JP2008143468A - Vehicle and control method thereof - Google Patents

Abstract

In a vehicle in which an engine, a first motor, and a drive shaft connected to a drive wheel are connected to a planetary gear mechanism and a second motor is connected to the drive shaft, when the engine is motored while the vehicle is stopped, It suppresses the occurrence of shock and shaking in the vehicle while suppressing power consumption by the two motors.
When a motor is started by motoring while the vehicle is stopped, a correction torque Tα is based on the crank angle of the engine when starting motoring until any cylinder of the engine exceeds top dead center. (S150, S160), and after any cylinder exceeds the top dead center, the predetermined torque T1 is set as the correction torque Tα (S150, S170), and the rotation correction control is performed using the set correction torque Tα. The torque Tm2 is set (S180), and the larger the set rotation limit control torque Tm2, the larger current is applied to the second motor to form a fixed magnetic field in the stator of the second motor, thereby limiting the rotation of the drive shaft.
[Selection] Figure 3

Description

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

Conventionally, this type of vehicle is coupled to an engine, a planetary gear mechanism having a carrier connected to the engine, a first motor connected to a sun gear of the planetary gear mechanism, a ring gear and a driving wheel of the planetary gear mechanism. And a second motor having a rotor connected to a ring gear shaft has been proposed (for example, see Patent Document 1). In this vehicle, when engine start is requested when the vehicle is stopped, a lock position (for example, one is selected from six locations) is set based on the rotational position of the rotor of the second motor, and the setting is made among the three-phase coils. By applying direct current to the two phases corresponding to the locked position, a stationary magnetic field is formed in the stator of the second motor to lock the ring gear shaft, and after locking, the engine is motored by the first motor and started. This suppresses the occurrence of shock or shaking in the vehicle when starting the engine.
JP 2006-81324 A

  In the above-described vehicle, when the engine is motored while the vehicle is stopped, a fixed magnetic field is formed on the stator of the second motor to lock the ring gear shaft, thereby preventing the vehicle from being shocked or shaken. However, there is a possibility that a current more than necessary to lock the ring gear shaft is applied to the second motor. When locking the ring gear shaft, it is desired to improve the energy efficiency as much as possible within a range that can suppress the occurrence of shock and vibration in the vehicle.

  The vehicle and its control method of the present invention limit the rotation of the drive shaft when the internal combustion engine is motored and started while the vehicle is stopped, and suppress the power consumption when limiting the rotation of the drive shaft. One of the purposes. Another object of the vehicle and the control method thereof according to the present invention is to prevent the vehicle from being shaken or shocked when the internal combustion engine is motored and started while the vehicle is stopped.

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

The first vehicle of the present invention is
An internal combustion engine;
Motoring means connected to an output shaft of the internal combustion engine and a drive shaft coupled to a drive wheel and capable of motoring the internal combustion engine with an output of a driving force to the drive shaft;
An electric motor connected to the drive shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the motor;
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
When the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, a rotation limiting driving force range is set based on the driving force output from the motoring means and the detected rotational position. Control means for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the drive shaft can be restricted with respect to the drive force within the set rotation limit drive force range acting on the drive shaft. When,
It is a summary to provide.

  In the vehicle of the present invention, when the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, the rotation is limited based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. The electric motor is controlled so that the direction of the magnetic field of the stator is fixed to such an extent that the driving force range is set and the rotation of the driving shaft can be limited with respect to the driving force within the rotation limiting driving force range acting on the driving shaft. That is, the direction of the magnetic field of the stator is fixed using a rotation limiting driving force range based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. Therefore, in a vehicle in which the current to be supplied to the electric motor becomes larger as the rotation limiting driving force range is wider, that is, the rotation of the driving shaft can be restricted with respect to a larger driving force, the rotation position is more appropriate. If the rotation limiting driving force range is set, it is possible to suppress shocks and vibrations in the vehicle while suppressing power consumption by the electric motor as compared with the case where the rotational position is not taken into consideration.

  In such a vehicle according to the present invention, the control means drives the rotation limited drive to a range corrected based on the detected rotational position with respect to the basic rotation limited drive force range based on the drive force output from the motoring means. It can also be a means for setting as a force range.

  Further, the control means sets a range corrected based on a starting rotation position that is the detected rotation position when starting motoring of the internal combustion engine with respect to the basic rotation limiting driving force range as the rotation limiting. It may be a means for setting as a driving force range. In this way, the allowable driving force range can be set according to the starting rotational position.

  In the vehicle of the present invention in which the range corrected based on the starting rotational position with respect to the basic rotation limit driving force range is used as the rotation limit driving force range, the control means starts motoring of the internal combustion engine. Until the predetermined condition is satisfied until the predetermined condition is satisfied, and is a means for setting, as the rotation limited drive force range, a range in which the basic rotation limit drive force range is corrected to the extent that the predetermined condition is satisfied or less. It can also be. In this case, until the predetermined condition is satisfied, the control means applies the top dead center to the cylinder whose rotational position at the start first exceeds the top dead center after starting the motoring of the internal combustion engine. It is also possible to set a range in which the basic rotation limit driving force range is corrected with a smaller degree as the position is closer to the rotation limit driving force range. This is because, after starting motoring of an internal combustion engine, until at least one of the cylinders exceeds the top dead center, the cylinder that first exceeds the top dead center after starting the motoring is usually This is based on the fact that the fluctuation of the driving force acting on the drive shaft becomes smaller as the dead point is closer. The internal combustion engine may have a plurality of cylinders, and the predetermined condition may be a condition in which any cylinder of the internal combustion engine exceeds top dead center. Here, whether or not any cylinder of the internal combustion engine has exceeded the top dead center can be determined based on, for example, the rotational position detected by the rotational position detecting means. Furthermore, the predetermined condition may be a condition in which a predetermined time elapses after starting the motoring of the internal combustion engine.

  In the first or second vehicle of the present invention, the rotational position detecting means for detecting the rotational position of the rotor of the electric motor, and the control electrical angle setting for setting the control electrical angle based on the detected rotational position And the motor is a three-phase AC motor, and the control means converts a current passed through each phase of the motor using the set control electrical angle into a three-phase to two-phase converter. Then, the d-axis and q-axis currents are calculated, the d-axis target current in the control electrical angle is set based on the set rotation-limited driving force range, and the q-axis target current in the control electrical angle It is also possible to set the value to 0 and to control the motor based on the set d-axis and q-axis target currents and the calculated d-axis and q-axis currents.

  In the first or second vehicle of the present invention, the motoring means is connected to three axes of the output shaft, the drive shaft, and the rotary shaft of the internal combustion engine, and any two of the three shafts. And a three-axis power input / output means for inputting / outputting power to the remaining shaft based on the power input / output to / from the power generator, and a generator capable of inputting / outputting power to / from the rotating shaft. You can also.

A vehicle control method according to the present invention,
An internal combustion engine, motoring means connected to an output shaft of the internal combustion engine and a drive shaft coupled to a drive wheel and capable of motoring the internal combustion engine with an output of a driving force to the drive shaft, and the drive An electric motor having a rotor connected to the shaft and capable of rotating and driving the rotor by a rotating magnetic field of the stator to input and output power to the drive shaft, and the motoring means and an electric storage means capable of exchanging electric power with the electric motor A vehicle control method comprising:
When the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, a rotation limiting driving force range is set based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. The electric motor is controlled so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the drive shaft can be restricted with respect to the drive force within the set rotation restriction drive force range that acts on the drive shaft. To
This is the gist.

  In the vehicle control method of the present invention, when the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. The motor is controlled so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the drive shaft can be limited with respect to the drive force within the rotation limit drive force range acting on the drive shaft. To do. That is, the direction of the magnetic field of the stator is fixed using a rotation limiting driving force range based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. Therefore, in a vehicle in which the current to be supplied to the electric motor becomes larger as the rotation limiting driving force range is wider, that is, the rotation of the driving shaft can be restricted with respect to a larger driving force, the rotation position is more appropriate. If the rotation limiting driving force range is set, it is possible to suppress shocks and vibrations in the vehicle while suppressing power consumption by the electric motor as compared with the case where the rotational position is not taken into consideration.

  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 according to 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 a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, and a hybrid electronic control unit 70 for controlling the entire vehicle. Prepare.

  The engine 22 is a multi-cylinder (for example, four-cylinder) internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and fuel injection control is performed by an engine electronic control unit (hereinafter referred to as engine ECU) 24. Operation control such as ignition control and intake air amount adjustment control. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22 such as the crank position (crank angle CA) of the crankshaft 26 from the crank position sensor 23 that detects the rotational position (crank angle CA) of the crankshaft 26. Is input via an input port (not shown). 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, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the motor MG2 is connected to the ring gear 32 via the ring gear shaft 32a. 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 when the motor MG1 functions as an electric motor, the engine 22 input from the carrier 34. 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 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The gear mechanism 60 is provided with a parking lock mechanism 90 including a parking gear 92 attached to the final gear 60a 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. Yes. 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 final gear 60a is mechanically connected to the drive wheels 63a and 63b, the parking lock mechanism 90 indirectly locks the drive wheels 63a and 63b.

  FIG. 2 is a configuration diagram showing an outline of the configuration of the electric drive system centered on the motors MG1 and MG2. 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 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, a drive signal to an actuator (not shown) of the parking lock mechanism 90 is output. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via 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 electric 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).

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

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when starting the engine 22 with the shift position SP in the parking position will be described. FIG. 3 is a flowchart showing an example of a parking position start 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 in the parking position.

  When the parking position start control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the crank angle CA, the engine speed Ne, and the motoring elapsed time t (step S100). Here, the crank angle CA detected by the crank position sensor 23 attached to the crankshaft 26 is inputted from the engine ECU 24 by communication. Further, the rotational speed Ne of the engine 22 is calculated by a communication speed calculation routine (not shown) based on the crank angle CA detected by the crank position sensor 23 from the engine ECU 24 by communication. Further, as the motoring elapsed time t, the time measured by a timer (not shown) is input as the time after the motoring of the stopped engine 22 is started.

  Subsequently, the value of the flag F is checked (step S110). When the flag F is 0, the crank angle CA is set as the initial crank angle CAset (step S120), and the flag F is set to 1 (step S120). S130), the process proceeds to step S140. On the other hand, when the flag F is 1, the process proceeds to step S140 without performing steps S120 and S130. Here, the flag F is a flag in which a value 0 is set as an initial value and a value 1 is set when the initial crank angle CAset is set. Therefore, the processing of steps S110 to S130 is processing for setting the crank angle CA when starting the motoring of the engine 22 as the initial crank angle CAset when it is executed for the first time after this routine is executed. .

  Then, a torque command Tm1 * of the motor MG1 is set using the rotation speed Ne of the engine 22 and the motoring elapsed time t (step S140). In the embodiment, the torque command Tm1 * of the motor MG1 is stored in advance as a torque command setting map in which the relationship between the rotational speed Ne of the engine 22 or the motoring elapsed time t and the torque command Tm1 * of the motor MG1 is determined in advance. When the rotational speed Ne of the engine 22 and the motoring elapsed time t are given, the corresponding torque command Tm1 * is derived and set from the stored map. An example of the torque command setting map is shown in FIG. In the torque command setting map of FIG. 4, as shown in the figure, a relatively large torque is quickly set in the torque command Tm1 * using a rate process immediately after the time t1 when the engine 22 is instructed to start, and the engine 22 is set. The number of revolutions Ne is rapidly increased. Subsequently, the engine 22 is stably motored at a predetermined rotational speed Nref or higher at a time t2 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or required for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Here, the predetermined rotational speed Nref is the rotational speed at which the fuel injection control and the ignition control are started. In the embodiment, a larger rotational speed is set with a margin than the resonance rotational speed band. Then, from time t3 when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nref, the torque command Tm1 * is quickly set to the value 0 using rate processing, and the processing ends at time t4 when the complete explosion of the engine 22 is determined. Thus, immediately after the engine 22 is instructed to start, a large torque is set in the torque command Tm1 * of the motor MG1 and the engine 22 is motored, so that the engine 22 can be quickly rotated to a predetermined rotational speed Nref or more. Can be started.

  Next, it is determined whether any cylinder of the engine 22 has exceeded the top dead center since the motoring of the engine 22 has been started (step S150). This determination is made, for example, when the motoring elapsed time t exceeds the time required for any cylinder of the engine 22 to exceed the top dead center when the engine 22 is motored (hereinafter referred to as the super top dead center time TTDC). It can be done by determining whether or not, or by examining the crank angle CA. In the former case, the super top dead center time TTDC is obtained by previously determining the relationship between the initial crank angle CAset and the super top dead center time TTDC by an experiment or the like, and storing the super top dead center time when the initial crank angle CAset is given. TTDC can be derived and used. In this case, the super top dead center time TTDC is the top dead center in the cylinder whose initial crank angle CAset first exceeds the top dead center after starting motoring of the engine 22 (hereinafter, this cylinder is referred to as the first cylinder). It tends to be shorter as it gets closer.

  When it is determined in step S150 that none of the cylinders of the engine 22 has yet exceeded the top dead center, a positive correction torque Tα is set based on the initial crank angle CAset (step S160), and any cylinder is When it is determined that the dead point has been exceeded, the positive predetermined torque T1 is set as the correction torque Tα (step S170). Here, the predetermined torque T1 uses the amplitude of the torque fluctuation acting on the ring gear shaft 32a when the substantially same torque fluctuation acts on the ring gear shaft 32a regardless of the initial crank angle CAset, or a value slightly larger than that. And can be determined in advance through experiments or the like. Further, in the embodiment, the correction torque Tα when any cylinder of the engine 22 does not exceed the top dead center is determined by previously determining the relationship between the initial crank angle CAset and the correction torque Tα through experiments or the like. And when the initial crank angle CAset is given, the corresponding correction torque Tα is derived and set from the stored map. An example of the correction torque setting map is shown in FIG. In the example of FIG. 5, a case where a four-cylinder engine 22 is used is considered. In the figure, “TDC” and “BDC” indicate the top dead center and the bottom dead center in the first cylinder. As shown in the figure, the correction torque Tα is a value slightly larger than the value T1 from the value T1 as the initial crank angle CAset is closer to the top dead center in the first cylinder, that is, from the bottom dead center side to the top dead center side. The tendency to become smaller toward is set. This is based on the following reason. FIG. 6 shows an example of the state of torque fluctuation that acts on the ring gear shaft 32a due to the friction of the engine 22 when the engine 22 is motored. In the figure, ◯ indicates the initial crank angle CAset. In the figure, the solid line shows the state when the initial crank angle CAset is at a relatively top dead center side position in the first cylinder, and the broken line is an abbreviation of the top dead center and the bottom dead center in the first cylinder angle CAset. A state at an intermediate position is shown, and a one-dot chain line shows a state when the initial crank angle CAset is at a relatively lower dead center side position in the first cylinder. As shown in the figure, when the initial crank angle CAset is at a relatively top dead center side position (see solid line) in the first cylinder, the first cylinder exceeds the top dead center (in the figure, the crank angle CA exceeds “TDC1”). ) Is relatively small, and when the initial crank angle CAset is at a relatively bottom dead center side position (see the dashed line in the figure) of the first cylinder, the torque fluctuation until the first cylinder exceeds the top dead center is Relatively large. After the first cylinder exceeds the top dead center, the torque fluctuation due to the initial crank angle CAset occurs until the next cylinder exceeds the top dead center (in the figure, the crank angle CA exceeds “TDC2”). The difference disappears, and thereafter, substantially the same torque fluctuation acts on the ring gear shaft 32a regardless of the initial crank angle CAset. Therefore, in the embodiment, until the first cylinder exceeds the top dead center, in order to avoid using a torque larger than necessary as the correction torque Tα, the value from 0 to T1 is set based on the initial crank angle CAset. The torque between them is set as the correction torque Tα. The purpose of avoiding using a torque larger than necessary as the correction torque Tα is to suppress the power consumption of the motor MG2, which will be described in detail later.

  Then, based on the torque command Tm1 * of the motor MG1, the gear ratio ρ of the power distribution and integration mechanism 30 and the set correction torque Tα, the ring gear shaft is generated by the torque output from the motor MG1 and the friction of the engine 22 by the following equation (1). A torque Tm2 for rotation restriction control considering the torque fluctuation acting on 32a is calculated (step S180). FIG. 7 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of the power distribution and integration mechanism 30 when the engine 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 rotational speed Nr of the ring gear 32 (ring gear shaft 32a), which is a number Nm2, is shown. Further, in the figure, a thick arrow on the R axis indicates a 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. Here, the rotation limiting control torque Tm2 is a control that prevents the rotor 46a (the ring gear shaft 32a as the power shaft) of the motor MG2 from rotating by fixing the direction of the magnetic field formed in the stator 46b of the motor MG2. Hereinafter, this is a torque used to set a current value for energizing the motor MG2 when executing such control). As described above, since a positive value is set for the correction torque Tα, the rotation limit control torque Tm2 is set to a larger value than the torque (−Tm1 * / ρ). Hereinafter, the description of the parking position start control routine in FIG. 3 will be temporarily interrupted, and the rotation restriction control will be described with reference to FIG.

  When controlling the motor MG2, as shown in FIG. 8, 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), torque is applied from the motor MG2 to the ring gear shaft 32a as the drive shaft. Is not output. However, if the torque acts on the ring gear shaft 32a and the rotor 46a rotates and the direction of the fixed magnetic field formed on the stator 46b and the current direction of the magnetic field of the rotor 46a (direction of the d-axis) deviate, the stator 46b. Torque acts on the rotor 46a in accordance with the deviation in a direction in which the direction of the fixed magnetic field formed on the rotor and the current magnetic field direction of the rotor 46a coincide with each other (hereinafter, this torque is referred to as suction torque), and acts on the ring gear shaft 32a. The rotor 46a stops at a position where the torque to be balanced and the suction torque are balanced. Here, when the deviation between the direction of the fixed magnetic field and the current direction of the magnetic field of the rotor 46a is within the range of π / 2 or less in electrical angle, the attraction torque increases as the deviation increases and forms a fixed magnetic field. Therefore, the larger the value of current that is applied to the three-phase coil of the stator 46b, the larger the value. The rotation limit control torque Tm2 described above is used when setting a current value for forming a fixed magnetic field. In the embodiment, using the rotation limit control torque Tm2, the deviation between the direction of the fixed magnetic field formed on the stator 46b and the current direction of the magnetic field of the rotor 46a is within a predetermined range (for example, the gear mechanism 60 or the like) In other words, the current value for energizing the three-phase coil of the stator 46b is set so as to be within a range in which no shock or vibration occurs in the vehicle, a range in which the ring gear shaft 32a hardly rotates, or the like. Here, the predetermined range can be set according to vehicle specifications such as the circular pitch, tooth thickness, tooth gap width, and backlash of each gear in the gear mechanism. In this case, the power consumption by the motor MG2 increases as a larger current is applied to the three-phase coil. Therefore, the direction of the fixed magnetic field formed in the stator 46b and the current magnetic field of the rotor 46a are suppressed while suppressing the power consumption as much as possible. It is desirable that the deviation from the direction is within a predetermined range. 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.

  Returning to the description of the parking position start control routine of FIG. When the rotation limit control torque Tm2 is set in step S180, the motor MG1 torque command Tm1 * and the rotation limit control torque Tm2 are transmitted to the motor ECU 40 (step S190), and the rotation speed Ne of the engine 22 is set to the predetermined rotation speed Nref. It is determined whether or not the engine speed has reached (step S200). When the rotational speed Ne of the engine 22 has not reached the predetermined rotational speed Nref, the process returns to step S100, and the processing of steps S100 to S200 is repeatedly executed. When it is determined that the number Ne has reached the predetermined rotational speed Nref, the engine ECU 24 is instructed to start fuel injection control and ignition control (step S210), and after waiting for a complete explosion (step S220), the parking position The hour start control routine is terminated. Here, the motor ECU 40 that has received the torque command Tm1 * of the motor MG1 and the torque Tm2 for rotation restriction control performs switching control of the transistors T1 to T6 of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *. The second motor control routine is executed at the time of receiving the torque for controlling the rotation limitation illustrated in FIG. Thus, in this embodiment, when the engine 22 is motored by the motor MG1 to start the engine 22, the rotation gear control torque Tm2 is used to prevent the ring gear shaft 32a as the drive shaft from rotating. It is.

  Next, the second motor control routine at the time of receiving the torque for rotation restriction control in FIG. 9 will be described. 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, A process of inputting data necessary for control, such as rotation limit control torque Tm2, is executed (step S300). Here, the rotation limit control torque Tm2 is set by the above-described parking position start control routine of FIG. 3 and input from the hybrid electronic control unit 70 by communication.

  Subsequently, the value of the flag G is checked (step S310). 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 S320), and the input motor The electrical angle θe2 is calculated based on the rotational position θm2 of the rotor 46a of MG2 (step S330), the calculated electrical angle θe2 is set as the control electrical angle θset (step S340), and the value 1 is set to the flag G (step S340). Step S350). Then, when a value 1 is set in the flag G, the processes in steps S320 to S350 are not performed after the next time. Here, the flag G is set to 0 as an initial value, and is set to 1 when the control electrical angle θ set is set. Thereafter, the control is performed from the hybrid electronic control unit 70 for rotation limitation control over a predetermined time. This flag is set to a value of 0 when reception of the torque Tm2 is interrupted (when execution of the rotation restriction control is stopped such as when the shift position SP is shifted to a drive position or the like to run). Therefore, the processing in steps S320 to S350 is for control 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 for setting the electrical angle θset.

  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 S360), 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 S370). In the embodiment, the d-axis current command Id2 * is based on the rotation limit control torque Tm2 and is an absolute value torque less than or equal to the rotation limit control torque Tm2 (torque within the range of the value (−Tm2) to the value Tm2). Current value which can prevent the ring gear shaft 32a from rotating when it acts on the ring gear shaft 32a as a drive shaft, that is, the direction of the fixed magnetic field formed in the stator 46b and the current magnetic field direction of the rotor 46a. Set the current value so that the deviation is within a predetermined range (for example, a range where no gear rattling occurs in the gear mechanism 60, a range where no shock or vibration is generated in the vehicle, or a range where the ring gear shaft 32a hardly rotates). To do. Therefore, the d-axis current command Id2 * is set so as to increase as the rotation limit control torque Tm2 increases.

  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 S380), and the calculated d-axis and q-axis voltage commands Vd2 * and Vq2 * are calculated using the control electrical angle θset and the motor MG2 according to the following expressions (5) and (6): The voltage command Vu2 *, Vv2 *, Vw2 * to be applied to the U-phase, V-phase, and W-phase of the three-phase coil is converted (two-phase to three-phase conversion) (step S390), and the voltage command Vu2 subjected to coordinate conversion is converted. *, Vv2 *, Vw2 * are converted into PWM signals for switching the transistors T7 to T12 of the inverter 42 (step S400). Transistor T7~T12 motor MG2 is driven and controlled by by outputting (step S410), 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. By controlling the motor MG2 in this way, when the engine 22 is motored by the motor MG1, the ring gear shaft 32a as the drive shaft corresponds to the rotational position θm2 of the rotor 46a when starting the motoring of the engine 22. Is stopped at a position where the deviation between the direction of the d-axis (the direction of the fixed magnetic field) and the current direction of the d-axis of the rotor 46a is within a predetermined range. As a result, when the engine 22 is motored, it is possible to suppress the rattling of the gear mechanism 60 and the occurrence of shock or shaking in the vehicle. In addition, a fixed magnetic field is formed on the stator 46b using the torque Tm2 for rotation restriction control based on the torque Tm1 output from the motor MG1 and the torque fluctuation acting on the ring gear shaft 32a due to the friction of the engine 22. It is possible to limit the rotation of the ring gear shaft 32a by applying a more appropriate current to the motor MG2 than in the case where the torque fluctuation based on the friction is not considered. That is, a relatively large rotation limiting control torque Tm2 (for example, a predetermined torque T1 or a torque slightly larger than that regardless of whether or not the first cylinder exceeds the top dead center regardless of the torque fluctuation based on the friction of the engine 22) The power consumption by the motor MG2 can be suppressed as compared with the case where a relatively large current is supplied to the motor MG2 using the rotation limit control torque Tm2) in which T1 is set, and the friction of the engine 22 is taken into consideration. Without limiting the absolute value of the torque Tm1 output from the motor MG1 as the rotation limit control torque Tm2, the rotation of the ring gear shaft 32a can be more reliably limited.

  In the embodiment, the operation when the engine 22 is motored and started while the shift position SP is in the parking position has been described. However, even when the shift position SP is a position other than the parking position, the vehicle speed V is an approximate value. When the engine 22 is motored and started by the motor MG1 while the vehicle is stopped, for example, when the brake pedal 85 is depressed, the routine of FIG. 3 or FIG. 9 is executed as in the embodiment. Also good.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is motored and started by the motor MG1 while the vehicle is stopped, such as when the shift position SP is the parking position, the torque Tm1 output from the motor MG1 is used. In addition, the rotation limit control torque Tm2 is set in consideration of the torque fluctuation acting on the ring gear shaft 32a due to the friction of the engine 22 according to the crank angle CA of the crankshaft 26 of the engine 22, and the set rotation limit control torque Since the motor MG2 is energized with a current that tends to increase as Tm2 increases, a fixed magnetic field is formed in the stator 46b. Thus, the motor MG2 is driven by a motor as compared with a motor that does not take into account torque fluctuations acting on the ring gear shaft 32a according to the crank angle CA. Shock to the vehicle while reducing power consumption It is possible to prevent the shaking occurs. In addition, when setting the rotation limiting control torque Tm2 in consideration of the torque fluctuation acting on the ring gear shaft 32a, the positive correction torque Tα that tends to decrease as the initial crank angle CAset approaches the top dead center in the first cylinder. Is used to set the torque Tm2 for rotation restriction control, so that power consumption by the motor MG2 can be further suppressed according to the initial crank angle CAset.

  In the hybrid vehicle 20 of the embodiment, the positive correction torque Tα is set based on the initial crank angle CAset until it is determined that the first cylinder exceeds the top dead center, and it is determined that the first cylinder exceeds the top dead center. After that, the positive predetermined torque T1 is set as the correction torque Tα, but the correction torque Tα is set based on the crank angle CA regardless of whether or not the first cylinder exceeds the top dead center. Alternatively, the correction torque Tα may be set based on the initial crank position CAset and the motoring elapsed time t. In the former case, the correction torque Tα is obtained by using, for example, the state of torque fluctuation acting on the ring gear shaft 32a due to the friction of the engine 22 when the engine 22 illustrated in FIG. 6 is motored, that is, the crank angle CA of FIG. The relationship between the crank angle CA and the correction torque Tα is determined in advance and stored as a map using the relationship between the torque fluctuation acting on the ring gear shaft 32a, and if the crank angle CA is given, it corresponds from the stored map. The correction torque Tα may be derived and set. In this case, the torque fluctuation acting on the ring gear shaft 32a due to the friction of the engine 22 increases the torque acting on the ring gear shaft 32a relative to the torque (−Tm1 * / ρ) output from the motor MG1 and acting on the ring gear shaft 32a. Is set to a positive value for the correction torque Tα, the torque acting on the ring gear shaft 32a is made smaller than the torque (−Tm1 * / ρ) outputted from the motor MG1 and acting on the ring gear shaft 32a. When the fluctuation is in the direction to be corrected, a negative value may be set for the correction torque Tα. In the latter case, that is, when the correction torque Tα is set based on the initial crank position CAset and the motoring elapsed time t, the relationship between the initial crank position CAset, the motoring elapsed time t, and the torque fluctuation acting on the ring gear shaft 32a. , The relationship between the initial crank position CAset, the motoring elapsed time t, and the correction torque Tα is previously determined and stored as a map, and the map stored when the initial crank position CAset and the motoring elapsed time t are given is stored. Alternatively, the corresponding correction torque Tα may be derived and set. In this case as well, as in the former case, the correction torque Tα may be set to a positive or negative value according to the direction of torque fluctuation acting on the ring gear shaft 32a. If the motor MG2 is energized using the rotation limit control torque Tm2 set using the correction torque Tα set as described above to form a fixed magnetic field in the stator 46b, power consumption by the motor MG2 is further suppressed. can do.

  In the hybrid vehicle 20 of the embodiment, the rotation limit control torque Tm2 is set using the correction torque Tα smaller than the predetermined torque T1 until any cylinder of the engine 22 exceeds the top dead center. The rotation restriction control torque Tm2 may be set using a correction torque Tα smaller than the predetermined torque T1 until slightly before or slightly beyond the top dead center of any of the cylinders.

  In the hybrid vehicle 20 of the embodiment, the crank angle CA detected by the crank position sensor 23 and input from the engine ECU 24 to the hybrid electronic control unit 70 by communication is used. When the rotational positions θm1 and θm2 of the rotors 45a and 46a of the motors MG1 and MG2 detected by the motor 44 are input from the motor ECU 40 to the hybrid electronic control unit 70 by communication, the rotational positions of the rotors 45a and 46a of the motors MG1 and MG2 What is calculated based on θm1 and θm2 and the gear ratio ρ of the power distribution and integration mechanism 30 may be used.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is a multi-cylinder engine, but a single-cylinder engine may be used.

  In the hybrid vehicle 20 of the embodiment, the ignition control is started when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nref, but a crank position sensor (not shown) is started when the motoring of the engine 22 is started. The ignition control may be started when the cylinder discrimination performed based on the signal from is completed.

  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 power of the motor MG2 is output to the ring gear shaft 32a. However, the power of the motor MG2 is connected to the ring gear shaft 32a as illustrated in the hybrid vehicle 120 of the modification of FIG. It may be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from the other axle (the axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the 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 an “internal combustion engine”, and the power distribution and integration mechanism 30 connected to the crankshaft 26 of the engine 22 and a ring gear shaft 32a as a drive shaft connected to the drive wheels 63a and 63b and the power. The motor MG1 connected to the distribution and integration mechanism 30 corresponds to a “motor ring means”. The rotor 46a is connected to a ring gear shaft 32a serving as a drive shaft, and the rotor 46a is driven to rotate by a rotating magnetic field of the stator 46b, thereby ring gear shaft 32a. The motor MG2 that inputs and outputs power to the motor corresponds to the “electric motor”, the battery 50 that exchanges electric power with the motor MG1 and the motor MG2 corresponds to the “electric storage means”, and the rotational position (crank angle CA) of the crankshaft 26 of the engine 22 ) Is equivalent to “rotational position detecting means”, and When starting the engine 22 while the vehicle is stopped, such as when the vehicle position SP is in the parking position, the crank angle CA of the crankshaft 26 of the engine 22 is taken into consideration in addition to the torque Tm1 output from the motor MG1. The rotation limit control torque Tm2 is set and the rotation limit control torque Tm2 thus set is transmitted to the motor ECU 40. The rotation received from the hybrid electronic control unit 70 or the hybrid electronic control unit 70 that executes the processing of S140 to S190. The motor ECU 40 that executes the processing of S300 to S410 that controls the motor MG2 so that the motor MG2 is energized with a current that tends to increase as the limit control torque Tm2 increases and the stator 46b forms a fixed magnetic field is “control means”. It corresponds to. 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.

  In the embodiment, the hybrid vehicle 20 is used. However, the vehicle may be a vehicle other than the vehicle or may be a vehicle control method.

  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. It is a block diagram which shows the outline of a structure of the electric drive system centering on motor MG1, MG2. 4 is a flowchart showing an example of a parking position start control routine executed by a hybrid electronic control unit 70; It is explanatory drawing which shows an example of the map for torque command setting. It is explanatory drawing which shows an example of the map for correction torque setting. 4 is an explanatory diagram showing an example of a relationship between a crank angle CA when motoring the engine 22 and a torque fluctuation acting on the ring gear shaft 32a due to friction of the engine 22. FIG. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 when the engine 22 is motored by motor MG1. It is explanatory drawing for demonstrating rotation limitation control. 7 is a flowchart illustrating an example of a second motor control routine when receiving torque for rotation restriction control executed by a motor ECU. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism 62, differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift Bar, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, D1 D6 diode, T1-T12 transistor.

Claims (10)

An internal combustion engine;
Motoring means connected to an output shaft of the internal combustion engine and a drive shaft coupled to a drive wheel and capable of motoring the internal combustion engine with an output of a driving force to the drive shaft;
An electric motor connected to the drive shaft and capable of rotating and driving the rotor by a rotating magnetic field of a stator to input / output power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the motor;
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
When the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, a rotation limiting driving force range is set based on the driving force output from the motoring means and the detected rotational position. Control means for controlling the electric motor so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the drive shaft can be restricted with respect to the drive force within the set rotation limit drive force range acting on the drive shaft. When,
A vehicle comprising:   The control means is means for setting, as the rotation limit driving force range, a range corrected based on the detected rotation position with respect to a basic rotation limit driving force range based on the driving force output from the motoring means. The vehicle according to claim 1.   The control means has a rotation position at a start time which is the detected rotation position when starting motoring of the internal combustion engine with respect to a basic rotation limit driving force range based on the driving force output from the motoring means. The vehicle according to claim 1, wherein the vehicle is a means for setting a range corrected based on the rotation limit driving force range.   The control means is a range in which the basic rotational speed limit driving force range is corrected to the extent after the predetermined condition is satisfied until the predetermined condition is satisfied after the motoring of the internal combustion engine is started. The vehicle according to claim 3, wherein the vehicle is a means for setting the rotation restriction driving force range.   The control means is a position close to the top dead center for a cylinder that first exceeds the top dead center after the start rotational position starts motoring of the internal combustion engine until the predetermined condition is satisfied. The vehicle according to claim 4, wherein the vehicle is a means for setting the range in which the basic rotation limit driving force range is corrected to a smaller extent as the rotation limit driving force range. The vehicle according to claim 4 or 5, wherein
The internal combustion engine has a plurality of cylinders,
The predetermined condition is a condition in which any cylinder of the internal combustion engine exceeds top dead center.   6. The vehicle according to claim 4, wherein the predetermined condition is a condition in which a predetermined time elapses after starting motoring of the internal combustion engine. A vehicle according to any one of claims 1 to 7,
Rotational position detecting means for detecting the rotational position of the rotor of the electric motor;
Control electrical angle setting means for setting a control electrical angle based on the detected rotational position;
With
The motor is a three-phase AC motor;
The control means calculates a d-axis current and a q-axis current by performing a three-phase to two-phase conversion on a current supplied to each phase of the motor using the set control electric angle, and sets the rotation Based on the limited driving force range, a d-axis target current in the control electrical angle is set, a value of 0 is set in the q-axis target current in the control electrical angle, and the set d-axis and q-axis target is set. A vehicle which is means for controlling the electric motor based on a current and the calculated d-axis and q-axis currents.   The motoring means is connected to the three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotary shaft, and the power is applied to the remaining shaft based on the power input / output to / from any two of the three shafts. The vehicle according to any one of claims 1 to 8, wherein the vehicle includes: a three-axis power input / output means for inputting / outputting power; and a generator capable of inputting / outputting power to / from the rotating shaft. An internal combustion engine, motoring means connected to an output shaft of the internal combustion engine and a drive shaft coupled to a drive wheel and capable of motoring the internal combustion engine with an output of a driving force to the drive shaft, and the drive An electric motor having a rotor connected to the shaft and capable of rotating and driving the rotor by a rotating magnetic field of the stator to input and output power to the drive shaft, and the motoring means and an electric storage means capable of exchanging electric power with the electric motor A vehicle control method comprising:
When the internal combustion engine is motored and started by the motoring means while the vehicle is stopped, a rotation limiting driving force range is set based on the driving force output from the motoring means and the rotational position of the output shaft of the internal combustion engine. The electric motor is controlled so that the direction of the magnetic field of the stator is fixed to the extent that the rotation of the drive shaft can be restricted with respect to the drive force within the set rotation restriction drive force range that acts on the drive shaft. To
Vehicle control method.

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