JP2019038463A - Hybrid car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress an increase in rotation fluctuation of an engine when the engine idles during parking. SOLUTION: When an idle operation of an engine is started at a shift position (during parking) in a shift position, rattling of a planetary gear and a first operation of the planetary gear are performed until a predetermined time elapses after the idle operation is started. Of the first gear fixed to the first shaft connected to the three rotating elements and the second gear connected to the driving wheels, and the first gear or the first shaft and the third rotating element A predetermined time has passed since the idling operation was started by controlling the first motor so that the first motor does not output the pressing torque for backlashing the parking gear fixed to any one and the parking pole. After that, the first motor is controlled so that the pressing torque is output from the first motor. [Selection diagram] Figure 2

Description

  The present invention relates to a hybrid vehicle.

  Conventionally, this type of hybrid vehicle has an intermediate output shaft in which an engine, a first electric motor, and an output gear are connected to a carrier of a planetary gear device, a sun gear, and a ring gear, and a large-diameter gear that meshes with the output gear is provided. In a hybrid vehicle in which a second output gear coupled to a drive wheel and meshed with a large-diameter gear is connected to a second motor, the planetary gear device is driven by torque from the first motor when the vehicle is in a low vehicle speed range during deceleration. There has been proposed one that performs backlash in the surrounding structure (see, for example, Patent Document 1). In this hybrid vehicle, by performing such control, generation of rattling noise around the planetary gear device is suppressed.

Japanese Patent Laid-Open No. 2006-112906

  In such a hybrid vehicle, in addition to the above-described control, when the engine is idled during parking, a pressing torque for performing loosening of the planetary gear device or loosening of the output gear and the large-diameter gear is set. Output from one electric motor is also considered. When the engine is idling, since the throttle opening is small and the amount of intake air is small, it takes time from the start of engine idling to the stabilization of combustion. When the pressing torque is output, there is a concern that the engine rotational fluctuation is likely to increase and the engine stalls.

  The main purpose of the hybrid vehicle of the present invention is to suppress an increase in engine rotational fluctuation when the engine is idling during parking.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
Engine,
A first motor;
A planetary gear in which the first motor, the engine, and the first shaft are connected to the first rotating element, the second rotating element, and the third rotating element, which are arranged in order in the alignment chart;
A first gear fixed to the first shaft;
A second gear fixed to a second shaft connected to the drive wheel and meshing with the first gear;
A second motor capable of inputting and outputting power to the second shaft;
When the shift position is the parking position, a parking pawl meshes with the first gear, or meshes with the parking gear fixed to the first shaft or the third rotating element to A parking device to lock,
A power storage device that exchanges power with the first motor and the second motor;
A control device for controlling the engine, the first motor, the second motor, and the parking device;
A hybrid vehicle comprising:
When the shift position starts the idle operation of the engine at the parking position, the control device loosens the planetary gear and the first gear until a predetermined time elapses after the idle operation is started. And controlling the first motor so that a pressing torque for performing backlash between the first gear and the second gear and backlash between the first gear or the parking gear and the parking pole is not output from the first motor. The first motor is controlled such that the pressing torque is output from the first motor after the predetermined time has elapsed since the start of the idle operation.
This is the gist.

  In this hybrid vehicle of the present invention, when the shift position is the parking position (when the engine is idling) and the engine is idling, until the predetermined time elapses after the idling is started, The first motor is controlled so that a pressing torque for performing backlash between the first gear and the second gear and backlash between the first gear or the parking gear and the parking pole is not output from the first motor. After a predetermined time has elapsed from the start, the first motor is controlled so that the pressing torque is output from the first motor. Here, the “predetermined time” can be, for example, a time required from the start of engine idle operation until the combustion of the engine is stabilized. In this hybrid vehicle, when the engine is idling, until the predetermined time elapses, the first motor does not output the pressing torque, so that the engine rotational fluctuation increases (for example, the engine Can be suppressed). In addition, after a predetermined time has elapsed since the start of the engine idle operation, by outputting a pressing torque from the first motor, rattling with the planetary gear or rattling between the first gear and the second gear, Generation of rattling noise due to rattling between the first gear or the parking gear and the parking pole can be suppressed.

  In such a hybrid vehicle of the present invention, the pressing torque may be determined so as to be larger when the engine water temperature is low than when it is high. The pressing torque may be determined to be larger than when the engine intake air temperature is low and higher. When the engine water temperature or the intake air temperature is low, the engine torque fluctuations are likely to increase. Therefore, by increasing the pressing torque, it is possible to more reliably suppress the occurrence of the rattling noise described above.

  In the hybrid vehicle of the present invention, when the shift position is the parking position and the engine starts idling, a second pressing torque for at least loosening the first gear and the second gear. The second motor may be controlled such that is output from the second motor. If it carries out like this, generation | occurrence | production of the above-mentioned rattling sound can be suppressed more reliably.

  In this case, the second pressing torque may be determined to be larger when the allowable input power of the power storage device is less than the predetermined power than when the allowable input power is equal to or greater than the predetermined power. . The first pressing torque described above is a torque generated along with the power generation of the first motor, and the second pressing torque is a torque generated along with power consumption of the second motor. Therefore, when the allowable input power of the power storage device is small, the first pressing torque can be more reliably output from the first motor by increasing the second pressing torque.

  In the hybrid vehicle of the present invention, the engine may be a three-cylinder engine. In the case of a three-cylinder engine, the torque fluctuation of the engine is likely to be larger than that of a four-cylinder engine or a six-cylinder engine, rattling in the planetary gear, rattling between the first gear and the second gear, parking with the first gear or the parking gear. Prone to rattling with Paul. For this reason, the significance of outputting the pressing torque from the first motor is greater.

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 explanatory drawing which shows an example of the motor control routine at the time of idle driving | running performed by HVECU70. It is explanatory drawing which shows an example of the relationship between the cooling water temperature Tw of the engine 22, the intake air temperature Tin, and the pressing torque Tad1. It is explanatory drawing which shows an example of the motor control routine at the time of idle operation of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  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 illustrated, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, inverters 41 and 42, a battery 50 as a power storage device, a parking device 90, and a hybrid electronic control. A unit (hereinafter referred to as “HVECU”) 70.

  The engine 22 is configured as a three-cylinder internal combustion engine that outputs power using gasoline, light oil, or the like as fuel. The operation of the engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for controlling the operation of the engine 22 are input to the engine ECU 24 from an input port. Examples of signals input to the engine ECU 24 include a crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26 of the engine 22 and a cooling water temperature from a water temperature sensor that detects the temperature of cooling water in the engine 22. Tw, throttle opening TH from a throttle valve position sensor for detecting the throttle valve position can be mentioned. Further, the intake air amount Qin from the air flow meter attached to the intake pipe of the engine 22 and the intake air temperature Tin from the temperature sensor attached to the intake pipe can also be mentioned. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 via an output port. Examples of the signal output from the engine ECU 24 include a drive control signal to the throttle motor that adjusts the position of the throttle valve, a drive control signal to the fuel injection valve, and a drive control signal to the spark plug. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotational speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor.

  The planetary gear 30 is configured as a single-pinion type planetary gear mechanism, and includes a sun gear 30s that is an external gear, a ring gear 30r that is an internal gear arranged concentrically with the sun gear 30s, and a sun gear 30s and a ring gear 30r, respectively. A plurality of pinion gears 30p, and a carrier 30c that supports the plurality of pinion gears 30p so as to rotate (rotate) and revolve freely. The sun gear 30s is connected to the rotor of the motor MG1, the ring gear 30r is connected to an intermediate shaft (first shaft) 32, and the carrier 30c is connected to the crankshaft of the engine 22 via the damper 28. 26 is connected.

  The power (torque) output to the intermediate shaft 32 is transmitted to the left and right drive wheels DW via the gear mechanism 60, the differential gear DF, and the drive shaft DS. The gear mechanism 60 is fixed to a counter drive gear (first gear) 61 fixed to the intermediate shaft 32 and a counter shaft (second shaft) 62 extending in parallel with the intermediate shaft 32 and to the counter drive gear 61. A counter driven gear (second gear) 63 that meshes, a drive pinion gear (final drive gear) 64 fixed to the counter shaft 62, and a diff ring gear 65 that meshes with the drive pinion gear 64 and is connected to the differential gear DF. .

  The motor MG1 is configured, for example, as a synchronous generator motor, and the rotor is connected to the sun gear 30s of the planetary gear 30 as described above. The motor MG <b> 2 is configured as a synchronous generator motor, for example, and the rotor is connected to the rotating shaft 67. A rotating gear 68 is attached to the rotating shaft 67, and the rotating gear 68 meshes with the counter driven gear 63. Inverters 41 and 42 are used to drive motors MG 1 and MG 2, and are connected to battery 50 via power line 54. The motors MG1 and MG2 are driven to rotate by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals from various sensors necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors that detect rotational positions of the rotors of the motors MG1 and MG2. In addition, phase currents Iu1, Iv1, Iu2, Iv2, and the like from a current sensor that detects a current flowing in each phase of motors MG1, MG2 are input via an input port. From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via an output port. The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 calculates the electrical angles θe1, θe2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensor.

  The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . Signals from various sensors necessary for managing the battery 50 are input to the battery ECU 52 via the input port. Examples of the signal input to the battery ECU 52 include the voltage Vb of the battery 50 from the voltage sensor installed between the terminals of the battery 50 and the current Ib of the battery 50 from the current sensor attached to the output terminal of the battery 50, The temperature Tb of the battery 50 from the temperature sensor attached to the battery 50 can be mentioned. The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 calculates the storage ratio SOC based on the integrated value of the current Ib of the battery 50 from the current sensor, or the input / output limit Win based on the calculated storage ratio SOC and the temperature Tb of the battery 50 from the temperature sensor. , Wout is calculated. The storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 50 to the total capacity of the battery 50. The input / output limits Win and Wout are allowable charge / discharge power that may charge / discharge the battery 50.

  The parking device 90 includes a parking pole 92 that locks the counter drive gear 61 by meshing with the counter drive gear 61. The parking pole 92 operates so as to be able to mesh with the counter drive gear 61 when the actuator (not shown) is driven and controlled by the HVECU 70. The parking device 90 engages the counter drive gear 61 and hence the drive wheels DW by engaging and disengaging the counter drive gear 61 with the parking pole 92 when the shift position SP is the parking position (P position) and other positions. Lock and unlock.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. Signals from various sensors are input to the HVECU 70 via input ports. Examples of the signal input to the HVECU 70 include an ignition signal from the ignition switch 80 and a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81. Further, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 The vehicle speed V can also be mentioned. From the HVECU 70, a control signal or the like to the parking device 90 is output via an output port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port.

  Here, the shift position SP includes a parking position (P position), a reverse position (R position), a neutral position (N position), a forward position (D position), and the like.

In the hybrid vehicle 20 of the embodiment thus configured, the required driving force of the drive shaft DS is set based on the accelerator opening Acc and the vehicle speed V, and the required power corresponding to the required driving force is output to the drive shaft DS. In addition, the engine 22 and the motors MG1, MG2 are controlled to operate. As operation modes of the engine 22 and the motors MG1, MG2, there are the following modes (1) to (3).
(1) Torque conversion operation mode: The engine 22 is operated and 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 transmitted to the planetary gear 30 and the motors MG1 and MG2. (2) Charging / discharging operation mode: sum of required power and electric power necessary for charging / discharging of battery 50 so that torque conversion is performed by the motor MG1 and MG2 so that the required power is output to the drive shaft DS. The engine 22 is operated and controlled so that the power suitable for the engine 22 is output from the engine 22, and all or a part of the power output from the engine 22 is charged with the battery 50 by the planetary gear 30 and the motors MG1 and MG2. The torque is converted by the motor so that the required power is output to the drive shaft DS. G1, MG2 a mode for controlling the drive (3) motor drive mode: stop the operation of the engine 22 and drives and controls the motor MG2 to the required power is output to the drive shaft DS mode

  Next, the operation of the hybrid vehicle 20 of the embodiment, in particular, the control of the motors MG1 and MG2 when the engine 22 is idling with the shift position SP in the parking position (while parking) will be described. FIG. 2 is an explanatory diagram showing an example of an idle operation motor control routine executed by the HVECU 70. This routine is repeatedly executed when the engine 22 is idling during parking. Note that when the engine 22 is idled during parking, a request for warming up the engine 22 or a request for operating an air conditioner (not shown) using the engine 22 as a heat source is made. Can be mentioned. Further, when the engine 22 is idling, the engine ECU 24 controls the intake air amount of the engine 22 and the fuel so that the rotation speed Ne of the engine 22 becomes the idle rotation speed Nid (for example, 1000 rpm, 1100 rpm, 1200 rpm, etc.). Perform injection control, ignition control, etc.

  When the motor control routine during idle operation is executed, the HVECU 70 inputs data such as the cooling water temperature Tw and intake air temperature Tin of the engine 22 and the idle operation time tid that is the time since the engine 22 started idling. (Step S100). Here, as the cooling water temperature Tw and the intake air temperature Tin of the engine 22, values detected by the water temperature sensor and the temperature sensor are input from the engine ECU 24 by communication. As the idle operation time tid, the time value of a timer whose time is disclosed when the idle operation of the engine 22 is started is input.

  When the data is input in this way, the input idle operation time tid is compared with the predetermined time t1 (step S110). Here, the predetermined time t1 is a threshold value used for determining whether or not the combustion in the idle operation of the engine 22 is stable, and the combustion of the engine is stabilized after the idle operation of the engine 22 is started. The time required until the time is determined in advance by experiment or analysis. For example, 1 second, 2 seconds, 3 seconds, or the like can be used. When the engine 22 is idling, since the throttle opening is small and the amount of intake air is small, it takes time from the start of idling to the stabilization of combustion. The process of step S100 is a process performed in consideration of this.

  When the idle operation time tid is less than the predetermined time t1 in step S110, it is determined that the combustion of the engine 22 is not stable, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S120), and at least the counter shaft 62 is set. Is set to the torque command Tm2 * of the motor MG2 (step S130), and the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set to the motor ECU 40. (Step S160), and this routine ends. A method for setting the pressing torque Tad2 will be described later. When the motor ECU 40 receives the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2, a plurality of switching elements (not shown) of the inverters 41 and 42 are driven so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. Perform switching control.

  When the idle operation time tid is equal to or greater than the predetermined time t1 in step S110, it is determined that the combustion of the engine 22 is stable, and the backlash and counter of the planetary gear 30 (between the sun gear 30s and the pinion gear 30p, between the pinion gear 30p and the ring gear 30r) are counted. The pressing torque Tad1 for performing backlash between the drive gear 61 and the counter shaft 62 and backlash between the counter drive gear 61 and the parking pole 92 is set to the torque command Tm1 * of the motor MG1 (step S140). The torque command Tm2 * of the motor MG2 is set as the same process as the process of step S130 (step S150), and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S160). To the end.

  Here, a method for setting the pressing torques Tad1 and Tad2 will be described. During the idling operation of the engine 22 that is parked, the motor MG1 rotates to the same side as the engine 22, and the motor MG2 substantially stops rotating. Based on this, the pressing torque Tad1 is determined as a torque in a direction of pressing the engine 22, that is, a torque generated with the power generation of the motor MG1. The pressing torque Tad2 is applied to the counter driven gear 63 from the motor MG1 via the planetary gear 30, the intermediate shaft 32, and the counter drive gear 61, and from the motor MG2 via the rotary shaft 67 and the rotary gear 68 to the counter driven gear 63. The torque acting on the motor MG2 is determined as the torque generated in the same direction and accompanying the power consumption of the motor MG2.

  In the embodiment, the pressing torques Tad1 and Tad2 are determined in advance as a map of the relationship between the cooling water temperature Tw, the intake air temperature Tin and the pressing torque Tad1 or the pressing torque Tad2 of the engine 22, and are stored as maps. When the cooling water temperature Tw and the intake air temperature Tin are given, the corresponding pressing torques Tad1 and Tad2 are derived and set from each map. An example of the relationship between the coolant temperature Tw, the intake air temperature Tin, and the pressing torque Tad1 of the engine 22 is shown in FIG. As shown in FIG. 3, the pressing torque Tad1 is determined such that the absolute value becomes larger when the cooling water temperature Tw of the engine 22 is low than when it is high, and the pressing torque Tad1 is higher when the intake temperature Tin of the engine 22 is low. Also, the absolute value is determined to be large. This is because when the cooling water temperature Tw and the intake air temperature Tin of the engine 22 are low, the torque fluctuation of the engine 22 tends to be larger than when it is high. The relationship between the coolant temperature Tw, the intake air temperature Tin, and the pushing torque Tad2 of the engine 22 can be determined in the same manner as the relationship between the coolant temperature Tw, the intake air temperature Tin, and the pushing torque Tad1 of the engine 22.

  Therefore, when the idle operation time tid of the engine 22 is equal to or longer than the predetermined time t1 (after the predetermined time t1 has elapsed since the start of the idle operation), the pressing torques Tad1 and Tad2 are output from the motors MG1 and MG2, so that the planetary gear 30 And the backlash between the counter drive gear 61 and the counter shaft 62 and the backlash between the counter drive gear 61 and the parking pole 92 can be performed, the backlash at the planetary gear 30 and the counter drive gear 61 and the counter shaft 62 can be performed. And rattling noise caused by rattling between the counter drive gear 61 and the parking pole 92 can be suppressed. In addition, since the pressing torques Tad1 and Tad2 are set so that the absolute values are larger than when the cooling water temperature Tw and the intake air temperature Tin of the engine 22 are low, the cooling water temperature Tw and the intake air temperature Tin are low. Even when the torque fluctuation tends to be large, the above-described backlash can be more reliably performed, and the occurrence of rattling noise can be more reliably suppressed. Further, since the pressing torques Tad1 and Tad2 (torques that are in the same direction when acting on the counter driven gear 63) are output from the motors MG1 and MG2, the pressing torque is output only from the motor MG1 (from the motor MG2) Compared to the case where the pressing torque is not output), the above-described backlash can be more reliably performed, and the occurrence of rattling noise can be more reliably suppressed. In the embodiment, since a three-cylinder engine is used as the engine 22, the torque fluctuation of the engine 22 is likely to be larger than when a four-cylinder engine or a six-cylinder engine is used. The backlash between the drive gear 61 and the counter shaft 62 and the backlash between the counter drive gear 61 and the parking pole 92 are likely to occur. For this reason, the significance of outputting the pressing torque Tad1 from the motor MG1 is greater.

  When the idle operation time tid of the engine 22 is less than the predetermined time t1 (until the predetermined time t1 elapses from the start of the idle operation), the pressing torque Tad1 (torque in the direction of pressing the engine 22) is not output from the motor MG1. The engine speed Ne can be prevented from greatly fluctuating (for example, stalling of the engine 22 occurs). In addition, even at this time, the pressing torque Tad2 is output from the motor MG2, so that the counter drive gear 61 and the counter shaft 62 can be loosened, and the teeth caused by rattling between the counter drive gear 61 and the counter shaft 62 can be achieved. Generation of a hitting sound can be suppressed.

  In the hybrid vehicle 20 of the embodiment described above, the pressing torque Tad1 (torque in the direction of pressing the engine 22) is not output from the motor MG1 until the predetermined time t1 has elapsed from the start of the idle operation of the engine 22. Thereby, it is possible to suppress the engine speed Ne of the engine 22 from fluctuating greatly (for example, stalling of the engine 22 occurs). Further, after a predetermined time t1 has elapsed since the start of the idle operation of the engine 22, the pressing torque Tad1 is output from the motor MG1. As a result, it is possible to suppress rattling noise caused by rattling by the planetary gear 30, rattling by the counter drive gear 61 and the counter shaft 62, and rattling by the counter drive gear 61 and the parking pole 92.

  In the hybrid vehicle 20 of the embodiment, the HVECU 70 executes the idle operation motor control routine of FIG. 2, but instead of this, the idle operation motor control routine of FIG. 4 may be executed. The idle operation motor control routine of FIG. 4 is the same as that of FIG. 2 except that the process of step S200 is executed instead of the process of step S100 and the processes of steps S210 and S220 are added. Is the same. Therefore, the same processes are denoted by the same reference numerals, and detailed description thereof is omitted.

  When the idle operation motor control routine of FIG. 4 is executed, the HVECU 70 performs the same cooling water temperature Tw, intake air temperature Tin, and idle operation time tid of the engine 22 as in step S100 of the idle operation motor control routine of FIG. In addition, the input limit Win of the battery 50 is also input (step S200). Here, as the input limit Win of the battery 50, the value calculated by the battery ECU 50 is input by communication.

  When the idle operation time tid is equal to or longer than the predetermined time t1 in step S110 and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set in steps S140 and S150, the absolute value of the input limit Win of the battery 50 is set to the threshold value Wref. Compare (step S210). Here, the threshold value Wref is a threshold value used for determining whether or not the pressing torque Tad1 can be output from the motor MG1 when the pressing torque Tad2 is output from the motor MG2. For example, the threshold value Wref is a motor MG1. , MG2 can be used as the absolute value of the total electric power Psum of the motors MG1, MG2 when the pressing torques Tad1, Tad2 are output. Note that, as described above, the pressing torque Tad1 is a torque generated along with the power generation of the motor MG1, and the pressing torque Tad2 is a torque generated along with the power consumption of the motor MG2, so the electric power of the motor MG1 is The value is on the power generation side (negative value), and the power of the motor MG2 is the value on the consumption side (positive value).

  When the absolute value of the input limit Win of the battery 50 is greater than or equal to the threshold value Wref in step S210, the pressing torque Tad1 can be output from the motor MG1 when the pressing torque Tad2 is output from the motor MG2 (the above-described total power Psum). And the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 set in steps S140 and S150 are transmitted to the motor ECU 40 (step S160), and this routine is executed. Exit.

  When the absolute value of the input limit Win of the battery 50 is less than the threshold value Wref in step S210, the pressing torque Tad1 cannot be output from the motor MG1 simply by outputting the pressing torque Tad2 from the motor MG2 (the above-described total power Psum). And the motor MG2 torque command Tm2 * (= Tad2) set in step S150 is added to the motor MG2 torque command Tm2 *. (Step S220), torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (Step S160), and this routine ends. Here, the correction amount ΔT can be set to a value corresponding to the difference power between the input limit Win of the battery 50 and the above-described total power Psum or a value slightly larger than that. In this way, by increasing the power consumption of the motor MG2, the pressing torque Tad1 can be more reliably output from the motor MG1 even when the absolute value of the input limit Win of the battery 50 is small.

  In this modification, when the idle operation time tid is equal to or longer than the predetermined time t1 and the absolute value of the input limit Win of the battery 50 is less than the threshold value Wref, the torque from the motor MG2 is pressed by the correction amount ΔT rather than the pressing torque Tad2. By setting a large torque (Tad2 + ΔT), the pressing torque Tad1 can be output from the motor MG1. However, instead of or in addition to setting the torque from the motor MG2 to be larger than the pressing torque Tad2, an air conditioner (not shown) connected to the power line 54 is operated, or inverters 41 and 42 in the power line 54 are operated. DC / DC provided between the power line (high voltage side power line) 54 and the low voltage side power line to which the auxiliary battery is connected is increased. Increase the total power consumption of the vehicle by increasing the power consumption of the DC converter or increasing the power consumption of the auxiliary equipment connected to the low-voltage side power line, and output the pressing torque Tad1 from the motor MG1 It is also possible to make it possible.

  In the hybrid vehicle 20 of the embodiment, the pressing torque Tad1 is set based on the cooling water temperature Tw and the intake air temperature Tin of the engine 22. However, it may be set based only on the cooling water temperature Tw of the engine 22 or may be set based only on the intake air temperature Tin of the engine 22. A uniform value may be used regardless of the coolant temperature Tw and the intake air temperature Tin of the engine 22. The same applies to the pressing torque Tad2.

  In the hybrid vehicle 20 of the embodiment, the pressing torque Tad2 is the same between the start of the idle operation of the engine 22 and the elapse of the predetermined time t1. However, after the predetermined time t1 has elapsed from the start of the idle operation of the engine 22 (when the pressing torque Tad1 is output from the motor MG1), the predetermined time t1 has elapsed from the start of the idle operation of the engine 22 (the motor MG1). The absolute value of the pressing torque Tad2 may be made smaller than when the pressing torque Tad1 is not output from the above.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is idling, the pressing torque Tad2 is output from the motor MG2. However, the pressing torque Tad2 may not be output from the motor MG2.

  In the hybrid vehicle 20 of the embodiment, a three-cylinder engine is used as the engine 22. However, a 4-cylinder engine or a 6-cylinder engine may be used.

  In the hybrid vehicle 20 of the embodiment, the battery 50 is used as the power storage device, but a capacitor may be used.

  In the hybrid vehicle 20 of the embodiment, the parking device 90 includes a parking pole 92 that locks the counter drive gear 61 by meshing with the counter drive gear 61 of the gear mechanism 60. When the shift position SP is the parking position, the counter drive The counter drive gear 61 and thus the drive wheel DW are locked by the engagement of the gear 61 and the parking pole 92. However, the parking device 90 includes a parking gear fixed to the intermediate shaft 32 or the ring gear 30r of the planetary gear 30, and a parking pawl that can mesh with the parking gear. When the shift position SP is the parking position, the parking gear The intermediate shaft 32 or the ring gear 30r and thus the drive wheel DW may be locked by meshing with the parking pole. In this case, the pressing torque Tad1 is determined as a torque for performing loosening of the planetary gear 30, loosening of the counter drive gear 61 and the counter shaft 62, and loosening of the parking gear and the parking pole.

  Although the hybrid vehicle 20 of the embodiment includes the engine ECU 24, the motor ECU 40, the battery ECU 52, and the HVECU 70, at least two of them may be configured as a single electronic control unit.

  In the hybrid vehicle 20 of the embodiment, the rotation gear 68 is attached to the rotation shaft 67 of the motor MG2, and the rotation gear 68 and the counter driven gear 63 fixed to the counter shaft 62 are engaged with each other. However, the rotation shaft 67 of the motor MG2 and the counter shaft 62 may be directly connected.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the counter drive gear 61 corresponds to the “first gear”, Counter shaft 62 corresponds to “second gear”, motor MG2 corresponds to “second motor”, parking device 90 corresponds to “parking device”, battery 50 corresponds to “power storage device”, and HVECU 70 The engine ECU 24 and the motor ECU 40 correspond to a “control device”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. In other words, the interpretation of the invention described in the column of means for solving the problem 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 problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20 hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 30c carrier, 30p pinion gear, 30r ring gear, 30s sun gear, 32 intermediate shaft, 40 electronic control unit for motor (Motor ECU), 41, 42 inverter, 50 battery, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 61 counter drive gear, 62 counter shaft, 63 counter driven gear, 64 drive pinion gear, 65 Diff ring gear, 67 rotating shaft, 68 rotating gear, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 8 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 device, 92 parking pole, DF differential gear, DS drive shaft, DW drive wheel, MG1, MG2 motor.

Claims (1)

Engine,
A first motor;
A planetary gear in which the first motor, the engine, and the first shaft are connected to the first rotating element, the second rotating element, and the third rotating element, which are arranged in order in the alignment chart;
A first gear fixed to the first shaft;
A second gear fixed to a second shaft connected to the drive wheel and meshing with the first gear;
A second motor capable of inputting and outputting power to the second shaft;
When the shift position is the parking position, a parking pawl meshes with the first gear, or meshes with the parking gear fixed to the first shaft or the third rotating element to A parking device to lock,
A power storage device that exchanges power with the first motor and the second motor;
A control device for controlling the engine, the first motor, the second motor, and the parking device;
A hybrid vehicle comprising:
When the shift position starts the idle operation of the engine at the parking position, the control device loosens the planetary gear and the first gear until a predetermined time elapses after the idle operation is started. And controlling the first motor so that a pressing torque for performing backlash between the first gear and the second gear and backlash between the first gear or the parking gear and the parking pole is not output from the first motor. The first motor is controlled such that the pressing torque is output from the first motor after the predetermined time has elapsed since the start of the idle operation.
Hybrid car.

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