JP2008201350A - Vehicle and its control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress torque shock accompanying start when a vehicle starts involving the start of an internal combustion engine, and to perform the start smoothly. <P>SOLUTION: When the vehicle starts involving the start of the engine, fuel injection control and ignition control are started by motoring the engine, corrective torque Tα for canceling the torque acting on a driving shaft with initial explosion with the timing of the initial explosion of the engine is set (S220-S270), predetermined torque Tset capable of being continuously output is set to a torque limit Tlim as an upper limit of the motor torque without causing thermal problem in a motor or and invertor (S170), a torque command Tm2* of the motor is set based on the corrective torque Tα and torque limit Tlim (S180-S210), and the correction of the corrective torque Tα is completed, the torque for the start time exceeding the predetermined torque Tset only for a predetermined time T is set to the torque limit Tlim (S150 and S160). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention is connected to an internal combustion engine and a drive shaft connected to an axle, and is connected to an output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive with input and output of electric power and power. The present invention relates to a vehicle including an electric power input / output unit capable of inputting / outputting power to / from a shaft and the output shaft, and an electric motor for inputting / outputting power to / from the drive shaft, and a control method thereof.

Conventionally, for this type of vehicle, when starting a hill, the current command value applied to the motor is increased beyond the maximum current in the normal use area, and when the motor starts rotating and the hill starts, There has been proposed one that returns the value to a maximum current or less (see, for example, Patent Document 1). In this vehicle, when starting on a hill, the current command value applied to the motor is increased beyond the maximum current, so that a torque larger than usual can be output from the motor to smoothly start a steep hill. I can do it. An engine, a planetary gear in which a ring gear is connected to a drive shaft connected to the axle when the carrier is connected to the crankshaft of the engine, a first motor that inputs and outputs power to the sun gear of the planetary gear; In a vehicle including a second motor that inputs and outputs power to the drive shaft, a predetermined torque including a timing of the first explosion of the engine is output from the second motor when the engine is started. It has been proposed (see, for example, Patent Document 1). In this vehicle, when the engine is started, a torque that is smaller by a predetermined torque is output from the second motor at a predetermined time including the timing of the initial explosion of the engine. By canceling the torque, the torque shock associated with the first explosion of the engine can be suppressed.
JP 2002-271903 A JP-A-2005-030281

  In the vehicle of the type including the engine, the planetary gear, and the two motors described above, when starting with the start of the engine, the control to reduce the torque from the second motor at the timing of the first explosion of the engine and the second motor Considering the use of a control that increases the torque of the engine beyond the maximum current in the normal use region, these controls may interfere with each other, and the torque shock associated with the initial explosion of the engine may not be suppressed or the road surface gradient Depending on the situation, you may not be able to start smoothly.

  An object of the vehicle and the control method thereof of the present invention is to suppress a shock associated with the start of the internal combustion engine and start smoothly when starting with the start of the internal combustion engine.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

The vehicle of the present invention
An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor for inputting and outputting power to the drive shaft;
When starting with the internal combustion engine stopped, the electric motor is configured to output a starting torque larger than the torque that can be continuously output from the electric motor with the drive shaft stopped. When starting with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the timing of the first explosion when starting the internal combustion engine, the drive with the first explosion is performed. After starting control for controlling the internal combustion engine, the electric power power input / output means, and the electric motor so that a correction torque opposite to the torque acting on the shaft is output from the electric motor, the starting torque is applied to the electric motor. And a starting time control means for controlling the electric motor so as to be output from the vehicle.

  In the vehicle of the present invention, when starting with the internal combustion engine stopped, a starting torque larger than the torque that can be continuously output from the electric motor with the drive shaft stopped is output from the electric motor. When the motor is controlled to start with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the time of the first explosion when the internal combustion engine is started, it acts on the drive shaft with the first explosion. The motor is controlled so that the starting torque is output from the motor after executing the start control for controlling the internal combustion engine, the power power input / output means and the motor so that the correction torque in the direction opposite to the torque to be output is output from the motor. . Therefore, it is possible to suppress the start control and the start control from interfering with each other. As a result, when starting with the start of the internal combustion engine, the shock accompanying the start of the internal combustion engine can be suppressed and the start can be performed smoothly.

  Such a vehicle of the present invention includes target torque setting means for setting a target torque to be output from the electric motor based on a required torque required for traveling, and the start time control means uses the start time torque as an upper limit. It may be a means for controlling the electric motor so that a torque that limits the set target torque is output from the electric motor. If it carries out like this, it can respond | correspond to the request torque requested | required for driving | running | working within the range for the torque for start.

  In the vehicle of the present invention, the starting time control means may be means for controlling the electric motor so that the starting torque is output from the electric motor over a predetermined time. By so doing, it is possible to suppress the occurrence of problems in the electric motor and its drive circuit when outputting the starting torque from the electric motor.

  Further, in the vehicle of the present invention, the power driving input / output means is connected to three axes of a generator for inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and a driving shaft. It may be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on power input / output to / from any two of the shafts.

The vehicle control method of the present invention includes:
Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power A control method for a vehicle, comprising: an electric power input / output means capable of inputting / outputting power to / from a shaft; and an electric motor for inputting / outputting power to / from the drive shaft,
When starting with the internal combustion engine stopped, the electric motor is configured to output a starting torque larger than the torque that can be continuously output from the electric motor with the drive shaft stopped. When starting with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the timing of the first explosion when starting the internal combustion engine, the drive with the first explosion is performed. After starting control for controlling the internal combustion engine, the electric power power input / output means, and the electric motor so that a correction torque opposite to the torque acting on the shaft is output from the electric motor, the starting torque is applied to the electric motor. The gist is to control the electric motor so that it is output from the motor.

  According to the vehicle control method of the present invention, when starting with the internal combustion engine stopped, the starting torque is larger than the torque that can be continuously output from the electric motor with the drive shaft stopped. The motor is controlled so that it is output from the engine, and when starting with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the time of the first explosion when starting the internal combustion engine, After starting control for controlling the internal combustion engine, the power power input / output means and the motor so that a correction torque opposite to the torque acting on the drive shaft is output from the motor, the starting torque is output from the motor. Control the motor. Therefore, it is possible to suppress the start control and the start control from interfering with each other. As a result, when starting with the start of the internal combustion engine, the shock accompanying the start of the internal combustion engine can be suppressed and the start can be performed smoothly.

  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 the configuration of a hybrid vehicle 20 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 drive system of the vehicle.

  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 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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 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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above.

  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 position Acc, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88 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 thus configured, particularly the operation when starting with the start of the engine 22 will be described. FIG. 2 is a flowchart showing an example of a start time control routine executed by the hybrid electronic control unit 70. This routine is performed for a predetermined time from when the accelerator pedal 83 is depressed while the engine 22 is stopped and the vehicle speed V is 0, until the vehicle travels at a predetermined vehicle speed (for example, 5 km / h or more). It is repeatedly executed every time (for example, every several msec).

  When the start-up control routine is executed, the CPU 72 of the hybrid electronic control unit 70 firstly, the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, the engine A process of inputting data necessary for control such as the crank angle θ of the crankshaft 26 of 22, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input and output limits Win and Wout of the battery 50 is executed (step S100). Here, the crank angle θ of the engine 22 is detected by a crank position sensor (not shown) and input from the engine ECU 24 by communication. The rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) 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. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  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. Is 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.

  Subsequently, it is determined whether or not the engine 22 is to be started (step S120). This determination can be made, for example, by determining whether or not the accelerator opening Acc is equal to or greater than a predetermined opening Aref (for example, 80% or 90%). When the engine 22 is not started, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S130), and a value 0 is set to a correction torque Tα described later used when setting the torque command Tm2 * of the motor MG2. (Step S140), it is determined whether or not the elapsed time t from the start of torque output from the motor MG2 is less than the predetermined time T (step S150). When the elapsed time t is less than the predetermined time T, the elapsed time t Is set to a torque limit Tlim as an upper limit of torque that may be output from the motor MG2 for a smooth start (step S160), and when a predetermined time T has elapsed since the start of torque output from the motor MG2, torque is set. In a state where the motor MG2 has stopped rotating at the limit Tlim, the inverter 42 and the motor MG2 are thermally Setting a predetermined torque Tset as the upper limit of torque that can be output continuously from the motor MG2 without causing degree (step S170). Here, in the embodiment, the torque limit Tlim when the elapsed time t is less than the predetermined time T is determined in advance by determining the relationship between the elapsed time t from the start of torque output from the motor MG2 and the torque limit Tlim. As a map for use, it is stored in the ROM 74, and when this elapsed time t is given, the corresponding torque limit Tlim is derived and set from the map. An example of this map is shown in FIG.

  The deviation from the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1 is the rotational speed of the motor MG2. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing by Nm2 are calculated by the following equations (1) and (2) (step S180) and set to the required torque Tr * The torque command Tm1 * is divided by the gear ratio ρ of the power distribution and integration mechanism 30 and further divided by the gear ratio Gr of the reduction gear 35 to obtain a temporary torque Tm2tmp that is a temporary value to be output from the motor MG2. Is calculated by the following equation (3) (step S190), and the set temporary torque Tm2tmp is calculated by the equation (4) as the torque limit Tmin. By subtracting the further correction torque Tα to those limited by Tmax and torque limit Tlim calculating a torque command of the motor MG2 Tm2 * (step S200). With regard to the expression (3), since it is considered that the engine 22 starts without being started, the temporary motor torque Tm2tmp is calculated as the required torque Tr by calculation based on the expression (3) based on the torque command Tm1 * having a value of 0. A value obtained by dividing * by the gear ratio Gr of the reduction gear 35 is set. Regarding the expression (4), when the engine 22 is not started, the correction torque Tα is set to a value of 0. Therefore, the torque command Tm2 * has a value obtained by limiting the temporary torque Tm2tmp with the torque limits Tmin, Tmax and the torque limit Tlim. Is set.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (2)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (3)
Tm2 * = max (min (Tm2tmp, Tmax, Tlim), Tmin) -Tα (4)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S210), and the start time control routine ends. 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 *. . By such control, it is possible to start by outputting the required torque Tr * to the ring gear shaft 32a within the range of the input / output limits Win and Wout of the battery 50 and the range of the torque limit Tlim. In this torque limit Tlim, a starting torque larger than the predetermined torque Tset is set only for the predetermined time T, so that the starting can be smoothly performed regardless of the road surface gradient.

  When it is determined in step S120 that the engine 22 is to be started, a torque command Tm1 * for the motor MG1 is set based on the input engine speed Ne and the crank angle θ (step S220). In the embodiment, the torque command Tm1 * is the rotational speed of the engine 22 as shown in an example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 when starting the engine 22 in FIG. It is set based on Ne and the crank angle θ. As shown in the figure, a relatively large torque is set in the torque command Tm1 * using rate processing immediately after time t1 when the engine 22 is instructed to start, and the rotational speed Ne of the engine 22 is rapidly increased. Torque that can stably motor the engine 22 to the torque command Tm1 * at the timing when any cylinder of the engine 22 reaches the expansion stroke after the time t2 when the engine speed Ne passes the resonance frequency. To reduce power consumption and reaction force in the ring gear shaft 32a as a drive shaft. Note that the timing of the expansion stroke can be determined by the crank angle θ. Then, a value 0 is set to the torque command Tm1 * from time t3 when the engine speed Ne reaches the control start engine speed Nref using rate processing. Then, the power generation torque is set in the torque command Tm1 * from time t4 when the complete explosion of the engine 22 is determined.

  When the torque command Tm1 * of the motor MG1 is thus set, the engine speed Ne is then compared with the control start speed Nref (step S230). When the rotational speed Ne of the engine 22 is less than the control start rotational speed Nref, such as immediately after the engine 22 is instructed to start, a value 0 is set to the correction torque Tα (step S240), and a torque command for the motor MG2 by the correction torque Tα is set. It is determined whether or not the correction of Tm2 * has been completed (step S250). When the correction by the correction torque Tα has not yet started, it is determined that the correction by the correction torque Tα has not been completed, the predetermined torque Tset is set as the torque limit Tlim (step S170), and the input / output limit of the battery 50 is set. Torque limits Tmax and Tmin as upper and lower limits of the torque that may be output from the motor MG2 from Win and Wout are calculated by the above formulas (1) and (2) (step S180), and the required torque Tr * and the motor MG1 are calculated. Based on the torque command Tm1 * and the gear ratio ρ of the power distribution and integration mechanism 30, the temporary motor torque Tm2tmp to be output from the motor MG2 is calculated by the above-described equation (3) (step S190), and the temporary motor torque Tm2tmp is calculated as the torque. Limited by Tmax, Tmin and torque limit Tlim By reducing the correction torque Tα, the torque command Tm2 * of the motor MG2 is set by the above-described equation (4) (step S200), and the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210). This routine ends. The first term on the right side of Equation (3) above is a dynamic relational expression for the rotating elements of the power distribution and integration mechanism 30. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during motoring of the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (3) can be easily derived by using the alignment chart of FIG. Note that the two thick arrows on the R axis in FIG. 6 indicate reaction forces acting on the ring gear shaft 32a as the drive shaft when the torque of the torque command Tm1 * is output from the motor MG1 and the engine 22 is cranked. And the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. By setting the torque command Tm2 * of the motor MG2 in this way, the motor MG2 takes over the torque as a reaction force that acts on the ring gear shaft 32a as the drive shaft when the engine 22 is motored by the motor MG1 and operates. Torque based on the required torque Tr * requested by the person can be output.

  When the engine 22 is motored and the rotational speed Ne of the engine 22 becomes equal to or higher than the control start rotational speed Nref (step S230), an ignition control and fuel injection control start instruction is transmitted to the engine ECU 24 (step S250). The engine ECU 24 that has received an instruction to start ignition control or fuel injection control executes ignition control or fuel injection control in the engine 22.

  Subsequently, the value of the initial explosion flag F from the engine ECU 24 is checked (step S260). The initial explosion flag F is set to 0 as an initial value, and when a detected value from a crank position sensor (not shown) that detects the crank angle θ of the engine 22 is within a predetermined angular range where the initial explosion of the engine 22 occurs, that is, This is a flag that is set to a value of 1 when it is estimated that the engine 22 has exploded for the first time, and is input from the engine ECU 24 by communication. When the initial explosion flag F is 0, it is determined that the engine 22 has not made an initial explosion, and the correction torque Tα is set to 0 (step S240). When the initial explosion flag F is 1, the engine 22 It is determined that the first explosion has occurred, a predetermined torque Tfire is set as the correction torque Tα (step S270), the processes in steps S280 and S150 to S210 are executed, and this routine is terminated. As a result, when the engine 22 makes an initial explosion, a torque smaller by the correction torque Tα (predetermined torque Tfire) is set as the torque command Tm2 * of the motor MG2 in step S200. When the motor MG1 is driven and controlled by setting the torque command Tm1 * of the motor MG1 to 0 at the first explosion of the engine 22, the inertia due to the mass of the rotor of the motor MG1 must be considered. Although no torque acts on the ring gear shaft 32a, in reality, the torque acts on the ring gear shaft 32a due to the mass of the rotor of the motor MG1, and torque fluctuation occurs. The predetermined torque Tfire is set as a reverse torque having the same magnitude as the torque acting on the ring gear shaft 32a at the first explosion of the engine 22. Therefore, torque shock does not occur in the ring gear shaft 32a at the first explosion of the engine 22.

  When it is determined that the correction of the torque command Tm2 * by the correction torque Tα associated with the first explosion of the engine 22 is completed (step S280), when the elapsed time t after the correction is completed is less than the predetermined time T, In order to smoothly start based on the elapsed time t, the torque limit Tlim of the motor MG2 is set using the map of FIG. 4 described above so that a torque for starting that is larger than the predetermined torque Tset is output from the motor MG2. (Step S160) When the predetermined time T has elapsed after the correction is completed, the predetermined torque Tset is set in the torque limit Tlim (step S170), the processing after step S180 is executed, and this routine is ended.

  Thus, when starting with the start of the engine 22, the correction of the torque command Tm2 * by the correction torque Tα for canceling the torque acting on the ring gear shaft 32a with the initial explosion of the engine 22 is completed. The starting torque exceeding the predetermined torque Tset after waiting is set to the torque limit Tlim by the setting of the torque limit Tlim exceeding the predetermined torque Tset in step S160 and the correction torque Tα associated with the initial explosion of the engine 22 in step S270. If the correction of the torque command Tm2 * is performed at the same time, sufficient torque for starting the vehicle or when the torque acting on the ring gear shaft 32a due to the first explosion of the engine 22 cannot be canceled due to mutual interference. Is not output from the motor MG2. There will be a time lag until the starting torque exceeding the predetermined torque Tset is output from the motor MG2 after the driver depresses the accelerator pedal 83, but after the engine 22 is instructed to start. Since the time until the correction of the torque command Tm2 * for canceling the torque acting on the ring gear shaft 32a due to the first explosion of the engine 22 is completed is a short time (for example, 0.5 seconds), the driver is usually used. Never feel uncomfortable.

  FIG. 7 shows how the accelerator opening Acc, the engine speed Ne, the correction torque Tα, and the motor torque Tm2 * change with time when the engine 22 starts to start. As shown in the figure, when the accelerator pedal 83 is greatly depressed at the time t1 when the vehicle stops, the engine 22 is motored and the fuel injection control is performed when the rotational speed Ne becomes equal to or higher than the control start rotational speed Nref. And the ignition control is started, and at the timing of the first explosion of the engine 22 (time t2), the correction torque Tα for canceling the torque acting on the ring gear shaft 32a by the first explosion is output from the motor MG2. Then, at the time t3 when the output of the correction torque Tα ends, the starting torque exceeding the predetermined torque Tset is output from the motor MG2 until the time t4 when the predetermined time T elapses.

  According to the hybrid vehicle 20 of the embodiment described above, when starting with the engine 22 stopped, a torque for starting exceeding the predetermined torque Tset is output from the motor MG2 for a predetermined time T immediately. When the motor MG2 is controlled to start with the start of the engine 22, the engine 22 is motored to start fuel injection control and ignition control, and to the ring gear shaft 32a with the initial explosion of the engine 22. A torque command Tm2 * for the motor MG2 is corrected by the correction torque Tα for canceling the torque, and after waiting for this correction to end, a torque for starting exceeding the predetermined torque Tset is output from the motor MG2 for a predetermined time T. The motor MG2 is controlled so that the engine 22 is started when the engine 22 is started. A torque shock due to the initial combustion of 2 can be performed smoothly start be suppressed.

  In the hybrid vehicle 20 of the embodiment, the motor MG2 is attached to the ring gear shaft 32a as the drive shaft via the reduction gear 35. However, the motor MG2 may be directly attached to the ring gear shaft 32a, or Instead, the motor MG2 may be attached to the ring gear shaft 32a via a transmission such as a 2-speed, 3-speed, or 4-speed.

  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.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power / power input / output means”, the motor MG2 corresponds to a “motor”, and the engine 22 is operated. When starting in a stopped state, a torque for starting exceeding a predetermined torque Tset as an upper limit of torque that can be continuously output from the motor MG2 without causing a thermal failure of the inverter 42 or the motor MG2 is generated. The motor MG2 is controlled so as to be output from the motor MG2 over a predetermined time T, and when starting with the start of the engine 22, the engine 22 is motored to start fuel injection control and ignition control and the engine 22 Torque finger of the motor MG2 by the correction torque Tα for canceling the torque acting on the ring gear shaft 32a with the first explosion of The start time control routine of FIG. 2 for controlling the motor MG2 so that the motor MG2 outputs a torque for starting exceeding the predetermined torque Tset for a predetermined time T after correcting Tm2 * and waiting for the correction to end. The hybrid electronic control unit 70 that executes the above, the engine ECU 24 that controls the engine 22, and the motor ECU 40 that controls the motors MG1 and MG2 correspond to “starting time control means”. The motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. The anti-rotor motor 230 also corresponds to “power power input / output means”. Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. The “power power input / output means” is not limited to the combination of the power distribution and integration mechanism 30 and the motor MG1 or the counter-rotor motor 230, and is connected to the drive shaft connected to the axle. Any one is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and can input and output power to and from the drive shaft and the output shaft with input and output of electric power and power. It does not matter. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. The “control means” is an upper limit of torque that can be continuously output from the motor MG2 without causing the inverter 42 or the motor MG2 to thermally malfunction when starting with the engine 22 stopped. The motor MG2 is controlled by setting the torque command Tm2 * of the motor MG2 so that the starting torque exceeding the predetermined torque Tset is output from the motor MG2 over a predetermined time T, and the engine 22 is started. When starting, the engine 22 is motored to start fuel injection control and ignition control, and the torque of the motor MG2 is corrected by the correction torque Tα for canceling the torque that acts on the ring gear shaft 32a when the engine 22 is first exploded. After correcting the command Tm2 * and waiting until the correction is completed, the predetermined torque Ts is maintained for a predetermined time T. It is not limited to controlling the motor MG2 by setting the torque command Tm2 * so that a torque exceeding t is output from the motor MG2, and the drive shaft rotates when starting with the internal combustion engine stopped. The motor is controlled so that a starting torque larger than the torque that can be continuously output from the motor in a stopped state is output from the motor, and the internal combustion engine is motored when starting with the start of the internal combustion engine. The internal combustion engine and power power input / output means so that a correction torque opposite to the torque acting on the drive shaft at the time of the first explosion is output from the motor at the timing of the first explosion when starting the internal combustion engine. Any method may be used as long as it controls the electric motor so that the starting torque is output from the electric motor after starting control for controlling the electric motor is performed. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Or a differential gear such as a differential gear that is different from a planetary gear, such as a drive shaft, an output shaft, and a rotating shaft of a generator. As long as power is input / output to / from the remaining shafts based on the power input / output to / from the shafts, any device may be used. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the interpretation of the invention described in the column of means for solving the problem should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problem. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

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 control routine at the time of start performed by the electronic control unit for hybrids 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 the map for torque limitation settings. It is explanatory drawing shown in an example of the relationship between torque instruction Tm1 * of motor MG1 at the time of starting the engine 22, and the rotation speed Ne of the engine 22. FIG. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of each rotary element of the power distribution and integration mechanism 30 during motoring of the engine 22. It is explanatory drawing which shows an example of the mode change of the accelerator opening degree Acc at the time of starting with the start of the engine 22, the rotation speed Ne of the engine 22, the correction torque Tα, and the motor torque Tm2 *. 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 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor .

Claims (5)

An internal combustion engine;
Connected to the drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and to the drive shaft and the output shaft with input and output of electric power and power Power power input / output means capable of power input / output;
An electric motor for inputting and outputting power to the drive shaft;
When starting with the internal combustion engine stopped, the electric motor is configured to output a starting torque larger than the torque that can be continuously output from the electric motor with the drive shaft stopped. When starting with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the timing of the first explosion when starting the internal combustion engine, the drive with the first explosion is performed. After starting control for controlling the internal combustion engine, the electric power power input / output means, and the electric motor so that a correction torque opposite to the torque acting on the shaft is output from the electric motor, the starting torque is applied to the electric motor. And a starting control means for controlling the electric motor so that the electric motor is output from the vehicle. The vehicle according to claim 1,
A target torque setting means for setting a target torque to be output from the electric motor based on a required torque required for running;
The starting control means is a means for controlling the electric motor so that a torque that limits the set target torque with the starting torque as an upper limit is output from the electric motor.   The vehicle according to claim 1 or 2, wherein the starting time control means is a means for controlling the electric motor so that the starting torque is output from the electric motor over a predetermined time.   The power power input / output means is connected to three axes of a generator for inputting / outputting power, an output shaft of the internal combustion engine, a rotating shaft of the generator, and the driving shaft, and any two of the three shafts 4. The vehicle according to claim 1, further comprising a three-axis power input / output means for inputting / outputting power to / from the remaining one shaft based on the input / output power. Connected to the internal combustion engine and a drive shaft connected to the axle and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, the drive shaft and the output with input and output of electric power and power A control method for a vehicle, comprising: an electric power input / output means capable of inputting / outputting power to / from a shaft; and an electric motor for inputting / outputting power to / from the drive shaft,
When starting with the internal combustion engine stopped, the electric motor is configured to output a starting torque larger than the torque that can be continuously output from the electric motor with the drive shaft stopped. When starting with the start of the internal combustion engine, the internal combustion engine is motored and started, and at the timing of the first explosion when starting the internal combustion engine, the drive with the first explosion is performed. After starting control for controlling the internal combustion engine, the electric power power input / output means, and the electric motor so that a correction torque opposite to the torque acting on the shaft is output from the electric motor, the starting torque is applied to the electric motor. A method for controlling a vehicle, wherein the electric motor is controlled to be output from a vehicle.

Images