JP2009184367A - Power output device, vehicle having the same and method for controlling power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly suppress a torque shock due to first combustion of an internal combustion engine. <P>SOLUTION: In a hybrid vehicle 20, when an engine speed Ne of the engine 22 becomes a reference engine speed Nref or above due to cranking, a time point when a crank angle change amount ΔCA becomes ΔCAfir is decided as fuel injection start time, and a fuel cut flag Ffc is set to a value 0 so as to previously notify a hybrid ECU 70 side that fuel injection to the engine 22 is started at the fuel supply start time. Output torque of a motor MG2 is adjusted such that torque fluctuation of a ring gear shaft 32a due to the first combustion of the engine 22 is suppressed from a time point when a waiting time t1ref elapses after it is decided that the fuel cut flag Ffc is set to the value 0 and when the crank angle change amount ΔCA becomes a wait threshold value ΔCAref or above (steps S180, S190, S220-S260). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle including the same, and a control method for the power output device.

Conventionally, in order to suppress the torque shock that occurs at the time of the first explosion of the internal combustion engine, the power that drives and controls the electric motor so as to output the torque in the direction that cancels the torque that acts on the drive shaft accompanying the first explosion of the internal combustion engine. An output device is known (see, for example, Patent Document 1). In this power output device, for example, when the internal combustion engine is started while the operation of the internal combustion engine is stopped and the electric motor is running, the crank angle of the internal combustion engine includes the timing of the first explosion. By adjusting the torque output from the electric motor to be smaller by a predetermined torque for the passing time, the torque output to the drive shaft accompanying the first explosion of the internal combustion engine is canceled, and the torque shock due to the first explosion is suppressed.
JP 2005-30281 A

  However, the angle range of the crank angle including the timing of the first explosion of the internal combustion engine may vary depending on the surrounding environment and the like. Therefore, even if an attempt is made to adjust the output torque of the electric motor based on the crank angle of the internal combustion engine as in the above-described conventional power output device, the angle range of the crank angle including the timing of the first explosion is not accurately grasped before the first explosion. There is a risk that the output torque of the motor will be adjusted.In such a case, after the torque output to the drive shaft by the motor decreases, the torque due to the first explosion acts on the drive shaft, and the effect of torque shock is on the contrary. There is also a risk of becoming larger.

  Therefore, the main purpose of the power output apparatus, the vehicle including the same, and the control method for the power output apparatus of the present invention is to more appropriately suppress the torque shock accompanying the initial explosion of the internal combustion engine.

  The power output apparatus, the vehicle including the same, and the control method for the power output apparatus according to the present invention employ the following means in order to achieve the main object.

The power output apparatus of the present invention is
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Electric cranking means capable of executing cranking for starting the internal combustion engine;
Power storage means capable of exchanging power with the electric motor and the electric cranking means;
When the internal combustion engine is instructed to start while the operation of the internal combustion engine is stopped, the fuel supply start timing of the internal combustion engine is set, and the fuel for the internal combustion engine is set at the set fuel supply start timing. Fuel supply start time setting means for giving a notice that supply will be started;
Crank angle change amount acquisition means for acquiring a change amount of the crank angle of the internal combustion engine since the advance notice was made;
If an instruction to start the internal combustion engine is given while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked and acts as a reaction force on the drive shaft along with the cranking of the internal combustion engine. The electric cranking means and the electric motor are controlled so that the torque to be canceled is canceled, a predetermined standby time has elapsed since the advance notice was made, and the obtained change amount of the crank angle is a predetermined standby threshold value Engine starting control means for adjusting the output torque of the electric motor so as to suppress torque fluctuations of the drive shaft accompanying the initial explosion of the internal combustion engine from the time point at which
Is provided.

  In this power output device, if an instruction to start the internal combustion engine is given while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked and acts as a reaction force on the drive shaft along with the cranking. The electric cranking means and the electric motor are controlled so that the torque to be canceled is cancelled. In addition, when the internal combustion engine is instructed to start, a fuel supply start timing is set by the fuel supply start timing setting means, and a notice that fuel supply to the internal combustion engine is started at the set fuel supply start timing is performed. Further, the change amount of the crank angle of the internal combustion engine since the notice is made is acquired by the crank angle change amount acquisition means. Then, the torque fluctuation of the drive shaft due to the initial explosion of the internal combustion engine is suppressed from the time when the predetermined standby time has elapsed since the advance notice was made and the amount of change in the crank angle has exceeded the predetermined standby threshold. The output torque of the electric motor is adjusted. Thus, in this power output device, when starting the internal combustion engine, the electric motor is started from the time when a sufficient amount of time has elapsed from the advance notice that fuel supply to the internal combustion engine will start and the amount of change in the crank angle becomes sufficiently large. Since the output torque of the internal combustion engine is adjusted, the output torque of the motor is prevented from being adjusted before the first explosion of the internal combustion engine actually occurs even if the surrounding environment of the internal combustion engine changes. Thus, torque shock associated with the first explosion of the internal combustion engine can be suppressed more appropriately.

  Further, the fuel supply timing setting means may set a timing at which the change amount of the crank angle reaches a predetermined change amount after the notice is made as the fuel supply start timing. It may be determined based on the predetermined change amount. As a result, the standby threshold value can be determined more appropriately, so that it is possible to more reliably prevent the output torque of the motor from being adjusted before the initial explosion of the internal combustion engine actually occurs. In this case, the standby threshold value may be set to be equal to or less than the predetermined change amount.

  The standby time may be a time required for the amount of change in the crank angle of the internal combustion engine to reach the predetermined change amount after the notification is made under a predetermined condition including at least room temperature. As a result, the standby time can be set to a more appropriate value.

  Furthermore, the fuel supply timing setting means may perform the advance notice based on the number of revolutions of the internal combustion engine after cranking by the electric cranking means is started. As a result, the fuel supply start time can be set to a more appropriate time, and the fuel supply start time can be notified in advance at a more appropriate time.

  In addition, the engine start-time control means includes a first ignition timing, a next ignition timing, and a time when the waiting time elapses after the notice is made and the change amount of the crank angle becomes equal to or greater than the waiting threshold. The output torque of the electric motor may be decreased for a predetermined time including As a result, even if the first explosion does not occur at the first ignition timing and the first explosion occurs at the next ignition timing, it is possible to suppress the torque shock accompanying the first explosion.

  Further, the electric cranking means is connected to the drive shaft and the engine shaft of the internal combustion engine and outputs at least part of the power of the internal combustion engine to the drive shaft side with input and output of electric power and power. In addition, power power input / output means capable of exchanging power with the power storage means may be used. In this case, the electric power drive input / output means is connected to three shafts of a generator motor capable of inputting / outputting power, the drive shaft, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor, Three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the three axes may be included.

  A vehicle according to the present invention includes the power output device and drive wheels connected to the drive shaft. Since the vehicle includes the power output device according to any one of the above aspects, the vehicle has the same effects as the power output device.

The method for controlling the power output apparatus according to the present invention includes:
An internal combustion engine capable of outputting power to the drive shaft; an electric motor capable of outputting power to the drive shaft; an electric cranking means capable of executing cranking for starting the internal combustion engine; the electric motor and the electric crank; A control method for a power output device comprising a ranking means and a power storage means capable of exchanging electric power,
(A) When an instruction to start the internal combustion engine is given while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked, and the drive shaft is attached to the crankshaft of the internal combustion engine. Controlling the electric cranking means and the electric motor so that torque acting as a reaction force is canceled;
(B) After the start instruction of the internal combustion engine is made, a fuel supply start timing of the internal combustion engine is set, and a notice that fuel supply to the internal combustion engine is started at the set fuel supply start timing is made Steps,
(C) Torque of the drive shaft accompanying the initial explosion of the internal combustion engine from the time when a predetermined standby time has elapsed after the advance notice is made and the amount of change in the crank angle of the internal combustion engine is greater than or equal to a predetermined standby threshold value Adjusting the output torque of the electric motor so that fluctuations are suppressed;
Is included.

  According to this method, when the internal combustion engine is started, the output torque of the electric motor starts from a point in time when a sufficient amount of time has passed since the advance notice that fuel supply to the internal combustion engine is started and the amount of change in the crank angle becomes sufficiently large. Therefore, even if the surrounding environment of the internal combustion engine changes, it is possible to prevent the output torque of the motor from being adjusted before the initial explosion of the internal combustion engine actually occurs. Thus, the torque shock accompanying the first explosion of the internal combustion engine can be suppressed more appropriately.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft (engine shaft) 26 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 (hereinafter referred to as “hybrid ECU”) 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and detects the operating state of the engine 22 such as a crank position sensor 23 that is attached to the crankshaft 26 and detects the crank angle CA. The engine electronic control unit (hereinafter referred to as “engine ECU”) 24 that receives signals from various sensors that perform operation control such as fuel injection control, ignition control, and intake air amount adjustment control. The engine ECU 24 communicates with the hybrid ECU 70, controls the operation of the engine 22 by a control signal from the hybrid ECU 70, and outputs data related to the operation state of the engine 22 to the hybrid ECU 70 as necessary.

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

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as “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 ECU 70, controls the driving of the motors MG1, MG2 by a control signal from the hybrid ECU 70, and outputs data related to the operating state of the motors MG1, MG2 to the hybrid ECU 70 as necessary.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52. The battery ECU 52 includes signals necessary for managing the battery 50, such as an inter-terminal voltage Vb from the voltage sensor 53 installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current Ib from the installed current sensor 55, the battery temperature Tb from the temperature sensor 56 attached to the battery 50, and the like are input. Further, 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. Furthermore, in order to manage the battery 50, the battery ECU 52 calculates the remaining capacity SOC based on the integrated value of the charge / discharge current Ib detected by the current sensor 55, or based on the remaining capacity SOC and the battery temperature Tb. An input limit Win as charge allowable power that is power allowed for charging of the battery 50 and an output limit Wout as discharge allowable power that is power allowable for discharge of the battery 50 are set. Here, the input / output limits Win and Wout of the battery 50 are basically the input limit correction coefficient or the output limit correction based on the remaining capacity SOC of the battery 50 to a value (temperature dependent value) based on the battery temperature Tb. It can be set by multiplying by a coefficient.

  The hybrid ECU 70 is configured as a microprocessor centered on the CPU 72, and includes a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 72. . The hybrid ECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The degree Acc, 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 ECU 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.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, particularly the operation when starting the engine 22 that has been stopped will be described. FIG. 2 is a flowchart showing an example of an engine start time control routine executed by the hybrid ECU unit 70. This routine is executed when the engine 22 is instructed to start.

  At the start of the engine start time control routine of FIG. 2, the CPU 72 of the hybrid ECU 70 determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the motor speeds Nm1, Nm2, motors MG1, MG2. Input processing of data necessary for control such as the input / output limits Win and Wout of the battery 50, the rotation speed Ne of the engine 22, the crank angle CA, the fuel cut flag Ffc and the complete explosion determination flag Ffin is executed (step S100). Here, 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. To do. The input / output limits Win and Wout of the battery 50 are input from the battery ECU 52 by communication. Further, the rotational speed Ne of the engine 22 is calculated based on a signal from the crank position sensor 23, and is input by communication from the engine ECU 24. The crank angle CA is detected by the crank position sensor 23. Input from the ECU 24 by communication. Similarly, the values of the fuel cut flag Ffc and the complete explosion determination flag Ffin are also input from the engine ECU 24 by communication. Here, the fuel cut flag Ffc is set to a value of 1 when fuel injection to the engine 22 is stopped (fuel cut), and the fuel injection stop (fuel cut) is released and fuel injection to the engine 22 is possible. Is set to a value of 0. Further, the complete explosion determination flag Ffin is set to a value of 1 when it is determined that the engine 22 has completed the complete explosion based on the rotational speed Ne of the engine 22, and when it is determined that the engine 22 has not yet completed the complete explosion. The value is set to 0. After the data input process of step S110, 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 is set based on the accelerator opening Acc and the vehicle speed V (step S110). ). In the embodiment, the relationship between 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, and stored when the accelerator opening Acc and the vehicle speed V are given. The corresponding required torque Tr * is derived from the map and set. FIG. 3 shows an example of the required torque setting map.

  Subsequently, the engine 22 is cranked by the motor MG1 and started by using the engine speed Ne inputted in step S100 and the elapsed time t from the start of this routine measured by the timer 78. A motor torque command Tm1 * as a ranking torque is set (step S120). In the embodiment, the relationship between the motor 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. As the motor torque command Tm1 *, A value corresponding to the given rotation speed Ne and elapsed time t is derived and set from the map. FIG. 4A shows an example of the cranking torque setting map. When this cranking torque setting map is used, as can be seen from FIG. 4A, rate processing is used immediately after time t00 when this routine is started in order to quickly increase the rotational speed Ne of the engine 22. A relatively large torque is set as the motor torque command Tm1 *. Then, as shown in FIGS. 4 (a) and 4 (b), gradually from time t10 when the rotational speed Ne of the engine 22 reaches the reference rotational speed Nref set as a value larger than the resonance rotational speed band. A small value is set in the torque command Tm1 *. Thus, by setting a relatively large torque in the torque command Tm1 * immediately after the start of the engine 22, the rotational speed Ne of the engine 22 is rapidly increased to quickly pass through the resonance rotational speed band and at the same time as the reference rotation. A number Nref can be reached. The power generation torque is set as the torque command Tm1 * for the motor MG1 from the time t50 when the complete explosion of the engine 22 is determined.

  If the torque command Tm1 * of the motor MG1 is set, it is determined whether or not a predetermined flag F that is normally set to a value 0 is a value 0 (step S130). When the flag F is a value 0, Further, it is determined whether or not the fuel cut flag Ffc is 0 (step S140). Immediately after starting the engine 22, the fuel cut flag Ffc is set to the value 1, so a negative determination is made in step S140, and a value 0 is set to the correction torque Tα in step S280. Next, the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 inputted in step S100 and the set torque command Tm1 * of the motor MG1 and the current rotational speed Nm1 of the motor MG1. Is divided by the number of rotations Nm2 of the motor MG2 to calculate torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 using the equations (1) and (2) ( Step S230). Further, based on the required torque Tr * 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 calculated according to the equation (3) (step S240), and expressed by the equation (4). As described above, the value obtained by adding the correction torque Tα to the value obtained by limiting the temporary motor torque Tm2tmp by the torque limit Tmin, Tmax calculated in step S230 of the torque command Tm2 * of the motor MG2 is set as the torque command Tm2 * of the motor MG2. (Step S250). Immediately after starting the engine 22, the correction torque Tα is set to the value 0 as described above. Therefore, a value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmax and Tmin is set as the torque command Tm2 *. become. Note that equation (3) used in step S240 can be easily derived from the alignment chart shown in FIG. FIG. 5 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotational elements of the power distribution and integration mechanism 30 when the engine 22 is cranked and started. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that matches the rotation speed Nm1 of the motor MG1, and 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 indicates 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 transmission 60. Two thick arrows on the R axis are output from the motor MG2 to output the torque acting on the ring gear 32 when cranking the engine 22 and the required torque Tr * while canceling the torque. And the torque acting on the ring gear shaft 32a via. Further, the torque obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmax and Tmin as described above can be used as the torque command Tm2 * of the motor MG2, so that the torque for cranking the engine 22 (the torque of the motor MG1) is set. The requested torque Tr * is output to the ring gear shaft 32a while canceling the torque (torque = −1 / ρ · Tm1 * in FIG. 5) as a reaction force against the driving force acting on the ring gear shaft 32a in response to the command Tm1 *). Torque command Tm2 * can be set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. Then, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S260). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. . Further, it is determined whether or not the complete explosion determination flag Ffin has a value of 0 (step S270). When the engine 22 has not yet completed an explosion and the complete explosion determination flag Ffin has a value of 0, the processing after step S100 is performed again. Execute.

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

  Here, in the hybrid vehicle 20 of the embodiment, as shown in FIG. 4B, when the rotational speed Ne of the engine 22 becomes equal to or higher than the reference rotational speed Nref as the engine 22 is cranked by the motor MG1, FIG. ), The engine ECU 24 sets the fuel cut flag Ffc to a value of 0. Further, the engine ECU 24 sets the engine 22 according to the cranking torque setting map shown in FIG. 4A after the engine speed Ne is equal to or higher than the reference engine speed Nref and the fuel cut flag Ffc is set to the value 0. Is determined as the fuel injection start timing when the crank angle CA is changed by a predetermined change amount ΔCAfire (eg, 540 ° in the embodiment). That is, the engine ECU 24 according to the embodiment indicates that when the rotational speed Ne of the engine 22 reaches the reference rotational speed Nref, fuel injection is started when the crank angle CA subsequently changes by the predetermined change amount ΔCAfire. Therefore, the fuel cut flag Ffc is changed from the value 1 to the value 0 in order to give a notice. Accordingly, when the engine start time control routine of FIG. 2 is repeatedly executed and the engine speed Ne becomes equal to or higher than the reference engine speed Nref, it is determined that the fuel cut flag Ffc input in step S100 is 0. (Step S140). In this case, it is further determined whether or not the fuel cut flag Ffc input in step S100 at the previous execution of this routine is 1 (step S150), and the fuel cut at the previous execution of this routine is determined. If the flag Ffc is 1, the timer 78 starts counting the first elapsed time t1, and the crank angle CA input in step S100 is stored in the RAM 76 as the timing start crank angle CA0 (step S100). S160). When the fuel cut flag Ffc at the previous execution of this routine is 0, the first elapsed time t1 has already started to be measured and the timing start crank angle CA0 has already been stored in the ROM 76. Therefore, the process of step S160 is skipped. When the counting of the first elapsed time t1 is started in step S160, the crank angle change amount ΔCA is calculated based on the crank angle CA input in step S100 and the timing start crank angle CA0 stored in step S160. Calculate (step S170). The crank angle change amount ΔCA is fuel cut by the engine ECU 24 after the first elapsed time t1 is started in step S160, that is, when the engine speed Ne is substantially equal to or higher than the reference engine speed Nref. This is the amount of change in the crank angle CA since it was determined that the flag Ffc was set to the value 0, and the difference between the current value and the previous value of the crank angle CA is integrated while taking into account the value of the crank angle CA0 at the start of timing. As shown in FIG. 4D, it basically increases gradually as time passes.

  Subsequently, it is determined whether or not the first elapsed time t1 is equal to or longer than a predetermined standby time t1ref as a threshold (step S180), and when the first elapsed time t1 is equal to or longer than the standby time t1ref, step S170 is further performed. It is determined whether or not the crank angle change amount ΔCA calculated in step S is equal to or greater than the standby threshold value ΔCAref (step S190). In the embodiment, the standby time t1ref used in step S180 is equal to or higher than the reference rotational speed Nref and the fuel cut flag Ffc is set by the engine ECU 24 under a predetermined reference state that is at room temperature and normal pressure. Since the crank angle of the engine 22 according to the cranking torque setting map shown in FIG. 4A after the value 0 is set, the crank angle CA defines the fuel injection start timing. For example, the time required for the change by 540 ° is determined based on the communication delay time between the engine ECU 24 and the hybrid ECU 70, which is obtained in advance through experiments and analysis. Further, the standby threshold value ΔCAref used in step S190 is determined based on the predetermined change amount ΔCAfir that defines the fuel injection start timing. In the embodiment, the standby threshold value ΔCAref is slightly smaller than the predetermined change amount ΔCAfir (for example, 520 °). It has been established. When a negative determination is made in any of steps S180 and S190, the correction torque Tα is set to 0 (step S280), and the processing from step S230 onward is executed.

  On the other hand, when an affirmative determination is made in both steps S180 and S190, the timer 78 is once reset, the time measurement of the second elapsed time t2 is started, and a value 1 is set in the flag F (step S200). Further, it is determined whether or not the second elapsed time t2 is less than a predetermined time t2ref as a threshold (step S210). In the embodiment, the predetermined time t2ref is predetermined as a time including, for example, the first ignition timing and the next ignition timing accompanying the start of fuel injection. When the second elapsed time t2 is less than the predetermined time t2ref, the correction torque Tα is set based on the second elapsed time t2 (step S220). In the embodiment, the correction torque Tα is set to change as shown in FIG. 4E according to the second elapsed time t2 using a map prepared in advance, and the correction torque Tα is a negative value. Set as Thus, when the correction torque Tα is set in step S220, the processing after step S230 described above is executed. When the process of step S220 is executed in this way, the correction torque Tα is set as a negative value. Therefore, in step S250, the value obtained by limiting the temporary motor torque Tm2tmp with the torque limits Tmin and Tmax is further corrected with the correction torque Tα. A value decreased in accordance with is set as the torque command Tm2 *. When it is determined in step S210 that the second elapsed time t2 is equal to or longer than the predetermined time t2ref, the timer 78 is reset as appropriate and the correction torque Tα is set to 0 (step S280), and after step S230. The process is executed. Then, after the fuel injection control is started at the fuel injection start timing and the ignition control corresponding to the fuel injection start timing is started, when the engine ECU 24 determines that the engine 22 has completely exploded, the complete explosion determination flag Ffin is set to a value. When it is determined that the complete explosion determination flag Ffin is 1 in step S270, the routine ends.

  As described above, when the engine start time control routine of FIG. 2 is executed, the engine speed of the engine 22 becomes equal to or higher than the reference speed Nref in accordance with the cranking by the motor MG1 (time t10). After the hybrid ECU 70 determines that the flag Ffc is set to 0 and the fuel injection start timing is set (step S180), the standby time t1ref elapses and the crank angle change amount ΔCA becomes equal to or greater than the standby threshold value ΔCAref. From the time point (time t30 in the example of FIG. 4), correction of the torque command Tm2 * based on the correction torque Tα corresponding to the second elapsed time t2 is executed so that the output torque of the motor MG2 decreases. The correction of the torque command Tm2 * based on the correction torque Tα is a predetermined time that is determined as a time when the second elapsed time t2 includes the first ignition timing and the next ignition timing accompanying the start of fuel injection. This is continued until time t2ref or more.

  As described above, in the hybrid vehicle 20 of the embodiment, when the engine 22 is instructed to start while the operation of the engine 22 is stopped, the engine 22 is cranked and driven in accordance with the cranking. Motors MG1 and MG2 are controlled such that torque acting as a reaction force on ring gear shaft 32a as the shaft is canceled. Further, when the rotational speed Ne of the engine 22 becomes equal to or higher than the reference rotational speed Nref accompanying the cranking of the engine 22 by the motor MG1, the crank angle is increased by the engine ECU 24 after the rotational speed Ne of the engine 22 becomes higher than the reference rotational speed Nref. The time point at which the change amount ΔCA becomes the predetermined change amount ΔCAfire (eg, 540 ° in the embodiment) is determined as the fuel injection start timing, and the hybrid ECU 70 side indicates that fuel injection to the engine 22 is started at the fuel injection start timing. The fuel cut flag Ffc is set to a value of 0 in order to notify in advance. Further, when the fuel cut flag Ffc is set to a value of 0 as a notice of the fuel injection start timing, the hybrid ECU 70 determines that the crank angle change amount ΔCA of the engine 22 after the fuel cut flag Ffc is set to a value of 0 is the crank position. Obtained based on a signal from the sensor 23. Then, a predetermined standby time t1ref elapses after the hybrid ECU 70 determines that the fuel cut flag Ffc is set to the value 0, and the crank angle change amount ΔCA is a predetermined standby threshold value ΔCAref (for example, 520 ° in the embodiment). From the time point described above, the output torque of the motor MG2 is adjusted so that the torque fluctuation of the ring gear shaft 32a accompanying the initial explosion of the engine 22 is suppressed (steps S180, S190, S220 to S260). Thus, in the hybrid vehicle 20, when the engine 22 is started, a sufficient time (t1ref) has elapsed since the fuel cut flag Ffc is set to a value of 0 as a notice that fuel injection to the engine 22 is started. Since the output torque of the motor MG2 is adjusted from the time when the angle change amount ΔCA becomes sufficiently large, even if the surrounding environment of the engine 22 changes, before the first explosion of the engine 22 actually occurs. It is possible to prevent the output torque of the motor MG2 from being adjusted, and the torque shock accompanying the initial explosion of the engine 22 can be more appropriately suppressed. That is, in the hybrid vehicle 20 of the embodiment, the fuel cut flag Ffc is used when the rotational speed Ne of the engine 22 does not increase rapidly due to friction or the like even when cranking by the motor MG1 at the time of cold start, for example. Even if the standby time t1ref elapses after it is determined that is set to the value 0, the correction torque Tα is maintained until the crank angle change amount ΔCA becomes equal to or greater than the standby threshold value ΔCAref based on a predetermined change amount ΔCAfire that defines the fuel injection start timing. Is set to the value 0, and the correction of the torque command Tm2 * of the motor MG2 by the correction torque Tα is executed only when the crank angle change amount ΔCA is equal to or greater than the standby threshold value ΔCAref. As a result, in the hybrid vehicle 20, even when the engine 22 is cold started, the output torque of the motor MG2 is prevented from being adjusted before the first explosion of the engine 22 actually occurs. It can be suppressed more appropriately.

  Further, as in the above embodiment, the crank angle change amount after the revolution speed Ne of the engine 22 becomes equal to or higher than the reference revolution speed Nref and the fuel cut flag Ffc is set to the value 0 (after the advance notice is given). When the time when ΔCA becomes the predetermined change amount ΔCAfire is set as the fuel injection start time, if the standby threshold value ΔCAref is determined based on the predetermined change amount ΔCAfire, the motor is set to the standby threshold value ΔCAref before the actual first explosion of the engine 22 occurs. It can be made more appropriate in suppressing the output torque of MG2 from being adjusted more reliably. Further, when various types of information are exchanged between the hybrid ECU 70 that controls the entire hybrid vehicle 20 and the engine ECU 24 that controls the engine 22 as in the above-described embodiment, the standby threshold value ΔCAref is set based on the predetermined change amount ΔCAfire. It is possible to reduce the influence of communication delay between the two by reducing the size. In addition, the cranking of the engine 22 is performed after the engine ECU 24 sets the fuel cut flag Ffc to the value 0 by the engine ECU 24 when the rotation speed Ne of the engine 22 becomes equal to or higher than the reference rotation speed Nref under a predetermined reference state at room temperature and normal pressure. Accordingly, if the standby time t1ref as a threshold is determined based on the time required for the crank angle CA to change by the predetermined change amount ΔCAfire that defines the fuel injection start timing, the standby time t1ref is actually set to the initial explosion of the engine 22. It is possible to set a more appropriate value for more reliably suppressing the output torque of the motor MG2 from being adjusted before the occurrence of the above.

  Further, as in the above-described embodiment, if the fuel injection start timing is notified to the hybrid ECU 70 side by setting the fuel cut flag Ffc to a value of 0 when the rotational speed Ne of the engine 22 reaches the reference rotational speed Nref, It is possible to make the fuel injection start timing more appropriate and notify the hybrid ECU 70 of the fuel injection start timing at a more appropriate timing. In addition, after the standby time t1ref has elapsed since it was determined that the fuel cut flag Ffc was set to 0, and the crank angle change amount ΔCA became equal to or greater than the standby threshold value ΔCAref, the first ignition timing and the next ignition timing If the output torque is adjusted so that the output torque of the motor MG2 is reduced only for the predetermined time t2ref including the initial explosion, even if the first explosion does not occur at the first ignition timing, It is possible to suppress the torque shock associated with.

  In addition, although the hybrid vehicle 20 of the said Example outputs the motive power of motor MG2 to the axle connected to the ring gear shaft 32a, the application object of this invention is not restricted to this. That is, the present invention is different from the axle (the axle to which the wheels 63a and 63b 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 a vehicle that outputs to an axle connected to the wheels 64a and 64b in FIG. Further, the hybrid vehicle 20 of the above embodiment outputs the power of the engine 22 to the ring gear shaft 32a as an axle connected to the wheels 63a and 63b via the power distribution and integration mechanism 30. The subject is not limited to this. That is, the present invention provides an inner rotor 232 connected to the crankshaft of the engine 22 and an outer rotor connected to an axle that outputs power to the wheels 63a and 63b, such as a hybrid vehicle 220 as a modified example shown in FIG. 234, and may be applied to a motor including a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the axle 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. That is, in the above-described embodiment, the engine 22 that can output power to the ring gear shaft 32a or the like corresponds to an “internal combustion engine”, and the motor MG2 that can output power to the ring gear shaft 32a corresponds to an “electric motor”. The motor MG1 capable of executing cranking for starting the engine corresponds to “electric cranking means”, the battery 50 capable of exchanging electric power with the motors MG1 and MG2 corresponds to “power storage means”, and the engine 22 is operated. When the engine 22 is instructed to start, when the engine 22 is instructed to start, the engine ECU 24 sets the fuel injection start timing of the engine 22 and notifies the start of fuel injection to the engine 22 at the fuel injection start timing. The crank angle detected by the crank position sensor 23 corresponds to “fuel supply start time setting means”. The hybrid ECU 70 that obtains the crank angle change amount ΔCA after it is determined that the fuel cut flag Ffc is set to the value 0 based on A corresponds to the “crank angle change amount obtaining means”. A combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40 that executes the routine corresponds to the “engine start control means”. 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 MG1 and the counter-rotor motor 230 correspond to “the power generation motor”, and the power distribution integration mechanism 30 This corresponds to “3-axis power input / output means”. 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. “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. “Electric cranking means” is not limited to the one that can also function as a generator such as the motor MG1, and may only perform cranking of the engine such as a cell motor. The “fuel supply start time setting means” may be of any type as long as it sets / notifies the start time of fuel supply. The “crank angle change amount acquisition means” is a device other than the hybrid ECU 70 such as the engine ECU 24 if the crank angle change amount ΔCA is acquired based on the crank angle of the engine 22 detected by the crank position sensor 23. It doesn't matter. The "engine start control means" is used for the first explosion of the internal combustion engine from the time when the predetermined standby time has elapsed since the advance notice of the fuel supply start time has passed and the crank angle change amount exceeds the predetermined standby threshold. As long as the output torque of the electric motor is adjusted so that the accompanying torque fluctuation of the drive shaft is suppressed, any other than the combination of the hybrid ECU 70, the engine ECU 24, and the motor ECU 40, such as a single electronic control unit. It may be in the form.

  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 a power output apparatus, a vehicle manufacturing industry, and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the control routine at the time of engine starting performed by hybrid ECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. (A), (b), (c), (d), and (e) are respectively the motor torque command Tm1 *, the engine speed Ne, the fuel cut flag Ffc, the crank angle change amount ΔCA, and the correction torque in the embodiment. It is explanatory drawing which shows the time change of T (alpha). FIG. 4 is an explanatory diagram showing an example of a collinear diagram for explaining a dynamic relationship of rotating elements of a power distribution and integration mechanism 30. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b drive wheel, 70 electronic control unit for hybrid (hybrid ECU), 72 CPU, 74 ROM, 76 RAM, 78 timer, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (10)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
An electric motor capable of outputting power to the drive shaft;
Electric cranking means capable of executing cranking for starting the internal combustion engine;
Power storage means capable of exchanging power with the electric motor and the electric cranking means;
When the internal combustion engine is instructed to start while the operation of the internal combustion engine is stopped, the fuel supply start timing of the internal combustion engine is set, and the fuel for the internal combustion engine is set at the set fuel supply start timing. Fuel supply start time setting means for giving a notice that supply will be started;
Crank angle change amount acquisition means for acquiring a change amount of the crank angle of the internal combustion engine since the advance notice was made;
If the internal combustion engine is instructed to start while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked and acts as a reaction force on the drive shaft along with the cranking of the internal combustion engine. The electric cranking means and the electric motor are controlled so that the torque to be canceled is canceled, a predetermined standby time has elapsed since the notification was made, and the change amount of the acquired crank angle is a predetermined standby threshold value Engine starting control means for adjusting the output torque of the electric motor so that torque fluctuation of the drive shaft accompanying the initial explosion of the internal combustion engine is suppressed from the time point when the above becomes;
A power output device comprising:   The fuel supply timing setting means sets a timing at which the change amount of the crank angle reaches a predetermined change amount after the advance notice is made as the fuel supply start timing, and the standby threshold is determined based on the predetermined change amount. The power output apparatus according to claim 1.   The power output apparatus according to claim 2, wherein the standby threshold is set to be equal to or less than the predetermined change amount.   The waiting time is a time required for the amount of change in the crank angle of the internal combustion engine to reach the predetermined amount of change after the advance notice is made under a predetermined condition including at least room temperature. The power output apparatus described.   The power output according to any one of claims 1 to 4, wherein the fuel supply timing setting means performs the advance notice based on a rotational speed of the internal combustion engine after cranking by the electric cranking means is started. apparatus. The power output device according to any one of claims 1 to 5,
The engine start time control means includes a first ignition timing and a next ignition timing from the time when the standby time has elapsed after the notice is made and the amount of change in the crank angle is equal to or greater than the standby threshold. A power output device that reduces the output torque of the electric motor for a predetermined time.   The electric cranking means is connected to the drive shaft and the engine shaft of the internal combustion engine and outputs at least a part of the power of the internal combustion engine to the drive shaft side with input and output of electric power and power. The power output device according to any one of claims 1 to 6, wherein the power output device is power power input / output means capable of exchanging power with the power storage means.   The electric power drive input / output means is connected to three axes of a generator motor capable of inputting / outputting power, the drive shaft, the engine shaft of the internal combustion engine, and a rotation shaft of the generator motor. The power output apparatus according to claim 7, 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.   A vehicle comprising: the power output device according to any one of claims 1 to 8; and a drive wheel coupled to the drive shaft. An internal combustion engine capable of outputting power to the drive shaft; an electric motor capable of outputting power to the drive shaft; an electric cranking means capable of executing cranking for starting the internal combustion engine; the electric motor and the electric crank; A control method for a power output device comprising a ranking means and a power storage means capable of exchanging electric power,
(A) When an instruction to start the internal combustion engine is given while the operation of the internal combustion engine is stopped, the internal combustion engine is cranked, and the drive shaft is attached to the crankshaft of the internal combustion engine. Controlling the electric cranking means and the electric motor so that torque acting as a reaction force is canceled;
(B) After the start instruction of the internal combustion engine is made, a fuel supply start timing of the internal combustion engine is set, and a notice that fuel supply to the internal combustion engine is started at the set fuel supply start timing is made Steps,
(C) Torque of the drive shaft accompanying the initial explosion of the internal combustion engine from the time when a predetermined standby time has elapsed after the advance notice is made and the amount of change in the crank angle of the internal combustion engine is greater than or equal to a predetermined standby threshold value Adjusting the output torque of the electric motor so that fluctuations are suppressed;
A method for controlling a power output apparatus including:

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