the commanded rotation direction, and means a state where the function of executing the parking lock complementary control is lost. For example, even when the actual output characteristics deviate from the command value, if the drive shaft can be rotated in the rotation direction as commanded, the parking lock supplement control may be executed. You can handle it.

In the prior art of Patent Document 1, when the second MG is out of order, it may not be possible to execute control for performing parking lock, and the parking lock state may not be ensured.
On the other hand, in the present invention, even when either one of the first MG or the second MG is abnormal, the other drivable MG is driven to execute the parking lock complement control, and the parking lock operation is surely completed. it can.

1 is an overall configuration diagram of a hybrid vehicle to which a hybrid vehicle control device of an embodiment is applied. The schematic diagram explaining (a) forward rotation of the output shaft of the engine provided with the one-way clutch, and (b) prevention of reverse rotation. (A) P-lock complement control by 1st MG, (b) Collinear chart which shows P lock complement control by 2nd MG. The flowchart of parking lock complementation control.

(One embodiment)
Hereinafter, embodiments of a hybrid vehicle control device will be described with reference to the drawings. The hybrid vehicle control device of this embodiment is applied to a hybrid vehicle including an engine as a power source, two motor generators (hereinafter “MG”), and a power transmission mechanism that combines the power and outputs it to the drive shaft. This is a device for controlling the driving of two MGs.

Initially, the whole structure of the hybrid vehicle to which the hybrid vehicle control apparatus of this embodiment is applied is demonstrated with reference to FIG.
As shown in FIG. 1, the hybrid vehicle 90 includes an engine 13, a first MG 11 (“MG1” in the figure), and a second MG 12 (“MG2” in the figure) as power sources. The first MG 11 and the second MG 12 are, for example, permanent magnet type synchronous three-phase AC motors.
During normal driving such as when the vehicle is running, the first MG 11 mainly functions as a generator, and the second MG 12 mainly functions as an electric motor that generates power.

FIG. 1 shows a battery that is a chargeable / dischargeable DC power source, a first inverter that converts DC power and three-phase AC power between the battery and the first MG 11, and DC power between the battery and the second MG 12. And the second inverter that converts the three-phase AC power is omitted. Further, since the drive control of the first MG 11 and the second MG 12 during normal drive, such as feedback control and PWM control, are well-known techniques, detailed description thereof is omitted.
Further, an engine control device that controls the operation of the engine 13 based on the vehicle speed, the accelerator opening degree, and the like, a general control device that comprehensively manages the operating state of each power source, and illustration of input / output signals related to these control devices Is omitted.

  In hybrid vehicle 90, the power of engine 13, the power of first MG 11, and the power of second MG 12 are combined by power transmission mechanism 100 and output to drive shaft 14. The power of the drive shaft 14 is transmitted to the axle 93 via the differential device 92 and rotationally drives the drive wheels 94.

The power transmission mechanism 100 is a “4-axis type” power input / output device disclosed in Japanese Patent No. 3852562, Japanese Patent No. 5765596, and the like, which has four axes in the nomograph. The power transmission mechanism 100 includes a first planetary gear mechanism 20 and a second planetary gear mechanism 30 in which two rotation elements are connected to each other.
In FIG. 1, the sun gear of each planetary gear mechanism is indicated as “S”, the planetary carrier is indicated as “C”, and the ring gear is indicated as “R”, which are schematically illustrated.

The first planetary gear mechanism 20 includes a first sun gear 21, a first planetary carrier 22, and a first ring gear 23. The first planetary carrier 22 is connected to a pinion gear (not shown) meshed between the first sun gear 21 and the first ring gear 23.
The second planetary gear mechanism 30 includes a second sun gear 31, a second planetary carrier 32, and a second ring gear 33. The second planetary carrier 32 is connected to a pinion gear (not shown) meshed between the second sun gear 31 and the second ring gear 33.

In the power transmission mechanism 100, the output shaft 110 of the first MG 11 is connected to the first sun gear 21. The output shaft 130 of the engine 13 is connected to the first planetary carrier 22 and the second sun gear 31 that are connected to each other. The drive shaft 14 is connected to the first ring gear 23 and the second planetary carrier 32 that are coupled to each other. The output shaft 120 of the second MG 12 is connected to the second ring gear 33.
As described above, the four-shaft power transmission mechanism 100 is configured by connecting two rotating elements of the two planetary gear mechanisms 20 and 30 to each other, and between the engine 13, the first MG 11, the second MG 12, and the drive shaft 14. Power is exchanged at.

A one-way clutch 16 for preventing reverse rotation of the output shaft 130 of the engine 13 is provided in the middle of the output shaft 130 of the engine 13. Regarding the input shaft and output shaft of the one-way clutch 16, it is assumed that the input shaft is connected to the drive shaft 14 side and the output shaft is connected to the engine 13 side.
As shown in FIG. 2A, when a torque in the forward rotation direction is applied to the input shaft of the one-way clutch 16, the output shaft 130 of the engine 13 rotates forward. On the other hand, as shown in FIG. 2B, when a torque in the reverse rotation direction is applied to the input shaft of the one-way clutch 16, the one-way clutch 16 is locked and the output shaft of the one-way clutch 16 does not rotate. That is, reverse rotation of the output shaft 130 of the engine 13 can be prevented.

  A parking lock mechanism 60 including a lock gear 61 and a rotation restricting member 62 is provided in the middle of the drive shaft 14. The locking gear 61 rotates together with the drive shaft 14. The rotation restricting member 62 can restrict the rotation of the drive shaft 14 by being engaged with the locking gear 61. The parking lock mechanism 60 performs a “parking lock operation” that engages the locking gear 61 and the rotation restricting member 62 when the shift position of the hybrid vehicle 90 is set to the parking position. The hybrid vehicle control device 50 of the present embodiment mainly controls this parking lock operation.

  The basic configuration of the parking lock mechanism 60 is the same as the configuration disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 2008-184114). In the prior art disclosed in Patent Document 1, when the parking lock state between the locking gear and the rotation restricting member is incomplete, the parking lock actuator drives the second MG to rotate the drive shaft, and the parking lock state To ensure.

  However, in the prior art of Patent Document 1, for example, a situation is assumed in which a driver attempts to park a vehicle on a slope in a state where a failure has occurred in which the second MG cannot be driven while the vehicle is running. At this time, if the parking lock state of the parking lock mechanism is incomplete, the control for performing the parking lock by driving the second MG cannot be executed, so that the vehicle may unintentionally slide down the slope.

In order to solve such a problem, the hybrid vehicle control device 50 according to the present embodiment sets the parking lock state by driving either the first MG 11 or the second MG 12 when the parking lock state at the time of parking is incomplete. It is characterized in that it is possible to execute control that is sure.
As a means, in terms of hardware, a one-way clutch 16 that prevents reverse rotation of the output shaft 130 of the engine 13 is provided in a hybrid vehicle 90 to which the hybrid vehicle control device 50 is applied. When the torque of the first MG 11 or the second MG 12 acts to rotate in the reverse rotation direction with respect to the output shaft 130 of the engine 13, the drive shaft 14 is rotated by being supported by the one-way clutch 16, and the parking lock operation is completed. Can be made.
In terms of software, the hybrid vehicle control device 50 determines whether it is appropriate to rotate the drive shaft 14 using either the first MG 11 or the second MG 12. The control configuration will be described next.

As shown in FIG. 1, the hybrid vehicle control device 50 includes a parking lock completion determination unit 51, an MG abnormality detection unit 52, and a parking lock complement drive unit 53. Hereinafter, “parking lock” is referred to as “P lock”, including the notation in the drawings.
The P lock completion determination unit 51 determines that the P lock operation by the P lock mechanism 60 has been completed. This determination may be made based on, for example, a signal from a sensor that detects an engagement state between the locking gear 61 and the rotation restricting member 62. Alternatively, it may be estimated by calculation based on information such as the rotational position of the locking gear 61, the rotational angular velocity of the drive shaft 14, and the operation time.

The MG abnormality detection unit 52 detects that an abnormality that disables driving in the rotation direction commanded by the first MG 11 or the second MG 12 has occurred. This abnormality detection may be determined based on a result detected during normal driving of the first MG 11 and the second MG 12 before the P lock completion determination. Alternatively, it may be performed after the vehicle is parked and the P-lock operation is determined to be incomplete.
Here, the “abnormality” of the first MG 11 or the second MG 12 refers to a state where it cannot be driven in the commanded rotation direction, and means a state where the function of executing “P lock complementation control” described later has been lost. For example, even when the actual output characteristics of the first MG 11 and the second MG 12 deviate from the command value, if the drive shaft 14 can be rotated in the rotation direction as commanded, the P lock complement control is executed. The MG abnormality detection unit 52 may handle “normal”.

  When the P lock operation is not completed, the P lock complement drive unit 53 drives at least one of the first MG 11 and the second MG 12 and rotates the drive shaft 14 until the P lock operation is completed. ”Is executed. Specifically, when either one of the first MG 11 or the second MG 12 is detected by the MG abnormality detection unit 52, the P lock complement drive unit 53 drives the other drivable MG to perform P lock complement. Execute control. When both the first MG 11 and the second MG 12 are normal, both MGs may be driven simultaneously.

In this specification, the control for performing the P-lock is expressed by using the term “P-lock complementary control” in the sense of “control for completing an incomplete P-lock operation”.
In general, in MG drive control using vector control, the P lock complementary drive unit 53 commands a torque for the MG by calculating a q-axis current command. That is, the P lock complementary drive unit 53 substantially has a function of generating a drive signal to each inverter so that the torque according to the torque command is output to the first MG 11 or the second MG 12.

Next, the operation of the rotating element of the power transmission mechanism 100 in the P lock complement control will be described with reference to FIG. FIG. 3 is a collinear diagram showing the relationship of the number of rotations between the rotating elements.
In the alignment chart, “MG1” means the output shaft 110 of the first MG 11, “MG2” means the output shaft 110 of the second MG 12, “ENG” means the output shaft 130 of the engine 13, and “OUT” means the drive shaft 14. In the following description, the “output shaft” portion is omitted as appropriate.

  In the collinear diagram of the four-axis power transmission mechanism 100, the engine 13 and the drive shaft 14 are arranged on the two inner rotating elements. Further, the first MG 11 is disposed on the outer rotating element on the engine 13 side, and the second MG 12 is disposed on the outer rotating element on the drive shaft 14 side. The one-way clutch ("OWC" in the figure) 16 is arranged at the position of the output shaft 130 of the engine 13 in the alignment chart, and serves as a fulcrum for the speed line.

The rotation speed of the nomograph is defined as the positive direction of the rotation direction of the output shaft 130 of the engine 13. In addition, the rotation direction of the output shaft 130 of the engine 13, that is, the rotation direction in which the rotation speed is positive is defined as “forward rotation direction”, and the rotation direction in which the rotation speed is negative is defined as “reverse rotation direction”.
As shown by thick solid lines in FIGS. 3A and 3B, when all the rotating elements are stopped when the hybrid vehicle 90 is parked, the speed line is represented on the axis of speed 0.

When the first MG 11 is driven in the P lock complement control, the P lock complement drive unit 53 generates torque in the reverse rotation direction by the first MG 11 and rotates the drive shaft 14 with the one-way clutch 16 as a fulcrum on the alignment chart. .
As shown by the thick broken line in FIG. 3A, when the torque in the reverse rotation direction is generated by the first MG 11, the speed line in the collinear diagram is the first MG 11 side in the negative direction with the one-way clutch 16 as a fulcrum. The 2MG12 side is inclined in the positive direction. As a result, the drive shaft 14 rotates in the forward direction, and the rotation restricting member 62 is pressed against the wall in front of the teeth of the locking gear 61, whereby the P-locking operation can be completed.

In addition, when the second MG 12 is driven in the P lock complement control, the P lock complement driving unit 53 causes the second MG 12 to generate a torque in the forward rotation direction and rotate the drive shaft 14.
As shown by a thick broken line in FIG. 3 (b), when the torque in the forward rotation direction is generated by the second MG 12, the speed line in the collinear chart shows the second MG 12 side in the positive direction with the one-way clutch 16 as a fulcrum. The 1MG11 side is inclined in the negative direction. As a result, the drive shaft 14 rotates in the forward direction, and the rotation restricting member 62 is pressed against the wall in front of the teeth of the locking gear 61, whereby the P-locking operation can be completed.

Next, the P lock complement control processing of this embodiment will be described with reference to the flowchart of FIG. In the description of the flowchart below, the symbol “S” means a step.
In S1, the P lock completion determination unit 51 determines whether or not the P lock is completed.
When the P-lock is completed and S1 is YES, it is not necessary to perform the P-lock complement control. In this case, the process proceeds to S8, and the P lock complementary drive unit 53 sets the torque commands of the first MG 11 and the second MG 12 to 0 and stops the process.

When the P-lock is not completed and S1 is NO, in subsequent S2 to S7, the P-lock complement driving unit 53 uses the first MG 11 and second MG 12 abnormality detection results by the MG abnormality detection unit 52 for P-lock complement control. Determine MG.
When both the first MG11 and the second MG12 are normal, it is determined YES in S2, and in S3, a torque command for P lock complement control is output to the normal first MG11 or second MG12.

In the process of S3, one of the following three patterns is selected.
<First pattern> Only the first MG 11 is driven in the reverse rotation direction.
<Second pattern> Only the second MG 12 is driven in the forward rotation direction.
<Third Pattern> The first MG 11 is driven in the reverse rotation direction and the second MG 12 is driven in the forward rotation direction simultaneously.

  When the first MG 11 is normal and the second MG 12 is abnormal, NO is determined in S2, YES is determined in S4, and a torque command for P lock complement control is output to the normal first MG 11 in S5. On the other hand, when the first MG 11 is abnormal and the second MG 12 is normal, NO is determined in S2 and S4, and YES is determined in S6. In S7, a torque command for P lock complement control is output to the normal second MG 12. . Note that the order of the determination steps of S4 and S6 may be changed.

  Further, when both the first MG11 and the second MG12 are abnormal, it is determined NO in S2, S4, and S6. In this case, since the P lock complement control process cannot be executed, the process proceeds to S8, and the P lock complement driving unit 53 sets the torque commands of the first MG 11 and the second MG 12 to 0 and stops the process. However, the probability that the first MG 11 and the second MG 12 will actually become abnormal at the same time is considered to be very low.

  Summarizing the above S2 to S8, when the first pattern is selected in S3, the P lock complement driving unit 53 drives only the first MG 11 in the P lock complement control when “at least the first MG 11 is normal”. In other words, in principle, the first MG 11 is used, and the P lock complement control is executed using the second MG 12 only when the first MG 11 is abnormal.

  On the other hand, when the second pattern is selected in S3, the P lock complement driving unit 53 drives only the second MG 12 in the P lock complement control when “at least the second MG 12 is normal”. In other words, in principle, the second MG 12 is used, and the P lock complement control is executed using the first MG 11 only when the second MG 12 is abnormal.

As described above, the hybrid vehicle control device 50 according to the present embodiment is applied to the hybrid vehicle 90 including the one-way clutch 16 that prevents the output shaft 130 of the engine 13 from rotating in the reverse direction. Therefore, the drive shaft 14 can be rotated by using the torque in the reverse rotation direction of the first MG 11 or the torque in the forward rotation direction of the second MG 12 to complete the P-lock operation.
Therefore, when the P-lock state when the hybrid vehicle 90 is parked is incomplete, the hybrid vehicle control device 50 ensures the P-lock state by driving at least one of the first MG 11 and the second MG 12. be able to. Therefore, various P lock complement control can be performed as compared with the prior art in which the control pattern is limited to one.

In addition, the hybrid vehicle control device 50 of the present embodiment has an MG abnormality detection unit 52. Therefore, when either one of the first MG 11 or the second MG 12 is detected, the P lock complement driving unit 53 can execute the P lock complement control by driving the other drivable MG.
For example, it is assumed that a failure occurs in which the second MG 12 cannot be driven while the vehicle is traveling, so that the driver parks the vehicle on a hill and tries to call the dealer. At this time, if the P lock state of the P lock mechanism is incomplete, the P lock complement control can be executed using the normal first MG 11 to ensure the P lock state. Therefore, it is possible to avoid a situation where the vehicle unintentionally moves down the slope.

(Other embodiments)
(1) The hybrid vehicle control device 50 of the above embodiment includes the MG abnormality detection unit 52, and when an abnormality is detected in one of the first MG11 or the second MG12, the P lock complementary drive unit 53 The drivable MG is driven to execute the P lock complement control. On the other hand, the hybrid vehicle control device of another embodiment does not have an MG abnormality detection unit, and performs P-lock complementation control by paying attention to points other than normal / abnormal (for example, an electrical angle phase at a stop position). You may select MG to be used.
Further, in the form in which the P lock complement control is always executed using both the first MG 11 and the second MG 12, even if one MG cannot be driven from a normal state, the P lock complement control is performed by the same control. It becomes executable.

(2) If the hybrid vehicle control device of the present invention is provided with a one-way clutch for preventing reverse rotation on the output shaft of the engine, the first MG shaft, the engine shaft, the drive shaft, and the second MG shaft in the collinear diagram Is not limited to a four-axis power transmission mechanism that is independently represented, and includes a three-axis power transmission mechanism such as a case where the drive shaft is shared with the second MG shaft with respect to the four-axis power transmission mechanism It can also be applied to other hybrid vehicles.
As mentioned above, this invention is not limited to the said embodiment at all, In the range which does not deviate from the meaning of invention, it can implement with a various form.

100: power transmission mechanism,
11 ... 1st MG, 110 ... Output shaft (of 1st MG),
12 ... 2nd MG, 120 ... Output shaft (of 2nd MG),
13 ... Engine, 130 ... (Engine) output shaft,
14 ... drive shaft, 16 ... one-way clutch,
50 ... Hybrid vehicle control device,
51 ... Parking lock completion determination unit, 52 ... MG abnormality detection unit,
53 ... Parking lock complementary drive part,
60: Parking lock mechanism,
61 ... locking gear, 62 ... rotation restricting member,
90 ... hybrid vehicle, 94 ... drive wheel.

Claims (5)

The output shaft (130) of the engine (13), the output shaft (110) of the first MG (11), the output shaft (120) of the second MG (12), and the drive shaft (14) connected to the drive wheels (94) ), The power transmission mechanism (100) that combines the power of the engine, the power of the first MG, and the power of the second MG and outputs the combined power to the drive shaft;
A one-way clutch (16) for preventing reverse rotation of the output shaft of the engine;
The shift position of the lock gear (61) that rotates with the drive shaft and the rotation restricting member (62) that can restrict the rotation of the drive shaft by engagement with the lock gear are set to the parking position. A parking lock mechanism (60) for performing a parking lock operation that is sometimes engaged;
A hybrid vehicle control device that is applied to a hybrid vehicle (90) including the above and controls driving of the first MG and the second MG,
A parking lock completion determination unit (51) for determining that the parking lock operation by the parking lock mechanism has been completed;
When the parking lock operation is not completed, the parking lock is executed to drive at least one of the first MG and the second MG and rotate the drive shaft until the parking lock operation is completed. A complementary drive unit (53);
Have
When the same direction as the rotation direction of the output shaft of the engine is defined as the positive rotation direction,
In the parking lock supplement control, the parking lock supplement driving unit
A hybrid vehicle that generates torque in the reverse rotation direction by the first MG and rotates the drive shaft with the one-way clutch arranged at the position of the output shaft of the engine in the alignment chart of the power transmission mechanism as a fulcrum of the speed line Control device The output shaft (130) of the engine (13), the output shaft (110) of the first MG (11), the output shaft (120) of the second MG (12), and the drive shaft (14) connected to the drive wheels (94) ), The power transmission mechanism (100) that combines the power of the engine, the power of the first MG, and the power of the second MG and outputs the combined power to the drive shaft;
A one-way clutch (16) for preventing reverse rotation of the output shaft of the engine;
The shift position of the lock gear (61) that rotates with the drive shaft and the rotation restricting member (62) that can restrict the rotation of the drive shaft by engagement with the lock gear are set to the parking position. A parking lock mechanism (60) for performing a parking lock operation that is sometimes engaged;
A hybrid vehicle control device that is applied to a hybrid vehicle (90) including the above and controls driving of the first MG and the second MG,
A parking lock completion determination unit (51) for determining that the parking lock operation by the parking lock mechanism has been completed;
When the parking lock operation is not completed, the parking lock is executed to drive at least one of the first MG and the second MG and rotate the drive shaft until the parking lock operation is completed. A complementary drive unit (53);
Have
When the same direction as the rotation direction of the output shaft of the engine is defined as the positive rotation direction,
In the parking lock supplement control, the parking lock supplement driving unit
A hybrid vehicle that generates torque in the forward rotation direction by the second MG and rotates the drive shaft with the one-way clutch arranged at the position of the output shaft of the engine as a fulcrum of the speed line in the alignment chart of the power transmission mechanism Control device. An MG abnormality detection unit (52) for detecting that an abnormality that disables driving in the rotational direction commanded by the first MG or the second MG has occurred;
When the abnormality of either the first MG or the second MG is detected by the MG abnormality detection unit,
3. The hybrid vehicle control device according to claim 1, wherein the parking lock complement driving unit drives the other drivable MG to execute the parking lock complement control. 4.   4. The hybrid vehicle control device according to claim 3, wherein the parking lock complementary drive unit drives only the first MG in the parking lock complementary control when at least the first MG can be driven. 5.   4. The hybrid vehicle control device according to claim 3, wherein the parking lock complementary drive unit drives only the second MG in the parking lock complementary control when at least the second MG can be driven. 5.

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