JP5057173B2 - Vehicle control device - Google Patents

Description

  The present invention comprises an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements, the input member, the output The present invention relates to a vehicle control device that controls a vehicle drive device in which a member and the rotating electrical machine are drive-coupled to different rotating elements of the differential gear device.

  In general, a vehicle such as an automobile is equipped with an engine constituted by various internal combustion engines such as a spark ignition engine (gasoline engine) and a compression ignition engine (diesel engine) as a driving force source. In these engines, the magnitude of the force required for starting and the magnitude of the shock (starting shock) may vary depending on the position (phase) in the rotational direction in the stopped state. For example, in a four-cycle reciprocating engine (four-cycle engine) that sequentially performs four strokes of intake, compression, combustion, and exhaust, it is required to move a piston in a cylinder in the middle of the intake and exhaust strokes. The force required to move the piston in the cylinder in the middle of the compression stroke and the combustion stroke is larger than the force. Therefore, when a plurality of cylinders are provided, if the engine is started from a state in which the piston in the cylinder in the compression stroke or the combustion stroke is near the end point of each stroke, the force for starting the engine is reduced. And start shock is reduced. Therefore, it is desirable to stop the engine at the phase of the crankshaft (position in the rotational direction of the engine) such that the piston in the cylinder in the compression stroke or the combustion stroke is near the end point of each stroke.

  Therefore, when the vehicle includes a rotating electrical machine that is drivingly connected to the engine, in order to stop the rotation of the engine, a target stop position is set in the engine rotation direction, and the rotational speed of the engine is gradually increased toward the target stop position. A technique for controlling the rotational speed of a rotating electrical machine so as to reduce it is already known (see, for example, Patent Document 1 below). According to the technique described in Patent Document 1, even when there is a variation in the frictional force of each part in the engine or a variation in the viscosity of the lubricating oil or cooling oil in the engine, the engine is positioned near the target stop position. Can be stopped properly. Therefore, it is not necessary to change the position in the rotational direction of the engine by driving the rotating electrical machine before starting the engine, and the engine can be started quickly and appropriately.

JP 2005-016505 A

  By the way, in the technique described in Patent Document 1 described above, the control of the rotating electrical machine is finished when the rotational speed of the engine becomes equal to or lower than a predetermined stop rotational speed, and thereafter, the rotational speed of the engine is caused by the frictional force inside the engine. Is gradually reduced and the engine stops. This is because it is difficult to control the rotation speed of the rotating electrical machine with high accuracy in a very low rotation speed range, and the time from when the engine rotation speed becomes lower than the stop rotation speed until it stops is very short. This is because it is difficult to appropriately control the rotational speed of the engine by the rotating electrical machine during that time. Therefore, depending on the traveling state of the vehicle, the engine may stop at a position that deviates from the target stop position, although it is slight.

  That is, in the configuration in which the rotating electrical machine, the engine, and the wheels are drivingly connected to the three rotating elements of the planetary gear mechanism as in the vehicle driving device described in Patent Document 1, the vehicle is accelerated or decelerated. In this state, torque (hereinafter referred to as “mutual inertia torque”) acts on each of the engine and the rotating electrical machine in accordance with the relationship between the acceleration of the vehicle and the respective inertia moments of the engine and the rotating electrical machine. Then, due to the influence of the mutual inertia torque acting on the engine, the degree to which the rotational speed of the engine decreases after the control of the rotating electrical machine is changed, and the engine stop position may deviate from the target stop position. there were. Specifically, when the vehicle is accelerating (acceleration is positive), the mutual inertia torque in the acceleration direction acts on the engine, and the actual stop position of the engine is ahead of the target stop position in the rotation direction (advance angle). Side). On the other hand, when the vehicle is decelerating (acceleration is negative), the mutual inertia torque in the deceleration direction acts on the engine, and the actual stop position of the engine is behind the target stop position in the rotational direction (retarded side). It will shift. After such an engine stop process is performed, it is not possible to quickly escape from the resonance region of the damper provided between the engine and the vehicle drive device when starting the engine, and the start shock is greatly increased due to the resonance of the damper. Alternatively, there has been a problem that the time required for starting the engine may become long due to delay in detecting the crank angle of the engine.

  The present invention has been made in view of the above problems, and an object of the present invention is to control a vehicle capable of stopping an engine at a predetermined target stop position with high accuracy even when the vehicle is accelerating or decelerating. To provide an apparatus.

  An input member drivingly connected to an engine, an output member drivingly connected to a wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements according to the present invention for achieving the above object. A vehicle control device that controls the vehicle drive device in which the input member, the output member, and the rotating electrical machine are drive-coupled to different rotary elements of the differential gear device, respectively. Stop control means for performing stop control for controlling the rotating electrical machine so as to set a target stop position in the engine rotation direction and gradually reduce the rotational speed of the engine toward the target stop position. An acceleration acquisition means for acquiring a vehicle acceleration representing the acceleration of the vehicle, and inertia generated by an inertia moment of a rotor of the rotating electrical machine according to the vehicle acceleration. Deriving a correction torque to cancel the torque, after at least the stop control is completed, there the correction torque in that and a correction means for output to the rotary electric machine.

  In the present application, “driving connection” refers to a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two This is used as a concept including a state in which two rotating elements are connected so as to be able to transmit a driving force via one or more transmission members. Examples of such a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like. Further, in the present application, the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.

  According to this characteristic configuration, in the case of performing stop control for controlling the rotating electrical machine so as to gradually reduce the rotational speed of the engine toward the target stop position, at least after the stop control ends, according to the vehicle acceleration. The inertia torque generated by the inertia moment of the rotor of the rotating electrical machine can be canceled by the correction torque. Thus, in the case where the input member, the output member, and the rotating electric machine have a configuration in which each is driven and connected to different rotating elements of the differential gear device, the vehicle acceleration, the moment of inertia of the engine, and the moment of inertia of the rotor of the rotating electric machine It can suppress that the mutual inertia torque by influence acts on an engine. Accordingly, it is possible to suppress the engine stop position from deviating from the target stop position due to the influence of the mutual inertia torque acting on the engine, which changes the degree to which the engine rotation speed after the stop control ends is changed. . Therefore, the engine can be stopped at a predetermined stop target position with high accuracy regardless of the vehicle acceleration.

  Here, when the rotation direction of the engine is a positive direction, the correction unit causes the rotating electrical machine to output the correction torque in the negative direction when the vehicle is accelerating based on the vehicle acceleration. When the vehicle is decelerating, it is preferable to make the rotating electric machine output the correction torque in the positive direction.

  According to this configuration, when the vehicle is accelerating, the positive inertia torque acting on the rotor due to the inertia moment of the rotor of the rotating electric machine can be canceled by the negative correction torque output by the rotating electric machine. Similarly, when the vehicle is decelerating, the negative inertia torque acting on the rotor due to the inertia moment of the rotor of the rotating electrical machine can be canceled by the positive correction torque output by the rotating electrical machine. Thereby, it can suppress that the mutual inertia torque by the influence of a vehicle acceleration and the inertia moment of a rotor of an engine and a rotary electric machine acts on an engine. Therefore, the engine can be stopped at a predetermined stop target position with high accuracy regardless of the vehicle acceleration.

  Further, the correction means derives a virtual angular acceleration that is an angular acceleration of the rotor of the rotating electrical machine when the angular acceleration of the input member is zero based on the vehicle acceleration, and the virtual angular acceleration It is preferable that the inertia torque is derived based on the inertia moment of the rotor of the rotating electrical machine, and the torque having the same magnitude as that of the inertia torque and having the opposite direction is used as the correction torque.

  According to this configuration, the inertia torque generated by the inertia moment of the rotor of the rotating electrical machine is appropriately derived according to the vehicle acceleration, and the correction torque having an appropriate magnitude and direction corresponding to the inertia torque is output to the rotating electrical machine. Can do. Therefore, the mutual inertia torque due to the influence of the vehicle acceleration and the inertia moment of the engine and the rotor of the rotating electrical machine is suppressed from acting on the engine, and the engine is stopped at a predetermined stop target position with high accuracy regardless of the vehicle acceleration. be able to.

  In addition, it is preferable that the correction unit is configured to output the correction torque to the rotating electrical machine in addition to the stop control torque output for the stop control during the execution of the stop control.

  According to this configuration, it is possible to appropriately cancel the inertia torque generated by the inertia moment of the rotor of the rotating electrical machine according to the vehicle acceleration not only after the stop control is ended but also during the execution of the stop control. Therefore, in order to control the rotating electrical machine in the stop control, for example, in the case of performing feedback control so that the rotational speed of the rotating electrical machine becomes a predetermined target value, it is possible to improve the control followability. Therefore, the engine can be stopped at a predetermined stop target position with higher accuracy.

  Further, when the predetermined correction continuation time has elapsed after the stop control is completed or after the engine has stopped rotating, the control for outputting the correction torque to the rotating electrical machine is ended. Is preferred.

  According to this configuration, the engine can be stopped at a predetermined stop target position with high accuracy, and power consumption due to continuing control to output the correction torque for the engine to the rotating electrical machine can be suppressed. Energy efficiency can be increased.

  Further, the stop control means is based on the remaining amount of rotation up to the target stop position and the engine speed, and the rate of change in the engine speed at which the engine stops at the target stop position. And the rotational speed of the rotating electrical machine is preferably controlled so as to reduce the rotational speed of the engine at the rate of change.

  According to this configuration, the rotating electrical machine can be appropriately controlled such that the rotational speed of the engine is gradually reduced as it approaches the target stop position, and the engine rotational speed becomes zero near the target stop position. At this time, it is more preferable that the stop control means is configured to update the rate of change every predetermined control cycle. If comprised in this way, even if it is a case where the rotational speed of an engine does not reduce according to the determined rate of change by the influence of vehicle acceleration, a new rate of change can be appropriately determined in consideration of it. . Therefore, the engine can be stopped at a predetermined stop target position with high accuracy regardless of the acceleration of the vehicle.

  In each of the above-described characteristic configurations according to the present invention, the differential gear device includes at least three rotation elements of the first rotation element, the second rotation element, and the third rotation element in order of the rotation speed, and each other rotation A vehicle in which the rotating electrical machine is drivingly connected to the first rotating element, the input member is drivingly connected to the second rotating element, and the output member is drivingly connected to the third rotating element without intervening elements. The present invention can also be suitably used for a vehicle control device that controls a vehicle drive device.

  In the present application, the “order of rotational speed” is either the order from the high speed side to the low speed side, or the order from the low speed side to the high speed side, and can be either depending on the rotational state of the differential gear device. In either case, the order of the rotating elements does not change.

  In the present invention, the rotating electrical machine is a first rotating electrical machine, and a second rotating electrical machine is provided in addition to the first rotating electrical machine, and the second rotating electrical machine includes the first rotating element and the second rotating element. Without being interposed, the present invention can also be suitably used for a vehicle control device that controls a vehicle drive device that is drivingly connected to the third rotating element.

  The technical features of the vehicle control device according to the present invention having the above-described configurations can also be applied to a control method and a vehicle control program for a vehicle drive device. Therefore, the present invention is such a method and program. Can also be subject to rights.

  In this case, an input member drivingly connected to the engine, an output member drivingly connected to the wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements, the input member, the output The characteristic configuration of the control method for the vehicle drive device in which the member and the rotating electrical machine are drive-coupled to different rotating elements of the differential gear device is the target stop in the engine rotation direction to stop the engine rotation. When performing stop control for controlling the rotating electrical machine so as to set a position and gradually reduce the rotational speed of the engine toward the target stop position, a vehicle acceleration representing a vehicle acceleration is acquired, and the vehicle acceleration Accordingly, a correction torque for canceling the inertia torque generated by the inertia moment of the rotor of the rotating electrical machine is derived, and at least the stop control is derived. There after completion lies in performing control to output the correction torque to the rotary electric machine.

  In this case, the input member includes an input member that is drivingly connected to the engine, an output member that is drivingly connected to the wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements, The characteristic configuration of the vehicle control program for controlling the vehicle drive device in which the output member and the rotating electrical machine are drive-coupled to different rotation elements of the differential gear device is to stop the rotation of the engine. A stop control function for performing stop control for controlling the rotating electrical machine so as to set a target stop position in the engine rotation direction and gradually reduce the engine rotation speed toward the target stop position; and a vehicle acceleration An acceleration acquisition function for acquiring vehicle acceleration representing the inertia, and inertia generated by the inertia moment of the rotor of the rotating electrical machine in accordance with the vehicle acceleration Deriving a correction torque to cancel the torque, after at least the stop control is terminated, it lies in realizing a correction function to output the correction torque to the rotary electric machine, to the computer.

  Naturally, the control method and the vehicle control program for these vehicle drive devices can also obtain the effects of the vehicle control device described above, and some additional techniques mentioned as examples of suitable configurations thereof can be obtained. It is possible to incorporate.

1 is a block diagram showing an overall system configuration of a vehicle control apparatus according to an embodiment of the present invention. It is a skeleton figure which shows the mechanical structure of the vehicle drive device which concerns on embodiment of this invention. It is a speed diagram in the hybrid travel mode. It is a speed diagram in EV (electric) travel mode. It is a velocity diagram for demonstrating the operation | movement at the time of stopping an engine while a vehicle drive | works. It is a velocity diagram for demonstrating the relationship of the torque which acts on each rotation element resulting from the acceleration of a vehicle. It is explanatory drawing for demonstrating the setting method of a target stop position. It is the figure which showed on the graph the change rate determined based on the amount of remaining rotations, and an engine speed. It is the figure which showed an example of the engine rotational speed change line in case correction torque TC is not output to a 1st rotary electric machine. It is a velocity diagram for demonstrating the inertia torque of the 1st rotary electric machine based on the vehicle acceleration when the angular acceleration of an input member is set to zero. It is the figure which showed an example of the engine rotation speed change line and the MG1 torque change in each time corresponding to it. It is a flowchart which shows the procedure of the whole control for stopping rotation of an engine. It is a flowchart which shows the procedure of a stop control torque derivation process. It is a flowchart which shows the procedure of a correction | amendment torque derivation process.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the overall system configuration of the vehicle control apparatus 1 according to this embodiment. In FIG. 1, a broken line indicates a power transmission path, and a solid line arrow indicates a transmission path for various information. FIG. 2 is a skeleton diagram showing a mechanical configuration of the vehicle drive device 2 to be controlled by the vehicle control device 1 according to the present embodiment. As shown in FIG. 2, the vehicle drive device 2 includes an engine E and two rotating electrical machines MG1 and MG2 as driving force sources, and outputs the engine E to the first rotating electrical machine MG1 side and the wheels W. And a driving device for a so-called two-motor split type hybrid vehicle provided with a planetary gear device PG for power distribution that is distributed to the second rotating electrical machine MG2 side.

  Then, the vehicle control device 1 that controls the vehicle drive device 2 sets a target stop position PT in the engine rotation direction ER as shown in FIG. As shown in FIG. 9, stop control is performed to control the first rotating electrical machine MG1 so as to gradually reduce the engine rotational speed NE in accordance with the remaining rotational amount R up to the position PT. This stop control ends when the engine speed NE becomes less than a predetermined control end value NC. Here, as shown in FIG. 6, in a state where the vehicle on which the vehicle drive device 2 is mounted is accelerating or decelerating, the acceleration, the inertia moment JE of the engine E, and the inertia moment J1 of the first rotating electrical machine MG1. The engine mutual inertia torque TiE acts on the engine E, and the MG1 mutual inertia torque Ti1 acts on the first rotating electrical machine MG1. Then, due to the influence of the engine mutual inertia torque TiE acting on the engine E, as shown in FIG. 9, the degree to which the engine rotational speed NE is reduced after the stop control is finished changes, and the stop position of the engine E becomes the target stop. There is a case where the position PT is deviated. Therefore, the vehicle control device 1 acquires the vehicle acceleration α representing the acceleration of the vehicle on which the vehicle drive device 2 is mounted, and the moment of inertia of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α. A control (correction control) for deriving a correction torque TC that cancels the MG1 inertia torque Tg1, which is an inertia torque generated by J1, and outputting the correction torque TC to the first rotary electric machine MG1 after at least stop control by the first rotary electric machine MG1 is completed )I do. As a result, the engine E is stopped at a predetermined target stop position PT with high accuracy. Hereinafter, the vehicle control device 1 and the vehicle drive device 2 according to the present embodiment will be described in detail.

1. Configuration of Vehicle Drive Device As shown in FIG. 1, a vehicle drive device 2 includes an input shaft 51 that is drivingly connected to an engine E, a first rotating electrical machine MG1, a second rotating electrical machine MG2, and a power distribution device. A planetary gear device PG, a counter gear mechanism C, and an output differential gear device D that distributes the rotation and driving force transmitted through the counter gear mechanism C to a plurality of wheels W are provided. In the present embodiment, the input shaft 51 corresponds to “input member I” in the present invention, and the differential input gear 56 that is the input gear of the output differential gear device D corresponds to “output member O” in the present invention. To do. The planetary gear device PG for power distribution corresponds to the “differential gear device” in the present invention. The planetary gear device PG distributes the rotation and driving force of the engine E to the first rotating electrical machine MG1 and the counter gear mechanism C. In this vehicle drive device 2, the planetary gear device PG and the counter gear mechanism C constitute the "drive transmission mechanism 5" in the present invention.

  In the vehicle drive device 2, the input shaft 51, the first rotating electrical machine MG 1, and the planetary gear device PG that are drivingly connected to the engine E are arranged coaxially. The second rotating electrical machine MG 2, the counter gear mechanism C, and the output differential gear device D are arranged on different axes parallel to the input shaft 51. Here, as the engine E, various known internal combustion engines such as a spark ignition engine (gasoline engine) and a compression ignition engine (diesel engine) can be used. The input shaft 51 is drivingly connected to the engine E through a flywheel 61, a damper 62, and a clutch 63. The clutch 63 is an engagement element that selectively engages the input shaft 51 and the output shaft of the engine E. Therefore, when the clutch 63 is in the engaged state, the input shaft 51 and the engine E are drive-coupled in a state of rotating integrally except for the torsion absorbed by the damper 62, but the clutch 63 is in the released state. Sometimes, the input shaft 51 and the engine E are separated. In the following description, it is assumed that the clutch 63 is in an engaged state unless otherwise specified. The input shaft 51 is also preferably configured to be drive-coupled directly to the engine E through any one or two of the flywheel 61, the damper 62, and the clutch 63, or not through them. .

  The first rotating electrical machine MG1 includes a first stator St1 fixed to a case (not shown), and a first rotor Ro1 that is rotatably supported on the radially inner side of the first stator St1. The first rotor Ro1 of the first rotating electrical machine MG1 is drive-coupled so as to rotate integrally with the sun gear s of the planetary gear device PG via the rotor shaft. The second rotating electrical machine MG2 includes a second stator St2 fixed to a case (not shown) and a second rotor Ro2 that is rotatably supported on the radially inner side of the second stator St2. The second rotor Ro2 of the second rotating electrical machine MG2 is connected to rotate integrally with the second rotating electrical machine output gear 55 via the rotor shaft. The second rotating electrical machine output gear 55 meshes with the first counter gear 53 fixed to the counter gear mechanism C, and the rotation and driving force of the second rotating electrical machine MG2 is transmitted to the counter gear mechanism C. ing. In the vehicle drive device 2, the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are AC motors, and are driven and controlled by a first inverter 41 or a second inverter 42, respectively, as shown in FIG.

  The first rotating electrical machine MG1 is drivingly connected to the input shaft 51 and the counter gear mechanism C via the planetary gear device PG. The first rotating electrical machine MG1 is a generator that mainly generates electric power by the driving force input via the sun gear s, charges the power storage device 43, or supplies electric power for driving the second rotating electrical machine MG2. Function. However, the first rotating electrical machine MG1 may function as a motor that outputs a driving force by powering when the vehicle is traveling at high speed or when the engine E is started. On the other hand, the second rotating electrical machine MG2 is drivably coupled to the planetary gear device PG and the output differential gear device D via the counter gear mechanism C. The second rotating electrical machine MG2 mainly functions as a motor that assists the driving force for traveling the vehicle. However, when the vehicle is decelerated, the second rotating electrical machine MG2 functions as a generator and may function as a generator that regenerates the inertial force of the vehicle as electric energy. The operations of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 are controlled by a first inverter 41 or a second inverter 42 that operates according to a control command from the control unit 3.

  As shown in FIG. 1, the planetary gear device PG is configured by a single pinion type planetary gear mechanism arranged coaxially with the input shaft 51. That is, the planetary gear device PG includes a carrier ca that supports a plurality of pinion gears, and a sun gear s and a ring gear r that mesh with the pinion gears, as rotating elements. The input shaft 51 as the input member I, the differential input gear 56 as the output member O, and the first rotating electrical machine MG1 are drivingly connected to different rotating elements of the planetary gear device PG, respectively. At this time, the input shaft 51, the differential input gear 56, and the first rotating electrical machine MG1 are not connected to each other with respect to the three rotating elements of the sun gear s, the carrier ca, and the ring gear r of the planetary gear device PG. The driving elements are connected to the following rotating elements. In the present embodiment, the sun gear s is drivingly coupled so as to rotate integrally with the first rotor Ro1 of the first rotating electrical machine MG1. The carrier ca is drivingly connected so as to rotate integrally with the input shaft 51. The ring gear r is drivingly connected so as to rotate integrally with the counter drive gear 52. The counter drive gear 52 meshes with a first counter gear 53 fixed to the counter gear mechanism C, and the rotation of the ring gear r of the planetary gear device PG is transmitted to the counter gear mechanism C. . The three rotating elements of these planetary gear devices PG are a sun gear s, a carrier ca, and a ring gear r in the order of rotational speed. Therefore, in the present embodiment, the sun gear s, the carrier ca, and the ring gear r of the planetary gear device PG are respectively referred to as the “first rotating element”, “second rotating element”, and “ It corresponds to the “third rotation element”.

  On the counter shaft of the counter gear mechanism C, the first counter gear 53 is fixed to the first rotating electrical machine MG1 and the second rotating electrical machine MG2 side, and the second counter gear 54 is fixed to the engine E side. Here, the first counter gear 53 meshes with the counter drive gear 52 and the second rotating electrical machine output gear 55, and the second counter gear 54 meshes with the differential input gear 56 of the output differential gear device D. Yes. Thus, the counter gear mechanism C is drivingly connected to the planetary gear device PG (the ring gear r), the second rotating electrical machine MG2, and the output differential gear device D (the differential input gear 56). The output differential gear device D is generally used, and includes, for example, a differential gear mechanism using a plurality of bevel gears meshing with each other. Then, the output differential gear device D distributes the rotation and driving force transmitted to the differential input gear 56 to the wheels W serving as left and right driving wheels.

2. Next, a basic operation of the vehicle drive device 2 according to the present embodiment will be described. 3 to 6 are velocity diagrams showing the operating state of the planetary gear device PG for power distribution. In these velocity diagrams, each of a plurality of vertical lines arranged in parallel corresponds to each rotating element of the planetary gear device PG, and “s” and “ca” described above each vertical line. "And" r "correspond to the sun gear s, the carrier ca, and the ring gear r, respectively. These positions on the vertical axis correspond to the rotational speed of each rotating element. Here, the rotational speed is zero on the horizontal axis, the upper side is positive, and the lower side is negative. The interval between the vertical lines corresponding to each rotating element corresponds to the gear ratio λ of the planetary gear device PG (the gear ratio between the sun gear s and the ring gear r = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]). is doing. Here, in the planetary gear device PG, the carrier ca is drivingly connected so as to rotate integrally with the engine E and the input shaft 51, and the sun gear s is driven connected so as to rotate integrally with the first rotor Ro1 of the first rotating electrical machine MG1. The ring gear r is drivingly connected so as to rotate integrally with the counter drive gear 52. Therefore, the rotational speed of the carrier ca coincides with the engine rotational speed NE that is the rotational speed of the engine E and the input shaft 51, and the rotational speed of the sun gear s coincides with the MG1 rotational speed N1 that is the rotational speed of the first rotating electrical machine MG1. . Therefore, when the gear ratio λ of the planetary gear device PG is used, the following rotational speed relational expression is established between the engine rotational speed NE, the MG1 rotational speed N1, and the ring gear rotational speed NR that is the rotational speed of the ring gear r. (Equation 1) is established.
NE = (NR + λ × N1) / (1 + λ) (Formula 1)

3 to 6, “Δ” indicates the engine rotational speed NE, “◯” indicates the MG1 rotational speed N1, and “☆” indicates the ring gear rotational speed NR. The arrows shown adjacent to each rotating element act on the engine torque TE which is the torque of the engine E acting on the carrier ca, the MG1 torque T1 which is the torque of the first rotating electrical machine MG1 acting on the sun gear s, and the ring gear r. The MG2 torque T2 that is the torque of the second rotating electrical machine MG2 and the running torque To that is the torque from the wheels W acting on the ring gear r (torque required for running the vehicle) are shown. Here, the rotational direction of the engine E is a positive direction, an upward arrow indicates a positive torque, and a downward arrow indicates a negative torque. As shown in the drawing, the ring gear r (counter drive gear 52) indicated by “☆” not only has a running torque To acting from the wheel W via the output differential gear device D and the counter gear mechanism C, The output torque of the second rotating electrical machine MG2 also acts via the counter gear mechanism C. Here, when the gear ratio λ of the planetary gear device PG is used, the following torque relational expression (Expression 2) is established among the engine torque TE, the MG1 torque T1, the MG2 torque T2, and the traveling torque To. To do.
TE: T1: (T2 + To) = (1 + λ): (−λ): (−1) (Expression 2)

  FIG. 3 shows a velocity diagram in the hybrid travel mode in which the vehicle travels by the output torques of both the engine E and the two rotary electric machines MG1 and MG2. In this mode, the engine E outputs the engine torque TE in the forward direction while being controlled so as to be maintained in a state of high efficiency and low exhaust gas (generally along optimal fuel consumption characteristics), and the engine torque TE is input to the input shaft. It is transmitted to the carrier ca via 51. The first rotating electrical machine MG1 outputs a negative MG1 torque T1, and the MG1 torque T1 is transmitted to the sun gear s and functions as a reaction force receiver that supports the reaction force of the engine torque TE. Thereby, the planetary gear device PG distributes the engine torque TE to the first rotating electrical machine MG1 and the counter gear mechanism C on the wheel W side. The second rotating electrical machine MG2 appropriately outputs a positive or negative MG2 torque T2 to assist the driving force distributed to the counter gear mechanism C in accordance with the required driving force, the traveling state of the vehicle, and the like.

  FIG. 4 shows a velocity diagram in an EV (electric) traveling mode in which traveling is performed only by the output torque of the second rotating electrical machine MG2. In this mode, the second rotating electrical machine MG2 outputs MG2 torque T2 corresponding to the required driving force from the vehicle side. That is, when the driving force in the direction of accelerating or cruising the vehicle is required, the second rotating electrical machine MG2 corresponds to a running resistance that acts on the ring gear r in the negative direction as indicated by a solid line arrow in FIG. In order to advance the vehicle against the running torque To, the vehicle is powered while rotating in the forward direction and outputs the MG2 torque T2 in the forward direction. On the other hand, when the driving force in the direction of decelerating the vehicle is required, the second rotating electrical machine MG2 corresponds to the inertial force of the vehicle acting in the positive direction on the ring gear r as shown by the broken line arrow in FIG. In order to decelerate the vehicle against the running torque To, the vehicle is regenerated (power generation) while rotating in the positive direction, and the MG2 torque T2 in the negative direction is output. In this EV travel mode, the first rotating electrical machine MG1 is basically controlled so that the MG1 torque T1 becomes zero, and is in a state of being freely rotatable without preventing the rotation of the sun gear s by the MG2 torque T2. . Thereby, as for 1st rotary electric machine MG1, MG1 rotational speed N1 becomes negative (it rotates to a negative direction). Further, the engine E is in a stopped state in which the fuel supply is stopped, and the engine speed NE is also zero due to the frictional force inside the engine E. In other words, in the EV travel mode, the planetary gear device PG rotates in the forward direction (the rotational speed is reduced) with the differential input gear 56 (output member O) and the second rotating electrical machine MG2 drivingly connected with the carrier ca as a fulcrum. Positive), and the sun gear s drivingly connected to the first rotating electrical machine MG1 rotates in the negative direction (rotation speed is negative).

  FIG. 5 is a velocity diagram for explaining the operation when the engine E is stopped while the vehicle is traveling, and FIG. 6 is a graph showing the rotational elements caused by the acceleration of the vehicle when the engine E is stopped. It is a speed diagram for demonstrating the relationship of the torque which acts. In FIG. 5, the solid line indicates a state where the first rotating electrical machine MG <b> 1 is controlled to reduce the engine rotational speed NE, and the broken line indicates a state where the engine rotational speed NE becomes zero and the engine E is stopped. . Here, since the vehicle is running, as in the EV (electric) running mode described above, the second rotating electrical machine MG2 is shown as a solid line arrow in FIG. 5 according to the required driving force from the vehicle side. Then, in order to decelerate the vehicle against the traveling torque To corresponding to the inertial force of the vehicle acting on the ring gear r in the positive direction, regeneration (power generation) is performed while rotating in the positive direction, and a negative MG2 torque T2 is output. Alternatively, as indicated by a broken line arrow in FIG. 5, in order to move the vehicle forward against the running torque To corresponding to the running resistance acting on the ring gear r in the negative direction, the power is run while rotating in the positive direction. MG2 torque T2 is output. And 1st rotary electric machine MG1 outputs MG1 torque T1 of a negative direction, and reduces rotational speed so that engine rotational speed NE may be reduced gradually. As will be described later, in the stop control for controlling the first rotating electrical machine MG1 in order to stop the rotation of the engine E, the first rotating electrical machine is configured to change the engine rotational speed NE at a predetermined change rate CR. The rotational speed control of MG1 is performed. Then, when the engine rotational speed NE becomes less than the predetermined control end value NC, the stop control is terminated, and the rotational speed control of the first rotating electrical machine MG1 is not performed. In addition, after the engine E is stopped while the vehicle is traveling, the vehicle shifts to the above-described EV (electric) traveling mode.

  As described above, when the engine E is stopped while the vehicle is running, as shown in FIG. 6, the ring gear angular acceleration αr, which is the angular acceleration of the ring gear r proportional to the vehicle acceleration α, and the inertia moment JE of the engine E. The engine mutual inertia torque TiE acts on the engine E, and the MG1 mutual inertia torque Ti1 acts on the first rotary electric machine MG1 in accordance with the relationship with the inertia moment J1 of the first rotary electric machine MG1. In FIG. 6, the solid line arrows indicate the direction of angular acceleration and torque when the vehicle is decelerating, and the broken line indicates the direction of angular acceleration and torque when the vehicle is accelerating. Here, the engine mutual inertia torque TiE acts on the engine E (carrier ca) as a reaction force of the inertia torque generated by the inertia moment J1 of the first rotating electrical machine MG1, and the MG1 mutual inertia torque Ti1 is the inertia moment JE of the engine E. Acts on the first rotating electrical machine MG1 (sun gear s) as a reaction force of the inertia torque generated by. Therefore, as shown in FIG. 6, when the vehicle is decelerating and the ring gear angular acceleration αr is negative, negative engine mutual inertia torque TiE acts on the engine E, and the first rotation. A positive MG1 mutual inertia torque Ti1 acts on the electric machine MG1. On the other hand, in the state where the vehicle is accelerating and the ring gear angular acceleration αr is positive, the engine mutual inertia torque TiE in the positive direction acts on the engine E, and the negative direction is applied to the first rotating electrical machine MG1. MG1 mutual inertia torque Ti1 acts.

Here, engine mutual inertia torque TiE, MG1 mutual inertia torque Ti1, ring gear angular acceleration αr, engine angular acceleration αE which is the angular acceleration of the rotational axis (output shaft) of engine E (carrier ca), and first rotating electrical machine MG1 ( The following relational expressions (formula 3) to (formula 6) are established between the MG1 angular acceleration α1 that is the angular acceleration of the first rotor Ro1 of the sun gear s). As described above, λ is the gear ratio λ of the planetary gear device PG (the gear ratio of the sun gear s and the ring gear r = [the number of teeth of the sun gear] / [the number of teeth of the ring gear]).
TiE = JE × αE (Equation 3)
Ti1 = J1 × α1 (Formula 4)
λ × TiE = − (1 + λ) × Ti1 (Formula 5)
αE = (αr + λ × α1) / (1 + λ) (Formula 6)
Then, when the engine angular acceleration αE and MG1 angular acceleration α1 are eliminated from these (Formula 3) to (Formula 6) and solved for each of the engine mutual inertia torque TiE and MG1 mutual inertia torque Ti1, the following relational expressions (Formulas) 7) and (Formula 8) are established.
TiE = {αr × JE × J1 × (1 + λ)} / {JE × λ ² + J1 × (1 + λ) ² }
... (Formula 7)
Ti1 = − {αr × JE × J1 × λ} / {JE × λ ² + J1 × (1 + λ) ² }
... (Formula 8)

  Then, due to the influence of the engine mutual inertia torque TiE acting on the engine E, the degree to which the engine rotation speed NE after the stop control ends is changed, and the stop position of the engine E becomes the target stop position PT (FIG. 7)). That is, as shown in FIG. 9, when the vehicle acceleration α (ring gear angular acceleration αr) is negative and the engine mutual inertia torque TiE in the negative direction acts on the engine E, as shown in FIG. Compared to the case where the mutual inertia torque TiE does not act, the engine rotational speed NE is reduced faster, and the stop position of the engine E is shifted rearward (retarded side) in the engine rotational direction ER from the target stop position PT. On the other hand, as shown in FIG. 6, when the vehicle acceleration α (ring gear angular acceleration αr) is positive and the engine mutual inertia torque TiE in the positive direction acts on the engine E, as shown in FIG. Compared to the case where the mutual inertia torque TiE does not act, the engine rotational speed NE decreases and the stop position of the engine E shifts further forward (advanced side) in the engine rotation direction ER than the target stop position PT. Therefore, the vehicle control device 1 acquires the vehicle acceleration α representing the acceleration of the vehicle on which the vehicle drive device 2 is mounted, and the moment of inertia of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α. Correction for canceling the MG1 inertia torque Tg1 generated by J1 is performed, and the engine E is stopped at a predetermined target stop position PT with high accuracy. The control for stopping the engine E and the correction process thereof will be described in detail later.

3. System Configuration Next, a system configuration of the vehicle control device 1 according to the present embodiment will be described. As shown in FIG. 1, in this vehicle drive device 2, a first inverter 41 for driving and controlling the first rotating electrical machine MG1 is electrically connected to a coil of the first stator St1 of the first rotating electrical machine MG1. ing. A second inverter 42 for driving and controlling the second rotating electrical machine MG2 is electrically connected to the coil of the second stator St2 of the second rotating electrical machine MG2. First inverter 41 and second inverter 42 are electrically connected to each other and electrically connected to power storage device 43. The first inverter 41 converts the DC power supplied from the power storage device 43 or the DC power generated by the second rotating electrical machine MG2 and converted into DC by the second inverter 42 to AC power. To the first rotating electrical machine MG1. The first inverter 41 converts the electric power generated by the first rotating electrical machine MG1 from alternating current to direct current, and supplies it to the power storage device 43 or the second inverter 42. Similarly, the second inverter 42 converts DC power supplied from the power storage device 43 or DC power generated by the first rotating electrical machine MG1 and converted into DC by the first inverter 41 to AC power. And supplied to the second rotating electrical machine MG2. In addition, the second inverter 42 converts the electric power generated by the second rotating electrical machine MG2 from alternating current to direct current and supplies it to the power storage device 43 or the first inverter 41.

  The first inverter 41 and the second inverter 42 control a current value, an AC waveform, a frequency, a phase, and the like supplied to each of the first rotating electrical machine MG1 and the second rotating electrical machine MG2 according to a control signal from the control unit 3. Thereby, the first inverter 41 and the second inverter 42 drive-control the first rotating electrical machine MG1 and the second rotating electrical machine MG2 so as to output the torque and the rotational speed corresponding to the control signal from the control unit 3.

  The power storage device 43 is electrically connected to the first inverter 41 and the second inverter 42. The power storage device 43 is composed of, for example, a nickel hydride secondary battery or a lithium ion secondary battery. The power storage device 43 supplies direct-current power to the first inverter 41 and the second inverter 42 and is also generated by the first rotating electrical machine MG1 or the second rotating electrical machine MG2, via the first inverter 41 or the second inverter 42. It is charged by the DC power supplied. The vehicle drive device 2 includes a power storage state detection unit 44 for detecting the state of the power storage device 43. Here, the power storage state detection unit 44 includes various sensors such as a current sensor and a temperature sensor in addition to a voltage sensor that detects the voltage between the positive and negative electrodes of the power storage device 43, and the voltage and charge amount (SOC: state) of the power storage device 43. of charge) and the like. Information on the detection result by the storage state detection unit 44 is output to the control unit 3.

  The vehicle drive device 2 includes a first rotating electrical machine rotational speed sensor Se1 (hereinafter referred to as “MG1 rotational speed sensor”), a second rotating electrical machine rotational speed sensor Se2 (hereinafter referred to as “MG2 rotational speed sensor”), and an input shaft. A rotation speed sensor Se3 is provided. The MG1 rotation speed sensor Se1 is a sensor that detects an MG1 rotation speed N1 that is the rotation speed of the first rotor Ro1 of the first rotating electrical machine MG1. The MG2 rotational speed sensor Se2 is a sensor that detects an MG2 rotational speed N2 that is the rotational speed of the second rotor Ro2 of the second rotating electrical machine MG2. Here, the MG2 rotational speed N2 is always proportional to the rotational speed of the differential input gear 56 serving as the output member O. Accordingly, the vehicle speed proportional to the rotational speed of the differential input gear 56 is also detected by the MG2 rotational speed sensor Se2. The input shaft rotation speed sensor Se3 is a sensor that detects the rotation speed of the input shaft 51. The input shaft rotation speed sensor Se3 detects the rotation speed of the engine E that rotates together with the input shaft 51 in the engaged state of the clutch 63, that is, the engine rotation speed NE. These rotational speed sensors Se1 to Se3 are constituted by, for example, a resolver, a Hall IC, or the like. The detection results by these sensors Se <b> 1 to Se <b> 3 are output to the control unit 3.

4). Configuration of Control Unit The control unit 3 constitutes a main part of the vehicle control device 1 and controls the operation of each part of the vehicle drive device 2. In the present embodiment, the control unit 3 includes an engine operating point determining unit 31, a first rotating electrical machine operating point determining unit 32 (hereinafter referred to as “MG1 operating point determining unit”), and a second rotating electrical machine operating point determining unit 33 (hereinafter referred to as “MG1 operating point determining unit”). A stop control unit 34, an acceleration acquisition unit 35, and a torque correction unit 36. The control unit 3 includes one or more arithmetic processing devices and a storage medium such as a RAM and a ROM for storing software (programs) and data. And each said function part 31-36 of the control unit 3 is comprised by the hardware or software for performing various processes with respect to the input data by using the said arithmetic processing unit as a core member, or both. . The control unit 3 is communicably connected to an engine control unit 46 that controls the operation of the engine E. Further, as described above, the control unit 3 is configured to receive information on detection results from the storage state detection unit 44 and information on detection results from the sensors Se1 to Se3.

  In this embodiment, the vehicle request torque TC is input to the control unit 3 from the vehicle side. Here, the vehicle required torque TC is a torque required to be transmitted to the wheels W in order to appropriately travel the vehicle in accordance with the driver's operation. Therefore, the vehicle required torque TC is determined according to a predetermined map or the like according to the operation amount of the accelerator pedal and the brake pedal of the vehicle and the vehicle speed detected by the MG2 rotational speed sensor Se2. In the present embodiment, these vehicle required torques TC are determined as torques to be transmitted to the differential input gear 56 as the output member O of the vehicle drive device 2.

  The engine operating point determination unit 31 performs a process of determining an engine operating point that is an operating point of the engine E. Here, the engine operating point is a control command value representing a control target point of the engine E, and is determined by the rotational speed and torque. The engine operating point determination unit 31 also determines whether the engine E is to be operated or stopped. The determination of the engine operation / stop is performed according to a predetermined engine operation / stop map or the like according to the vehicle required torque TC and the vehicle speed. When it is determined that the engine E is to be operated, the engine operating point determination unit 31 determines the engine operating point. The engine operating point determination unit 31 outputs information on the determined engine operating point to the engine control unit 46. The engine control unit 46 controls the engine E to operate at the torque and rotational speed indicated by the engine operating point. The engine operating point is a command value that represents a control target point of the engine E that is determined in consideration of the output (work rate) required to generate the engine E and the optimum fuel consumption, and the engine rotational speed command value. And is determined by the engine torque command value. The engine operating point is determined based on a predetermined engine operating point map.

  On the other hand, when it is determined that the engine E is to be stopped, the engine operating point determination unit 31 outputs an engine stop command to the engine control unit 46 and the stop control unit 34. The engine control unit 46 stops fuel injection and ignition of the engine E based on the engine stop command. The stop control unit 34 executes stop control for controlling the first rotating electrical machine MG1 based on the engine stop command. The stop control by the stop control unit 34 will be described in detail later.

  The MG1 operating point determination unit 32 performs a process of determining an MG1 operating point that is an operating point of the first rotating electrical machine MG1. Here, the MG1 operating point is a control command value representing a control target point of the first rotating electrical machine MG1, and is determined by the rotational speed and torque. The control unit 3 controls the first inverter 41 so that the first rotating electrical machine MG1 is operated at the torque and the rotational speed indicated by the MG1 operating point determined by the MG1 operating point determining unit 32. The MG1 operating point includes the engine rotational speed command value of the engine operating point determined as described above, and the rotational speed of a rotating member (for example, a ring gear r) driven and connected to the wheel W side from the planetary gear unit PG for power distribution. Is a command value that represents the control target point of the first rotating electrical machine MG1 determined based on MG1, and is determined by the MG1 rotation speed command value and the MG1 torque command value. In this example, the MG1 operating point determination unit 32 rotates the ring gear based on the MG2 rotational speed N2 detected by the MG2 rotational speed sensor Se2 and the gear ratio from the second rotor Ro2 to the ring gear r of the second rotating electrical machine MG2. The speed NR is calculated. The MG1 operating point determination unit 32 sets the engine rotational speed command value at the engine operating point as the engine rotational speed NE and substitutes it for the ring gear rotational speed NR, and is calculated by the rotational speed relational expression (formula 1). MG1 rotational speed N1 is determined as an MG1 rotational speed command value. In the present embodiment, basically, the MG1 operating point determination unit 32 determines the determined MG1 rotational speed command value and the MG1 rotational speed N1 of the first rotating electrical machine MG1 detected by the MG1 rotational speed sensor Se1. The MG1 torque command value is determined by feedback control such as proportional-integral control (PI control) based on the difference in rotational speed. The MG1 rotational speed command value and the MG1 torque command value determined in this way become the MG1 operating point.

The MG2 operating point determination unit 33 performs a process of determining an MG2 operating point that is an operating point of the second rotating electrical machine MG2. Here, the MG2 operating point is a control command value representing a control target point of the second rotating electrical machine MG2, and is determined by the rotational speed and torque. The control unit 3 controls the second inverter 42 to operate the second rotating electrical machine MG2 at the torque and the rotational speed indicated by the MG2 operating point determined by the MG2 operating point determining unit 33. The MG2 operating point is a control command value representing a control target point of the second rotating electrical machine MG2 determined based on the vehicle required torque TC, the engine operating point, and the MG1 operating point, and the MG2 rotational speed command value and the MG2 torque. It depends on the command value. By the way, when the above torque relational expression (formula 2) is modified, the following torque relational expression (formula 9) is derived.
T2 = −To−TE / (1 + λ) (Equation 9)
Therefore, the MG2 operating point determination unit 33 substitutes the vehicle request torque TC as the torque “−To” in the direction opposite to the traveling torque To in this (Equation 9), and sets the engine torque command value at the engine operating point as the engine torque TE. MG2 torque T2 calculated by substituting as MG2 is determined as an MG2 torque command value. As a result, it is possible to cause the second rotating electrical machine MG2 to generate torque that compensates for excess or deficiency of the torque transmitted from the engine E to the differential input gear 56 with respect to the vehicle required torque TC. Further, since the MG2 rotational speed N2 that is the rotational speed of the second rotating electrical machine MG2 is always proportional to the vehicle speed, the MG2 rotational speed command value is automatically determined according to the vehicle speed. The MG2 operating point is determined by the MG2 rotational speed command value and the MG2 torque command value determined in this way. As described above, since the MG2 rotation speed command value is automatically determined according to the vehicle speed, the second rotating electrical machine MG2 is basically torque-controlled according to the MG2 torque command value at the MG2 operating point.

  Further, the stop control unit 34 performs stop control for controlling the rotating electrical machine in order to stop the rotation of the engine E when an engine stop command is received from the engine operating point determination unit 31. Therefore, the stop control unit 34 functions as “stop control means” in the present invention. Therefore, the stop control unit 34 first sets the target stop position PT as the target engine rotation direction ER position for stopping the rotation of the engine E. FIG. 7 is an explanatory diagram for explaining a method of setting the target stop position PT. In this figure, the clockwise angle with respect to the vertical upper side as a reference (0 °) is an angle of 0 ° to 360 ° (hereinafter referred to as “phase”) within one rotation of the output shaft (crankshaft or the like) of the engine E. ), And one rotation along the circumference corresponds to one rotation of the output shaft of the engine E. The target stop position PT is set to a phase (hereinafter referred to as “stop optimal phase”) that can reduce the force required to start the engine E and reduce the start shock. For example, when the engine E is a four-cycle reciprocating engine (four-cycle engine) that sequentially performs four strokes of intake, compression, combustion, and exhaust, the piston in the cylinder in the compression stroke or the combustion stroke is in each stroke. It is preferable to set the phase in the vicinity of the end point of.

  In the present embodiment, when the position of the output shaft of the engine E when the engine stop command is received is set as the control start position PP, the stop control unit 34 requires the necessary rotation amount in the engine rotation direction ER from the control start position PP. The target stop position PT is set to the first stop optimal phase ahead of Rn. Here, the required rotation amount Rn is a rotation amount required to stop the engine E by gradually reducing the engine rotation speed NE without causing large vibrations, shocks, etc. For example, 2700 ° (7. 5 rotations). The required rotation amount Rn of 2700 ° is set on the assumption that the idling speed of the engine E is 900 [rpm] and the engine E is stopped for one second from the idling state. Therefore, if the position at the rear of the engine rotation direction ER from the target stop position PT by the required rotation amount Rn is the reference position PS, and the rotation amount from the control start position PP to the reference position PS is the surplus rotation amount Rm, the target stop position PT is The rotation amount obtained by adding the excessive rotation amount Rm to the necessary rotation amount Rn is set to a position ahead of the engine rotation direction ER from the control start position PP.

  After setting the target stop position PT, the stop control unit 34 derives the remaining rotation amount R up to the target stop position PT. The remaining rotation amount R is an actual rotation amount from the position of the output shaft of the engine E (hereinafter referred to as “current position”) to the target stop position PT at each time point. Here, the initial remaining rotation amount R (hereinafter referred to as “initial remaining rotation amount RS”) at which the target stop position PT is set is the rotation amount obtained by adding the excessive rotation amount Rm to the necessary rotation amount Rn as described above. The remaining rotation amount R at each time point is the remaining rotation amount obtained by subtracting the rotation amount that has been rotated up to the current position at each time point from the control start position PP from the initial remaining rotation amount RS.

After the remaining rotation amount R is derived as described above, the stop control unit 34 performs stop control for controlling the first rotating electrical machine MG1 so as to reduce the engine rotation speed NE in accordance with the remaining rotation amount R. . Then, the stop control unit 34, based on the remaining rotation amount R and the engine rotation speed NE, changes the rate of change of the engine rotation speed NE so that the rotation of the engine E stops at the target stop position PT. CR is determined, and stop control is performed to control the MG1 rotational speed N1, which is the rotational speed of the first rotating electrical machine MG1, so as to reduce the engine rotational speed NE at the change rate CR. The stop control unit 34 derives the change rate CR according to the following (Equation 10).
CR [rpm / s] = NE × NE × 3 / R (Formula 10)
Here, the unit of the rate of change CR is “rpm / s”, the unit of the engine speed NE is “rpm”, the unit of the remaining rotation amount R is “° (degree)”, and “3” of the numerator is the unit. Is a coefficient for matching. FIG. 8 is a graph showing the rate of change CR determined on the basis of the remaining rotation amount R and the engine rotation speed NE. In this figure, since the vertical axis is the engine speed NE and the horizontal axis is time t, the remaining rotation amount R is expressed as an area. Further, the rate of change CR is expressed as an angle “CR” corresponding to a gradient at which the engine speed NE changes with time t.

  Further, in the present embodiment, the stop control unit 34 updates the change rate CR every predetermined control cycle tc. FIG. 9 shows a locus of changes in the engine rotational speed NE (hereinafter referred to as “engine rotational speed change line”) when control is performed to reduce the engine rotational speed NE at the rate of change CR updated every predetermined control cycle tc. .) Is a diagram illustrating an example. In this figure, as in FIG. 8, the vertical axis represents the engine speed NE and the horizontal axis represents time t. Further, the starting point of the horizontal axis in FIG. 9 is when stop control is started, that is, when the position of the output shaft of the engine E is at the control start position PP (see FIG. 7). FIG. 9 shows an engine rotation speed change line when correction torque TC, which will be described later, is not output to first rotating electrical machine MG1 regardless of vehicle acceleration α. Specifically, the line Lb0 is an engine rotational speed change line when the vehicle acceleration α is zero (α = 0), and the line Lb1 is an engine rotational speed change line when the vehicle acceleration α is negative (α <0). , Line Lb2 indicates an engine rotation speed change line when the vehicle acceleration α is positive (α> 0). As shown in FIG. 9, the stop control unit 34 updates the rate of change CR every control cycle tc, and controls the first rotating electrical machine MG1 so as to reduce the engine speed NE at the rate of change CR. Therefore, the engine rotation speed change lines Lb0, Lb1, and Lb2 are in the form of polygonal lines whose inclination changes every control cycle tc. The control cycle tc is set to about 10 to 100 [ms], for example.

  After the rate of change CR is derived as described above, the stop control unit 34 determines an engine speed command indicating the target engine speed NE based on the current engine speed NE and the rate of change CR. Deriving a value. Here, the current engine rotation speed NE is acquired based on the detection value of the input shaft rotation speed sensor Se3. The engine rotation speed command value is based on a predetermined control cycle of the first rotating electrical machine MG1 for controlling the rotation speed of the engine E, and is the next when the current engine rotation speed NE changes (reduces) according to the change rate CR. The rotation speed of the engine in the control cycle. The engine rotation speed command value determined in this way is output to MG1 operating point determination unit 32. Thereby, the MG1 operating point determination unit 32 performs the stop control of the first rotating electrical machine MG1 for reducing the engine rotational speed NE at the rate of change CR according to the engine rotational speed command value, and the stop control. The torque TS is determined. Specifically, the MG1 operating point determination unit 32 first derives the MG1 rotation speed command value. In the present embodiment, the MG1 rotational speed command value is derived based on the gear ratio λ of the planetary gear device PG, the engine rotational speed command value, and the ring gear rotational speed NR as described above. Here, the ring gear rotational speed NR is derived based on the MG2 rotational speed N2 detected by the MG2 rotational speed sensor Se2.

  The MG1 operating point determination unit 32 then performs proportional-integral control (PI control) or the like based on the difference between the determined MG1 rotational speed command value and the current MG1 rotational speed N1 detected by the MG1 rotational speed sensor Se1. The stop control torque TS is determined by the feedback control. This stop control torque TS is used to stop the first rotating electrical machine MG1 that reduces the engine rotational speed NE at the rate of change CR determined as described above in a state where the engine rotational speed NE is equal to or higher than a predetermined control end value NC. This torque is required to be output by the first rotating electrical machine MG1 during control. As for torque output from the first rotating electrical machine MG1, as will be described later, the torque correction unit 36 derives a correction torque TC for canceling the MG1 inertia torque Tg1 generated by the inertia moment J1 of the first rotating electrical machine MG1. Then, a process for outputting the correction torque TC to the first rotating electrical machine MG1 is performed. Therefore, in the present embodiment, the MG1 operating point determination unit 32 determines the torque obtained by adding the correction torque TC to the stop control torque TS as the MG1 torque command value. Here, when the stop control is finished and the stop control torque TS becomes zero, the MG1 operating point determination unit 32 only adds the correction torque TC to the stop control torque TS = 0, that is, only the correction torque TC. Is determined as the MG1 torque command value. Then, the control unit 3 controls the first rotating electrical machine MG1 so as to output the determined MG1 torque command value. As a result, stop control is executed in which the engine speed NE is gradually reduced toward the target stop position PT at the rate of change CR derived as described above.

  Then, the stop control unit 34 finishes the rotational speed control of the first rotating electrical machine MG1 that reduces the engine rotational speed NE with the change rate CR, that is, the stop control, before the rotation of the engine E is completely stopped. . In the present embodiment, the stop control unit 34 ends the stop control when the engine rotational speed NE becomes less than a predetermined control end value NC. After the stop control is finished, the engine rotational speed NE is basically gradually reduced by the frictional force of each part of the engine E and stopped. However, the rate of change CR of the engine rotation speed NE after the end of such stop control changes under the influence of the vehicle acceleration α. Therefore, the stop control unit 34 has a remaining rotation amount R at the time when the stop control is finished, when the engine speed NE is reduced at a rate of change CR when the vehicle acceleration α is zero (α = 0). The change rate CR during the stop control is set so that the rotation amount stops at the target stop position PT. Accordingly, in FIG. 9, when the vehicle acceleration α is zero (α = 0), the area surrounded by the engine rotation speed change line Lb0 is the initial remaining rotation amount R at which the target stop position PT is set. The remaining rotation amount RS is obtained.

  On the other hand, when the vehicle acceleration α is other than zero, as already described with reference to FIG. 6, the vehicle acceleration α, the inertia moment JE of the engine E, and the inertia moment J1 of the first rotating electrical machine MG1 The engine mutual inertia torque TiE corresponding to the above relationship acts on the engine E. Specifically, when the vehicle is decelerating, negative engine mutual inertia torque TiE acts on engine E, and when the vehicle is accelerating, positive engine mutual inertia torque is applied to engine E. TiE acts. Therefore, as will be described later, if the correction control for outputting the correction torque TC to the first rotating electrical machine MG1 is not performed after the stop control is completed, the engine rotation speed is compared with the case where the vehicle acceleration α is zero (α = 0). The degree to which NE is reduced changes, and the stop position of engine E deviates from the target stop position PT. In other words, as shown by a line Lb1 in FIG. 9, when the vehicle acceleration α is negative (α <0), the engine is compared with the case where the vehicle acceleration α is zero (α = 0) after the stop control is finished. The rotational speed NE decreases rapidly, and the total rotation amount of the engine E from the start of the stop control until the rotation of the engine E stops becomes smaller than the initial remaining rotation amount RS. Therefore, the stop position of the engine E is shifted rearward (retarded side) in the engine rotation direction ER from the target stop position PT. On the other hand, as shown by the line Lb2 in FIG. 9, when the vehicle acceleration α is positive (α> 0), the engine rotational speed NE is decreased more slowly than when the vehicle acceleration α is zero (α = 0). The total rotation amount of the engine E from the start of the stop control until the rotation of the engine E stops becomes larger than the initial remaining rotation amount RS. Therefore, the stop position of the engine E is shifted forward (advanced side) in the engine rotation direction ER from the target stop position PT.

  Therefore, the control unit 3 acquires the vehicle acceleration α on which the vehicle drive device 2 is mounted, and is the inertia torque generated by the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α. A correction torque TC for canceling the MG1 inertia torque Tg1 is derived, and correction control is performed to output the correction torque TC to the first rotating electrical machine MG1 even after the stop control by the first rotating electrical machine MG1 is completed. As a result, the same state as that in which there is no MG1 inertia torque Tg1 generated by the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α can be obtained. Therefore, it is possible to suppress the engine mutual inertia torque TiE as a reaction force of the inertia torque generated by the inertia moment J1 of the first rotating electrical machine MG1 according to the vehicle acceleration α from acting on the engine E (carrier ca). Therefore, the degree of reduction in the engine speed NE after the stop control is changed due to the influence of the engine mutual inertia torque TiE acting on the engine changes, and the stop position of the engine E is prevented from deviating from the target stop position PT. be able to. As a configuration for this, the control unit 3 includes an acceleration acquisition unit 35 and a torque correction unit 36 described below.

  The acceleration acquisition unit 35 acquires a vehicle acceleration α that represents the acceleration of the vehicle. Therefore, the acceleration acquisition unit 35 functions as “acceleration acquisition means” in the present invention. In the present embodiment, the acceleration acquisition unit 35 acquires the detection value of the MG2 rotation speed sensor Se2, derives the rate of change (differential value) of the MG2 rotation speed N2 based on the detection value, and the MG2 rotation speed N2 The vehicle acceleration α is derived from the change rate of the vehicle. Here, since the MG2 rotational speed N2 is proportional to the vehicle speed, the vehicle acceleration α is obtained by multiplying the rate of change of the MG2 rotational speed N2 by a coefficient considering the gear ratio from the second rotor Ro2 to the wheel, the wheel diameter, and the like. Can be derived. Note that the vehicle speed and the vehicle acceleration α are preferably acquired as the angular velocity and angular acceleration of any rotating member that rotates at the same speed as or proportional to the wheel W. Moreover, it is suitable also as a structure which the acceleration acquisition part 35 acquires vehicle acceleration (alpha) by the detected value from the acceleration sensor (not shown) with which a vehicle is equipped. Or it is suitable also as a structure which derives vehicle acceleration alpha based on vehicle demand torque TC. Furthermore, it is also suitable as a configuration for deriving the vehicle acceleration α based on the vehicle required torque TC and the vehicle speed. In this case, the acceleration acquisition unit 35 includes a map for estimating the vehicle acceleration α based on the vehicle request torque TC or the vehicle request torque TC and the vehicle speed, and acquires the vehicle acceleration α using the map. Can do.

  The torque correction unit 36 derives a correction torque TC that cancels the MG1 inertia torque Tg1 generated by the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α, and at least the stop control by the first rotating electrical machine MG1. Is completed, a process for outputting the correction torque TC to the first rotating electrical machine MG1 is performed. Therefore, the torque correction unit 36 functions as “correction means” in the present invention.

Here, the correction torque TC is derived as follows. That is, as shown in FIG. 10, the torque correction unit 36 determines that the engine angular acceleration αE, which is the angular acceleration of the engine E (input shaft 51), is zero based on the ring gear angular acceleration αr proportional to the vehicle acceleration α. In this case, a virtual MG1 angular acceleration αv1 that is an angular acceleration of the first rotor Ro1 of the first rotating electrical machine MG1 is derived. Next, the MG1 inertia torque Tg1 is derived based on the virtual MG1 angular acceleration αv1 and the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1. The MG1 inertia torque Tg1 is a torque generated by the inertia moment J1 when the rotation of the first rotor Ro1 changes with the virtual MG1 angular acceleration αv1. Then, the torque having the same magnitude as that of the derived MG1 inertia torque Tg1 and having the opposite direction is set as the correction torque TC. The virtual MG1 angular acceleration αv1 is obtained by substituting αE = 0 into the above (formula 6) as shown in the following (formula 11), whereby the MG1 inertia torque Tg1 is obtained by the following (formula 12). .
αv1 = −αr / λ (Formula 11)
Tg1 = −J1 × αv1 = J1 × λ × αr (Expression 12)
Therefore, the torque correction unit 36 derives the correction torque TC as shown in (Equation 13) below.
TC = −Tg1 = −J1 × λ × αr (Equation 13)
The relationship between the ring gear angular acceleration αr and the vehicle acceleration α is as shown in (Expression 14) below.
αr = α × k / Rt (Formula 14)
Here, k is the gear ratio of the drive transmission system from the wheel W to the ring gear r, and Rt is the radius of the wheel W.

  By deriving the correction torque TC as described above, the MG1 inertia torque generated by the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1 according to the vehicle acceleration α (or the ring gear angular acceleration αr proportional thereto). It is possible to appropriately derive the correction torque TC that cancels Tg1. That is, the MG1 inertia torque Tg1 derived as described above corresponds to the inertia torque generated in the inertia moment J1 of the first rotor Ro1 according to the vehicle acceleration α in a state where the engine angular acceleration αE is zero. Accordingly, by causing the first rotating electrical machine MG1 to output the correction torque TC that cancels the MG1 inertia torque Tg1, it is possible to cause the first rotor Ro1 to perform the same operation as when the inertia moment J1 is zero. Therefore, the engine angular acceleration αE can be set to zero, and the engine mutual inertia torque TiE acting on the engine E (carrier ca) can also be set to zero. Therefore, the degree of reduction of the engine rotational speed NE after the stop control is changed by the influence of the mutual inertia torque TiE acting on the engine E is changed, and the stop position of the engine E is prevented from deviating from the target stop position PT. be able to. As a result, the locus of change in the engine rotation speed NE is the same as the engine rotation speed change line Lb0 in FIG. 9 regardless of the vehicle acceleration α, and the engine E is stopped at a predetermined stop target position PT with high accuracy. Can do.

  As shown in the above (Formula 13), the correction torque TC is a torque in a direction opposite to the direction of the ring gear angular acceleration αr proportional to the vehicle acceleration α. Therefore, when the engine rotation direction ER is the positive direction and the vehicle is accelerating (when the vehicle acceleration α is positive), the torque correction unit 36 applies the negative correction torque TC to the first rotating electrical machine MG1. When the vehicle is decelerating (when the vehicle acceleration α is negative), a positive correction torque TC is output to the first rotating electrical machine MG1. Then, the torque correction unit 36 outputs the derived correction torque TC to the MG1 operating point determination unit 32. In the present embodiment, the torque correction unit 36 outputs the derived correction torque TC to the MG1 operating point determination unit 32 both during and after the stop control, and outputs the correction torque TC to the first rotating electrical machine MG1. To output. Thereby, during execution of stop control, the torque correction unit 36 causes the first rotating electrical machine MG1 to output the correction torque TC in addition to the stop control torque TS output for stop control. Moreover, the torque correction part 36 outputs only the correction torque TC to the first rotating electrical machine MG1 after the end of the stop control.

  FIG. 11 shows the locus of changes in the engine rotational speed NE when control for reducing the engine rotational speed NE is performed, and the MG1 torque T1 (MG1 torque command value) output by the first rotating electrical machine MG1 at each corresponding time point. 5 is a diagram showing an example of a change locus (hereinafter referred to as “MG1 torque change line”). In this figure, the line L0 is the MG1 torque change line when the vehicle acceleration α is zero (α = 0), and the line L1 is the MG1 torque change line when the vehicle acceleration α is negative (α <0), the line Lb2. These show MG1 torque change lines when the vehicle acceleration α is positive (α> 0), respectively. As indicated by the MG1 torque change line L1, when the vehicle is decelerating (when the vehicle acceleration α is negative), a positive correction torque TC is added to the MG1 torque T1. Further, as indicated by the MG1 torque change line L2, when the vehicle is accelerating (when the vehicle acceleration α is positive), the negative correction torque TC is added to the MG1 torque T1. In the drawing, the interval between the line L0 and the line L1 or the line L2 corresponds to the correction torque TC.

  As shown in FIG. 11, stop control is performed when the engine speed NE is equal to or higher than the control end value NC. That is, the torque obtained by adding the correction torque TC to the stop control torque TS for performing stop control for reducing the engine speed NE in accordance with the engine speed command value derived by the stop control unit 34 is used as the MG1 torque command value. The MG1 torque T1 corresponding to the output is output. Then, the stop control ends when the engine speed NE becomes less than the control end value NC. Thereafter, the stop control torque TS shifts to zero, only the correction torque TC is set as the MG1 torque command value, and correction control is performed in which the MG1 torque T1 corresponding to the MG1 torque T1 is output. This correction control is continued until a predetermined correction duration time tf elapses regardless of whether or not the engine rotational speed NE has become zero. That is, the torque correction unit 36 sets the correction torque TC to zero when the engine rotation speed NE becomes less than the control end value NC, that is, when a predetermined correction continuation time tf has elapsed since the stop control has ended. . As a result, the MG1 torque command value also becomes zero, and the correction control ends. The correction duration tf is set to about 100 to 500 [ms], for example.

5. Control Method for Hybrid Drive Device Next, a control method for the vehicle drive device 2 by the vehicle control device 1 according to the present embodiment will be described based on a flowchart. FIG. 12 is a flowchart showing an overall control procedure for stopping the rotation of the engine E by the vehicle control apparatus 1 according to the present embodiment. 13 is a flowchart showing the procedure of the stop control torque deriving process according to step # 05 of FIG. 12, and FIG. 14 shows the procedure of the correction torque deriving process according to steps # 06 and # 13 of FIG. It is a flowchart. These control methods for the vehicle drive device 2 are executed mainly by the hardware and / or software (program) constituting the stop control unit 34, the acceleration acquisition unit 35, and the torque correction unit 36 in the control unit 3 or both. The When each of the above function units is configured by a program, the arithmetic processing unit included in the control unit 3 operates as a computer that executes the program that configures each of the above function units.

  When stopping the engine E, the stop control unit 34 first determines whether or not an engine stop command has been issued (step # 01). The engine stop command is output from the engine operating point determination unit 31. If there is an engine stop command (step # 01: Yes), the stop control unit 34 sets a target stop position PT (step # 02). Next, the stop control unit 34 derives the remaining rotation amount R up to the target stop position PT (step # 03). As described above, the remaining rotation amount R is the initial remaining rotation amount RS that is the total rotation amount from the control start position PP where the stop control is started until the engine E stops when the target stop position PT is set. Thereafter, the rotation amount from the current position to the target stop position PT at each time point. Then, the stop control unit 34 derives the rate of change CR of the engine rotation speed NE based on the remaining rotation amount R derived in step # 03 (step # 04).

  Next, processing for deriving the stop control torque TS is performed by the stop control unit 34 and the MG1 operating point determination unit 32 (step # 05). The procedure of the stop control torque deriving process in step # 05 will be described later in detail based on the flowchart of FIG. Further, the acceleration acquisition unit 35 and the torque correction unit 36 perform a process of deriving the correction torque TC (step # 06). The procedure of the correction torque deriving process in step # 06 will be described later in detail based on the flowchart of FIG. Thereafter, the MG1 operating point determination unit 32 determines a torque obtained by adding the correction torque TC to the stop control torque TS as an MG1 torque command value (step # 07). Then, the control unit 3 performs stop control for controlling the first rotating electrical machine MG1 so as to output the determined MG1 torque command value (step # 08).

  Next, the stop control unit 34 determines whether or not the engine rotational speed NE has become less than a predetermined control end value NC (step # 09). When the engine speed NE is equal to or higher than the predetermined control end value NC (step # 09: No), the stop control unit 34 determines whether or not a predetermined control cycle tc for updating the change rate CR has elapsed. (Step # 10). This determination is made based on the elapsed time from the previous determination (update) of the change rate CR. If the control cycle tc has not elapsed (step # 10: No), the process returns to step # 05, and the control of the first rotating electrical machine MG1 by steps # 05 to # 08 (based on the same change rate CR ( Stop control) continues. When the control cycle tc has elapsed (step # 10: Yes), the process returns to step # 03. As a result, a remaining rotation amount R from the current position at that time to the target stop position PT is newly derived, and a new change rate CR is derived based on the remaining rotation amount R. Based on the new rate of change CR, control (stop control) of the first rotating electrical machine MG1 is performed in steps # 05 to # 08.

  Thereafter, when the engine speed NE becomes less than the predetermined control end value NC (step # 09: Yes), the stop control unit 34 ends the stop control, and the MG1 operating point determination unit 32 sets the stop control torque TS. Is set to zero (step # 11). At this time, the torque correction unit 36 starts measuring the correction continuation time tf (step # 12). Further, the acceleration acquisition unit 35 and the torque correction unit 36 perform a process of deriving the correction torque TC (step # 13). The correction torque deriving process in step # 13 has the same contents as in step # 06, and the procedure will be described in detail later based on the flowchart of FIG. Thereafter, the MG1 operating point determination unit 32 determines the correction torque TC as the MG1 torque command value (step # 14). Then, the control unit 3 performs correction control for controlling the first rotating electrical machine MG1 so as to output the determined MG1 torque command value (step # 15).

  Thereafter, the torque correction unit 36 determines whether or not the correction continuation time tf has elapsed from the start of timing in step # 12 (step # 16). If the correction continuation time tf has not elapsed (step # 16: No), the process returns to step # 13 to derive a new correction torque TC. And control (correction control) of 1st rotary electric machine MG1 is performed by making new correction torque TC into MG1 torque command value. Thereafter, when the correction continuation time tf has elapsed (step # 16: Yes), the torque correction unit 36 sets the correction torque TC to zero, and the MG1 operating point determination unit 32 sets the MG1 torque command value to zero (step #). 17). Thus, the control for stopping the rotation of the engine E is completed.

  Next, the procedure of the stop control torque derivation process according to step # 05 will be described. When deriving the stop control torque TS, the stop control unit 34 first acquires the engine rotation speed NE (step # 21). The engine rotational speed NE is acquired based on the detected value of the input shaft rotational speed sensor Se3. Next, the stop control unit 34 derives an engine rotational speed command value based on the engine rotational speed NE acquired in step # 21 and the rate of change CR of the engine rotational speed NE derived in step # 04. (Step # 22). Next, the MG1 operating point determination unit 32 derives an MG1 rotational speed command value according to the engine rotational speed command value derived in step # 22 (step # 23). This MG1 rotational speed command value is derived based on the gear ratio λ of the planetary gear device PG, the engine rotational speed command value, and the ring gear rotational speed NR.

  Next, the MG1 operating point determination unit 32 acquires the current MG1 rotational speed N1 (step # 24). The MG1 rotation speed N1 is detected by the MG1 rotation speed sensor Se1. Then, the MG1 operating point determination unit 32 derives the stop control torque TS based on the difference between the MG1 rotation speed command value derived in step # 23 and the MG1 rotation speed N1 acquired in step # 24 (step #). 25). As described above, the stop control torque TS is a torque that is required to be output by the first rotating electrical machine MG1 in order to reduce the engine speed NE with the rate of change CR derived in Step # 04, and is proportional. It is derived by feedback control such as integral control (PI control). Thus, the stop control torque deriving process is completed.

  Next, the procedure of the correction torque deriving process according to steps # 06 and # 13 will be described. In deriving the correction torque TC, the torque correction unit 36 first acquires the vehicle acceleration α (step # 31). Next, the torque correction unit 36 is the angular acceleration of the first rotor Ro1 of the first rotating electrical machine MG1 when the engine angular acceleration αE is assumed to be zero based on the vehicle acceleration α acquired in step # 31. The virtual MG1 angular acceleration αv1 is derived (step # 32). Next, the torque correction unit 36 derives MG1 inertia torque Tg1, which is the inertia torque of the first rotor Ro1 of the first rotating electrical machine MG1 (step # 33). This MG1 inertia torque Tg1 is derived from (Equation 12) based on the virtual MG1 angular acceleration αv1 derived in step # 32 and the inertia moment J1 of the first rotor Ro1 of the first rotating electrical machine MG1. Then, the torque correction unit 36 derives a torque having the same magnitude as that of the derived MG1 inertia torque Tg1 and having the opposite direction as the correction torque TC (step # 34). Thus, the correction torque derivation process is completed.

6). Other Embodiments (1) In the above embodiment, the first rotating electrical machine MG1 is controlled by rotational speed feedback control based on the difference between the MG1 rotational speed command value and the current MG1 rotational speed N1. explained. However, the embodiment of the present invention is not limited to this. Accordingly, for example, the first rotating electrical machine MG1 may be configured to be controlled by torque feedback control based on the difference between the MG1 torque command value and the current MG1 torque T1. It is. The feedback control method is not limited to proportional-integral control (PI control), and proportional-integral-derivative control (PID control), proportional control (P control), or the like can be used.

(2) In the above embodiment, the correction torque TC is output to the first rotating electrical machine MG1 not only after the engine speed NE is less than the control end value NC and the stop control is ended, but also during the stop control. The case where the control is performed has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, a configuration in which the control for outputting the correction torque TC to the first rotating electrical machine MG1 is performed only after the engine rotation speed NE is less than the control end value NC and the stop control ends is also preferable. This is one of the embodiments. In this case, it is preferable that the first rotating electrical machine MG1 is controlled so as to output only the stop control torque TS during execution of the stop control and to output only the correction torque TC after the stop control ends.

(3) In the above embodiment, the correction torque TC is applied to the first rotating electrical machine MG1 when the predetermined correction continuation time tf elapses after the engine speed NE is less than the control end value NC and the stop control ends. The case where the output control is terminated has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, based on the engine rotational speed NE detected by the input shaft rotational speed sensor Se3, the correction is made when a predetermined correction duration tf has elapsed after the engine rotational speed NE becomes zero and the engine E stops rotating. It is also a preferred embodiment of the present invention that the control for outputting the torque TC to the first rotating electrical machine MG1 is terminated. In addition, it is also preferable that the correction torque TC is always output to the first rotating electrical machine MG1 while the correction continuation time tf is not set and the engine rotational speed NE is less than the control end value NC. One of the forms. Alternatively, a configuration in which the correction torque TC is always output to the first rotating electrical machine MG1 regardless of the engine rotational speed NE is also a preferred embodiment of the present invention.

(4) In the above embodiment, the stop control unit 34 determines the change rate CR of the engine rotation speed NE based on the remaining rotation amount up to the target stop position PT and the engine rotation speed NE, and uses the change rate CR. The configuration for controlling the first rotating electrical machine MG1 so as to reduce the engine rotation speed NE has been described as an example. However, the embodiment of the present invention is not limited to this, and various control methods capable of gradually reducing the engine rotational speed NE are used as the stop control method for reducing the engine rotational speed NE. Can be used.

(5) In the above embodiment, the case where the stop control unit 34 is configured to end the stop control when the engine speed NE becomes less than the predetermined control end value NC has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, in the configuration in which the stop control unit 34 continues the stop control until the engine rotation speed NE becomes zero and the engine E stops, the torque correction unit 36 performs the first rotation of the first rotating electrical machine MG1 according to the vehicle acceleration α. One of the preferred embodiments of the present invention may be configured to derive a correction torque TC that cancels the MG1 inertia torque Tg1 generated by the inertia moment J1 of the rotor Ro1 and to output the correction torque TC to the first rotating electrical machine MG1. It is. With such a configuration, even when a large torque acts on the engine in the acceleration direction or the deceleration direction according to the vehicle acceleration, it is possible to suppress the mutual inertia torque due to the influence of the vehicle acceleration from acting on the engine. . Therefore, the rotational speed control by the first rotating electrical machine MG1 during the stop control cannot be followed by the influence of the mutual inertia torque acting on the engine, and the engine stop position can be prevented from deviating from the target stop position. Therefore, the engine can be stopped at a predetermined stop target position with high accuracy regardless of the vehicle acceleration.

(6) In the above embodiment, the vehicle drive device 2 has a single pinion type planetary gear mechanism PG having three rotating elements of the sun gear s, the carrier ca, and the ring gear r as the differential gear device. Described as an example. However, the configuration of the differential gear device according to the present invention is not limited to this. Therefore, for example, the differential gear device has another differential gear mechanism such as a double pinion type planetary gear mechanism or a differential gear mechanism using a plurality of bevel gears meshing with each other. Is also suitable. In addition, the differential gear device is not limited to one having three rotating elements, and may be suitable as a configuration having four or more rotating elements. Also in this case, regarding the three rotating elements selected from the four or more rotating elements, the first rotating electrical machine MG1 is drivingly connected to the first rotating element without passing through the other rotating elements, and the second rotating element is selected. It is preferable that the input member I is drivingly connected to the rotating element and the output member O is drivingly connected to the third rotating element. As the differential gear device having four or more rotating elements, for example, a configuration in which some rotating elements of two or more sets of planetary gear mechanisms are connected to each other can be used.

(7) In the above embodiment, the case where the second rotating electrical machine MG2 is provided in addition to the first rotating electrical machine MG1 has been described as an example, but the configuration of the differential gear device according to the present invention is not limited to this. . Therefore, it is also a preferred embodiment of the present invention that the second rotary electric machine MG2 is not provided, and only one rotary electric machine is provided.

  The present invention comprises an input member that is drivingly connected to an engine, an output member that is drivingly connected to a wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements, the input member, the output The member and the rotating electrical machine can be suitably used for a vehicle control device that controls a vehicle driving device that is drivingly connected to different rotating elements of the differential gear device.

1: Vehicle control device 2: Vehicle drive device 3: Control unit 5: Drive transmission mechanism 34: Stop control unit (stop control means)
35: Acceleration acquisition unit (acceleration acquisition means)
36: Torque correction unit (correction means)
E: Engine I: Input member W: Wheel O: Output member MG1: First rotating electrical machine (rotating electrical machine)
MG2: Second rotating electrical machine PG: Planetary gear device (differential gear device)
s: Sun gear (first rotating element)
ca: carrier (second rotating element)
r: Ring gear (third rotating element)
NE: Engine rotational speed α: Vehicle acceleration α1: MG1 angular acceleration (angular acceleration of the rotor of the rotating electrical machine)
J1: Moment of inertia Tg1: MG1 inertia torque TC: Correction torque TS: Stop control torque αv1: Virtual MG1 angular acceleration (virtual angular acceleration)
ER: engine rotation direction PT: target stop position R: remaining rotation amount NC: control end value CR: rate of change tc: control cycle tf: correction duration

Claims (8)

An input member that is drivingly connected to the engine, an output member that is drivingly connected to the wheel, a rotating electrical machine, and a differential gear device having at least three rotating elements, the input member, the output member, and the A vehicle control device that controls a vehicle drive device in which a rotating electrical machine is drivably coupled to different rotation elements of the differential gear device,
In order to stop the rotation of the engine, a target stop position is set in the engine rotation direction, and stop control is performed to control the rotating electrical machine so as to gradually reduce the rotation speed of the engine toward the target stop position. Stop control means;
Acceleration acquisition means for acquiring vehicle acceleration representing vehicle acceleration;
Correction means for deriving an inertia torque generated by an inertia moment of a rotor of the rotating electrical machine according to the vehicle acceleration, and outputting the correction torque to the rotating electrical machine at least after the stop control is completed;
A vehicle control device comprising: In the case where the rotational direction of the engine is a positive direction,
Based on the vehicle acceleration, the correction means outputs the correction torque in the negative direction to the rotating electrical machine when the vehicle is accelerating, and the correction torque in the positive direction when the vehicle is decelerating. The vehicle control device according to claim 1, wherein the rotating electric machine is output.   The correction means derives a virtual angular acceleration that is an angular acceleration of a rotor of the rotating electrical machine when the angular acceleration of the input member is zero based on the vehicle acceleration, and the virtual angular acceleration and the rotation The vehicle control device according to claim 1, wherein the inertia torque is derived based on an inertia moment of a rotor of an electric machine, and a torque having the same magnitude as that of the inertia torque and having a direction opposite to the torque is used as the correction torque.   The correction means causes the rotating electric machine to output the correction torque in addition to the stop control torque output for the stop control during the execution of the stop control. The vehicle control device described in 1.   2. The control for outputting the correction torque to the rotating electrical machine is ended when a predetermined correction duration time has elapsed after the stop control is completed or after the rotation of the engine is stopped. Vehicle control device.   The stop control means determines a rate of change of the engine speed at which the engine stops at the target stop position based on the remaining amount of rotation up to the target stop position and the engine speed. The vehicle control device according to any one of claims 1 to 5, wherein the rotational speed of the rotating electrical machine is controlled so as to reduce the rotational speed of the engine at the rate of change.   The differential gear device includes at least three rotation elements of a first rotation element, a second rotation element, and a third rotation element in order of rotation speed, and these three rotation elements do not pass through each other rotation elements. The rotating electrical machine is drivingly connected to the first rotating element, the input member is drivingly connected to the second rotating element, and the output member is drivingly connected to the third rotating element. The vehicle control device according to any one of the above. The rotary electric machine is a first rotary electric machine, and a second rotary electric machine is provided in addition to the first rotary electric machine,
The vehicle control device according to claim 7, wherein the second rotating electrical machine is drivingly connected to the third rotating element without passing through the first rotating element and the second rotating element.

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