JP2009166517A - Hybrid vehicle and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a sense of incompatibility that a driver or passenger has when an internal combustion engine is started during a reverse running, in a state wherein the operation of the internal combustion engine is stopped. <P>SOLUTION: In a hybrid vehicle 20, when it is decided (S220) that there is no possibility of the output torque of a motor MG2 varying across a value 0 within a delay time tdly, after it is decided that the engine 22 is requested to be started during reverse running, the engine 22 is started (S240), accompanied by cranking by a motor MG1, without waiting for the delay time tdly to elapse. Furthermore, when it is decided (S220) that there is the possibility that the output torque of the motor MG2 varies across the value 0 before the delay time tdly passes, after it is decided that the engine 22 is requested to be started during the reverse running, the engine 22 is started (S230), accompanied by cranking by the motor MG1, after the delay time tdly has elapsed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a hybrid vehicle and a control method thereof.

Conventionally, this type of hybrid vehicle includes a hybrid drive device including a power transmission member coupled to wheels, an internal combustion engine and a motor coupled to the power transmission member, and a meshing mechanism coupled to the power transmission member. Are known (for example, see Patent Document 1). In this hybrid vehicle, a predetermined torque is generated in the motor so as to suppress the generation of noise in the meshing mechanism due to the torque fluctuation of the internal combustion engine accompanying the start of the internal combustion engine. Conventionally, as a hybrid vehicle of this type, an internal combustion engine, a first motor, and an axle are connected to each rotating element of the planetary gear mechanism, and the second axle is connected to the axle via a gear mechanism (reduction gear). Are known (see, for example, Patent Documents 2, 3, and 4). In the hybrid vehicle described in Patent Document 2, when the internal combustion engine is instructed to start, the internal combustion engine is cranked using a torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed ( And the first motor is controlled so that the internal combustion engine is quickly cranked at a second rotational speed larger than the first rotational speed after the rotational speed of the internal combustion engine reaches the first rotational speed. Is done. In this way, if the internal combustion engine is cranked by using torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed, generation of abnormal noise and vibration due to gear backlash in the planetary gear mechanism. Can be suppressed. Then, after the rotational speed of the internal combustion engine reaches the first rotational speed, the internal combustion engine is quickly cranked at a second rotational speed that is larger than the first rotational speed, thereby smoothly reducing the rotational speed of the internal combustion engine. And the internal combustion engine can be started. Further, in the hybrid vehicle described in Patent Document 3, when there is no power request from the driver, since the torque acts on the axle during traveling, almost no rattling noise is generated in the planetary gear mechanism. The ignition timing for vibration suppression is set as the ignition timing to reduce the torque, and if the torque is too small when the vehicle is stopped, the planetary gear mechanism generates rattling noise. Also, the gear timing suppression ignition timing is set as the ignition timing so as to generate torque that the gears of the planetary gear mechanism do not repeat contact and separation. Further, in the hybrid vehicle described in Patent Document 3, when the output torque of the second motor is in the vicinity of the value 0, the second motor is controlled so that the output torque deviates from the vicinity of the value 0, and the output of the second motor. When the sign of the torque is reversed, the gear mechanism suppresses the occurrence of rattling noise by controlling the second motor using a smoothing process.
JP 2007-176368 A JP 2006-315510 A JP 2007-126097 A JP 2004-254434 A

  By the way, when the internal combustion engine is started while the conventional hybrid vehicle is running in reverse while stopping the operation of the internal combustion engine and outputting power to the second motor, the internal combustion engine is cranked by the first motor. Will do. In this case, the torque caused by the axle according to the cranking by the first motor is canceled by adjusting the torque from the second motor. At this time, the torque is output from the second motor. There is a possibility that the torque changes across the value 0. When the torque of the second motor changes across the value 0 in this way, rattling noise is generated when the gear mechanism between the second motor and the axle is rattled, giving the driver and passengers a sense of incongruity. There is a risk that.

  Therefore, the hybrid vehicle and the control method thereof according to the present invention mainly suppresses the driver and the occupant from feeling uncomfortable when starting the internal combustion engine during reverse running with the operation of the internal combustion engine stopped. Objective.

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

The hybrid vehicle according to the present invention is
An internal combustion engine;
Connected to a predetermined axle and the engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and power to the engine shaft. Power power input / output means capable of outputting and cranking the internal combustion engine;
An electric motor connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
Determining means for determining whether or not the power from the electric motor may change across a value of 0 when the internal combustion engine is cranked by the power power input / output means;
When the determination means determines that there is a possibility that the power from the motor may change over a value of 0 until a predetermined time elapses after the start request of the internal combustion engine is made during the reverse running The internal combustion engine is started with cranking by the power / power input / output means after the predetermined time has elapsed and the power based on the set required driving force is output to the axle. And the electric power drive input / output means and the electric motor, and a predetermined time has elapsed since the start request of the internal combustion engine was made during reverse traveling with the operation stop of the internal combustion engine and the output of power from the electric motor. Until it is determined by the determination means that there is no possibility that the power from the motor will change across the value 0, without waiting for the elapse of the predetermined time. The internal combustion engine, the power power input / output means, and the power supply are input and output to the axle while the internal combustion engine is started with cranking by the power power input / output means. Reverse running control means for controlling the electric motor,
Is provided.

  In this hybrid vehicle, during the reverse running with the operation stop of the internal combustion engine and the output of power from the electric motor, the determination means determines whether the predetermined time elapses after the start request of the internal combustion engine is made. When it is determined that there is no possibility that the power will change across the value 0, the internal combustion engine is started with cranking by the power power input / output means without waiting for the passage of the predetermined time. Further, when it is determined by the determining means that the power from the motor may change over the value 0 until a predetermined time elapses after the start request of the internal combustion engine is made during the reverse traveling. After the predetermined time has elapsed, the internal combustion engine is started with cranking by the power drive input / output means. That is, at the time when the start request of the internal combustion engine is made during reverse running, the power from the motor may change across the value 0 when the internal combustion engine is cranked by the power power input / output means. However, due to the change in the required driving force thereafter, there is a possibility that the power from the electric motor may not change over the value 0 when the internal combustion engine is cranked by the power driving input / output means. Therefore, as in this hybrid vehicle, the start of the internal combustion engine is delayed for the predetermined time at the maximum after the start request for the internal combustion engine is made during the reverse running, that is, the maximum is described above after the start request for the internal combustion engine is made. By waiting for the power from the electric motor to stop changing over the value 0 for a predetermined time, the occurrence of rattling noise in the gear mechanism due to the change in the electric power of the electric motor over the value 0 is suppressed. It is possible to suppress the passenger from feeling uncomfortable. Further, by limiting the time for delaying the start of the internal combustion engine to the predetermined time, it is possible to prevent the remaining capacity of the power storage means from being excessively reduced with the output of power from the electric motor.

  The reverse travel time control means starts the internal combustion engine with cranking by the power power input / output means in accordance with the first constraint when the power from the electric motor is outside a predetermined range including a value of zero. And controlling the internal combustion engine, the power power input / output means and the motor so that power based on the set required driving force is output to the axle, and the power from the motor is within the predetermined range. Is included, the internal combustion engine is started with cranking by the power power input / output means according to the second constraint, which tends to change the power from the motor more slowly than the first constraint. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that power based on the set required driving force is output to the axle. It may be. As described above, when the power from the electric motor is included in a predetermined range including the value 0, the internal combustion engine is cranked according to the second constraint that tends to change the power from the motor more slowly than the first constraint. Thus, even if the power from the electric motor changes over the value 0, the occurrence of rattling noise in the gear mechanism can be suppressed to prevent the driver and the occupant from feeling uncomfortable.

  Further, the reverse travel time control means starts the internal combustion engine with cranking by the power power input / output means in accordance with the first constraint when the power from the electric motor falls outside a predetermined range including a value of zero. And controlling the internal combustion engine, the power power input / output means and the motor so that power based on the set required driving force is output to the axle, and the power from the motor is within the predetermined range. Is included with cranking by the power power input / output means according to a second constraint that tends to reduce the power to be output from the power power input / output means to the engine shaft as compared with the first constraint. The internal combustion engine and the electric power drive input / output means so that the internal combustion engine is started and power based on the set required driving force is output to the axle. It may be one that controls said electric motor. Thus, when the power from the electric motor is included in a predetermined range including the value 0, the second power that tends to be smaller than the first restriction is to be output from the power power input / output means to the engine shaft. If the internal combustion engine is cranked and started according to the restrictions, the fluctuation of the power of the motor is suppressed so that the power from the motor does not change across the value 0, thereby suppressing the occurrence of rattling noise in the gear mechanism. In this way, it is possible to prevent the driver and crew from feeling uncomfortable.

  Further, when the reverse running control means makes a request for starting the internal combustion engine during the reverse running, the remaining capacity of the power storage means is greater than or equal to a predetermined threshold greater than the lower limit remaining capacity of the power storage means The control unit controls the internal combustion engine, the power power input / output unit, and the electric motor so that the internal combustion engine is started in accordance with a determination result of the determination unit, and requests for starting the internal combustion engine during the reverse travel. If the remaining capacity of the power storage means is less than the threshold when the engine is operated, the internal combustion engine is started with cranking by the power power input / output means and based on the set required driving force The internal combustion engine, the power power input / output means, and the electric motor may be controlled so that power is output to the axle. As described above, when the internal combustion engine is started according to the determination result of the determination unit when the remaining capacity of the power storage unit is equal to or larger than the threshold value larger than the lower limit remaining capacity, the predetermined time elapses. In the meantime, the electric power from the power storage means can be output to the electric motor according to the required driving force. Also, if the internal combustion engine is started immediately when the remaining capacity of the power storage means is less than the threshold when a request for starting the internal combustion engine is made during reverse running, the power storage means It is possible to suppress the remaining capacity from being excessively reduced.

  Further, the electric power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. 3 axis type power input / output means for inputting / outputting power based on the power input / output to / from any of the two axes to / from the remaining shafts. In this case, the three-shaft power input / output means rotates a sun gear connected to the generator motor, a ring gear connected to the axle and the motor, and a pinion gear meshing with both the sun gear and the ring gear. It may be a planetary gear mechanism including a carrier that is freely held and connected to the engine shaft of the internal combustion engine.

The hybrid vehicle control method according to the present invention includes:
The engine is connected to an internal combustion engine, a predetermined axle, and an engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and the engine Power power input / output means capable of outputting power to a shaft and cranking the internal combustion engine, and connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle A control method of a hybrid vehicle comprising an electric motor, the electric power drive input / output means and an electric storage means capable of exchanging electric power with the electric motor,
During the reverse traveling with the operation stop of the internal combustion engine and the output of power from the electric motor, the internal combustion engine is instructed by the power power input / output means until a predetermined time elapses after a request for starting the internal combustion engine is made. If it is determined that there is no possibility that the power from the electric motor will change over the value 0 when the engine is cranked, the power power input / output means does not wait for the predetermined time to elapse. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that power based on a required driving force required for traveling is output to the axle when the internal combustion engine is started with ranking, When the internal combustion engine is cranked by the power power input / output means until a predetermined time elapses after the start request of the internal combustion engine is made during the reverse running If it is determined that there is a possibility that the power from the motor changes over the value 0, the internal combustion engine is started with cranking by the power power input / output means after the predetermined time has elapsed. Controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the required driving force is output to the axle;
Is included.

  As in this method, the start of the internal combustion engine is delayed for the predetermined time at the maximum after the start request for the internal combustion engine is made during reverse running, that is, the electric motor for the predetermined time at most after the start request for the internal combustion engine is made. By waiting for the power from the vehicle to stop changing across the value 0, the driver and the passenger feel uncomfortable by suppressing the occurrence of rattling noise in the gear mechanism caused by the power of the motor changing across the value 0 You can suppress memorization. Further, by limiting the time for delaying the start of the internal combustion engine to the predetermined time, it is possible to prevent the remaining capacity of the power storage means from being excessively reduced with the output of power from the electric motor.

Other hybrid vehicles according to the present invention are:
An internal combustion engine;
Connected to a predetermined axle and the engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and power to the engine shaft. Power power input / output means capable of outputting and cranking the internal combustion engine;
An electric motor connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
When a request for starting the internal combustion engine is made during reverse travel with the operation stop of the internal combustion engine and the output of power from the electric motor, when the power from the electric motor falls outside a predetermined range including a value of zero, The internal combustion engine and the power power so that the internal combustion engine is started with cranking by the power power input / output means according to the restriction of 1 and power based on the set required driving force is output to the axle. A second control unit that controls the input / output unit and the electric motor, and has a tendency to change the power from the electric motor more slowly than the first restriction when the electric power from the electric motor is included in the predetermined range. The internal combustion engine is started with cranking by the power power input / output means in accordance with the constraints, and power based on the set required driving force is output to the axle. And reverse-travel control means for controlling the urchin the internal combustion engine and the electric power-mechanical power input output mechanism and said electric motor,
Is provided.

  In this hybrid vehicle, when a request for starting the internal combustion engine is made during reverse traveling with the operation stop of the internal combustion engine and the output of power from the electric motor, the power from the electric motor falls outside a predetermined range including a value of zero. In addition, the internal combustion engine, the power power input / output means, and the electric motor are configured so that the internal combustion engine is started with cranking of the internal combustion engine according to the first constraint and power based on the set required driving force is output to the axle. Is controlled. In addition, when the power from the motor is included in the predetermined range, the power from the motor is more slowly changed than the first constraint, with cranking by the power power input / output means according to the second constraint. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that the power based on the set required driving force is output to the axle when the internal combustion engine is started. Thereby, even if the motive power from the electric motor changes across the value 0, it is possible to suppress the occurrence of rattling noise in the gear mechanism and to prevent the driver and the occupant from feeling uncomfortable.

Another hybrid vehicle control method according to the present invention includes:
The engine is connected to an internal combustion engine, a predetermined axle, and an engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and the engine Power power input / output means capable of outputting power to a shaft and cranking the internal combustion engine, and connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle A control method of a hybrid vehicle comprising an electric motor, the electric power drive input / output means and an electric storage means capable of exchanging electric power with the electric motor,
When a request for starting the internal combustion engine is made during reverse travel with the operation stop of the internal combustion engine and the output of power from the electric motor, when the power from the electric motor falls outside a predetermined range including a value of zero, The internal combustion engine and the electric power are output so that the internal combustion engine is started with cranking by the electric power driving input / output means complying with a restriction of 1 and power based on a required driving force required for traveling is output to the axle. A second control unit that controls power input / output means and the electric motor, and has a tendency to slowly change the power from the electric motor as compared with the first restriction when the electric power from the electric motor is included in the predetermined range. The internal combustion engine is started with cranking by the power / power input / output means in accordance with the restrictions of the power and the power based on the required driving force is output to the axle. Controlling the internal combustion engine and the electric power-mechanical power input output mechanism and said electric motor,
Is included.

  According to this method, even if the power from the electric motor changes across the value 0, it is possible to suppress the occurrence of rattling noise in the gear mechanism and to prevent the driver and the occupant from feeling uncomfortable.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. A hybrid vehicle 20 shown in the figure is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 that is an output shaft of the engine 22 via a damper 28, and the power distribution and integration mechanism 30. The motor MG1 capable of generating power, the reduction gear (gear mechanism) 35 attached to the ring gear shaft 32a as an axle connected to the power distribution and integration mechanism 30, and the ring gear shaft 32a via the reduction gear 35. And a hybrid electronic control unit (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire hybrid vehicle 20.

  The engine 22 is an internal combustion engine that outputs power by being supplied with hydrocarbon fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 performs fuel injection amount, ignition timing, Control of intake air volume etc. The engine ECU 24 receives signals from various sensors that are provided for the engine 22 and detect the operating state of the engine 22. The engine ECU 24 communicates with the hybrid ECU 70 to control the operation of the engine 22 based on a control signal from the hybrid ECU 70, a signal from the sensor, and the like, and to transmit data on the operation state of the engine 22 as necessary. It outputs to ECU70.

  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. The crankshaft 26 of the engine 22 is connected to the carrier 34 as the engine side rotation element, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 as the axle side rotation element via the ring gear shaft 32a. The power distribution and integration mechanism 30 distributes the power from the engine 22 input from the carrier 34 to the sun gear 31 side and the ring gear 32 side according to the gear ratio when the motor MG1 functions as a generator. When the motor functions as an electric motor, the power from the engine 22 input from the carrier 34 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 through the gear train 37 and the differential gear 38 to the wheels 39a and 39b that are drive wheels. In the embodiment, a single pinion planetary gear mechanism as shown in FIG. 1 is adopted as the reduction gear 35, but the reduction gear 35 may be a parallel shaft gear train, for example.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor that operates as a generator and can operate as a motor, and exchanges power with the battery 50 that is a secondary battery via inverters 41 and 42. . The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive bus and a negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is supplied to the other. It can be consumed with the motor. Therefore, the battery 50 is charged / discharged by the electric power generated from one of the motors MG1 and MG2 or the insufficient electric power. If the electric power balance is balanced by the motors MG1 and MG2, the battery 50 is charged. It will not be discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40. The motor ECU 40 receives 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 detected phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal and the like to the inverters 41 and 42. Further, the motor ECU 40 executes a rotation speed calculation routine (not shown) based on signals input from the rotation position detection sensors 43 and 44, and calculates the rotation speeds Nm1 and Nm2 of the rotors of the motors MG1 and MG2. Further, the motor ECU 40 communicates with the hybrid ECU 70, and controls the drive of the motors MG1 and MG2 based on a control signal from the hybrid ECU 70 and transmits data related to the operation state of the motors MG1 and MG2 to the hybrid ECU 70 as necessary. Output.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. A charging / discharging current from an attached current sensor (not shown), a battery temperature Tb from a temperature sensor 51 attached to the battery 50, and the like are input. The battery ECU 52 outputs data related to the state of the battery 50 to the hybrid ECU 70 and the engine ECU 24 by communication as necessary. Further, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charging / discharging current detected by the current sensor, or requests charging / discharging of the battery 50 based on the remaining capacity SOC. The power Pb * is calculated, or the input limit Win as the charge allowable power that is the power allowed for charging the battery 50 based on the remaining capacity SOC and the battery temperature Tb, and the power allowed for discharging the battery 50. The output limit Wout as discharge allowable power is calculated. The input / output limits Win and Wout of the battery 50 set basic values of the input / output limits Win and Wout based on the battery temperature Tb, and output correction correction coefficients based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for input restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, a timer 78 that executes timing processing according to a timing command, Input / output ports and communication ports (not shown) are provided. The hybrid ECU 70 detects the ignition signal from the ignition switch (start switch) 80, the shift position SP from the shift position sensor 82 that detects the shift position SP that is the operation position of the shift lever 81, and the depression amount of the accelerator pedal 83. The accelerator opening Acc from the accelerator pedal position sensor 84, the brake pedal stroke BS from the brake pedal stroke sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 87 that acquires the vehicle speed V, etc. are input ports. Is input via. As described above, the hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, etc. ing.

  In the hybrid vehicle 20 of the embodiment configured as described above, the required torque to be output to the ring gear shaft 32a as the axle based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. And the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque is output to the ring gear shaft 32a. As the operation control mode of the engine 22, the motor MG1, and the motor MG2, the engine 22 is operated and controlled so that power corresponding to the required torque is output from the engine 22, and all of the power output from the engine 22 is a power distribution integration mechanism. 30, the torque conversion operation mode in which the motors MG 1 and MG 2 are driven and controlled so that the torque is converted by the motor MG 1 and the motor MG 2 and output to the ring gear shaft 32 a, and the sum of the required torque 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. Torque according to the required torque with torque conversion by the motor MG2. Charge / discharge operation mode in which the motors MG1 and MG2 are driven and controlled so that the power is output to the ring gear shaft 32a, and operation control is performed so that the engine 22 is stopped and power corresponding to the required torque is output from the motor MG2 to the ring gear shaft 32a. There are motor operation modes.

  Next, the operation when the hybrid vehicle 20 configured as described above travels in reverse with the operation stop of the engine 22 and the output of power from the motor MG2 will be described. FIG. 2 shows an example of a reverse travel time drive control routine that is executed by the hybrid ECU 70 every predetermined time (for example, every several msec) when the hybrid vehicle 20 travels in reverse with the operation of the engine 22 stopped. It is a flowchart.

  At the start of the reverse travel drive control routine of FIG. 2, first, the CPU 72 of the hybrid ECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, and the rotational speed Nm1, motors MG1, MG2. Data necessary for control such as Nm2, the charge / discharge required power Pb * of the battery 50, the remaining capacity SOC, the input / output limits Win and Wout, and the value of the engine start request flag Fer are input (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication. Further, the charge / discharge required power Pb *, the remaining capacity SOC, and the input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication. Further, in the embodiment, the engine start request flag Fer is, for example, a hybrid ECU 70 when a request from another control unit such as a heating request from an air conditioning ECU that controls an air conditioner (not shown) is made and the engine 22 should be started. The value set to 1 and stored in a predetermined storage area is input. After the data input process in step S100, the required torque Tr * to be output to the ring gear shaft 32a as the axle connected to the wheels 39a and 39b as drive wheels based on the accelerator opening Acc and the vehicle speed V that have been input and the vehicle The required power P * required for the whole is set (step S110). In the embodiment, the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * is determined in advance and stored in the ROM 74 as a required torque setting map for reverse travel, and the required torque Tr * is given as Those corresponding to the accelerator opening Acc and the vehicle speed V are derived and set from the map. FIG. 3 shows an example of a required torque setting map for reverse travel. In the embodiment, the required power P * is obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a, the charge / discharge required power Pb * (where the discharge side is positive), and the loss Loss. Is calculated as the sum of The rotational speed Nr of the ring gear shaft 32a can be obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35 as shown in the figure or by multiplying the vehicle speed V by the conversion factor k.

  Next, it is determined whether or not the predetermined flag F has a value of 0 (step S120). If the flag F has a value of 0, the required power P * set in step S110 and the engine start request flag Fer are further determined. It is determined whether or not the engine 22 should be started based on the value of (step S130). In step S130, if the required power P * is equal to or greater than a predetermined engine start threshold value or the engine start request flag Fer is a value 1, it is determined that the engine 22 should be started, and the required power P * is predetermined. Is less than the engine start threshold value or the engine start request flag Fer is 0, it is determined that the engine 22 should be maintained in a stopped state. If the engine 22 is to be stopped, the torque command Tm1 * for the motor MG1 is set to 0 (step S160), and the input / output limits Win and Wout of the battery 50 are set in step S160. Torque limits Tmin and Tmax as upper and lower limits of torque that may be output from the motor MG2 using the torque command Tm1 * for the motor MG1 and the current rotation speeds Nm1 and Nm2 of the motors MG1 and MG2 And it calculates according to Formula (2) (step S170). Further, the provisional motor torque Tm2tmp, which is a provisional value of the torque to be output from the motor MG2, based on the request torque Tr * and the gear ratio Gr of the reduction gear 35, as to output all of the request torque Tr * to the motor MG2. Is calculated according to the following equation (3) (step S180). Further, a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax is set as the torque command Tm2 * for the motor MG2 (step S190). By setting the torque command Tm2 * for the motor MG2 in this way, the torque output to the ring gear shaft 32a as the axle can be set to a value limited within the range of the input / output limits Win and Wout of the battery 50. . If torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are set, torque commands Tm1 * and Tm2 * are transmitted to motor ECU 40 (step S200). 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 according to the torque commands Tm1 * and Tm2 *. Next, it is determined whether or not the flag F is a value 1 (step S210). If the flag F is not a value 1 but a value 0, the processing from step S100 is executed again.

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

  On the other hand, if it is determined in step S120 that the flag F is 0 and it is determined in step S130 that the engine 22 should be started, the remaining capacity SOC input in step S100 is further determined in advance. It is determined whether or not it is equal to or greater than the threshold value S1 (step S140). Here, in the embodiment, the threshold value S1 used in step S140 is, for example, a value slightly larger than a predetermined lower limit remaining capacity (for example, 20%) of the battery 50 (for example, a value of about 22 to 23%). Has been. If it is determined in step S140 that the remaining capacity SOC is greater than or equal to the threshold value S1, the timer 78 is turned on and the flag F is set to a value 1 (step S150), and the above-described steps S160 to S200 are performed. Execute. In this case, since the flag F is set to the value 1 in step S150, an affirmative determination is made in the next step S210, and the torque command Tm2 * set and transmitted in steps S190 and S200 is determined in advance. It is determined whether or not the calculated reference value Tm2ref is exceeded (step S220). Here, when the engine 22 is started while the hybrid vehicle 20 is running with the power output from the motor MG2 to the ring gear shaft 32a as the axle while the operation of the engine 22 is stopped, the motor MG1 22 is cranked, and the motors MG1 and MG2 are controlled so that the torque output to the ring gear shaft 32a is canceled and the torque based on the required torque Tr * is output to the ring gear shaft 32a. It will be. In this case, as indicated by a broken line in FIG. 4, when the hybrid vehicle 20 is traveling reversely with the operation stop of the engine 22 and the output of power from the motor MG2, the engine 22 is cranked by the motor MG1. As shown by the solid line in FIG. 4, the ring gear shaft 32a serving as the axle in accordance with cranking has a downward torque (negative torque) in the figure, that is, the same direction as the torque output to the ring gear shaft 32a by the motor MG2. Thus, the torque in the direction of moving the hybrid vehicle 20 backward acts. Therefore, when the engine 22 is started while the hybrid vehicle 20 is running in reverse with the operation of the engine 22 stopped, the torque to be output to the ring gear shaft 32a by the motor MG2 as shown in FIG. As the value is large (the absolute value is small), that is, the torque share for reverse running of the hybrid vehicle 20 by the motor MG2 is small. Therefore, depending on the value of the required torque Tr *, the output torque of the motor MG2 is negative. The value may change to a positive value across the value 0. When the torque output from the motor MG2 changes from the negative side to the positive side across the value 0 as described above, the backlash is reduced in the reduction gear (planetary gear mechanism) 35 between the motor MG2 and the ring gear shaft 32a. There is a possibility that a rattling noise may be generated, causing the driver and passengers to feel uncomfortable.

  For this reason, in the hybrid vehicle 20 of the embodiment, when the engine 22 is cranked by the motor MG1 during reverse running, the output torque of the motor MG2 may change from the negative side to the positive side across the value 0. The output torque (negative value) of the motor MG2 when it becomes extremely low is preliminarily set as a reference value Tm2ref through experiments and analysis in consideration of the cranking torque that is output by the motor MG1 when the engine 22 is started. It has been established. In step S220, the torque command Tm2 * set / transmitted in steps S190 and S200 is compared with the reference value Tm2ref. When the torque command Tm2 * exceeds the reference value Tm2ref (the absolute value of the torque command Tm2 *) When the value is less than the absolute value of the reference value Tm2ref), when the engine 22 is cranked by the motor MG1 during reverse traveling, the output torque of the motor MG2 crosses the value 0 from the negative side to the positive side. Since there is a possibility of change, it is further determined whether or not the time t of the timer 78 is greater than or equal to a predetermined delay time tdly (step S230), and if the time t of the timer 78 is less than the delay time tdly. If so, the processing from step S100 is executed again. In this case, since the flag F is set to 1 in step S150, a negative determination is made in the next step S120, and the processes in steps S130 to S150 are skipped. Further, the delay time tdly as the threshold used in step S230 takes into account the characteristics of the motor MG2 and the like, and after the affirmative determination is made in step S140, the reverse running with the engine 22 stopped is continued. Is also determined as the time that the remaining capacity SOC of the battery 50 does not decrease to the lower limit remaining capacity. Then, after the processing after step S100 is repeated, if it is determined in step S230 that the time t of the timer 78 is greater than or equal to the delay time tdly, that is, the delay time after the timer 78 is turned on in step S150. Until tdly elapses, the torque command Tm2 * exceeds the reference value Tm2ref in step S220, and when the engine 22 is cranked by the motor MG1, the output torque of the motor MG2 crosses the value 0 from the negative side. If it is determined that there is a possibility of changing to the positive side, the engine start flag Fes is set to a value 1 to start the engine 22 with cranking by the motor MG1 when the delay time tdly has elapsed. At the same time, the flag F is set to 0, and the timer 78 is turned off (step S240). , To terminate the present routine. On the other hand, when it is determined in step S220 that the torque command Tm2 * is equal to or smaller than the reference value Tm2ref (when the absolute value of the torque command Tm2 * is equal to or larger than the absolute value of the reference value Tm2ref), reverse When the engine 22 is cranked by the motor MG1 during traveling, the possibility that the output torque of the motor MG2 will change from the negative side to the positive side across the value 0 is extremely low. In order to immediately start the engine 22, the engine start flag Fes is set to the value 1, the flag F is set to the value 0, the timer 78 is turned off (step S240), and this routine is ended.

  As described above, in the hybrid vehicle 20 of the embodiment, it is determined that the start request of the engine 22 has been made during the reverse running with the engine 22 stopped, and the timer 78 is turned on (steps S130 and S150). Until the delay time tdly elapses, when the engine 22 is cranked by the motor MG1, it waits for the output torque of the motor MG2 to cross the value 0 and not change from the negative side to the positive side. . If it is determined that there is no possibility that the output torque of the motor MG2 changes from the negative side to the positive side across the value 0 until the delay time tdly elapses, the delay time tdly The engine 22 is started with cranking by the motor MG1 without waiting for the passage. After the timer 78 is turned on (steps S130 and S150), when the engine 22 is cranked by the motor MG1, the output torque of the motor MG2 may change from the negative side to the positive side across the value 0. If it is determined that there is, the start of the engine 22 is delayed by the delay time tdly at the maximum.

  Next, an operation for starting the engine 22 during reverse traveling of the hybrid vehicle 20 will be described with reference to FIG. 5 and the like. FIG. 5 shows an engine start time drive control routine executed by the hybrid ECU 70 every predetermined time (for example, every several msec) when the engine start flag Fes is set to a value 1 in the reverse travel time drive control routine of FIG. It is a flowchart which shows an example.

  At the start of the engine start drive control routine of FIG. 5, first, the CPU 72 of the hybrid ECU 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 87, the rotational speed Ne of the engine 22, the motor MG1. , MG2 rotation speeds Nm1 and Nm2, and input / output limits Win and Wout of the battery 50 are input (step S300). The rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Next, after setting the required torque Tr * using the accelerator opening Acc and the vehicle speed V input in step S300 and the required torque setting map for reverse travel illustrated in FIG. 3 (step S310), a predetermined torque is set. It is determined whether or not the flag Fr is 1 (step S320). If the flag Fr is 0, the engine 22 is cranked and started using the engine speed Ne inputted in step S300 and the elapsed time t from the start of this routine measured by the timer 78. The cranking torque at that time is set as a torque command Tm1 * for the motor MG1 (step S330). In the embodiment, the relationship between the cranking torque (torque command Tm1 *), the rotational speed Ne of the engine 22 and the elapsed time t is determined in advance and stored in the ROM 74 as a cranking torque setting map. Are derived and set from the map corresponding to the given rotational speed Ne and elapsed time t. FIG. 6 shows an example of the cranking torque setting map. When this cranking torque setting map is used, as can be seen from FIG. 6, in order to increase the rotational speed Ne of the engine 22 quickly, the rate processing is relatively performed immediately after the time t1 when this routine is started. A large torque is set as the cranking torque (torque command Tm1 *). Then, when the rotation speed Ne of the engine 22 has passed through the resonance rotation speed band, or when the time t2 after the time necessary for passing through the resonance rotation speed band has elapsed, the engine 22 is stably started to start ignition. Torque that can be cranked at several Nfire or more is set as the cranking torque, thereby reducing the power consumption and the reaction force output from the motor MG1 to the ring gear shaft 32a as the drive shaft. Further, the cranking torque is gradually reduced to a value of 0 using a rate process from time t3 when the rotational speed Ne of the engine 22 reaches the ignition start rotational speed Nfire.

  If torque command Tm1 * for motor MG1 is set in step S330, torque limits Tmax and Tmin as upper and lower limits of torque that may be output from motor MG2 are calculated in the same manner as in step S170 of FIG. S370). Further, using the required torque Tr *, torque command Tm1 *, the gear ratio ρ of the power distribution and integration mechanism 30, and the gear ratio Gr of the reduction gear 35, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is expressed by the equation (4 ) (Step S380), the torque command Tm2 * for the motor MG2 is set by limiting the calculated temporary motor torque Tm2tmp with the torque limits Tmax and Tmin (step S390). By setting the torque command Tm2 * of the motor MG2 in this way, the torque acting on the ring gear shaft 32a in accordance with the torque for cranking the engine 22 (torque command Tm1 * of the motor MG1) (torque in FIG. 4 = − The torque command Tm2 * for outputting the required torque Tr * to the ring gear shaft 32a in consideration of 1 / ρ · Tm1 *) is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. it can. Note that equation (4) used in step S380 can be easily derived from the alignment chart of FIG. In FIG. 4, the left S-axis indicates the rotation speed of the sun gear 31 that matches the rotation speed Nm1 of the motor MG1, the central C-axis indicates the rotation speed of the carrier 34 that matches the rotation speed Ne of the engine 22, The R axis on the right side shows the rotational speed Nr of the ring gear 32 obtained by dividing the rotational speed Nm2 of the motor MG2 by the current gear ratio Gr of the reduction gear 35. Two thick arrows on the R-axis are output from the motor MG2 to output the torque acting on the ring gear 32 in accordance with the cranking of the engine 22 by the motor MG1 and the required torque Tr * in consideration of the torque. The torque acting on the ring gear shaft 32a via the reduction gear 35 is shown. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S400).

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (4)

  After the process of step S400, it is determined whether or not the absolute value of the torque command Tm2 * set and transmitted in steps S390 and S400 is equal to or less than a predetermined threshold value Tref (step S410). Here, the threshold value Tref is determined as a positive value whose absolute value is relatively close to the value 0. If the absolute value of the torque command Tm2 * is equal to or less than the threshold value Tref, the flag Fr is set to a value 1 (step S420). ) If the absolute value of the torque command Tm2 * exceeds the threshold value Tref, the process of step S420 is skipped. Then, after the process of step S410 or S420, the value is set to 0 until the fuel injection control or the ignition control is started, and the fuel injection start is set to the value 1 when the fuel injection control or the ignition control is started. It is determined whether or not the flag Ffire is 0 (step S430). When the fuel injection start flag Ffire is 0, it is further determined whether or not the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nfire. Determination is made (step S440). The ignition start rotational speed Nfire is the rotational speed of the engine 22 when starting the fuel injection control and the ignition control of the engine 22, and is a value such as 1000 to 1200 rpm, for example. When the rotational speed Ne of the engine 22 has not reached the ignition start rotational speed Nfire, the processing from steps S300 to S430 is repeated. When the engine speed Ne reaches the ignition start engine speed Nfire, a fuel injection control and a control signal for starting the ignition control are transmitted to the engine ECU 24 and a value 1 is set in the fuel injection start flag Ffire. Above (step S450), it is determined whether the engine 22 has reached a complete explosion (step S460). When the engine 22 has not reached a complete explosion, the process returns to step S300. If the fuel injection start flag Ffire is set to 1 in step S450, it is determined in step S430 that the fuel injection start flag Ffire is 1, and the processing of steps S440 and S450 is skipped and the engine 22 is skipped. It is determined whether or not a complete explosion has been reached (step S460). If the engine 22 has not reached a complete explosion, the processing from step S300 is executed again.

  On the other hand, if it is determined in step S410 that the absolute value of the torque command Tm2 * is less than or equal to the threshold value Tref and the flag Fr is set to a value of 1 in step S420, the process proceeds to step S320 when the routine is executed next time. Affirmative determination is made, and cranking torque (using cranking torque setting map obtained by using the rotation speed Ne of engine 22, elapsed time t, and cranking torque setting map in the same manner as step S 330 by the rate processing shown in the following equation (5). = F (Ne, t)) and the value obtained by subtracting the rate value ΔT (a relatively small positive value) from the previous value of the torque command Tm1 *, and the rate value ΔT to the previous value of the torque command Tm1 *. Is set as the torque command Tm1 * of the motor MG1 (step S340). Next, whether or not the set torque command Tm1 * matches the cranking torque (= f (Ne, t)) obtained using the engine speed Ne, the elapsed time t, and the cranking torque setting map. (Step S350), and if the two do not match, the processing after step S370 described above is executed. In step S350, the torque command Tm1 * coincides with the cranking torque (= f (Ne, t)) obtained by using the engine speed Ne, the elapsed time t, and the cranking torque setting map. If it is determined that the flag Fr is present, the flag Fr is set to 0 (step S360), and the processes after step S370 are executed. Accordingly, when it is determined in step S410 that the torque command Tm2 * is within a predetermined range including the value 0 (range of −Tref to Tref) and the flag Fr is set to the value 1 (step S420), cranking is performed. The torque command Tm1 * of the motor MG1 as the torque is out of the predetermined range where the torque command Tm2 * includes the value 0, and the cranking torque setting map as the first constraint is used in step S330 as the first command of the motor MG1. It is set so as to change more slowly than when torque command Tm1 * is set (see the two-dot chain line in FIG. 6). Thereby, even if the torque from the motor MG2 changes across the value 0 with the cranking of the engine 22 by the motor MG1, the generation of rattling noise in the reduction gear 35 is suppressed and the driver and the passenger feel uncomfortable. You can suppress memorization. When the engine 22 reaches a complete explosion, the engine start flag Fes is set to 0 (step S470), and this routine ends.

  Tm1 * = min (max (f (Ne, t), previous Tm1 * -ΔT), previous Tm1 * + ΔT) (5)

  As described above, in the hybrid vehicle 20 of the embodiment, a predetermined delay time after it is determined that a request for starting the engine 22 is made during reverse traveling with the operation stop of the engine 22 and the output of power from the motor MG2. If it is determined that the torque command Tm2 * is equal to or less than the reference value Tm2ref and the output torque of the motor MG2 does not change over the value 0 until tdly elapses (step in FIG. 2). S220), engine 22 is started with cranking by motor MG1 without waiting for the delay time tdly to elapse (step S240 in FIG. 2, FIG. 5). Further, since the torque command Tm2 * exceeds the reference value Tm2ref from when it is determined that the start request of the engine 22 is made during the reverse running until the delay time tdly elapses, the output torque of the motor MG2 becomes a value. If it is determined that there is a possibility of change across 0 (step S220 in FIG. 2), the engine 22 is started with cranking by the motor MG1 after the delay time tdly has elapsed (in FIG. 2). Steps S230 and S240, FIG. 5). That is, even if the engine 22 is cranked by the motor MG1 at the time when the engine 22 is requested to start during reverse running, the output torque of the motor MG2 may change across the value 0. The subsequent change in the required torque Tr * may eliminate the possibility that the output torque of the motor MG2 changes across the value 0 when the engine 22 is cranked by the motor MG1. Therefore, as in the hybrid vehicle 20, it is determined that the start of the engine 22 is delayed by the maximum delay time tdly after it is determined that the start request of the engine 22 is made during the reverse running, that is, the start request of the engine 22 is made. Since the output torque of the motor MG2 does not change across the value 0 for the delay time tdly at maximum, the tooth in the reduction gear 35 caused by the change of the output torque of the motor MG2 across the value 0 It is possible to suppress the generation of a hitting sound and to prevent the driver and passengers from feeling uncomfortable. Then, by limiting the time for delaying the start of the engine 22 to the delay time tdly, it is possible to suppress the remaining capacity SOC of the battery 50 from being excessively reduced due to the torque output from the motor MG2. Become.

  Further, in the hybrid vehicle 20 of the embodiment, the remaining capacity SOC of the battery 50 is greater than or equal to the threshold S1 that is larger than the lower limit remaining capacity (for example, 20%) when it is determined that the engine 22 is requested to start during the reverse running. In this case, the engine 22, the motor MG1, and the motor MG2 are controlled so that the engine 22 is started according to the determination result of step S220 in FIG. 2 (steps S230 and S240 in FIG. 2, FIG. 5). On the other hand, when it is determined that a request for starting the engine 22 is made during reverse travel, if the remaining capacity SOC of the battery 50 is less than the threshold value S1, the engine 22 is started with cranking by the motor MG1. At the same time, the engine 22, the motor MG1, and the motor MG2 are controlled so that torque based on the required torque Tr * is output to the ring gear shaft 32a as the axle (step S240 in FIG. 2, FIG. 5). As described above, if the engine 22 is started according to the determination result of step S220 in FIG. 2 when the remaining capacity SOC of the battery 50 is equal to or larger than the threshold value S1 larger than the lower limit remaining capacity, the delay time tdly is set. Until the time elapses, the electric power from the battery 50 can cause the motor MG2 to output a torque corresponding to the required torque Tr *. Further, if it is determined that a request for starting the engine 22 is made during reverse running, and the remaining capacity SOC of the battery 50 is less than the threshold value S1, the engine 22 is started immediately, the torque is output from the motor MG2. Thus, it is possible to suppress the remaining capacity SOC of the battery 50 from excessively decreasing.

  Furthermore, in the hybrid vehicle 20 of the embodiment, when it is determined in step S410 in FIG. 5 that the output torque of the motor MG2 is outside the predetermined range including the value 0 (range of −Tref to Tref), the first constraint is The engine 22 is started with cranking by the motor MG1 in accordance with the torque command Tm1 * set using the cranking torque setting map of the above, and torque based on the required torque Tr * is output to the ring gear shaft 32a as the axle. Thus, the engine 22, the motor MG1, and the motor MG2 are controlled (S330, S370 to S400 in FIG. 5). When it is determined in step S410 in FIG. 5 that the output torque of the motor MG2 is included in the predetermined range, the torque command Tm1 * (cranking torque) for the motor MG1 is used using the rate processing as the second constraint. ) And the cranking torque setting map is used, the engine 22 is started with cranking by the motor MG1 while the output torque of the motor MG2 is slowly changed, and the torque based on the required torque is increased. The engine 22, the motor MG1, and the motor MG2 are controlled so as to be output to the ring gear shaft 32a (S340 to S400 in FIG. 5). Thus, if the engine 22 is cranked and started while slowly changing the output torque of the motor MG2 when the output torque of the motor MG2 is within a predetermined range including the value 0, the output torque of the motor MG2 is increased. Even if the value changes over the value 0, it is possible to suppress the occurrence of rattling noise in the reduction gear 35 and to prevent the driver and passengers from feeling uncomfortable. Therefore, the processing of steps S120 to S150 and steps S210 to S230 is omitted in the reverse driving control routine of FIG. 2, and the hybrid vehicle 20 performs reverse traveling with the operation stop of the engine 22 and the output of power from the motor MG2. When a request for starting the engine 22 is made during the operation, the engine start drive control routine of FIG. 5 may be started when it is determined that the start request has been made.

  FIG. 7 is a flowchart showing a modification of the engine start time drive control routine. The engine start drive control routine in FIG. 7 corresponds to a process in which the process in step S340 in FIG. 5 is replaced with another process (step S345). That is, in step S345 of FIG. 7, another cranking torque setting map prepared in advance so as to tend to be smaller than the cranking torque setting map used in step S330. The torque command Tm1 * (cranking torque) of the motor MG1 is set using (see the broken line in FIG. 6). Accordingly, when it is determined in step S410 in FIG. 7 that the output torque of the motor MG2 is outside the predetermined range including the value 0 (range of −Tref to Tref), the cranking torque setting map as the first constraint is set. The engine 22 is started with cranking by the motor MG1 according to the torque command Tm1 * set by using (see the solid line in FIG. 6), and torque based on the required torque Tr * is output to the ring gear shaft 32a as the axle. Thus, the engine 22, the motor MG1, and the motor MG2 are controlled (S330, S370 to S400 in FIG. 7). Further, when it is determined in step S410 in FIG. 7 that the output torque of the motor MG2 is included in the predetermined range, another cranking torque setting map (see the broken line in FIG. 6) as the second constraint is displayed. The engine 22 and the motor MG1 are started so that the engine 22 is started with cranking by the motor MG1 according to the torque command Tm1 * set by using the torque command Tm1 * and the torque based on the required torque Tr * is output to the ring gear shaft 32a as the axle. And motor MG2 are controlled (S345 to S400 in FIG. 7). In this way, the engine 22 is cranked while setting the cranking torque to be output from the motor MG1 to the crankshaft 26 smaller than the normal time when the output torque of the motor MG2 is within a predetermined range including the value 0. If the motor MG2 is started, the fluctuation of the output torque of the motor MG2 is suppressed so that the output torque of the motor MG2 does not change across the value 0, thereby suppressing the occurrence of rattling noise in the reduction gear 35 and the driver. And the passengers can be prevented from feeling uncomfortable.

  In the hybrid vehicle 20, the ring gear shaft 32a as the drive shaft and the motor MG2 are connected via the reduction gear 35 that reduces the rotational speed Nm2 of the motor MG2 and transmits it to the ring gear shaft 32a. Instead of 35, for example, there may be employed a transmission that has two shift stages of Hi and Lo, or three or more shift stages, and shifts the rotational speed Nm2 of the motor MG2 and transmits it to the ring gear shaft 32a. . Further, the present invention is different from the axle (the axle to which the wheels 39a and 39b are connected) that is connected to the ring gear shaft 32a as in the hybrid vehicle 120 as a modified example shown in FIG. The present invention may be applied to the one that outputs to the wheels 39c and 39d in FIG. Furthermore, the present invention provides a drive shaft that outputs power to the inner rotor 232 connected to the crankshaft of the engine 22 and the wheels 39a and 39b as drive wheels, like a hybrid vehicle 220 as a modified example shown in FIG. The present invention may be applied to a motor having a counter-rotor motor 230 that has a connected outer rotor 234 and transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power.

  Here, the correspondence between the main elements of the above-described embodiments and modifications and the main elements of the invention described in the column of means for solving the problems will be described. In other words, in the above-described embodiment, the engine 22 corresponds to the “internal combustion engine”, and the motor MG1 and the power distribution / integration mechanism 30 and the counter-rotor motor 230 correspond to “power power input / output means”. The motor MG2 capable of outputting power to the ring gear shaft 32a corresponds to the “electric motor”, and the battery 50 capable of exchanging electric power with the motors MG1 and MG2 corresponds to the “power storage means”. The hybrid ECU 70 that executes the process of step S310 in FIG. 7 corresponds to “required driving force setting means”, and the hybrid ECU 70 that executes the process of step S220 in FIG. 2 corresponds to “determination means”. Hybrid EC for executing the time drive control routine and the engine start time drive control routine of FIG. 5 or FIG. 70, the combination of the engine ECU24 and the motor ECU40 corresponds to the "control means". Further, the motor MG1 corresponds to “a motor for power generation”, and the power distribution and integration mechanism 30 corresponds to “a three-axis power input / output unit”.

  The “internal combustion engine” is not limited to the engine 22 that outputs power by receiving a hydrocarbon-based fuel such as gasoline or light oil, and may be of any other type such as a hydrogen engine. The “power / power input / output means” is not limited to the combination of the motor MG1 and the power distribution / integration mechanism 30 or the anti-rotor motor 230, but is connected to a predetermined axle and the engine shaft of the internal combustion engine, and input / output of power and power. As long as it is possible to output at least part of the power of the internal combustion engine to the axle side and output the power to the engine shaft to crank the internal combustion engine, any other type of power can be used. I do not care. “Electric motor” and “electric generator motor” are not limited to synchronous generator motors such as motors MG1 and MG2, and may be of any other type such as an induction motor. The “storage means” is not limited to the secondary battery such as the battery 50, and may be any other type such as a capacitor as long as it can exchange electric power with the motor. The “control means” is not limited to the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40, and may be any other type such as a single electronic control unit. In any case, the correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. This is an example for specifically describing the best mode for carrying out the invention, and does not limit the elements of the invention described in the column of means for solving the problem. In other words, the examples are merely specific examples of the invention described in the column of means for solving the problem, and the interpretation of the invention described in the column of means for solving the problem is described in the description of that column. Should be done on the basis.

  The embodiments of the present invention have been described above using the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be made without departing from the scope of the present invention. Needless to say.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

1 is a schematic configuration diagram of a hybrid vehicle 20 according to an embodiment of the present invention. 6 is a flowchart illustrating an example of a reverse travel time drive control routine that is executed by the hybrid ECU 70 of the embodiment when the hybrid vehicle 20 performs reverse travel while the operation of the engine 22 is stopped. It is explanatory drawing which shows an example of the required torque setting map for reverse travel. 4 is an explanatory diagram illustrating a collinear diagram illustrating a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. It is a flowchart which shows an example of a drive control routine at the time of engine starting. It is explanatory drawing which shows an example of the map for cranking torque setting. It is a flowchart which shows the modification of an engine starting drive control routine. It is a schematic block diagram of the hybrid vehicle 120 which concerns on a modification. It is a schematic block diagram of the hybrid vehicle 220 which concerns on a modification.

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, 37 gear train, 38 differential gear, 39a to 39d wheels, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 Electronic control unit for battery (battery ECU), 54 power line, 70 Electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 80 Ignition switch, 1 a shift lever, 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal stroke sensor, 87 vehicle speed sensor, MG1, MG2 motor.

Claims (9)

An internal combustion engine;
Connected to a predetermined axle and the engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and power to the engine shaft. Power power input / output means capable of outputting and cranking the internal combustion engine;
An electric motor connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
Determining means for determining whether or not the power from the electric motor may change across a value of 0 when the internal combustion engine is cranked by the power power input / output means;
The power from the electric motor is determined by the determination means during a period of time after a request for starting the internal combustion engine is made during reverse traveling with the operation stop of the internal combustion engine and the output of power from the electric motor. If it is determined that there is no possibility that the value will change over the value 0, the internal combustion engine is started with cranking by the power drive input / output means without waiting for the elapse of the predetermined time, and the The internal combustion engine, the power power input / output means, and the electric motor are controlled so that power based on the set required driving force is output to the axle, and a request for starting the internal combustion engine is made during the reverse travel. Until the predetermined time elapses, the determination means determines that the power from the motor may change across a value of 0, and the previous time after the predetermined time elapses. The internal combustion engine, the power power input / output means, and the power supply are input and output to the axle while the internal combustion engine is started with cranking by the power power input / output means. Reverse running control means for controlling the electric motor,
A hybrid car with The hybrid vehicle according to claim 1,
The reverse travel time control means starts the internal combustion engine with cranking by the power power input / output means in accordance with the first restriction when the power from the electric motor is outside a predetermined range including a value of 0. The internal combustion engine, the power power input / output means, and the motor are controlled so that power based on the set required driving force is output to the axle, and power from the motor is included in the predetermined range. When the engine is started, the internal combustion engine is started and cranked with cranking by the power power input / output means according to the second constraint that tends to change the power from the motor more slowly than the first constraint. The hybrid engine controls the internal combustion engine, the power power input / output means, and the electric motor so that power based on the requested driving force is output to the axle. Car. The hybrid vehicle according to claim 1,
The reverse travel time control means starts the internal combustion engine with cranking by the power power input / output means in accordance with the first restriction when the power from the electric motor is outside a predetermined range including a value of 0. The internal combustion engine, the power power input / output means, and the motor are controlled so that power based on the set required driving force is output to the axle, and power from the motor is included in the predetermined range. The power to be output from the power / power input / output means to the engine shaft is accompanied by cranking by the power / power input / output means in accordance with a second constraint that tends to be smaller than the first constraint. The internal combustion engine, the power power input / output means, and the power supply are output so that power based on the set required driving force is output to the axle when the internal combustion engine is started. A hybrid vehicle for controlling the motive. The hybrid vehicle according to any one of claims 1 to 3,
When the reverse running control means makes a request for starting the internal combustion engine during the reverse running, the remaining capacity of the power storage means is greater than or equal to a predetermined threshold greater than the lower limit remaining capacity of the power storage means. The internal combustion engine, the electric power drive input / output means and the electric motor are controlled so that the internal combustion engine is started according to the determination result of the determination means, and the start request of the internal combustion engine is made during the reverse running. If the remaining capacity of the power storage means is less than the threshold value, the internal combustion engine is started with cranking by the power power input / output means and power based on the set required driving force is obtained. A hybrid vehicle that controls the internal combustion engine, the power drive input / output means, and the electric motor so as to be output to the axle.   The power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the axle, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, and among these three shafts 5. The hybrid vehicle according to claim 1, further comprising: a three-axis power input / output unit that inputs / outputs power based on power input / output to / from any of the two shafts to / from the remaining shaft. 6.   The three-shaft power input / output means rotatably holds a sun gear connected to the generator motor, a ring gear connected to the axle and the motor, and a pinion gear meshing with both the sun gear and the ring gear. And a planetary gear mechanism including a carrier connected to an engine shaft of the internal combustion engine. The engine is connected to an internal combustion engine, a predetermined axle, and an engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and the engine Power power input / output means capable of outputting power to a shaft and cranking the internal combustion engine, and connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle A control method of a hybrid vehicle comprising an electric motor, the electric power drive input / output means and an electric storage means capable of exchanging electric power with the electric motor,
During the reverse traveling with the operation stop of the internal combustion engine and the output of power from the electric motor, the internal combustion engine is instructed by the power power input / output means until a predetermined time elapses after a request for starting the internal combustion engine is made. If it is determined that there is no possibility that the power from the electric motor will change over the value 0 when the engine is cranked, the power power input / output means does not wait for the predetermined time to elapse. The internal combustion engine, the power power input / output means, and the electric motor are controlled so that power based on a required driving force required for traveling is output to the axle when the internal combustion engine is started with ranking, When the internal combustion engine is cranked by the power power input / output means until a predetermined time elapses after the start request of the internal combustion engine is made during the reverse running If it is determined that there is a possibility that the power from the motor changes over the value 0, the internal combustion engine is started with cranking by the power power input / output means after the predetermined time has elapsed. Controlling the internal combustion engine, the power power input / output means, and the electric motor so that power based on the required driving force is output to the axle;
Control method of hybrid vehicle including An internal combustion engine;
Connected to a predetermined axle and the engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and power to the engine shaft. Power power input / output means capable of outputting and cranking the internal combustion engine;
An electric motor connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle;
A power storage means capable of exchanging power with the power input / output means and the electric motor;
A required driving force setting means for setting a required driving force required for traveling;
When a request for starting the internal combustion engine is made during reverse travel with the operation stop of the internal combustion engine and the output of power from the electric motor, when the power from the electric motor falls outside a predetermined range including a value of zero, The internal combustion engine and the power power so that the internal combustion engine is started with cranking by the power power input / output means according to the restriction of 1 and power based on the set required driving force is output to the axle. A second control unit that controls the input / output unit and the electric motor, and has a tendency to change the power from the electric motor more slowly than the first restriction when the electric power from the electric motor is included in the predetermined range. The internal combustion engine is started with cranking by the power power input / output means in accordance with the constraints, and power based on the set required driving force is output to the axle. And reverse-travel control means for controlling the urchin the internal combustion engine and the electric power-mechanical power input output mechanism and said electric motor,
A hybrid car with The engine is connected to an internal combustion engine, a predetermined axle, and an engine shaft of the internal combustion engine, and can output at least part of the power of the internal combustion engine to the axle side with input and output of electric power and power, and the engine Power power input / output means capable of outputting power to a shaft and cranking the internal combustion engine, and connected to the axle or another axle different from the axle and capable of outputting power to the axle or the other axle A control method of a hybrid vehicle comprising an electric motor, the electric power drive input / output means and an electric storage means capable of exchanging electric power with the electric motor,
When a request for starting the internal combustion engine is made during reverse travel with the operation stop of the internal combustion engine and the output of power from the electric motor, when the power from the electric motor falls outside a predetermined range including a value of zero, The internal combustion engine and the electric power are output so that the internal combustion engine is started with cranking by the electric power driving input / output means complying with a restriction of 1 and power based on a required driving force required for traveling is output to the axle. A second control unit that controls power input / output means and the electric motor, and has a tendency to slowly change the power from the electric motor as compared with the first restriction when the electric power from the electric motor is included in the predetermined range. The internal combustion engine is started with cranking by the power / power input / output means in accordance with the restrictions of the power and the power based on the required driving force is output to the axle. Controlling the internal combustion engine and the electric power-mechanical power input output mechanism and said electric motor,
Control method of hybrid vehicle including

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