JP2007137228A - Power output device and its control method, and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress torque variation that a driving shaft has in the first cycle of ignition of an engine. <P>SOLUTION: A hybrid automobile is constituted which output suppression torque Tfire for suppressing the torque variation that the driving shaft has in the first cycle of ignition of the engine from a motor connected to the driving shaft when the engine is started. In this case, a quantity ΔNm2 of variation in number of revolutions of the motor caused in the first cycle of the engine is computed (steps S300 to S340) and when the quantity ΔNm2 of variation in number of revolutions exceeds a range of a threshold ΔNth of the quantity of variation in number of revolutions with which a driver has a feeling of incompatibility (ΔNm2<-ΔNth or ΔNm2>ΔNth) about a value 0, the suppression torque Tfire is corrected in a direction wherein the variation in number Nm2 of revolution is suppressed (steps S350 to S370). Consequently, the suppression torque Tfire having been corrected is used when the engine is started next and later, the torque variation that the driving shaft has in the first cycle of the engine can be suppressed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method thereof, and an automobile.

Conventionally, as this type of power output apparatus, an engine and a first motor are connected to a drive shaft via a planetary gear mechanism, a second motor is connected to the drive shaft, and the engine is motored by the first motor. There has been proposed one that starts an engine while canceling torque acting on a drive shaft with the start of the engine by a second motor (see, for example, Patent Document 1). In this power output device, power consumption can be suppressed by limiting the maximum value of the torque of the first motor when the engine is cold.
Japanese Patent Laid-Open No. 11-153075

  In general, in such a power output device, when starting the engine, a suppression torque for suppressing torque fluctuations generated in the drive shaft due to the initial explosion of the engine is obtained in advance through experiments or the like. Is controlled to suppress torque fluctuation. However, torque fluctuation at the time of the first explosion may change due to aging of the engine and the like, and since there is individual difference in such aging, even if a preset suppression torque is output from the second motor, the drive shaft Torque fluctuation may occur. In an automobile equipped with such a power output device, such torque fluctuations give the driver a sense of incongruity, so it is desirable to be suppressed as much as possible.

  An object of the power output apparatus, the control method thereof, and the automobile of the present invention is to suppress torque fluctuation at the first explosion when starting an internal combustion engine.

  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.

The power output apparatus of the present invention is
A power output device capable of outputting 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 for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of power and power;
An electric motor for inputting and outputting power to the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
A rotational speed detection means for detecting the rotational speed of the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When starting the internal combustion engine, the internal combustion engine is started by being motored, and a suppression torque for suppressing torque fluctuations generated in the drive shaft due to an initial explosion when starting the internal combustion engine is applied to the drive shaft. Control means for controlling the internal combustion engine, the power drive input / output means and the electric motor so that a driving force based on the set required driving force is output to the drive shaft.
Suppression torque correction means for correcting the suppression torque used at the time of starting the internal combustion engine from the next time on the basis of the rotation speed detected by the rotation speed detection means at the timing of the first explosion;
It is a summary to provide.

  In the power output apparatus of the present invention, when starting the internal combustion engine, the internal combustion engine is motored and started, and the suppression torque for suppressing the torque fluctuation generated in the drive shaft due to the initial explosion when starting the internal combustion engine Is output to the drive shaft, and the internal combustion engine, the power drive input / output means and the electric motor are controlled so that the drive force based on the set required drive force is output to the drive shaft, and is detected at the timing of the first explosion. Based on the number of revolutions, the suppression torque used when starting the internal combustion engine after the next time is corrected. If the suppression torque is excessive or insufficient, torque fluctuations that occur on the drive shaft due to the initial explosion cannot be sufficiently suppressed. By correcting the suppression torque used at this time, the suppression torque can be set to an appropriate value when the internal combustion engine is started next time, and torque fluctuations generated on the drive shaft can be suppressed.

  In such a power output apparatus of the present invention, the suppression torque correction means may correct the suppression torque based on the detected fluctuation amount of the rotational speed. If it carries out like this, at the time of the start of the internal combustion engine after the next time, the suppression torque corrected based on the fluctuation amount of the rotation speed of the electric motor can be output to the drive shaft.

  Further, in the power output device of the present invention, the suppression torque correction means corrects the suppression torque to be small when the detected rotational speed decreases by a predetermined rotational speed or more, and the detected rotational speed is It can also be a means for correcting the suppression torque to increase when the rotational speed increases by a predetermined number of revolutions or more. If it carries out like this, the suppression torque which suppresses the fluctuation | variation of the rotation speed of an electric motor at the time of starting of the internal combustion engine after the next time can be output to a drive shaft.

  Further, 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 connected to any two of the three shafts. It may be a means provided with a three-shaft power input / output means for inputting / outputting power to the remaining shaft based on the input / output power and a generator for inputting / outputting power to / from the third shaft. .

  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 capable of outputting power to a drive shaft. Power power input / output means connected to the output shaft and the drive shaft for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power, and power input / output to / from the drive shaft A request for setting a required driving force required for the drive shaft, an electric motor, the electric power drive input / output means, an electric storage means for exchanging electric power with the electric motor, a rotational speed detection means for detecting the rotational speed of the electric motor When starting the internal combustion engine with the driving force setting means, the internal combustion engine is started by being motored, and a suppression for suppressing torque fluctuations generated in the drive shaft due to the initial explosion when starting the internal combustion engine torque Control means for controlling the internal combustion engine, the electric power drive input / output means and the electric motor so that a driving force based on the set required driving force is outputted to the driving shaft, and output to the driving shaft; Equipped with a power output device comprising suppression torque correction means for correcting the suppression torque used at the time of starting the internal combustion engine from the next time on the basis of the rotation speed detected by the rotation speed detection means at the timing of the first explosion The gist of the invention is that the axle is connected to the drive shaft.

  In this automobile of the present invention, the power output device of the present invention according to any one of the aspects described above is mounted, so that the power output device of the present invention has an effect, for example, when the internal combustion engine is started after the next time. It is possible to achieve the same effect as the effect of suppressing the generated torque fluctuation.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine; power power input / output means connected to an output shaft and a drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; and the drive shaft An electric motor for inputting / outputting power to the motor, an electric power input / output means, an electric storage means for exchanging electric power with the electric motor, and a rotational speed detecting means for detecting the rotational speed of the electric motor. A power output device control method capable of outputting
When starting the internal combustion engine, the internal combustion engine is started by being motored, and a suppression torque for suppressing torque fluctuations generated in the drive shaft due to an initial explosion when starting the internal combustion engine is applied to the drive shaft. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on a requested driving force required for the driving shaft is output to the driving shaft.
The gist is to correct the suppression torque used at the time of starting the internal combustion engine from the next time onward based on the rotational speed detected by the rotational speed detection means at the timing of the first explosion.

  In the control method for the power output apparatus of the present invention, when starting the internal combustion engine, the internal combustion engine is started by motoring, and torque fluctuations that occur in the drive shaft due to the initial explosion when starting the internal combustion engine are suppressed. The internal combustion engine, the power drive input / output means, and the electric motor are controlled so that the control torque is output to the drive shaft and the drive force based on the required drive force required for the drive shaft is output to the drive shaft. Based on the number of revolutions detected at this timing, the suppression torque used when starting the internal combustion engine after the next time is corrected. If the suppression torque is excessive or insufficient, torque fluctuations that occur on the drive shaft due to the initial explosion cannot be sufficiently suppressed. By correcting the suppression torque used at this time, the suppression torque can be set to an appropriate value when the internal combustion engine is started next time, and torque fluctuations generated on the drive shaft can be suppressed.

  Next, the best mode for carrying out 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.

  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 is in communication 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, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged 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.

  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.

  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.

  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.

  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.

  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 showing an example of a start-time drive control routine executed by the hybrid electronic control unit 70. This routine is executed when the engine 22 is instructed to start.

  When the start-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. A process of inputting data necessary for control, such as Nm1, Nm2, the rotational speed Ne of the engine 22 and the input / output limits Win, Wout of the battery 50, is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23a attached to the crankshaft 26, and is input from the engine ECU 24 by communication. 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. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  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. And the required power Pr * are set (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. 4 shows an example of the required torque setting map. The required power Pr * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. 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.

  Subsequently, the torque command Tm1 * of the motor MG1 is derived from the start map using the rotation speed Ne of the engine 22 and the elapsed time t from the start of start (step S120). The start map is a map in which the relationship between the torque command Tm1 * of the motor MG1 when starting the engine 22, the rotational speed Ne of the engine 22 and the elapsed time t from the start of the start is set. FIG. 4 shows an example of the start map. In the start map, as shown in FIG. 4, a relatively large torque is quickly set in the torque command Tm1 * using a rate process immediately after the time t1 when the start instruction of the engine 22 is given, and the rotational speed Ne of the engine 22 is set. Increase quickly. The engine 22 can be stably motored at the ignition start rotational speed Nfire or more at a time t2 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Here, the ignition start rotation speed Nfire is set to a rotation speed larger than the resonance rotation speed band, for example, 1000 rpm or 1200 rpm in the embodiment. Then, from time t3 when the engine speed Ne reaches the ignition start engine speed Nfire, the torque command Tm1 * is quickly set to the value 0 using rate processing, and from time t4 when the complete explosion of the engine 22 is determined. Is set to the torque command Tm1 *. In this way, immediately after the engine 22 is instructed to start, a large torque is set in the torque command Tm1 * of the motor MG1, and the engine 22 is motored, so that the engine 22 is quickly rotated to the ignition start rotational speed Nfire or more. Can be started.

  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 ignition start rotational speed Nfire (step S130). Immediately after the start instruction of the engine 22 is made, the rotational speed Ne of the engine 22 is smaller than the ignition start rotational speed Nfire, so the process proceeds to step S160, and the input / output limits Win and Wout of the battery 50 are set. Torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 by the rotational speed Nm2 of the motor MG2. Torque limits Tmin and Tmax as upper and lower limits are calculated by the following equations (1) and (2) (step S160), and the required torque Tr *, torque command Tm1 *, and gear ratio ρ of the power distribution and integration mechanism 30 are calculated. Calculate temporary motor torque Tm2tmp as torque to be output from motor MG2 using equation (3). (Step S170), the calculated torque limit Tmin, set a plus correction torque Tα to limits the tentative motor torque Tm2tmp at Tmax as the torque command Tm2 * of the motor MG2 (step S180). Here, the correction torque Tα is set after the rotation speed Ne of the engine 22 becomes larger than the ignition start rotation speed Nfire, and a value 0 is set as an initial value. Here, the above formula (3) is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. FIG. 5 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. 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 dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (3) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate torque as a reaction force that acts on the ring gear shaft 32a as a drive shaft when the motor MG1 outputs torque of the torque command Tm1 * and motors the engine 22. The torque Tm2 * output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Thus, by setting the torque command Tm2 * of the motor MG2, the driver waits for the torque as the reaction force acting on the ring gear shaft 32a as the drive shaft when the motor 22 is motored by the motor MG1, and the driver Torque corresponding to the requested torque Tr * requested can be output.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (2)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and the start-up drive control routine is terminated. . 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 S200). When the explosion has not been completed, the process returns to step S100. The control routine ends. Here, when the rotational speed Ne of the engine 22 is smaller than the ignition start rotational speed Nfire, the start of fuel injection control or ignition control of the engine 22 is not instructed, and the process returns to step S100.

  When the rotational speed Ne of the engine 22 becomes larger than the ignition start rotational speed Nfire (step S160), the engine ECU 24 is instructed to start fuel injection control or ignition control (step S140), and the suppression torque Tfire is set as the correction torque Tα (step S140). Step S150). Here, the suppression torque Tfire is set as a torque in a direction to suppress the torque acting on the ring gear shaft 32a when power is suddenly input / output to / from the carrier 34 at the first explosion of the engine 22. When this routine is executed, a value obtained by an experiment or the like in advance is used as the initial value.

  When the suppression torque Tfire is thus set, the processing after step S160 is executed to calculate torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 (step S160) and output from the motor MG2. Temporary motor torque Tm2tmp as power torque is calculated (step S170), and the value obtained by adding suppression torque Tα to the value obtained by limiting temporary motor torque Tm2tmp with calculated torque limits Tmin and Tmax is set as torque command Tm2 * of motor MG2. (Step S180), the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S190), and it is determined whether or not the engine 22 has completely exploded (step S200). If not, step S100 Return, when they are complete explosion ends the start-time drive control routine determines that the start completion of the engine 22.

  Next, a process for correcting the suppression torque Tfire set as the correction torque Tα in the process of step S150 of the start-time drive control routine illustrated in FIG. 2 will be described. FIG. 6 is a flowchart showing an example of a suppression torque correction routine executed by the hybrid electronic control unit 70. This routine is executed immediately after the start-up drive control routine is instructed by the engine ECU 24 to start fuel injection control or ignition control (step S140).

  When the suppression torque correction routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the rotational speed Nm2 of the motor MG2 (step S300), and the input rotational speed Nm2 is set to the control starting rotational speed N1. (Step S310), and after waiting for the first explosion of the engine 22, the rotation speed Nm2 of the motor MG2 at the time of the first explosion is input (steps S320 and S330), the rotation speed N1 at the start of control and the motor MG2 at the time of the first explosion A rotational speed fluctuation amount ΔNm2 as a difference from the rotational speed Nm2 is calculated (step S340).

  Subsequently, it is determined whether or not the rotational speed fluctuation amount ΔNm2 is within the range of the rotational speed fluctuation amount threshold value ΔNth of the motor MG2 that makes the driver feel uncomfortable with the value 0 as the center (step S350). Here, the determination using the rotational speed fluctuation amount ΔNm2 is made when the suppression torque Tfire is set without excess or deficiency with respect to the torque acting on the ring gear shaft 32a as the drive shaft by the initial explosion of the engine 22. In the initial explosion of the engine 22, the rotational speed Nm2 of the motor MG2 does not change, but when the suppression torque Tfire is excessive or insufficient with respect to the torque acting on the drive shaft by the initial explosion of the engine 22, the motor 22 This is because fluctuations in the rotational speed of MG2 occur, and therefore it is possible to estimate the excess or deficiency of the suppression torque Tfire from the rotational speed fluctuation amount ΔNm2. When the rotational speed fluctuation amount ΔNm2 is within the range of the threshold value ΔNth centered on the value 0 (−ΔNth ≦ ΔNm2 ≦ ΔNth) (step S350), the suppression torque Tfire is set without excess or deficiency and the suppression torque Tfire needs to be corrected. It is determined that there is no data, and this routine is terminated.

  On the other hand, when the rotational speed fluctuation amount ΔNm2 is smaller than the value −ΔNth (ΔNm2 <−ΔNth), it is determined that the set suppression torque Tfire is excessive and the suppression torque Tfire needs to be reduced, and the suppression torque Tfire is determined. Is reduced by a predetermined value Td (steps S350 and S360). When the rotational speed fluctuation amount ΔNm2 is larger than the value ΔNth (ΔNm2> ΔNth), the rotational speed fluctuation amount ΔNm2 increases by the threshold value ΔNth. If it is determined that the set suppression torque Tfire is insufficient and it is necessary to increase the suppression torque Tfire, the correction torque Tfire is corrected to increase by the value Td (steps S350 and S370). End the routine. Thus, the set suppression torque Tfire is excessive or deficient because the torque acting on the ring gear shaft 32a at the time of the first explosion of the engine 22 changes due to aging of the engine 22 and the like. This is because there is an individual difference in secular change, and therefore the suppression torque Tfire may be excessive or insufficient even if the suppression torque Tfire obtained in advance through experiments or the like is set. By correcting the suppression torque Tfire in this way, when the next start instruction is issued, the suppression torque Tfire corrected in the process of step S150 of the above-described start time control routine is set as the correction torque Tα. When the engine 22 is started next time, a torque shock generated on the drive shaft can be suppressed. In the process of step S360 and the process of step S370, only the suppression torque Tfire is corrected so as to increase or decrease by the value Td. Therefore, the torque shock can be suppressed when the engine 22 is started next time without the correction value. Sometimes it is not possible. In such a case, since the suppression torque Tfire is corrected every time the engine 22 is started and the suppression torque correction routine is executed next time, the suppression torque Tfire is a value suitable for gradually suppressing the torque shock. become.

  According to the hybrid vehicle 20 of the present embodiment described above, the suppression torque Tfire is corrected based on the fluctuation amount ΔNth of the rotational speed Nm2 of the motor MG2 at the time of the first explosion of the engine 22, and the engine 22 is started next time. The start-time drive control is executed using the suppression torque Tfire corrected at this time. By so doing, it is possible to suppress torque fluctuations that occur in the ring gear shaft 32a serving as the drive shaft due to the initial explosion of the engine 22 when the engine 22 is started next time.

  In the hybrid vehicle 20 of the embodiment, the suppression torque Tfire is corrected so as to increase or decrease by the value Td in the processing in step S360 or the processing in step S370. However, the suppression torque Tfire is increased by a predetermined gain to the rotational speed fluctuation amount ΔNm2. It is good also as what correct | amends so that only the multiplied value may be increased / decreased.

  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 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.

  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.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of start performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of a starting map. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; It is a flowchart which shows an example of the suppression torque correction | amendment routine performed by the electronic control unit for hybrids 70 of an Example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 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, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution 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 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 2 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (6)

A power output device capable of outputting 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 for inputting / outputting power to / from the output shaft and the drive shaft together with input / output of power and power;
An electric motor for inputting and outputting power to the drive shaft;
A power storage means for exchanging power with the power drive input / output means and the motor;
A rotational speed detection means for detecting the rotational speed of the electric motor;
Required driving force setting means for setting required driving force required for the drive shaft;
When starting the internal combustion engine, the internal combustion engine is started by being motored, and a suppression torque for suppressing torque fluctuations generated in the drive shaft due to an initial explosion when starting the internal combustion engine is applied to the drive shaft. Control means for controlling the internal combustion engine, the power drive input / output means and the electric motor so that a driving force based on the set required driving force is output to the drive shaft.
Suppression torque correction means for correcting the suppression torque used at the time of starting the internal combustion engine from the next time on the basis of the rotation speed detected by the rotation speed detection means at the timing of the first explosion;
A power output device comprising:   The power output apparatus according to claim 1, wherein the suppression torque correction unit is a unit that corrects the suppression torque based on the detected fluctuation amount of the rotational speed.   The suppression torque correction means corrects the suppression torque so that the suppression torque decreases when the detected rotational speed decreases by a predetermined value or more, and suppresses when the detected rotational speed increases by the predetermined value or more. 2. The power output apparatus according to claim 1, which is means for correcting the torque to be increased.   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 3, 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 having the power output device according to any one of claims 1 to 4 mounted thereon and connected to an axle to the drive shaft. An internal combustion engine; power power input / output means connected to an output shaft and a drive shaft of the internal combustion engine for inputting / outputting power to / from the output shaft and the drive shaft with input / output of power and power; and the drive shaft An electric motor for inputting / outputting power to the motor, an electric power input / output means, an electric storage means for exchanging electric power with the electric motor, and a rotational speed detecting means for detecting the rotational speed of the electric motor. A power output device control method capable of outputting
When starting the internal combustion engine, the internal combustion engine is started by being motored, and a suppression torque for suppressing torque fluctuations generated in the drive shaft due to an initial explosion when starting the internal combustion engine is applied to the drive shaft. Controlling the internal combustion engine, the power drive input / output means, and the electric motor so that a driving force based on a requested driving force required for the driving shaft is output to the driving shaft.
A control method for a power output device, wherein a suppression torque used for starting the internal combustion engine from the next time onward is corrected based on the rotation speed detected by the rotation speed detection means at the timing of the first explosion.

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