JP2013071674A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further reduce vibration and abnormal sound of a vehicle by preventing resonant vibration in a damper.SOLUTION: A hybrid vehicle includes: an engine; a damper interposed between a crankshaft of the engine and an input shaft; a motor MG1; a planetary gear connected with a rotary shaft, a drive shaft of the input shaft, and the motor MG1; and a motor MG2 that can input power to the drive shaft. When the rotational fluctuation Yin of the input shaft is a negative value and the rotary number Nin of the input shaft is not more than the rotary number Ne of the engine until the rotation of the engine is stabilized from its initial explosion (S150, S160), vibration suppression torque Tv is set to a value multiplied by a coefficient kv to the rotational fluctuation Yin (S170), and the motor MG1 is controlled to output the vibration suppression torque Tv from the motor MG1 (S190, S200).

Description

  The present invention is connected to an engine, a damper that connects an output shaft and an input shaft of the engine, a first motor that can input and output power, an input shaft, a rotation shaft of the first motor, and a drive shaft. A planetary gear and a second motor capable of inputting / outputting power to / from the drive shaft. The engine is cranked when the engine is started, and the engine is rotated at a target speed after the first explosion. The present invention relates to a hybrid vehicle that controls a motor of the vehicle.

  Conventionally, as this type of hybrid vehicle, in a hybrid vehicle in which the output shaft of the engine and the rotating shaft of the motor generator are coupled via a damper, torque multiplied by a predetermined coefficient corresponding to the torque fluctuation of the engine is output. A device that controls a motor generator has been proposed (see, for example, Patent Document 1). In this hybrid vehicle, the output shaft of the engine and the rotating shaft of the motor generator are connected via a damper, so there is a torsional vibration system, and the resonance frequency of this torsional vibration system and the engine explosion frequency are almost the same. Then, a resonance phenomenon occurs in the damper. Therefore, the resonance of the torsional vibration system that is likely to occur when the engine is started or when the engine is stopped is reduced by calculating a predetermined coefficient according to the engine speed (number of revolutions) so that the excitation force that excites the resonance is minimized. You can do that.

JP 2009-67216 A

  By the way, an engine, a damper interposed between the output shaft and the input shaft of the engine, a first motor, a planetary gear connected to the input shaft, the rotation shaft of the first motor, and the drive shaft, and a drive shaft In a hybrid vehicle of a type that starts with cranking the engine with the first motor, the engine is rotated at the target rotational speed after the first explosion of the engine. The first motor is controlled based on the target rotational speed and the actual rotational speed. For this reason, when the rotation of the engine immediately after the first explosion is unstable, the rotation variation cycle of the first motor is received in response to the rotation variation of the engine (for example, the rotation is 0.5th order variation corresponding to two rotations of the engine). There is a case where a torque having a component corresponding to the above is applied and resonated with a damper (torsional damper), and vibration or abnormal noise is generated in the vehicle.

  The hybrid vehicle of the present invention is connected to the engine, a damper interposed between the output shaft and the input shaft of the engine, the first motor, the input shaft, the rotation shaft of the first motor, and the drive shaft. A main object of the present invention is to provide a planetary gear and a second motor capable of inputting / outputting power to / from the drive shaft, to suppress resonance in the damper and to further reduce the occurrence of vibrations and noise in the vehicle.

  The hybrid vehicle of the present invention employs the following means in order to achieve the main object described above.

The hybrid vehicle of the present invention
An engine, a damper for connecting an output shaft and an input shaft of the engine, a first motor capable of inputting / outputting power, and a planetary gear connected to the input shaft, a rotating shaft of the first motor, and a drive shaft And a second motor capable of inputting / outputting power to / from the drive shaft, the engine is cranked when the engine is started, and the engine is rotated at a target rotational speed after the first explosion. In the hybrid vehicle for controlling the first motor,
From the start of the engine until the rotation of the engine is stabilized, the amount of change in the rotation speed of the input shaft per unit time is negative and the rotation speed of the input shaft is higher than the rotation speed of the output shaft of the engine. When it is low, the gist is to control the first motor so that a vibration damping torque corresponding to the amount of change in the rotational speed per unit time of the input shaft is output from the first motor.

  In the hybrid vehicle of the present invention, the amount of change in the rotational speed per unit time of the input shaft is negative and the input shaft is less than the rotational speed of the output shaft of the engine between the start of the engine and the stabilization of the engine rotation. When it is low, the first motor is controlled so that the damping torque corresponding to the amount of change in the rotational speed per unit time of the input shaft is output from the first motor. As a result, at least a part of the component torque corresponding to the rotation fluctuation period output from the first motor in response to the engine rotation fluctuation can be canceled, so that the engine rotation is stabilized from the start of the engine. It is possible to suppress the resonance in the damper between them, and to further reduce the vibration of the vehicle and the generation of abnormal noise.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 3 is a flowchart showing an example of a vibration suppression control routine executed by an HVECU 70. It is explanatory drawing which shows the mode of the time change of the rotation fluctuation Yin of the input shaft 26, the rotation speed Ne of the engine 22, and the rotation speed Nin of the input shaft 26. FIG. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes a multi-cylinder engine (four cylinders in the embodiment) that uses gasoline, light oil, or the like as fuel, and an engine electronic control unit (hereinafter referred to as an engine control unit) that controls the drive of the engine 22. 24), a damper 28 as a torsion element for connecting the crankshaft 26 and the input shaft 32 of the engine 22, a carrier is connected to the input shaft 32, and a differential gear 37 is provided to the drive wheels 38a and 38b. A planetary gear 30 in which a ring gear is connected to a drive shaft 36 connected via a motor, and a motor MG1 having a rotor connected to the sun gear of the planetary gear 30, for example, as a synchronous generator motor, and rotating as a synchronous generator motor, for example. Motor MG having a child connected to drive shaft 36 Inverters 41 and 42 for driving the motors MG1 and MG2, a motor electronic control unit (hereinafter referred to as motor ECU) 40 for driving and controlling the motors MG1 and MG2, and a motor MG1 via the inverters 41 and 42. , MG2 and a battery 50, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the battery 50, and a hybrid electronic control unit (hereinafter referred to as an HVECU) 70 for controlling the entire vehicle. .

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature sensor that detects the crank position from the crank position sensor 29 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position, throttle position SP from the throttle valve position sensor for detecting the throttle valve position, intake air amount Qa from the air flow meter attached to the intake pipe, intake air temperature Ta from the temperature sensor also attached to the intake pipe, exhaust Attached to the system An air-fuel ratio AF from the air-fuel ratio sensor, an oxygen signal O2 from an oxygen sensor attached to the exhaust system, and the like are input via an input port, and the engine ECU 24 performs various controls for driving the engine 22. Variables that can change the signal, for example, the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening and closing timing of the intake valve A control signal or the like to the valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from the crank position sensor 29.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. 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 is input via an input port, and a switching control signal for switching switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 to the output port. Is being output via. Further, the motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and relates to the operating state of the motors MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from the rotational position detection sensors 43, 44.

  The battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charging / discharging current from a current sensor (not shown), the battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input to the HVECU 70 by communication as necessary. To do. Further, the battery ECU 52 is based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50, and the storage ratio SOC that is the ratio of the capacity of the electric power that can be discharged from the battery 50 at that time to the total capacity. Or the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 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. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects 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 HVECU 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 Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. The motor MG2 converts the torque of the motor MG1 and the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 is obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 36. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the driving force 36 with the operation of the engine 22. Since there is no difference in general control, both are hereinafter referred to as an engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Subsequently, the set required torque Tr * is multiplied by the rotation speed Nr of the drive shaft 36 (for example, the rotation speed obtained by multiplying the rotation speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor) The engine 22 is calculated by calculating the power Pdrv and subtracting the charge / discharge required power Pb * (positive value when discharged from the battery 50) of the battery 50 from the calculated traveling power Pdrv based on the storage ratio SOC of the battery 50. The required power Pe * as the power to be output from is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the motor is controlled by rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * and set the target rotational speed Ne * and target torque Te *. Transmitted to the engine ECU24 is Te, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the HVECU 70 sets a value 0 to the torque command Tm1 * of the motor MG1 and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm2 * is set and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  When the hybrid vehicle 20 according to the embodiment is operating in the motor operation mode, when the driver depresses the accelerator pedal 83 and the power from the battery 50 alone cannot cover the travel power Pdrv, When the storage ratio SOC of the vehicle becomes equal to or lower than a predetermined threshold value for switching to the engine operation mode, or when the vehicle state reaches a predetermined state for switching to the engine operation mode, the engine 22 is Start and shift to engine operation mode. The engine 22 is started by outputting torque from the motor MG1 to motor the engine 22 and canceling torque acting on the drive shaft 36 by torque output from the motor MG1 by torque from the motor MG2. This is performed by starting fuel injection control, ignition control, and the like when the rotational speed Ne reaches a predetermined control start rotational speed.

  Further, when the hybrid vehicle 20 of the embodiment is operating in the engine operation mode, when the storage ratio SOC of the battery 50 is equal to or higher than the threshold value and the traveling power Pdrv can be covered by the discharge from the battery 50, When the motor travel switch (not shown) is pressed by the driver, or when the vehicle state reaches a predetermined state for switching to the motor operation mode, the operation of the engine 22 is stopped and the motor operation mode is set. Transition. The engine 22 is stopped by controlling the engine 22 so that the opening / closing timing of the intake valve by the variable valve timing mechanism is changed to the most retarded angle (latest timing) while idling control of the engine 22 is performed. When the valve opening / closing timing reaches the most retarded angle, the fuel injection and ignition are stopped, and the stop position is adjusted by the motor MG1 so as to stop at the crank angle position where the startability is good when the engine 22 is started next time. It is done by.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when suppressing the occurrence of vibrations and abnormal noises of the vehicle between the start (initial explosion) of the engine 22 and the rotation thereof will be described. FIG. 2 is a flowchart showing an example of a vibration suppression control routine executed by the HVECU 70. This routine is executed when switching from the motor operation mode to the engine operation mode is instructed, that is, when starting of the engine 22 is instructed.

  When the vibration suppression control routine is executed, the CPU of the HVECU 70 first waits for the first explosion of the engine 22 (step S100). The determination of the first explosion can be performed by determining whether fuel injection control or ignition control of the engine 22 is started, for example. When the first explosion is made, next, the rotational speed Ne of the engine 22 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 are input (step S110), so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. A provisional motor torque Tm1tmp, which is a provisional value of torque to be output from the motor MG1, is set by feedback control (step S120). The rotational speed Ne of the engine 22 is calculated based on the crank position detected by the crank position sensor 29 and input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be.

  Then, the rotational speed (input shaft rotational speed) Nin of the input shaft 32 is calculated based on the input rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 (step S130). Here, since the input shaft 32 is connected to the rotor of the motor MG1 and the rotor of the motor MG2 via the planetary gear 30, the input shaft rotational speed Nin is determined from the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2. Using the gear ratio ρ of the planetary gear 30, it can be calculated by the following equation (1).

  Nin = (ρ ・ Nm1 + Nm2) / (1 + ρ) (1)

  When the input shaft speed Nin is calculated, the difference between the calculated input shaft speed Nin and the input shaft speed (previous Nin) calculated in the previous step S130 is divided by the execution time interval Δt in steps S110 to S210. The rotational fluctuation Yin of the shaft 32 is calculated (step S140). Then, it is determined whether or not the calculated rotational fluctuation Yin is less than 0 (step S150) and whether or not the input shaft rotational speed Nin is less than the engine rotational speed Ne (step S160). When it is determined that the rotational fluctuation Yin is less than 0 and the input shaft rotational speed Nin is less than the engine rotational speed Ne, a value obtained by multiplying the rotational fluctuation Yin by a coefficient kv is set as the damping torque Tv (step S170). After the first explosion of the engine 22, as described above, the motor MG1 is controlled by feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. In response to a fluctuation corresponding to two revolutions of the engine 22, a 0.5th-order component of rotation is applied to the torque of the motor MG1, and the damper 28 resonates to generate vibration or abnormal noise in the vehicle. The damping torque Tv is for canceling the rotation 0.5 order component caused by the rotation 0.5 order fluctuation of the engine 22 and reducing the generation of vibration and abnormal noise. The coefficient kv can be changed based on the operating state of the engine 22 (for example, the engine speed Ne, the intake air amount Qa, etc.), or can be set to a predetermined fixed value. On the other hand, if the rotational fluctuation Yin of the input shaft 32 is determined to be greater than or equal to 0, or the input shaft rotational speed Nin is determined to be greater than or equal to the engine rotational speed Ne, the vibration damping torque Tv is set to 0 (step S180).

  When the damping torque Tv is set in this way, a value obtained by adding the damping torque Tv to the temporary motor torque Tm1tmp is set as the torque command Tm1 * of the motor MG1 (step S190), and the set torque command Tm1 * is transmitted to the motor ECU 40. (Step S200). Thereby, the engine 22 can be rotated at the target rotational speed Ne * while suppressing the resonance of the damper 28. If torque command Tm1 * is transmitted, it will return to step S110 and will repeat the process of step S110-S200 until rotation of the engine 22 will be stabilized (step S210), and this routine will be complete | finished. Whether or not the rotation of the engine 22 is stable is determined based on whether or not a predetermined period of time determined experimentally from the initial explosion of the engine 22 has elapsed, or the amplitude of the rotational fluctuation of the engine 22 is less than a predetermined value. It can be determined by determining whether or not.

FIG. 3 is an explanatory diagram showing changes over time in the rotational fluctuation Yin of the input shaft 26, the rotational speed Ne of the engine 22, and the rotational speed Nin of the input shaft 26. As shown in the figure, when fuel injection control and ignition control of the engine 22 are started at time t1 and complete explosion occurs at time t2, the rotational fluctuation Yin of the input shaft 32 is a negative value and the input shaft rotational speed Nin is the engine rotational speed Ne. By outputting a vibration damping torque Tv (= kv · Yin) corresponding to the rotational fluctuation Yin from the motor MG1 at a timing less than that, resonance in the damper 28 is suppressed.

  According to the hybrid vehicle 20 of the embodiment described above, the rotation fluctuation Yin of the input shaft 32 is a negative value and the input shaft rotation speed Nin is the engine rotation from the initial explosion of the engine 22 until the rotation is stabilized. When the torque Ne is less than a few Ne, the rotational torque component Tv corresponding to the rotational fluctuation Yin is output from the motor MG1, thereby canceling the rotational 0.5-order component caused by the rotational 0.5-order fluctuation of the engine 22. And resonance of the damper 28 can be suppressed. As a result, it is possible to reduce the occurrence of vehicle vibration and abnormal noise.

  In the hybrid vehicle 20 of the embodiment, the rotational speed Nin of the input shaft 32 is calculated based on the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, but a rotational speed sensor and a rotational position detection sensor are attached to the input shaft 32. Alternatively, the rotational speed Nin of the input shaft 32 may be directly detected.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 4, the drive shaft 36 is connected to the power of the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 4) different from the other axle (the axle to which the drive wheels 38a and 38b are connected).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to “engine”, the damper 28 corresponds to “damper”, the motor MG1 corresponds to “first motor”, the planetary gear 30 corresponds to “planetary gear”, and the motor MG2 It corresponds to a “second motor”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

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

  20,120 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 29 crank position sensor, 30 planetary gear, 32 input shaft, 36 drive shaft, 37 differential gear, 38a, 38b Drive wheel, 39a, 39b wheel, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 52 battery electronic control unit (battery ECU), 70 hybrid electronic Control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 stroke Brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

An engine, a damper for connecting an output shaft and an input shaft of the engine, a first motor capable of inputting / outputting power, and a planetary gear connected to the input shaft, a rotating shaft of the first motor, and a drive shaft And a second motor capable of inputting / outputting power to / from the drive shaft, the engine is cranked when the engine is started, and the engine is rotated at a target rotational speed after the first explosion. In the hybrid vehicle for controlling the first motor,
From the start of the engine until the rotation of the engine is stabilized, the amount of change in the rotation speed of the input shaft per unit time is negative and the rotation speed of the input shaft is higher than the rotation speed of the output shaft of the engine. When low, the first motor is controlled so that a damping torque according to the amount of rotation speed change per unit time of the input shaft is output from the first motor.

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