JP2013107524A - Power output device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a torque shock when cranking an internal combustion engine.SOLUTION: When starting from a state where operation of an engine 22 is stopped, a hybrid ECU 70 controls a motor MG2 such that reaction torque that acts on a drive shaft with cranking of the engine 22 by a motor MG1 is canceled. The hybrid ECU controls the motor MG2 using an engine rotation speed, at the time point when a crank position upon the cranking is a top dead center or near the top dead center, and the engine rotation speed is a resonance frequency band or near the resonance frequency band, and an elapsed time from that time point.

Description

  The present invention relates to a power output device, and more particularly to control at the time of starting an internal combustion engine.

  Conventionally, a power output device is mounted in a hybrid vehicle or the like. The power output device includes an engine, a planetary gear that connects the engine crankshaft to the carrier, and a ring gear that is mechanically coupled to the axle, and a generator that inputs and outputs power to the sun gear of the planetary gear. And an electric motor for inputting and outputting power to the drive shaft. When starting the engine, the torque fluctuation at the time of engine start is calculated, and the torque fluctuation of the drive shaft as the final output shaft is corrected by correcting the output torque of the electric motor based on the calculation result.

  In Patent Document 1 below, when the engine is instructed to start while the motor is driven and controlled so that the required torque is output to the drive shaft while the engine is stopped, the engine is cranked. The electric power input / output means is driven and controlled so that the required torque is output to the drive shaft while canceling the torque acting as a reaction force on the drive shaft in accordance with engine cranking. Control means for controlling the motor so that the engine is controlled so that the engine is started, and for a predetermined time including the timing of the first explosion of the engine, a torque smaller than the torque to be output from the motor is output by a predetermined torque. Is disclosed. The predetermined torque is set based on engine operating parameters including at least one of intake pressure, intake air temperature, and throttle opening at the time of the first ignition of the engine. Specifically, the relationship between the initial explosion torque in various states and the operation parameters such as the intake pressure and the intake air temperature is obtained by experiments, stored as a map in the ROM, and the detected operation parameters and map Is used to derive the initial explosion torque as a predetermined torque.

JP 2005-30281 A

  By the way, when canceling the torque acting as a reaction force on the drive shaft in accordance with the cranking of the engine, it is necessary to accurately evaluate the torque as the reaction force. In this case, since the pulsation occurs when the top dead center (TDC) is overcome, there is a problem that it is not always sufficient to set based on the operation parameters such as the intake pressure, the intake temperature, and the throttle opening.

  An object of the present invention is to provide a device that can more accurately evaluate and cancel torque acting as a reaction force on a drive shaft at the start of the internal combustion engine, thereby suppressing torque shock that occurs at the start of the internal combustion engine. It is in.

  The present invention is a power output device that outputs power to a drive shaft, the internal combustion engine capable of outputting power to the drive shaft, the electric motor capable of outputting power to the drive shaft, and the internal combustion engine. And the cranking of the internal combustion engine by the electric cranking means when starting the internal combustion engine from a state where the operation of the internal combustion engine is stopped. Control means for controlling the electric motor so that reaction force torque acting on the drive shaft is canceled, wherein a crank position at the time of cranking is within a predetermined range of top dead center, and rotation of the internal combustion engine Control means for controlling the electric motor using the rotational speed of the internal combustion engine at a time when the number falls within a predetermined range of a predetermined resonance frequency band and an elapsed time from the time. And features.

  The reaction torque generated when the internal combustion engine is cranked by the electric cranking means is not constant, and pulsates because its magnitude changes before and after the top dead center (TDC) of the internal combustion engine. Therefore, in the present invention, attention is paid to the case where the crank position during cranking of the internal combustion engine is within a predetermined range of top dead center, and the cranking is performed using the rotational speed of the internal combustion engine at that time and the elapsed time from that time. The reaction torque associated with is estimated or predicted, and the electric motor is controlled so as to cancel the reaction torque. Since the reaction force torque accompanying the cranking is transmitted to the drive shaft within a predetermined range of the resonance frequency band of the crankshaft of the internal combustion engine, the present invention is such that the crank position during cranking of the internal combustion engine has a top dead center. And the rotational speed of the internal combustion engine is within the predetermined range of the resonance frequency band of the crankshaft, and using the rotational speed of the internal combustion engine at that time and the elapsed time from that time Control the motor.

  In one embodiment of the present invention, the control means uses the pulsation of the reaction torque before and after passing through the top dead center at the time of cranking, using the rotation speed of the internal combustion engine and the elapsed time. The electric motor is controlled.

  In another embodiment of the present invention, the control means obtains the pulsation component by using a relationship between the rotation speed of the internal combustion engine, the elapsed time, and the pulsation component that are preset and stored.

  In another embodiment of the present invention, the control means adds the pulsation component to a predetermined torque to obtain the reaction force torque, and calculates the reaction force torque from the torque of the electric motor according to the required torque for the drive shaft. The electric motor is controlled by the reduced torque.

  The power output apparatus of the present invention may be mounted on, for example, a hybrid vehicle. Further, the electric motor in the power output apparatus of the present invention can be constituted by a so-called motor generator (MG). Further, the electric cranking means in the power output apparatus of the present invention can be constituted by a so-called motor generator (MG) as in the case of the electric motor.

  ADVANTAGE OF THE INVENTION According to this invention, the reaction force torque accompanying the cranking of an internal combustion engine can be canceled with high precision using an electric motor, and the torque shock accompanying cranking of an internal combustion engine can be suppressed effectively.

It is a block diagram of embodiment. FIG. 2 is a main part configuration diagram of FIG. It is a figure which shows the relationship between an engine crank angle and reaction torque. It is a collinear diagram which shows the dynamic relationship between the rotation speed of a power distribution integration mechanism, and a torque. It is explanatory drawing of a torque command production | generation process. It is a graph which shows the map of embodiment. It is a flowchart of an embodiment. It is a graph which shows the torque change of motor MG2.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration of a hybrid vehicle 20 equipped with the power output apparatus in the present embodiment. The hybrid vehicle 20 is connected to an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a flywheel damper 28, and the power distribution and integration mechanism 30. A motor MG1 capable of generating electricity, a reduction gear (or rear planetary 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 power output A hybrid electronic control unit (ECU) 70 for controlling the entire apparatus is provided.

  The engine 22 is an internal combustion engine that outputs power using fuel such as gasoline, and is controlled by an engine ECU 24 to which signals are supplied from various sensors that detect the operating state of the engine 22. The engine ECU 24 includes a crank angle θ from a crank position sensor 23a attached to the crankshaft 26, an intake air temperature Ta from an intake air temperature sensor 23b attached to the intake system, an intake air pressure Va from a negative pressure detection sensor 23c, and a throttle. The opening degree of the throttle valve 23d from the position sensor 23e, the cooling water temperature Tw from the cooling water temperature sensor 23f attached to the cooling system of the engine 22, and the like are supplied. 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 operating 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 disposed 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, The planetary gear mechanism (planetary gear) that performs differential action with the sun gear 31, the ring gear 32, and the carrier 34 as rotating elements is provided.

  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 motor MG1 functions as a generator, power from engine 22 input from carrier 34 is distributed to sun gear 31 side and ring gear 32 side according to the gear ratio, and when motor MG1 functions as an electric motor. The power from the engine 22 input from the carrier 34 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is 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 motors MG1 and MG2 are synchronous generator motors that function as a generator and can function as an electric motor, and transmit and receive electric power to and from 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 and negative bus shared by the inverters 41 and 42, and the power generated by one of the motors MG1 and MG2 is consumed by the other motor. can do. 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.

  Motors MG1 and MG2 are both driven and controlled by 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. A current applied to the motors MG1 and MG2 is supplied, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. Motor ECU 40 communicates with hybrid ECU 70 to drive and control motors MG1 and MG2 by a control signal from hybrid ECU 70, and outputs data related to the operating state of motors MG1 and MG2 to hybrid ECU 70 as necessary.

  The battery 50 is controlled by the battery ECU 52. The battery ECU 52 is attached to a signal necessary for controlling the battery 50, for example, a voltage between terminals from a voltage sensor attached between terminals of the battery 50, and a power line 54 connected to an output terminal of the battery 50. The charge / discharge current from the current sensor, the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are supplied, and data relating to the state of the battery 50 is output to the hybrid ECU 70 as necessary. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to control the charge / discharge of the battery 50.

  The hybrid ECU 70 is configured as a microprocessor including a 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 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 supplied via the input port. The hybrid ECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and transmits and receives various control signals and data to and from the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 calculates a required torque to be output to the ring gear shaft 32a as a drive shaft based on the accelerator opening Acc corresponding to the depression amount of the accelerator pedal 83 by the driver and the vehicle speed V, and a request corresponding to the required torque. The engine 22, the motor MG1, and the motor MG2 are controlled so that power is output to the ring gear shaft 32a. Specifically, 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 torque converted by the power distribution and integration mechanism 30, the motor MG1, and the motor MG2. The engine 22 is driven so as to be output to the ring gear shaft 32a so that the engine 22 outputs power that matches the sum of the required power and the power required for charging and discharging the battery 50. All or a part of the power output from the engine 22 with the operation of the battery 50 being charged and discharged is converted into torque by the power distribution / integration mechanism 30, the motor MG1, and the motor MG2, and the required power is transferred to the ring gear shaft 32a. A mode in which the motors MG1 and MG2 are controlled so that they are output, and the operation of the engine 22 The power commensurate with the required power from the motor MG2 is stopped is mode that controls so as to output to the ring gear shaft 32a.

  Next, the operation at the time of starting the engine 22 that has been stopped in such a configuration will be described.

  FIG. 2 shows a main configuration of the power output apparatus in the configuration shown in FIG. A carrier 34 is connected to the crankshaft 26 of the engine 22 via a flywheel damper 28, and a sun gear 31 and a ring gear 32 are engaged with a pinion gear held by the carrier 34. The sun gear 31 is connected to a motor MG1, the ring gear 32 is connected to a reduction gear 35 via a ring gear shaft, and the reduction gear 35 is connected to a motor MG2. When the engine 22 is cranked by the torque Tg of the motor MG1 functioning as the electric cranking means and the engine 22 is started, the reaction torque pulsates as the engine 22 gets over the top dead center (TDC). In the figure, the pulsation 100 of the reaction force torque is indicated by a rotation arrow. This pulsation of the reaction torque is transmitted to the ring gear 32 via the carrier 34 and causes a torque shock. Therefore, the pulsation of the reaction torque is estimated, and a torque command to the motor MG2 is generated so that the motor MG2 outputs a vibration suppression component that cancels the pulsation.

  FIG. 3 shows the relationship between the crank angle θ of the engine 22 and the reaction torque. Focusing on one of the cylinders when the engine 22 is a four-cycle multi-cylinder engine, when the engine 22 is cranked, the target cylinder repeats four steps of intake, compression, expansion, and exhaust. The pressure in the cylinder increases during the compression process and decreases during the expansion process. The pressure change in the cylinder acts as a reaction torque on the crankshaft 26 via the piston. Although a slight pressure change occurs in the cylinder also in the intake process and the exhaust process, it is small and negligible compared to the compression process and the expansion process. The reaction torque acting on the crankshaft 26 is transmitted to the ring gear shaft 32a as the drive shaft via the power distribution and integration mechanism 30, and thus appears on the ring gear shaft 32a as torque pulsation based on the pressure change in the cylinder. The reaction torque acting on the ring gear shaft 32a based on the pressure change in the cylinder suppresses the rotation of the engine 22 in the range from the bottom dead center (BDC) to the top dead center (TDC) in which the target cylinder is in the compression process. In the range from TDC to BDC in the expansion process, it acts in the direction of promoting the rotation of the engine 22. Therefore, in order to cancel such pulsation of the reaction torque, the motor MG2 applies a torque in the direction from the BDC to the TDC in the compression process, that is, in the direction that promotes the rotation of the engine 22 before the TDC passes, In the expansion step, from the TDC to the BDC, that is, after passing through the TDC, it is only necessary to apply a torque in a direction that suppresses the rotation of the engine 22 by the motor MG2. In the multi-cylinder engine 22, the torque to be applied to the ring gear shaft 32a can be obtained by superimposing such torque in one cylinder by the amount corresponding to the cylinder.

  FIG. 4 is a collinear diagram showing the mechanical relationship between the rotational speed and torque of the rotating elements (sun gear 31, ring gear 32, and carrier 34) of the power distribution and integration mechanism 30 when the engine 22 is cranked and started. Show. 4A is a collinear diagram before passing through the top dead center (TDC), and FIG. 4B is a collinear diagram after passing through the top dead center (TDC). As shown in FIG. 4A, before passing through the TDC, the compression reaction force is output to the shaft of the carrier 34, and the rotational speed of the engine 22 is unlikely to increase. Of the distribution destinations of the torque Tg of the motor MG1, That is, the ratio of the inertia based on the mass of the rotor of the motor MG1 decreases, and the absolute value of the direct torque at the ring gear shaft 32a of the ring gear 32 increases. In the figure, the reaction force −1 / ρ · Tg due to the torque Tg of the motor MG1 is indicated by a downward arrow on the ring shaft, and the direct torque is indicated by hatching. Here, ρ is a gear ratio of the power distribution and integration mechanism 30.

  On the other hand, as shown in FIG. 4B, after passing through the TDC, the expansion reaction force is output to the shaft of the carrier 34, and the expansion reaction force acts, so the rotation speed of the engine 22 is likely to increase, and the torque of the motor MG1 Among the Tg distribution destinations, the ratio of the inertia term of the motor MG1 relatively increases, and the absolute value of the direct torque at the ring gear shaft 32a of the ring gear 32 decreases. Comparing FIGS. 4A and 4B, out of the reaction torque-1 / ρ · Tg, the direct torque is relatively smaller in FIG. 4B than in FIG. 4A. Please note that. Thus, before and after the passage of the TDC, the magnitude (absolute value) of the direct torque changes and thus pulsates.

  In this embodiment, the pulsation of the direct torque is caused by the compression pulsation at the time of cranking, and the compression pulsation is reversed before and after the passage of the TDC depending on the crank angle (or the compression degree of the air in the combustion chamber). In addition, since the crankshaft 26 and the carrier 34 of the engine 22 are connected via the flywheel damper 28, the transmission of the direct torque pulsation to the drive shaft is the engine rotation in the vicinity of the resonance frequency band (resonance rotation speed band). Taking account of the fact that it occurs in numbers, the pulsation of the direct torque is estimated as follows. That is, when the crank position of the engine 22 is in the vicinity of TDC and the rotational speed of the engine 22 is in the vicinity of the resonance frequency band, estimation of the pulsation is started, and the rotational speed of the engine 22 at the estimation start timing is acquired. To do. Moreover, the elapsed time from this estimation start timing is measured with a timer. Then, the pulsation of the direct torque at that time is estimated using the engine speed at the estimation start timing and the elapsed time from the estimation start timing. Specifically, the direct torque pulsation amount at various engine speeds and elapsed times is obtained in advance by experiments or the like and stored in the ROM 74 as a map. Then, the direct torque pulsation corresponding to the acquired engine speed and elapsed time may be read from the map. The estimated direct torque pulsation is added to the provisional direct torque estimated value to be calculated as a direct torque estimated value, and a final torque command is generated by subtracting from the torque command of the motor MG2.

  FIG. 5 schematically shows a torque command generation process of the motor MG2 in the hybrid ECU 70. When the hybrid ECU 70 can determine that the crank angle of the engine 22 is within the predetermined range and is near TDC, and can determine that the engine 22 is near the resonance frequency band because the rotational speed Ne of the engine 22 is within the predetermined range. Then, estimation of the pulsation is started, and the engine speed Ne at this time, the elapsed time from the start of estimation, and a map stored in advance in the ROM 74 are used, and the direct torque corresponding to the engine speed Ne and the elapsed time. The estimated value of the pulsation is derived. On the other hand, the hybrid ECU 70 estimates the direct torque according to the intake pressure, the intake air temperature, and the throttle opening similarly to the aforementioned Japanese Patent Application Laid-Open No. 2005-30281. This orthogonal torque estimated value corresponds to the correction torque Tα in Japanese Patent Laid-Open No. 2005-30281, and the relationship with the operation parameters such as the intake pressure of the engine 22 is obtained in advance by experiments and stored in the ROM 74 as a map. Is. Alternatively, it may be simply 1 / ρ · Tg.

The torque Tg of the motor MG1 is determined from a preset relationship between the torque command of the motor MG1 when starting the engine 22 and the rotational speed of the engine 22, and specifically based on the rotational speed and crank angle of the engine 22. Determined. Then, the pulsation of the derived direct torque is added to the estimated direct torque to obtain a final direct torque estimated value. When the orthogonal torque estimated value is calculated as described above, the final torque command Tm2 of the motor MG2 is output by subtracting the orthogonal torque estimated value from the torque command of the motor MG2 necessary to satisfy the required torque. Specifically, the torque command Tm2tmp of the motor MG2 required to satisfy the required torque is specifically calculated from the required torque Tr *, the torque command Tm1 * of the motor MG1, and the gear ratio ρ of the power distribution and integration mechanism 30.
Tm2tmp = (Tr * + Tm1 * / ρ) Gr
Is calculated by Here, Gr is the gear ratio of the reduction gear 35. Needless to say, since the torque of the motor MG2 is limited within the ranges of the input / output limits Win and Wout of the battery 50, for example, the torque command Tm2tmp of the motor MG2 exceeds the torque upper limit value Tmax determined from the output limit Wout of the battery. In this case, the torque command value of the motor MG2 is limited to Tmax, and the final torque command Tm2 of the motor MG2 is generated by subtracting the direct torque estimated value from this limit value.

  FIG. 6 shows an example of a map stored in the ROM 74 of the hybrid ECU 70, that is, a map that defines the relationship between the rotational speed of the engine 22, the elapsed time from the estimation start timing, and the pulsation of the direct torque. In the figure, the horizontal axis is the elapsed time (msec) from the estimation start timing, and the vertical axis is the direct torque pulsation (Nm), which shows values at various engine speeds. Of course, in the figure, the map is shown in the form of a graph, but it is also possible to use a table format in which (engine speed, elapsed time, pulsation) are combined.

  As can be understood from the above description, the direct torque estimated value is derived from a map that defines the relationship between the operation parameter such as the intake pressure of the engine 22 and the direct torque estimated value, and the direct torque pulsation estimated value is Since it is derived from a map that defines the relationship between the rotational speed and elapsed time of the engine 22 and the estimated direct torque pulsation value, the operating parameters such as the intake pressure of the engine 22, the rotational speed and elapsed time of the engine 22, and the final direct travel It is also possible to define the relationship with the estimated torque value as a map or table and derive the final orthogonal torque estimated value directly using this map or table.

  FIG. 7 shows a flowchart of an engine start time control routine executed by the hybrid ECU 70 in the present embodiment. This routine is executed when the engine 22 is instructed to start.

  First, the hybrid ECU 70 determines whether or not the engine 22 is being started (S101). If the engine 22 is not being started, the estimation start determination flag is set to OFF by default (S106).

  On the other hand, when the engine 22 is being started, the crank angle of the engine 22 (simply abbreviated as “ENG” in the drawing) is within a predetermined range, so that it is near TDC, and Since the engine speed is within the predetermined range, it is determined whether or not it is in the vicinity of the resonance frequency band and the estimation start determination flag remains OFF (S102). Here, a predetermined range that is a threshold for determining whether or not the crank angle is in the vicinity of the TDC can be set as appropriate. For example, the crank angle is 5 degrees (° CA) or 10 degrees ( ° CA) etc. In addition, a predetermined range that is a threshold value for determining whether or not the engine speed is in the vicinity of the resonance frequency band can be set as appropriate. Of course, in S102, whether or not the difference between the crank angle and the TDC is within the predetermined allowable range instead of determining whether the crank angle is within the predetermined range and the engine speed is within the predetermined range. It may be determined whether or not the difference between the engine speed and the resonance frequency band is within an allowable range. The crank angle is detected by a crank position sensor 23a attached to the crankshaft 26.

  Note that the process of S102 is, in short, a process of determining whether the crank position is TDC and the engine speed is in the resonance frequency band, and is intended to allow for a difference within a predetermined range. is there. Therefore, in short, it can be said that it is determined whether or not the crank position is TDC and the engine speed is in the resonance frequency band.

  YES in S102, that is, near the TDC because the crank angle is within the predetermined range, near the resonance frequency band because the rotational speed of the engine 22 is within the predetermined range, and the estimation start determination flag is OFF In this case, the hybrid ECU 70 sets this time as the estimation start timing, acquires the rotational speed of the engine 22 at this time, starts the time measurement timer from 0, and further sets the estimation start determination flag from OFF to ON ( S103). On the other hand, if the crank angle is not within the predetermined range, the engine speed is not within the predetermined range, or the estimation start determination flag is not OFF, the process of S103 is not executed.

  Next, the hybrid ECU 70 determines whether or not the estimation start determination flag is ON (S104). If the estimation start determination flag is ON, the elapsed time from the estimation start timing is integrated (S105). That is, the elapsed time value by the time measurement timer is acquired. On the other hand, when the estimation start determination flag is OFF instead of ON, the time measurement timer is cleared and returned to zero (S107).

  As described above, when the crank angle is in the vicinity of TDC and the engine speed is in the vicinity of the resonance frequency band, the engine speed is acquired and the elapsed time from the estimation start timing is acquired. Thereafter, the hybrid ECU 70 derives the pulsating portion of the direct torque using the engine speed and the elapsed time, estimates the final direct torque, and motor MG2 necessary for canceling the direct torque considering the pulsating portion. Torque command is generated (S108).

  Note that after the engine 22 is started, in the routine that repeats the processes after S101 again, it is determined NO in the determination process of S101, so the estimation start determination flag is set from ON to OFF (S106). In this case, the reaction force torque accompanying the cranking does not occur, so the torque command of the motor MG2 is a torque command corresponding to the required torque.

FIG. 8 shows the change over time of the torque of the motor MG2 in the present embodiment. In the figure, the horizontal axis represents time, and the vertical axis represents the torque of the motor MG2. In the figure, the solid line is the torque when the pulsation component is not considered, and the broken line is the torque when the pulsation component is considered, and is the torque of MG2 in the present embodiment. Since the pulsation of the reaction torque generated during cranking of the engine 22 is reliably canceled by the torque of the MG2, the torque shock at the time of starting the engine is effectively suppressed and the drivability is further improved.

  20 Hybrid Vehicle, 22 Engine, 23a Crank Position Sensor, 23b Intake Air Temperature Sensor, 23c Negative Pressure Sensor, 23d Throttle Valve, 23e Throttle Position Sensor, 23f Cooling Water Temperature Sensor, 24 Engine ECU, 26 Crankshaft, 28 Flywheel Damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 34 carrier, 35 reduction gear, 40 motor ECU, 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery ECU , 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 70 hybrid ECU, 72 CPU, 74 ROM.

Claims (4)

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;
When starting the internal combustion engine from a state in which the operation of the internal combustion engine is stopped, the reaction force torque acting on the drive shaft is canceled along with the cranking of the internal combustion engine by the electric cranking means. Control means for controlling the electric motor, wherein the crank position at the time of cranking is within a predetermined range of top dead center, and the rotational speed of the internal combustion engine is within a predetermined range of a predetermined resonance frequency band. Control means for controlling the electric motor using the number of revolutions of the internal combustion engine at the time and the elapsed time from the time;
A power output apparatus comprising: The power output apparatus according to claim 1, wherein
The control means controls the electric motor using the pulsation of the reaction force torque before and after passing through the top dead center at the time of cranking, using the rotational speed of the internal combustion engine and the elapsed time. Power output device. The power output apparatus according to claim 2, wherein
The power output apparatus according to claim 1, wherein the control means acquires the pulsation component by using a relationship between the rotation speed of the internal combustion engine, the elapsed time, and the pulsation component that are preset and stored. The power output apparatus according to claim 2, wherein
The control means adds the pulsation to a predetermined torque to obtain the reaction torque, and controls the electric motor with a torque obtained by subtracting the reaction torque from a torque of the electric motor according to a required torque for the drive shaft. Power output device characterized.

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