JP2007145157A - Power output device, control method and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a shock at the time of starting an engine. <P>SOLUTION: When the fuel injection control or ignition control of the engine is started according to a starting instruction of the engine (step S100-step S140), suppression torque Tα for suppressing torque fluctuation acting on a driving shaft is set smaller as an elapsed time tstop from stopping the engine is shorter and as an altitude Al is higher (steps S150 and S160), and the engine is then started (steps S170-S210). By this, since the suppression torque Tα is set smaller as an elapsed time tstop is shorter and as an altitude Al is higher, or as the negative pressure of an intake system of the engine is larger and as the torque fluctuation acting on the driving shaft is smaller, excessive suppression torque Tα to torque fluctuation can be suppressed to suppress the shock at the time of starting the engine. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method therefor, and a vehicle.

Conventionally, as this type of power output device, 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. One that starts an engine has been proposed (see, for example, Patent Document 1). In this power output device, the engine is started while canceling the torque acting on the drive shaft with the start of the engine by the second motor, thereby suppressing torque fluctuations on the drive shaft.
JP-A-9-170533

  In general, in such a power output device, torque fluctuation occurs in the drive shaft due to the initial explosion of the engine when the engine is started. Therefore, control is performed to output a suppression torque that suppresses such torque fluctuation from the second motor. Yes. By the way, the torque fluctuation that occurs on the drive shaft due to the first explosion of the engine changes according to the negative pressure of the intake system of the engine, but in general, since control that takes into account such negative pressure of the intake system is not performed, it is appropriate There is a case where a shock is generated on the drive shaft without applying an appropriate suppression torque to the drive shaft.

  An object of the power output device, the control method thereof, and the vehicle of the present invention is to suppress the occurrence of a shock on the drive shaft when starting the internal combustion engine.

  The power output apparatus, the control method thereof, and the vehicle of the present invention employ the following means in order to achieve the above-described object.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Motoring means connected to the output shaft of the internal combustion engine and the drive shaft, and motoring the internal combustion engine with output of power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the electric motor;
Requested driving force setting means for setting the requested driving force required for the drive shaft;
Negative pressure detecting means for detecting the negative pressure of the intake system of the internal combustion engine when the operation is stopped;
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and the drive shaft is accompanied by an initial explosion when the internal combustion engine is started with a suppression torque based on the detected negative pressure. A starting time control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a torque fluctuation acting on the engine is suppressed and a driving force based on the required driving force is output to the drive shaft;
It is a summary to provide.

  In the first power output apparatus of the present invention, when an instruction to start the internal combustion engine is made, suppression based on the negative pressure of the intake system of the internal combustion engine when the internal combustion engine is motored and started and stopped. The internal combustion engine is configured such that torque fluctuations acting on the drive shaft due to the initial explosion when starting the internal combustion engine due to torque are suppressed, and a drive force based on the required drive force required for the drive shaft is output to the drive shaft. And the motoring means and the motor are controlled. The torque fluctuation that acts on the drive shaft with the first explosion when starting the internal combustion engine changes according to the negative pressure of the intake system of the internal combustion engine, so it is driven by the suppression torque based on the negative pressure of the intake system of the internal combustion engine. By suppressing the torque fluctuation acting on the shaft, the torque fluctuation can be appropriately suppressed, and the occurrence of a shock on the drive shaft can be suppressed. Note that “detecting the negative pressure of the intake system of the internal combustion engine” includes estimating the negative pressure of the intake system of the internal combustion engine based on other observation values and the like.

  In the first power output apparatus of the present invention, the control means may be means for controlling the suppression torque to be smaller as the detected negative pressure is larger. As the negative pressure in the intake system of the internal combustion engine increases, the torque fluctuation acting on the drive shaft decreases. Therefore, as the negative pressure in the intake system of the internal combustion engine increases, excessive torque acts on the drive shaft by reducing the suppression torque. The occurrence of shock can be suppressed.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Motoring means connected to the output shaft of the internal combustion engine and the drive shaft, and motoring the internal combustion engine with output of power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the electric motor;
Requested driving force setting means for setting the requested driving force required for the drive shaft;
An elapsed time detecting means for detecting an elapsed time since the internal combustion engine was stopped;
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and the drive shaft accompanies an initial explosion when starting the internal combustion engine with a suppression torque based on the detected elapsed time. A starting time control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a torque fluctuation acting on the engine is suppressed and a driving force based on the required driving force is output to the drive shaft;
It is a summary to provide.

  In the second power output device of the present invention, when an instruction to start the internal combustion engine is made, the internal combustion engine is motored and started, and the internal combustion engine is controlled by a suppression torque based on an elapsed time since the internal combustion engine was stopped. The internal combustion engine and the motoring means so that the torque fluctuation acting on the drive shaft with the first explosion at the time of starting is suppressed, and the drive force based on the required drive force required for the drive shaft is output to the drive shaft Control the motor. When the internal combustion engine is stopped, the negative pressure of the intake system of the internal combustion engine changes according to the elapsed time after the stop and the torque fluctuation accompanying the initial explosion of the internal combustion engine also changes. By suppressing the torque fluctuation acting on the drive shaft by the suppression torque based on the elapsed time, the torque fluctuation associated with the initial explosion of the internal combustion engine can be appropriately suppressed, and the occurrence of a shock on the drive shaft can be suppressed. Can do.

  In the second power output apparatus of the present invention, the control means may be means for controlling the suppression torque to be smaller as the detected elapsed time is shorter. The shorter the elapsed time since the internal combustion engine was stopped, the greater the negative pressure in the intake system of the internal combustion engine, and the smaller the torque fluctuation acting on the drive shaft due to the initial binding of the internal combustion engine. By reducing the suppression torque as the time is shorter, it is possible to suppress the excessive torque from acting on the drive shaft, and to suppress the occurrence of shock.

  In the first or second power output apparatus of the present invention, the motoring means is connected to three axes of the internal combustion engine, the drive shaft, and the rotary shaft, and is connected to any two of the three shafts. It may be a means provided with a triaxial power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power and a generator for inputting / outputting power to / from the rotating shaft.

  The vehicle of the present invention is the first or second power output device of the present invention according to any one of the aspects described above, that is, basically a power output device that outputs power to the drive shaft, A motoring means connected to the output shaft of the internal combustion engine and the drive shaft for motoring the internal combustion engine with power output to the drive shaft; and an electric motor capable of inputting and outputting power to the drive shaft Power storage means capable of exchanging electric power with the motoring means, the electric motor, required drive force setting means for setting the required drive force required for the drive shaft, and the internal combustion engine when the operation is stopped When a negative pressure detecting means for detecting a negative pressure of the intake system of the engine and an instruction to start the internal combustion engine are given, the internal combustion engine is started by motoring and is controlled by a suppression torque based on the detected negative pressure. Said The internal combustion engine and the motoring are controlled so that torque fluctuations acting on the drive shaft with an initial explosion when starting the combustion engine are suppressed, and a drive force based on the required drive force is output to the drive shaft. A first power output device according to the present invention, and a power output device that outputs power to a drive shaft, the internal combustion engine, and an output of the internal combustion engine Motoring means connected to the shaft and the drive shaft for motoring the internal combustion engine with output of power to the drive shaft, an electric motor capable of inputting and outputting power to the drive shaft, and the motoring means And a power storage means capable of exchanging electric power with the motor, a required driving force setting means for setting a required driving force required for the drive shaft, and a process for detecting an elapsed time since the internal combustion engine was stopped. time And when the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and the initial explosion occurs when the internal combustion engine is started by the suppression torque based on the detected elapsed time. The control at the time of starting that controls the internal combustion engine, the motoring means, and the electric motor so that the torque fluctuation acting on the drive shaft is suppressed and the drive force based on the required drive force is output to the drive shaft The second power output device of the present invention comprising the means is mounted, and the axle is connected to the drive shaft.

  Since the vehicle according to the present invention includes the first or second power output device of the present invention according to any one of the above-described aspects, an effect produced by the first or second power output device of the present invention, for example, generation of a shock It is possible to achieve the same effects as those that can suppress the above.

  Such a vehicle of the present invention includes an altitude detecting means for detecting an altitude, and the control means is configured to start the internal combustion engine by motoring and to detect the detected altitude when an instruction to start the internal combustion engine is given. It is also possible to control the torque so as to suppress the torque fluctuation acting on the drive shaft with the initial explosion when starting the internal combustion engine with the suppression torque based on the above. When the atmospheric pressure changes according to the altitude, the negative pressure of the intake system of the internal combustion engine changes, and the torque fluctuation acting on the drive shaft changes with the first explosion, so the internal combustion engine is started with the suppression torque based on the detected altitude By suppressing the torque fluctuation that occurs in the drive shaft with the initial explosion at the time of performing, it is possible to appropriately suppress the torque fluctuation and suppress the occurrence of shock. In such a vehicle of the present invention, the suppression torque may be controlled to be smaller as the detected altitude is higher. As the altitude increases, the atmospheric pressure decreases, so the negative pressure in the intake system of the internal combustion engine increases. When the negative pressure in the intake system of the internal combustion engine increases, torque fluctuations that occur on the drive shaft become smaller. Therefore, by controlling so that the degree of suppression torque suppression becomes smaller as the detected altitude is higher, excessive torque is driven. It can suppress acting on the shaft, and can suppress the occurrence of shock on the drive shaft.

The control method of the first power output device of the present invention is:
An internal combustion engine, motoring means connected to the output shaft and drive shaft of the internal combustion engine for motoring the internal combustion engine with output of power to the drive shaft, and power input / output to the drive shaft A power output device control method comprising: an electric motor; and the motoring means and an electric storage means capable of exchanging electric power with the electric motor,
When the internal combustion engine is instructed to start, the internal combustion engine is started by motoring, and the internal combustion engine is started by a suppression torque based on the negative pressure of the intake system of the internal combustion engine when the operation is stopped. The internal combustion engine and the motor are controlled such that torque fluctuations acting on the drive shaft accompanying the initial explosion are suppressed, and a drive force based on a required drive force required for the drive shaft is output to the drive shaft. The gist is to control the ring means and the electric motor.

  In the control method for the first power output apparatus of the present invention, when an instruction to start the internal combustion engine is given, the negative pressure of the intake system of the internal combustion engine when the internal combustion engine is motored and started and stopped. The torque fluctuation acting on the drive shaft with the initial explosion when starting the internal combustion engine is suppressed by the suppression torque based on the torque, and the drive force based on the required drive force required for the drive shaft is output to the drive shaft The internal combustion engine, the motoring means, and the electric motor are controlled. The torque fluctuation that acts on the drive shaft with the first explosion when starting the internal combustion engine changes according to the negative pressure of the intake system of the internal combustion engine, so it is driven by the suppression torque based on the negative pressure of the intake system of the internal combustion engine. By suppressing the torque fluctuation acting on the shaft, the torque fluctuation can be appropriately suppressed, and the occurrence of a shock on the drive shaft can be suppressed.

The control method of the second power output device of the present invention is:
An internal combustion engine, motoring means connected to the output shaft and drive shaft of the internal combustion engine for motoring the internal combustion engine with output of power to the drive shaft, and power input / output to the drive shaft A power output device control method comprising: an electric motor; and the motoring means and an electric storage means capable of exchanging electric power with the electric motor,
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and at the first explosion when the internal combustion engine is started with a suppression torque based on the elapsed time since the internal combustion engine was stopped. Accordingly, torque fluctuations acting on the drive shaft are suppressed, and the internal combustion engine, the motoring means, and the motor so that a drive force based on the required drive force required for the drive shaft is output to the drive shaft. The gist is to control the motor.

  In the control method for the second power output apparatus of the present invention, when an instruction to start the internal combustion engine is issued, the internal combustion engine is started by motoring and is controlled by a suppression torque based on an elapsed time after the internal combustion engine is stopped. The internal combustion engine is configured so that torque fluctuations acting on the drive shaft with the initial explosion when starting the internal combustion engine are suppressed, and a driving force based on the required driving force required for the driving shaft is output to the driving shaft. Control the motoring means and the motor. When the internal combustion engine is stopped, the negative pressure of the intake system of the internal combustion engine changes according to the elapsed time after the stop and the torque fluctuation accompanying the initial explosion of the internal combustion engine also changes. By suppressing the torque fluctuation acting on the drive shaft by the suppression torque based on the elapsed time, the torque fluctuation associated with the initial explosion of the internal combustion engine can be appropriately suppressed, and the occurrence of a shock on the drive shaft can be suppressed. Can do.

  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 hydrocarbon fuel such as gasoline or light oil, and detects various operating sensors of the engine 22, for example, an intake system negative pressure P in the intake manifold 22a. Operation control such as fuel injection control, ignition control, and intake air amount adjustment control is performed by an engine electronic control unit (hereinafter referred to as engine ECU) 24 that receives a signal from the negative pressure sensor 22b or 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 navigation device 65 includes a main body 67 containing a storage medium such as a hard disk in which map information 66 and the like are stored and a control unit having a communication port, a GPS antenna 68 for receiving information on the current position of the vehicle, and the current vehicle status. A touch panel display 69 that displays various information such as position information and a travel route to the destination and can input various instructions by the operator. When the destination is set by the operator, the map information 66 is displayed. A travel route to the destination is searched based on the current position of the vehicle and the destination, and the searched travel route is displayed on the display 69 to provide the travel route guidance. The map information 66 stores service information (tourist information, parking lots, etc.) and road information for each section in a database. The road information includes distance information, road width, altitude, type (general road). , Expressway), and slopes. The navigation device 65 communicates with the hybrid electronic control unit 70 and outputs various information such as the current position and altitude of the vehicle to the hybrid electronic control unit 70 as necessary.

  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. Nm1, Nm2, the rotational speed Ne of the engine 22, the input / output limits Win and Wout of the battery 50, the altitude of the local point Al from the navigation device 65, the elapsed time since the engine was stopped, the engine stop elapsed time tstop, A process of inputting data necessary for control such as an elapsed start start time tm as an elapsed time since the start is started is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) 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. As the engine stop elapsed time tstop, a time measured by a timer (not shown) from when the engine 22 is stopped is input. Further, as the start start elapsed time tm, a time measured by a timer (not shown) from when the engine 22 is instructed to start is input.

  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. 3 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 set from the start map using the rotation speed Ne of the engine 22 and the start start elapsed time tm (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 start start elapsed time tm 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 engine 22 is instructed to start, the rotational speed Ne of the engine 22 is smaller than the ignition start rotational speed Nfire, so that the process proceeds to step S170 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 S170), 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 S180), the calculated torque limit Tmin, set a plus suppression torque Tα to limits the tentative motor torque Tm2tmp at Tmax as the torque command Tm2 * of the motor MG2 (step S190). Here, the suppression torque Tα is set after the rotational speed Ne of the engine 22 becomes larger than the ignition start rotational 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 S200), 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 detonated (step S210). When the detonation has not been completed, the process returns to step S100. The hour drive control routine is terminated. 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 S130), the engine ECU 24 is instructed to start fuel injection control and ignition control (step S140), and is set based on the engine stop elapsed time tstop. The product of the correction coefficient K1 and the correction coefficient K2 set based on the altitude Al is set as the torque gain K (Step S150), and the preset normal-time suppression torque Tfire is multiplied by the torque gain K. The suppression torque Tα is set (step S160). The torque gain K will be described later. The normal 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 time of the first explosion of the engine 22. A value obtained by experiment or the like when a time sufficient to sufficiently recover the negative pressure in the intake manifold 22a of the engine 22 has elapsed after the engine is stopped is used as an initial value.

  Here, the torque gain K will be described. First, the correction coefficients K1 and K2 will be described. The correction coefficient K1 is a correction coefficient that corrects the normal time suppression torque Tfire based on the engine stop elapsed time tstop. In the embodiment, the relationship between the engine stop elapsed time tstop and the correction coefficient K1 is set in advance to set the correction coefficient K1. It is stored in the ROM 74 as a work map, and when the engine stop elapsed time tstop is given, the corresponding correction coefficient K1 is derived and set from the stored map. An example of the correction coefficient K1 setting map is shown in FIG. The correction coefficient K1 is set to a value 1 after the time t6 when the engine stop elapsed time tstop is estimated that the negative pressure in the intake system of the engine is restored to the normal negative pressure, and the engine stop elapsed time tstop is set to the time t6. When the engine stop elapsed time tstop is 0, that is, immediately after the engine 22 is stopped, that is, based on the suppression torque estimated from the negative pressure of the intake system immediately after the engine is stopped. Is set to be a predetermined value kref determined. This is because, as the engine stop elapsed time tstop becomes shorter, the negative pressure of the intake system of the engine 22 becomes larger, and the torque fluctuation acting on the drive shaft due to the initial explosion of the engine 22 becomes smaller, so the suppression torque Tα is made smaller than the normal suppression torque Tfire. This is because it is necessary to set a small torque. On the other hand, the correction coefficient K2 is a correction coefficient for correcting the normal time suppression torque Tfire based on the altitude Al at the local point. In the embodiment, the relationship between the altitude Al at the local point and the correction coefficient K2 is determined in advance. The map is stored in the ROM 74 as a K2 setting map, and when the altitude Al is given, the corresponding correction coefficient K2 is derived and set from the stored map. An example of the correction coefficient K2 setting map is shown in FIG. The correction coefficient K2 is set so as to decrease as the altitude Al increases. This is because as the altitude Al increases, the atmospheric pressure decreases and the negative pressure of the intake system of the engine 22 increases, so that it is necessary to set the suppression torque Tα to a torque smaller than the normal suppression torque Tfire. The torque gain K is obtained by multiplying the correction coefficient K1 set in this way by the correction coefficient K2, and is set to be smaller as the engine stop elapsed time tstop is shorter and as the altitude Al is higher. By using the torque gain K multiplied by the normal time suppression torque Tfire as the suppression torque Tα, the suppression torque Tα is set to be smaller as the engine stop elapsed time tstop is shorter and as the altitude Al is higher. .

  When the suppression torque Tα is set in this way, the processing after step S170 is executed, torque limits Tmin and Tmax as upper and lower limits of torque that may be output from the motor MG2 are calculated (step S170), and output from the motor MG2. Temporary motor torque Tm2tmp as a power torque is calculated (step S180), and a 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 S190), the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S200), and it is determined whether or not the engine 22 has completely exploded (step S210). If not, go to step S100 When the engine is completely exploded, it is determined that the engine 22 has been started, and the start-up drive control routine is terminated. As described above, the suppression torque Tα is set so as to decrease as the engine stop elapsed time tstop becomes shorter and the altitude Al becomes higher, and the start-time drive control is executed using the thus set suppression torque Tα. It is possible to suppress the occurrence of shock on the drive shaft due to excessive torque acting on the drive shaft due to the initial explosion of the engine 22.

  According to the hybrid vehicle 20 of the present embodiment described above, since the suppression torque Tα is set based on the engine stop elapsed time tstop and the altitude Al, the torque fluctuation that acts on the drive shaft due to the initial explosion of the engine 22 is set. The suppression torque Tα is appropriately set, and the occurrence of shock on the drive shaft can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the correction coefficient K1 is set to gradually decrease as the engine stop elapsed time tstop becomes shorter. However, the correction coefficient K1 tends to decrease as the engine stop elapsed time tstop becomes shorter, that is, the engine. 22 may be set so as to decrease as the negative pressure of the intake system 22 increases. For example, the engine stop elapsed time tstop may be set so as to decrease stepwise. Further, the correction coefficient K2 may be set so as to decrease as the altitude Al increases. For example, the correction coefficient K2 may be set so as to decrease stepwise as the altitude Al increases.

  In the hybrid vehicle 20 of the embodiment, the torque gain K is set based on the engine stop elapsed time tstop and the altitude Al, but the torque gain K is set using either the engine stop elapsed time tstop or the altitude Al. It may be set.

  In the hybrid vehicle 20 of the embodiment, the torque gain K is set based on the engine stop elapsed time tstop and the altitude Al, but the torque gain K may be set based on the negative pressure of the intake system of the engine 22. For example, the torque gain K may be set based on an intake system negative pressure P from the negative pressure sensor 22b or an estimated value obtained by estimating the negative pressure of the intake system of the engine 22 from other observed values. In this case, it is desirable to set the torque gain K so as to decrease as the negative pressure in the intake system of the engine 22 increases.

  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. 8) 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 explanatory drawing which shows an example of the correction coefficient K1 setting map. It is explanatory drawing which shows an example of the correction coefficient K2 setting map. 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, 22a intake manifold, 22b negative pressure sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integrated 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 electronics Control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, driving wheel, 64a, 64b wheel, 65 navigation device, 66 map information, 67 body, 68 GPS antenna, 6 Display, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 81 Shift lever, 82 Shift position sensor, 83 Accel pedal, 84 Accel 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;
Motoring means connected to the output shaft of the internal combustion engine and the drive shaft, and motoring the internal combustion engine with output of power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the electric motor;
Requested driving force setting means for setting the requested driving force required for the drive shaft;
Negative pressure detecting means for detecting the negative pressure of the intake system of the internal combustion engine when the operation is stopped;
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and the drive shaft is accompanied by an initial explosion when the internal combustion engine is started with a suppression torque based on the detected negative pressure. A starting time control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a torque fluctuation acting on the engine is suppressed and a driving force based on the required driving force is output to the drive shaft;
A power output device comprising:   The power output apparatus according to claim 1, wherein the control means is a means for controlling the suppression torque to be smaller as the detected negative pressure is larger. A power output device that outputs power to a drive shaft,
An internal combustion engine;
Motoring means connected to the output shaft of the internal combustion engine and the drive shaft, and motoring the internal combustion engine with output of power to the drive shaft;
An electric motor capable of inputting and outputting power to the drive shaft;
Power storage means capable of exchanging electric power with the motoring means and the electric motor;
Requested driving force setting means for setting the requested driving force required for the drive shaft;
An elapsed time detecting means for detecting an elapsed time since the internal combustion engine was stopped;
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and the drive shaft accompanies an initial explosion when starting the internal combustion engine with a suppression torque based on the detected elapsed time. A starting time control means for controlling the internal combustion engine, the motoring means, and the electric motor so that a torque fluctuation acting on the engine is suppressed and a driving force based on the required driving force is output to the drive shaft;
A power output device comprising:   The power output apparatus according to claim 3, wherein the control means is a means for controlling the suppression torque to be smaller as the detected elapsed time is shorter.   The motoring means is connected to three shafts of the internal combustion engine, the drive shaft, and the rotating shaft, and inputs / outputs power to the remaining shaft based on power input / output to / from any two of the three shafts. The power output device according to any one of claims 1 to 4, wherein the power output device comprises: a three-shaft power input / output means for generating power and a generator for inputting / outputting power to the rotary shaft.   A vehicle on which the power output device according to claim 1 is mounted and an axle is connected to the drive shaft. The vehicle according to claim 6, wherein
Elevation detection means for detecting elevation is provided,
When the start instruction of the internal combustion engine is issued, the control means is started when the internal combustion engine is motored and started, and when the internal combustion engine is started by the suppression torque based on the detected altitude. A vehicle that controls the torque fluctuations acting on the drive shaft to be suppressed.   The vehicle according to claim 7, wherein the control means is a means for controlling the suppression torque to be smaller as the detected altitude is higher. An internal combustion engine, motoring means connected to the output shaft and drive shaft of the internal combustion engine for motoring the internal combustion engine with output of power to the drive shaft, and power input / output to the drive shaft A power output device control method comprising: an electric motor; and the motoring means and an electric storage means capable of exchanging electric power with the electric motor,
When the internal combustion engine is instructed to start, the internal combustion engine is started by motoring, and the internal combustion engine is started by a suppression torque based on the negative pressure of the intake system of the internal combustion engine when the operation is stopped. The internal combustion engine and the motor are controlled such that torque fluctuations acting on the drive shaft accompanying the initial explosion are suppressed, and a drive force based on a required drive force required for the drive shaft is output to the drive shaft. A control method of a power output device for controlling a ring means and the electric motor. An internal combustion engine, motoring means connected to the output shaft and drive shaft of the internal combustion engine for motoring the internal combustion engine with output of power to the drive shaft, and power input / output to the drive shaft A power output device control method comprising: an electric motor; and the motoring means and an electric storage means capable of exchanging electric power with the electric motor,
When the internal combustion engine is instructed to start, the internal combustion engine is motored and started, and at the first explosion when the internal combustion engine is started with a suppression torque based on the elapsed time since the internal combustion engine was stopped. Accordingly, torque fluctuations acting on the drive shaft are suppressed, and the internal combustion engine, the motoring means, and the motor so that a drive force based on the required drive force required for the drive shaft is output to the drive shaft. A method for controlling a power output device that controls an electric motor.

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