Mobile body

Abstract

A vehicle (10) comprises: an engine (ENG); a second motor generator (MG2) that is mechanically connected to the engine (ENG) and that is capable of transmitting torque to and from the engine (ENG); and a control device (20) that is capable of controlling the engine (ENG) and the second motor generator (MG2). When stopping the engine (ENG), the control device (20) can perform stop position control of the engine (ENG) using the torque of the second motor generator (MG2). When there is a predetermined operation by a user while the stop position control is being performed, the control device (20)terminates the stop position control and starts the engine (ENG) with the second motor generator (MG2).

Description

Moving body 【0001】 The present invention relates to a moving body. 【0002】 In recent years, as specific measures against global climate change, efforts have been actively made to realize a low-carbon society or a decarbonized society. In moving bodies such as automobiles, reduction of CO2 emissions and improvement of energy efficiency are required, and research and development on electrification technologies for electrifying their drive sources have been conducted. 【0003】 As an example of an electrification technology for automobiles, a hybrid electric vehicle (Hybrid Electrical Vehicle) is known. Hybrid electric vehicles are roughly classified into two types: a series type and a parallel type. A series-type hybrid electric vehicle generates electricity in a generator by the power of an internal combustion engine, supplies the generated power to an electric motor, and runs by the power output from the electric motor. On the other hand, a parallel-type hybrid electric vehicle runs by the power output from at least one of an internal combustion engine and an electric motor. 【0004】 Furthermore, there is also a hybrid electric vehicle capable of switching between both the series type and the parallel type. Such a hybrid electric vehicle capable of switching between both types switches the power transmission system to either a series configuration or a parallel configuration by connecting (in other words, fastening) or disconnecting (in other words, cutting) a disconnection / connection means (for example, a clutch). 【0005】 Patent Document 1 below discloses a technique in which a power generation motor having a rotor directly connected to the crankshaft of an engine (internal combustion engine) in a hybrid vehicle is controlled so that the electrical angular position of the power generation motor at the time of engine stop coincides with a predetermined reference stop angular position. 【0006】 Japanese Patent Application Laid-Open No. 2002-291296 【0007】 However, in the prior art, there was room for improvement in enabling the engine to start at a timing in line with the user's intention even during the control of the stop position of the prime mover using the torque of the electric motor. 【0008】The present invention provides a mobile body that enables the starting of a prime mover at a timing that conforms to the user's intention, even while the prime mover's stopping position is being controlled using the torque of an electric motor. 【0009】 The present invention relates to a mobile body comprising: a prime mover; a first electric motor mechanically connected to the prime mover and capable of transmitting torque between the prime mover and the first electric motor; and a control device capable of controlling the prime mover and the first electric motor, wherein the control device is capable of controlling the stopping position of the prime mover using the torque of the first electric motor when the prime mover is stopped, and when a predetermined operation is performed by the user of the mobile body while the stopping position control is being performed, the control device cancels the stopping position control and starts the prime mover using the first electric motor. 【0010】 According to the present invention, it is possible to provide a mobile body that enables the starting of a prime mover at a timing that conforms to the user's intention, even while the stopping position of the prime mover is being controlled using the torque of the electric motor. 【0011】 Figure 1 is a diagram showing the schematic configuration of the vehicle 10 of this embodiment. Figure 2 is a diagram showing a virtual gear shift line and an example of virtual gear shift control using the virtual gear shift line. Figure 3 is a timing chart showing an example of specific control by the control device of this embodiment. Figure 4 is a diagram showing an example of the stop prohibition period in each movement mode. 【0012】 Hereinafter, an embodiment of the mobile body of the present invention will be described with reference to the drawings. The following embodiment is not limited to the present invention, and not all of the elements described in the following embodiment are essential to the present invention. Furthermore, two or more elements described in the following embodiment may be arbitrarily combined without departing from the spirit of the present invention. In the following, identical or similar elements will be denoted by the same or similar reference numerals, and their descriptions may be omitted or simplified. 【0013】 [Vehicle] First, a vehicle, which is one embodiment of the mobile body of the present invention, will be described. 【0014】As shown in Figure 1, the vehicle 10 of this embodiment is a hybrid electric vehicle and is composed of an engine ENG, a first motor generator MG1, a second motor generator MG2, a battery BAT, a clutch CL, a power converter 11, various sensors 12, a control device 20, and an operator 30. In Figure 1, thick solid lines indicate mechanical connections, double dotted lines indicate electrical wiring, and thin solid arrows indicate the transmission and reception of control signals or detection signals. 【0015】 The engine ENG is an internal combustion engine (prime mover), such as a gasoline engine or a diesel engine, which outputs power generated by burning the supplied fuel. The engine ENG is connected to the second motor generator MG2 and also to the drive wheels DW of the vehicle 10 via a clutch CL (disconnection means). The power output by the engine ENG (hereinafter also referred to as "engine ENG output") is transmitted to the second motor generator MG2 when the clutch CL is in the disengaged state, and to the second motor generator MG2 and the drive wheels DW (output unit) when the clutch CL is in the engaged state. The second motor generator MG2 and the clutch CL will be described later. 【0016】The first motor generator MG1 is a motor generator (a so-called "traction motor") mainly used as a drive source for the vehicle 10, and is composed of, for example, an AC motor. The first motor generator MG1 is electrically connected to the battery BAT and the second motor generator MG2 via the power converter 11. Power can be supplied to the first motor generator MG1 from at least one of the battery BAT and the second motor generator MG2. When power is supplied to the first motor generator MG1, it operates as an electric motor and outputs power for the vehicle 10 to move. The first motor generator MG1 is also connected to the drive wheels DW, and the power output by the first motor generator MG1 (hereinafter also referred to as "output of the first motor generator MG1") is transmitted to the drive wheels DW. The vehicle 10 moves when at least one of the output of the engine ENG and the output of the first motor generator MG1 is transmitted to the drive wheels DW. 【0017】 Furthermore, the first motor generator MG1 can also perform regenerative operation as a generator when the vehicle 10 is braking, generating electricity (so-called regenerative power generation). The power generated by the regenerative operation of the first motor generator MG1 (hereinafter also referred to as "regenerative power") is supplied to the battery BAT, for example, via the power converter 11. This allows the battery BAT to be charged by the regenerative power. 【0018】 Furthermore, regenerative power may not be supplied to the battery BAT, but instead to the second motor generator MG2 via the power converter 11. By supplying regenerative power to the second motor generator MG2, "waste power" can be consumed without charging the battery BAT. During waste power consumption, the regenerative power supplied to the second motor generator MG2 is used to drive the second motor generator MG2, and the power generated is input to the engine ENG, where it is consumed by mechanical friction losses, etc. 【0019】The second motor generator MG2 is a motor generator primarily used as a generator, and is composed of, for example, an AC motor. The second motor generator MG2 is driven by the power of the engine ENG and generates electricity. The electricity generated by the second motor generator MG2 is supplied to at least one of the battery BAT and the first motor generator MG1 via the power converter 11. By supplying the electricity generated by the second motor generator MG2 to the battery BAT, the battery BAT can be charged with that electricity. Also, by supplying the electricity generated by the second motor generator MG2 to the first motor generator MG1, the first motor generator MG1 can be driven with that electricity. 【0020】 Furthermore, the second motor generator MG2 can also function as a starter motor to start the engine. That is, for example, when transitioning from EV driving mode to hybrid driving mode as described later, power from the battery BAT is supplied to the second motor generator MG2, and the second motor generator MG2, driven by that power, cranks the engine, thereby starting the engine. 【0021】 The power converter 11 is a device (a so-called power control unit, also called a "PCU") that converts the input power and outputs the converted power, and is connected to the first motor generator MG1, the second motor generator MG2, and the battery BAT. For example, the power converter 11 is composed of a first inverter 111, a second inverter 112, and a voltage control device 110. The first inverter 111, the second inverter 112, and the voltage control device 110 are electrically connected to each other. 【0022】The voltage control device 110 converts the input voltage and outputs the converted voltage. A DC / DC converter or the like can be used as the voltage control device 110. For example, when supplying power from the battery BAT to the first motor generator MG1, the voltage control device 110 boosts the output voltage of the battery BAT and outputs it to the first inverter 111. Also, for example, when regenerative power generation is performed by the first motor generator MG1, the voltage control device 110 steps down the output voltage of the first motor generator MG1, which is received via the first inverter 111, and outputs it to the battery BAT. Also, when power generation is performed by the second motor generator MG2, the voltage control device 110 steps down the output voltage of the second motor generator MG2, which is received via the second inverter 112, and outputs it to the battery BAT. 【0023】 When the first inverter 111 supplies power from the battery BAT to the first motor generator MG1, it converts the power (DC) from the battery BAT received via the voltage control device 110 into AC and outputs it to the first motor generator MG1. Also, when regenerative power generation is performed by the first motor generator MG1, the first inverter 111 converts the power (AC) received from the first motor generator MG1 into DC and outputs it to the voltage control device 110. Furthermore, when the first inverter 111 decommissions the regenerative power from the first motor generator MG1, it converts the power (AC) received from the first motor generator MG1 into DC and outputs it to the second inverter 112. 【0024】 When power is generated by the second motor generator MG2, the second inverter 112 converts the power (AC) received from the second motor generator MG2 into DC and outputs it to the voltage control device 110. Also, when the regenerative power of the first motor generator MG1 is to be discarded, the second inverter 112 converts the regenerative power (DC) received from the first motor generator MG1 via the first inverter 111 into AC and outputs it to the second motor generator MG2. 【0025】A battery (BAT) is a rechargeable secondary battery having multiple energy storage cells connected in series or in series-parallel. A battery (BAT) is configured to output high voltages, such as 100 to 400 [V]. Lithium-ion batteries and nickel-metal hydride batteries can be used as the energy storage cells in a battery (BAT). 【0026】 The clutch CL can be in a connected state, which connects (closes) the power transmission path from the engine ENG to the drive wheel DW, and a disconnected state, which disconnects (interrupts) the power transmission path from the engine ENG to the drive wheel DW. The output of the engine ENG is transmitted to the drive wheel DW when the clutch CL is in the connected state, and not transmitted to the drive wheel DW when the clutch CL is in the disconnected state. 【0027】 The various sensors 12 are sensors that acquire various information about the vehicle 10. As shown in Figure 1, the various sensors 12 include, for example, a vehicle speed sensor 12a that detects the vehicle speed of the vehicle 10 (hereinafter also referred to as "vehicle speed"), an AP sensor 12b that detects the AP opening degree (AP: Accelerator Position) which represents the amount of operation on the accelerator pedal of the vehicle 10, and a battery sensor 12c that detects information about the battery BAT (for example, the output voltage, charge / discharge current, and temperature of the battery BAT). Furthermore, the various sensors 12 include an engine sensor 12d that acquires information about the engine ENG. The engine sensor 12d acquires, for example, the number of rotations per unit time of the engine ENG (i.e., rotational speed; hereinafter also referred to as "engine rotation speed") and the engine rotation angle (crank position) as information about the engine ENG. The detection results from the various sensors 12 are sent to the control device 20 as detection signals. 【0028】 The control device 20 is a device (computer) that provides overall control for the entire vehicle 10. For example, it is implemented by an ECU (Electronic Control Unit) that includes a processor 21 for performing various calculations, a memory 22 for storing various information, and an I / F 23 (I / F: Interface) 23 for controlling the input and output of data between the inside and outside of the control device 20. The control device 20 may be implemented by one ECU or by multiple ECUs. 【0029】 The control device 20 is configured to communicate with the engine ENG, clutch CL, power converter 11, and various sensors 12. The control device 20 controls the output of the engine ENG, controls the output of the first motor generator MG1 and the second motor generator MG2 by controlling the power converter 11, and controls the state of the clutch CL, by having the processor 21 execute a program stored in the memory 22. As a result, the control device 20 can control the driving mode of the vehicle 10, as will be described later. 【0030】 For example, when the vehicle 10 is in motion, the control device 20 derives a target value for the driving force of the vehicle 10 (in other words, the driving force required for the vehicle 10 to move) based on the vehicle speed detected by the vehicle speed sensor 12a and the AP opening degree detected by the AP sensor 12b. The control device 20 then controls the output of the engine ENG and / or the first motor generator MG1, or controls the driving mode of the vehicle 10, so that the driving force of the vehicle 10 becomes the target driving force. The required driving force derived by the control device 20 increases as the AP opening degree increases. 【0031】 The operator 30 is a device that receives operational input from a user, who is an occupant of the vehicle 10. For example, the operator 30 includes a + paddle 31 that receives an upshift operation (described later), a - paddle 32 that receives a downshift operation (described later), and an on / off switch 33 that receives an operation to turn the virtual gear shift control (described later) on or off. The + paddle 31 and - paddle 32 may be configured as so-called paddle shifters mounted on the steering wheel. 【0032】 [Vehicle Driving Modes] Here, we will explain the driving modes that vehicle 10 can take. Vehicle 10 can take three driving modes: EV driving mode, hybrid driving mode, and engine driving mode. Vehicle 10 will then drive in one of these driving modes. As mentioned above, the control device 20 controls which driving mode vehicle 10 will operate in. 【0033】[EV Driving Mode] The EV driving mode is a driving mode in which only the power from the battery BAT is supplied to the first motor generator MG1, and the vehicle 10 is driven by the power output by the first motor generator MG1 according to that power. 【0034】 To explain in more detail, in EV driving mode, the control device 20 disengages the clutch CL. Also in EV driving mode, the control device 20 stops the supply of fuel to the engine ENG and stops the output of power from the engine ENG (hereinafter also referred to as "engine ENG operation"). Therefore, in EV driving mode, power generation by the second motor generator MG2 does not occur. In EV driving mode, the control device 20 supplies only the power from the battery BAT to the first motor generator MG1, and the first motor generator MG1 outputs power corresponding to that power, and the vehicle 10 is driven by that power. 【0035】 The control device 20 basically drives the vehicle 10 in EV driving mode on the condition that the power required by the vehicle 10 (hereinafter also referred to as "vehicle-required power") is below a predetermined threshold (hereinafter also referred to as "EV-permitted power"). The vehicle-required power in EV driving mode includes the power required to drive the vehicle 10 by the first motor generator MG1, and changes according to the required driving force and vehicle speed. 【0036】 [Hybrid Driving Mode] The hybrid driving mode is a driving mode in which at least the electricity generated by the second motor generator MG2 is supplied to the first motor generator MG1, and the vehicle 10 is driven mainly by the power output by the first motor generator MG1 in accordance with that electricity. 【0037】To explain in more detail, in hybrid driving mode, the control device 20 disengages the clutch CL. Also in hybrid driving mode, the control device 20 supplies fuel to the engine ENG, causing the engine ENG to output power, and the power from the engine ENG drives the second motor generator MG2. As a result, in hybrid driving mode, power is generated by the second motor generator MG2. Also in hybrid driving mode, the control device 20 disengages the power transmission path with the clutch CL, supplies the power generated by the second motor generator MG2 to the first motor generator MG1, causes the first motor generator MG1 to output power corresponding to that power, and uses that power to drive the vehicle 10. 【0038】 The maximum power that the second motor generator MG2 can supply to the first motor generator MG1 is greater than the maximum power that the battery BAT can supply to the first motor generator MG1. Therefore, in hybrid driving mode, the output of the first motor generator MG1 can be increased compared to EV driving mode, and a greater driving force can be obtained. 【0039】 In hybrid driving mode, the control device 20 may also supply power from the battery BAT to the first motor generator MG1 as needed. That is, in hybrid driving mode, the control device 20 may supply power from both the second motor generator MG2 and the battery BAT to the first motor generator MG1. This allows for a greater amount of power to be supplied to the first motor generator MG1 compared to the case where only power from the second motor generator MG2 is supplied to the first motor generator MG1, thereby obtaining even greater driving force. 【0040】 [Engine Driving Mode] The engine driving mode is a driving mode in which the vehicle 10 is driven primarily by the power output by the engine ENG, and is a driving mode in which the vehicle is driven by at least the mechanical driving force of the engine ENG driving the drive wheels DW. 【0041】To explain in more detail, in engine-driven mode, the control device 20 engages the clutch CL. Also in engine-driven mode, the control device 20 supplies fuel to the engine ENG, causing the engine ENG to output power. In engine-driven mode, since the power transmission path is engaged by the clutch CL, the power from the engine ENG is transmitted to the drive wheels DW, driving the drive wheels DW. In this way, in engine-driven mode, the control device 20 causes the engine ENG to output power, and that power drives the vehicle 10. 【0042】 Furthermore, in engine-driven mode, the control device 20 may supply power from the battery BAT to the first motor generator MG1 as needed. This allows the vehicle 10 to be driven using the power output of the first motor generator MG1, which is supplied with power from the battery BAT, in engine-driven mode, resulting in a greater driving force compared to when the vehicle 10 is driven solely by the engine ENG. In addition, this allows the engine ENG output to be suppressed compared to when the vehicle 10 is driven solely by the engine ENG, thereby improving the fuel efficiency of the vehicle 10. 【0043】 [Control performed by the control device of this embodiment] Next, the control of engine speed performed by the control device 20 in hybrid driving mode will be described. When the vehicle 10 is in hybrid driving mode, the control device 20 can perform virtual shift control based on multiple virtual shift lines so that the user can be provided with a driving feeling similar to that of a conventional vehicle equipped with an engine and automatic transmission (multi-speed transmission). 【0044】Here, the virtual shift lines are set in advance by mimicking the shift lines or engine speed maps used in the shift control of conventional vehicle automatic transmissions, which define the engine speed corresponding to each vehicle speed. In the example shown in FIG. 2, the engine speed map used in a conventional 8-speed automatic transmission is simulated, and a total of 8 virtual shift lines are set for the 1st speed (shown as 1st), 2nd speed (shown as 2nd), 3rd speed (shown as 3rd), 4th speed (shown as 4th), 5th speed (shown as 5th), 6th speed (shown as 6th), 7th speed (shown as 7th), and 8th speed (shown as 8th). For example, these 8 virtual shift lines are mapped and stored in advance in the memory 22 or the like. 【0045】 Among the above 8 virtual shift lines, the slope of the straight line on the graph (for example, the map) shown in FIG. 2 becomes smaller as it goes from the 1st speed virtual shift line, which is the virtual shift line of the 1st speed, to the 8th speed virtual shift line, which is the virtual shift line of the 8th speed. Therefore, the 1st speed virtual shift line (1st) becomes the virtual shift line on the lowest speed side (i.e., suitable for a low vehicle speed state), and the 8th speed virtual shift line (8th) becomes the virtual shift line on the highest speed side (i.e., suitable for a high vehicle speed state). 【0046】 The control device 20 executes virtual shift control using a plurality (for example, 8) of virtual shift lines as described above. The virtual shift control is a control for operating the engine ENG so that the vehicle speed and the engine speed correspond to the plurality of virtual shift lines. The control device 20 selects one of the plurality of virtual shift lines and controls the engine speed along the selected virtual shift line. 【0047】 The selection and change of the virtual shift line in the virtual shift control are performed based on, for example, the user's upshift operation and downshift operation. Specifically, the upshift operation in this embodiment is the operation of the + paddle 31 included in the operator 30. Also, the downshift operation in this embodiment is the operation of the - paddle 32 included in the operator 30. 【0048】Therefore, when the + paddle 31 is operated while the control device 20 is performing virtual shift control, the control device 20 shifts up to a virtual shift stage on the higher speed side than the current virtual shift stage (for example, the virtual shift stage one level above the current virtual shift stage), and controls the engine speed with a virtual shift line corresponding to the virtual shift stage after the shift up. On the other hand, when the - paddle 32 is operated while the control device 20 is performing virtual shift control, the control device 20 shifts down to a virtual shift stage on the lower speed side than the current virtual shift stage (for example, the virtual shift stage one level below the current virtual shift stage), and controls the engine speed with a virtual shift line corresponding to the virtual shift stage after the shift down. 【0049】 However, the upshift operation and downshift operation are not limited to paddle shift operations such as the + paddle 31 and - paddle 32. For example, a tip shift operation using a shift lever or other button operations may also be used. 【0050】 Furthermore, the control device 20 may be configured to automatically select and change the virtual shift line in the virtual shift control. In this case, for example, the control device 20 may use a shift map (not shown) that defines the boundary line of the virtual shift stage (or gear ratio) corresponding to the vehicle speed and the AP opening to select any one of the plurality of virtual shift lines. Specifically, for example, when at least one of the vehicle speed or the AP opening crosses the upshift boundary line from the first speed to the second speed on the shift map (in the direction in which at least one of the vehicle speed or the AP opening increases), the control device 20 may automatically switch from the first speed virtual shift line (1st) to the second speed virtual shift line (2nd). Also, for example, when at least one of the vehicle speed or the AP opening crosses the downshift boundary line from the fourth speed to the third speed on the shift map (in the direction in which at least one of the vehicle speed or the AP opening decreases), the control device 20 may automatically switch from the fourth speed virtual shift line (4th) to the third speed virtual shift line (3th). 【0051】Through this virtual gear shift control, the control device 20 can control the engine speed of the engine ENG so that it behaves similarly to the engine speed in a conventional vehicle equipped with an engine and automatic transmission (multi-speed transmission), as shown by the thick solid line NeX in Figure 2. 【0052】 Furthermore, in this embodiment, the user can select whether to turn the virtual gear shift control on (operated) or off (inoperated) by operating the on / off switch 33. When the virtual gear shift control is turned off, the control device 20 can control the engine speed based, for example, on the amount of power required for the second motor generator MG2 or the required driving force for the vehicle 10. 【0053】 Incidentally, the control device 20 stops the operation of the engine ENG when, for example, transitioning from hybrid driving mode to EV driving mode. Also, when transitioning from EV driving mode to hybrid driving mode, the control device 20 starts the engine ENG by cranking it with the second motor generator MG2. 【0054】 During engine cranking (in other words, during startup), vibrations may occur in the vehicle 10 (body) due to the torque required to rotate the crankshaft (overdrive torque) and the resonance of the powertrain system including the engine. To reduce such vibrations during cranking, the control device 20 controls the stopping position of the engine using the torque of the second motor generator MG2 when the engine stops. Here, "when the engine stops" may refer to the moment the engine stops, or to a moment while the engine speed is decreasing (for example, when the engine speed reaches near zero). As an example, the control device 20 controls the stopping position on the condition that the engine speed falls below a predetermined value. 【0055】Stop position control is a control method that, for example, uses the torque of the second motor generator MG2 to rotate the engine ENG (crankshaft) so that the engine rotation angle (crank position) becomes a predetermined target stop angle (in other words, adjusts the engine rotation angle). The target stop angle is predetermined by the manufacturer of the vehicle 10, taking into account vibrations and other factors that occur when the engine ENG is cranked. 【0056】 Furthermore, during stop position control, the control device 20 prioritizes adjusting the engine rotation angle by the second motor generator MG2 and refrains from starting the engine ENG by the second motor generator MG2 (in other words, cranking). 【0057】 As mentioned above, since the stopping position control is performed automatically based on engine speed and other factors, it may be performed at times unintended by the user. Furthermore, because the stopping position control adjusts the engine rotation angle by using the torque of the second motor generator MG2 to rotate the engine ENG, it takes a certain amount of time to complete. 【0058】 If the stopping position control cannot be canceled based on user input, a situation may arise where the user cannot cancel unintentionally performed stopping position control, and during that time, the user may not be able to start the engine even if they want to. 【0059】 To avoid such a situation occurring, in this embodiment, if the user performs a predetermined operation while the control device 20 is controlling the stopping position, the control device 20 will stop the stopping position control and start the engine ENG using the second motor generator MG2. This allows the control device 20 to start the engine ENG at a timing that aligns with the user's intention, even while stopping position control is in progress. 【0060】More specifically, when the vehicle 10 is running using the braking and driving force of the first motor generator MG1 with the clutch CL disengaged (in other words, when running in EV driving mode), the control device 20 will stop the stop position control and start the engine ENG with the second motor generator MG2 if a predetermined operation is performed by the user. This makes it possible to start the engine ENG at a timing that matches the user's intention, even when the vehicle 10 is running using the first motor generator MG1 with the clutch CL disengaged. 【0061】 Furthermore, the above-mentioned predetermined operation can be, for example, an operation related to virtual gear shift control. By making the above-mentioned predetermined operation an operation related to virtual gear shift control, it becomes possible to highlight the presence of the engine in the virtual gear shift control and make it more noticeable to the user. 【0062】 More specifically, the above-mentioned predetermined operation can be an operation to select a virtual gear shift line when virtual gear shift control is being performed, that is, an upshift operation (for example, operation of the + paddle 31) or a downshift operation (for example, operation of the - paddle 32). By making the above-mentioned predetermined operation an operation to select a virtual gear shift line when virtual gear shift control is being performed, it becomes possible to make the user feel that the engine operation (start) is caused by the user's operation. 【0063】 Furthermore, the control device 20 may, while performing stop position control, cancel stop position control and start the engine ENG using the second motor generator MG2 if an operation other than the predetermined operation (i.e., shift up and shift down operation) occurs. 【0064】Here, the other operation can be, for example, an operation to select whether to turn the virtual gear shift control on (operated) or off (deactivated), and more specifically, an operation of the on / off switch 33. As an example, the control device 20 may, when the virtual gear shift control is turned on by the operation of the on / off switch 33, cancel the stop position control and start the engine ENG with the second motor generator MG2. In this way, when there is an operation related to selecting whether to operate or deactivate the virtual gear shift control, the stop position control can be canceled and the engine ENG can be started, making the presence of the engine ENG in the virtual gear shift control more prominent and noticeable to the user. Furthermore, as will be described later, if the virtual gear shift control is turned on or off according to the movement mode selected by the user, the above other operation may be an operation to select the movement mode in which the virtual gear shift control is turned on. 【0065】 The following describes a specific control example by the control device 20 with reference to Figure 3. The timing chart in Figure 3 shows the timing changes of the vehicle 10's driving mode, AP opening, vehicle speed, engine speed, engine rotation angle, on / off status of stop position control, and on / off status of a predetermined user operation (e.g., shift up or shift down operation). As mentioned above, the control device 20 can obtain vehicle speed from the vehicle speed sensor 12a, AP opening from the AP sensor 12b, and engine speed and engine rotation angle from the engine sensor 12d. 【0066】 Furthermore, the example shown in Figure 3 assumes a scenario where, for example, a vehicle 10 traveling in hybrid driving mode (indicated as HV) reaches a desired speed, the user releases the accelerator (i.e., AP opening = 0), and the vehicle 10 cruises at that speed. In such a scenario, the required driving force for the vehicle 10 becomes relatively small when the user releases the accelerator, which can lead to a transition from hybrid driving mode to EV driving mode (indicated as EV). 【0067】As shown in Figure 3, when the user releases the accelerator, the engine speed gradually decreases. Then, at time t1 shown in Figure 3, the engine speed falls below a predetermined value. In this case, as shown by "α" in Figure 3, the control device 20 starts stop position control from time t1. 【0068】 In the example shown in Figure 3, the target stopping angle in stop position control is set to 360 degrees (see the dashed line in Figure 3). Therefore, when stop position control is initiated, the engine ENG is rotated by the second motor generator MG2 so that the engine rotation angle becomes 360 degrees, the target stopping angle. Let's assume that a predetermined operation by the user occurs during the period from time t2 to time t3, while the engine ENG is being rotated by the second motor generator MG2 due to stop position control (for example, just before the engine rotation angle becomes the target stopping angle). 【0069】 For example, the period from time t2 to time t3 is the transition period from hybrid driving mode to EV driving mode (in other words, still in hybrid driving mode). Therefore, the user can perform an upshift or downshift operation to set a desired virtual gear (virtual gear line) or to continue in hybrid driving mode. 【0070】 In such a case, as shown by "β" in Figure 3, the control device 20 cancels the stop position control at time t3 and starts the engine ENG by cranking the engine ENG with the second motor generator MG2. As a result, the control device 20 can quickly start the engine ENG in response to a predetermined operation by the user and continue the hybrid driving mode. 【0071】 Furthermore, the vehicle 10 may have, for example, multiple movement modes that the user can select. These multiple movement modes are on a different level from the aforementioned driving modes, and can be described as "driving force characteristic modes," for example, modes in which the driving force response to acceleration and deceleration requests to the vehicle 10 is different. 【0072】For example, as shown in Figure 4, the vehicle 10 can take on multiple modes of operation: SPORT mode, NORMAL mode, and COMFORT mode. Of these three modes of operation, SPORT mode is the mode with the highest response to acceleration and deceleration requests. In SPORT mode, the vehicle 10 responds quickly to accelerator pedal operation, allowing the user to enjoy sporty driving. 【0073】 Furthermore, the COMFORT mode is the mode with the lowest response to acceleration and deceleration requests among these three modes. In COMFORT mode, even if the user operates the accelerator pedal somewhat roughly, the vehicle 10 will not accelerate or decelerate suddenly, allowing the user to drive in a relaxed manner. The NORMAL mode is a mode with a response to acceleration and deceleration requests that is lower than SPORT mode but higher than COMFORT mode, and is a mode that balances sporty driving with relaxed driving. 【0074】 The user can select one of the following modes of travel: SPORT mode, NORMAL mode, or COMFORT mode, by operating a predetermined control element provided on the vehicle 10, for example. However, this is not limited to this; for example, if the virtual gear shift control is turned on by operating the on / off SW33, SPORT mode may be selected, and if the virtual gear shift control is turned off, COMFORT mode or NORMAL mode may be selected. 【0075】 When the vehicle 10 has multiple movement modes, as shown in Figure 4, the control device 20 may set the time from the start of stop position control until stop position control can be canceled (hereinafter also referred to as the "cancellation prohibition period") to differ for each movement mode. Specifically, the more the movement mode selected by the user is a mode with enhanced driving force responsiveness, the shorter the cancellation prohibition period may be. 【0076】Thus, in modes with enhanced driving force responsiveness, the time until the stop position control is discontinued (until it can be discontinued) is shortened, making it possible to prioritize engine starting in modes with enhanced driving force responsiveness. On the other hand, in modes with reduced driving force responsiveness, the time until the stop position control is discontinued is lengthened, making it less likely for the stop position control to be discontinued and improving the NV (Noise, Vibration) characteristics when the engine starts up. 【0077】 Specifically, for example, if the selected movement mode is SPORT mode, the control device 20 sets a predetermined time T1 from the start of stop position control as a stop prohibition period. In this case, the control device 20 will not stop stop position control even if the user performs a predetermined operation until the predetermined time T1 has elapsed from the start of stop position control. Then, while stop position control is in progress and after the predetermined time T1 has elapsed from the start of stop position control, the control device 20 will stop stop position control in response to the user's predetermined operation. Note that the predetermined time T1, which is the stop prohibition period for SPORT mode, may be 0. 【0078】 Furthermore, if the selected movement mode is NORMAL mode, the control device 20 sets a predetermined time T2 (provided that predetermined time T2 > predetermined time T1) from the start of stop position control as a suspension prohibition period. In this case, the control device 20 will not suspend stop position control even if the user performs a predetermined operation until the predetermined time T2 has elapsed from the start of stop position control. Then, while stop position control is in progress and after the predetermined time T2 has elapsed from the start of stop position control, the control device 20 will suspend stop position control in response to the user's predetermined operation. 【0079】Furthermore, if the selected movement mode is COMFORT mode, the control device 20 sets a predetermined time T3 (provided that predetermined time T3 > predetermined time T2) from the start of stop position control as a suspension prohibition period. In this case, the control device 20 will not suspend stop position control even if the user performs a predetermined operation until the predetermined time T3 has elapsed from the start of stop position control. Then, while stop position control is in progress and after the predetermined time T3 has elapsed from the start of stop position control, the control device 20 will suspend stop position control in response to the user's predetermined operation. 【0080】 Furthermore, the predetermined time T3 here may be the time required to complete the stop position control. In other words, the control device 20 may not cancel the stop position control in the COMFORT mode, where the driving force response is lowest. By not canceling the stop position control in the movement mode in which the driving force response is suppressed, it is possible to improve the NV characteristics when the engine starts in that movement mode. 【0081】 Although one embodiment of the present invention has been described above, it goes without saying that the present invention is not limited to such examples. It is clear to those skilled in the art that various modifications or alterations can be conceived within the scope of the claims, and these will naturally also fall within the technical scope of the present invention. 【0082】 For example, in the embodiment described above, the stop prohibition period was changed based on the selected movement mode in the vehicle 10, but it is not limited to this, and the stop prohibition period may also be changed based on the virtual gear shift to which the vehicle transitions when a user operation occurs. In this case, if the stop prohibition period is made longer for lower gears than for higher gears, the NV characteristics of the vehicle 10 can be further improved. Conversely, if the stop prohibition period is made longer for higher gears than for lower gears, the responsiveness can be further improved. 【0083】Furthermore, although the embodiments described above described an example in which the mobile body in the present invention is a vehicle 10 which is a hybrid electric vehicle (for example, a four-wheeled vehicle), the invention is not limited to this. For example, the mobile body in the present invention may be a two-wheeled automobile (a so-called motorcycle). 【0084】 Furthermore, the components of the embodiments described above may be combined in any way without departing from the spirit of the invention. 【0085】 This specification contains at least the following information. Note that the components etc. in parentheses indicate those corresponding to the embodiments described above, but are not limited thereto. 【0086】 (1) A mobile body (vehicle 10) comprising: a prime mover (engine ENG); a first electric motor (second motor generator MG2) mechanically connected to the prime mover and capable of transmitting torque between the prime mover and the first electric motor; and a control device (control device 20) capable of controlling the prime mover and the first electric motor, wherein the control device is capable of controlling the stopping position of the prime mover using the torque of the first electric motor when the prime mover is stopped, and when a predetermined operation is performed by the user of the mobile body while the stopping position control is being performed, the stopping position control is stopped and the prime mover is started by the first electric motor. 【0087】 According to (1), if a predetermined operation is performed by the user while the stopping position control of the prime mover using the first electric motor is in progress, the stopping position control is stopped and the prime mover is started. Therefore, even during stopping position control, it is possible to start the prime mover at a timing that suits the user's intentions. 【0088】(2) A mobile body as described in (1), wherein the mobile body further comprises: a second motor (first motor generator MG1) which is mechanically connected to the output section (drive wheel DW) of the mobile body and is different from the first motor; and a disconnection means (clutch CL) which switches between a mechanically connected state and a disconnected state between the prime mover and the output section, wherein the control device is capable of controlling the second motor and the disconnection means in addition to the prime mover and the first motor, and when the mobile body is moving by the braking force of the second motor with the disconnection means in the disconnected state, the control device cancels the stop position control and starts the prime mover with the first motor. 【0089】 According to (2), when the connecting means is in the disconnected state and the moving body is being moved by the second motor, if a predetermined operation is performed by the user, the stop position control is stopped and the prime mover is started. Therefore, even when the connecting means is in the disconnected state and the moving body is being moved by the second motor, it is possible to start the prime mover at a timing that is in line with the user's intention. 【0090】 (3) A mobile body as described in (2), wherein the control device performs virtual speed control to control the rotational speed of the prime mover to a rotational speed corresponding to a predetermined number of virtual speed lines and the moving speed of the mobile body when the mobile body is moving by the braking force of the second electric motor with the disconnection means in a disconnected state, and the predetermined operation is an operation relating to the virtual speed control. 【0091】 According to (3), when virtual gear shift control is being performed with the disconnection means in the disconnected state, if an operation related to virtual gear shift control is performed, the stop position control is canceled and the prime mover is started, making it possible to highlight the presence of the prime mover in virtual gear shift control and make it noticeable to the user. 【0092】 (4) A mobile body as described in (3), wherein the predetermined operation is an operation to select the virtual gear shift line when performing the virtual gear shift control. 【0093】According to (4), if an operation to select a virtual gear shift line is performed while virtual gear shift control is in operation, the stop position control is canceled and the prime mover is started, making it possible to highlight to the user that the prime mover operation was caused by user operation. 【0094】 (5) A mobile body as described in (1), wherein the mobile body has a plurality of movement modes selectable by the user of the mobile body, and the control device shortens the time from the start of the stop position control to the time until the stop position control can be stopped as the movement mode is a mode that enhances the driving force responsiveness. 【0095】 According to (5), the more the driving force responsiveness is enhanced, the shorter the time until the stop position control is stopped, thereby prioritizing engine starting. Conversely, in the driving force responsiveness is suppressed, the longer the time until the stop position control is stopped, the less likely the stop position control is to be stopped, thereby improving the NV characteristics when the engine starts up. 【0096】 (6) A mobile body as described in (1), wherein the mobile body has a plurality of movement modes selectable by the user of the mobile body, and the control device does not discontinue the stop position control when the movement mode is a mode that suppresses the driving force characteristics. 【0097】 According to (6), by not discontinuing stop position control in the mode with suppressed driving force response, it is possible to improve NV characteristics during engine startup. 【0098】 (7) A mobile body as described in (3), wherein the control device is configured to select whether to activate or deactivate the virtual speed control based on an operation other than the predetermined operation, and if the other operation occurs while the stop position control is being performed, the stop position control is canceled and the prime mover is started by the first electric motor. 【0099】According to (7), if there is an operation to select whether to activate or deactivate the virtual gear shift control, the stop position control is stopped and the prime mover is started, making it possible to highlight the presence of the prime mover in the virtual gear shift control and make it noticeable to the user. 【0100】 10 Vehicle (mobile unit) 20 Control device (vehicle control device) CL Clutch (connecting / disconnecting means) ENG Engine (prime mover) MG1 First motor generator (second electric motor) MG2 Second motor generator (first electric motor)

Claims

1. A mobile body comprising: a prime mover; a first electric motor mechanically connected to the prime mover and capable of transmitting torque between the prime mover and the first electric motor; and a control device capable of controlling the prime mover and the first electric motor, wherein the control device is capable of controlling the stopping position of the prime mover using the torque of the first electric motor when the prime mover is stopped, and when a predetermined operation is performed by the user of the mobile body while the stopping position control is being performed, the control device cancels the stopping position control and starts the prime mover using the first electric motor.

2. A mobile body according to claim 1, wherein the mobile body further comprises: a second electric motor mechanically connected to the output section of the mobile body and different from the first electric motor; and a disconnection means for switching between a mechanically connected state and a disconnected state between the prime mover and the output section, wherein the control device is capable of controlling the second electric motor and the disconnection means in addition to the prime mover and the first electric motor, and when the predetermined operation occurs while the mobile body is moving by the braking force of the second electric motor with the disconnection means in the disconnected state, the control device cancels the stop position control and starts the prime mover with the first electric motor.

3. A mobile body according to claim 2, wherein the control device performs virtual speed control to control the rotational speed of the prime mover to a rotational speed corresponding to a predetermined number of virtual speed lines and the moving speed of the mobile body when the mobile body is moving by the braking force of the second electric motor with the disconnection means in a disconnected state, and the predetermined operation is an operation relating to the virtual speed control.

4. A mobile body according to claim 3, wherein the predetermined operation is an operation to select the virtual gear shift line when performing the virtual gear shift control.

5. A mobile body according to claim 1, wherein the mobile body has a plurality of movement modes selectable by the user of the mobile body, and the control device shortens the time from the start of the stop position control to the time until the stop position control can be stopped as the movement mode is a mode that enhances the driving force responsiveness.

6. A mobile body according to claim 1, wherein the mobile body has a plurality of movement modes selectable by the user of the mobile body, and the control device does not discontinue the stop position control when the movement mode is a mode that suppresses the driving force characteristics.

7. A mobile body according to claim 3, wherein the control device is configured to select whether to activate or deactivate the virtual speed control based on an operation other than the predetermined operation, and if the other operation occurs while the stop position control is being performed, the stop position control is canceled and the prime mover is started by the first electric motor.

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