JP2005030281A - Power output device, control method therefor, and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress torque shock in the initial explosion when starting an internal combustion engine while the power is output to a drive shaft from an electric motor with the internal combustion engine in a stopped state. <P>SOLUTION: The torque (the torque Tfire in the initial explosion) in the direction to cancel the torque applied to a ring gear shaft as a drive shaft in the initial explosion of an engine when the crank angle θ is within the range of predetermined angles θ1 and θ2 including the timing of the torque output from the engine in the initial explosion at the first ignition timing after the fuel injection control and the ignition control are started and the timing of the torque output from the engine in the initial explosion at the next ignition timing is set to the corrected torque Tα (S150-S180), the torque command Tm2* of a motor MG2 is set by using the corrected torque Tα (S190-S220), and the motor MG2 is drive-controlled. Torque shock occurring in the initial explosion of the engine and accompanying vibration can be suppressed thereby. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a power output apparatus, a control method thereof, and an automobile.
[0002]
[Prior art]
Conventionally, this type of power output device includes an engine, a planetary gear in which the crankshaft of the engine is connected to a carrier, and a ring gear connected to a drive shaft that is mechanically coupled to an axle, and a sun gear of the planetary gear. There has been proposed a generator including an input / output generator and an electric motor that inputs / outputs power to / from a drive shaft (see, for example, Patent Document 1). In this device, when starting the engine, the torque fluctuation at the time of engine start is calculated, and the output torque of the motor is corrected based on the calculation result, thereby correcting the torque fluctuation of the drive shaft as the final output shaft. is doing.
[0003]
[Patent Document 1]
JP-A-9-109694 (page 6)
[0004]
[Problems to be solved by the invention]
However, in the above-described power output device, although torque fluctuation at the time of engine start is calculated to correct the output torque of the electric motor, a slight torque shock may occur due to unexpected torque acting at the first explosion of the engine. is there. In an automobile equipped with this power output device, such a torque shock gives the driver a sense of incongruity when driving stably on a smooth road surface, and is preferably suppressed as much as possible.
[0005]
The power output apparatus, the control method thereof, and the automobile of the present invention suppress the torque shock at the time of the first explosion when starting the internal combustion engine while the internal combustion engine is stopped and output from the electric motor to the drive shaft. With the goal.
[0006]
[Means for solving the problems and their functions and effects]
In order to achieve the above-described object, the power output apparatus, the control method thereof, and the automobile of the present invention employ the following means.
[0007]
The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Requested torque setting means for setting a requested torque required for the drive shaft based on an operation by an operator;
When the internal combustion engine is instructed to start while the drive of the electric motor is being controlled so that the required torque is output to the drive shaft while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked. The power motive power input / output means is driven and controlled so that the required torque is output to the drive shaft while canceling the torque acting as a reaction force on the drive shaft in accordance with cranking of the internal combustion engine. Driving control of the electric motor, operation control of the internal combustion engine so that the internal combustion engine is started, and for a predetermined time including the timing of the first explosion of the internal combustion engine, a torque smaller than the torque to be output from the electric motor by a predetermined torque Start-up control means for driving and controlling the electric motor to be output;
It is a summary to provide.
[0008]
In the power output apparatus according to the present invention, the internal combustion engine is being controlled to drive the electric motor so that the required torque set based on the operation of the operator is output to the drive shaft while the operation of the internal combustion engine is stopped. When the start instruction is issued, the power motive power input / output means is driven and controlled so that the internal combustion engine is cranked, and the requested torque is canceled while canceling the torque acting as a reaction force on the drive shaft accompanying the cranking of the internal combustion engine. The electric motor is controlled to be output to the drive shaft, and the internal combustion engine is controlled to start. Then, for a predetermined time including the timing of the first explosion of the internal combustion engine, the motor is driven and controlled so that a torque smaller than the torque to be output from the motor by a predetermined torque is output. That is, the torque output to the drive shaft at the first explosion of the internal combustion engine is canceled with a predetermined torque. As a result, torque shock at the time of the first explosion of the internal combustion engine can be suppressed.
[0009]
In such a power output apparatus of the present invention, the start time control means may be means for driving and controlling the electric motor using the initial ignition timing of the internal combustion engine as the initial explosion timing. In this case, the starting time control means may be means for controlling the driving of the electric motor with the time that passes the crank angle range including the timing of the first ignition of the internal combustion engine as the predetermined time. The electric motor may be driven and controlled by setting the predetermined time as a time during which a crank angle range including the first ignition timing and the next ignition timing of the internal combustion engine is included. The former is preferable for an internal combustion engine having a very high probability of initial explosion at the first ignition, and the latter is preferable for an internal combustion engine having a low probability of initial explosion at the first ignition.
[0010]
In the power output apparatus of the present invention, the start time control means drives and controls the power power input / output means so that torque is not output from the power power input / output means at the first ignition of the internal combustion engine. It can also be a means. In this way, the influence at the time of the first explosion of the internal combustion engine can be reduced.
[0011]
Furthermore, in the power output apparatus of the present invention, the predetermined torque may be set based on an inertia value in the power power input / output means. In this aspect of the power output apparatus of the present invention, the predetermined torque is set based on an operating parameter of the internal combustion engine including at least one of intake pressure, intake air temperature, and throttle opening at the time of the first ignition of the internal combustion engine. Predetermined torque setting means may be provided.
[0012]
In the power output apparatus of the present invention, the power power input / output means is connected to three axes of the output shaft, the drive shaft, and the third shaft of the internal combustion engine and is input / output to any two of the three shafts. Further, it may be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the generated power and a generator for inputting / outputting power to / from the third shaft.
[0013]
The automobile of the present invention is a power output apparatus of the present invention according to any one of the above-described aspects, that is, basically a power output apparatus that outputs power to a drive shaft, and includes an internal combustion engine and an output of the internal combustion engine. An electric power input / output means connected to the shaft and the drive shaft for outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power; An electric motor capable of outputting; an electric power input / output means; an electric storage means capable of exchanging electric power with the electric motor; a required torque setting means for setting a required torque required for the drive shaft based on an operation of an operator; When the internal combustion engine is instructed to start while the drive of the electric motor is being controlled so that the required torque is output to the drive shaft while the operation of the internal combustion engine is stopped, the internal combustion engine is As ranked The electric power drive input / output means is driven and controlled, and the electric motor is driven so that the required torque is output to the drive shaft while canceling the torque acting as a reaction force on the drive shaft with cranking of the internal combustion engine. And controlling the operation of the internal combustion engine so that the internal combustion engine is started. For a predetermined time including the timing of the first explosion of the internal combustion engine, a torque smaller than the torque to be output from the motor is output by a predetermined torque. A starting point control means for driving and controlling the motor is mounted, and the driving shaft is mechanically connected to the axle for traveling.
[0014]
In the automobile of the present invention, since the power output device of the present invention according to any one of the above-described aspects is mounted, the effects exerted by the power output device of the present invention, for example, the torque shock at the initial explosion of the internal combustion engine is suppressed. It is possible to achieve the same effects as the effects that can be achieved.
[0015]
The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine, and an electric power / power input / output means connected to the output shaft and the drive shaft of the internal combustion engine for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power; In a power output apparatus comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power driving input / output means and an electric storage means capable of exchanging electric power with the electric motor, with the operation of the internal combustion engine stopped. A control method when an instruction to start the internal combustion engine is given during output of power from the electric motor to the drive shaft,
(A) setting a required torque required for the drive shaft based on the operation of the operator;
(B) The required torque is controlled while driving the electric power drive input / output means so that the internal combustion engine is cranked, and canceling the torque acting as a reaction force on the drive shaft accompanying the cranking of the internal combustion engine. Driving and controlling the electric motor to be output to the drive shaft;
(C) controlling fuel supply and ignition to the internal combustion engine with the cranking;
(D) At the time of the first explosion of the internal combustion engine, the gist is to drive and control the motor so that a torque smaller by a predetermined torque than the torque to be output from the motor is output.
[0016]
According to the control method of the power output apparatus of the present invention, the power power input / output means is driven and controlled so that the internal combustion engine is cranked, and the torque acting as a reaction force on the drive shaft is accompanied with the cranking of the internal combustion engine. The motor is driven and controlled so that the requested torque set based on the operation of the operator is output to the drive shaft while canceling, and the fuel supply and ignition to the internal combustion engine are controlled in accordance with the cranking. At the time of the first explosion, the motor is controlled to output a torque that is smaller than the torque that should be output from the motor by a predetermined torque, so the torque output to the drive shaft at the first explosion of the internal combustion engine is canceled with the predetermined torque. As a result, torque shock at the time of the first explosion of the internal combustion engine can be suppressed.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.
[0018]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 includes a crank angle θ from a crank position sensor 23a attached to the crankshaft 26, an intake air temperature Ta from an intake air temperature sensor 23b attached to the intake system, an intake air pressure Va from a negative pressure detection sensor 23c, An opening (throttle opening) SP of the throttle valve 23d from the throttle position sensor 23e, a cooling water temperature Tw from a cooling water temperature sensor 23f attached to the cooling system of the engine 22, and the like are input. Further, the engine ECU 24 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and transmits data on the operation state of the engine 22 as necessary for the hybrid. Output to the electronic control unit 70.
[0019]
The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
[0020]
The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.
[0021]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
[0022]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.
[0023]
The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.
[0024]
Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when starting the engine 22 that has been stopped will be described. FIG. 2 is a flowchart illustrating an example of a start time drive control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is executed when the engine 22 is instructed to start.
[0025]
When the start-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, and the like. A process of inputting data necessary for control, such as the crank angle θ and the rotational speeds Nm1, Nm2 of the motors MG1, MG2, is executed (step S100). Here, the rotational speed Ne and crank angle θ of the engine 22 are input from the engine ECU 24 by communication from the crank angle θ detected by the crank position sensor 23a and the rotational speed Ne calculated based on the crank angle θ. It was. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. I was supposed to.
[0026]
When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Then, the drive request power Pr * is set as the drive power to be output to the ring gear shaft 32a (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required drive power Pr * can be calculated by multiplying the set required torque Tr * by the rotational speed Nr of the ring gear shaft 32a. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.
[0027]
Subsequently, the torque command Tm1 * of the motor MG1 is set based on the input engine speed Ne and the crank angle θ (step S120). In the embodiment, the torque command Tm1 * is the rotational speed of the engine 22 as shown in an example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 when starting the engine 22 in FIG. It is set based on Ne and the crank angle θ. As shown in the figure, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after time t1 when the engine 22 is instructed to start, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that can stably motor the engine 22 to the torque command Tm1 * at the timing when any cylinder of the engine 22 reaches the expansion stroke after the time t2 when the engine speed Ne passes the resonance frequency. To reduce power consumption and reaction force in the ring gear shaft 32a as a drive shaft. Note that the timing of the expansion stroke can be determined by the crank angle θ. Then, a value 0 is set to the torque command Tm1 * from time t3 when the engine speed Ne reaches the control start engine speed Nref using rate processing. Then, the power generation torque is set in the torque command Tm1 * from time t5 when the complete explosion of the engine 22 is determined. Considering immediately after the engine 22 is instructed to start, a relatively large torque is set in the torque command Tm1 *.
[0028]
When the torque command Tm1 * of the motor MG1 is set, it is determined whether or not the rotational speed Ne of the engine 22 is greater than the control start rotational speed Nref (step S130). Considering immediately after the engine 22 is instructed to start, since the rotational speed Ne of the engine 22 is 0, a negative result is obtained in this determination. In this case, the process proceeds to step S190, and the deviation between the output limit Wout of the battery 50 and the power consumption (generated power) of the motor MG1 obtained by multiplying the set torque command Tm1 * of the motor MG1 by the current rotational speed Nm1 of the motor MG1. Is divided by the rotational speed Nm2 of the motor MG2 to calculate a torque limit Tmax as an upper limit of the torque that may be output from the motor MG2 by the following equation (1) (step S190), and the required torque Tr * and the torque command Tm1 Using * and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by the equation (2) (step S200), and the calculated torque limit Tmax and the temporary motor torque Tm2tmp are calculated. Is calculated by subtracting the correction torque Tα from the smaller torque. Is set as the torque command Tm2 * of the counter MG2 (step S210). Here, the correction torque Tα is set after the rotational speed Ne of the engine 22 becomes larger than the control start rotational speed Nref, and immediately after the engine 22 is instructed to start, the value 0 is set as an initial value. ing. Accordingly, here, the smaller one of the torque limit Tmax and the temporary motor torque Tm2tmp is set as the torque command Tm2 *. The above equation (2) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 before starting the engine 22, and FIG. It is a collinear diagram which shows the dynamic relationship between the rotation speed and torque of each rotation element of the power distribution integration mechanism 30 in the inside. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (2) can be easily derived by using the alignment chart of FIG. Note that the two thick arrows on the R axis in FIG. 6 indicate reaction forces acting on the ring gear shaft 32a as the drive shaft when the torque of the torque command Tm1 * is output from the motor MG1 and the engine 22 is cranked. And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Thus, by setting the torque command Tm2 * of the motor MG2, when the engine 22 is cranked by the motor MG1, it takes charge of the torque as a reaction force acting on the ring gear shaft 32a as the drive shaft and requests by the driver. Torque corresponding to the required torque Tr * can be output.
[0029]
[Expression 1]
Tmax = (Wout−Tm1 * · Nm1) / Nm2 (1)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (2)
[0030]
When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S220). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . Then, it is determined whether or not the engine 22 has completely exploded (step S230). When the explosion has not been completed, the process returns to step S100. Exit the routine.
[0031]
When the rotational speed Ne becomes larger than the control start rotational speed Nref in step S130, it is determined whether or not the torque command Tm1 * of the motor MG1 is 0 (step S140). As described above, the torque command Tm1 * of the motor MG1 is set to a value of 0 when the rotational speed Ne becomes equal to or higher than the control start rotational speed Nref. However, since the rate processing is performed, the rotational speed Ne is set to the control start rotational speed. Even if Nref or more, the value does not immediately become zero. In step S140, it is determined whether or not the torque command Tm1 * is actually 0. When the torque command Tm1 * is not 0, the processing after step S190 is executed.
[0032]
When the torque command Tm1 * becomes 0, the engine ECU 24 is instructed to start fuel injection control, ignition control, etc. (step S150), and it is determined whether or not the crank angle θ is within a predetermined angle θ1 to θ2. (Step S160). Here, the predetermined angle θ1 is slightly smaller than the crank angle at which the engine 22 outputs torque when the initial explosion of the engine 22 occurs at the first ignition timing after the fuel injection control or ignition control is started. (For example, 10 ° C. A or 20 ° C. A), and the predetermined angle θ2 is a timing at which torque is output from the engine 22 when the first explosion of the engine 22 occurs at the ignition timing subsequent to the initial ignition timing. Is set to an angle slightly larger than the crank angle (for example, 10 ° C. A or 20 ° C. A). That is, the range of the predetermined angles θ1 to θ2 is when the initial explosion is performed at the timing of torque output from the engine 22 when the first explosion is performed at the first ignition timing after the fuel injection control or ignition control is started, and at the next ignition timing. The timing of torque output from the engine 22 is set to be included. The reason why the engine 22 is set in this way is that the engine 22 often performs the first explosion at the first ignition timing or the next ignition timing. The reason for considering the timing of the first explosion will be described later.
[0033]
When the crank angle θ is not within the range of the predetermined angles θ1 to θ2, the value 0 is set to the correction torque Tα (step S170). When the crank angle θ is within the range of the predetermined angles θ1 to θ2, the correction torque Tα is set to the initial torque. Tfire is set (step S180). Here, the initial-explosion torque Tfire is set as a torque in a direction that cancels out the torque acting on the ring gear shaft 32a at the initial explosion of the engine 22. If the inertia based on the mass of the rotor of the motor MG1 is not taken into account, the crank of the engine 22 is theoretically set when the motor MG1 is driven and controlled by setting the torque command Tm1 * of the motor MG1 to 0. No torque acts on the ring gear shaft 32a even if power is input to or output from the carrier 34 of the power distribution and integration mechanism 30 to which the shaft 26 is connected. However, when the inertia based on the mass of the rotor of motor MG1 is taken into consideration, torque acts on ring gear shaft 32a with respect to sudden input / output of power to carrier 34. The initial explosion torque Tfire of the embodiment is set as a torque in a direction to cancel the torque acting on the ring gear shaft 32a. Here, the initial explosion torque Tfire can be determined by the state of the engine 22 at the first explosion. In the embodiment, the intake air temperature Ta detected by the intake air temperature sensor 23b, the intake pressure Va detected by the negative pressure detection sensor 23c, the shift position SP detected by the throttle position sensor 23e, and the coolant temperature sensor 23f are detected. It is set based on the operating parameters of the engine 22 such as the cooling water temperature Tw. In order to set the initial explosion torque Tfire with these operating parameters, the relationship between the initial explosion torque Tfire and the operational parameters in various states is obtained through experiments and the like, stored in the ROM 74 as a map, and detected. This can be done by deriving the initial explosion time torque Tfire using the obtained operation parameters and map. It is also possible to set the initial explosion torque Tfire by obtaining the degree of change of the initial explosion torque Tfire with respect to the change of each operation parameter as a correction coefficient and multiplying the basic torque by the correction coefficient for each operation parameter. The magnitude of the initial explosion torque Tfire varies depending on the characteristics of the engine 22 and the motor MG1.
[0034]
When the correction torque Tα is set in this way, the processing after step S190 is executed. In this case, since the correction torque Tα is set in step S210, the torque limit Tmax and the temporary motor torque Tm2tmp are compared, and the torque obtained by subtracting the set correction torque Tα from the smaller torque is the torque command of the motor MG2. Set as Tm2 *. Thus, by setting the torque command Tm2 * of the motor MG2 and controlling the drive of the motor MG2, the torque acting on the ring gear shaft 32a based on the mass of the rotor of the motor MG1 at the initial explosion of the engine 22 is controlled. Influence (torque shock and vibration accompanying this) can be suppressed.
[0035]
According to the hybrid vehicle 20 of the embodiment described above, when the crank angle θ including the timing of the first explosion of the engine 22 is within the range of the predetermined angles θ1 to θ2, the torque acting on the ring gear shaft 32a at the first explosion is taken into consideration. Since the motor MG2 is driven, it is possible to suppress a torque shock that may occur at the time of the initial explosion of the engine 22 and vibrations associated therewith. In addition, the fuel injection control and the ignition control of the engine 22 are performed after the engine speed Ne exceeds the control start engine speed Nref and the torque command Tm1 * of the motor MG1 becomes zero. The influence of time can be made small.
[0036]
In the hybrid vehicle 20 of the example, the first explosion occurred at the timing of torque output from the engine 22 and the next ignition timing when the crank angle θ was first exploded at the first ignition timing after the fuel injection control or ignition control was started. The torque TG2 * of the motor MG2 is corrected by setting the initial-explosion torque Tfire to the correction torque Tα when the torque output timing from the engine 22 is within a predetermined angle θ1 to θ2 range. When the crank angle θ is within the range of 10 to 40 ° C. before and after the timing of torque output from the engine 22 when the first explosion is performed at the first ignition timing after the fuel injection control or ignition control is started, or the next ignition Correction torque Tα when within the range of 10 to 40 ° C. before and after the timing of torque output from engine 22 at the time of the first explosion at the timing Set the first explosion torque Tfire may corrects the torque command Tm2 * of the motor MG2. In this case, when the first explosion of the engine 22 is detected at the first ignition timing after the fuel injection control or ignition control is started, the value 0 is set in the correction torque Tα setting based on the next ignition timing. It is preferable that
[0037]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 7) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected). In this case, the influence at the time of the first explosion of the engine 22 is suppressed via the road surface.
[0038]
In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.
[0039]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart showing an example of a start time drive control routine executed by the hybrid electronic control unit 70 of the embodiment;
FIG. 3 is an explanatory diagram showing an example of a required torque setting map.
4 is an explanatory diagram showing an example of a relationship between a torque command Tm1 * of a motor MG1 and a rotational speed Ne of the engine 22 when starting the engine 22. FIG.
FIG. 5 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 before the engine 22 is started.
6 is a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during cranking of the engine 22. FIG.
FIG. 7 is a configuration diagram illustrating a schematic configuration of a hybrid vehicle 120 according to a modification.
FIG. 8 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
[Explanation of symbols]
20, 120, 220 Hybrid vehicle, 22 engine, 23a crank position sensor, 23b intake air temperature sensor, 23c negative pressure detection sensor, 23d throttle valve, 23e throttle position sensor, 23f cooling water temperature sensor, 24 electronic control unit for engine (engine ECU), 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 electronic control unit for battery (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 3a, 63b, 64a, 64b Driving wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Power power input / output means connected to the output shaft of the internal combustion engine and the drive shaft, and outputting at least part of the power from the internal combustion engine to the drive shaft with input and output of power and power;
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
Requested torque setting means for setting a requested torque required for the drive shaft based on an operation by an operator;
When the internal combustion engine is instructed to start while the drive of the electric motor is being controlled so that the required torque is output to the drive shaft while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked. The power motive power input / output means is driven and controlled so that the required torque is output to the drive shaft while canceling the torque acting as a reaction force on the drive shaft in accordance with cranking of the internal combustion engine. Driving control of the electric motor, operation control of the internal combustion engine so that the internal combustion engine is started, and for a predetermined time including the timing of the first explosion of the internal combustion engine, a torque smaller than the torque to be output from the electric motor by a predetermined torque Start-up control means for driving and controlling the electric motor to be output;
A power output device comprising: 2. The power output apparatus according to claim 1, wherein the start-up control means is means for driving and controlling the electric motor using the timing of initial ignition of the internal combustion engine as the timing of initial explosion. 3. The power output apparatus according to claim 2, wherein the starting time control means is means for driving and controlling the electric motor with the predetermined time as a time during which a crank angle range including the timing of initial ignition of the internal combustion engine is included. 3. The start-up control means is means for driving and controlling the electric motor with the predetermined time as the time that elapses a crank angle range including the first ignition timing and the next ignition timing of the internal combustion engine. Power output device. 5. The start-up control means is means for drivingly controlling the power motive power input / output means so that torque is not output from the power motive power input / output means at the first ignition of the internal combustion engine. The power output apparatus described. 6. The power output apparatus according to claim 1, wherein the predetermined torque is set based on an inertia value in the power power input / output means. The predetermined torque setting means for setting the predetermined torque based on an operating parameter of the internal combustion engine including at least one of intake pressure, intake air temperature, and throttle opening at the time of initial ignition of the internal combustion engine. Power output device. The power power input / output means is connected to the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and is connected to the remaining shaft based on the power input / output to / from any two of the three shafts. The power output apparatus according to any one of claims 1 to 7, further comprising: a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft. An automobile mounted with the power output device according to any one of claims 1 to 8, wherein the drive shaft is mechanically connected to an axle. An internal combustion engine, and an electric power / power input / output means connected to the output shaft and the drive shaft of the internal combustion engine for outputting at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power and power; In a power output apparatus comprising: an electric motor capable of inputting / outputting power to / from the drive shaft; and an electric power driving input / output means and an electric storage means capable of exchanging electric power with the electric motor, with the operation of the internal combustion engine stopped. A control method when an instruction to start the internal combustion engine is given during output of power from the electric motor to the drive shaft,
(A) setting a required torque required for the drive shaft based on the operation of the operator;
(B) The required torque is controlled while driving the electric power drive input / output means so that the internal combustion engine is cranked, and canceling the torque acting as a reaction force on the drive shaft accompanying the cranking of the internal combustion engine. Driving and controlling the electric motor to be output to the drive shaft;
(C) controlling fuel supply and ignition to the internal combustion engine with the cranking;
(D) A control method for a power output device that drives and controls the electric motor so that a torque smaller by a predetermined torque than the torque to be output from the electric motor is output at the timing of the first explosion of the internal combustion engine.

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