JP4973256B2 - Vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent a power shaft from being rotated in such a state that the power shaft is separated from a driving shaft in a vehicle equipped with an internal combustion engine, a planetary gear mechanism to which an output shaft and the power shaft of the internal combustion engine are connected, a generator connected to the planetary gear mechanism, a motor connected to the power shaft, and a transmission connected to the power shaft and the driving shaft. <P>SOLUTION: In such a state that a shift lever is set to a parking position, and an engine is operated, in a normal state (F1=1), the power shaft is locked by a motor, and the engine and the generator are controlled so that the engine can be operated with the target number of revolutions Ne* and target torque Te* (S120 to S160), and when the power shaft is not locked by the motor (F1=0), the engine is independently operated with the predetermined number of revolutions Nidel, and the target number of revolutions Nm1* is set so that the power shaft can be prevented from being rotated on the basis of the number of revolutions Nidle, and the engine and the generator are controlled so that the generator can be rotated with the target number of revolutions Nm1* (S170 to S190). <P>COPYRIGHT: (C)2008,JPO&amp;INPIT

Description

  The present invention relates to an internal combustion engine, connected to a power shaft and connected to an output shaft of the internal combustion engine so as to be able to rotate independently of the power shaft. Electric power input / output means capable of inputting / outputting power to / from the output shaft, an electric motor for inputting / outputting power to / from the power shaft, transmission of power between both shafts connected to the power shaft and the axle side, and transmission of the transmission The present invention relates to a vehicle including a power transmission unit that can be released and a control method thereof.

Conventionally, this type of vehicle includes an engine, a planetary gear mechanism in which a carrier is connected to the output shaft of the engine and a ring gear is connected to the axle side, a first motor connected to a sun gear of the planetary gear mechanism, A device including a second motor that inputs and outputs power to the ring gear has been proposed (see, for example, Patent Document 1). In this vehicle, when the engine is started or stopped when the vehicle is stopped, the second motor is controlled so that the ring gear is fixed by the second motor, and the engine is cranked or stopped while the ring gear is fixed. By controlling the first motor, the vehicle is prevented from being shocked or shaken when the engine is started or stopped.
JP 2006-81324 A

  By the way, in a vehicle having a transmission between the ring gear of the planetary gear mechanism and the axle in addition to the above-described configuration, when the shift lever is operated to the parking position, the driving wheel is normally locked and the transmission causes the ring gear to be locked. Is separated from the axle side and becomes free. Since the torque output from the first motor is accompanied by the torque output to the ring gear side, the ring gear may rotate due to the torque from the first motor when the ring gear is free. Therefore, in order to prevent the ring gear from rotating, it can be considered that the ring gear is fixed by the second motor as described above. However, when the ring gear cannot be fixed by the second motor for some reason, Rotation cannot be suppressed.

  A vehicle and a control method thereof according to the present invention are provided in a vehicle provided with power transmission means capable of transmitting and receiving power between an electric power input / output means and a power shaft that receives and outputs power from an electric motor and an axle side, and parking. It is an object of the present invention to appropriately cope with this even when the rotation of the power shaft cannot be suppressed by the electric motor in a state where the transmission of power between the power shaft and the axle side is interrupted by the shift operation.

  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;
Connected to the power shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the power shaft. Power is input to the power shaft and the output shaft with input and output of electric power and power. Power power input / output means capable of output;
An electric motor that inputs and outputs power to the power shaft;
Power transmission means connected to the power shaft and the axle side, capable of transmitting power between both shafts and releasing the transmission;
When the transmission of power between the power shaft and the axle side is released by shifting to the parking position, the motor is controlled so that rotation of the power shaft is normally suppressed by the motor, and the motor Control means for controlling the power motive power input / output means so that the rotation of the power shaft is restrained with the input / output of power from the power motive power input / output means in an abnormal time when the rotation of the power shaft cannot be suppressed. The gist is to provide and.

  In the vehicle of the present invention, when the transmission of the power between the power shaft and the axle side is released by shifting to the parking position, the motor is controlled so that the rotation of the power shaft is normally suppressed by the motor. The power power input / output means is controlled so that the rotation of the power shaft is suppressed with the input / output of power from the power power input / output means in the non-normal time during which the rotation of the power shaft cannot be suppressed. As a result, even when the shift operation to the parking position is performed and the transmission of power between the power shaft and the axle side is released, the rotation of the power shaft cannot be suppressed by the electric motor, and this can be appropriately dealt with.

  In such a vehicle of the present invention, the control means controls the internal combustion engine so that the internal combustion engine is operated independently when the non-normal time is reached while the internal combustion engine is being operated. It may be a means for controlling the power power input / output means so that the rotation of the power shaft is suppressed with the power input / output from the power power input / output means. In this way, it is possible to cope with an abnormal time during operation of the internal combustion engine.

  In the vehicle according to the present invention, the control means may be configured such that when the non-normal time is reached while the internal combustion engine is being cranked by the power power input / output means to start the internal combustion engine, The power motive power input / output means is controlled to stop cranking of the internal combustion engine and to suppress the rotation of the power shaft with the input / output of power from the power motive power input / output means. You can also. In this way, it is possible to cope with an abnormal time during cranking of the internal combustion engine.

  Furthermore, in the vehicle of the present invention, the control means outputs the driving force in the direction of stopping the rotation of the internal combustion engine from the power power input / output means in order to stop the operation of the internal combustion engine. When the normal time comes, the output of the driving force in the direction of stopping the rotation of the internal combustion engine is stopped and the rotation of the drive shaft is suppressed with the input / output of power from the power power input / output means. It may be a means for controlling the power drive input / output means. In this way, it is possible to cope with the non-normal time during which the driving force is being output in the direction of stopping the rotation of the internal combustion engine from the power power input / output means.

  The vehicle according to the present invention further includes a rotational speed detection means for detecting the rotational speed of the power shaft, and the control means has a value 0 for the rotational speed of the power shaft detected by the rotational speed detection means in the non-normal time. It can also be a means for controlling the electric power drive input / output means so as to be within a predetermined rotational speed range. In this case, the control means is configured so that, in the non-normal time, the target driving force of the power motive power input / output means in a direction in which a deviation between the rotational speed of the power shaft detected by the rotational speed detection means and the predetermined rotational speed is canceled out. And a means for controlling the electric power drive input / output means with the set target driving force.

  In the vehicle according to the aspect of the invention, the control unit may be a unit that performs control as the non-normal time when an abnormality occurs in an electric motor drive system including the electric motor.

  The vehicle according to the present invention further includes a rotation speed detection means for detecting the rotation speed of the power shaft, and the control means has a second predetermined value in which the rotation speed of the power shaft detected by the rotation speed detection means includes a value of zero. It may be a means for controlling as the non-normal time when it is not within the range of the rotation speed.

  In the vehicle of the present invention, the electric motor is an electric motor in which a rotor is connected to the power shaft, and the rotor can be rotationally driven by a rotating magnetic field of a stator, and power can be input to and output from the power shaft. The means may be means for controlling the electric motor so that the rotor does not rotate by fixing the direction of the magnetic field of the stator at the normal time. In this case, the electric motor is an AC synchronous motor, and the control means is a means for controlling the magnetic field direction of the stator to be fixed by applying a direct current to the electric motor in the normal time. It can also be.

  In the vehicle according to the present invention, the power power input / output means is connected to three axes of a generator for inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the power shaft. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining one axis based on power input / output to / from any one of the two axes.

  In the vehicle according to the aspect of the invention, the power transmission unit may be a transmission unit that performs transmission of power between the power shaft and the axle side with a change in a gear position.

The vehicle control method of the present invention includes:
An internal combustion engine, connected to the power shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the power shaft, and to the power shaft and the output shaft with input and output of electric power and power Electric power input / output means capable of inputting / outputting power, an electric motor for inputting / outputting power to / from the power shaft, and transmission of power between both shafts connected to the power shaft and the axle side and release of the transmission are possible. A vehicle control method comprising power transmission means,
When the transmission of power between the power shaft and the axle side is released by shifting to the parking position, the motor is controlled so that rotation of the power shaft is normally suppressed by the motor, and the motor The power power input / output means is controlled so that the rotation of the power shaft is suppressed with the input / output of power from the power power input / output means in the non-normal time in which the rotation of the power shaft cannot be suppressed. The gist.

  According to the vehicle control method of the present invention, when the transmission of power between the power shaft and the axle side is released by shifting to the parking position, the motor is controlled so that the rotation of the power shaft is normally suppressed by the motor. The power motive power input / output means is controlled so that the rotation of the power shaft is suppressed with the input / output of power from the power motive power input / output means in the non-normal time when the rotation of the power shaft cannot be suppressed by the electric motor. As a result, even when the shift operation to the parking position is performed and the transmission of power between the power shaft and the axle side is released, the rotation of the power shaft cannot be suppressed by the electric motor, and this can be appropriately dealt with.

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

  FIG. 1 is a block diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention, and FIG. 2 is a block diagram showing an outline of the configuration of an electric drive system centered on motors MG1 and MG2. 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 a ring gear shaft 32a serving as a power shaft connected to the power distribution and integration mechanism 30, and the driving wheels 39a, A transmission 60 that outputs to a drive shaft 36 connected to the motor 39b via a differential gear 38 and a hybrid electronic control unit 70 that controls 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, 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 a power shaft is connected to the ring gear 32. The motor MG1 is a generator. When the motor MG1 functions as a motor, the 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 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.

  A parking lock mechanism 90 comprising a parking gear 92 on the drive shaft 36 and a parking lock pole 94 that engages with the parking gear 92 and locks the drive shaft 36 in a stopped state is attached to the drive shaft 36. The parking lock pole 94 is driven by an actuator (not shown) by the hybrid electronic control unit 70 that receives an operation signal from another position of the shift lever 81 to the parking position (P position) or an operation signal from the P position to another position. It operates by being controlled, and engages with the parking gear 92 and releases the parking lock and releases it.

  As shown in FIGS. 1 and 2, each of 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, and is driven as a generator. In addition, 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. The inverters 41 and 42 are each composed of 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. ing. 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 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1, MG2, for example, the rotors 45a of the motors MG1, MG2 from the rotational position detection sensors 43, 44 attached to the rotors 45a, 46a of the motors MG1, MG2. , 46a, and phase currents Iu1, Iv1, Iu2 from current sensors 47U, 47V, 48U, 48V that detect phase currents flowing in the U-phase and V-phase of the three-phase coils of the motors MG1, 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 transmission 60 is configured to be able to transmit power accompanying a change in gear position between the ring gear shaft 32a as the power shaft and the drive shaft 36 and to release the connection between the ring gear shaft 32a and the drive shaft 36. Has been. An example of the configuration of the transmission 60 is shown in FIG. As shown in the figure, the transmission 60 includes a single-pinion planetary gear mechanism 62, 64, 66, two clutches C1, C2, and three brakes B1, B2, B3. The planetary gear mechanism 62 includes an external gear sun gear 62s, an internal gear ring gear 62r arranged concentrically with the sun gear 62s, a plurality of pinion gears 62p that mesh with the sun gear 62s and mesh with the ring gear 62r, and a plurality of pinion gears 62p. The pinion gear 62p rotates and revolves, and the sun gear 62s can be connected to or disconnected from the ring gear shaft 32a by turning on and off the clutch C2, and the brake B1 can be turned on and off. The rotation can be stopped or made free, and the carrier 62c can be stopped or made free by turning on and off the brake B2. The planetary gear mechanism 64 includes an external gear sun gear 64s, an internal gear ring gear 64r disposed concentrically with the sun gear 64s, a plurality of pinion gears 64p that mesh with the sun gear 64s and mesh with the ring gear 64r, and a plurality of pinion gears 64p. The pinion gear 64p rotates and revolves, and the sun gear 64s is connected to the sun gear 62s of the planetary gear mechanism 62, and the ring gear 64r is connected to or released from the ring gear shaft 32a by turning on and off the clutch C1. The carrier 64c is connected to the ring gear 62r of the planetary gear mechanism 62. The planetary gear mechanism 66 includes an external gear sun gear 66s, an internal gear ring gear 66r arranged concentrically with the sun gear 66s, a plurality of pinion gears 66p that mesh with the sun gear 66s and mesh with the ring gear 66r, and a plurality of pinion gears 66p. And a carrier 66c that holds the pinion gear 66p in a rotatable and revolving manner. The sun gear 66s is connected to the ring gear 64r of the planetary gear mechanism 64, and the ring gear 66r can stop or freely rotate by turning on and off the brake B3. The carrier 66c is connected to the ring gear 62r of the planetary gear mechanism 62, the carrier 64c of the planetary gear mechanism 64, and the drive shaft 36. The transmission 60 can disconnect the ring gear shaft 32a and the drive shaft 36 by turning off all of the clutches C1, C2 and the brakes B1, B2, B3, and can turn on the clutch C1 and the brake B3 as well as the clutch. By turning off C2 and brakes B1 and B2, the rotation of the ring gear shaft 32a is decelerated with a relatively large reduction ratio and transmitted to the drive shaft 36 (hereinafter this state is referred to as the first speed state), and the clutch C1 and By turning on the brake B2 and turning off the clutch C2 and the brakes B1 and B3, the rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the first speed and transmitted to the drive shaft 36 (hereinafter, this state is referred to as “the state”). 2nd speed state), by turning on the clutch C1 and the clutch B1 and turning off the clutch C2 and the brakes B2 and B3. The rotation of the ring gear shaft 32a is decelerated at a reduction ratio smaller than the second speed and transmitted to the drive shaft 36 (hereinafter this state is referred to as the third speed state), the clutches C1, C2 are turned on, and the clutches B1, B2, B3 Is turned off, the rotation of the ring gear shaft 32a is transmitted to the drive shaft 36 as it is (hereinafter this state is referred to as the fourth speed state). Further, the transmission 60 turns the clutch C2 and the brake B3 on and turns off the clutch C1 and the brakes B1 and B2, thereby reversing and decelerating the rotation of the ring gear shaft 32a and transmitting it to the drive shaft 36. (Hereafter, this state is called a reverse state). The clutches C1, C2 and the brakes B1, B2, B3 are turned on / off 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 Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The 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, drive signals to the clutches C1 and C2 of the transmission 60 and actuators (not shown) of the brakes B1, B2 and B3 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 hybrid electronic control unit 70 inputs an operation signal from another position of the shift lever 81 to the P position from the shift position sensor 82, the hybrid electronic control unit 70 performs the parking lock of the parking lock mechanism 90 and the two clutches C1 and C2 of the transmission 60. All of the three brakes B1, B2, B3 are turned off, and the ring gear shaft 32a and the drive shaft 36 are separated.

  The hybrid vehicle 20 of the embodiment configured in this way calculates the required torque to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver, and the required torque The transmission 60 is controlled so as to be in accordance with the speed of the vehicle and the vehicle speed V, and the required power corresponding to the torque according to the required torque and the speed of the transmission 60 is output to the ring gear shaft 32a. Operation of the motor 22, the motor MG1, and the motor MG2 is controlled. 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 (P position) will be described. FIG. 4 is a flowchart illustrating an example of a parking position operation control routine executed by the hybrid electronic control unit 70 according to the embodiment. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) when the shift lever 81 is set to the P position and the engine 22 is operating.

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first needs the control such as the rotational speed Ne of the engine 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the motor lock permission / rejection determination flag F1. A process of inputting data is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 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 based on the rotational positions θm1 and θm2 of the rotors 45a and 46a of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be input via communication. Further, the motor lock permission determination flag F1 is executed by the hybrid electronic control unit 70 in order to determine whether or not the lock of the ring gear shaft 32a by the motor MG2 is permitted. It is assumed that the one set by is input. 5, the shift position SP from the shift position sensor 82, the rotational speed Nm2 of the motor MG2, and the abnormality determination flag F2 of the motor MG2 are input (step S200), and the input shift position SP is input. Is a parking position (P position), whether the absolute value of the rotational speed Nm2 of the motor MG2 is less than a predetermined rotational speed Nm2ref, and whether the motor MG2 and the inverter 42 are normal (steps S210 to S230). ) When all of these determinations are affirmative, a value 1 is set to the motor lock permission / rejection determination flag F1 in order to permit the lock of the ring gear shaft 32a by the motor MG2 (step S240), and any of these determinations is negative. When the determination is correct, the ring gear shaft 32a is rotated by the motor MG2. Set the value 0 to the motor lock permission determination flag F1 to prohibit click (step S250), and terminates this routine. Here, the abnormality determination flag F2 of the motor MG2 is set by an abnormality determination routine (not shown) executed by the motor ECU 40 and is input from the motor ECU 40 by communication. The abnormality determination flag F2 is a flag for determining abnormality of the motor MG2 and the inverter 42 in which the ring gear shaft 32a cannot be locked by the motor MG2. For example, the abnormality determination flag F2 is attached to the periphery of the motor MG2 or the inverter 42. The value 1 is set when the motor temperature or inverter temperature detected by the temperature sensor that does not exceed the upper limit temperature, or when the phase currents Iu2 and Iv2 detected by the current sensors 48U and 48V exceed the normal range. Is done. The predetermined rotational speed Nm2ref is set in advance as an upper limit of the rotational speed Nm2 of the motor MG2 (the rotational speed Nr of the ring gear shaft 32a) that can lock the ring gear shaft 32a by the motor MG2.

  When the data is thus input, the value of the input motor lock permission determination flag F1 is checked (step S110). When the motor lock permission determination flag F1 is 1, it is determined that the lock of the ring gear shaft 32a by the motor MG2 is permitted. Then, a motor lock command is transmitted to the motor ECU 40 (step S120). The motor ECU 40 that has received the motor lock command performs switching control of the switching element of the inverter 42 so that the ring gear shaft 32a is locked by locking the rotor 46a of the motor MG2. An example of how the rotor 46a of the motor MG2 is locked is shown in FIG. As shown in the figure, by applying a direct current to two phases of the U phase, V phase, and W phase of the motor MG2, magnetic fields formed by these two phases (magnetic fields indicated by broken-line arrows in the figure) are changed. The combined fixed magnetic field is formed in the stator 46b, and the rotor 46a to which a permanent magnet is attached is attracted and locked to the fixed magnetic field.

  Subsequently, the engine required power Pe * to be output from the engine 22 is set (step S130), and the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set engine required power Pe * (step S130). S140). The engine required power Pe * is set based on the charge required power Pb * required for the battery 50 set from the accelerator opening Acc, the remaining capacity SOC, and the like. The target rotational speed Ne * and the target torque Te * of the engine 22 are set based on an operation line for efficiently operating the engine 22 and the engine required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Then, the target rotational speed Nm1 * of the motor MG1 is calculated by the following equation (1) using the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, and the calculated target rotational speed Nm1 * Based on the current rotational speed Nm1, a torque command Tm1 * as a torque to be output from the motor MG1 is calculated by the following equation (2) (step S150). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the shift lever 81 is outputting power from the engine 22 at the P position. 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 rotation speed Nr of the ring gear 32, which is a number Nm2, is shown. Equation (1) can be easily derived by considering the rotation speed Nm2 of the motor MG2 as 0 and using this alignment chart. A 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. As described above, when the torque Tm1 is output from the motor MG1 while the power is output from the engine 22, the torque (−Tm1 / ρ) acts on the ring gear shaft 32a, but the rotor 46a attached to the ring gear shaft 32a. Is locked by the motor MG2, the ring gear shaft 32a does not rotate. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ (1)
Tm1 * =-ρ / (1 + ρ) ・ Te * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Ne * and target torque Te * of the engine 22 and the torque command Tm1 * of the motor MG1 are thus set, the target rotational speed Ne * and the target torque Te * of the engine 22 are sent to the engine ECU 24 and the torque command of the motor MG1. Tm1 * is transmitted to the motor ECU 40 (step S160), and the drive 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 * performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. As for the control of the motor MG2, as described above, the motor ECU 40 that has received the motor lock command applies a direct current to two phases of the motor MG2 in order to lock the rotor 46a of the motor MG2. The switching control of the switching element of the inverter 42 is performed. Therefore, when the shift lever 81 is in the P position, the ring gear shaft 32a separated from the drive shaft 36 by the transmission 60 is locked by the motor MG2, and the engine 22 and the motor MG1 are controlled in this state.

  When the motor lock permission / rejection determination flag F1 is determined to be 0 in step S110, it is determined that the lock of the ring gear shaft 32a by the motor MG2 is prohibited, and the value 0 is set to the torque command Tm2 * to be output from the motor MG2. (Step S170), a predetermined rotation speed (for example, idling rotation speed such as 800 rpm or 1000 rpm) Nidle is set to the target rotation speed Ne * of the engine 22, and an independent operation command is issued so that the engine 22 operates independently at the predetermined rotation speed Nidle. This is transmitted to the engine ECU 24 (step S180), and the motor MG1 of the motor MG1 is expressed by the above-described equation (1) using the target rotational speed Ne * of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30 so that the ring gear shaft 32a does not rotate. Calculate the target speed Nm1 * and the calculated target speed Based on m1 * and the current rotational speed Nm1, a torque command Tm1 * as a torque to be output from the motor MG1 is calculated by the following equation (3) (step S190), and the set torque command Tm1 * of the motors MG1 and MG2 is calculated. , Tm2 * are transmitted to the motor ECU 40 (step S160), and this routine is terminated. The engine ECU 24 that has received the autonomous operation command performs fuel injection control and ignition control so that the engine 22 operates autonomously at a predetermined rotational speed Nidle. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 switches the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and no torque is output from the motor MG2. Control. The mechanical relationship between the rotational speed and torque of the rotating element of the power distribution and integration mechanism 30 when controlling the motor MG1 so that the ring gear shaft 32a does not rotate while the engine 22 is operating independently at a predetermined rotational speed Nidle. The alignment chart shown is shown in FIG. As shown in the figure, the ring gear shaft 32a can be prevented from rotating by controlling the motor MG1 so that the motor MG1 rotates at the target rotational speed Nm1 *. Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1 * so that the ring gear shaft 32a does not rotate while the engine 22 is operating independently at the predetermined rotation speed Nidle. In Expression (3), “k3” in the first term on the right side is the gain of the proportional term, and “k4” in the second term on the right side is the gain of the integral term.

  Tm1 * = k3 (Nm1 * -Nm1) + k4∫ (Nm1 * -Nm1) dt (3)

  Next, the operation of the hybrid vehicle 20 of the embodiment when a request for starting the engine 22 is made when the shift lever 81 is in the (parking position) P position will be described. FIG. 10 is a flowchart showing an example of a parking position start control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is executed when the shift lever 81 is in the P position and the engine 22 is requested to start.

  When the parking position start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the motor lock permission determination flag F1 set by the motor lock permission determination routine of FIG. 5 (step S300). Then, the value of the input motor lock permission / rejection determination flag F1 is checked (step S310). When the motor lock permission / rejection determination flag F1 is 1, the motor lock command is transmitted to the motor ECU 40 so that the ring gear shaft 32a is locked by the motor MG2 (step S320), and the rotational speed Ne of the engine 22 is input (step S330). The torque command Tm1 * of the motor MG1 is set based on the torque map at the start and the elapsed time t from the start of the engine 22, and the set torque command Tm1 * is transmitted to the motor ECU 40 (step S340). FIG. 11 shows an example of a torque map that is set in the torque command Tm1 * of the motor MG1 when the engine 22 is started, and an example of how the rotational speed Ne of the engine 22 changes. In the torque map of the embodiment, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is rapidly increased. Torque capable of stably cranking the engine 22 at the rotation speed Nref or higher at a time t12 after the rotation speed Ne of the engine 22 has passed the resonance rotation speed band or a time necessary for passing through the resonance rotation speed band. Is set to the torque command Tm1 * to reduce the power consumption and the reaction force on the ring gear shaft 32a as the drive shaft. Then, the torque command Tm1 * is set to 0 using rate processing from the time t13 when the rotational speed Ne of the engine 22 reaches the rotational speed Nref, and the torque for power generation is torqued from the time t15 when the complete explosion of the engine 22 is determined. Set to command Tm1 *. Here, the rotational speed Nref is the rotational speed at which the fuel injection control and the ignition control of the engine 22 are started. FIG. 12 is a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when cranking the engine 22 with the motor MG1. As shown in the figure, when torque Tm1 is output from the motor MG1 to crank the engine 22, torque (−Tm1 / ρ) acts on the ring gear shaft 32a via the power distribution and integration mechanism 30, but the ring gear shaft 32a Since it is locked by the motor MG2, when the engine 22 is cranked, the ring gear shaft 32a is not rotated by the torque Tm1 from the motor MG1.

  Then, it is determined whether or not the rotational speed Ne of the engine 22 is equal to or higher than the rotational speed Nref for starting the fuel injection control and the ignition control (step S350). Immediately after the cranking of the engine 22 is started, a negative determination is made, and then it is determined whether or not the engine 22 has completely exploded (step S370). Immediately after cranking the engine 22, a negative determination is made here and the process returns to step S300. When the engine 22 is cranked and the rotational speed Ne becomes equal to or higher than the rotational speed Nref, an instruction for fuel injection control and ignition control of the engine 22 is transmitted to the engine ECU 24 (step S360). The engine ECU 24 that has received an instruction to start fuel injection control or ignition control executes fuel injection control or ignition control in the engine 22. Then, when the processes of steps S300 to S360 are repeatedly executed and the engine 22 is completely exploded (step S370), this routine is finished.

  When it is determined in step S310 that the motor lock permission determination flag F1 is 0, it is determined that the ring gear shaft 32a is locked by the motor MG2, and when the ring gear shaft 32a is being locked by the motor MG2. A motor lock release command is transmitted to the motor ECU 40 so that the lock is released (steps S380 and S390). Receiving the motor lock release command, the motor ECU 40 releases the lock of the ring gear shaft 32a by the motor MG2. Then, the rotational speed Ne of the engine 22 is input (step S400), and it is determined whether or not the input rotational speed Ne of the engine 22 is a value 0 (step S410). This routine ends. If the motor lock permission / rejection determination flag F1 is determined to be 0 in step S310 before the cranking of the engine 22 is started, this routine is terminated without doing anything regardless of the start request. As described above, when torque Tm1 is output from motor MG1 to crank engine 22, torque (-Tm1 / ρ) acts on ring gear shaft 32a via power distribution and integration mechanism 30 (FIG. 12), when the motor lock permission / rejection determination flag F1 is 0, the motor MG2 cannot receive the torque acting on the ring gear shaft 32a.

  On the other hand, when it is determined in step S410 that the rotational speed Ne of the engine 22 is not 0, that is, when the motor lock permission / rejection determination flag F1 is determined to be 0 in step S310 during cranking of the engine 22, the engine 22 Is determined that the lock of the ring gear shaft 32a can no longer be maintained during cranking, and based on the input rotational speed Ne of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30, the following formula ( 4) The target rotational speed Nm1 * of the motor MG1 is calculated according to 4), and the torque command as the torque to be output from the motor MG1 according to the above-described formula (3) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1. Tm1 * is calculated and this torque command Tm1 * is transmitted to the motor ECU 40 (step S420), and step S36 is executed. When a fuel injection control or ignition control start instruction has already been transmitted to the engine ECU 24 (step S430), a fuel cut command is transmitted to the engine ECU 24 (step S440), and the process returns to step S400 to repeat the process. When the rotational speed Ne of 22 becomes 0 (step S410), this routine is finished. While the engine 22 is being cranked by the motor MG1, the dynamics of the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the lock of the ring gear shaft 32a by the motor MG2 cannot be maintained. A collinear diagram showing the relationship is shown in FIG. As shown in the figure, when the lock of the ring gear shaft 32a cannot be maintained while the engine 22 is being cranked, the cranking of the engine 22 by the motor MG1 is stopped, and the rotational speed Ne of the engine 22 is increased. Based on this, the target rotational speed Nm1 * of the motor MG1 is set so that the ring gear shaft 32a does not rotate, and the motor MG1 is controlled to rotate at this target rotational speed Nm1 *. When the cranking of the engine 22 is stopped, the rotational speed of the engine 22 changes toward a value of 0 due to friction, but the target rotational speed Nm1 * of the motor MG1 is calculated using Equation (4) based on the rotational speed Ne of the engine 22. Therefore, the rotation of the ring gear shaft 32a is suppressed even during the change in the rotational speed Ne of the engine 22 from when the cranking of the engine 22 is stopped until the engine 22 is stopped.

  Nm1 * = Ne ・ (1 + ρ) / ρ (4)

  When the motor lock permission / refusal determination flag F1 is determined to be 0 in step S310 of the parking position start control routine and the engine 22 is not started, steps S300, S310, The processing of S380 and S410 is repeatedly executed, that is, this routine is finished without doing anything, and the motor MG2 can lock the ring gear shaft 32a, and the motor lock permission / rejection determination flag F1 in the motor lock permission / rejection determination routine of FIG. When the value 1 is set to, the starting process of the engine 22 is started again. Further, when the engine 22 is started by executing the parking position start control routine, it is determined that the engine 22 is in operation, and the shift lever 81 is operated from the parking position to another position from the next time. The driving control routine at the parking position in FIG. 4 is executed until the driving is stopped.

  Next, the operation of the hybrid vehicle 20 of the embodiment when the stop request for the engine 22 is made while the parking position operation control routine of FIG. 4 is being executed will be described. FIG. 14 is a flowchart illustrating an example of a parking position stop control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is executed when the shift lever 81 is in the P position and the engine 22 is requested to stop.

  When the parking position stop control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits a fuel cut command to the engine ECU 24 (step S500). The engine ECU 24 that has received the fuel cut command stops fuel injection of a fuel injection valve (not shown) of the engine 22. Then, the motor lock permission determination flag F1 is input (step S510), the value of the input motor lock permission determination flag F1 is checked (step S520), and when the motor lock permission determination flag F1 is 1, the ring gear shaft by the motor MG2 is used. It is determined that the lock of 32a is permitted, a motor lock command is transmitted to the motor ECU 40 (step S530), the rotational speed Ne of the engine 22 is input (step S540), and based on the input rotational speed Ne of the engine 22 In order to stop the rotation of the engine 22, the torque command Tm1 * to be output from the motor MG1 is set and the set torque command Tm1 * is transmitted to the motor ECU 40 (step S550). Here, in the embodiment, the torque command Tm1 * is, as shown in an example of the relationship between the torque command Tm1 * of the motor MG1 when the operation of the engine 22 shown in FIG. The torque for suppressing the rotation of the engine 22 is set in the torque command Tm1 * until the rotation speed Ne of the rotation 22 reaches the rotation speed Nstp immediately before the stop, and the piston reaches the timing (time t21) when the rotation speed Ne reaches the rotation speed Nstp immediately before the stop. It is set to switch to the torque that holds FIG. 16 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the rotation of the engine 22 is stopped by the torque from the motor MG1. As shown in the drawing, the rotation of the engine 22 can be reduced by outputting the downward torque Tm1 of the S axis in the figure from the motor MG1. When torque Tm1 is output from motor MG1, torque (−Tm1 / ρ) acts on ring gear shaft 32a via power distribution and integration mechanism 30, but since ring gear shaft 32a is locked by motor MG2, it is output from motor MG1. The ring gear shaft 32a is not rotated by the torque Tm1 applied.

  Then, it is determined whether or not the rotational speed Ne of the engine 22 is 0 (step S560). Immediately after the torque Tm1 of the motor MG1 for stopping the rotation of the engine 22 is output, it is determined that the rotation speed Ne of the engine 22 is not 0, and the process returns to step S510 to repeat the process. When the rotation of the engine 22 is stopped and the rotation speed Ne of the engine 22 becomes 0 (step S560), this routine is finished.

  When it is determined in step S520 that the motor lock permission / rejection determination flag F1 is 0, a motor lock release command is transmitted to the motor ECU 40 so that the lock is released when the ring gear shaft 32a is being locked by the motor MG2. (Steps S570 and S580). Then, the rotational speed Ne of the engine 22 is input, and the target rotational speed Nm1 * of the motor MG1 is calculated by the above-described equation (4) based on the input rotational speed Ne of the engine 22 and the gear ratio ρ of the power distribution and integration mechanism 30. Based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1, the torque command Tm1 * as the torque to be output from the motor MG1 is calculated by the above formula (3), and the torque command Tm1 * is calculated. The processing to be transmitted to the motor ECU 40 is repeatedly executed until the rotational speed Ne of the engine 22 becomes 0, and this routine is finished (steps S590 to S610). FIG. 17 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the ring gear shaft 32a cannot be locked by the motor MG2 when the operation of the engine 22 is stopped. Show. As shown in the figure, the output of the torque Tm1 from the motor MG1 for stopping the rotation of the engine 22 is stopped, and the target rotational speed Nm1 * of the motor MG1 is prevented so that the ring gear shaft 32a does not rotate based on the rotational speed Ne of the engine 22. And the motor MG1 is controlled to rotate at the target rotational speed Nm1 *. In this case, the rotational speed of the engine 22 changes toward the value 0 due to friction, but the target rotational speed Nm1 * of the motor MG1 is calculated using the equation (4) based on the rotational speed Ne of the engine 22. The rotation of the ring gear shaft 32a is suppressed even while the rotation speed Ne of the engine 22 from when the output of the torque Tm1 of the motor MG1 for stopping the rotation of the engine 22 is stopped until the engine 22 is stopped is changed.

  According to the hybrid vehicle 20 of the embodiment described above, when the shift lever 81 is set to the parking position (P position) and the engine 22 is operated, the motor MG2 is operated when the motor lock permission / rejection determination flag F1 is 1. The motor MG2 is controlled so that the ring gear shaft 32a is locked. When the motor lock permission / rejection determination flag F1 is 0 and the motor MG2 cannot lock the ring gear shaft 32a, the engine 22 operates independently at a predetermined rotational speed Nidle and the ring gear. Since the motor MG1 is controlled so that the shaft 32a does not rotate, even when the motor MG2 cannot be locked by the ring gear shaft 32a during the operation of the engine 22, this can be appropriately dealt with. .

  Further, according to the hybrid vehicle 20 of the embodiment, when the shift lever 81 is set to the parking position (P position) and the engine 22 is requested to start, the motor MG2 is operated when the motor lock permission / rejection determination flag F1 is 1. When the motor MG1 and MG2 are controlled so that the engine 22 is cranked by the motor MG1 with the ring gear shaft 32a locked, and when the motor lock permission determination flag F1 is 0 and the ring gear shaft 32a cannot be locked by the motor MG2. Since the motor MG1 is controlled so that the cranking of the engine 22 by the motor MG1 is stopped and the ring gear shaft 32a is not rotated based on the rotational speed Ne of the engine 22, the ring gear shaft is driven by the motor MG2 when the engine 22 is requested to start. At 32a It is possible to properly deal with this even when that led to the state in which it is not possible to click.

  Further, according to the hybrid vehicle 20 of the embodiment, when the shift lever 81 is set to the parking position (P position) and the stop request for the engine 22 being operated is made, the motor lock permission determination flag F1 has the value 1. Sometimes, the motor MG1 is controlled so that the rotation of the engine 22 is stopped by the torque from the motor MG1 while the ring gear shaft 32a is locked by the motor MG2, and when the motor lock permission determination flag F1 is 0, the rotation of the engine 22 is stopped. Because the motor MG1 is controlled so that the ring gear shaft 32a does not rotate based on the rotational speed Ne of the engine 22 and the output of the torque Tm1 of the motor MG1 is stopped, the ring gear is driven by the motor MG2 when the engine 22 is requested to stop. The shaft 32a cannot be locked It is possible to properly deal with this even when that led to.

  In the hybrid vehicle 20 of the embodiment, the target rotational speed Nm1 * of the motor MG1 is calculated by the equation (1) based on the target rotational speed Ne * of the engine 22 in step S190 of the parking position operation control routine of FIG. However, the target rotational speed Nm1 * of the motor MG1 may be calculated by the equation (4) based on the current rotational speed Ne of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the ring gear shaft 32a is locked by the motor MG2 by applying a direct current to two phases of the phases of the motor MG2. However, the present invention is not limited to this, and the ring gear shaft 32a rotates. If the motor MG2 is to be controlled (so that the deviation between the rotational speed Nm2 of the motor MG2 and the rotational speed near 0) is controlled, for example, the torque command Tm2 * is set using the following equation (5) In addition, the motor MG2 may be controlled by the torque command Tm2 *.

  Tm2 * = Tm1 * / ρ + k5 (0-Nm2) + k6∫ (0-Nm2) dt (5)

  In the hybrid vehicle 20 of the embodiment, in step S190 of the parking position operation control routine of FIG. 4, step S420 of the parking position start control routine of FIG. 10, and step S600 of the parking position stop control routine of FIG. The torque command Tm1 * of the motor MG1 is set by feedback control using the integral term, and the torque command Tm1 * may be set by feedback control using only the proportional term. The torque command Tm1 * may be set by feedback control using a differential term, or the torque command Tm1 * may be set by feedback control using a proportional term, a differential term, and an integral term.

  In the hybrid vehicle 20 of the embodiment, the transmission 60 that can switch between four shift stages is used. However, the shift stage that can be switched is not limited to four stages, and may be two or three stages. Alternatively, it may be five or more stages.

  The hybrid vehicle 20 according to the embodiment includes a transmission 60 that transmits power with a change in gear between a ring gear shaft 32a as a power shaft and a drive shaft 36 connected to the drive wheels 39a and 39b. However, the transmission 60 is not limited to the transmission 60 as long as it can transmit and cut off the power between the ring gear shaft 32a and the drive shaft 36 when the shift lever is in the parking position. For example, both shafts are connected by a clutch or the like. It does n’t matter.

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the power shaft via the power distribution and integration mechanism 30, but as exemplified in the hybrid vehicle 120 of the modification of FIG. The inner rotor 132 connected to the crankshaft 26 of the engine 22 and the outer rotor 134 connected to the power shaft 32b are used to transmit a part of the power of the engine 22 to the power shaft 32b and use the remaining power as electric power. It is good also as providing the counter-rotor electric motor 130 converted into.

  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 the “internal combustion engine”, the combination of the power distribution and integration mechanism 30 and the motor MG1, and the anti-rotor motor 130 corresponds to “power power input / output means”, and the motor MG2 corresponds to the “motor”. Correspondingly, the transmission 60 corresponds to “power transmission means”, and when the shift lever 81 is in the parking position (P position) and the motor lock permission / rejection determination flag F1 is 1, the ring gear shaft is locked by the rotor 46a locked by the motor MG2. When the motor MG2 is controlled so that the motor 32 is locked, and when the motor lock permission determination flag F1 is 0 and the ring gear shaft 32a cannot be locked by the motor MG2, the rotation speed of the engine 22 is prevented so that the motor MG1 does not rotate the ring gear shaft 32a. Control motor MG1 by feedback control based on Ne A hybrid electronic control unit 70 and the engine ECU24 and the motor ECU40 corresponds to the "control means". Further, based on the rotational position detection sensor 44 and the rotational position θm2 of the rotor 46a of the motor MG2 detected by the rotational position detection sensor 44, a motor that calculates the rotational speed Nr of the ring gear shaft 32a, which is the rotational speed Nm2 of the motor MG2. The ECU 40 corresponds to “rotational speed detection means”. Further, the power distribution and integration mechanism 30 corresponds to “three-axis power input / output means”, and the motor MG1 corresponds to “generator”. 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 “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the anti-rotor motor 130, and is connected to the drive shaft connected to the axle. Any one is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and the output shaft with input and output of electric power and power. It does not matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to a power shaft. . 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. The “control means” controls the motor MG2 so that the ring gear shaft 32a is locked by the locking of the rotor 46a by the motor MG2 when the shift lever 81 is in the P position and the motor lock permission / rejection determination flag F1 is 1. When the motor lock permission determination flag F1 is 0 and the motor MG2 cannot lock the ring gear shaft 32a, the motor MG1 is controlled by feedback control based on the rotational speed Ne of the engine 22 so that the motor MG1 does not rotate the ring gear shaft 32a. The motor is controlled so that the rotation of the power shaft is normally suppressed by the motor when the transmission of the power between the power shaft and the axle side is released by shifting to the parking position. And the rotation of the power shaft is suppressed by the electric motor. As long as it controls the electric power-mechanical power input output means so as that rotation of the power shaft with a power output of from electric power-on non-normal unable is inhibited but may be any ones. 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. Or a differential gear such as a differential gear that is different from a planetary gear, such as a drive shaft, an output shaft, and a rotating shaft of a generator. As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device 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. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of vehicles other than a motor vehicle, and it is good also as a form of the control method of a vehicle.

  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 is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system including motors MG1 and MG2 and inverters 41 and 42. FIG. 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 driving control routine at the time of the parking position performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of a motor lock permission determination routine. It is explanatory drawing which shows an example of a mode that the rotor 46a of motor MG2 is locked. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, the target rotational speed Ne *, and the target torque Te * are set. FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the shift lever 81 is outputting power from the engine 22 at the P position. . It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of making the ring gear shaft 32a not rotate with the motor MG1. It is a flowchart which shows an example of the start control routine at the time of the parking position performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between torque instruction Tm1 * of motor MG1 at the time of starting the engine 22, and the rotation speed Ne of the engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of cranking the engine 22 with the motor MG1. While the engine 22 is being cranked by the motor MG1, the dynamics of the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the lock of the ring gear shaft 32a by the motor MG2 cannot be maintained. It is explanatory drawing which shows an example of the alignment chart which shows a relationship. It is a flowchart which shows an example of the parking position stop control routine performed by the hybrid electronic control unit 70 of the embodiment. It is explanatory drawing which shows an example of the relationship between torque instruction Tm1 * of motor MG1 at the time of carrying out operation stop of engine 22, and the rotation speed Ne of engine 22. It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship of the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 at the time of stopping rotation of the engine 22 with the torque from motor MG1. An example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the ring gear shaft 32a cannot be locked by the motor MG2 when the operation of the engine 22 is stopped is shown. It is explanatory drawing. 1 is a configuration diagram illustrating an outline of a configuration of a hybrid vehicle 120 according to an embodiment.

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 Drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 45a, 46a rotor, 45b, 46b stator, 47U, 47V , 48U, 48V current sensor, 50 battery, 51 temperature sensor, 52 electronic control unit (battery ECU) for battery, 54 power line, 60 transmission, 62, 64, 66 planetary gear mechanism, 62s, 64s , 66s sun gear, 62c, 64c, 66c carrier, 62r, 64r, 66r ring gear, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal , 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Parking lock mechanism, 92 Parking gear, 94 Parking lock pole, 130 Rotor motor, 132 Inner rotor, 134 Outer rotor, MG1, MG2 motor, T1-T12 transistor, D1-D12 diode, C1, C2 clutch, B1, B2, B3 brake.

Claims (12)

An internal combustion engine;
A generator that inputs and outputs power;
Connected to the output shaft of the internal combustion engine, the rotating shaft of the generator, and the power shaft, and inputs / outputs power to the remaining one shaft based on power input / output to any two of the three shafts. Three-axis power input / output means for
An electric motor that inputs and outputs power to the power shaft;
Power transmission means connected to the power shaft and the drive shaft on the axle side , capable of transmitting power between both shafts and releasing the transmission;
When the transmission of power between the power shaft and the drive shaft is released by shifting to the parking position, the motor is controlled so that the rotation of the power shaft is normally suppressed by the motor. vehicle and control means for controlling the generator so that the rotation of the power shaft with input and output power of the generator or we are suppressed in the non-normal state can not be suppressed rotation of the power shaft. The control means controls the operation of the internal combustion engine so that the internal combustion engine is operated independently when the non-normal time is reached while the internal combustion engine is being operated, and inputs power from the generator. vehicle according to claim 1 wherein the means for controlling the generator so that the rotation of the power shaft with the output can be suppressed. The control means stops the cranking of the internal combustion engine and stops the power generation when the non-normal time is reached while the internal combustion engine is being cranked by the generator to start the internal combustion engine. vehicle according to claim 1 or 2 wherein the means for controlling the generator so that the rotation of the power shaft with input and output power from the machine can be suppressed. The control means is configured to turn off the internal combustion engine when the non-normal time is output while outputting the driving force in the direction to stop the rotation of the internal combustion engine from the generator in order to stop the operation of the internal combustion engine. claims 1 is means for controlling the generator so that the rotation of the drive shaft can be suppressed with the input and output of power from the generator to stop the output of the driving force in the direction of rotating stop 3 either Or the vehicle described. The vehicle according to any one of claims 1 to 4,
A rotation speed detecting means for detecting the rotation speed of the power shaft;
The control means is means for controlling the generator so that the rotational speed of the power shaft detected by the rotational speed detection means falls within a predetermined rotational speed range including a value 0 in the non-normal time. The control means sets and sets the target driving force of the generator in a direction in which a deviation between the rotational speed of the power shaft detected by the rotational speed detection means and the predetermined rotational speed is canceled in the non-normal time. vehicle according to claim 5 wherein the means for controlling the generator in the target driving force.   The vehicle according to any one of claims 1 to 6, wherein the control means is means for controlling the abnormal time when an abnormality occurs in an electric motor drive system including the electric motor. A vehicle according to any one of claims 1 to 7,
A rotation speed detecting means for detecting the rotation speed of the power shaft;
The control means is means for controlling the non-normal time when the rotational speed of the power shaft detected by the rotational speed detection means is not within a range of a second predetermined rotational speed including a value of 0. The vehicle according to any one of claims 1 to 8,
The electric motor is an electric motor in which a rotor is connected to the power shaft, and the rotor can be rotationally driven by a rotating magnetic field of a stator to input / output power to the power shaft,
The said control means is a means which controls the said electric motor so that the direction of the magnetic field of the said stator may be fixed at the said normal time, and the said rotor may not rotate. The vehicle according to claim 9, wherein
The electric motor is an AC synchronous motor;
The said control means is a means which controls so that the direction of the magnetic field of the said stator may be fixed by applying a direct current to the said motor at the said normal time. The vehicle according to any one of claims 1 to 10 , wherein the power transmission unit is a transmission unit that performs transmission of power between the power shaft and the drive shaft with a change in a gear position. An internal combustion engine, a generator for inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a power shaft are connected to three axes, and input / output is performed on any two of the three axes. A three-axis power input / output means for inputting / outputting power to the remaining one shaft based on power, an electric motor for inputting / outputting power to / from the power shaft, and a drive shaft on the power shaft and the axle side; Power transmission means capable of transmitting power between shafts and capable of releasing the transmission, and a vehicle control method comprising:
When the transmission of power between the power shaft and the drive shaft is released by shifting to the parking position, the motor is controlled so that the rotation of the power shaft is normally suppressed by the motor. the vehicle control method for controlling the generator so that the rotation of the power shaft with input and output power is suppressed from unconventional the generator at the time can not be suppressed rotation of the power shaft.

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