JP2008195211A - Vehicle and control method thereof - Google Patents

Abstract

An engine 22 can be started in a cold state with a shift position at a parking position and an increase in total power consumption (electric energy) of motors MG1 and MG2 is suppressed.
When an engine start instruction is given when the shift position is in the parking position and the engine coolant temperature αw is equal to or lower than a threshold value αwref, the torque acting on the ring gear shaft as the input shaft of the transmission is detected. A relatively small predetermined rotational speed N2 is set with the execution of rotation limiting control for controlling the motor MG2 so that a fixed magnetic field is formed in the stator of the motor MG2 to the extent that the rotation of the ring gear shaft can be limited (S130 to S170). The engine 22 is motored at the operation control start rotational speed Nst or more, and the engine 22 and the motor MG1 are controlled so that the engine 22 is started along with the motoring (S110, S180 to S200).
[Selection] Figure 3

Description

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

Conventionally, this type of vehicle includes an engine, a planetary gear having a carrier connected to the crankshaft of the engine and a ring gear connected to a drive wheel, a first motor connected to a sun gear of the planetary gear, and a ring gear of the planetary gear. A device including a connected second motor and a battery that exchanges electric power with the first motor and the second motor has been proposed (for example, see Patent Document 1). In this vehicle, when the engine is motored by the first motor and started, the engine is motored by the first motor and the torque for canceling the torque acting on the axle side accompanying the motoring is second. A first motor for starting the engine in the cold state by starting fuel injection and ignition when the engine starts and the engine speed reaches an injection start speed that decreases as the engine coolant temperature decreases. Power consumption due to is suppressed.
JP 11-153075 A

  By the way, in a vehicle provided with a stepped transmission between the ring gear and the drive wheel in addition to the above-described hardware configuration, when the shift position is in the parking position, the axle is usually locked and the stepped transmission is used. The connection between the ring gear and the axle is released. In order to start the engine by motoring the first motor in this state, it is desirable to limit the rotation of the ring gear. At this time, the torque for canceling the torque acting on the ring gear is output from the second motor. It may be desired to limit the rotation of the ring gear by a method other than the method of doing so. In addition, since the viscosity of the lubricating oil of the engine is high when it is cold, when the engine is motored by the first motor, the speed of increase of the engine speed is reduced, and the total of the first motor and the second motor is reduced. Although power consumption (power consumption) tends to increase, it is desired to suppress such increase in total power consumption as much as possible.

  The vehicle according to the present invention and the control method thereof include a transmission capable of transmitting and releasing power accompanied by a change in gear between the input shaft and the axle side, and the shift position is in the parking position. In this state, when the engine is cold, the motoring device can be started by motoring the internal combustion engine, and it is possible to suppress an increase in the total power consumption (power amount) of the motoring device and the motor when starting. Objective.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
An internal combustion engine;
Transmission means having an input shaft and capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side;
Motoring means connected to the output shaft of the internal combustion engine and the input shaft for motoring the internal combustion engine with an output of driving force to the input shaft;
A motor connected to the input shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the input shaft;
Power storage means capable of exchanging electric power with the motoring means and the motor;
Temperature reflected physical quantity detecting means for detecting a temperature reflected physical quantity that is a physical quantity reflecting the temperature of the lubricating medium of the internal combustion engine;
When the internal combustion engine is instructed to start in a parking state where the shift position is at the parking position, the temperature of the lubricating medium of the internal combustion engine reflected by the detected temperature reflecting physical quantity is higher than a predetermined temperature during normal times, and the input shaft With execution of rotation limiting control for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the input shaft can be limited with respect to the input shaft acting driving force acting on the input shaft Controlling the internal combustion engine and the motoring means so that the internal combustion engine is rotated at a rotational speed equal to or higher than a first rotational speed and the internal combustion engine is started along with the motoring; When the temperature of the lubricating medium of the internal combustion engine reflected by the detected temperature-reflecting physical quantity is cold that is equal to or lower than the predetermined temperature, the rotation restriction control is executed. The internal combustion engine is motored so as to rotate at a rotational speed equal to or higher than a second rotational speed that is smaller than the first rotational speed, and the internal combustion engine is started so that the internal combustion engine is started along with the motoring. Control means for controlling the motoring means;
It is a summary to provide.

  In the vehicle according to the present invention, when an instruction to start the internal combustion engine is made in a parking state where the shift position is at the parking position, the internal combustion engine is reflected by a temperature reflecting physical quantity that is a physical quantity reflecting the temperature of the lubricating medium of the internal combustion engine. When the temperature of the lubricating medium is normally higher than a predetermined temperature, the direction of the magnetic field of the stator of the motor is such that the rotation of the input shaft can be limited with respect to the shaft action driving force that is the driving force acting on the input shaft of the transmission means. The internal combustion engine is motored to rotate at a rotational speed equal to or higher than the first rotational speed with the execution of the rotation restriction control for controlling the electric motor to be fixed, and the internal combustion engine is started with the motoring. Control the internal combustion engine and the motoring means. On the other hand, when the internal combustion engine is instructed to start in the parked state, when the temperature of the lubricating medium of the internal combustion engine is cold, which is equal to or lower than the predetermined temperature, the internal combustion engine is rotated from the first rotational speed with the execution of the rotation restriction control. The internal combustion engine and the motoring means are controlled so that the internal combustion engine is started at the same time as the motoring. First, in the parking state, the axle is usually fixed and the connection between the rotating shaft and the axle is released by the speed change means. However, the direction of the magnetic field of the stator of the motor is fixed and the input shaft of the transmission is rotated. By limiting this, the internal combustion engine can be motored and started by the motoring means. In addition, when the internal combustion engine is cold, the viscosity of the lubricating medium of the internal combustion engine is high and the rotational speed of the internal combustion engine does not easily rise, but the internal combustion engine is started when the rotational speed of the internal combustion engine exceeds a relatively low second rotational speed. By doing so, it is possible to suppress an increase in the total power consumption (power amount) by the motoring means at the start of the internal combustion engine. Here, the “temperature reflecting physical quantity” may be the temperature of the cooling medium of the internal combustion engine. Further, the “first rotational speed” may be the rotational speed when the internal combustion engine is idling. Furthermore, the “second rotational speed” may be the lower limit of the rotational speed at which fuel injection and ignition of the internal combustion engine can be performed.

  In such a vehicle of the present invention, the control means controls the internal combustion engine to be motored at the time of the cold, with an output from the motoring means having a smaller motoring driving force than the normal time. It can also be a means. When cold, the temperature of the power storage means may be low. In this case, the output limit of the power storage means is greatly limited, but the power consumption by the motoring means can be reduced by reducing the motoring driving force. It is possible to suppress electric power and to secure more electric power that can be supplied to the electric motor in order to execute the rotation restriction control.

  Further, in the vehicle of the present invention, the control means, during the cold time, until the rotational speed of the internal combustion engine becomes equal to or higher than the second rotational speed, the rotational speed of the internal combustion engine and the second rotational speed. It is also possible to control the internal combustion engine to be motored with an output from the motoring means based on the deviation. In this case, the control means cancels the deviation between the rotational speed of the internal combustion engine and the second rotational speed until the rotational speed of the internal combustion engine becomes equal to or higher than the second rotational speed during the cold time. It may be a means for controlling the internal combustion engine to be motored with an output of the driving force from the motoring means.

  Further, in the vehicle according to the present invention, the control means may be configured such that, when the internal combustion engine is started in the cold state, the internal combustion engine has a rotational speed equal to or higher than the first rotational speed with a self-sustaining operation of the internal combustion engine. It can also be a means to control to become.

  In addition, in the vehicle according to the present invention, the motoring means is connected to the input shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the input shaft. Along with this, it may be power power input / output means for inputting / outputting power to / from the input shaft and the output shaft. In this case, the power power input / output means has three axes of the input shaft, the output shaft, and the third shaft, and is based on the power input / output to / from any two of the three shafts. It is also possible to provide means including a three-axis power input / output means for inputting / outputting power to / from the shaft and a generator capable of inputting / outputting power to / from the third shaft.

The vehicle control method of the present invention includes:
An internal combustion engine, a transmission means having an input shaft and capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle, an output shaft of the internal combustion engine, and the input shaft; A motoring means for motoring the internal combustion engine with an output of a driving force to the input shaft, and a rotor connected to the input shaft to rotate the rotor by a rotating magnetic field of the stator. A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from the input shaft; and an electric storage means capable of exchanging electric power with the motoring means and the electric motor,
When the internal combustion engine is instructed to start in a parking state in which the shift position is at the parking position, the input shaft action drive is a driving force that acts on the input shaft at a normal time when the temperature of the lubricating medium of the internal combustion engine is higher than a predetermined temperature. With the execution of rotation limiting control for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the input shaft can be limited with respect to force, the internal combustion engine is equal to or higher than the first rotation speed. The internal combustion engine and the motoring means are controlled such that the internal combustion engine is started to rotate at the number of revolutions and the internal combustion engine is started along with the motoring, and the temperature of the lubricating medium of the internal combustion engine is the predetermined temperature. When the engine is cold, the motor is controlled so that the internal combustion engine rotates at a rotational speed equal to or higher than a second rotational speed that is smaller than the first rotational speed with the execution of the rotation restriction control. Wherein for controlling said motor ring means and the internal combustion engine as the internal combustion engine is started with the said motoring while being grayed,
It is characterized by that.

  In the vehicle control method according to the present invention, when the internal combustion engine is instructed to start in the parking state where the shift position is at the parking position, the input of the transmission means is performed when the temperature of the lubricating medium of the internal combustion engine is higher than a predetermined temperature. Internal combustion with execution of rotation limiting control for controlling the electric motor so that the direction of the magnetic field of the stator of the electric motor is fixed to the extent that the rotation of the input shaft can be limited with respect to the axial driving force acting on the shaft. The internal combustion engine and the motoring means are controlled so that the engine is motored to rotate at a rotational speed equal to or higher than the first rotational speed and the internal combustion engine is started along with the motoring. On the other hand, when the internal combustion engine is instructed to start in the parked state, when the temperature of the lubricating medium of the internal combustion engine is cold, which is equal to or lower than the predetermined temperature, the internal combustion engine is rotated from the first rotational speed with the execution of the rotation restriction control. The internal combustion engine and the motoring means are controlled so that the internal combustion engine is started at the same time as the motoring. First, in the parking state, the axle is usually fixed and the connection between the rotating shaft and the axle is released by the speed change means. However, the direction of the magnetic field of the stator of the motor is fixed and the input shaft of the transmission is rotated. By limiting this, the internal combustion engine can be motored and started by the motoring means. In addition, when the internal combustion engine is cold, the viscosity of the lubricating medium of the internal combustion engine is high and the rotational speed of the internal combustion engine does not easily rise, but the internal combustion engine is started when the rotational speed of the internal combustion engine exceeds a relatively low second rotational speed. By doing so, it is possible to suppress an increase in the total power consumption (power amount) by the motoring means at the start of the internal combustion engine. Here, the “first rotation speed” may be the rotation speed when the internal combustion engine is idling. Further, the “second rotational speed” may be a lower limit of the rotational speed at which fuel injection and ignition of the internal combustion engine can be performed.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a motor MG2 connected to the ring gear shaft 32a connected to the power distribution and integration mechanism 30, and the power of the ring gear shaft 32a are shifted and coupled to the drive wheels 39a and 39b. A transmission 60 that outputs to the drive shaft 36, a parking lock mechanism 90 that locks the drive wheels 39a and 39b, and a hybrid electronic control unit 70 that controls the entire vehicle.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil. The engine electronic control unit (hereinafter referred to as engine ECU) 24 performs fuel injection control, ignition control, and intake air amount adjustment control. Are under operation control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, the coolant temperature αw from the temperature sensor 22 a that detects the temperature of coolant that cools the engine 22, and the crankshaft 26 crank of the engine 22. The crank position from the crank position sensor 22b for detecting the position is input. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

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

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2 and the battery 50. As shown in FIGS. 1 and 2, each of the motors MG1 and MG2 has rotors 45a and 46a on which permanent magnets are attached and stators 45b and 46b on which three-phase coils are wound. It is configured as a known synchronous generator motor that can be driven as an electric motor and exchanges electric power with the battery 50 via inverters 41 and 42. Each of the inverters 41 and 42 includes six transistors T1 to T6 and T7 to T12 and six diodes D1 to D6 and D7 to D12 connected in reverse parallel to the transistors T1 to T6 and T7 to T12. Yes. Each of the six transistors T1 to T6 and T7 to T12 has two such that they are on the source side and the sink side with respect to the positive electrode bus connected to the positive electrode of the battery 50 and the negative electrode bus connected to the negative electrode of the battery 50. Each of the three-phase coils (U phase, V phase, W phase) of the motors MG1, MG2 is connected to the connection point. Therefore, a rotating magnetic field can be formed in the three-phase coil by adjusting the on-time ratio of the paired transistors T1 to T6 and T7 to T12, and the motors MG1 and MG2 can be driven to rotate. The power line 54 that connects the inverters 41 and 42 and the battery 50 is composed of a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42. The electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 is configured as a microprocessor centered on the CPU 40a, and includes a ROM 40b for storing a processing program, a RAM 40c for temporarily storing data, an input / output port and a communication port (not shown), in addition to the CPU 40a. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotors 45a of the motors MG1 and MG2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2. Phase currents Iu1, Iv1, Iu2, and Iv2 from current sensors 45U, 45V, 46U, and 46V that detect the rotational positions θm1 and θm2 of 46a and the phase currents flowing in the U-phase and V-phase of the three-phase coils of the motors MG1 and MG2. 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 has a brake and a clutch (not shown), connects and disconnects the ring gear shaft 32a as the input shaft and the drive shaft 36, and connects the both shafts to the rotation speed of the ring gear shaft 32a in four stages. It is configured so that it can be shifted and transmitted to the drive shaft 36.

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

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, a battery voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the data on the state of the battery 50 is electronically controlled by communication as necessary. Output to unit 70. 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, a drive signal to a brake or clutch actuator (not shown) of the transmission 60, a drive signal to an actuator (not shown) of the parking lock mechanism 90, and the like are output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

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

The hybrid vehicle 20 of the embodiment 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 starting the engine 22 in a state where the shift position SP is in the parking position will be described. FIG. 3 is a flowchart illustrating an example of a parking state start time control routine executed by the hybrid electronic control unit 70. This routine is executed when the engine 22 is instructed to start while the shift position SP is at the parking position.

  When the parking state start-up control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the cooling water temperature αw of the engine 22, the rotational speed Ne, the target rotational speed Ne *, the rotational speed Nm1 of the motor MG1, and the battery 50. A process for inputting data necessary for control such as the output limit Wout is executed (step S100). Here, the coolant temperature αw of the engine 22 is input from the engine ECU 24 by communication from the temperature detected by the temperature sensor 22a. Further, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 22b and is input from the engine ECU 24 by communication. Further, the target rotational speed Ne * of the engine 22 is determined so that the idle rotational speed Nidl charges the battery 50 with the power generation by the motor MG1 when the engine 22 is warmed up by a target rotational speed setting routine (not shown). When performing the operation, the engine 22 is efficiently operated in order to output the power corresponding to the power generation required power P * based on the remaining capacity SOC of the battery 50, the battery temperature Tb, the target power consumption of an auxiliary machine (not shown), and the like. It is assumed that the number of rotations that can be set is input by reading what is set and written at a predetermined address in the RAM 76. In this embodiment, the target engine speed Ne * of the engine 22 is set to a speed equal to or higher than the engine speed (a predetermined engine speed N1 described later) at which fuel injection or ignition of the engine 22 is started when it is not cold. It was supposed to be. As the rotational speed Nm1 of the motor MG1, a value calculated based on the rotational position of the rotor 45a of the motor MG1 detected by the rotational position detection sensor 43 is input from the motor ECU 40 by communication. The output limit Wout of the battery 50 is set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. The input / output limit Wout of the battery 50 sets a basic value of the output limit Wout based on the battery temperature Tb, sets a correction coefficient based on the remaining capacity SOC of the battery 50, and sets the basic of the set output limit Wout. It can be set by multiplying the value by a correction factor. FIG. 4 shows an example of the relationship between the battery temperature Tb and the basic value of the output limit Wout, and FIG. 5 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficient of the output limit Wout. The output limit Wout of the battery 50 set in this manner is relatively large when it is cold due to the relationship between the battery temperature Tb and the basic value of the output limit Wout in FIG.

  Subsequently, a torque command Tm1 * of the motor MG1 as a motoring torque for motoring the engine 22 and an operation control start rotational speed Nst as a rotational speed at which the operation control (fuel injection control, ignition control, etc.) of the engine 22 is started. Is set (step S110). In the embodiment, the torque command Tm1 * and the operation control start rotational speed Nst of the motor MG1 are torques illustrated in FIG. 6 executed by the hybrid electronic control unit 70 in parallel with the parking state start time control routine of FIG. The one set by the command setting routine is used. Hereinafter, the description of the control routine at the start of the parking state in FIG. 3 will be temporarily interrupted, and the torque command setting routine in FIG. 6 will be described.

  When the torque command setting routine is executed, first, the cooling water temperature αw, the rotational speed Ne, and the target rotational speed Ne * of the engine 22 are inputted in the same manner as the processing in step S100 of the parking state start time control routine of FIG. In step S300, the input coolant temperature αw of the engine 22 is compared with a threshold value αwref (step S310). Here, the threshold value αwref is determined by the characteristics of the lubricating oil of the engine 22, and for example, −20 degrees, −25 degrees, or the like can be used. When the engine 22 is cold, the viscosity of the lubricating oil of the engine 22 is high. Therefore, even when the engine 22 is motored by outputting torque from the motor MG1 in the same manner as when not cold (for example, 25 degrees), the engine 22 The increasing speed of the rotational speed Ne becomes small. The comparison between the cooling water temperature αw of the engine 22 and the threshold value αwref in step S310 is a process for determining whether or not the increasing speed of the rotational speed Ne of the engine 22 is reduced when the engine 22 is motored by the motor MG1 in this way. It is.

  When the coolant temperature αw of the engine 22 is higher than the threshold value αwref, the predetermined torque T1 is set as the maximum torque Tm1max (step S320), and the predetermined rotation speed N1 is set as the operation control start rotation speed Nst (step S330). Here, the predetermined torque T1 is a torque required for motoring the engine 22 to the predetermined rotation speed N1 by rapidly passing the rotation speed Ne of the engine 22 through the resonance rotation speed band when the motor 22 is motored by the motor MG1. Can be set, and is determined by the characteristics of the engine 22 and the motor MG1. In the embodiment, the predetermined rotation speed N1 is set to a rotation speed (for example, 1000 rpm, 1200 rpm, etc.) that is larger than the resonance rotation speed band.

  On the other hand, when the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, a predetermined torque T2 smaller than the predetermined torque T1 is set as the maximum torque Tm1max (step S340), and the operation control start rotational speed Nst is set to be higher than the predetermined rotational speed N1. A small predetermined rotational speed N2 is set (step S350). Here, the predetermined torque T2 can be set to a torque required for motoring the engine 22 to a predetermined speed N2 when the engine 22 is motored by the motor MG1. It is determined by the characteristics of the motor MG1. In the embodiment, the predetermined rotational speed N2 is set to a lower rotational speed at which fuel injection control or ignition control can be started or a rotational speed slightly higher than the warp (for example, 150 rpm or 200 rpm).

  When the maximum torque Tm1max and the operation control start rotational speed Nst are thus set, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S360). Then, the smaller of the torque command (previous Tm1 *) of the previous motor MG1 plus the predetermined torque Tup and the maximum torque Tm1max is set as the torque command Tm1 * of the motor MG1 (step S370). The rotation speed Ne is input (step S380), and the input rotation speed Ne of the engine 22 is compared with the operation control start rotation speed Nst (step S390), and when the rotation speed Ne of the engine 22 is less than the operation control start rotation speed Nst. Return to step S370. As a result of the processing in steps S370 to S390, the torque command Tm1 * of the motor MG1 while the rotation speed Ne of the engine 22 is less than the operation control start rotation speed Nst increases to the maximum torque Tm1max by a predetermined torque Tup, and thereafter The maximum torque Tm1max is obtained. Here, the predetermined torque Tup is a degree of increase of the torque command Tm1 *, and is determined by a time interval at which the process of increasing the torque command Tm1 * by the predetermined torque Tup is repeated.

  When the rotational speed Ne of the engine 22 reaches the operation control start rotational speed Nst or more, the larger one of the value obtained by subtracting the predetermined torque Tdown from the previous torque command (previous Tm1 *) of the motor MG1 and the value 0 is the motor MG1. The torque command Tm1 * is set (step S400), the rotational speed Ne of the engine 22 is input (step S410), and it is determined whether or not the rotational speed Ne of the engine 22 has reached the target rotational speed Ne * (step S420). ) When the engine speed Ne is not close to the target speed Ne *, the process returns to step S400, and when the engine Ne speed Ne is close to the target speed Ne *, the torque command setting routine is terminated. As a result of the processing in steps S400 to S420, the torque command Tm1 * of the motor MG1 until the rotational speed Ne of the engine 22 reaches the vicinity of the target rotational speed Ne * decreases to the value 0 by the predetermined torque Tdown, and thereafter the value 0. Here, the predetermined torque Tdown is a degree of decrease of the torque command Tm1 *, and is determined by a time interval at which the process of decreasing the torque command Tm1 * by the predetermined torque Tdown is repeated.

  FIG. 7 is an explanatory diagram showing a state of time change of the torque command Tm1 * of the motor MG1 when the engine 22 is motored. In the figure, the solid line shows the state when the coolant temperature αw of the engine 22 is higher than the threshold value αwref, and the broken line shows the state when the coolant temperature αw of the engine 22 is less than or equal to the threshold value αwref. When the engine 22 is instructed to start at time t1 and the cooling water temperature αw of the engine 22 is higher than the threshold value αwref, the time at which the rotational speed Ne of the engine 22 reaches the operation control start rotational speed Nst (predetermined rotational speed N1) or more. The engine 22 is motored by outputting a relatively large motoring torque from the motor MG1 using the maximum torque Tm1max (predetermined torque T1) until t3 (solid line). On the other hand, when the engine 22 is instructed to start at time t1 and the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αw, the rotational speed Ne of the engine 22 is equal to or higher than the operation control start rotational speed Nst (predetermined rotational speed N2). The motor 22 is motored by outputting a relatively small motoring torque from the motor MG1 using the maximum torque Tm1max (predetermined torque T2) until the time t2 at which it reaches (dashed line). The reason why the torque command Tm1 * of the motor MG1 is set using the maximum torque Tm1max in consideration of the coolant temperature αw of the engine 22 and the operation control start rotation speed Nst will be described later.

When the torque command Tm1 * of the motor MG1 is set, the estimated shaft action torque Trest as the torque estimated to act on the ring gear shaft 32a when the torque corresponding to the torque command Tm1 * is output from the motor MG1 is used as the torque command Tm1 *. And the gear ratio ρ of the power distribution and integration mechanism 30 are calculated by the following equation (1) (step S120). Here, FIG. 8 is a collinear diagram showing a dynamic relationship between the rotation speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the motor 22 is motored by the motor MG1. 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 number of rotations of the ring gear 32 (ring gear shaft 32a), which is a number Nm2, is shown. Further, in the figure, the thick arrow on the R axis indicates the torque that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a. Equation (1) can be easily derived from the alignment chart of FIG.

  Subsequently, the absolute value of the estimated shaft acting torque Trest is set as the rotation limit control torque Tm2 (step S130). Here, the rotation limit control torque Tm2 is such that the rotor 46a of the motor MG2 (the ring gear shaft 32a as the input shaft of the transmission 60) does not rotate by fixing the direction of the magnetic field formed in the stator 46b of the motor MG2. This torque is used to set a current value for energizing the three-phase coil of the motor MG2 when executing the control (hereinafter referred to as rotation restriction control). In the embodiment, the rotation limit control torque limit Tm2 is set to a value of 0 or more. FIG. 9 is an explanatory diagram showing the state of the rotation restriction control. When controlling the motor MG2, as shown in FIG. 9, the stator 46b of the motor MG2 has a combined magnetic field (combined magnetic fields formed by the U-phase, V-phase, and W-phase that are energized with current). In the drawing, a solid line thick arrow) is formed. In the rotation restriction control, the motor MG2 is controlled so that the combined magnetic field does not rotate. Hereinafter, such a non-rotating synthetic magnetic field is referred to as a fixed magnetic field. When the direction of the fixed magnetic field matches the direction of the magnetic field formed by the permanent magnet of the rotor 46a of the motor MG2 (the direction of the d axis in the dq coordinate system), no torque is output from the motor MG2 to the ring gear shaft 32a. However, if the torque acts on the ring gear shaft 32a and the rotor 46a rotates and the direction of the fixed magnetic field formed on the stator 46b and the current direction of the magnetic field of the rotor 46a (direction of the d-axis) deviate, the stator 46b. Torque acts on the rotor 46a in accordance with the deviation in a direction in which the direction of the fixed magnetic field formed on the rotor and the current magnetic field direction of the rotor 46a coincide with each other (hereinafter, this torque is referred to as suction torque), and acts on the ring gear shaft 32a. The rotor 46a stops at a position where the torque to be balanced and the suction torque are balanced. Here, when the deviation between the direction of the fixed magnetic field and the current direction of the magnetic field of the rotor 46a is within the range of π / 2 or less in electrical angle, the attraction torque increases as the deviation increases and forms a fixed magnetic field. Therefore, the larger the value of current that is applied to the three-phase coil of the stator 46b, the larger the value. The above-described rotation limit control torque Tm2 is used to determine a current value for energizing the three-phase coil. In the embodiment, the rotation limit control torque Tm2 tends to increase as the rotation limit control torque Tm2 increases, and the torque acting on the ring gear shaft 32a is less than the rotation limit control torque Tm2 (within the range of −Tm2 to Tm2). The current value that can prevent the ring gear shaft 32a from rotating is set. When torque corresponding to the torque command Tm1 * is output from the motor MG1, the torque acting on the ring gear shaft 32a falls within the range of -Tm2 to Tm2, and therefore the current corresponding to the current value set in this way is used as the motor. By energizing the three-phase coil of the stator 46b of MG2, the ring gear shaft 32a can be prevented from rotating. Details of such control of the motor MG2 will be described later. In the dq coordinate system, the d-axis is the direction of the magnetic field formed by the permanent magnet attached to the rotor 46a, and the q-axis is advanced by an electrical angle of π / 2 with respect to the d-axis. Direction.

  Then, the difference (Wout−Tm1 * · Nm1) between the output limit Wout of the battery 50 and the power consumption (generated power) of the motor MG1 obtained by multiplying the torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. Is set based on the torque limit Tm2lim for rotation limitation control (step S140). Torque limit Tm2lim for rotation limit control is set so as to decrease as the difference (Wout−Tm1 * · Nm1) decreases in order to prevent discharge power from battery 50 from exceeding output limit Wout of battery 50. . That is, the smaller the output limit Wout of the battery 50 is, the smaller the tendency is, and the larger the motoring torque from the motor MG1 is, the smaller the tendency is.

  When the rotation limit control torque limit Tm2lim is thus set, the rotation limit control torque Tm2 is compared with the rotation limit control torque limit Tm2lim (step S150), and the rotation limit control torque Tm2 is equal to or less than the rotation limit control torque limit Tm2lim. Sometimes, torque command Tm1 * of motor MG1 and torque Tm2 for rotation restriction control are transmitted to motor ECU 40 as they are (step S170). On the other hand, when the rotation limit control torque Tm2 is larger than the rotation limit control torque limit Tm2lim, the rotation limit control torque limit Tm2lim is reset as the rotation limit control torque Tm2 (step S160), and the reset torque command Tm1 is reset. * And rotation limit control torque Tm2 are transmitted to motor ECU 40 (step S170). The motor ECU 40 that has received the torque command Tm1 * and the rotation restriction control torque Tm2 performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *, and the rotation illustrated in FIG. The second motor control routine is executed when the torque for limiting control is received. When the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the battery temperature Tb may also be low. In this case, as described above, the output limit Wout of the battery 50 is largely limited (decreased), so If the torque command Tm1 * of the motor MG1 is set in the same manner as when it is not timed, the electric power that can be supplied to the motor MG2 becomes small, and the rotation limit control torque Tm2 becomes relatively small, and the motor MG1 motorizes the engine 22. In doing so, there are cases where the rotation of the ring gear shaft 32a cannot be sufficiently restricted. In the embodiment, in order to avoid such inconvenience, in the torque command setting routine of FIG. 6, when the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the torque command Tm1 * of the motor MG1 is used using a relatively small predetermined torque T2. Was set. Thereby, electric power can be supplied to the motor MG2, and the rotation of the ring gear shaft 32a can be suppressed when the engine 22 is motored.

  Next, the rotation speed Ne of the engine 22 is compared with the operation control start rotation speed Nst (step S180), and when the rotation speed Ne of the engine 22 has not reached the operation control start rotation speed Nst, the process returns to step S100. When the rotational speed Ne of the engine 22 reaches the operation control start rotational speed Nst by outputting torque from the motor MG1 and motoring the engine 22 based on the rotational speed Ne of the engine 22 and the target rotational speed Ne *. A self-sustained operation instruction is transmitted to the engine ECU 24 (step S190). The engine ECU 24 that has received the instruction for the autonomous operation starts the fuel injection control and the ignition control of the engine 22 when they are not started, and when these are already started, the engine speed Ne and the target speed Ne. Based on *, fuel injection control and ignition control of the engine 22 are performed. And it waits for the rotation speed Ne of the engine 22 to reach the target rotation speed Ne * vicinity by the self-sustained operation of the engine 22 (step S200), and the parking state start time control routine is ended.

  Consider a case where the engine 22 is started in a state where the shift position SP is in the parking position when the cooling water temperature αw of the engine 22 is cold below the threshold value αwref. When the engine 22 is cold, the viscosity of the lubricating oil of the engine 22 is high, so that the speed of increase of the rotational speed Ne of the engine 22 is small. Accordingly, if the engine 22 is motored to start up to the same predetermined rotational speed N1 as when it is not cold, the total power consumption (power consumption) by the motor MG1 when starting the engine 22 becomes large. . On the other hand, in the embodiment, after the engine 22 is motored by the motor MG1 and the rotational speed Ne of the engine 22 reaches a relatively small predetermined rotational speed N2, the torque from the motor MG1 is set to 0. Since the rotational speed Ne of the engine 22 is increased by the torque output from the engine 22, the total power (power amount) consumed by the motor MG1 when the engine 22 is started can be suppressed. In addition, when the engine 22 is motored by the motor MG1, a relatively small predetermined torque T2 is used as the maximum torque Tm1max. Therefore, it is possible to secure electric power that can be supplied to the motor MG2, and to prevent the ring gear shaft 32a from rotating more. Can be.

  Next, a description will be given of the second motor control routine executed by the motor ECU 40 when receiving the torque for controlling the rotation limitation in FIG. This routine is executed when the rotation limiting control torque Tm2 is received from the hybrid electronic control unit. When the second motor control routine is executed at the time of receiving the torque for controlling the rotation limitation, the CPU 40a of the motor ECU 40 firstly sets the phase currents Iu2, Iv2 flowing in the U phase and V phase of the three-phase coil from the current sensors 46U, 46V, Processing for inputting data necessary for control, such as rotation limiting control torque Tm2, is executed (step S500). Here, the rotation limit control torque Tm2 is set by the communication from the hybrid electronic control unit 70, which is set by the aforementioned parking state start time control routine of FIG.

  Subsequently, the value of the flag G is checked (step S510). When the flag G is 0, the rotational position θm2 of the rotor 46a of the motor MG2 from the rotational position detection sensor 44 is input (step S520), and the input motor The electrical angle θe2 is calculated based on the rotational position θm2 of the rotor 46a of MG2 (step S530), the calculated electrical angle θe2 is set as the control electrical angle θset (step S540), and the value 1 is set to the flag G (step S540). Step S550). Then, when the value 1 is set in the flag G, the processing of steps S520 to S550 is not performed after the next time. Here, the flag G is a flag in which the value 0 is set as an initial value and the value 1 is set when the control electrical angle θset is set. Therefore, the processes in steps S520 to S550 are controlled using the rotational position θm2 of the rotor 46a of the motor MG2 when the engine 22 is instructed to start when the shift position SP is in the parking position and this routine is executed for the first time. This is a process of setting the electrical angle θ set for use.

  Subsequently, the phase current Iu2 is calculated by the following equation (2) using the control electrical angle θset with the sum of the phase currents Iu2, Iv2, and Iw2 flowing in the U phase, V phase, and W phase of the three-phase coil of the motor MG2 as 0. , Iv2 are coordinate-transformed (three-phase to two-phase transformation) into d-axis and q-axis currents Id2, Iq2 (step S560), and a d-axis current command at the control electrical angle θset based on the rotation limit control torque Tm2 Id2 * is set and a value 0 is set to the q-axis current command Iq2 * (step S570). In the embodiment, the d-axis current command Id2 * has a tendency to increase as the rotation limit control torque Tm2 increases, and has a magnitude equal to or less than the rotation limit control torque Tm2 (within a range of −Tm2 to Tm2). The current value that can prevent the ring gear shaft 32a from rotating with respect to the torque acting on the shaft 32a is set.

  When the current commands Id2 * and Iq2 * are set in this way, the voltage commands Vd2 for the d-axis and the q-axis are expressed by the following equations (3) and (4) using the set current commands Id2 * and Iq2 * and the currents Id2 and Iq2. * And Vq2 * are calculated (step S580), and the calculated d-axis and q-axis voltage commands Vd2 * and Vq2 * are calculated by using the control electrical angle θset and the motor MG2 is expressed by the equations (5) and (6). Coordinate conversion (two-phase to three-phase conversion) is performed on voltage commands Vu2 *, Vv2 *, and Vw2 * to be applied to the U phase, V phase, and W phase of the three-phase coil (step S590). , Vv2 *, Vw2 * are converted into PWM signals for switching the transistors T7 to T12 of the inverter 42 (step S600). Njisuta T7~T12 motor MG2 is driven and controlled by by outputting (step S610), and ends the second motor control routine during rotation limit control torque received. Here, in Expression (3) and Expression (4), “k1” and “k3” are proportional coefficients, and “k2” and “k4” are integration coefficients.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is instructed to start while the shift position SP is in the parking position, the transmission 60 is turned off when the coolant temperature αw of the engine 22 is higher than the threshold value αwref. With the execution of rotation limiting control for controlling the motor MG2 so that a fixed magnetic field is formed in the stator 46b of the motor MG2 to the extent that the rotation of the ring gear shaft 32a can be limited with respect to the torque acting on the ring gear shaft 32a as the input shaft. The engine 22 and the motor MG1 are controlled so that the engine 22 is motored to rotate at a rotational speed equal to or higher than the operation control start rotational speed Nst (predetermined rotational speed N1) and the engine 22 is started along with the motoring. When the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the rotation control is performed. With the execution of the control, the engine 22 is motored so as to rotate at a rotational speed equal to or higher than the operation control start rotational speed Nst (a predetermined rotational speed N2 smaller than the predetermined rotational speed N1), and the engine 22 starts with the motoring. Since the engine 22 and the motor MG1 are controlled as described above, even when the ring gear shaft 32a is disconnected from the drive wheels 39a and 39b in the parking state, the engine 22 can be motored by the motor MG1 and started. Further, when the speed of increase of the rotational speed Ne of the engine 22 is small as in the cold state, the total power consumption (power amount) by the motor MG1 when the engine 22 is started can be suppressed.

  Further, according to the hybrid vehicle 20 of the embodiment, when the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, a smaller motoring torque is output from the motor MG1 than when the coolant temperature αw of the engine 22 is higher than the threshold value αwref. Since the engine 22 is motored, the power consumption of the motor MG1 can be suppressed. As a result, when the output limit Wout of the battery 50 of the battery 50 is relatively large, a certain amount of electric power can be supplied to the motor MG2, and the ring gear shaft 32a can be prevented from rotating more.

  In the hybrid vehicle 20 of the embodiment, when the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the torque command Tm1 * of the motor MG1 is set to a value 0 after the engine 22 becomes equal to or higher than the operation start rotational speed Nst (N2). However, a slight torque may be set in the torque command Tm1 * of the motor MG1 without reducing the value to zero. When the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, torque is output from the engine 22 by fuel injection control or ignition control of the engine 22 and the engine speed Ne reaches a target engine speed Ne * greater than or equal to a predetermined engine speed N1. In order to increase, by outputting a slight torque from the motor MG1, it is possible to suppress a decrease in the rotational speed Ne of the engine 22 and to further increase the rotational speed Ne of the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the coolant temperature αw of the engine 22 is higher than the threshold value αwref, the predetermined torque T1 is used as the maximum torque Tm1max, and when the coolant temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the predetermined torque T2 is set as the maximum torque Tm1max. Although used, when the cooling water temperature αw of the engine 22 is equal to or lower than the threshold value αwref, the torque tends to be smaller as the cooling water temperature αw of the engine 22 is lower or the output limit Wout of the battery 50 is largely restricted. May be used as the maximum torque Tm1max. This is based on the reason that the battery temperature Tb may be low when it is cold, and in this case, the output limit Wout of the battery 50 is greatly limited as the battery temperature Tb is low. Alternatively, the predetermined torque T1 may be used as the maximum torque Tm1max regardless of the coolant temperature αw of the engine 22.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is motored by the motor MG1, the torque command Tm1 * of the motor MG1 set by the torque command setting routine of FIG. 6 is used, but instead, For example, the torque command Tm1 * of the motor MG1 set based on the rotation speed Ne of the engine 22 and the predetermined rotation speed N2 may be used until the rotation speed Ne of the engine 22 becomes equal to or higher than the predetermined rotation speed N2. In this case, the torque command Tm1 * of the motor MG1 set by the following equation (7) may be set so that the deviation between the rotational speed Ne of the engine 22 and the predetermined rotational speed N2 is canceled out. Here, in Expression (7), “k5” is a proportional coefficient, and “k6” is an integral coefficient.

  In the hybrid vehicle 20 of the embodiment, the cooling water temperature αw of the engine 22 is used as a physical quantity that reflects the temperature of the lubricating oil of the engine 22. Instead, the temperature of the lubricating oil that lubricates the engine 22 is detected. A temperature sensor may be provided, and the temperature of the lubricating oil detected by the temperature sensor may be used.

  In the hybrid vehicle 20 of the embodiment, the electric angle θe2 when the motoring of the engine 22 in the stopped state is started is set as the control electric angle θset, but the motoring of the engine 22 in the stopped state is started. For example, the electrical angle θe2 when the engine 22 is stopped, that is, before the motoring of the engine 22 is started may be set as the control electrical angle θset.

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

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

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

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output via the power distribution and integration mechanism 30 to the ring gear shaft 32a connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 60. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 10, the transmission is transmitted to the inner rotor 132 connected to the crankshaft 26 of the engine 22 and the drive shaft 36 that outputs power to the drive wheels 39a and 39b. And an outer rotor 134 connected to the input shaft 32 b of the transmission 60 connected via the motor 60, and a part of the power of the engine 22 is driven through the input shaft 32 b, the transmission 60, and the drive shaft 36. A counter-rotor motor 130 that transmits power to 39a and 39b and converts remaining power into electric power may be provided.

  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 “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “motoring means”, the motor MG2 corresponds to “electric motor”, and the temperature sensor 22a corresponds to “temperature”. Corresponding to the “reflected physical quantity detection means”, when the engine 22 is instructed to start while the shift position SP is at the parking position, the torque command Tm1 * of the motor MG1 is set based on the coolant temperature αw of the engine 22. Rotation limitation for controlling the motor MG2 so that a fixed magnetic field is formed in the stator 46b of the motor MG2 to the extent that the rotation of the ring gear shaft 32a can be limited with respect to the torque acting on the ring gear shaft 32a as the input shaft of the transmission 60. The control torque Tm2 is used to set the motor MG1 torque command Tm1 * and the rotation limit control torque Tm2. Self-sustained operation of the engine 22 when the engine 22 is motored to a rotational speed equal to or higher than the operation control start rotational speed Nst (predetermined rotational speed N1 or predetermined rotational speed N2) based on the process transmitted to the ECU 40 and the coolant temperature αw of the engine 22 10 for controlling the motor MG1 based on the received torque command Tm1 * of the motor MG1 and the hybrid electronic control unit 70 that executes the process of instructing the rotation of the motor MG1, and the rotation limiting control torque shown in FIG. Based on the instruction of the autonomous operation of the motor ECU 40 and the engine 22 that executes the second motor control routine at the time of reception, these are started when the fuel injection control and ignition control of the engine 22 are not started, and these are already started. Sometimes, based on the rotational speed Ne of the engine 22 and the target rotational speed Ne * Engine ECU24 performing fuel injection control and ignition control of the gin 22 corresponds to a "control unit". Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “transmission means” is not limited to the four-speed transmission 60, but can transmit power and release transmission accompanied by changing the gear position between the rotating shaft and the axle. It does not matter as long as it is anything. The “motoring 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 rotating shaft and can rotate independently of the rotating shaft. Any device may be used as long as it is connected to the output shaft of the internal combustion engine and inputs / outputs power to / from the rotary shaft and output shaft together with input / output of electric power and power. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, but an induction motor or the like is connected to the rotor and the rotor is driven to rotate by the rotating magnetic field of the stator. Any device can be used as long as it can input and output power. The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with the motoring means and the motor, such as a capacitor. The “temperature-reflecting physical quantity detection means” is not limited to the temperature sensor 22a that detects the coolant temperature αw of the engine 22, but is a temperature sensor that detects the temperature of the lubricating oil of the engine 22 or the like. Any device that detects a temperature-reflecting physical quantity that is a physical quantity that reflects temperature may be used. The “control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. Further, as a “control means”, when the engine 22 is instructed to start when the shift position SP is in the parking position, and the cooling water temperature αw of the engine 22 is higher than the threshold value αwref, the “control means” is used as an input shaft of the transmission 60. The engine 22 is operated with execution of rotation limiting control for controlling the motor MG2 so that a fixed magnetic field is formed in the stator 46b of the motor MG2 to the extent that the rotation of the ring gear shaft 32a can be limited with respect to the torque acting on the ring gear shaft 32a. The engine 22 and the motor MG1 are controlled so that the engine 22 is started to rotate at a rotational speed equal to or higher than the control start rotational speed Nst (predetermined rotational speed N1) and the engine 22 is started along with the motoring. When the cooling water temperature αw is equal to or lower than the threshold value αwref, the engine is accompanied by execution of the rotation restriction control. The engine 22 is motored so as to rotate at a rotational speed equal to or higher than the operation control start rotational speed Nst (a predetermined rotational speed N2 smaller than the predetermined rotational speed N1), and the engine 22 is started in accordance with the motoring. The motor 22 is not limited to controlling the motor MG1, and the motor 22 is motored by the motor MG1 using the torque command Tm1 * of the motor MG1 set by using the maximum torque Tm1max based on the coolant temperature αw of the engine 22. Or a slight torque is set in the torque command Tm1 * of the motor MG1 even after the engine 22 reaches the operation start speed Nst (N2) or more when the coolant temperature αw of the engine 22 is less than or equal to the threshold value αwref. The engine 22 is motored by the motor MG1 using this torque. Thus, when the cooling water temperature αw of the engine 22 is equal to or lower than the threshold value αwref, a torque that tends to decrease as the cooling water temperature αw of the engine 22 decreases or the output limit Wout of the battery 50 is largely limited is used as the maximum torque Tm1max. The torque command Tm1 * of the motor MG1 is set and used to motor the engine 22 by the motor MG1, or the motor MG1 uses the predetermined torque T1 as the maximum torque Tm1max regardless of the cooling water temperature αw of the engine 22. The torque command Tm1 * is set and the motor 22 is used to motor the engine 22, or the engine 22 rotation speed Ne and the predetermined rotation speed until the rotation speed Ne of the engine 22 exceeds the predetermined rotation speed N2. So that the deviation from the number N2 is cancelled. When the start command of the internal combustion engine is issued in the parking state where the shift position is at the parking position, such as setting the torque command Tm1 * and using the motor command MG1 to motorize the engine 22, the lubrication of the internal combustion engine is performed. The direction of the magnetic field of the stator of the motor is fixed to the extent that the rotation of the input shaft can be limited with respect to the input shaft action driving force that is the driving force acting on the input shaft of the transmission at a normal time when the temperature of the medium is higher than a predetermined temperature. The internal combustion engine is motorized so that the internal combustion engine rotates at a rotational speed equal to or higher than the first rotational speed with the execution of the rotation restriction control for controlling the electric motor so that the internal combustion engine is started along with the motoring. And the motoring means, and when the temperature of the lubricating medium of the internal combustion engine is cold, the internal combustion engine is As long as it is motored to rotate at a rotational speed equal to or higher than a second rotational speed that is smaller than the rotational speed, and controls the internal combustion engine and the motoring means so that the internal combustion engine is started along with the motoring. It doesn't matter what. 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.

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

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an electric drive system centered on motors MG1 and MG2 and a battery 50. FIG. It is a flowchart which shows an example of the parking state starting time 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 the battery temperature Tb in the battery 50, and the basic value of the output limitation Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity SOC of the battery 50, and the correction coefficient of the output restriction Wout. It is a flowchart which shows an example of a torque command setting routine. It is explanatory drawing which shows the mode of the time change of torque instruction Tm1 * of motor MG1 when motoring the engine 22. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining each rotating element of the power distribution and integration mechanism 30. It is explanatory drawing for demonstrating the mode of rotation limitation control. It is a flowchart which shows an example of the 2nd motor control routine at the time of torque reception for rotation limitation control. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

Explanation of symbols

  20, 120 Hybrid vehicle, 22 engine, 22a temperature sensor, 22b crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated mechanism, 31 sun gear, 32 ring gear, 32a ring gear Shaft, 32b Power shaft, 33 Pinion gear, 34 Carrier, 36 Drive shaft, 38 Differential gear, 39a, 39b Drive wheel, 40 Motor electronic control unit (motor ECU), 40a CPU, 40b ROM, 40c RAM, 41, 42 Inverter , 43, 44 Rotation position detection sensor, 45a, 46a Rotor, 45b, 46b Stator, 45U, 45V, 46U, 46V Current sensor, 47 Temperature sensor, 50 Battery, 51a Voltage sensor Sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 transmission, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accelerator pedal, 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 Counter rotor motor , 132 Inner rotor, 134 Outer rotor, MG1, MG2 motor, D1-D12 diode, T1-T12 transistor.

Claims (8)

An internal combustion engine;
Transmission means having an input shaft and capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle side;
Motoring means connected to the output shaft of the internal combustion engine and the input shaft for motoring the internal combustion engine with an output of driving force to the input shaft;
A motor connected to the input shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the input shaft;
Power storage means capable of exchanging electric power with the motoring means and the motor;
Temperature reflected physical quantity detecting means for detecting a temperature reflected physical quantity that is a physical quantity reflecting the temperature of the lubricating medium of the internal combustion engine;
When the internal combustion engine is instructed to start in a parking state where the shift position is at the parking position, the temperature of the lubricating medium of the internal combustion engine reflected by the detected temperature-reflecting physical quantity is higher than a predetermined temperature during normal times, and the input shaft With execution of rotation limiting control for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the input shaft can be limited with respect to the input shaft acting driving force acting on the input shaft Controlling the internal combustion engine and the motoring means so that the internal combustion engine is rotated at a rotational speed equal to or higher than a first rotational speed and the internal combustion engine is started along with the motoring; When the temperature of the lubricating medium of the internal combustion engine reflected by the detected temperature reflecting physical quantity is cold, which is equal to or lower than the predetermined temperature, the rotation restriction control is executed The internal combustion engine is motored so as to rotate at a rotational speed equal to or higher than a second rotational speed that is smaller than the first rotational speed, and the internal combustion engine is started so that the internal combustion engine is started along with the motoring. Control means for controlling the motoring means;
A vehicle comprising:   The control means is means for controlling the internal combustion engine to be motored at the cold time with an output from the motoring means having a smaller motoring driving force than the normal time. Vehicle.   The control means, during the cold, the driving force based on a deviation between the rotational speed of the internal combustion engine and the second rotational speed until the rotational speed of the internal combustion engine becomes equal to or higher than the second rotational speed. 2. The vehicle according to claim 1, which is means for controlling the internal combustion engine to be motored with an output from the motoring means.   The control means is a means for controlling the internal combustion engine so that the rotational speed of the internal combustion engine becomes equal to or higher than the first rotational speed with the self-sustaining operation of the internal combustion engine after the internal combustion engine is started during the cold time. The vehicle according to any one of claims 1 to 3.   The vehicle according to any one of claims 1 to 4, wherein the second rotational speed is a lower limit of the rotational speed at which fuel injection and ignition of the internal combustion engine can be performed.   The motoring means is connected to the input shaft and is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the input shaft, and the input shaft and the output shaft with input and output of electric power and power. The vehicle according to any one of claims 1 to 5, wherein the vehicle is power input / output means for inputting / outputting power to / from the power source.   The power / power input / output means has three axes of the input shaft, the output shaft, and a third shaft, and uses the power input / output to / from any two of the three shafts as a remaining shaft. The vehicle according to claim 6, comprising: a three-axis power input / output means for inputting / outputting power; and a generator capable of inputting / outputting power to / from the third shaft. An internal combustion engine, a transmission means having an input shaft and capable of transmitting and releasing power accompanied by a change in gear position between the input shaft and the axle, an output shaft of the internal combustion engine, and the input shaft; A motoring means for motoring the internal combustion engine with an output of a driving force to the input shaft, and a rotor connected to the input shaft to rotate the rotor by a rotating magnetic field of the stator. A vehicle control method comprising: an electric motor capable of inputting / outputting power to / from the input shaft; and an electric storage means capable of exchanging electric power with the motoring means and the electric motor,
When the internal combustion engine is instructed to start in a parking state in which the shift position is at the parking position, the input shaft action drive is a driving force that acts on the input shaft at a normal time when the temperature of the lubricating medium of the internal combustion engine is higher than a predetermined temperature. With the execution of rotation limiting control for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the input shaft can be limited with respect to force, the internal combustion engine is equal to or higher than the first rotation speed. The internal combustion engine and the motoring means are controlled such that the internal combustion engine is started to rotate at the number of revolutions and the internal combustion engine is started along with the motoring, and the temperature of the lubricating medium of the internal combustion engine is the predetermined temperature. When the engine is cold, the motor is controlled so that the internal combustion engine rotates at a rotational speed equal to or higher than a second rotational speed that is smaller than the first rotational speed with the execution of the rotation restriction control. Wherein for controlling said motor ring means and the internal combustion engine as the internal combustion engine is started with the said motoring while being grayed,
A method for controlling a vehicle.

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