JP2013086516A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately suppress generation of vibrations and shocks in a vehicle when an engine is started.SOLUTION: Estimated torsion torque Tdas of a damper is calculated using temporary torque Tm1tmp for a motor to crank an engine and pulsation torque Tepul of the engine, which corresponds to a crank angle θcr of the engine (S140); when the estimated torsion torque Tdas is predetermined torque Tdref or below, the temporary torque Tm1tmp is set to a torque command Tm1* of the motor (S160); when the estimated torsion torque Tdas is larger than the predetermined torque Tdref, the torque command Tm1* of the motor is set so that torsion torque Td becomes the predetermined torque Tdref (S170); and the engine and the motor are controlled so that the set torque command Tm1* is output from the motor, motoring is performed on the engine and it is started (S210 to S240).

Description

  The present invention relates to a vehicle, and more specifically, an engine in which an output shaft is connected to a rear shaft coupled to an axle via a torsion element, a motor capable of outputting power to the rear shaft, and electric power to the motor. And a battery.

  Conventionally, this type of vehicle has an engine, a first motor, a carrier connected to the engine crankshaft via a damper, a sun gear connected to the rotating shaft of the first motor, and further coupled to a drive wheel. A power distribution and integration mechanism in which a ring gear is connected to the drive shaft and a second motor having a rotation shaft connected to the drive shaft, and cranking the engine from when the engine start request is made until the start processing is completed The first motor torque command is set so that the first motor is controlled to output torque based on the torque command from when the start request is made until the start is completed, and at a predetermined timing. There has been proposed one that controls an engine so that fuel injection and ignition are started (for example, see Patent Document 1). In this vehicle, a predetermined period (predetermined period) that coincides with the period of any torsional vibration generated in the drive system from the damper to the drive wheel from when the start request is made until the start process is completed. ) To set the torque command of the first motor so that the output torque of the first motor is increased or decreased by a predetermined amount (predetermined amount) that can suppress the excitation of the torsional vibration of interest. It suppresses vehicle vibration and shock caused by torsional vibration generated in the drive system as it rotates.

JP 2010-137823 A

  In the above-described vehicle, since the adjustment period and the adjustment amount of the output torque of the first motor for suppressing excitation of torsional vibration are determined in advance, the output of the first motor depends on the situation when the engine is started. There is a case where the torque adjustment period and the adjustment amount are not sufficiently adapted to sufficiently suppress the vibration and shock of the vehicle.

  The main object of the vehicle of the present invention is to more appropriately suppress the occurrence of vibration and shock in the vehicle when the engine is started.

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

The vehicle of the present invention
An engine having an output shaft connected to a rear shaft coupled to an axle via a torsion element, a motor capable of outputting power to the rear shaft, a battery capable of supplying electric power to the motor, and an engine start instruction And a start time control means for controlling the engine and the motor so that the engine is cranked and started with an output of cranking torque from the motor,
The starting-time control means has a torsional torque generated due to the torsion of the torsion element in accordance with a basic torque that is a basic value of the cranking torque and a pulsating torque of the engine in accordance with a crank angle of the engine. A means for setting the cranking torque to be equal to or lower than a predetermined torque set in advance;
This is the gist.

  In the vehicle of the present invention, when an engine start instruction is issued, the basic torque that is the basic value of the cranking torque and the pulsation torque of the engine corresponding to the crank angle of the engine are caused by the torsion of the torsion element. The cranking torque is set so that the torsion torque generated by the motor is equal to or less than a predetermined torque, and the engine and the motor are started so that the engine is cranked and started with the output of the set cranking torque from the motor. Control. Therefore, since the cranking torque is set according to the basic torque of the motor and the pulsation torque of the engine, it is possible to more appropriately suppress the torsional torque from exceeding a predetermined torque. As a result, it is possible to more appropriately suppress the occurrence of vibration and shock in the vehicle when the engine is started.

  In such a vehicle of the present invention, the start time control means obtains an assumed torsion torque assumed as the torsion torque using the basic torque and the pulsation torque of the engine, and the assumed torsion torque is equal to or less than the predetermined torque. The basic torque is set to the cranking torque, and when the assumed torsional torque is larger than the predetermined torque, a torque obtained by converting the sum of the predetermined torque and the pulsating torque of the engine to the rotating shaft of the motor is obtained. It can also be a means for setting the cranking torque.

  Further, in the vehicle of the present invention, the start time control means is the smaller of the basic torque and the torque obtained by converting the sum of the predetermined torque and the pulsating torque of the engine into the rotation shaft of the motor. The torque may be a means for setting the cranking torque to the cranking torque.

  Furthermore, in the vehicle of the present invention, the basic torque is a torque obtained by using an elapsed time from the start of motoring of the engine and / or a relationship between the engine speed and the basic torque. You can also.

  Alternatively, in the vehicle of the present invention, a planetary gear in which three rotation elements are connected to three axes of a drive shaft connected to the axle, the rear shaft, and the rotation shaft of the motor, and the battery and the power can be exchanged. And a second motor capable of inputting / outputting power to / from the drive shaft.

  In the vehicle of the present invention according to any one of the above-described aspects, the start-up control means is responsive to a basic torque that is a basic value of the cranking torque and a pulsating torque of the engine corresponding to a crank angle of the engine. The means for setting the cranking torque so that the torsional torque caused by the torsion of the torsional element is equal to or lower than a predetermined torque, which is set in advance, is not limited to the torque output from the motor and the engine. In accordance with the pulsation torque of the engine in accordance with the crank angle, the cranking torque is set so that the torsion torque generated due to the torsion of the torsion element is equal to or less than a predetermined torque. Or torsion caused by torsion of the torsion element according to the engine speed and the rotation speed of the rear shaft. Torque may or assumed to be means for setting the cranking torque to be a predetermined torque below a predetermined.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 4 is a flowchart showing an example of a start-time drive control routine executed by a hybrid electronic control unit 70. It is explanatory drawing which shows an example of the map for request | requirement torque setting. FIG. 6 is an explanatory diagram showing an example of a relationship between an elapsed time tstart at the start of the engine 22, a temporary torque Tm1tmp of a motor MG1, and a rotational speed Ne of the engine 22. It is explanatory drawing which shows an example of the map for pulsation torque setting. FIG. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotary element of the power distribution and integration mechanism 30 when starting the engine 22. It is explanatory drawing which shows an example of the relationship between the twist angle (theta) d of the damper 28, and the twist torque Td. It is a flowchart which shows an example of the drive control routine at the time of start of a modification. 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. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example.

  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 an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear in which a carrier is connected to a crankshaft 26 as an output shaft 22 via a damper 28 as a torsion element, and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37. 30, a motor MG1 configured as a synchronous generator motor and having a rotor connected to the sun gear of the planetary gear 30, a motor MG2 configured as a synchronous generator motor and connected to the drive shaft 36, and a motor MG1. , Inverter 41 for driving MG2 2, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG 1 and MG 2 by switching control of switching elements (not shown) of the inverters 41 and 42, and a lithium ion secondary battery, for example. A battery 50 that exchanges electric power with motors MG1 and MG2 via inverters 41 and 42, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages battery 50, and a hybrid electronic control that controls the entire vehicle. A unit (hereinafter referred to as HVECU) 70.

  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 that detects the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cooling water temperature Tw from the sensor, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the intake valve for intake and exhaust to the combustion chamber, and the cam position sensor for detecting the rotational position of the camshaft for opening and closing the exhaust valve The cam angle θca, the throttle opening TP from the throttle valve position sensor that detects the throttle valve position, the intake air amount Qa from the air flow meter attached to the intake pipe, and the intake air temperature from the temperature sensor also attached to the intake pipe Ta, air-fuel ratio sensor attached to the exhaust system An air-fuel ratio AF from the engine, an oxygen signal O2 from an oxygen sensor attached to the exhaust system, and the like are input via an input port, and various control signals for driving the engine 22 are input from the engine ECU 24, For example, a variable valve timing mechanism that can change 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 is output through 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 a crank position sensor 23 attached to the crankshaft 26.

  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 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions θm1 and θm2 from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and not shown. A phase current applied to the motors MG1 and MG2 detected by the current sensor is input via the input port, and the motor ECU 40 outputs a switching control signal to switching elements (not shown) of the inverters 41 and 42. It is output through the port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 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 battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb 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 Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the 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 degree 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. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 is a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position (N position). ), A drive position (D position) for forward traveling and the like are prepared.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount 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 the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and 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. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the 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, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by the conversion factor). The power to be output from the engine 22 by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the battery 50 Is set as the required power Pe *. 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 the target torque Te * are set, and the motor is controlled by the 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 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, 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 *. By such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, the stop condition of the engine 22 such as when the required power Pe * of the engine 22 falls below the stop threshold Pstop defined as the upper limit of the range of the required power Pe * that should be stopped. When is established, the operation of the engine 22 is stopped and the operation mode is shifted to the motor operation mode.

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win, Wout. 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 *. With such control, the engine 22 can travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. In this motor operation mode, the required power Pe * of the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the traveling power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 36. When the engine 22 is started, the engine 22 is started and the engine is operated when the engine 22 has reached a start threshold value Pstart or more, which is determined as the lower limit of the range of the required power Pe *. Enter mode.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when starting the engine 22 will be described. FIG. 2 is a flowchart showing an example of a start-time drive control routine executed by the hybrid electronic control unit 70. This routine is executed when the start condition of the engine 22 is satisfied.

  When the start-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the crank angle θcr of the engine 22, A process of inputting data necessary for control such as the rotational speed Ne, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, and the input and output limits Win and Wout of the battery 50 is executed (step S100). Here, the crank angle θcr of the engine 22 is detected by the crank position sensor 23 and input from the engine ECU 24 by communication. Further, the rotational speed Ne of the engine 22 is calculated based on the crank angle θcr from the crank position sensor 23 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are 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 and input from the motor ECU 40 by communication. It was. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 and the storage ratio SOC of the battery 50 and are input from the battery ECU 52 by communication.

  When the data is input in this way, the required torque Tr * to be output to the drive shaft 36 is set based on the input accelerator opening Acc and the vehicle speed V (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship among the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in a ROM (not shown) as a required torque setting map, and the accelerator opening Acc and the vehicle speed. When V is given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map.

  Subsequently, the temporary torque Tm1tmp of the motor MG1 is set based on the rotational speed Ne of the engine 22 and the elapsed time tstart from the start of cranking (step S120). FIG. 4 is an explanatory diagram showing an example of the relationship between the elapsed time tstart at the start of the engine 22, the temporary torque Tm1tmp of the motor MG1, and the rotational speed Ne of the engine 22. As shown in the figure, a positive torque having a relatively large absolute value (increase the rotational speed Ne of the engine 22) is used immediately after time t1 when the start condition of the engine 22 is satisfied (start instruction is given). Is set to the temporary torque Tm1tmp of the motor MG1, and the rotational speed Ne of the engine 22 is rapidly increased. Then, from the time t2 when the rotation speed Ne of the engine 22 passes through a resonance rotation speed band (for example, 400 rpm to 600 rpm) or the time required to pass through the resonance rotation speed band has elapsed, rate processing is used. The torque that can be stably motorized at a predetermined rotational speed Nstart (for example, 1000 rpm or 1200 rpm) or more is set as the temporary torque Tm1tmp of the motor MG1, and acts on the power consumption of the motor MG1 and the drive shaft 36. Reduce the torque. Then, from the time t3 when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nstart, the temporary torque Tm1tmp of the motor MG1 is set to a value 0 using rate processing, and from the time t4 when the complete explosion of the engine 22 is determined. The torque for power generation is set to the temporary torque Tm1tmp of the motor MG1. Here, the predetermined rotation speed Nstart is a rotation speed at which fuel injection control and ignition control of the engine 22 are started.

  Next, the pulsation torque Tepul of the engine 22 is set based on the crank angle θcr of the engine 22 (step S130). In the embodiment, the pulsation torque Tepul of the engine 22 is not shown as a pulsation torque setting map in which the relationship between the crank angle θcr of the engine 22 and the pulsation torque Tepul when the engine 22 is cranked is determined in advance through experiments and analysis. It is stored in the ROM, and when the crank angle θcr of the engine 22 is given, the corresponding pulsation torque Tepul of the engine 22 is derived and set from the stored map. An example of the pulsation torque setting map is shown in FIG.

  Then, using the temporary torque Tm1tmp of the motor MG1, the pulsation torque Tepul of the engine 22 and the gear ratio ρ of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear), the motor with the temporary torque Tm1tmp according to the following equation (1) An assumed torsional torque Tdas that is assumed as torque generated in the damper 28 due to the torsion of the damper 28 when the MG1 is driven (hereinafter referred to as torsion torque Td) is calculated (step S140). FIG. 6 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the engine 22 is started. In the figure, the left S-axis indicates the rotational speed of the sun gear, which is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier, which is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed Nm2 of the motor MG2. The rotational speed Nr of the drive shaft 36 is shown. The two thick arrows on the R axis are the torque (−Tm1 / ρ) that is output from the motor MG1 and acts on the drive shaft 36 via the planetary gear 30, and the torque that is output from the motor MG2 and acts on the drive shaft 36. Torque Tm2 is shown. Equation (1) is obtained by converting the torque of the sun gear shaft (temporary torque Tm1tmp of the motor MG1) connecting the sun gear of the planetary gear 30 and the rotor of the motor MG1 into the carrier shaft (first term on the right side), This is an equation for calculating the assumed torsional torque Tdas based on the difference between the pulsating torque Tepul and can be easily derived by using the alignment chart of FIG. Since the torsion torque Td of the damper 28 is a torque generated in the damper 28 due to the torsion of the damper 28, the torsion angle (torsion angle) of the damper 28 is connected to the carrier shaft that connects the carrier of the planetary gear 30 and the damper 28. It can be considered that a torque in a direction opposite to the torsional torque Td acts so that θd) becomes small.

  Tdas = Tm1tmp ・ (1 + ρ) / ρ-Tepul (1)

  When the assumed torsional torque Tdas of the damper 28 is thus calculated, the calculated assumed torsional torque Tdas is compared with the predetermined torque Tdref (step S150). Here, the predetermined torque Tdref is used to determine whether or not it is an assumed vibration state in which the torsion of the damper 28 becomes excessively large and vibration or shock may occur in the vehicle when the motor MG1 is driven with the temporary torque Tm1tmp. It can be determined by the characteristics of the damper 28 and the like. FIG. 7 is an explanatory diagram showing an example of the relationship between the twist angle θd of the damper 28 and the twist torque Td. In general, the damper 28 has a characteristic that the torsion torque Td increases as the torsion angle θd increases, and the increase in the torsion torque Td with respect to the increase in the torsion angle θd increases as the torsion angle θd increases. In particular, in the example of FIG. 7, in a region where the twist angle θd is larger than the predetermined angle θdref that is a twist angle corresponding to the predetermined torque Tdref, the twist torque Td increases rapidly with a slight increase in the twist angle θd. Therefore, when the damper 28 is used in this region, the torsion torque Td becomes excessively large, and there is a possibility that vibration or shock is generated in the vehicle, and deterioration of the damper 28 may be promoted. The comparison between the assumed torsional torque Td and the predetermined torque Tdref in step S150 is a process for determining whether there is such a risk.

  When the assumed torsional torque Tdas of the damper 28 is equal to or less than the predetermined torque Tdref, the temporary torque Tm1tmp of the motor MG1 is set to the torque command Tm1 * of the motor MG1 (step S160). On the other hand, when the assumed torsion torque Td is larger than the predetermined torque Tdref, the torque command Tm1 * of the motor MG1 is calculated by the following equation (2) using the predetermined torque Tdref, the pulsation torque Tepul of the engine 22 and the gear ratio ρ of the planetary gear 30. (Step S170). Expression (2) is an expression obtained by replacing “Tdas” in Expression (1) with “Tdref”. By setting the torque command Tm1 * of the motor MG1 in this way, the torsional torque Td can be made equal to or lower than the predetermined torque Tdref when the motor MG1 is driven with the torque command Tm1 *. As a result, when the torque corresponding to the torque command Tm1 * is output from the motor MG1 and the engine 22 is cranked, it is possible to suppress the torsional torque Td of the damper 28 from becoming excessively large. The occurrence of shock can be suppressed. Moreover, since the torque command Tm1 * of the motor MG1 is set so that the torsional torque Td of the damper 28 becomes equal to or less than the predetermined torque Tdref according to the temporary torque Tm1tmp of the motor MG1 and the pulsation torque Tepul of the engine 22, a predetermined time is set. Compared with the case where the torque command Tm1 * of the motor MG1 is set using the region and the adjustment amount, it is possible to more appropriately suppress the increase in the torsional torque Td of the damper 28 from becoming excessive. Further, when the motor MG1 is driven with the temporary torque Tm1tmp, when the torsional torque Td (assumed torsional torque Tdas) of the damper 28 becomes larger than the predetermined torque Tdref, the torque command Tm1 * of the motor MG1 is set so that the torsional torque Td becomes the predetermined torque Tdref. Therefore, the degree of torque limitation of the motor MG1 can be minimized as compared with the case where the torque command Tm1 * of the motor MG1 is set so that the torsion torque Td is smaller than the predetermined torque Tdref. .

  Tm1 * = (Tdref + Tepul) ・ ρ / (1 + ρ) (2)

  Subsequently, using the required torque Tr *, the torque command Tm1 * of the motor MG1, and the gear ratio ρ of the planetary gear 30, a temporary torque Tm2tmp that is a temporary value of the torque to be output from the motor MG2 is calculated by the following equation (3). (Step S180) and the difference between the power consumption (generated power) of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * by the current rotational speed Nm1 of the motor MG1. Torque limits Tm2min and Tm2max as upper and lower limits of the torque that may be output from the motor MG2 by dividing by the number of rotations Nm2 of the motor MG2 are calculated by the equations (4) and (5) (step S190), Torque Tm2tmp is limited by torque limits Tm2min and Tm2max according to equation (6). MG2 and the torque command Tm2 * of the (step S200), the torque command Tm1 * of the motor MG1, MG2 set, sends the Tm2 * to the motor ECU 40 (step S210). The motor ECU 40 receiving the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 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 *.

Tm2tmp = Tr * + Tm1 * / ρ (3)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (4)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (5)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (6)

  Then, the rotational speed Ne of the engine 22 is compared with the above-mentioned predetermined rotational speed Nstart (step S220), and when the rotational speed Ne of the engine 22 is less than the predetermined rotational speed Nstart, the process returns to step S100. Then, when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nstart or more during the repeated execution of the processing of steps S100 to S220 (step S220), a control signal for instructing fuel injection control or ignition control Is transmitted to the engine ECU 24 (step S230), and it is determined whether or not the engine 22 has reached a complete explosion (step S240). If the complete explosion has not yet been reached, the process returns to step S100. Exit.

  According to the hybrid vehicle 20 of the embodiment described above, the temporary torque Tm1tmp of the motor MG1 for cranking the engine 22 and the pulsating torque Tepul of the engine 22 corresponding to the crank angle θcr of the engine 22 are used. An assumed torsion torque Tda assumed as the torsion torque Td is obtained. When the assumed torsion torque Tda is equal to or less than the predetermined torque Tdref, the temporary torque Tm1tmp is set to the torque command Tm1 * of the motor MG1, and the assumed torsion torque Tdas is determined from the predetermined torque Tdref. When the torque is large, the torque command Tm1 * of the motor MG1 is set so that the torsional torque Td of the damper 28 becomes the predetermined torque Tdref. The set torque command Tm1 * is output from the motor MG1, and the engine 22 is motored and started. Since controls the so that the engine 22 and the motor MG1, it is possible to more properly suppress the torsional torque Td of the damper 28 is increased beyond a predetermined torque Tdref. As a result, it is possible to more appropriately suppress the occurrence of vibration and shock in the vehicle when the engine 22 is started.

  In the hybrid vehicle 20 of the embodiment, the assumed torsion torque Tdas of the damper 28 is calculated using the temporary torque Tm1tmp of the motor MG1 and the pulsation torque Tepul of the engine 22, and the calculated assumed torsion torque Tdas of the damper 28 is equal to or less than the predetermined torque Tdref. , The temporary torque Tm1tmp of the motor MG1 is set to the torque command Tm1 * of the motor MG1, and when the assumed torsional torque Tdas of the damper 28 is larger than the predetermined torque Tdref, the torsional torque Td of the damper 28 becomes the predetermined torque Tdref. Although the torque command Tm1 * is set, the torque command Tm1 * of the motor MG1 is set so that the torsion torque Td of the damper 28 is equal to or less than the predetermined torque Tdref without calculating the assumed torsion torque Tdas of the damper 28. It may be a thing. FIG. 8 is a flowchart showing an example of the start-time drive control routine in this case. This routine is the same as the startup drive control routine of FIG. 2 except that the process of step S300 is executed instead of the process of steps S140 to S170 of the startup drive control routine of FIG. Therefore, the same process is given the same step number, and the detailed description thereof is omitted. In the starting drive control routine of FIG. 8, when the temporary torque Tm1tmp of the motor MG1 and the pulsation torque Tepul of the engine 22 are set (steps S120 and S130), the temporary torque Tm1tmp of the motor MG1, the pulsation torque Tepul of the engine 22 and the predetermined torque Tdref And the gear ratio ρ of the planetary gear 30 is used to set the torque command Tm1 * of the motor MG1 by the following equation (7) (step S300), and the processing after step S180 is executed. Here, the latter half “(Tdref + Tepul) · ρ / (1 + ρ)” of the right side of Expression (7) is the right side of Expression (2). Therefore, Expression (7) is obtained by limiting the temporary torque Tm1tmp of the motor MG1 with the torque of the motor MG1 at which the torsional torque Td of the damper 28 becomes the predetermined torque Tdref. Accordingly, as in the embodiment, it is possible to suppress the torsional torque of the damper 28 from being excessive, and it is possible to suppress the occurrence of vibration and shock in the vehicle.

  Tm1 * = min (Tm1tmp, (Tdref + Tepul) ・ ρ / (1 + ρ)) (7)

  In the hybrid vehicle 20 of the embodiment, when the assumed torsional torque Tdas of the damper 28 is larger than the predetermined torque Tdref, the torque command Tm1 * of the motor MG1 is set by the above equation (2) so that the torsional torque Td becomes the predetermined torque Tdref. However, the torque command Tm1 * of the motor MG1 may be set so that the torsion torque Td is slightly smaller than the predetermined torque Tdref.

  In the hybrid vehicle 20 of the embodiment, the assumed torsional torque Tdas of the damper 28 is calculated using the temporary torque Tm1tmp of the motor MG1 and the pulsation torque Tepul of the engine 22, and the dampers 20 according to the calculated assumed torsional torque Tdas of the damper 28 are calculated. The torque command Tm1 * of the motor MG1 is set so that the torsion torque Td of 28 is equal to or less than the predetermined torque Tdref. However, the torque output from the motor MG1 (the torque command Tm1 * of the previous motor MG1 or the motor MG1) is set. Torque to be output from the motor MG1 based on the phase currents Iu, Iv, and Iw flowing in the respective phases) and the pulsating torque Tepul of the engine 22 to calculate the torsional torque Td of the damper 28. In accordance with the calculated torsional torque Td of the damper 28, the damper 2 Torsion torque Td is may set the torque command Tm1 * of such motor MG1 equal to or less than the predetermined torque Tdref of.

  In the hybrid vehicle 20 of the embodiment, the assumed torsional torque Tdas of the damper 28 is calculated using the temporary torque Tm1tmp of the motor MG1 and the pulsation torque Tepul of the engine 22, and the dampers 20 according to the calculated assumed torsional torque Tdas of the damper 28 are calculated. The torque command Tm1 * of the motor MG1 is set so that the torsional torque Td of 28 becomes equal to or less than the predetermined torque Tdref. However, the calculation is performed using the rotational speed Ne of the engine 22 and the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2. The twist angle θd of the damper 28 is calculated using the rotation speed of the carrier shaft (the shaft connecting the carrier of the planetary gear 30 and the damper 28) and the calculated twist angle θd of the damper 28 is used. The torsion torque Td is obtained (see FIG. 7), and the obtained torsion torque of the damper 28 is obtained. According to the torque Td, the torque command Tm1 * of the motor MG1 may be set so that the torsional torque Td of the damper 28 is equal to or less than the predetermined torque Tdref.

  In the hybrid vehicle 20 of the embodiment, the temporary torque Tm2tmp of the motor MG2 is used as the input / output limits Win, Wout of the battery 50 without considering the vibration damping torque Tv for suppressing the vibration of the vehicle (the rotation fluctuation of the drive shaft 36). The motor MG2 (inverter 42) is controlled so that the torque limited by the motor MG2 is output. However, the sum of the temporary torque Tm2tmp of the motor MG2 and the damping torque Tv is considered in consideration of the damping torque Tv. The motor MG2 (inverter 42) may be controlled so that the torque whose torque is limited by the input / output limits Win and Wout of the battery 50 is output from the motor MG2. Here, the damping torque Tv is, for example, a value obtained by multiplying the difference between the drive wheel rotation angular velocity ωb as the rotation speed of the drive wheels 38a and 38b converted to the drive shaft 36 and the rotation angular velocity ωm2 of the motor MG2 by the control gain kv. Can be used. Note that the driving wheel rotational angular velocity ωb and the rotational angular velocity ωm2 of the motor MG2 are used after being input by communication from the motor ECU 40 based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44. be able to.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 9, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 9) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but is exemplified in the hybrid vehicle 220 of the modification of FIG. The inner rotor 232 connected to the crankshaft of the engine 22 via the damper 28 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b A counter-rotor motor 230 that transmits a part of the power to the drive shaft 36 and converts the remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modification of FIG. 11, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and the damper 28 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to.

  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 the “engine”, the motor MG1 corresponds to the “motor”, the battery 50 corresponds to the “battery”, the temporary torque Tm1tmp of the motor MG1 for cranking the engine 22 and the engine The assumed torsional torque Tda assumed as the torsional torque Td of the damper 28 is obtained using the pulsation torque Tepul of the engine 22 corresponding to the crank angle θcr of 22, and when the assumed torsional torque Tdas is equal to or less than the predetermined torque Tdref, the temporary torque Tm1tmp Is set to the torque command Tm1 * of the motor MG1, and when the assumed torsion torque Tdas is larger than the predetermined torque Tdref, the torque command Tm1 * of the motor MG1 is set so that the torsion torque Td becomes the predetermined torque Tdref, and the set torque command Tm1 * Is the motor MG Is output from the controlling the engine 22 and the motors MG1 so that the engine 22 is started is motoring, the HVECU70 the engine ECU24 and the motor ECU40 corresponds to the "start control means". Further, the planetary gear 30 corresponds to a “planetary gear”, and the motor MG2 corresponds to a “second motor”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline, light oil, or the like as a fuel, but the output shaft is connected to the rear stage shaft connected to the axle via a torsion element, such as a hydrogen engine. Any type of engine can be used as long as it is connected. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor as long as it can output power to the rear shaft, such as an induction motor. The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but can supply power to the motor, such as a nickel metal hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of battery may be used. The “starting time control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “starting time control means”, the torsional torque of the damper 28 using the temporary torque Tm1tmp of the motor MG1 for cranking the engine 22 and the pulsating torque Tepul of the engine 22 corresponding to the crank angle θcr of the engine 22 is used. An assumed torsion torque Tda assumed as Td is obtained. When the obtained assumed torsion torque Tda is equal to or less than the predetermined torque Tdref, the temporary torque Tm1tmp is set to the torque command Tm1 * of the motor MG1, and the assumed torsion torque Tdas is determined from the predetermined torque Tdref. When the torque is large, the torque command Tm1 * of the motor MG1 is set so that the torsion torque Td becomes the predetermined torque Tdref, and the set torque command Tm1 * is output from the motor MG1 so that the engine 22 is motored and started. Mo The engine and the motor are controlled so that the engine is cranked and started with the output of the cranking torque from the motor when the engine is instructed to start. In the control, the torsion torque caused by the torsion of the torsion element is equal to or less than a predetermined torque according to the basic torque that is the basic value of the cranking torque and the pulsation torque of the engine according to the crank angle of the engine. As long as the cranking torque is set so as to be, it does not matter. The “planetary gear” is not limited to the planetary gear 30 (single pinion type planetary gear), but includes a drive shaft connected to the axle, such as a double pinion type planetary gear or a combination of a plurality of planetary gears. Any type of planetary gear may be used as long as three rotating elements are connected to the three shafts of the rear shaft and the rotating shaft of the motor. The “second motor” is not limited to the motor MG2 configured as a synchronous generator motor, but may be an induction motor or the like that can exchange power with the battery and can input and output power to the drive shaft. Any type of motor may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. 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 vehicle manufacturing industry.

  20, 120, 220, 320 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 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 brake pedal , 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor, 234 Outer rotor, 330 Transmission, MG, MG1, MG2 motor.

Claims (4)

An engine having an output shaft connected to a rear shaft coupled to an axle via a torsion element, a motor capable of outputting power to the rear shaft, a battery capable of supplying electric power to the motor, and an engine start instruction And a start time control means for controlling the engine and the motor so that the engine is cranked and started with an output of cranking torque from the motor,
The starting-time control means has a torsional torque generated due to the torsion of the torsion element in accordance with a basic torque that is a basic value of the cranking torque and a pulsating torque of the engine in accordance with a crank angle of the engine. A means for setting the cranking torque to be equal to or lower than a predetermined torque set in advance;
vehicle. The vehicle according to claim 1,
The starting control means obtains an assumed torsion torque assumed as the torsion torque using the basic torque and the pulsation torque of the engine, and when the assumed torsion torque is equal to or less than the predetermined torque, Cranking torque is set, and when the assumed torsional torque is larger than the predetermined torque, a torque obtained by converting the sum of the predetermined torque and the pulsating torque of the engine to the rotation shaft of the motor is set as the cranking torque. Means,
vehicle. The vehicle according to claim 1,
The starting time control means uses the smaller torque of the basic torque and the torque obtained by converting the sum of the predetermined torque and the pulsation torque of the engine to the rotation shaft of the motor as the cranking torque. Is a means of setting,
vehicle. A vehicle according to any one of claims 1 to 3,
A planetary gear in which three rotating elements are connected to three axes of a driving shaft coupled to the axle, the rear-stage shaft, and a rotating shaft of the motor;
A second motor capable of exchanging electric power with the battery and capable of inputting and outputting power to the drive shaft;
A vehicle comprising:

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