JP5720581B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle equipped with a driving source for traveling. In particular, the present invention relates to a control device for a hybrid vehicle equipped with an internal combustion engine and an electric motor as drive sources.

  Conventionally, a technique for suppressing torque pulsation generated when an engine (corresponding to an “internal combustion engine”) is started is known. For example, a parking brake mechanism that prevents torque pulsation during engine start from being transmitted to an output shaft is disclosed (see Patent Document 1).

  According to this parking brake mechanism, when the parking position is selected by the shift lever, the parking gear directly or indirectly connected to the output shaft is locked, so that the engine is started with the vehicle stopped. Sometimes, torque pulsation can be prevented from being transmitted to the output shaft.

JP 2008-132805 A

  However, since the parking brake mechanism described in Patent Document 1 can lock the parking gear only when the vehicle is stopped, torque pulsation occurs when the engine is started while the vehicle is running. Cannot be transmitted to the output shaft.

  On the other hand, in a hybrid vehicle equipped with an internal combustion engine and an electric motor as a drive source, the vehicle is driven by the internal combustion engine and the electric motor from the “EV traveling mode” in which the vehicle travels while being driven, for example, only by the electric motor. Since the engine is started when shifting to the “normal traveling mode” in which traveling is performed, the engine is started during traveling.

  Further, even in a conventional vehicle in which only an internal combustion engine is mounted as a drive source, in order to improve fuel consumption performance, the engine is stopped when a preset engine stop condition is satisfied (hereinafter referred to as such an engine). "Stop" is also referred to as "automatic stop".) After the engine is stopped, the engine is restarted when a preset restart condition is satisfied (hereinafter referred to as "restart of such an engine"). In the case of “start” is also referred to as “automatic restart” or “automatic start”.) When the engine start condition is satisfied during traveling, the engine is started during traveling.

  The present invention has been made in view of the above problems, and is a vehicle control device capable of suppressing transmission of torque pulsation to an output shaft when the internal combustion engine is started while the vehicle is traveling. The purpose is to provide.

  In order to solve the above problems, a vehicle control apparatus according to the present invention is configured as follows.

  That is, the vehicle control apparatus according to the present invention includes a parking lock portion that locks a parking gear that is mounted with an internal combustion engine and an electric motor as drive sources and that is directly or indirectly connected to an output shaft of the drive force. A control unit for determining whether or not the start of the internal combustion engine has failed when starting the internal combustion engine; and starting the internal combustion engine when the parking gear is not locked When the parking gear is locked, a period setting unit that sets a start failure determination period in which the determination by the failure determination unit is executed as compared with a case where the internal combustion engine is started when the parking gear is locked, It is characterized by providing.

  According to the vehicle control apparatus having such a configuration, when the internal combustion engine is started in a vehicle in which the internal combustion engine and the electric motor are mounted as drive sources (that is, a so-called hybrid vehicle), the start of the internal combustion engine has failed. It is determined whether or not. Further, when the internal combustion engine is started when the parking gear is not locked, the start of the internal combustion engine is unsuccessful compared to when the internal combustion engine is started when the parking gear is locked. Since the start failure determination period in which the determination as to whether or not the engine has been executed is set short, the torque is set when the internal combustion engine is started while the vehicle is running by setting the start failure determination period to an appropriate value. Transmission of pulsation to the output shaft can be suppressed.

  That is, when the internal combustion engine is started while the vehicle is running, the parking gear is not locked, so that the internal combustion engine is started as compared with the case where the internal combustion engine is started when the parking gear is locked. The start failure determination period in which the determination of whether or not the engine has failed is set to be short. Thus, when the start failure determination period is set to be short, even if the internal combustion engine requires time for start-up due to deterioration of combustion conditions, etc., the internal combustion engine will be used if the start failure determination period elapses. Therefore, the start operation of the internal combustion engine is stopped, and the start failure determination period is set to an appropriate value, so that the internal combustion engine has a low rotational speed (for example, 300 rpm). It is possible to suppress the transmission of torque pulsation at ˜500 rpm to the output shaft.

  In addition, the vehicle control device according to the present invention preferably further includes a start prohibiting unit that prohibits starting the internal combustion engine when the vehicle is stopped when the parking gear is not locked.

  According to the vehicle control apparatus having such a configuration, in a vehicle (that is, a so-called hybrid vehicle) in which an internal combustion engine and an electric motor are mounted as drive sources, the vehicle is stopped when the parking gear is not locked. Therefore, when the internal combustion engine is started while the vehicle is stopped, torque pulsation can be reliably prevented from being transmitted to the output shaft.

  That is, when the parking gear is not locked, it is prohibited to start the internal combustion engine while the vehicle is stopped. Therefore, when the vehicle is stopped, the parking engine must be started. Since the gear is locked, torque pulsation can be reliably prevented from being transmitted to the output shaft when the internal combustion engine is started while the vehicle is stopped.

  In addition, the vehicle control device according to the present invention further includes an operation reception unit that receives a vehicle system activation operation that is an operation that enables at least one of the internal combustion engine and the electric motor to output a driving force, and the period setting The engine starts the internal combustion engine when the parking gear is locked when the vehicle system start operation is received by the operation reception unit while the vehicle is running. It is preferable that the start failure determination period in which the determination by the failure determination unit is executed is set shorter than that in the case where the operation is performed.

  According to the vehicle control apparatus having such a configuration, a vehicle system activation operation, which is an operation for allowing at least one of the internal combustion engine and the electric motor to output a driving force while the vehicle is running, has been received. Accordingly, when the internal combustion engine is started, a determination is made as to whether or not the internal combustion engine has failed to start compared to when the internal combustion engine is started when the parking gear is locked. Since the failure determination period is set short, when the vehicle system activation operation is accepted while the vehicle is traveling, it is possible to reliably suppress transmission of torque pulsation to the output shaft.

  That is, when the internal combustion engine is started when the vehicle system start operation is received, vibrations and start sounds accompanying the start of the internal combustion engine are transmitted to the driver. It can be confirmed that the operation has been accepted. In this case, since the start failure determination period is set short, as described above, by setting the start failure determination period to an appropriate value, the rotational speed of the internal combustion engine is low (for example, The torque pulsation at 300 rpm to 500 rpm) can be suppressed from being transmitted to the output shaft.

  The vehicle control device according to the present invention is a vehicle control device in which an internal combustion engine is mounted as a drive source. When starting the internal combustion engine, it is determined whether or not the start of the internal combustion engine has failed. A failure determination unit for determining, and when starting the internal combustion engine while the vehicle is running, starting the internal combustion engine in a state where the driving force of the internal combustion engine is not transmitted to wheels while the vehicle is stopped In comparison, a period setting unit that executes a determination period changing process that is a process of setting a short start failure determination period in which the determination by the failure determination unit is performed is provided.

  According to the vehicle control apparatus having such a configuration, for example, in a vehicle (so-called conventional vehicle) whose drive source is only the internal combustion engine, whether the internal combustion engine has failed to start when the internal combustion engine is started. It is determined whether or not. Further, when the internal combustion engine is started while the vehicle is running, the internal combustion engine is started when the vehicle is stopped and the driving force of the internal combustion engine is not transmitted to the wheels. Since the start failure determination period in which the determination by the failure determination unit is performed is set short, torque pulsation is set when the internal combustion engine is started while the vehicle is running by setting the start failure determination period to an appropriate value. Can be prevented from being transmitted to the output shaft.

  That is, when the internal combustion engine is started while the vehicle is running, the driving force of the internal combustion engine is not transmitted to the wheels while the vehicle is stopped (for example, in a state where the shift position is set to “N position”). ) Compared with the case of starting the internal combustion engine, a start failure determination period in which it is determined whether or not the internal combustion engine has failed to start is set shorter. Thus, when the start failure determination period is set to be short, even if the internal combustion engine requires time for start-up due to deterioration of combustion conditions, etc., the internal combustion engine will be used if the start failure determination period elapses. Therefore, the start operation of the internal combustion engine is stopped, and the start failure determination period is set to an appropriate value, so that the internal combustion engine has a low rotational speed (for example, 300 rpm). It is possible to suppress the transmission of torque pulsation at ˜500 rpm to the output shaft.

  Further, the vehicle control apparatus according to the present invention is limited to the case where the period setting unit starts the internal combustion engine while the vehicle is traveling in a state where the driving force of the internal combustion engine is transmitted to wheels. It is preferable to execute the determination period changing process.

  According to a vehicle control apparatus having such a configuration, for example, in a vehicle whose driving source is only an internal combustion engine (so-called conventional vehicle), the driving force of the internal combustion engine is transmitted to wheels (for example, a shift). Start in which determination of whether or not the start of the internal combustion engine has failed is performed only when the internal combustion engine is started while the vehicle is traveling (with the position set to "D position") Since the failure determination period is set short, the start failure determination period is set short only when there is a possibility that torque pulsation may be transmitted to the output shaft. Thus, when the start failure determination period is set to be short, even if the internal combustion engine requires time for start-up due to deterioration of combustion conditions, etc., the internal combustion engine will be used if the start failure determination period elapses. Therefore, the start operation of the internal combustion engine is stopped, and the start failure determination period is set to an appropriate value, so that the internal combustion engine has a low rotational speed (for example, 300 rpm). Torque pulsation at ˜500 rpm can be suppressed from being transmitted to the output shaft.

  The vehicle control apparatus according to the present invention preferably further includes a start prohibiting unit that prohibits the start of the internal combustion engine when the vehicle is stopped in a state where the driving force of the internal combustion engine is transmitted to the wheels. .

  According to a vehicle control apparatus having such a configuration, for example, in a vehicle in which a drive source is only an internal combustion engine (so-called conventional vehicle), in a state where the driving force of the internal combustion engine is transmitted to wheels (for example, a shift) In a state where the position is set to “D position”, starting of the internal combustion engine while the vehicle is stopped is prohibited, and therefore torque pulsation occurs when starting the internal combustion engine while the vehicle is stopped. It is possible to reliably prevent transmission to the output shaft.

  According to the vehicle control device of the present invention, when the internal combustion engine is started in a vehicle equipped with an internal combustion engine and an electric motor as drive sources (that is, a so-called hybrid vehicle), the start of the internal combustion engine has failed. It is determined whether or not. Further, when the internal combustion engine is started when the parking gear is not locked, the start of the internal combustion engine is unsuccessful compared to when the internal combustion engine is started when the parking gear is locked. Since the start failure determination period in which the determination as to whether or not the engine has been executed is set short, the torque is set when the internal combustion engine is started while the vehicle is running by setting the start failure determination period to an appropriate value. Transmission of pulsation to the output shaft can be suppressed.

It is a schematic block diagram which shows an example of the hybrid vehicle by which the vehicle control apparatus which concerns on this invention is mounted. It is a block diagram which shows an example of the engine shown in FIG. It is a figure which shows an example of the shift operation apparatus etc. in the hybrid vehicle of FIG. It is a perspective view which shows schematic structure of the parking lock mechanism mounted in the hybrid vehicle of FIG. It is a side view which shows schematic structure of the parking lock mechanism mounted in the hybrid vehicle of FIG. It is a block diagram which shows an example of the input / output of ECU shown in FIG. It is a functional block diagram which shows an example of the principal part in the control apparatus of the vehicle which concerns on this invention. It is a flowchart which shows an example of the engine automatic stop operation | movement and automatic restart operation | movement by the vehicle control apparatus shown in FIG. FIG. 9 is a detailed flowchart (first half) showing an example of an engine start process executed in step S107 of the flowchart shown in FIG. FIG. 9 is a detailed flowchart (second half) showing an example of an engine start process executed in step S107 of the flowchart shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the “vehicle control device” according to the present invention is applied to an FF (front engine / front drive) hybrid vehicle will be described.

-Hybrid vehicle HV-
FIG. 1 is a schematic configuration diagram showing an example of a hybrid vehicle HV on which a “vehicle control device” according to the present invention is mounted. As shown in FIG. 1, the hybrid vehicle HV includes an engine 1 that generates driving force for traveling the vehicle, a first motor generator MG1 that mainly functions as a generator, a second motor generator MG2 that mainly functions as an electric motor, power The division mechanism 3, the reduction mechanism 4, the counter drive gear 51, the counter driven gear 52, the final gear 53, the differential device 54, the front wheel axle (drive shaft) 55, the left and right drive wheels (front wheels) 56 </ b> L and 56 </ b> R, and the ECU 200 are provided. The “vehicle control device” according to the present invention is realized by executing a program stored in the ROM or the like of the ECU 200.

  The ECU 200 (Electronic Control Unit) includes, for example, an HV (hybrid) ECU that controls the hybrid vehicle HV in an integrated manner, an inverter ECU that controls the driving of the inverter 91 (see FIG. 6), and an engine that controls the driving of the engine 1. The ECU is constituted by a battery ECU for managing the state of the battery 9 (see FIG. 6), and these ECUs are connected so as to communicate with each other.

  Next, each part such as the engine 1, the motor generators MG1 and MG2, the power split mechanism 3, the reduction mechanism 4, and the ECU 200 will be described.

-Engine 1-
First, the engine 1 will be described with reference to FIG. FIG. 2 is a configuration diagram illustrating an example of the engine 1 illustrated in FIG. 1. FIG. 2 shows only the configuration of one cylinder in the engine 1. The engine 1 corresponds to an “internal combustion engine” described in the claims.

  Here, the engine 1 is a port injection type multi-cylinder gasoline engine, and a piston 1c that reciprocates in the vertical direction is provided in a cylinder block 1a constituting each cylinder. The piston 1c is connected to the crankshaft 105 via the connecting rod 106, and the reciprocating motion of the piston 1c is converted into rotation of the crankshaft 105 by the connecting rod 106.

  A signal rotor 107 is attached to the crankshaft 105. On the outer peripheral surface of the signal rotor 107, a plurality of protrusions (teeth) 107a are provided at equal angles. A crank position sensor (engine speed sensor) 197 is disposed near the side of the signal rotor 107. The crank position sensor 197 is an electromagnetic pickup, for example, and generates a pulsed signal (output pulse) corresponding to the protrusion 17a of the signal rotor 17 when the crankshaft 105 rotates.

  A water temperature sensor 191 for detecting the cooling water temperature is disposed in the cylinder block 1 a of the engine 1. A cylinder head 1b is provided at the upper end of the cylinder block 1a, and a combustion chamber 1d is formed between the cylinder head 1b and the piston 1c. A spark plug 13 is disposed in the combustion chamber 1 d of the engine 1. The ignition timing of the spark plug 13 is adjusted by the igniter 14.

  An oil pan 108 for storing lubricating oil is provided below the cylinder block 1 a of the engine 1. The lubricating oil stored in the oil pan 108 is pumped up by the oil pump 109 through an oil strainer that removes foreign matters during operation of the engine 1 and supplied to the piston 1c, the crankshaft 105, the connecting rod 106, and the like. Used for lubrication and cooling of each part. The lubricating oil supplied in this way is used for lubrication and cooling of each part of the engine 1, and then returned to the oil pan 108 until it is pumped up again by the oil pump 109. Stored.

  An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1 d of the engine 1. A part of the intake passage 11 is formed by an intake port 11a and an intake manifold 11b. A part of the exhaust passage 12 is formed by an exhaust port 12a and an exhaust manifold 12b.

In the intake passage 11, an air cleaner 115, a hot-wire air flow meter 192, an intake air temperature sensor 193 built in the air flow meter 192, an electronically controlled throttle valve 113 for adjusting the intake air amount of the engine 1, etc. Is arranged. The throttle valve 113 is driven by a throttle motor 114. The opening degree of the throttle valve 113 is detected by a throttle opening degree sensor 196. The exhaust passage 12 of the engine 1, 0 ₂ sensor 194 and the three-way catalyst 122 for detecting the oxygen concentration in the exhaust gas is disposed.

  Cam position sensors 198 and 199 are disposed in the vicinity of the intake camshaft 151 and the exhaust camshaft 152, respectively. Each of the cam position sensors 198 and 199 is, for example, an electromagnetic pickup, and is opposed to one protrusion (not shown) on the outer peripheral surface of the rotor provided integrally with the intake camshaft 151 and the exhaust camshaft 152. When the camshafts 151 and 152 are rotated, a pulse signal is output.

  An injector (fuel injection device) 112 for fuel injection is disposed in the intake passage 11. Fuel of a predetermined pressure is supplied from the fuel tank to the fuel injection device 112 by a fuel pump, and the fuel is injected into the intake port 11 a of the intake passage 11. This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1 d of the engine 1. The air-fuel mixture introduced into the combustion chamber 1d (here, air-fuel mixture = “fuel + air”) is ignited by the spark plug 13 and burns and explodes. The piston 1c reciprocates due to combustion and explosion of the air-fuel mixture in the combustion chamber 1d, and the crankshaft 105 rotates.

  As shown in FIG. 1, the output of the engine 1 is transmitted to the input shaft 21 via the crankshaft 105 and the damper 2. The damper 2 is a damper that absorbs torque fluctuations of the engine 1 and is, for example, a coil spring type transaxle damper.

-Motor generator-
Next, the first motor generator MG1 and the second motor generator MG2 will be described with reference to FIG. The first motor generator MG1 is an AC synchronous generator including a rotor MG1R made of a permanent magnet supported so as to be relatively rotatable with respect to the input shaft 21, and a stator MG1S wound with a three-phase winding. It functions as a generator and also as an electric motor (electric motor). The first motor generator MG1 corresponds to a part of the “motor” described in the claims.

  Similarly, the second motor generator MG2 includes an AC synchronous generator including a rotor MG2R made of a permanent magnet supported so as to be relatively rotatable with respect to the input shaft 21, and a stator MG2S wound with a three-phase winding. It functions as an electric motor (electric motor) as well as a generator. The second motor generator MG2 corresponds to a part of the “motor” described in the claims.

  The first motor generator MG1 and the second motor generator MG2 are each connected to a battery (power storage device) 9 via an inverter 91 (see FIG. 6). Inverter 91 is controlled by ECU 200, and by controlling inverter 91, the regeneration and driving operations of motor generators MG1 and MG2 are controlled. Further, the regenerative power generated by each motor generator MG 1, MG 2 is charged to the battery 9 via the inverter 91. Further, the driving power of each motor generator MG1, MG2 is supplied from the battery 9 via the inverter 91, respectively.

-Power split mechanism-
Next, the power split mechanism 3 will be described with reference to FIG. As shown in FIG. 1, the power split mechanism 3 includes an external gear sun gear 3S that rotates at the center of a plurality of gear elements, and an external gear pinion gear 3P that revolves around the sun gear 3S while rotating around its periphery. And a planetary gear mechanism that includes a ring gear 3R of an internal gear formed in a hollow ring shape to mesh with the pinion gear 3P, and a planetary carrier 3CA that supports the pinion gear 3P and rotates through the revolution of the pinion gear 3P. Yes. The planetary carrier 3CA is rotatably connected to the input shaft 21 on the engine 1 side. The sun gear 3S is rotatably connected to the rotor MG1R of the first motor generator MG1.

  The power split mechanism 3 applies at least one driving force of the engine 1 and the second motor generator MG2 via the counter drive gear 51, the counter driven gear 52, the final gear 53, the differential device 54, and the drive shaft 55 sequentially. This is transmitted to the left and right drive wheels 56L, 56R.

-Reduction mechanism-
Next, the reduction mechanism 4 will be described with reference to FIG. As shown in FIG. 1, the reduction mechanism 4 is rotatably supported by an external gear sun gear 4S that rotates at the center of a plurality of gear elements and a carrier (transaxle case) 4CA, and rotates while being circumscribed by the sun gear 4S. The planetary gear mechanism includes a pinion gear 4P as an external gear and a ring gear 4R as an internal gear formed in a hollow ring shape to mesh with the pinion gear 4P. Note that the ring gear 4R of the reduction mechanism 4, the ring gear 3R of the power split mechanism 3, and the counter drive gear 51 are integrally formed with each other. The sun gear 4S is connected to the rotor MG2R of the second motor generator MG2 so as to rotate together.

  In addition, the reduction mechanism 4 decelerates the driving force of the second motor generator MG2 with an appropriate reduction ratio, and the reduced driving force includes a counter drive gear 51, a counter driven gear 52, a final gear 53, a differential device 54, and It is transmitted to the left and right drive wheels 56L and 56R via the drive shaft 55 in sequence.

-Shift operation device-
A shift operation device 8 (see FIG. 3) is disposed in the vicinity of the driver's seat in the hybrid vehicle HV. FIG. 3 is a diagram illustrating an example of the shift operation device 8 and the like in the hybrid vehicle of FIG. As shown in FIG. 3, the shift operating device 8 is provided with a shift lever 81 that can be displaced. Also, the shift operating device 8 includes a forward drive position (D position) and a forward drive brake position (B position) in which the braking force (engine brake) when the accelerator is off is greatly controlled compared to the D position. ), A reverse drive reverse position (R position) and a neutral position (N position) are provided, and the driver can displace the shift lever 81 to a desired position. Further, the shift lever 81 is configured to return to the home position (the position of the shift lever 81 shown in FIG. 3) when the displacement operation is released.

  In addition, each position of the D position, the B position, the R position, and the N position is detected by the shift position sensor 190. An output signal of the shift position sensor 190 is input to the ECU 200. Further, for example, a P position switch 82 that receives a setting to a parking position (P position) for parking is provided in the vicinity of the shift lever 81. Here, the P position switch 82 outputs an operation signal to the ECU 200 to set the parking position (P position) when pressed by the driver. The P position switch 82 corresponds to a part of the “parking lock portion” described in the claims.

-Power switch-
As shown in FIG. 3, the hybrid vehicle HV is provided with a power switch 83 that is pressed when changing the travel allowance state. In this hybrid vehicle HV, a state where driving by at least one of the engine 1, the first motor generator MG1, and the second motor generator MG2 is possible, that is, a traveling state (hereinafter, also referred to as “Ready-On state”). Thus, when the power switch 83 is pressed, driving by the engine 1, the first motor generator MG1, and the second motor generator MG2 is prohibited (hereinafter also referred to as “Ready-Off state”). ) On the other hand, when the power switch 83 is pressed in the “Ready-Off state” (hereinafter, this operation is also referred to as “vehicle system start-up operation”), the “Ready-On state” is entered. Here, the power switch 83 corresponds to a part of the “operation receiving unit” described in the claims.

  In the present embodiment, the case where the power switch 83 accepts an operation for switching between the “Ready-On state” and the “Ready-Off state” will be described. However, the power switch 83 is “hybrid system” (hereinafter, “vehicle system”). May also be started and stopped. Here, the “hybrid system” refers to hybrid vehicle HV by executing various controls including operation control of engine 1, drive control of motor generators MG1 and MG2, and cooperative control of engine 1 and motor generators MG1 and MG2. It is a system that controls the running of. Specifically, the “hybrid system” includes the ECU 200 shown in FIG. 6, receives signals from various sensors and switches shown in FIG. 6, and based on the received signals, the engine 1 and the first motor generator. This is a system that collectively controls devices related to vehicle travel, such as MG1, second motor generator MG2, and inverter 91. When the power switch 83 starts and stops the “hybrid system”, the power switch 83 is pressed to enter the “Ready-On state” when the hybrid system is started. In addition, when the hybrid system is stopped by pressing the power switch 83, a “Ready-Off state” is set. The “vehicle control device” according to the present invention forms part of a hybrid system.

-Parking lock mechanism-
Next, the parking lock mechanism 6 will be described with reference to FIGS. 4 and 5. FIG. 4 is a perspective view showing a schematic configuration of the parking lock mechanism 6 mounted on the hybrid vehicle HV of FIG. FIG. 5 is a side view showing a schematic configuration of a parking lock mechanism mounted on the hybrid vehicle HV of FIG. The parking lock mechanism 6 corresponds to a part of the “parking lock portion” described in the claims.

  The parking lock mechanism 6 is a by-wire system, and the output shaft 51a (for example, the counter drive gear 51 etc.) of the reduction mechanism 4 shown in FIG. 1 is unlocked in a parking released state or locked in a non-rotatable state. It switches to the parking state.

  The parking lock mechanism 6 includes a parking gear 61, a parking lock pole 62, a parking rod 63, a parking actuator 7, a shift lever 81, a P position switch 82, a shift position sensor 190, and the like shown in FIG.

  The parking gear 61 is integrally formed (or fitted and locked) on the outer periphery of the output shaft 51a of the reduction mechanism 4 shown in FIG. The parking lock pole 62 is provided with a lock claw 621 that engages or separates between the teeth of the parking gear 61. The parking rod 63 is provided with a tapered cone-shaped cam 64 for tilting the parking lock pole 62.

  The parking actuator 7 includes a detent plate 71, a motor 72, a speed reduction mechanism 73, a detent spring 74, and the like. A manual shaft 75 is attached to the detent plate 71 so as to be integrally rotatable, and a parking rod 63 is fixed. One end side of the manual shaft 75 in the axial direction (left end side in FIG. 4) is coaxially connected to the output shaft of the motor 72 or the rotation shaft of the speed reduction mechanism 73 and is spline-coupled so as to be integrally rotatable. With this configuration, when the detent plate 71 is rotated by the motor 72, the parking rod 63 is pushed and pulled parallel to the axial direction of the parking rod 63.

  The outer shape of the detent plate 71 is formed in, for example, a substantially fan shape whose lower end portion can rotate integrally with the manual shaft 75, and two valleys 711 and 712 are formed in the predetermined region. When the roller 76 that is rotatably attached to the free end side of the detent spring 74 is engaged with one of the two valleys 711 and 712 of the detent plate 71, the detent plate 71 stops rotating. The detent plate 71 is held almost stationary.

  The motor 72 is, for example, a synchronous motor such as a switched reluctance motor (SR motor). The motor 72 is provided with an encoder 77 for detecting the rotation angle of the rotor. The encoder 77 is composed of, for example, a magnetic rotary encoder, and outputs a pulse signal to the ECU 200 (see FIGS. 6 and 7) in synchronization with the rotation of the rotor of the motor 72. The ECU 200 feedback-controls the motor 72 until the output count value (detected rotation angle) from the encoder 77 enters the target rotation angle range (target count value) after energization of the motor 72 is started.

−Operation of parking lock mechanism−
Next, the operation of the parking lock mechanism 6 will be described. The following operations are all performed by the lock unit 203 (see FIG. 7) of the ECU 200. First, in a non-operating state (unlocked state) of the parking lock mechanism 6, when the P position switch 82 (see FIG. 3) is pressed by the driver, a parking position (P position) request signal is output from the P position switch 82. Is done. When the P position request signal is input to the ECU 200, the ECU 200 drives the motor 72 to rotate the detent plate 71 by a predetermined angle in response to the P position request signal in a state where the hybrid vehicle HV is stopped. The parking rod 63 is pushed in the direction approaching the parking lock pole 62. As a result, the large diameter side of the cam 64 pushes up the parking lock pole 62 to engage the lock claw 621 with the parking gear 61. As a result, the parking gear 61 and the output shaft 51a of the reduction mechanism 4 are locked so as not to rotate, and the hybrid vehicle HV enters a fixed state (parking state).

  On the other hand, when the shift lever 81 is switched to a non-parking position (D position, B position, R position, N position) by the driver, a non-parking position request signal (D position request signal, B position) is output from the shift position sensor 190. Request signal, R position request signal, N position request signal). When this non-parking position request signal is input to the ECU 200, the ECU 200 drives the motor 72 in response to the non-parking position request signal to rotate the detent plate 71 by a predetermined angle in the direction opposite to the above direction. As a result, the parking rod 63 is pulled in the direction of separating from the parking lock pole 62. As a result, the small diameter portion of the cam 64 lowers the parking lock pole 62 and pulls out the lock claw 621 from the parking gear 61. As a result, the parking gear 61 and the output shaft 51a of the reduction mechanism 4 are unlocked in a rotatable manner, so that the vehicle can move (non-parking state).

-ECU-
Next, the configuration of the ECU 200 will be described with reference to FIG. FIG. 6 is a block diagram illustrating an example of the configuration of the ECU 200. The ECU 200 is an electronic control device that performs various controls including operation control of the parking lock mechanism 6 described above, operation control of the engine 1, cooperative control of the engine 1 and the motor generators MG1, MG2, and the like, and is a CPU (Central Processing Unit). ), ROM (Read Only Memory), RAM (Random Access Memory), backup RAM, and the like.

  The ROM stores various control programs, tables, maps, and the like that are referred to when the various control programs are executed. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory for temporarily storing calculation results from the CPU, data input from each sensor, and the backup RAM is a non-volatile memory for storing data to be saved when the ignition switch is OFF. It is.

As shown in FIG. 6, the ECU 200 includes a P position switch 82, a power switch 83, a shift position sensor 190, a water temperature sensor 191 that detects the engine cooling water temperature, an air flow meter 192 that detects the intake air amount, and an intake air temperature. An intake air temperature sensor 193, an O ₂ sensor 194, an accelerator opening sensor 195 that detects an accelerator opening Acc that is an accelerator pedal depression amount, a throttle opening sensor 196, and a pulse signal each time the crankshaft 105 rotates by a predetermined angle. Are connected to a crank position sensor 197 for transmitting a signal, cam position sensors 198 and 199, a wheel speed sensor 19A for detecting the rotational speed of the wheel, a brake pedal sensor 19B for detecting a pedaling force (braking force) against the brake pedal, and the like. ,these Signal from the sensor (or switch) is adapted to be inputted to the ECU 200. An unillustrated air-fuel ratio sensor, a current sensor for detecting the charge / discharge current of the battery 9, a battery temperature sensor, and the like are also connected. Signals from these sensors are also input to the ECU 200.

  The ECU 200 is connected to a throttle motor 114 that opens and closes a throttle valve 113 of the engine 1, a fuel injection device 112, an ignition device 13, an intake side VVT mechanism 15in, an exhaust side VVT mechanism 15ex, and the like. Further, the ECU 200 executes a throttle opening control (intake air amount control) of the engine 1 by outputting a control signal to the throttle motor 114 based on the output signals of the various sensors. Further, the ECU 200 executes a fuel injection amount control of the engine 1 by outputting a control signal to the fuel injection device 112 based on the output signals of the various sensors. In addition, ECU 200 outputs a control signal to ignition device 13 based on the output signals of the various sensors, and executes ignition timing control of engine 1. Further, the ECU 200 outputs control signals to the intake side VVT mechanism 15in and the exhaust side VVT mechanism 15ex based on the output signals of the above-described various sensors, respectively, and controls the intake valve 111 and the exhaust valve 121 of the engine 1. Perform valve timing control.

  Further, the ECU 200 manages the state of the battery 9 based on the integrated value of the charge / discharge current detected by the current sensor, the battery temperature detected by the battery temperature sensor, and the like. : State of Charge), the input limit Win and the output limit Wout of the battery 9 are obtained.

  In addition, an inverter 91 is connected to the ECU 200. Inverter 91 includes an IPM (Intelligent Power Module) that controls motor generators MG1 and MG2. Each IPM is configured by a plurality of (for example, six) semiconductor switching elements (for example, an IGBT (Insulated Gate Bipolar Transistor)).

  For example, inverter 91 converts DC current from battery 9 into motor generators MG1, MG2 in accordance with a command signal from ECU 200 (for example, torque command value of first motor generator MG1, torque command value of second motor generator MG2). In order to charge the battery 9 with the alternating current generated in the first motor generator MG1 by the power of the engine 1 and the alternating current generated in the second motor generator MG2 by the regenerative operation. Convert to DC current. Inverter 91 supplies the alternating current generated by first motor generator MG1 as driving power for second motor generator MG2 in accordance with the traveling state.

-Vehicle control device-
Next, a “vehicle control device” according to the present invention will be described with reference to FIG. FIG. 7 is a functional configuration diagram showing an example of a main part in the “vehicle control device” according to the present invention. The ECU 200 reads and executes the control program stored in the ROM or the like, so that the ECU 200 functionally includes a travel control unit 201, a stop unit 202, a lock unit 203, a period setting unit 204, a failure determination unit 205, It functions as functional units such as a prohibition unit 206, a start unit 207, and an operation reception unit 208. Here, the lock unit 203, the period setting unit 204, the failure determination unit 205, the prohibition unit 206, and the operation reception unit 208 constitute a “vehicle control device” according to the present invention.

  The traveling control unit 201 is a functional unit that performs traveling control of the hybrid vehicle HV shown in FIG. 1 based on the output signals of the various sensors described above, and includes “EV traveling mode”, “normal traveling mode”, and “high-speed traveling”. The “travel mode” that defines the travel state such as “mode” is set, and the stop and restart of the engine 1 are instructed based on the driving state of the vehicle and the state of the battery 9.

-Travel control-
Here, the traveling control performed by the traveling control unit 201 will be described with reference to FIG. Here, for the sake of convenience, the travel control when the “D position” is set by the shift lever 81 will be described. The following control is all performed by the travel control unit 201.

  First, when starting, at low speed, etc., and when the operating efficiency of the engine 1 is poor, the vehicle is driven only by the second motor generator MG2 (hereinafter referred to as “EV travel mode”). Also controlled). Further, when the “EV travel mode” is selected by a driver or the like by a travel mode selection switch (not shown) disposed in the vehicle interior, the “EV travel mode” is also controlled.

  Next, during normal travel, the driving force of the engine 1 is divided into two paths by the power split mechanism 3 (torque split), while the driving wheels 56L and 56R are directly driven by the engine 1 (driven by direct torque), On the other hand, the first motor generator MG1 is driven by the engine 1 to control the traveling state (hereinafter, this traveling state is also referred to as “normal traveling mode”). At this time, the second motor generator MG2 is driven by the electric power generated by the first motor generator MG1, and driving assistance of the driving wheels 56L and 56R is performed (driving by an electric path).

  Thus, the power split mechanism 3 functions as a differential mechanism, and the main part of the power from the engine 1 is mechanically transmitted to the drive wheels 56L and 56R by the differential action, and the remaining part of the power from the engine 1 is By being electrically transmitted using the electric path from the first motor generator MG1 to the second motor generator MG2, a function as a transmission in which the gear ratio is electrically changed is exhibited. As a result, the engine speed and the engine torque can be freely operated without depending on the speed and torque of the drive wheels 56L and 56R (ring gears 3R and 4R), which is required for the drive wheels 56L and 56R. While obtaining the driving force, it is possible to obtain the engine operating state in which the fuel consumption rate is optimized.

  Further, during high-speed traveling, power from the battery (traveling battery) 9 is further supplied to the second motor generator MG2, the output of the second motor generator MG2 is increased, and the driving force is applied to the driving wheels 56L and 56R. It is controlled to a traveling state in which addition (driving force assist) is performed (hereinafter, this traveling state is also referred to as “high-speed traveling mode”).

  Furthermore, at the time of deceleration, the second motor generator MG2 functions as a generator to perform regenerative power generation, and the recovered power is stored in the battery 9. When the charge amount of the battery 9 is reduced and charging is particularly necessary, the output of the engine 1 is increased to increase the power generation amount by the first motor generator MG1 and the charge amount to the battery 9 is increased. Of course, there is a case where control is performed to increase the driving force of the engine 1 as necessary even during low-speed traveling. For example, it is necessary to charge the battery 9 as described above, to drive an auxiliary machine such as an air conditioner, and to raise the temperature of the cooling water of the engine 1 to a predetermined temperature.

  Further, in the hybrid vehicle HV, the engine 1 may be stopped for the purpose of improving the fuel efficiency based on the driving state of the vehicle and the state of the battery 9. After that, the engine 1 is restarted based on the driving state of the vehicle and the state of the battery 9. Thus, in the hybrid vehicle HV, even in the “Ready-On state”, the engine 1 is intermittently operated by repeatedly stopping and restarting.

-Automatic stop, automatic restart-
Returning to FIG. 7 again, the functional configuration of the ECU 200 will be described. The stop unit 202 is a functional unit that stops the engine 1 based on the change information of the “travel mode” from the travel control unit 201 and the instruction information for stopping the engine 1.

In other words, the stop unit 202 is a functional unit that stops the engine 1 when a “stop condition” that is a condition for stopping the engine 1 is satisfied. Specifically, the stop unit 202 stops the engine 1 by causing the fuel injection device 112 to stop fuel injection and causing the ignition device 13 to stop ignition. The “stop condition” is to satisfy the following first condition or second condition.
First condition: The travel control unit 201 changes the travel mode from “normal travel mode” or “high speed travel mode” to “EV travel mode”.
Second condition: The travel control unit 201 outputs an instruction to stop the engine 1. Specifically, for example, an instruction to stop the engine 1 may be output from the travel control unit 201 based on the input limit Win of the battery 9 (when the second condition is satisfied).

  The starting unit 207 is a functional unit that starts the engine 1 based on the “travel mode” change information from the travel control unit 201 and the instruction information for starting the engine 1.

In other words, the starting unit 207 is a functional unit that starts the engine 1 when a “starting condition” that is a condition for starting the engine 1 is satisfied. Specifically, the “starting condition” is to satisfy the following third condition or fourth condition.
Third condition: The travel control unit 201 changes the travel mode from “EV travel mode” to “normal travel mode” or “high speed travel mode”.
Fourth condition: An instruction to start the engine 1 is output by the traveling control unit 201 or the operation receiving unit 208. Specifically, for example, when charging is particularly necessary, for example, when the charge amount (SOC) of the battery 9 is reduced, an instruction to start the engine 1 is output from the travel control unit 201 (the fourth condition is satisfied). There is a).

  Further, even when the “starting condition” is satisfied, the starting unit 207 does not start the engine 1 when the prohibiting unit 206 prohibits the starting of the engine 1. That is, the starting unit 207 operates according to an instruction from the prohibiting unit 206.

-Start failure judgment, start prohibition-
The lock unit 203 is a functional unit that receives an operation signal from the P position switch 82 and controls the operation of the parking lock mechanism 6 (see FIGS. 4 and 5). The lock unit 203 corresponds to a part of the “parking lock unit” recited in the claims.

  Specifically, the lock unit 203 receives an operation signal from the P position switch 82 when the hybrid vehicle HV is stopped and the parking lock mechanism 6 is in an inoperative state (unlocked state). The parking lock mechanism 6 is set in a fixed state (parking state). Further, when the parking lock mechanism 6 is in a fixed state (parking state), the lock unit 203 receives a switching signal from the shift position sensor 190 to a non-parking position (D position, B position, R position, N position). The lock mechanism 6 is set to an inoperative state (unlocked state).

  The lock unit 203 holds state information (for example, flag information) indicating whether the parking lock mechanism 6 is in a fixed state (parking state) or in an inoperative state (unlocked state). Output in response to a request from the prohibition unit 206.

  When the parking lock mechanism 6 is in an inoperative state (unlocked state), the period setting unit 204 starts the engine 1 when the parking lock mechanism 6 is in a fixed state (parking state). This is a functional unit that sets a start failure determination period PS in which the determination by the failure determination unit 205 is executed as compared with the case. The period setting unit 204 corresponds to a “period setting unit” recited in the claims.

  Specifically, when the engine 1 is started when the hybrid vehicle HV is stopped and the parking lock mechanism 6 is in a fixed state (parking state), the start failure determination period PS is the start failure determination period P1 ( For example, when the engine 1 is started when the parking lock mechanism 6 is in an inoperative state (unlocked state) while the hybrid vehicle HV is traveling, the period setting unit 204 The start failure determination period PS is set to a start failure determination period P2 (for example, 2 seconds) shorter than the start failure determination period P1.

  Further, when the “vehicle system activation operation” is received by the operation receiving unit 208 while the hybrid vehicle HV is traveling, the start failure determination period PS is shorter than the start failure determination period P1 by the period setting unit 204. The failure determination period P2 (for example, 2 seconds) is set.

  The failure determination unit 205 is a functional unit that determines whether the engine 1 has failed to start when the engine 1 is started. The failure determination unit 205 corresponds to a “failure determination unit” recited in the claims.

  Specifically, the failure determination unit 205 applies a torque to the engine 1 when the engine 1 is started by the start unit 207 (for example, the first motor generator MG1 applies torque to the engine 1, From the time when the rotation of the engine 1 is started) until the start failure determination period PS elapses, it is determined intermittently (for example, every 50 msec) whether the engine 1 has been successfully started. If it is determined that the engine 1 has succeeded, the process is terminated at that time, and if it is not determined that the engine 1 has been successfully started even after the start failure determination period PS has elapsed, it is determined that the engine 1 has failed to start. To do.

  Further, the failure determination unit 205, for example, when the engine speed Ne detected by the crank position sensor (engine speed sensor) 197 is equal to or higher than a preset threshold speed Nth (for example, 600 rpm), It is determined that the engine 1 has been successfully started. Furthermore, if it is determined that the engine 1 has failed to start, the failure determination unit 205 retries starting the engine 1 for a predetermined number of times (for example, five times) set in advance. If it is determined that the engine 1 has failed to start even after a predetermined number of retries, the failure determination unit 205 notifies the driver that the engine 1 has failed to start. For example, the failure determination unit 205 turns on an LED (Light Emitting Diode) indicating that the engine 1 has failed to start, and outputs a voice message indicating that the engine 1 has failed to start.

  The prohibition unit 206 is a functional unit that prohibits the engine 1 from starting when the hybrid vehicle HV is stopped when the parking lock mechanism 6 is in an inoperative state (unlocked state). The prohibition unit 206 corresponds to a “start prohibition unit” described in the claims.

  Specifically, when the hybrid vehicle HV is stopped and the state information held in the lock unit 203 is information indicating an inoperative state (unlocked state), the prohibition unit 206 notifies the start unit 207. On the other hand, starting the engine 1 is prohibited. Further, when the engine 1 is prohibited from starting, the prohibiting unit 206 notifies the driver that the engine 1 is prohibited from starting. For example, an LED indicating that engine start is prohibited is turned on.

  The operation accepting unit 208 is a functional unit that accepts that, in the “Ready-Off state”, the power switch 73 is pressed while the hybrid vehicle HV is traveling (that is, “vehicle system activation operation” is performed). Here, the operation reception unit 204 corresponds to a part of the “operation reception unit” described in the claims. When the “vehicle system activation operation” is received by the operation receiving unit 208, the period setting unit 204 is compared with a case where the engine 1 is started when the parking lock mechanism 6 is in a fixed state (parking state). In addition, instruction information indicating that the start failure determination period PS in which the determination by the failure determination unit 205 is performed is set short is output, and instruction information indicating that the engine 1 is started is output to the start unit 207.

  As described above, in the hybrid vehicle HV, when the parking lock mechanism 6 is in an inoperative state (unlocked state), starting the engine 1 while the hybrid vehicle HV is stopped is prohibited. When the engine 1 is started while the HV is stopped, it is possible to reliably prevent torque pulsation from being transmitted to the output shaft 51a (see FIGS. 4 and 5).

  That is, when the parking lock mechanism 6 is in an inoperative state (unlocked state), starting the engine 1 while the hybrid vehicle HV is stopped is prohibited, so that the engine 1 is not operated when the hybrid vehicle HV is stopped. Since the parking lock mechanism 6 is always in a fixed state (parking state) when starting, it is reliably prevented that torque pulsation is transmitted to the output shaft 51a when the hybrid vehicle HV starts and the engine 1 is started. It can be done.

  In the present embodiment, a description will be given of a case where the prohibiting unit 206 prohibits starting of the engine 1 while the hybrid vehicle HV is stopped when the parking lock mechanism 6 is in an inoperative state (unlocked state). However, when the shift position is set to a non-parking position (D position, B position, R position, N position), the engine 1 may be prohibited from starting when the hybrid vehicle HV is stopped. In this case, the configuration of the “vehicle control device” (specifically, the lock unit 203) according to the present invention is simplified.

-Operation of ECU 200-
Next, the operation of the vehicle control apparatus (ECU 200) according to the present invention will be described with reference to FIGS. FIG. 8 is a flowchart showing an example of the automatic stop operation and automatic restart operation of the engine 1 by the vehicle control device (ECU 200) shown in FIG. 9 and 10 are detailed flowcharts showing an example of the engine start process executed in step S107 of the flowchart shown in FIG. In FIG. 6, for convenience, it is assumed that the engine 1 is started as an initial state.

  As shown in FIG. 8, first, the stop unit 202 determines whether or not a “stop condition” is satisfied (step S101). If NO in step S101, the process is in a standby state. If YES in step S101, the process proceeds to step S103. Next, the engine 1 is stopped by the stop unit 202 (step S103).

  Then, the start unit 207 determines whether the “start condition” is satisfied (step S105). If NO in step S105, the process is in a standby state. If YES in step S105, the process proceeds to step S107. Next, an “engine start process” that is a process for starting the engine 1 is executed by the start unit 207 and the like (step S107). And a process is returned to step S101 and the process after step S101 is repeatedly performed.

  Next, the “engine start process” executed in step S107 of the flowchart shown in FIG. 8 will be described with reference to FIG. First, the prohibition unit 206 determines whether or not the hybrid vehicle HV is stopped (step S201). If YES in step S201, the process proceeds to step S203. If NO in step S201, the process proceeds to step S251 in the flowchart shown in FIG.

  Then, the prohibition unit 206 determines whether or not the parking lock mechanism 6 is in a fixed state (parking state) (S203). If YES in step S203, the process proceeds to step S209. If NO in step S203, the process proceeds to step S205. Next, the prohibition unit 206 prohibits starting of the engine 1 (step S205). Then, the prohibition unit 206 notifies the driver that the start of the engine 1 is prohibited (step S207), the process returns to step S203, and the processes after step S203 are repeatedly executed.

  If YES in step S203, the engine 1 is started by the starting unit 207 (step S209). Then, the failure determination unit 205 determines whether or not the engine 1 has been successfully started (step S211). When YES is determined in the step S211, the process is returned to the step S101 in FIG. 8, and the processes after the step S101 are repeatedly executed. If NO in step S211, the process proceeds to step S213.

  Then, the failure determination unit 205 determines whether or not the start failure determination period P1 has elapsed (step S213). If NO in step S213, the process returns to step S209, and the processes after step S209 are repeatedly executed. If YES in step S213, the process proceeds to step S215. Next, the failure determination unit 205 determines that the engine 1 has failed to start (step S215). Then, the failure determination unit 205 determines whether to retry (step S217). If YES in step S217, the process returns to step S209, and the processes after step S209 are repeatedly executed. If NO in step S217, the process proceeds to step S219. Then, the failure determination unit 205 notifies the driver that the engine 1 has failed to start (step S219), and the process ends.

  In the case of NO in step S201 (including the case where the power switch 73 is pressed during traveling (that is, when “vehicle system activation operation” is performed)), as shown in FIG. Thus, the start failure determination period P2 is set (step S251). Then, the engine 1 is started by the starting unit 207 (step S253). Next, the failure determination unit 205 determines whether or not the engine 1 has been successfully started (step S255). If “YES” in the step S255, the process is returned to the step S101 in FIG. 8, and the processes after the step S101 are repeatedly executed. If NO in step S255, the process proceeds to step S257.

  Then, the failure determination unit 205 determines whether or not the startup failure determination period P2 has elapsed (step S257). In the case of NO at step S257, the process is returned to step S253, and the processes after step S253 are repeatedly executed. If YES in step S257, the process proceeds to step S259. Next, the failure determination unit 205 determines that the engine 1 has failed to start (step S259). Then, the failure determination unit 205 determines whether to retry (step S261). If YES in step S261, the process returns to step S253, and the processes after step S253 are repeatedly executed. If NO in step S261, the process proceeds to step S263. Then, the failure determination unit 205 notifies the driver that the engine 1 has failed to start (step S263), and the process is terminated.

  In this manner, when starting the engine 1 in the hybrid vehicle HV, it is determined whether or not the engine 1 has failed to start. In addition, when the engine 1 is started when the parking lock mechanism 6 is inactive (unlocked), the engine 1 is compared with when the engine 1 is started when the parking lock mechanism 6 is fixed (parked). Since the start failure determination period PS for determining whether or not the engine 1 has failed to start is set short, the start failure determination period PS is set to an appropriate value (here, the start failure determination period P2: for example, 2 seconds), it is possible to suppress transmission of torque pulsation to the output shaft 51a when the engine 1 is started while the hybrid vehicle HV is traveling.

  That is, when the engine 1 is started while the hybrid vehicle HV is running, the parking lock mechanism 6 is in an inoperative state (unlocked state). Therefore, the engine 1 is operated when the parking lock mechanism 6 is in a fixed state (parking state). The start failure determination period PS in which it is determined whether or not the start of the engine 1 has failed is set shorter than when starting. Thus, when the start failure determination period PS is set short, even if the engine 1 takes time for start-up due to deterioration of combustion conditions or the like, if the start failure determination period PS elapses, Since it is determined that the start has failed and the start operation of the engine 1 is stopped, the start failure determination period PS is set to an appropriate value (here, the start failure determination period P2: for example, 2 seconds), It is possible to suppress transmission of torque pulsation in a state where the rotational speed of the engine 1 is low (for example, 300 rpm to 500 rpm) to the output shaft 51a.

  Further, when the “vehicle system start operation” is received while the hybrid vehicle HV is running, the driver receives the “vehicle system start operation” because vibrations and start sounds accompanying the start of the engine 1 are transmitted to the driver. Can be confirmed. In this case, since the start failure determination period PS is set short, the start failure determination period PS is set to an appropriate value (here, the start failure determination period P2: for example, 2 seconds). By doing this, it is possible to suppress the transmission of torque pulsation in a state where the rotational speed of the engine 1 is low (for example, 300 rpm to 500 rpm) to the output shaft.

-Other embodiments-
In the present embodiment, the vehicle control apparatus according to the present invention is configured as functional units such as a lock unit 203, a period setting unit 204, a failure determination unit 205, a prohibition unit 206, and an operation reception unit 208 in the ECU 200. As described above, at least one functional unit among the lock unit 203, the period setting unit 204, the failure determination unit 205, the prohibition unit 206, and the operation reception unit 208 is configured by hardware such as an electronic circuit. It may be a form.

  In the present embodiment, the case where the vehicle is a so-called “series / parallel type” hybrid vehicle HV has been described. However, the vehicle may be a “series type” or “parallel type” hybrid vehicle.

  In the present embodiment, the case where the vehicle is an FF hybrid vehicle HV has been described. However, the vehicle may be an FR or 4WD hybrid vehicle.

  In the present embodiment, the case where two motor generators MG1 and MG2 are disposed in the hybrid vehicle HV has been described. However, one or three or more motor generators are disposed in the hybrid vehicle. It may be a form. For example, in the hybrid vehicle HV according to the present embodiment, a third motor generator that drives the rear wheel axle may be provided in addition to the first motor generator MG1 and the second motor generator MG2.

  Although the case where the power switch 73 is a push switch has been described in the present embodiment, any form may be used as long as the power switch 73 can accept an operation. For example, the power switch 73 may be a lever switch, a slide switch, or a key switch that rotates by inserting a key into a cylinder.

  Although the case where the vehicle is a hybrid vehicle HV has been described in the present embodiment, the vehicle control device according to the present invention can also be applied to a conventional vehicle (a driving source is only an engine). Here, a case where the vehicle is a vehicle (so-called AT vehicle) equipped with an automatic transmission and does not include the parking lock mechanism 6 will be described.

  In this case, the “stop condition” determined by the stop unit 202 is a so-called “automatic stop” condition for improving fuel consumption, and the “start condition” determined by the start unit 207 is “ It is a condition of “automatic restart”. The operation reception unit 208 receives an “ignition ON operation” instead of the “vehicle system activation operation”. Further, the period setting unit 204 determines the start failure when the engine is started while the vehicle is running, compared with the case where the engine is started while the driving force of the engine is not transmitted to the wheels while the vehicle is stopped. The period PS is set short. Here, the “state where the driving force of the engine is not transmitted to the wheels” is, for example, a case where the shift position is set to “N position” or “P position”.

  The period setting unit 204 may set the start failure determination period PS short only when the engine is started while the vehicle is traveling in a state where the driving force of the engine is transmitted to the wheels. Here, the “state in which the driving force of the engine is transmitted to the wheels” is, for example, a case where the shift position is set to “D position”.

  In this case, only when the engine is started while the vehicle is running in a state where the driving force of the engine is transmitted to the wheels (for example, in a state where the shift position is set to “D position”), Since the start failure determination period PS in which it is determined whether or not the engine has failed to start is set short, the start failure determination period PS only when there is a possibility that torque pulsation may be transmitted to the output shaft 51a. Is set shorter. Thus, when the start failure determination period PS is set short, even if the engine takes time to start due to deterioration of combustion conditions or the like, the engine starts when the start failure determination period PS elapses. Since it is determined that the engine has failed, the engine start operation is stopped. Therefore, by setting the start failure determination period PS to an appropriate value, torque pulsation when the engine speed is low (for example, 300 rpm to 500 rpm) Can be prevented from being transmitted to the output shaft.

  Further, the prohibiting unit 206 may be configured to prohibit starting of the engine while the vehicle is stopped in a state where the driving force of the engine is transmitted to the wheels. In this case, in a state where the driving force of the engine is transmitted to the wheels (for example, in a state where the shift position is set to “D position”), starting of the engine while the vehicle is stopped is prohibited. When starting the engine while the vehicle is stopped, it is possible to reliably prevent torque pulsation from being transmitted to the output shaft 51a.

  The present invention can be used in a vehicle control device equipped with a driving source for traveling. In particular, it can be suitably used in a control device for a hybrid vehicle in which an internal combustion engine and an electric motor are mounted as a drive source.

1 engine (internal combustion engine)
DESCRIPTION OF SYMBOLS 11 Intake passage 112 Fuel injection apparatus 12 Exhaust passage 13 Spark plug 14 Igniter 190 Shift position sensor 2 Damper 3 Power split mechanism 4 Reduction mechanism 51a Output shaft 6 Parking lock mechanism (part of parking lock part)
61 Parking Gear 62 Parking Lock Pole 63 Parking Rod 7 Parking Actuator 8 Shift Operation Device 81 Shift Lever 82 P Position Switch (Part of Parking Lock)
83 Power switch (part of the operation reception unit)
9 Battery 91 Inverter 200 ECU (vehicle control device)
201 travel control unit 202 stop unit (stop unit)
203 Lock part (part of parking lock part)
204 Period setting part (Period setting part)
205 Failure determination unit (failure determination unit)
206 Prohibited part (start prohibited part)
207 Starter (Starter)
208 Operation reception part (part of operation reception part)
HV hybrid vehicle MG1 First motor generator (part of electric motor)
MG2 Second motor generator (part of electric motor)

Claims (6)

An internal combustion engine and an electric motor are mounted as drive sources, and the vehicle control device includes a parking lock portion that locks a parking gear that is directly or indirectly connected to an output shaft of a driving force,
A failure determination unit that determines whether or not the startup of the internal combustion engine has failed when starting the internal combustion engine;
When the internal combustion engine is started when the parking gear is not locked, the determination by the failure determination unit is executed as compared with a case where the internal combustion engine is started when the parking gear is locked. And a period setting unit that sets the start failure determination period to be short. The vehicle control device according to claim 1,
The vehicle control device according to claim 1, further comprising a start prohibiting unit that prohibits starting the internal combustion engine when the vehicle is stopped when the parking gear is not locked. In the vehicle control device according to claim 1 or 2,
An operation receiving unit that receives a vehicle system start-up operation that is an operation that enables at least one of the internal combustion engine and the electric motor to output a driving force;
The period setting unit is configured to start the internal combustion engine when the parking gear is locked when the internal combustion engine is started when the vehicle system activation operation is received by the operation reception unit while the vehicle is traveling. A vehicle control device, characterized in that a start failure determination period in which determination by the failure determination unit is executed is set shorter than when starting an engine. A control device for a vehicle equipped with an internal combustion engine as a drive source,
A failure determination unit that determines whether or not the startup of the internal combustion engine has failed when starting the internal combustion engine;
When the internal combustion engine is started while the vehicle is running, the failure determination is performed as compared with the case where the internal combustion engine is started while the driving force of the internal combustion engine is not transmitted to wheels while the vehicle is stopped. A vehicle control apparatus comprising: a period setting unit that executes a determination period changing process that is a process of setting a start failure determination period for which a determination by a unit is executed. The vehicle control device according to claim 4,
The period setting unit executes the determination period changing process only when the internal combustion engine is started while the vehicle is traveling in a state where the driving force of the internal combustion engine is transmitted to wheels. A vehicle control device. The vehicle control device according to claim 4 or 5,
The vehicle control apparatus according to claim 1, further comprising a start prohibiting unit that prohibits starting of the internal combustion engine when the vehicle is stopped in a state where the driving force of the internal combustion engine is transmitted to the wheels.

Images