JP4276577B2 - VEHICLE DRIVE DEVICE, POWER OUTPUT DEVICE EQUIPPED WITH THE SAME AND CONTROL METHOD THEREOF - Google Patents

Description

  The present invention relates to a vehicle drive device, a power output device including the drive device, and a control method thereof, and more particularly, to a vehicle drive device connected to an internal combustion engine, and a power output including the internal combustion engine and the vehicle drive device. The present invention relates to an apparatus and a control method thereof.

Conventionally, as this type of driving device, an output shaft of an internal combustion engine, a rotating shaft of a generator, and a driving shaft are connected to each rotating element of the planetary gear mechanism, and the rotating shaft of the electric motor is connected to the driving shaft via a transmission. The thing mounted in the connected hybrid vehicle is proposed (refer patent document 1).
JP 2002-225578 A

  By the way, the start of the internal combustion engine using such a drive device can be performed by cranking the internal combustion engine by the generator while receiving the reaction force generated in the drive shaft by the electric motor. This can be done by outputting the brake torque from the generator while receiving the reaction force generated on the shaft with the electric motor. However, depending on the state of the electric motor, such a reaction force cannot be received, and a shock or vibration may be generated in the vehicle when the internal combustion engine is started or stopped. In addition, in a vehicle having a parking lock mechanism that locks the drive shaft by gear engagement, when the parking lock mechanism is operating, the reaction force can be received by the parking lock mechanism. Gear hitting may occur.

  A vehicle drive device, a power output device including the vehicle drive device, and a control method therefor according to the present invention are intended to suppress the occurrence of shocks and abnormal noises that may occur when an internal combustion engine is started or stopped.

  In order to achieve the above object, the vehicle drive device, the power output device including the vehicle drive device, and the control method thereof according to the present invention employ the following means.

The vehicle drive device of the present invention includes:
A vehicle drive device connected to an internal combustion engine,
Power input / output means capable of inputting / outputting power to / from the internal combustion engine using a reaction force on the drive shaft side connected to the axle;
An electric motor capable of inputting and outputting power to the drive shaft;
Fixing means capable of fixing the drive shaft by outputting a braking force due to friction directly or indirectly to the drive shaft;
The drive shaft is fixed when the start or stop of the internal combustion engine is instructed while the vehicle is stopped when the output of torque for receiving the reaction force generated on the drive shaft is limited by the electric motor. And a start / stop control means for driving and controlling the internal combustion engine and the power input / output means so that the internal combustion engine is started or stopped after the drive shaft is fixed. Is the gist.

  In the vehicle drive device of the present invention, the internal combustion engine is in a state where the vehicle is stopped when the output of the torque for receiving the reaction force generated in the drive shaft is restricted by the electric motor capable of inputting / outputting power to / from the drive shaft. When it is instructed to start or stop the motor, the driving shaft is fixed by driving the fixing means capable of fixing the driving shaft by outputting the braking force by friction directly or indirectly to the driving shaft so that the driving shaft is fixed. Thereafter, the internal combustion engine and the power input / output means are driven and controlled so that the internal combustion engine is started or stopped. Therefore, it is possible to suppress the occurrence of shock and abnormal noise that may occur when the internal combustion engine is started or stopped.

  In such a vehicle drive device of the present invention, the start / stop control means instructs the start or stop of the internal combustion engine when the output of torque for receiving the reaction force generated on the drive shaft by the electric motor is not limited. When this is done, the internal combustion engine, the power input / output means, and the electric motor are driven and controlled so that the internal combustion engine is started or stopped while outputting the torque for receiving the reaction force from the electric motor. You can also.

  Further, in the vehicle drive device of the present invention, the start / stop control means is in a state where the vehicle is not stopped when the output of torque for receiving the reaction force generated on the drive shaft by the electric motor is limited. When the start or stop of the internal combustion engine is instructed, it is possible to limit the start or stop of the internal combustion engine until the vehicle stops regardless of the instruction. Here, “restricting start or stop of the internal combustion engine” includes prohibition of start or stop of the internal combustion engine.

  Furthermore, in the vehicle drive device of the present invention, when the output of torque for receiving the reaction force generated on the drive shaft is limited by the electric motor, when the operator performs a shift operation to the N range or the P range, or It can also be a time when an abnormality occurs in the electric motor.

  The vehicle drive device according to the present invention further includes a state determination unit that determines a state of the fixing unit, and the start / stop control unit is configured to perform the operation regardless of the instruction when the state of the fixing unit is not normal. It may be a means for limiting the start or stop of the internal combustion engine. In this way, it is possible to prevent the internal combustion engine from starting and stopping when the fixing means is not in a normal state. Here, “restricting start or stop of the internal combustion engine” includes prohibition of start or stop of the internal combustion engine.

  In the vehicle drive device according to the present invention, the fixing means includes means for transmitting power between the rotating shaft of the electric motor and the driving shaft and fixing the driving shaft. It can also be.

  In the vehicle drive device of the present invention, the power transmission means is means for transmitting power between the rotating shaft of the electric motor and the drive shaft with at least two speeds. You can also. In this aspect of the vehicle drive device of the present invention, the power transmission means is composed of two rotating elements connected to the rotating shaft of the electric motor and the driving shaft, respectively, and rotating elements different from the two rotating elements. And at least two engaging means each having at least two rotating elements attached thereto, and when the number of rotations of any two of these rotating elements is determined, the number of rotations of the remaining rotating elements is determined. , By selectively engaging any one of the at least two engaging means, power is transmitted between the rotating shaft of the electric motor and the driving shaft with the at least two speeds, and the at least two The drive shaft may be fixed by engaging two of the two engagement means. In this aspect of the vehicle drive device of the present invention, the power transmission means may be formed by a planetary gear mechanism.

  In the vehicle drive device of the present invention, the fixing means may include a brake mechanism capable of outputting a braking force directly or indirectly to the drive shaft based on an operation of a brake pedal. it can.

  In the vehicle drive device of the present invention, the power input / output means is connected to three axes of the output shaft, the drive shaft, and the third rotating shaft of the internal combustion engine, and any two of the three shafts are connected. A three-axis power input / output means for determining the power input / output to / from the remaining one shaft when the input / output power is determined; and a generator capable of inputting / outputting power to / from the third rotating shaft. The power input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft. Further, it may be a counter-rotor motor that relatively rotationally drives the first rotor and the second rotor based on electromagnetic action.

  In the present invention, in addition to the above-described aspect of the vehicle drive device, an aspect of a power output device including an internal combustion engine and the vehicle drive device according to any one of the above-described aspects may be employed.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine; power input / output means capable of inputting / outputting power to / from the internal combustion engine using a reaction force on the drive shaft side connected to the axle; an electric motor capable of inputting / outputting power to / from the drive shaft; and the drive shaft And a fixing means capable of fixing the drive shaft by outputting a braking force due to friction directly or indirectly to a power output device control method comprising:
When the start or stop of the internal combustion engine is instructed while the vehicle is stopped when the output of torque for receiving the reaction force generated on the drive shaft is limited by the electric motor,
(A) driving and controlling the fixing means so that the driving shaft is fixed;
(B) The gist is to drive and control the internal combustion engine and the power input / output means so that the internal combustion engine is started or stopped after the drive shaft is fixed.

  According to the control method of the power output apparatus of the present invention, the vehicle is stopped when the output of torque for receiving the reaction force generated in the drive shaft is limited by the electric motor capable of inputting / outputting power to / from the drive shaft. When the start or stop of the internal combustion engine is instructed, the fixing means capable of fixing the driving shaft is driven and controlled by outputting a braking force by friction directly or indirectly to the driving shaft so that the driving shaft is fixed. The internal combustion engine and the power input / output means are driven and controlled so that the internal combustion engine is started or stopped after the shaft is fixed. Therefore, it is possible to suppress the occurrence of shock and abnormal noise that may occur when the internal combustion engine is started or stopped.

  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 equipped with a power output apparatus 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 power distribution and integration mechanism 30 via a transmission 60, and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

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

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the transmission 60 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the ring gear shaft 32a to the drive wheels 39a and 39b via the gear mechanism 36 and the differential gear 38.

  The gear mechanism 36 is provided with a parking lock mechanism 90 including a parking gear 92 attached to the final gear 37 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. . The parking lock pole 94 moves up and down by driving an actuator (not shown) driven by the hybrid electronic control unit 70 to which an operation signal to the P range of the shift lever 81 or a release signal from the P range is input. The parking lock and the release thereof are performed by meshing with the mesh 92 and releasing the mesh. Since the final gear 37 is mechanically connected to a ring gear shaft 32a as a drive shaft, the parking lock mechanism 90 indirectly locks the ring gear shaft 32a as a drive shaft.

  Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG 1 and MG 2 is supplied to another motor. It can be consumed at. Therefore, battery 50 is charged / discharged by electric power generated from motors MG1 and MG2 or insufficient electric power. Note that the battery 50 is not charged / discharged if the electric power balance is balanced by the motor MG1 and the motor MG2. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2 and the rotational speed Nr of the ring gear shaft 32a by a rotational speed calculation routine (not shown) based on signals input from the rotational position detection sensors 43 and 44. Yes. 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 transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the rotational speed of the rotating shaft 48 of the motor MG2 to two stages by connecting the both shafts to the ring gear shaft 32a. It is configured to communicate. An example of the configuration of the transmission 60 is shown in FIG. The transmission 60 shown in FIG. 2 includes a double-pinion planetary gear mechanism 60a, a single-pinion planetary gear mechanism 60b, and two brakes B1 and B2. The planetary gear mechanism 60a of a double pinion includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, a plurality of first pinion gears 63a meshing with the sun gear 61, and the first pinion gear 63a. A plurality of second pinion gears 63b that mesh with the one pinion gear 63a and mesh with the ring gear 62, and a carrier 64 that holds the plurality of first pinion gears 63a and the plurality of second pinion gears 63b so as to rotate and revolve freely. The sun gear 61 can be freely rotated or stopped by turning on and off the brake B1. The single-pinion planetary gear mechanism 60 b includes an external gear sun gear 65, an internal gear ring gear 66 disposed concentrically with the sun gear 65, and a plurality of pinion gears 67 that mesh with the sun gear 65 and mesh with the ring gear 66. And a carrier 68 that holds a plurality of pinion gears 67 so as to rotate and revolve. The sun gear 65 is connected to the rotating shaft 48 of the motor MG2, the carrier 68 is connected to the ring gear shaft 32a, and the ring gear 66 is braked. The rotation can be freely or stopped by turning on and off B2. The double pinion planetary gear mechanism 60a and the single pinion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively. The transmission 60 can disconnect the rotating shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes B1 and B2, and can turn off the brake B1 and turn on the brake B2 to turn on the rotating shaft 48 of the motor MG2. Is rotated at a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to turn the rotation shaft 48 of the motor MG2 off. The rotation is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter, this state is referred to as a Hi gear state). When the brakes B1 and B2 are both turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited. In the embodiment, the brakes B1 and B2 are turned on and off by adjusting the hydraulic pressure applied to the brakes B1 and B2 by driving a hydraulic actuator (not shown).

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature from the temperature sensor (not shown) attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 is provided with an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84 to be detected, the brake position BP from the brake pedal position sensor 86 to detect the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are input via the input port. ing. In addition, the hybrid electronic control unit 70 outputs a drive signal to an actuator (not shown) of the brakes B1 and B2 of the transmission 60 and an actuator (not shown) of a brake mechanism 89a and 89b that outputs a braking force to the drive wheels 39a and 39b. A drive signal is output. 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 communication ports, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. Is doing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the engine 22 is started and stopped will be described. FIG. 3 is a flowchart illustrating an example of a start control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed when the start of the engine 22 is instructed.

  When the start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first reads the shift position SP from the shift position sensor 82 (step S100), and when the read shift position SP is in the P range (step S102). 4) (step S104). When the shift position SP is in the N range (step S106), the N range operation start process illustrated in FIG. 5 is executed (step S106). S108) When the shift position SP is neither the P range nor the N range, that is, when the shift position SP is a travelable position such as the D range or the B range, the DB range operation start process illustrated in FIG. 6 is executed (step S110). This routine ends. Hereinafter, the P range operation start process in FIG. 4, the N range operation start process in FIG. 5, and the DB range operation start process in FIG. 6 will be described in order. When the shift lever 81 is operated to the P range, the hybrid electronic control unit 70 drives and controls an actuator (not shown) so as to lock the ring gear shaft 32a as the drive shaft by the meshing of the gear by the parking lock mechanism 90. When the shift lever 81 is operated to the N range, the shutdown command signal is output to the motor ECU 40 to receive the command signal so that the inverters 41 and 42 of the motors MG1 and MG2 are shut down (all the switching elements are turned off). The motor ECU 40 shuts down the inverters 41 and 42.

  In the P range operation start process of FIG. 4, first, the state of the brakes B1 and B2 is read (step S120), and it is determined whether or not the read state of the brakes B1 and B2 is a normal state (step S122). Here, the state of the brakes B1 and B2 is read by controlling the hydraulic pressure applied to the brakes B1 and B2 detected by a hydraulic sensor (not shown) after driving the actuator so that the brakes B1 and B2 are turned on. Each of the rotation speeds of the motor MG2 when a relatively small torque is output from the motor MG2 after the actuator is driven and controlled so that the brakes B1 and B2 are turned on (the slippage of the brakes B1 and B2). State) is input as the state of the brakes B1 and B2. Therefore, whether or not the brakes B1 and B2 are in the normal state is determined based on whether the hydraulic pressure acting on the brakes B1 and B2 is abnormal or the brakes B1 and B2 are slipping. Sometimes a negative determination is made. If it is determined that the brakes B1 and B2 are in the normal state, the actuator is driven and controlled so that both the brakes B1 and B2 are turned on (step S124). As a result, the rotation of the ring gear shaft 32a is prohibited and locked. Thereafter, the motor MG1 is driven and controlled so that the engine 22 is cranked by the motor MG1 (step S126), the fuel injection control and the ignition control of the engine 22 are started (step S128), and waits until the engine 22 completes explosion. (Step S130). When the engine 22 is completely detonated, a process of returning the brakes B1, B2 that are both turned on to the original state is performed (steps S132, S134), and the process is terminated. As a result, the engine 22 can be cranked and started by the motor MG1 while taking on the reaction force generated in the ring gear shaft 32a by the locking of the ring gear shaft 32a by the brakes B1 and B2. On the other hand, if it is determined in step S122 that the state of the brakes B1 and B2 is not normal, the motor MG1 is driven and controlled so that the engine 22 is cranked without turning on the brakes B1 and B2 (step S126). ) Fuel injection control and ignition control of the engine 22 are started (step S128), and when the engine 22 is completely detonated (step S130), the process is terminated. In this case, the engine 22 is cranked while taking charge of the reaction force generated in the ring gear shaft 32a by the parking lock mechanism 90. Therefore, a gear hitting sound of the parking lock mechanism 90 may occur during the cranking.

  In the N range operation start process of FIG. 5, first, the vehicle speed V from the vehicle speed sensor 88 is read (step S140), and it is determined whether or not the read vehicle speed V has a value of 0, that is, whether or not the vehicle is stopped. At the same time (step S142), the state of the brakes B1 and B2 is read (step S144), and it is determined whether or not the state of the read brakes B1 and B2 is a normal state (step S146). When it is determined that the vehicle speed V is not 0, or when it is determined that the state of the brakes B1 and B2 is not normal, either the motor MG2 in which the inverter 42 is shut down or the brakes B1 and B2 of the transmission 60 are used. In this state, when the engine 22 is cranked by the motor MG1, it is determined that a shock will occur in the vehicle, the start of the engine 22 is prohibited (step S148), and the process ends. On the other hand, when it is determined that the vehicle speed V is 0 and the brakes B1 and B2 are in the normal state, the actuator is driven and controlled so that both the brakes B1 and B2 are turned on (step S150). Thereafter, the shutdown of the inverter 41 on the motor MG1 side is released (step S152), the motor MG1 is driven and controlled to crank the engine 22 with the motor MG1 (step S154), and the fuel injection control and ignition control of the engine 22 are performed. Start (step S156) and wait for the engine 22 to complete explosion (step S158). When the engine 22 is completely detonated, the inverter 41 on the motor MG1 side is set to the shutdown state again (step S160), and the brakes B1 and B2 that are both turned on are returned to the original state (step S162). End the routine. As a result, the engine 22 can be cranked and started while ensuring that no driving force is output to the drive wheels 39a and 39b when the vehicle is stopped.

  In the DB range operation start process of FIG. 6, first, the state of the motor MG2 is read (step S170), and it is determined whether or not the read state of the motor MG2 is an abnormal state (step S172). The determination of the state of the motor MG2 can be performed based on, for example, the phase current applied to the motor MG2. When it is determined that the state of the motor MG2 is not an abnormal state, that is, normal, the motors MG1 and MG2 are driven and controlled to crank the engine 22 with the motor MG1 while receiving the reaction force with the motor MG2 (step S174). The fuel injection and ignition control of No. 22 are started (Step S176), and when the engine 22 is completely detonated (Step S178), the processing is ended as it is. As a result, the engine 22 is cranked while receiving the reaction force by the motor MG2 regardless of the vehicle speed V, so that the shock of the vehicle at the time of cranking can be suppressed. On the other hand, if it is determined in step S172 that the state of the motor MG2 is an abnormal state, next, the vehicle speed V is read (step S184), and it is determined whether or not the read vehicle speed V is 0 (step S184). S186), the state of the brakes B1 and B2 is read (step S188), and it is determined whether the state of the brakes B1 and B2 is the normal state of the brakes B1 and B2 (step S190). When it is determined that the vehicle speed V is not 0 or the brakes B1 and B2 are not in the normal state, neither the motor MG2 nor the brakes B1 and B2 of the transmission 60 are responsible for the reaction force. If the engine 22 is cranked in this state, it is determined that a shock will occur in the vehicle, the start of the engine 22 is prohibited (step S192), and the process is terminated. On the other hand, if it is determined that the vehicle speed V is 0 and the brakes B1 and B2 are in the normal state, the actuator is driven and controlled so that both the brakes B1 and B2 are turned on (step S194). Then, the motor MG1 is driven and controlled so that the engine 22 is cranked by the motor MG1 (step S196), the fuel injection control and the ignition control of the engine 22 are started (step S176), and the engine 22 waits until the engine 22 is completely detonated (step S176). Step S178). When the engine 22 is completely detonated, the brakes B1 and B2 that are both ON are returned to their original states (steps S180 and S182), and the process is terminated. As a result, even when an abnormality occurs in the motor MG2 and the motor MG1 cannot take over the reaction force when the engine 22 is cranked, the engine 22 takes over the reaction force by the brakes B1 and B2 of the transmission 60 when the vehicle is stopped. Cranking can be started.

  Next, an operation when the engine 22 is stopped will be described. FIG. 7 is a flowchart illustrating an example of a stop control routine executed by the hybrid electronic control unit 70 of the hybrid vehicle 20 according to the embodiment. This routine is executed when an instruction to stop the engine 22 is given.

  When the stop control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first reads the shift position SP from the shift position sensor 82 (step S200), and when the read shift position SP is in the P range (step S202). 8) (step S204). When the shift position SP is in the N range (step S206), the N range operation stop process illustrated in FIG. 9 is executed (step S204). S208) When the shift position SP is neither the P range nor the N range, that is, when the shift position SP is a travelable position such as the D range or the B range, the DB range operation stop process illustrated in FIG. 10 is executed (step S210). This routine ends. Hereinafter, the P range operation stop process of FIG. 8, the N range operation stop process of FIG. 9, and the DB range stop process of FIG. 10 will be described in order.

  In the P range operation stop process of FIG. 8, the CPU 72 of the hybrid electronic control unit 70 first reads the state of the brakes B1 and B2 (step S220), and whether the read state of the brakes B1 and B2 is normal. It is determined whether or not (step S222). If it is determined that the state of the brakes B1 and B2 is normal, both the brakes B1 and B2 are turned on to lock the rotation of the ring gear shaft 32a (step S224), and fuel injection control and ignition control of the engine 22 are performed. Is stopped (step S226), the motor MG1 is driven and controlled so that the brake torque is output from the motor MG1 (step S228), and the process waits until the engine 22 stops (step S230). When the engine 22 is stopped, a process for returning the brakes B1, B2 that are both ON to the original state is performed (steps S232, S234), and the process is terminated. As a result, the rotational speed region of the engine 22 that causes a resonance phenomenon can be quickly passed, so that the engine MG1 does not output brake torque from the motor MG1 and waits for the engine 22 to stop. The vibration at the time of a stop can be made small. On the other hand, if it is determined in step S222 that the state of the brakes B1 and B2 is not normal, the fuel injection control and ignition control of the engine 22 are stopped as they are (step S226), and the brake torque is output from the motor MG1. The motor MG1 is driven and controlled (step S228), and when the engine 22 is stopped (step S230), the process is terminated. In this case, the brake torque is output to the engine 22 while taking the reaction force generated in the ring gear shaft 32 a by the parking lock mechanism 90. Therefore, when the brake torque is output, a hitting sound of the parking lock mechanism 90 may occur.

  In the N-range operation stop process of FIG. 9, first, the vehicle speed V from the vehicle speed sensor 88 is read (step S240), and it is determined whether or not the read vehicle speed V has a value of 0, that is, whether or not the vehicle is stopped. At the same time (step S242), the state of the brakes B1 and B2 is read (step S244), and it is determined whether or not the state of the read brakes B1 and B2 is a normal state (step S246). When it is determined that the vehicle speed V is not 0, or when the state of the brakes B1 and B2 is not normal, either the motor MG2 in which the inverter 42 is shut down or the brakes B1 and B2 of the transmission 60 are used. It is determined that the reaction force cannot be handled, the fuel injection control and the ignition control of the engine 22 are stopped (step S248), and the process waits until the engine 22 stops (step S250). Exit. In this case, since the process waits until the engine 22 naturally stops after stopping the fuel injection control and the ignition control, vibration due to the occurrence of a resonance phenomenon may occur when the engine 22 is stopped. On the other hand, when the vehicle speed V is determined to be 0 and the brakes B1 and B2 are determined to be in the normal state, both the brakes B1 and B2 are turned on so that the rotation of the ring gear shaft 32a is locked (step S258) After releasing the shutdown of the inverter 41 on the motor MG1 side (step S260), the fuel injection control and the ignition control of the engine 22 are stopped (step S262), and the brake torque is output from the motor MG1 to the engine 22. The motor MG1 is driven and controlled (step S264), and the process waits until the engine 22 stops (step S250). When the engine 22 stops, the inverter 41 on the motor MG1 side is set to the shutdown state again (steps S252 and S254), and the brakes B1 and B2 that are both turned on are returned to the original state (step S256). The process ends. As a result, the engine 22 can be stopped by quickly passing through a region of the number of revolutions at which a resonance phenomenon can occur while ensuring that no driving force is output to the driving wheels 39a and 39b when the vehicle is stopped.

  In the DB range operation stop process in FIG. 10, first, the state of the motor MG2 is read (step S270), and it is determined whether or not the read state of the motor MG2 is an abnormal state (step S272). If it is determined that the state of the motor MG2 is not abnormal, that is, normal, the fuel injection control and ignition control of the engine 22 are stopped (step S274), and the motor MG1 transfers the reaction force to the engine 22 from the motor MG2. The motors MG1 and MG2 are driven and controlled so that the brake torque is output (step S276). When the engine 22 is stopped (step S278), the process is terminated. As a result, the brake torque is output from the motor MG1 to the engine 22 while receiving the reaction force from the motor MG2 regardless of the vehicle speed V, so that the engine 22 is stopped by quickly passing through the region of the rotational speed at which the resonance phenomenon can occur. Can do. On the other hand, if it is determined that an abnormality has occurred in the motor MG2, the vehicle speed V is read (step S284), it is determined whether the read vehicle speed V is 0 (step S286), and the brakes B1, B2 Is read (step S288), and it is determined whether or not the brakes B1 and B2 are in the normal state (step S290). When it is determined that the vehicle speed V is not 0 or the brakes B1 and B2 are not in the normal state, both the motor MG2 and the brakes B1 and B2 of the transmission 60 are in an abnormal state and the motor MG1 It is determined that the reaction force generated in the ring gear shaft 32a cannot be handled with respect to the output of the brake torque of the engine, the fuel injection control and the ignition control of the engine 22 are stopped (step S292), and the engine 22 rotates naturally. Waiting for the stop (step S278), the process ends when the engine 22 stops. On the other hand, when the vehicle speed V is determined to be 0 and the brakes B1 and B2 are determined to be in the normal state, both the brakes B1 and B2 are turned on so that the rotation of the ring gear shaft 32a is locked (step S294). ) After stopping the fuel injection control and ignition control of the engine 22 (step S296), the motor MG1 is driven and controlled so that the brake torque is output from the motor MG1 to the engine 22 (step S298), and the engine 22 is stopped. (Step S278), the brakes B1 and B2 that are both turned on are returned to their original states (Steps S280 and S282), and the process is terminated. As a result, the engine 22 can be stopped by quickly passing through a region of the number of revolutions at which a resonance phenomenon can occur when the vehicle is stopped.

  According to the hybrid vehicle 20 of the embodiment described above, the motor is used during cranking when the start of the engine 22 is instructed, the shift lever 81 is in the P range or N range, or when the motor MG2 is abnormal. When the reaction force generated on the drive shaft (ring gear shaft 32a) cannot be handled by MG2, the brakes B1 and B2 of the transmission 60 are both turned on in the stopped state to lock the rotation of the ring gear shaft 32a, and then the motor MG1 Crank 22 and start. Accordingly, the engine 22 can be cranked by the motor MG1 while taking the reaction force generated in the ring gear shaft 32a by the brakes B1 and B2 of the transmission 60 without using the motor MG2, and therefore the reaction force can be taken by the motor MG2. The shock and vibration at the start of the engine 22 when it is not possible can be suppressed. Moreover, when the shift lever 81 is in the N range and is not in a stopped state, the engine 22 is prohibited from starting until the vehicle stops, so that the engine 22 is cranked in a state in which the motor MG2 or the transmission 60 cannot handle the reaction force. Can be prevented. Further, since the engine 22 is prohibited from starting even when the brakes B1 and B2 are not in a normal state, the engine 22 is prevented from being cranked when the brakes B1 and B2 are not normally turned on. Can do. Of course, when there is no abnormality in the motor MG2 at a position where the shift lever 81 can travel, the engine 22 can be cranked and started by the motor MG1 while taking the reaction force from the motor MG2.

  Further, according to the hybrid vehicle 20 of the embodiment, when the stop of the engine 22 is instructed, the brake to the engine 22 is performed when the shift lever 81 is in the P range or the N range, or when the motor MG2 is abnormal. When the motor MG2 cannot handle the reaction force generated on the drive shaft (ring gear shaft 32a) when torque is output, both the brakes B1 and B2 of the transmission 60 are turned on and the rotation of the ring gear shaft 32a is locked while the vehicle is stopped. The motor MG1 outputs brake torque to the engine 22 to stop the engine 22. Accordingly, the engine 22 can be stopped by the motor MG1 while receiving the reaction force generated in the ring gear shaft 32a by the brakes B1 and B2 of the transmission 60 without using the motor MG2, and therefore, the rotational speed of the engine 22 causing the resonance phenomenon. Can pass through the area quickly. As a result, shock and vibration when the engine 22 is stopped can be suppressed. In addition, when the shift lever 81 is not in the N range and is not stopped, or when the brakes B1 and B2 are not in the normal state, the engine 22 is stopped without outputting the brake torque from the motor MG1, so the motor MG2 or It is possible to prevent the brake torque from being output from the motor MG1 in a state where the reaction force cannot be applied to the brakes B1 and B2 of the transmission 60. Of course, when there is no abnormality in the motor MG2 at a position where the shift lever 81 can travel, the engine 22 can be quickly stopped by outputting the brake torque from the motor MG1 while taking on the reaction force of the motor MG2.

  In the hybrid vehicle 20 of the embodiment, when the vehicle speed V is not 0 or the brakes B1 and B2 are in the state in step S248 of the stop process at the time of N range operation in FIG. 9 and step S292 of the stop process at the time of DB range operation in FIG. When the engine 22 is not in the normal state, the fuel injection control and the ignition control are stopped and the engine MG1 is waited for the stop of the engine 22 without outputting the brake torque. However, the stop of the engine 22 may be prohibited. .

  In the hybrid vehicle 20 of the embodiment, by turning on both the brakes B1 and B2 of the transmission 60, the rotation of the ring gear shaft 32a is locked and the reaction force on the ring gear shaft 32a side when the engine 22 is started or stopped is reduced. In addition to this, it is also possible to assist the locking of the ring gear shaft 32a by applying a braking force by the brake mechanisms 89a and 89b.

  The hybrid vehicle 20 according to the embodiment is applied to one that outputs power from the engine 22 to a ring gear shaft 32a as a drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 to which the motor MG1 is connected. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 11, the drive from which the power from the engine 22 is output to the inner rotor 132 and the drive wheels 39 a and 39 b connected to the crankshaft 26 of the engine 22. An outer rotor 134 connected to the shaft, which transmits a part of the power of the engine 22 to the drive shaft and outputs the remaining power to the drive wheels 39a and 39b via the counter-rotor motor 130 which converts the remaining power into electric power It is good also as what applies to.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus as one embodiment of the present invention. FIG. 3 is a configuration diagram showing an outline of a configuration of a transmission 60. It is a flowchart which shows an example of the starting control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of a starting process at the time of P range operation. It is a flowchart which shows an example of a starting process at the time of N range operation. It is a flowchart which shows an example of a starting process at the time of DB range operation. It is a flowchart which shows an example of the stop control routine performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is a flowchart which shows an example of a stop process at the time of P range operation. It is a flowchart which shows an example of a stop process at the time of N range operation. It is a flowchart which shows an example of a stop process at the time of DB range operation. 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, 24 electronic control unit (engine ECU) for engine, 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 36 Gear mechanism, 37 Final gear, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 48 Rotating shaft, 50 Battery, 52 Battery Electronic control unit (battery ECU), 54 power line, 60 transmission, 60a planetary gear mechanism of double pinion, 60b planetary gear mechanism of single pinion, 61 sun gear, 62 ring gear, 63a first pinion gear, 6 3b Second pinion gear, 64 carrier, 65 sun gear, 66 ring gear, 67 pinion gear, 68 carrier, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 89a, 89b Brake mechanism, 90 Parking brake mechanism, 92 Parking gear, 94 Parking lock pole, 130 Counter rotor motor, 132 Inner Rotor, 134 outer rotor, MG1, MG2 motor, B1, B2 brake.

Claims (12)

A vehicle drive device connected to an internal combustion engine,
Power input / output means capable of inputting / outputting power to / from the internal combustion engine using a reaction force on the drive shaft side connected to the axle;
An electric motor capable of inputting and outputting power to the drive shaft;
Fixing means capable of fixing the drive shaft by outputting a braking force due to friction directly or indirectly to the drive shaft;
When the output of torque for receiving the reaction force generated on the drive shaft by the electric motor is not restricted, when the start or stop of the internal combustion engine is instructed, the internal combustion engine outputs torque for receiving the reaction force from the electric motor. The internal combustion engine, the power input / output means, and the electric motor are controlled to be started or stopped, and the vehicle is stopped when the output of torque for receiving the reaction force generated on the drive shaft by the electric motor is limited. When the start or stop of the internal combustion engine is instructed in a running state, the fixing means is driven and controlled so that the drive shaft is fixed, and the internal combustion engine is started or stopped after the drive shaft is fixed. A vehicle drive device comprising: a start / stop control means for drivingly controlling the internal combustion engine and the power input / output means.   When the start / stop control means is instructed to start or stop the internal combustion engine when the vehicle is not stopped when the output of torque for receiving the reaction force generated on the drive shaft is restricted by the electric motor 2. The drive device for a vehicle according to claim 1, which is means for limiting start or stop of the internal combustion engine until the vehicle stops regardless of the instruction. A vehicle drive device according to claim 1 or 2,
A transmission interposed between the rotating shaft of the electric motor and the drive shaft;
When the output of the torque receiving a reaction force generated in the drive shaft by the electric motor is restricted, Ru Tokidea an abnormality or the motor when shifted operated to the N range or P range is caused by the operator
Drive the car write. The vehicle drive device according to any one of claims 1 to 3,
Comprising a state determining means for determining the state of the fixing means;
The start / stop control means is a means for restricting start or stop of the internal combustion engine regardless of the instruction when the fixing means is not in a normal state.   The vehicle according to any one of claims 1 to 4, wherein the fixing means includes power transmission means capable of transmitting power between the rotating shaft of the electric motor and the drive shaft and fixing the drive shaft. Drive device.   6. The vehicle drive device according to claim 5, wherein the power transmission means is means for transmitting power between the rotating shaft of the electric motor and the drive shaft with at least two shift stages. The power transmission means includes two rotating elements to which the rotating shaft and the driving shaft of the electric motor are respectively connected, and rotating elements different from the two rotating elements, and at least two engaging means are respectively attached. At least two rotating elements, and when any two of these rotating elements are determined, the remaining rotating elements are determined, and any one of the at least two engaging means. Is selectively engaged to transmit power between the rotating shaft of the motor and the drive shaft with the at least two speeds, and to engage two of the at least two engaging means. The vehicle drive device according to claim 6, wherein the drive shaft is fixed to the vehicle.   The vehicle drive device according to claim 7, wherein the power transmission means is formed by a planetary gear mechanism.   The vehicle drive device according to any one of claims 1 to 8, wherein the fixing means includes a brake mechanism capable of outputting a braking force directly or indirectly to the drive shaft based on an operation of a brake pedal. .   The power input / output means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and a third rotating shaft, and when power to be input / output to any two of the three shafts is determined. 10. A means comprising: a three-axis power input / output means for determining power input / output to / from the remaining one shaft; and a generator capable of inputting / outputting power to / from the third rotating shaft. The drive device for vehicles of Claim 1.   The power input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first input / output means is based on the electromagnetic action. 10. The vehicle drive device according to claim 1, wherein the motor is a counter-rotor electric motor that relatively rotationally drives the second rotor and the second rotor. 11.   A power output apparatus comprising an internal combustion engine and the vehicle drive device according to any one of claims 1 to 11.

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