JP2009161142A - Power output device, vehicle loaded with it and control method for power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly suppress driving force fluctuation applied to a driving axle due to initial explosion generated by ignition just after a cranking start of an internal combustion engine. <P>SOLUTION: When an instruction of engine start-up is performed, ignition control and fuel injection of the engine are started (step S200), suppression torque Tα is set based on a crank angle CAstp in time of an engine stop (steps S210-S230), a torque instruction Tm1* of a motor MG1 for cranking the engine until engine complete explosion is set, a motor MG2 torque instruction Tm2* based on requirement torque Tr* and the suppression torque Tα is set, and driving force is output to the driving axle (steps S240-S310). Because the crank angle CAstp in time of the engine stop and magnitude of the driving force fluctuation accompanying the initial explosion are correlated, the suppression torque Tα is set based on the crank angle CAstp to properly suppress the driving force fluctuation accompanying the initial explosion. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a vehicle on which the power output apparatus is mounted, and a method for controlling the power output apparatus.

In the hybrid vehicle, when the internal combustion engine is started, the driving force fluctuates on the drive shaft with the first explosion. For this reason, there has been proposed one that generates a suppression driving force that suppresses fluctuations in driving force at the time of starting from an electric motor (see, for example, Patent Document 1). In this hybrid vehicle, the shorter the elapsed time from the stop of the internal combustion engine and the higher the altitude, the smaller the suppression drive force and appropriately suppress the drive force fluctuation due to the initial explosion at the start of the internal combustion engine. On the other hand, an internal combustion engine has been proposed in which fuel injection / ignition control is performed immediately after the start of cranking at the time of starting to quickly start the internal combustion engine (see, for example, Patent Document 2). Further, there has been proposed a drive device that outputs torque to the drive shaft and controls to stop at a target crank angle when the internal combustion engine is stopped (see, for example, Patent Document 3).
JP 2007-145157 A JP 2006-118458 A Japanese Patent Laid-Open No. 2005-042560

  Here, when fuel injection / ignition control is performed immediately after the start of cranking in order to start the internal combustion engine quickly, fluctuations in the driving force occur due to the initial explosion of the internal combustion engine. Varies depending on the crank angle at the stop. However, since the magnitude of the conventional suppression driving force is a value that does not depend on the crank angle of the internal combustion engine at the time of stop, the fluctuation of the drive force cannot be appropriately suppressed depending on the crank angle of the internal combustion engine at the time of stop, and a shock occurs. there is a possibility. It is also conceivable to control the internal combustion engine to stop at the target crank angle so that the fluctuation in driving force due to the initial explosion is made constant, but when the crank angle at the time of stop deviates from the target crank angle. The driving force fluctuation due to the first explosion is not a constant magnitude.

  Therefore, the main purpose of the power output apparatus, the vehicle equipped with the power output apparatus, and the control method of the power output apparatus of the present invention is to more appropriately suppress the driving force fluctuation at the start of the internal combustion engine by the suppressing driving force.

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

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Power power input / output means to
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Ignition means capable of igniting each cylinder of the internal combustion engine;
Crank angle detecting means for detecting a crank angle of the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
Suppressing driving force that sets a suppressing driving force that suppresses fluctuations in driving force acting on the drive shaft due to an initial explosion caused by ignition immediately after the cranking of the internal combustion engine starts based on a crank angle when the internal combustion engine is stopped Setting means;
When the internal combustion engine is started, when the internal combustion engine is ignited immediately after cranking is started, the internal combustion engine and the power power are output so that a driving force based on the suppression driving force and the required driving force is output to the driving shaft. Control means for controlling the input / output means and the electric motor;
It is a summary to provide.

  In the power output apparatus of the present invention, the suppression driving force that suppresses fluctuations in the driving force acting on the drive shaft due to the initial explosion caused by ignition immediately after the cranking of the internal combustion engine is started is based on the crank angle when the internal combustion engine is stopped. The internal combustion engine and the power input / output means so that a driving force based on the restraining driving force and the required driving force is output to the drive shaft when ignition is started immediately after cranking of the internal combustion engine at the start of the internal combustion engine. Control the motor. Here, the magnitude of the driving force fluctuation acting on the drive shaft due to the initial explosion caused by the ignition immediately after the cranking of the internal combustion engine is started has a correlation with the crank angle when the internal combustion engine is stopped. Therefore, by setting the suppression driving force based on the crank angle at the time of stop, the fluctuation of the driving force acting on the drive shaft accompanying the initial explosion caused by the ignition immediately after the start of cranking is appropriately suppressed when starting the internal combustion engine. be able to.

In such a power output apparatus of the present invention, the control means is means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine stops at a target crank angle when the internal combustion engine is stopped. The suppression driving force setting means may be a means for setting the suppression driving force based on a difference between a crank angle when the internal combustion engine is stopped and the target crank angle. If the internal combustion engine stops at the target crank angle, the magnitude of the driving force fluctuation associated with the initial explosion becomes constant, but the internal combustion engine may stop at a crank angle that deviates from the target crank angle. Even in such a case, since the suppression driving force is set based on the difference between the crank angle when the internal combustion engine is stopped and the target crank angle, fluctuations in the driving force acting on the drive shaft accompanying the initial explosion are appropriately suppressed. be able to. In this case, the target crank angle may be a crank angle at which the fluctuation of the driving force acting on the drive shaft accompanying the initial explosion caused by the ignition immediately after the cranking start is minimized. By setting the crank angle at which the fluctuation in driving force associated with the first explosion is minimized as the target crank angle, the fluctuation in driving force associated with the initial explosion at the start of the internal combustion engine can be minimized. May stop at a crank angle deviating from the range. Even in such a case, since the suppression driving force is set based on the difference between the crank angle when the internal combustion engine is stopped and the target crank angle, the fluctuation of the driving force acting on the drive shaft with the first explosion is minimized. It is possible to output a restraining driving force.

  In the power output apparatus of the present invention, the control means is a means for outputting the set restraining driving force only for a second period after the first period has elapsed since the start of the internal combustion engine. You can also. Since there is a certain period from the start of the internal combustion engine to the ignition immediately after cranking starts, fluctuations in the driving force acting on the drive shaft accompanying the initial explosion also occur after a certain period of time has elapsed since the start of the internal combustion engine. By outputting the restraint drive force only during the second period after the first period has elapsed since start-up, the restraint drive force is output only during the period when the drive force fluctuations act on the drive shaft with the first explosion, and the drive is performed appropriately. Force fluctuation can be suppressed. Further, it is possible to prevent the drive shaft from changing in driving force due to the output of the suppressed driving force during the period when the driving force change due to the first explosion does not act. In this case, the control means may be means for setting the first period based on a crank angle when the internal combustion engine is stopped. The period from the start of the internal combustion engine to the first explosion correlates with the crank angle when the internal combustion engine is stopped. Therefore, by setting the first period based on the crank angle at the time of stopping, the suppression driving force is output only during the period in which the driving force fluctuation acts on the drive shaft with the first explosion, and the driving force fluctuation is appropriately changed. Can be suppressed. Further, it is possible to prevent the drive shaft from changing in driving force due to the output of the suppressed driving force during the period when the driving force change due to the first explosion does not act.

  Further, in the power output apparatus of the present invention, the control means outputs a suppression driving force that gradually increases to the set suppression driving force with the passage of time when outputting the suppression driving force, Subsequently, it is possible to output the set suppression drive force for a predetermined period, and then output the suppression drive force that gradually decreases from the set suppression drive force with the passage of time. Here, the driving force fluctuation accompanying the first explosion acts on the driving shaft with time rising and falling. By gradually changing the suppression driving force acting on the drive shaft to have a temporal rise and fall, it is possible to appropriately suppress fluctuations in the driving force associated with the first explosion. In addition, the suppression driving force can be smoothly changed and output, and it is possible to prevent the driving shaft from changing in driving force due to the output of the suppression driving force.

  Further, in the power output apparatus of the present invention, the power power input / output means includes three generators: a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, the drive shaft, and a rotating shaft of the generator. It can also be a means provided with a three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on the power input / output to / from any two of the three axes.

The vehicle of the present invention
The power output apparatus of the present invention according to any one of the above-described aspects, that is, a power output apparatus that basically outputs power to the drive shaft, is connected to the internal combustion engine and the drive shaft and is driven. A power power input / output means connected to the output shaft of the internal combustion engine so as to be rotatable independently of the shaft, and for inputting / outputting power to / from the drive shaft and the output shaft together with input / output of power and power; An electric motor capable of inputting / outputting power to the shaft, an electric power input / output means, an electric storage means capable of exchanging electric power with the electric motor, an ignition means capable of igniting each cylinder of the internal combustion engine, and an internal combustion engine Crank angle detection means for detecting a crank angle, required drive force setting means for setting a required drive force required for the drive shaft, and the drive accompanying the initial explosion caused by ignition immediately after the cranking of the internal combustion engine is started Axle acting on the shaft A suppression driving force setting means for setting a suppression driving force that suppresses force fluctuations based on a crank angle at the time of stop of the internal combustion engine, and when igniting immediately after the cranking of the internal combustion engine is started when the internal combustion engine is started, Equipped with a power output device comprising a control means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that a driving force based on the restraining driving force and the required driving force is output to the drive shaft. The gist is that the axle is connected to the drive shaft.

  Since the vehicle according to the present invention is equipped with the power output device according to any one of the above-described aspects, the same effect as the power output device according to the present invention, for example, cranking starts when the internal combustion engine is started. It is possible to achieve an effect of appropriately suppressing fluctuations in the driving force acting on the drive shaft accompanying the initial explosion caused by the immediately subsequent ignition.

The method for controlling the power output apparatus of the present invention includes:
An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power power input / output means for inputting / outputting power, an electric motor capable of inputting / outputting power to / from the drive shaft, power storage power input / output means, power storage means capable of exchanging power with the motor, and each cylinder of the internal combustion engine A control method for a power output apparatus comprising ignition means capable of being ignited every time and crank angle detection means for detecting a crank angle of the internal combustion engine,
A suppression driving force that suppresses fluctuations in driving force that acts on the drive shaft in association with an initial explosion caused by ignition immediately after the start of cranking of the internal combustion engine is set based on a crank angle when the internal combustion engine is stopped,
When starting the internal combustion engine, when igniting immediately after the start of cranking of the internal combustion engine, the driving force based on the suppression driving force and the required driving force required for the driving shaft is output to the driving shaft. The gist is to control the internal combustion engine, the power drive input / output means, and the electric motor.

In the control method for the power output apparatus of the present invention, the suppression driving force that suppresses fluctuations in the driving force acting on the drive shaft due to the initial explosion caused by the ignition immediately after the cranking of the internal combustion engine is suppressed is applied to the crank when the internal combustion engine is stopped. When the internal combustion engine is started, ignition is performed immediately after the cranking of the internal combustion engine is started, and power is input to the internal combustion engine so that a driving force based on the suppression driving force and the required driving force is output to the drive shaft. The output means and the electric motor are controlled.
Here, the magnitude of the driving force fluctuation acting on the drive shaft due to the initial explosion caused by the ignition immediately after the cranking of the internal combustion engine is started has a correlation with the crank angle when the internal combustion engine is stopped. Therefore, by setting the suppression driving force based on the crank angle at the time of stop, the fluctuation of the driving force acting on the drive shaft accompanying the initial explosion caused by the ignition immediately after the start of cranking is appropriately suppressed when starting the internal combustion engine. be able to.

  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 power output apparatus.

  FIG. 2 shows a schematic diagram of the configuration of the engine 22. The engine 22 is an internal combustion engine that can output power using a hydrocarbon fuel such as gasoline or light oil, and is configured as an independent injection type four-cylinder engine that can inject fuel into the intake manifold 127 for each cylinder. . Each of the cylinders 22a to 22d of the engine 22 is configured as a cylinder that drives four cycles of an intake stroke, a compression stroke, an expansion stroke (combustion stroke), and an exhaust stroke as one cycle, and the first cylinder 22a and the second cylinder 22b. The third cylinder 22c and the fourth cylinder 22d are arranged in series in this order, and the first cylinder 22a, the third cylinder 22c, the fourth cylinder 22d, and the second cylinder 22b are ignited every 180 ° CA in this order. FIG. 5 shows an example of the relationship between the four strokes of the cylinders 22a to 22d and the crank angle CA. FIG. 5 also shows the fuel injection position and ignition position of each cylinder 22a to 22d, the target crank angle, the stop crank angle, etc., which will be described later.

  The engine 22 draws in air purified by the air cleaner 122 through a throttle valve 124 and is attached to an intake manifold 127 branched for each cylinder 22a to 22d, and from a fuel injection valve 126 that injects gasoline into each cylinder. A piston which injects gasoline and mixes the sucked air and gasoline, sucks this mixture into the fuel chamber via the intake valve 128, explodes and burns by an electric spark by the spark plug 130, and is pushed down by the energy. The reciprocating motion 132 is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank angle CA from the crank angle sensor 140 that detects the rotation angle of the crankshaft 26, and a water temperature sensor that detects the coolant temperature of the engine 22. From the cooling water temperature from 142, the in-cylinder pressure from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve , The throttle position from the throttle valve position sensor 146 for detecting the position of the throttle valve 124, the air flow meter signal from the air flow meter 148 attached to the intake pipe, and the suction from the temperature sensor 149 attached to the intake pipe. Air temperature, air combustion Air-fuel ratio from the sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. 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 outputs data related to the operation state of the engine 22 as necessary. . Here, the crank angle sensor 140 is configured as an MRE rotation sensor in which a magnetoresistive element is arranged at a position facing a magnet rotor (not shown) attached to the crankshaft 26, and has a predetermined angle (for example, a crank angle of 5 ° CA). A pulse is output every time. In the embodiment, the crank angle CA is specified using the pulse generated by the crank angle sensor 140 and the rotational speed Ne of the engine 22 is calculated.

  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 rotating 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.

  Each of the motor MG1 and the motor MG2 is configured as a well-known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric 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 permitted 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. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 according to the embodiment calculates the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V. 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 Tr * 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 a power distribution integration mechanism. 30 is a torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor 30, the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that power corresponding to the 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 performed by the power distribution and integration mechanism 30 and the motor MG1. The required power is converted to the ring gear shaft 32a by the torque conversion by the motor MG2. A charge / discharge operation mode in which the motor MG1 and the motor MG2 are controlled to be output, 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, etc. There is.

  Next, the operation of the thus configured hybrid vehicle 20 of the embodiment will be described. FIG. 3 is a flowchart showing an example of a stop control routine executed by the hybrid electronic control unit 70, and FIG. 4 is a flowchart showing an example of a start control routine executed by the hybrid electronic control unit 70. First, the control when the engine 22 is stopped will be described using the stop control routine of FIG. 3, and then the start time of the engine 22 using the crank angle when the engine 22 is stopped will be described using the start control routine of FIG. 4. The control will be described.

  The stop control routine of FIG. 3 is executed when an instruction to stop the engine 22 is given. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits a control signal for stopping the fuel injection and ignition control and stopping the operation of the engine 22 to the engine ECU 24 (step S100). Thereby, the rotational speed Ne of the engine 22 decreases. Next, 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 rotational speeds Nm1, Nm of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 Then, a process of inputting data necessary for control such as the crank angle CA of the engine 22 is executed (step S110). Here, as for the crank angle CA and the rotational speed Ne of the engine 22, the crank angle CA detected by the crank angle sensor 140 and the rotational speed Ne calculated based on the crank angle CA are input from the engine ECU 24 by communication. It was. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. 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 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 S120). 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. 9 shows an example of the required torque setting map.

  Subsequently, a torque command Tm1 * for the motor MG1 is set based on the rotational speed Ne of the engine 22 and the crank angle CA (step S130). In the embodiment, the torque command Tm1 * of the MG1 in the control routine at the time of stop is the relationship between the rotational speed Ne of the engine 22, the crank angle CA, and the torque command Tm1 * that should be output to stop the engine 22 at the target crank angle. A predetermined map is stored in the ROM 74, and when the rotational speed Ne and the crank angle CA are given, the corresponding torque command Tm1 * of MG1 is derived and set from the stored map. Here, in the embodiment, the crank angle at which any of the cylinders 22a to 22d of the engine 22 is 30 ° CA before the intake stroke is set as the target crank angle CA *. That is, as shown in FIG. 5, there are four target crank angle candidates: 150 ° CA, 330 ° CA, 510 ° CA, and 690 ° CA. The map of the torque command Tm1 * is determined so that the crank angle at which the engine 22 can be stopped with the minimum torque command Tm1 * among the four target crank angle candidates is set as the target crank angle CA *. Note that the four target crank angle candidates are new at the start-up so that the fluctuation of the driving force acting on the ring-chief shaft 32a as the drive shaft is minimized due to the initial explosion caused by the ignition immediately after the cranking of the engine 22 starts. It is determined as the position where the volume is the smallest.

  Then, by adding the torque command Tm1 * divided by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr *, a temporary torque Tm2tmp that is a temporary value of torque to be output from the motor MG2 is expressed by the following equation (1). (Step S140) and 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 divided by the rotation speed Nm2 of the motor MG2 to calculate torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by the following equations (2) and (3) (step S150). The set temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max by the equation (4), and the motor MG To set the torque command Tm2 * of the (step S160). Then, the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S170). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 during stop control of the engine 22. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the central C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the right R-axis is The rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived from the alignment chart of FIG. The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of 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 *. .

Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (1)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 in step S170, it is determined whether or not the engine 22 has stopped, that is, whether or not the rotational speed Ne of the engine 22 is zero ( Step S180). Since the engine 22 is considered immediately after the stop instruction is given, the engine 22 has not stopped yet and the rotational speed Ne is not zero. For this reason, a negative determination is made here, the process returns to step S110, and the processes of steps S110 to S170 described above are repeatedly executed. When the rotational speed Ne of the engine 22 decreases with the passage of time and the engine 22 stops, it is determined in step S180 that Ne is 0, and this routine is terminated.

  By the stop control routine described above, a torque based on the required torque Tr * is output from the motor MG2 within the range of the input / output limits Win and Wout of the battery 50 to the ring gear shaft 32a as the drive shaft, and the engine 22 is driven. Torque can be output from the motor MG1 to stop at the target crank angle CA *. Here, the crank angle CAstp when the engine 22 is stopped differs from the target crank angle CA * due to a change in characteristics of the engine 22 over time, a change in the friction of the engine 22 due to the temperature of each cylinder 22a to 22d when stopped. There is a case.

  Next, the start control routine of FIG. 4 will be described. The start time control routine of FIG. 4 is executed when an instruction to start the engine 22 is given. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits a control signal for starting fuel injection and ignition control of the engine 22 to the engine ECU 24 (step S200). The engine ECU 24 cranks the engine 22 in the following steps and performs fuel injection and ignition on each cylinder 22a to 22d when the fuel injection position and ignition position determined by each cylinder 22a to 22d shown in FIG. 5 are reached. The engine 22 is controlled to do so. Now, it is assumed that the crank angle CAstp at the time of stop is 130 ° CA even though the target crank angle CA * is 150 ° CA due to the aging of the engine 22. When cranking the engine 22 from this state, as shown in FIG. 5, the ignition position (180 ° CA) of the fourth cylinder 22d is first reached, and then the ignition position (360 ° CA) of the second cylinder 22b. Will be reached. However, since the intake and compression are not sufficient at these positions, ignition is not performed. In the embodiment, ignition is started when the ignition position (crank angle 540 ° CA) in the first cylinder 22a is reached. In addition, a driving force fluctuation occurs in the ring gear shaft 32a as a driving shaft with the initial explosion caused by this ignition.

  Next, based on a difference ΔCA between the crank angle CAstp at the time of stop and the target crank angle CA *, a basic torque value for suppressing the driving force fluctuation generated in the ring gear shaft 32a as the drive shaft with the first explosion. Tα1 is set (step S210). In the embodiment, the suppression torque basic value Tα1 is determined in advance by storing the relationship between the difference ΔCA and the suppression torque basic value Tα1 in the ROM 74 as a suppression torque basic value setting map. When the crank angle CA * is given, the corresponding suppression torque basic value Tα1 is derived from the stored map and set. FIG. 6 shows an example of the suppression torque basic value setting map. As shown in FIG. 6, in the suppression torque basic value setting map, in the embodiment, when the difference ΔCA is 0, the fluctuation in driving force associated with the initial explosion is minimum, so the suppression torque basic value Tα1 is minimum. As the absolute value of the difference ΔCA increases, the fluctuation in driving force associated with the initial explosion increases, so the suppression torque basic value Tα1 is also set to increase. However, here, when the difference ΔCA is a value of 0 ± δ (δ is about several degrees CA), the suppression torque basic value Tα1 remains at the minimum value. In FIG. 6, the difference ΔCA is shown for −90 ° CA to 90 ° CA. This is because if the difference ΔCA is larger than that, it may be set similarly based on the difference between the target crank angle CA * and the adjacent target crank angle CA *. For example, when the target crank angle CA * is 150 ° CA and the crank angle CAstp at the time of stop is 250 ° CA, the target crank angle CA * is set to 330 ° CA instead of 150 ° CA, and the value of the difference ΔCA A suppression torque basic value Tα1 is set based on (−80 ° CA).

  Next, based on the difference ΔCA between the crank angle CAstp at the time of stop and the target crank angle CA *, a delay period t1 from the start of the engine 22 to the output of the suppression torque is set (step S220). In the embodiment, in the embodiment, the relationship between the difference ΔCA and the delay period t1 is determined in advance and stored in the ROM 74 as a delay period setting map, and the crank angle CAstp at the time of stop and the target crank angle CA * are determined. When given, the corresponding delay period t1 is derived from the stored map and set. FIG. 7 shows an example of the delay period setting map. As shown in FIG. 7, in the embodiment, the delay period setting map is set so that the delay period t1 decreases as the difference ΔCA increases. This is because the longer the engine is stopped at a crank angle larger than the target crank angle CA *, the shorter the time from the start of the engine 22 to the first ignition position is reached, and a crank smaller than the target crank angle CA *. This is because the longer the stop at the corner, the longer the time from when the engine 22 is started until the first ignition position is reached. Thereby, it is possible to appropriately output the suppression torque at the crank position where the driving force fluctuation due to the first explosion occurs. In FIG. 7, the difference ΔCA is described for −90 ° CA to 90 ° CA. If the difference is larger than that, the stop crank angle CAstp and the adjacent target are the same as in step S210. Set based on the difference from the crank angle.

  Next, the suppression torque Tα to be output to the drive shaft is set based on the set suppression torque basic value Tα1, the delay period t1, and the elapsed time from the start (step S230). The suppression torque Tα is derived as the product of the suppression torque basic value Tα1 and the correction coefficient K. Here, the correction coefficient K is a value in the range of 0 to 1. In the embodiment, the relationship between the elapsed time t from the start of the engine 22 and the correction coefficient K is determined in advance and stored in the ROM 74 as a correction coefficient setting map. When the elapsed time t is given, the corresponding correction coefficient K is derived and set from the stored map. FIG. 8 shows an example of the correction coefficient setting map. As shown in FIG. 8, the correction coefficient K has a value of 0 until the delay period t1 elapses from the start, and gradually increases to a value of 1 until the period t2 elapses therefrom, after which the period t3 elapses. Until then, the value is 1, and from there, it gradually decreases to a value of 0 until the period t4 elapses. The delay period t1 is a value set in step S220, and the periods t2 to t4 are experimentally determined values so that the driving force fluctuation due to the first explosion can be appropriately suppressed by the suppression torque Tα.

  Subsequently, 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 rotational speeds Nm1, Nm of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50. As a drive shaft connected to the drive wheels 63a, 63b as a torque required for the vehicle based on the accelerator opening Acc and the vehicle speed V, which is input to the data necessary for control, etc., is executed. The required torque Tr * to be output to the ring gear shaft 32a is set (step S250). Steps S240 and S250 are the same as steps S110 and S120 in FIG.

  Next, a torque command Tm1 * for the motor MG1 for cranking the engine 22 is set based on the torque map at the time of starting and the elapsed time t from the start of starting the engine 22 (step S260). The torque map of Tm1 * at the time of start is a function Tstart (t based on the elapsed time t from the start so that cranking can be performed by quickly increasing the rotational speed Ne of the engine 22 immediately after the start instruction of the engine 22 is made. ) Is set.

  Next, a temporary torque Tm2tmp which is a temporary value of torque to be output from the motor MG2 is calculated by the following equation (5) (step S270). Tm2tmp is a value obtained by adding a value obtained by dividing the torque command Tm1 * by the gear ratio ρ of the power distribution and integration mechanism 30 to the required torque Tr *, and then dividing a value obtained by subtracting the suppression torque Tα by the gear ratio Gr of the reduction gear 35. Can be calculated as Subsequently, 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 rotation of the motor MG2. The torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by a number Nm2 are calculated by the equations (2) and (3) (step S280), and the set temporary torque Tm2tmp is calculated. The torque command Tm2 * of the motor MG2 is set by limiting with the torque limits Tm2min and Tm2max according to the equation (4) (step S290). Then, the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S300). Here, the equation (5) is changed from Tm2tmp of the equation (1) to the drive shaft along with the initial explosion. The suppression torque Tα for suppressing the generated driving force fluctuation is reduced, and can be easily derived from the alignment chart of FIG. Moreover, the process of step S280-S300 is a process similar to step S150-S170 of FIG. 3 mentioned above.

  Tm2tmp = (Tr * + Tm1 * / ρ-Tα) / Gr (5)

  When the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 in step S300, it is determined whether or not the engine 22 has completely exploded (step S310). In the embodiment, the complete explosion is determined when the rotational speed Ne of the engine 22 is equal to or greater than a certain value. Since the engine 22 is considered immediately after the start of the engine 22 is instructed, the engine 22 has not yet completely exploded and the rotational speed Ne is around zero. For this reason, a negative determination is made here, the process returns to step S230, and the processes of steps S230 to S300 described above are repeatedly executed. If the rotational speed Ne of the engine 22 increases over time due to cranking and combustion of the engine 22 and exceeds a certain value, it is determined in step S310 that the explosion has been completed, and this routine is terminated. By such control, the torque based on the suppression torque Tα and the required torque Tr * that suppresses fluctuations in the driving force caused by the initial explosion of the ring gear shaft 32a as the driving shaft while cranking the stopped engine 22 is supplied to the battery 50. The motor MG2 can output and travel within the range of the input / output limits Win and Wout.

  According to the hybrid vehicle 20 of the embodiment described above, the suppression torque Tα that suppresses fluctuations in the driving force acting on the ring gear shaft 32a as the drive shaft accompanying the initial explosion caused by the ignition immediately after the cranking of the engine 22 is started. 22 is set based on the crank angle CAstp at the time of stopping, and a torque based on the set suppression torque Tα and the required torque Tr * can be output from the motor MG2 to travel. The fluctuation of the driving force acting on the ring gear shaft 32a as the drive shaft accompanying the initial explosion caused by the ignition immediately after the start of cranking when the engine 22 is started has a correlation with the crank angle CAstp when the engine 22 is stopped. According to this, it is possible to appropriately suppress fluctuations in driving force acting on the ring gear shaft 32a.

  In addition, since the engine 22 is controlled to stop at the target crank angle Cref when the engine 22 is stopped, the magnitude of the driving force fluctuation acting on the ring gear shaft 32a with the initial explosion is constant, but the engine 22 There is a case where the vehicle stops at a crank angle deviating from the crank angle CA *. Even in such a case, since the suppression torque Tα is set based on the difference ΔCA between the crank angle CAstp when the engine 22 is stopped and the target crank angle CA *, the driving force acting on the ring gear shaft 32a with the first explosion The fluctuation can be appropriately suppressed.

  Further, the target crank angle CA * is set so that the fluctuation of the driving force acting on the ring chia shaft 32a with the first explosion is minimized, but the engine 22 stops at a crank angle deviating from the target crank angle CA *. There is a case. Even in such a case, since the suppression torque Tα is set based on the difference ΔCA, it is possible to output the suppression torque Tα so that the fluctuation of the driving force acting on the ring gear shaft 32a with the first explosion is minimized.

  In addition, it takes a certain time from the start of the engine 22 to the ignition position immediately after the start of cranking. In the embodiment, the suppression torque Tα is output only during the period t2 to t4 when the delay period t1 has elapsed from the start of the engine 22, so that only when the driving force fluctuations act on the ring gear shaft 32a with the first explosion. The suppression torque Tα can be output to appropriately suppress the driving force fluctuation. Further, it is possible to prevent the driving force fluctuation from occurring in the ring gear shaft 32a due to the output of the suppression torque Tα during the period when the driving force fluctuation accompanying the first explosion does not act.

  Further, the time from the start of the engine 22 to the arrival of the ignition position immediately after the start of cranking has a correlation with the crank angle CAstp when the engine 22 is stopped. In the embodiment, since the delay period t1 is set based on the crank angle CAstp, the suppression torque Tα is output only during the period when the driving force fluctuation is applied to the ring gear shaft 32a with the first explosion, so that the driving force fluctuation is appropriately suppressed. can do. Further, it is possible to prevent the driving force fluctuation from occurring in the ring gear shaft 32a due to the output of the suppression torque Tα during the period when the driving force fluctuation accompanying the first explosion does not act.

  In addition, the driving force fluctuation accompanying the first explosion acts on the ring key shaft 32a with time rise and fall. In the embodiment, the suppression torque Tα is gradually increased to the suppression torque basic value Tα1 during the period t2, the suppression torque Tα is set to the suppression torque basic value Tα1 during the period t3, and then the suppression torque Tα during the period t4. Is gradually reduced from the suppression torque basic value Tα1 to the value 0, so that the suppression driving force Tα can also have a temporal rise and fall to appropriately suppress the driving force fluctuation associated with the initial explosion. Further, the suppression torque Tα can be smoothly changed and output, and it is possible to prevent the driving force fluctuation from occurring in the ring gear shaft 32a due to the output of the suppression torque Tα.

  In the hybrid vehicle of the embodiment, the suppression torque basic value Tα1 is derived from the suppression torque basic value setting map shown in FIG. 6 based on the difference ΔCA between the crank angle CAstp at the time of stop and the target crank angle CA *. This map can be anything. For example, even when the difference ΔCA is 0 ± δ, the suppression torque basic value Tα1 may increase as the absolute value of the difference ΔCA increases. Further, it may be determined only based on the crank angle CAstp at the time of stop. In this case, for example, the suppression torque basic value setting map derives the corresponding suppression torque basic value Tα1 based on which crank angle from 0 ° CA to 720 ° CA is the crank angle CAstp at the time of stop. It may be.

  In the hybrid vehicle 20 of the embodiment, the engine 22 is controlled to stop at the target crank angle CA * at which the driving force fluctuation associated with the first explosion is minimized when the engine 22 is stopped. It may be. For example, the engine 22 may be controlled to stop at a crank angle at which the rotational speed of the engine 22 can be increased rapidly even if the driving force fluctuation accompanying the first explosion is large. In this case, the suppression torque basic value setting map may be such that the suppression torque basic value Tα1 decreases as the absolute value of the difference ΔCA increases. Further, it may be controlled to stop at a crank angle at which an initial explosion can be surely performed at an ignition position that reaches first from the crank angle at the time of stop. Further, it is not necessary to perform control for stopping the engine 22 at the target crank angle CA *. In this case, the engine 22 is stopped only with the friction and the rotational speed gradually decreases.

  In the hybrid vehicle 20 of the embodiment, the delay period t1 is derived from the delay period setting map shown in FIG. 7 based on the difference between the crank angle CAstp at the time of stop and the target crank angle CA *. It may be something like this. Further, the delay period t1 may be derived based only on the crank angle CAstp at the time of stop, or the delay period t1 may always be a constant value.

  In the hybrid vehicle 20 of the embodiment, the value of the suppression torque Tα is temporally changed by the correction coefficient setting map shown in FIG. 8, but the map of the correction coefficient K may be any map. The correction coefficient K may be negative, the periods t1 to t4 may be any value, and the delay periods t1, t2, and t4 may not be present. Further, without using the correction coefficient K, the suppression torque basic value Tα1 may be directly used as Tα. Further, the values of the periods t2 to t4 may be set based on the difference between the crank angle CAstp at the time of stop and the target crank angle CA *, or may be set only based on the crank angle CAstp at the time of stop.

  In the hybrid vehicle 20 of the embodiment, the torque limits Tm2min and Tm2max are determined by the above-described formulas (2) and (3) and the torque command Tm2 * of the motor MG2 is set, but the ranges of the input / output limits Win and Wout of the battery 50 are set. Any method may be used as long as the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set therein.

  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. 12) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b in FIG. 12 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.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as a form of vehicles other than a motor vehicle, or a power output device, and it is good also as a form of the control method of a vehicle or a power output device.

  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 “electric motor”, and the battery 50 corresponds to “ The ignition coil 138 integrated with the igniter and the ignition plug 130 correspond to “ignition means”, the crank sensors 140 correspond to “crank angle detection means”, the accelerator opening degree Acc, The hybrid electronic control unit 70 that executes the processing of step S120 of the stop control routine of FIG. 3 for setting the required torque Tr * based on the vehicle speed V and step S250 of the start control routine of FIG. ”And based on the crank angle CAstp when the engine 22 is stopped and the target crank angle CA *, the suppression torque basic value Tα1 The hybrid electronic control unit 70 that executes the processing of steps S210 to S230 of the start control routine of FIG. 4 for setting the delay period t1 and the suppression torque Tα corresponds to the “suppression drive force setting means”. A control signal is transmitted to the engine ECU 24 to start the fuel injection and ignition control of the motor 22, the torque command Tm1 * of the motor MG1 is set to crank the engine 22, and within the range of the input / output limits Win and Wout of the battery 50 The torque command Tm2 * of the motor MG2 is set so as to travel by outputting torque based on the suppression torque Tα and the required torque Tr * to the ring gear shaft 32a as the drive shaft, and the torque commands Tm1 * and Tm2 * are sent to the motor ECU 40. And the hybrid electronic control unit 70 for transmitting and the transmitted control unit. Fuel injection based on the signal, or to start the ignition control engine ECU24 and the torque command Tm1 *, and the motor ECU40 for controlling the motor MG1, MG2 based on Tm2 * corresponds to the "control means". Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. Further, the counter-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. Also, the number of cylinders is not limited to four, and any type of cylinder may be used. 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 “storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange power with a power motive power input / output means or an electric motor such as a capacitor. As the “ignition means”, any means capable of igniting each cylinder of the internal combustion engine, such as one that uses a distributor to distribute current to the ignition plug of each cylinder, or one in which an ignition coil is integrated with the ignition plug, is used. It doesn't matter what. The “crank angle detecting means” is not limited to the crank angle sensor 140 as an MRE rotation sensor, and any means that detects the crank angle of the internal combustion engine, such as a crank angle sensor using an electromagnetic pickup system, may be used. It doesn't matter. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. As long as the required driving force required for the drive shaft is set, such as those for which the required torque is set based on the travel position on the travel route, such as those for which the travel route is set in advance It doesn't matter. The “suppressing driving force setting means” is an electronic control unit for hybrid that sets the suppression torque basic value Tα1, the delay period t1, and the suppression torque Tα based on the crank angle CAstp when the engine 22 is stopped and the target crank angle CA *. It is not limited to 70, and the suppression driving force that suppresses fluctuations in the driving force acting on the drive shaft due to the initial explosion caused by ignition immediately after the cranking of the internal combustion engine is started is based on the crank angle when the internal combustion engine is stopped. Anything can be used as long as it is set. 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. As the “control means”, a control signal is transmitted to the engine ECU 24 to start fuel injection and ignition control of the engine 22 when the engine 22 is started, and a torque command Tm1 * of the motor MG1 is set to crank the engine 22. The torque command Tm2 * of the motor MG2 is set so as to travel while outputting the torque based on the suppression torque Tα and the required torque Tr * to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. Is set to transmit the torque commands Tm1 * and Tm2 * to the motor ECU 40, and the engine ECU 24 which starts fuel injection and ignition control based on the transmitted control signal and the torque command Tm1 * , Tm2 * to control motors MG1, MG2 EC The internal combustion engine is configured such that when the internal combustion engine is started, ignition is performed immediately after the cranking of the internal combustion engine is started, so that a driving force based on the suppression driving force and the required driving force is output to the drive shaft. As long as it controls the electric power drive input / output means and the electric motor, it may be anything. 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. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method 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 problems should be made based on the description of the column, and the examples of the invention described in the column of means for solving the problems are described. 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 can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20. FIG. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the stop control routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the starting control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship of four strokes of each cylinder 22a-22d, the crank angle CAstp at the time of a stop, and target crank angle CA *. It is explanatory drawing which shows an example of the map for suppression torque basic value setting. It is explanatory drawing which shows an example of the map for a delay period setting. It is explanatory drawing which shows an example of the map for a correction coefficient setting. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 6 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotation speed and torque in the rotating element of the power distribution and integration mechanism 30 during stop control of the engine 22; It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the power distribution integration mechanism 30 when drive | working in the state which is cranking the engine 22. FIG. 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 car, 22 engine, 22a 1st cylinder, 22b 2nd cylinder, 22c 3rd cylinder, 22d 4th cylinder, 24 engine electronic control unit (engine ECU), 24a CPU, 24b ROM, 24c RAM , 26 crankshaft, 28 damper, 30 power distribution and integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 Rotation 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, 6 4b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position Sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 127 Intake manifold, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136, Throttle motor 138 Ignition coil, 140 Crank angle sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 air flow meter, 149 temperature sensor, 150 variable valve timing mechanism, 230 rotor motor, 232 inner rotor, 234 outer rotor, MG1, MG2 motor.

Claims (9)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
Connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, and to input / output power to and from the drive shaft and the output shaft with input / output of power and power Power power input / output means to
An electric motor capable of inputting and outputting power to the drive shaft;
A power storage means capable of exchanging power with the electric power drive input / output means and the electric motor;
Ignition means capable of igniting each cylinder of the internal combustion engine;
Crank angle detecting means for detecting a crank angle of the internal combustion engine;
Required driving force setting means for setting required driving force required for the drive shaft;
Suppressing driving force that sets a suppressing driving force that suppresses fluctuations in driving force acting on the drive shaft due to an initial explosion caused by ignition immediately after the cranking of the internal combustion engine starts based on a crank angle when the internal combustion engine is stopped Setting means;
When the internal combustion engine is started, when the internal combustion engine is ignited immediately after cranking is started, the internal combustion engine and the power power are output so that a driving force based on the suppression driving force and the required driving force is output to the driving shaft. Control means for controlling the input / output means and the electric motor;
A power output device comprising: The control means is means for controlling the internal combustion engine, the power power input / output means, and the electric motor so that the internal combustion engine stops at a target crank angle when the internal combustion engine stops.
The suppression driving force setting means is a means for setting the suppression driving force based on a difference between a crank angle when the internal combustion engine is stopped and the target crank angle.
The power output device according to claim 1.   The power output device according to claim 2, wherein the target crank angle is a crank angle at which a fluctuation in driving force acting on the drive shaft is minimized due to an initial explosion caused by ignition immediately after cranking starts. The control means is means for outputting the set suppression driving force only for a second period after the first period has elapsed since the start of the internal combustion engine.
The power output apparatus of any one of Claims 1-3.   The power output apparatus according to claim 4, wherein the control means is a means for setting the first period based on a crank angle when the internal combustion engine is stopped. When outputting the suppression driving force, the control means initially outputs a suppression driving force that gradually increases to the set suppression driving force with the passage of time, and then continues to set the suppression driving force for a predetermined period. Is a means for outputting a force, and then outputting a suppression driving force that gradually decreases from the set suppression driving force with the passage of time.
The power output apparatus of any one of Claims 1-5. The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, an output shaft of the internal combustion engine, the drive shaft, and a rotating shaft of the generator, and one of the three shafts Three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on power input / output to / from the two axes;
The power output apparatus of any one of Claims 1-6.   A vehicle comprising the power output device according to claim 1 and an axle connected to the drive shaft. An internal combustion engine is connected to the drive shaft and connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and power is supplied to the drive shaft and the output shaft with input and output of electric power and power. Power power input / output means for inputting / outputting power, an electric motor capable of inputting / outputting power to / from the drive shaft, power storage power input / output means and power storage means capable of exchanging power with the motor, A control method for a power output device comprising ignition means capable of igniting each time and crank angle detection means for detecting a crank angle of the internal combustion engine,
A suppression driving force that suppresses fluctuations in driving force that acts on the drive shaft in association with an initial explosion caused by ignition immediately after the start of cranking of the internal combustion engine is set based on a crank angle when the internal combustion engine is stopped,
When starting the internal combustion engine, when igniting immediately after the start of cranking of the internal combustion engine, the driving force based on the suppression driving force and the required driving force required for the driving shaft is output to the driving shaft. Controlling the internal combustion engine, the power input / output means and the electric motor;
Control method of power output device.

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