JP2014104909A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress generation of large scale of vibration.SOLUTION: The hybrid vehicle is configured so that when an engine starts, until a condition that engine speed Ne is equal to or more than predetermined speed Nstmg and a condition that a crank angle θcr of the engine is in a range of a predetermined range θst1 to θst2 are satisfied at the same time, a motor is controlled so that a torque value from the motor increases from a value 0 to a predetermined torque Tst1 by rate processing to be held (S300 to S340) and after both conditions are satisfied at the same time, the motor is controlled so that the torque from the motor decreases from the predetermined torque Tst1 (S350 to S390).

Description

  The present invention relates to a hybrid 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 inputting and outputting power to the rear shaft, and exchanging electric power with the motor. The present invention relates to a hybrid vehicle including a battery capable of being used.

  Conventionally, this type of hybrid vehicle includes an engine, a first motor, a drive shaft coupled to an axle, a connection shaft connected to a crankshaft of the engine via a damper, and a ring gear between a rotation shaft of the first motor. And a planetary gear in which a carrier and a sun gear are connected, a second motor having a rotating shaft connected to a drive shaft, and a battery for exchanging electric power with the first motor and the second motor. Sometimes, the engine runs while motoring the engine by outputting the first torque from the first motor until the engine speed reaches the torque reduction start speed, and the engine is operated after the engine speed reaches the torque reduction start speed. Until the starting rotational speed is reached, a second torque smaller than the first torque is output from the first motor to run the engine while motoring. In addition, there has been proposed one that controls the engine, the first motor, and the second motor so that the engine travels while the engine operation is started when the engine rotation speed reaches the operation start rotation speed (for example, Patent Documents). 1). In this hybrid vehicle, when the crank angle at the start of start is within a predetermined crank angle range, the engine speed is started at the timing when the crank angle coincides with the predetermined crank angle after engine motoring is started. When the crank angle at the start of start is out of the crank angle range, the crank angle at the start of the crank is higher than the rotation start speed when the crank angle is within the crank angle range and the engine is started after motoring is started. By setting the engine speed at the timing at which the angle coincides with the predetermined crank angle to the torque reduction start speed, vibration at the time of starting the engine is suppressed.

JP 2012-106598 A

  In the hybrid vehicle described above, the torque reduction rotation speed is set according to the crank angle at the start of starting. Therefore, depending on the increase in the rotation speed when the engine is motored, the torque reduction rotation speed is increased from the first motor. When starting to reduce the torque, it may occur that a relatively large vibration may occur without suppressing the fluctuation of the torsion of the damper.

  The main purpose of the hybrid vehicle of the present invention is to further suppress the occurrence of large vibrations.

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

The first hybrid vehicle of the present invention is
An engine having an output shaft connected to a rear stage shaft connected to an axle via a torsion element, a motor capable of inputting / outputting power to the rear stage shaft, a battery capable of exchanging electric power with the motor, and starting the engine When the engine speed is increased, a rapid increase torque that rapidly increases the engine speed is output from the motor until a predetermined condition at start-up including a speed condition where the engine speed is equal to or higher than the predetermined speed is satisfied. A hybrid vehicle comprising: control means for controlling the motor so that the torque from the motor is reduced from the rapidly increased torque after the predetermined condition at the start is established;
The predetermined condition at the time of start is a condition that is satisfied when both the rotational speed condition and the crank angle condition in which the crank angle of the engine is within a predetermined crank angle range are satisfied.
This is the gist.

  In the first hybrid vehicle of the present invention, when the engine is started, the engine speed is rapidly increased until a predetermined condition at start-up including a speed condition where the engine speed is equal to or higher than the predetermined speed is satisfied. The motor is controlled so that the rapidly increasing torque to be increased is output from the motor, and the motor is controlled so that the torque from the motor becomes smaller than the rapidly increasing torque after the predetermined condition at the start is satisfied. The rotation speed condition and the crank angle condition in which the crank angle of the engine is within a predetermined crank angle range are both satisfied. Therefore, since it is determined whether or not the predetermined condition at the time of starting is satisfied using the actual engine speed and crank angle (whether or not it is time to start reducing the torque from the motor from the rapidly increased torque), It is possible to further suppress the occurrence of large vibrations when starting the engine.

  In the first hybrid vehicle of the present invention, the predetermined crank angle range is such that the maximum vibration when the engine speed is equal to or higher than the predetermined speed and the torque from the motor starts to decrease from the rapidly increased torque. It can also be a range determined by experiment or analysis so as to be below the allowable upper limit vibration.

  In the first hybrid vehicle of the present invention, the predetermined crank angle range may be a range in which the engine torque decreases in a positive range.

  Furthermore, in the first hybrid vehicle of the present invention, when the engine is stopped, the control means has a predetermined condition at the time of stop including a second speed condition where the engine speed is equal to or less than a second predetermined speed. Until the condition is satisfied, the motor is controlled so that a rapid decrease torque for rapidly decreasing the engine speed is output from the motor. After the predetermined condition at the time of stop is satisfied, the magnitude of the torque from the motor is reduced. The motor is controlled so as to be reduced from the magnitude of the rapidly decreasing torque. The predetermined condition at the time of stop is the second rotational speed condition and the engine crank angle is within a second predetermined crank angle range. It can also be a condition that is satisfied when both of the two crank angle conditions are satisfied.

The second hybrid vehicle of the present invention is
An engine in which an output shaft is connected to a rear shaft connected to an axle via a torsion element, a motor capable of inputting / outputting power to the rear shaft, a battery capable of exchanging electric power with the motor, and the engine being stopped In this case, a rapid decrease torque that rapidly decreases the engine speed is output from the motor until a predetermined condition at the time of stop including a speed condition where the engine speed is equal to or lower than the predetermined speed is satisfied. And a control means for controlling the motor and controlling the motor so that the magnitude of the torque from the motor is reduced from the magnitude of the rapidly decreasing torque after the predetermined condition at the time of stopping is satisfied. There,
The predetermined condition at the time of stop is a condition that is satisfied when both the rotational speed condition and the crank angle condition in which the crank angle of the engine is within a predetermined crank angle range are satisfied.
This is the gist.

  In the second hybrid vehicle of the present invention, when the engine is stopped, the engine speed is rapidly increased until a predetermined condition at the time of stop including a speed condition where the engine speed is equal to or lower than the predetermined speed is satisfied. The motor is controlled so that a rapid decrease torque to be reduced is output from the motor, and the motor is controlled so that the magnitude of the torque from the motor becomes smaller than the magnitude of the rapid decrease torque after the predetermined condition at the time of stop is satisfied. The predetermined condition at the time of stop is a condition that is satisfied when both the rotational speed condition and the crank angle condition in which the crank angle of the engine is within the predetermined crank angle range are satisfied. Therefore, whether or not the predetermined condition at the time of stop is satisfied by using the actual engine speed and crank angle (whether or not it is time to start reducing the magnitude of the torque from the motor from the magnitude of the rapidly decreasing torque) ) Is determined, it is possible to further suppress the occurrence of large vibrations when the engine is stopped.

  In the second hybrid vehicle of the present invention, the predetermined crank angle range starts to decrease the magnitude of torque from the motor from the magnitude of the rapidly decreasing torque when the engine speed is equal to or less than the predetermined speed. It is also possible to have a range determined by experiment or analysis so that the maximum vibration at that time is not more than the allowable upper limit vibration.

  In the first or second hybrid vehicle of the present invention, a planetary gear in which three rotary elements are connected to a drive shaft connected to an axle, an output shaft of the engine, and a rotary shaft of the motor, and the battery and electric power. And a second motor having a rotating shaft connected to the drive shaft.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of starting performed by HVECU70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. 4 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating element of the planetary gear 30 when starting the engine 22. FIG. It is a flowchart which shows an example of the motoring torque setting routine at the time of starting performed by HVECU70 of an Example. Description showing an example of a time change state of the torque command Tm1 * of the motor MG1 when starting the engine 22, the rotational speed Ne and the crank angle θcr of the engine 22, and whether or not the engine 22 is operated (fuel injection control or ignition control). FIG. It is explanatory drawing which shows an example of the relationship between the reduction | restoration start crank angle (theta) stdn calculated | required by experiment and analysis, and the largest vibration at the time of a start. FIG. 5 is an explanatory diagram showing an example of a relationship between a crank angle θcr of the engine 22 and a torque Te of the engine 22 when the engine 22 is started. It is a flowchart which shows an example of the drive control routine at the time of a stop performed by HVECU70 of an Example. It is a flowchart which shows an example of the motoring torque setting routine at the time of a stop performed by HVECU70 of an Example. Description showing an example of a time change state of the torque command Tm1 * of the motor MG1 when the engine 22 is stopped, the rotational speed Ne and the crank angle θcr of the engine 22, and whether or not the engine 22 is operated (fuel injection control or ignition control). FIG. It is explanatory drawing which shows an example of the relationship between increase start crank angle (theta) sup and the maximum vibration at the time of a stop calculated | required by experiment and analysis. 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 figure, a hybrid vehicle 20 of the embodiment includes a four-cylinder engine 22 that outputs power using gasoline, light oil, or the like as fuel, and an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that drives and controls the engine 22. A carrier is connected to a crankshaft 26 as an output shaft of the engine 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. Planetary gear 30 that is configured, for example, a motor MG1 that is configured as a synchronous generator motor and whose rotor is connected to the sun gear of planetary gear 30, and a motor MG2 that is configured as a synchronous generator motor and whose rotor is connected to drive shaft 36, for example. , Invar for driving the motors MG1, MG2 41, 42, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 for driving and controlling the motors MG1, MG2 by switching control of switching elements (not shown) of the inverters 41, 42, and, for example, a lithium ion secondary battery A battery 50 configured to exchange 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 for managing battery 50, and a hybrid for controlling the entire vehicle An electronic control 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 Cam position θca, throttle position TP from a throttle valve position sensor for detecting the position of the throttle valve, intake air amount Qa from an air flow meter attached to the intake pipe, intake air temperature Ta from a temperature sensor also attached to the intake pipe Attached to the exhaust system The air-fuel ratio AF from the air-fuel ratio sensor, the oxygen signal O2 from the oxygen sensor attached to the exhaust system, and the like are input via the input port. The engine ECU 24 performs various operations for driving the engine 22. Control signals such as a fuel injection valve drive signal, a throttle motor drive signal for adjusting the position of the throttle valve, a control signal for an ignition coil integrated with an igniter, and an intake valve opening / closing timing can be changed. A control signal to the variable 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 the crank angle θcr from the 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 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor 51a installed between terminals of the battery 50 or an electric power line connected to an output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51b, the battery temperature Tb from the temperature sensor 51c attached to the battery 50, and the like are input, and data relating to the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is a ratio of the capacity of 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 51b in order to manage the battery 50. The storage ratio SOC is calculated, and input / output limits Win and Wout, which are allowable input / output powers 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 includes a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position ( N position) and forward drive position (D position).

  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 outputs a required torque Tr * to be output to the drive shaft 36 (required for traveling) based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Set and multiply the set required torque Tr * 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 the conversion factor) and output the result to the drive shaft 36 The travel power Pdrv * (required for travel) is calculated, and the charge / discharge required power Pb * of the battery 50 based on the storage ratio SOC of the battery 50 is calculated from the calculated travel power Pdrv * (the time when the battery 50 is discharged is positive). The required power Pe * to be output from the engine 22 (required by the vehicle) is calculated. 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 is satisfied, for example, when the required power Pe * has reached the stop threshold value Pstop defined as the upper limit of the range of the required power Pe * that should be stopped. Sometimes, 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, when the required power Pe * calculated in the same manner as in the engine operation mode reaches a starting threshold value Pstart determined as the lower limit of the range of the required power Pe * that is better to start the engine 22, the engine When the start condition 22 is satisfied, the engine 22 is started and the engine operation mode is entered.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when starting or stopping the engine 22 will be described. Hereinafter, the operation when starting the engine 22 will be described first, and then the operation when stopping the engine 22 will be described. FIG. 2 is a flowchart illustrating an example of a start time drive control routine executed by the HVECU 70 of the embodiment. This routine is executed when the start condition of the engine 22 is satisfied during traveling in the motor operation mode.

  When the start-up drive control routine is executed, the HVECU 70 firstly has the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, the rotational speed Ne of the engine 22, and the rotational speeds of the motors MG1 and MG2. Data necessary for control such as Nm1, Nm2, and input / output limits Win and Wout of the battery 50 are input (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on the crank angle θcr detected by 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 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. Further, 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. An example of the required torque setting map is shown in FIG.

  Subsequently, a starting motoring torque Tst as a torque for motoring the engine 22 when the engine 22 is started is set to a torque command Tm1 * as a torque to be output from the motor MG1 (step S120). Here, in the embodiment, the starting motoring torque Tst is set by a starting motoring torque setting routine described later.

  Then, as shown in the following equation (1), the torque (−Tm1 * / ρ) acting on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven with the torque command Tm1 * is subtracted from the required torque Tr *. The temporary torque Tm2tmp as a temporary value of the torque to be output from the motor MG2 is set (step S130), and the input / output limits Win and Wout of the battery 50 and the motor are set as shown in the equations (2) and (3). The torque that may be output from the motor MG2 by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying the torque command Tm1 * of the MG1 by the current rotational speed Nm1 by the rotational speed Nm2 of the motor MG2. Torque limits Tm2min and Tm2max as upper and lower limits are calculated (step S140), and the temporary torque Tm2tmp is calculated as shown in equation (4). Restriction Tm2min, and limited by Tm2max to set a torque command Tm2 * of the motor MG2 (step S150). 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 rotating element of the planetary gear 30 when the engine 22 is started. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotation speed Nr of the ring gear 32, which is a number Nm2, is shown. Two thick arrows on the R-axis indicate torque output from the motor MG1 and acting on the ring gear shaft 32a via the planetary gear 30, and torque output from the motor MG2 and acting on the drive shaft 36. Expression (1) can be easily derived by using this alignment chart.

Tm2tmp = Tr * + Tm1 * / ρ (1)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (2)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (3)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (4)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set in this way, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S160). 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 *.

  Subsequently, the rotation speed Ne of the engine 22 is compared with an operation start rotation speed Nsteg (for example, 1000 rpm or 1200 rpm) as a rotation speed at which the operation of the engine 22 (fuel injection control or ignition control) starts (step S170). When the rotation speed Ne of the engine 22 is less than the operation start rotation speed Nsteg, the process returns to step S100, and when the rotation speed Ne of the engine 22 reaches the operation start rotation speed Nsteg or more by repeatedly executing the processing of steps S100 to S170, It is determined whether or not the operation of the engine 22 is started (step S180), and when the operation of the engine 22 is not started, an operation start control signal for starting the operation of the engine 22 is transmitted to the engine ECU 24 (step S180). S190), when the operation of the engine 22 is started, It does not execute the processing of-up S190. The engine ECU 24 that has received the operation start control signal starts fuel injection control and ignition control of the engine 22.

  Then, it is determined whether or not the engine 22 has reached a complete explosion (step S200). If the engine 22 has not yet completed a complete explosion, the process returns to step S100, and the processes of steps S100 to S200 are repeatedly executed to complete the engine 22. Then, this routine is terminated.

  Next, processing for setting the starting motoring torque Tst used in step S120 of the starting drive control routine will be described. FIG. 5 is a flowchart illustrating an example of a starting motoring torque setting routine executed by the HVECU 70 of the embodiment. This routine is executed in parallel with the start-up drive control routine of FIG. 2 when the start condition of the engine 22 is satisfied during traveling in the motor operation mode.

  When the startup motoring torque setting routine is executed, the HVECU 70 first sets a value 0 to the startup motoring torque Tst (step S300). Then, as shown in the following equation (5), the starting motoring torque (previous Tst) set at the previous time plus the predetermined value ΔTst1 is limited by a relatively large predetermined torque Tst1 in the positive range. The motoring torque Tst is set (step S310), the engine speed Ne and the crank angle θcr are input (step S320), and the condition that the engine speed Ne is equal to or greater than the predetermined engine speed Nstmg and the engine 22 crank. It is determined whether or not the condition that the angle θcr is within the predetermined range θst1 to θst2 is satisfied (steps S330 and S340). If at least one of the conditions is not satisfied, the process returns to step S310. In step S310, the predetermined torque Tst1 is a torque for quickly increasing the rotational speed Ne of the engine 22, and the predetermined value ΔTst1 is a rate value for increasing the starting motoring torque Tst from the value 0. In step S320, the crank angle θcr and the rotational speed Ne of the engine 22 are detected by the crank position sensor 23 and calculated based on the detected values by the engine ECU 24 through communication. In the embodiment, since a four-cylinder engine 22 is used, the crank angle θcr is expressed in a range of −90 ° to 90 ° with the top dead center of the compression stroke of each cylinder of the engine 22 being 0 ° (in that range). It changed repeatedly). In steps S330 and S340, the predetermined rotational speed Nstmg and the predetermined ranges θst1 to θst2 are used to determine whether or not the predetermined timing at start, which is the timing at which the starting motoring torque Tst starts to decrease from the predetermined torque Tst1, has been reached. The predetermined rotation speed Nstmg uses 300 rpm, 350 rpm, 400 rpm, etc., and the predetermined range θst1 to θst2 ranges from 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. Was used. The processing of steps S310 to S340 is processing for waiting for a predetermined timing at the start while increasing the starting motoring torque Tst from a value 0 to a predetermined torque Tst1 by a rate process. In the embodiment, the crank angle θcr detected by the crank position sensor 23 and the rotational speed Ne calculated based on the crank angle θcr are used to determine whether or not the predetermined timing at the start has been reached. Predetermined timing at the start is determined according to the crank angle θstset at the start of starting which is the crank angle θcr (for example, a predetermined rotational speed Nstmg is set according to the crank angle θstset at the start of starting). It is possible to more appropriately determine whether or not the timing has been reached. The reason why the predetermined ranges θst1 to θst2 are in the range of 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. will be described later.

  Tst = min (previous Tst + ΔTst1, Tst1) (5)

  In this way, when the processes of steps S310 to S340 are repeatedly executed, both the condition that the rotational speed Ne of the engine 22 is equal to or greater than the predetermined rotational speed Nstmg and the condition that the crank angle θcr of the engine 22 is within the predetermined range θst1 to θst2 are satisfied. Then, it is determined that the predetermined timing at the start has been reached, and, as shown in the following equation (6), a value obtained by subtracting the predetermined value ΔTst2 from the previously set starting motoring torque (previous Tst) is a predetermined torque Tst1 within a positive range. The starting motoring torque Tst is set by limiting with a smaller predetermined torque Tst2 (step S350), the engine speed Ne is input (step S360), and the engine speed Ne is the above-described operation start speed. It is determined whether or not it is greater than or equal to Nseg (step S370), and the rotational speed Ne of the engine 22 is in operation. When less than the rotational speed Nsteg returns to step S350. Here, the predetermined torque Tst2 is a torque for increasing the engine 22 to the operation start rotational speed Nsteg or more while suppressing the power consumption by the motor MG1, and the predetermined value ΔTst2 is the starting motoring torque Tst and the predetermined torque Tst1. This is the rate value when decreasing from The processes in steps S350 to S370 are performed so that the rotational speed Ne of the engine 22 reaches the operation start rotational speed Nsteg or more while the starting motoring torque Tst is reduced and held by the rate process from the predetermined torque Tst1 to the predetermined torque Tst2. It will be a waiting process.

  Tst = max (previous Tst-ΔTst2, Tst2) (6)

  In this way, when the processing of steps S350 to S370 is repeatedly executed and the rotational speed Ne of the engine 22 reaches the operation start rotational speed Nste or more, as shown in the following equation (7), the motoring torque at start ( A value obtained by subtracting the predetermined value ΔTst3 from the previous time Tst) is limited to a value of 0 to set the starting motoring torque Tst (step S380), and it is determined whether or not the engine 22 has reached a complete explosion (step S390). If the complete explosion has not been reached, the process returns to step S380. Then, the processes of steps S380 and S390 are repeatedly executed, and this routine is terminated when the complete explosion is reached. Here, the predetermined value ΔTst3 is a rate value for reducing the starting motoring torque Tst from the predetermined torque Tst2. The processes in steps S380 and S390 are processes for waiting for the engine 22 to complete explosion while decreasing the starting motoring torque Tst from the predetermined torque Tst2 to the value 0 by the rate process.

  Tst = max (previous Tst-ΔTst3,0) (7)

  FIG. 6 shows how the torque command Tm1 * of the motor MG1 when starting the engine 22, the rotational speed Ne and the crank angle θcr of the engine 22, and whether or not the engine 22 is operating (fuel injection control or ignition control). It is explanatory drawing which shows an example. As shown in the figure, when the starting condition of the engine 22 is satisfied at time t11, the torque Tm1 (starting motoring torque Tst) of the motor MG1 is increased from the value 0 to a relatively large predetermined torque Tst1 and held by rate processing. Thus, the rotational speed Ne of the engine 22 is rapidly increased. At time t12, when the rotational speed Ne of the engine 22 is equal to or greater than the predetermined rotational speed Nstmg and the crank angle θcr of the engine 22 is in the predetermined range θst1 to θst2, the torque Tm1 of the motor MG1 is reduced from the predetermined torque Tst1 to a smaller value. By reducing and maintaining the predetermined torque Tst2 by rate processing, the rotation of the engine 22 is reduced while suppressing the power consumption of the motor MG1 and the torque output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30. Increase the number Ne. When the rotational speed Ne of the engine 22 reaches or exceeds the predetermined rotational speed Nsteg at time t13, the engine 22 starts operating (fuel injection control or ignition control) and the torque Tm1 of the motor MG1 is changed from the predetermined torque Tst2 to the value 0. When the engine 22 is completely detonated at time t14, the engine 22 is started and the running in the engine operation mode is started.

  Here, the reason why a range of 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. is used as the predetermined ranges θst1 to θst2 will be described. FIG. 7 shows a decrease start crank angle θstdn, which is a crank angle θcr at which the starting motoring torque Tst starts to decrease from the predetermined torque Tst1, and the maximum value of vibration generated when the engine 22 is started. FIG. 8 is an explanatory diagram showing an example of the relationship between the maximum vibration at start-up and FIG. 8 is an explanatory diagram showing an example of the relationship between the crank angle θcr of the engine 22 and the torque Te of the engine 22 when the engine 22 is started. FIG. The relationship shown in FIG. 7 is obtained by, for example, obtaining a plurality of relationships between the decrease start crank angle θstdn and the starting maximum vibration by experiments and analysis and plotting them as points, and approximating the plotted points using a least square method or the like. It can be obtained by a technique or the like.

  As shown in FIG. 7, if the torque Tm1 of the motor MG1 starts to decrease from the predetermined torque Tst1 when the crank angle θcr is about −90 ° to 40 ° by experiments and analysis, a relatively large vibration occurs when the engine 22 is started. As a result, it has been found that if the torque Tm1 of the motor MG1 starts to be reduced when the crank angle θcr is about 50 ° to 80 °, large vibrations are unlikely to occur when the engine 22 is started. Further, as shown in FIG. 8, the torque Te of the engine 22 when the engine 22 is not operated pulsates every 180 ° of the crank angle θcr, specifically, the top dead center (180 ° of each cylinder). Near) the torque Te becomes a value of 0 and the torque change rate ΔTe as the rate of change of the torque Te is maximized, and the torque Te is maximized at around 40 ° or 45 ° after the top dead center and the torque change rate. ΔTe becomes a value of 0, the torque Te becomes a value of 0 around 90 ° after the top dead center (90 ° before the next top dead center), and the torque change rate ΔTe becomes minimum, and the next top dead center becomes 45 °. The torque Te is minimized before and in the vicinity of 40 ° before and the torque change rate ΔTe is zero. This is because after the top dead center is reached (crank angle θcr is 0 ° to 90 °), the influence of the cylinder in the expansion stroke appears greatly, and before the top dead center is reached (crank angle θcr is −90 ° to 0 °). This is considered to be due to the fact that the influence of the cylinder in the compression stroke appears greatly. From these, when the torque Te of the engine 22 increases or when the absolute value of the torque change rate ΔTe is large, the influence of the cylinder in the compression stroke appears greatly (when the torque Te is a negative value), the torque Tm1 of the motor MG1 is decreased. When the engine starts, the vibration when starting the engine 22 increases, and when the torque Tm1 of the motor MG1 starts to decrease when the torque Te of the engine 22 decreases in the positive range, the vibration when starting the engine 22 is increased. It is thought that it is difficult to grow. In the embodiment, based on this, the maximum vibration when the rotation speed Ne of the engine 22 is equal to or higher than the predetermined rotation speed Nstmg and the torque Tm1 of the motor MG1 starts to be reduced is less than or equal to the allowable upper limit vibration in the above-described predetermined range θst1 to θst2. The range determined by experiments and analysis, specifically, the range where the torque Te of the engine 22 decreases in a positive range, for example, 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 ° And so on. As a result, after the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nstmg or more, the torque from the motor MG1 decreases from the predetermined torque Tst1 in accordance with the decrease in the torque Te of the engine 22, and the damper 28 is twisted. Can be further suppressed, and the occurrence of large vibrations when the engine 22 is started can be further suppressed.

  The operation when starting the engine 22 has been described above. Next, an operation when the engine 22 is stopped will be described. FIG. 9 is a flowchart illustrating an example of a stop-time drive control routine executed by the HVECU 70 of the embodiment. This routine is executed when a stop condition of the engine 22 is satisfied during traveling in the engine operation mode.

  When the stop-time drive control routine is executed, the HVECU 70 first transmits an operation stop control signal for stopping fuel injection control and ignition control of the engine 22 to the engine ECU 24 (step S400). The engine ECU 24 that has received the operation stop control signal stops fuel injection control and ignition control of the engine 22.

  Subsequently, in the same manner as the processing in step S100 of the start-up drive control routine of FIG. 2, the accelerator opening degree Acc, the vehicle speed V, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input of the battery 50 are entered. Data necessary for control, such as output limits Win and Wout, are input (step S410), and it is determined whether the engine 22 has stopped rotating using the input engine speed Ne (step S420). When the rotation is not stopped, the required torque Tr * to be output to the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, as in the process of step S110 of the start time drive control routine of FIG. Step S430).

  Then, the motoring torque Tsp at the time of stop as the torque for motoring the engine 22 when the engine 22 is stopped is set to the torque command Tm1 * of the motor MG1 (step S440). Here, in the embodiment, the stopping motoring torque Tsp is set by a stopping motoring torque setting routine described later.

  When the torque command Tm1 * of the motor MG1 is set in this way, the torque command Tm2 * of the motor MG2 is set and the torque command Tm1 of the motors MG1 and MG2 is set, similarly to the processing of steps S130 to S160 of the start time drive control routine of FIG. *, Tm2 * are transmitted to the motor ECU 40 (steps S450 to S480), and the process returns to step S410. In this way, when the processing of steps S410 to S420 is repeatedly executed and the engine 22 stops rotating, this routine is finished.

  Next, a process for setting the stop motoring torque Tsp used in step S430 of the stop drive control routine will be described. FIG. 10 is a flowchart illustrating an example of a stop-time motoring torque setting routine executed by the HVECU 70 of the embodiment. This routine is executed in parallel with the stop-time drive control routine of FIG. 9 when the stop condition of the engine 22 is satisfied during traveling in the engine operation mode.

  When the stop motoring torque setting routine is executed, the HVECU 70 first sets a value 0 to the stop motoring torque Tsp (step S500). Then, as shown in the following equation (8), a value obtained by subtracting the predetermined value ΔTsp1 from the previously set motoring torque at the time of stop (previous Tsp) is relatively small in a negative range (relatively large as an absolute value). The motoring torque Tsp at the time of stop is set by limiting with the predetermined torque Tsp1 (step S510), and the rotational speed Ne and the crank angle θcr of the engine 22 are set in the same manner as the process at step S320 of the starting motoring torque setting routine of FIG. Is input (step S520), and it is determined whether the condition that the rotational speed Ne of the engine 22 is equal to or less than the predetermined rotational speed Nsp and the condition that the crank angle θcr of the engine 22 is within the predetermined range θsp1 to θsp2 are both satisfied. If at least one of the conditions is not satisfied, the process returns to step S510. In step S510, the predetermined torque Tsp1 is a torque for quickly reducing the rotational speed Ne of the engine 22, and the predetermined value ΔTsp1 is used when the stop motoring torque Tsp is decreased from the value 0 (increased as an absolute value). Is the rate value. In steps S530 and S540, whether or not the predetermined rotational speed Nsp and the predetermined ranges θsp1 to θsp2 have reached a predetermined timing at stop, which is a timing at which the motoring torque Tsp at stop starts to increase (decrease as an absolute value) from the predetermined torque Tsp1. The predetermined rotation speed Nsp is 300 rpm, 350 rpm, 400 rpm or the like, and the predetermined range θsp1 to θsp2 is, for example, 50 °, 55 °, 60 °, etc. to 70 °. A range of 75 °, 80 °, etc. was used. The processing of steps S510 to S540 is processing for waiting for a predetermined timing at the stop while holding the motoring torque Ts0 at the stop from the value 0 to a predetermined torque Tsp by decreasing the rate process. In the embodiment, the crank angle θcr detected by the crank position sensor 23 and the rotation speed Ne calculated based on the crank angle θcr are used to determine whether or not the predetermined timing at the time of stop has been reached. Predetermined timing at stop is determined according to the crank angle θspset at the start of stop, which is the crank angle θcr (for example, a predetermined rotation speed Nsp is set according to the crank angle θspset at the start of stop). It is possible to more appropriately determine whether or not the timing has been reached. The reason why the predetermined ranges θsp1 to θsp2 are in the range of 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. will be described later.

  Tsp = max (previous Tsp-ΔTsp1, Tsp1) (8)

  In this way, when the processes of steps S510 to S540 are repeatedly executed, both the condition that the rotational speed Ne of the engine 22 is equal to or smaller than the predetermined rotational speed Nsp and the condition that the crank angle θcr of the engine 22 is within the predetermined range θsp1 to θsp2 are satisfied. It is determined that the predetermined timing at the time of stop has been reached, and the value obtained by adding the predetermined value ΔTsp2 to the previously set stop time motoring torque (previous Tsp) as shown in the following equation (9) is relatively small in the positive range. The motoring torque Tsp at the time of stop is set by limiting with the predetermined torque Tsp2 (step S550), the rotational speed Ne of the engine 22 is input (step S560), and the engine 22 is stopped using the rotational speed Ne of the engine 22. Is determined (step S570), and when the engine 22 has not stopped rotating, step S550 is performed. Back. Then, the processes of steps S550 to S570 are repeatedly executed, and this routine is terminated when the engine 22 stops rotating. Here, the predetermined torque Tsp2 is a torque for gently stopping the rotation of the engine 22, and the predetermined value ΔTsp2 is a rate value when the motoring torque Tsp at the time of stop is increased from the predetermined torque Tsp1. The processing in steps S550 to S570 is processing for waiting for the engine 22 to stop rotating while increasing and holding the motoring torque Tsp at the time of stoppage from the predetermined torque Tsp1 to the predetermined torque Tsp2.

  Tsp = max (previous Tsp + ΔTsp2, Tsp2) (9)

  FIG. 11 shows how the torque command Tm1 * of the motor MG1 when the engine 22 is stopped, the rotational speed Ne and the crank angle θcr of the engine 22, and whether or not the engine 22 is operated (fuel injection control or ignition control). It is explanatory drawing which shows an example. As shown in the figure, when the stop condition of the engine 22 is established at time t21, the operation of the engine 22 (fuel injection control and ignition control) is stopped, and the torque Tm1 (motor stop torque Tsp at the time of stop) of the motor MG1 is 0. To a relatively small (relatively large as an absolute value) predetermined torque Tsp1 by reducing the rate torque and holding it, the rotational speed Ne of the engine 22 is rapidly reduced. When the rotational speed Ne of the engine 22 is equal to or smaller than the predetermined rotational speed Nsp and the crank angle θcr of the engine 22 is in the predetermined range θsp1 to θsp2 at time t22, the torque Tm1 of the motor MG1 is changed from the predetermined torque Tsp1 to the predetermined torque Tsp2. The engine 22 is slowly stopped by being increased and held. Then, when the engine 22 stops rotating at time t23, the stop process of the engine 22 is completed and the traveling in the motor operation mode is started.

  Here, the reason why a range of 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. is used as the predetermined ranges θsp1 to θsp2 will be described. FIG. 12 shows an increase start crank angle θspup, which is a crank angle θcr at which the stop motoring torque Tsp starts to be increased from the predetermined torque Tsp1, and the maximum value of vibration generated when the engine 22 is stopped. It is explanatory drawing which shows an example of the relationship with the maximum vibration at the time of a stop. The relationship of FIG. 12 can be obtained in the same manner as the relationship of FIG.

  As shown in FIG. 12, when the engine 22 is stopped when the torque Tm1 of the motor MG1 is increased from the predetermined torque Tsp1 when it is about −90 ° to −50 ° or about −10 ° to 40 ° by experiments and analysis. Relatively large vibrations occur, and if the torque Tm1 of the motor MG1 starts to increase from the predetermined torque Tsp1 when it is approximately −40 ° to −20 ° or approximately 50 ° to 80 °, it is difficult to generate large vibrations when the engine 22 is stopped. I understood. In the range of about −40 ° to −20 °, the torque Tm1 of the motor MG1 increases in accordance with the increase in the torque Te of the engine 22. Therefore, vibration when stopping the engine 22 is difficult to increase, and in the range of about 50 ° to 80 ° It is considered that the vibration at the time of stopping the engine 22 is hardly increased because the fluctuation of the torque Te of 22 is relatively gentle. Therefore, in the embodiment, the maximum vibration when the rotation speed Ne of the engine 22 is equal to or less than the predetermined rotation speed Nsp and the torque Tm1 of the motor MG1 starts to increase is equal to or less than the allowable upper limit vibration as the above-described predetermined ranges θsp1 to θsp2. A range determined by experiment or analysis, for example, a range of 50 °, 55 °, 60 °, etc. to 70 °, 75 °, 80 °, etc. was set. Thereby, it is possible to further suppress the occurrence of large vibrations when the engine 22 is stopped.

  According to the hybrid vehicle 20 of the embodiment described above, when the engine 22 is started, the condition that the rotational speed Ne of the engine 22 is equal to or greater than the predetermined rotational speed Nstmg and the crank angle θcr of the engine 22 are within the predetermined range θst1 to θst2. Until both of the conditions are satisfied, the motor MG1 is controlled so that the torque from the motor MG1 is increased and held in the rate process from the value 0 to the predetermined torque Tst1, and after both conditions are satisfied, Since the motor MG1 is controlled so that the torque from the motor MG1 decreases from the predetermined torque Tst1, it is possible to further suppress the occurrence of large vibrations when the engine 22 is started.

  Further, according to the hybrid vehicle 20 of the embodiment, when the engine 22 is stopped, the condition that the rotational speed Ne of the engine 22 is equal to or less than the predetermined rotational speed Nsp and the crank angle θcr of the engine 22 are within the predetermined range θsp1 to θsp2. Until both of the above conditions are satisfied, the motor MG1 is controlled so that the torque from the motor MG1 is held by the rate process from the value 0 to the negative predetermined torque Tsp1 (increased as an absolute value) and held. After both the conditions are satisfied, the motor MG1 is controlled so that the torque from the motor MG1 increases (decreases as an absolute value) from the predetermined torque Tsp, so that the occurrence of large vibrations when the engine 22 is stopped is further suppressed. can do.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started, it is determined whether or not the predetermined timing at the time of start is reached using the rotational speed Ne of the engine 22 and the crank angle θcr, and the engine 22 is stopped. In this case, it is determined whether or not the predetermined timing at the time of stop has been reached by using the rotational speed Ne of the engine 22 and the crank angle θcr, but when the engine 22 is started, the rotational speed Ne of the engine 22 is determined. The crank angle θcr is used to determine whether or not the predetermined timing has been reached at the start. When the engine 22 is stopped, a method different from the embodiment is used, for example, only the rotational speed Ne of the engine 22 is determined. It is good also as what determines whether the predetermined timing at the time of a stop was used. Further, when the engine 22 is stopped, it is determined whether or not the predetermined timing at the time of stop is reached by using the rotational speed Ne of the engine 22 and the crank angle θcr. For example, it may be determined whether the predetermined timing at the start has been reached using only the rotation speed Ne of the engine 22.

  In the hybrid vehicle 20 of the embodiment, the operation when the engine 22 is started or stopped while traveling has been described. However, when the engine 22 is started or stopped while the vehicle is stopped, the drive shaft 36 is used for traveling. It can be considered in the same way as traveling, except that it is not necessary to output the torque. While the vehicle is stopped, the rotation of the drive wheels 38a and 38b is restricted by the operation of a hydraulic brake (not shown) according to the depression of the brake pedal 85 or the operation of a parking lock mechanism (not shown) when the shift position SP is the parking position. ing.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36 connected to the drive wheels 38a and 38b. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 13) different from an axle (an axle connected to drive wheels 38a and 38b) to which drive shaft 36 is 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. Thus, the engine 22 has an inner rotor 232 connected to the crankshaft of the engine 22 via the damper 28 and an outer rotor 234 connected to the drive shaft 36 connected to the drive wheels 38a and 38b. It is good also as what is provided with the counter-rotor electric motor 230 which transmits a part of these to the drive shaft 36, and converts the remaining motive power into electric power.

  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. 15, 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 relationship between the embodiment and the corresponding first and second hybrid vehicles of the present invention, in common, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “motor”, and the battery 50 Corresponds to “battery”. The relationship between the embodiment and the first hybrid vehicle of the present invention is based on the HVECU 70 that executes the start time drive control routine of FIG. 2 and the start time motoring torque setting routine of FIG. 5 and the torque command Tm1 * from the HVECU 70. The motor ECU 40 that controls the motor MG1 corresponds to a “control unit”. The relationship between the embodiment and the second hybrid vehicle of the present invention is based on the HVECU 70 that executes the stop-time drive control routine of FIG. 9 and the stop-time motoring torque setting routine of FIG. 10, and the torque command Tm1 * from the HVECU 70. The motor ECU 40 that controls the motor MG1 corresponds to a “control unit”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline, light oil, or the like as a fuel, but has an output shaft connected to the rear shaft coupled to the axle via a torsion element. Any type of engine can be used. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor such as an induction motor that can input and output power to the rear shaft. . The “battery” is not limited to the battery 50 configured as a lithium ion secondary battery, but can exchange power with a motor, such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of battery may be used. The “control means” is not limited to one configured by a combination of the HVECU 70 and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means” in the first hybrid vehicle of the present invention, when the engine 22 is started, the condition that the rotational speed Ne of the engine 22 is equal to or higher than the predetermined rotational speed Nstmg and the crank angle θcr of the engine 22 are Until the condition within the predetermined range θst1 to θst2 is satisfied, the motor MG1 is controlled so that the torque from the motor MG1 is increased and held from the value 0 to the predetermined torque Tst1 in the rate process. After the establishment, the motor MG1 is not limited to controlling the motor MG1 so that the torque from the motor MG1 decreases from the predetermined torque Tst1, and when the engine is started, the rotation speed of the engine is equal to or higher than the predetermined rotation speed. Is the motor a quick increase torque that quickly increases the engine speed until the predetermined start-up condition including the number condition is satisfied? The motor is controlled so that it is output, and after the predetermined condition at the time of start is established, the motor is controlled so that the torque from the motor becomes smaller than the rapidly increasing torque. Any condition may be used as long as it is a condition that is satisfied when both of the crank angle conditions within a predetermined crank angle range are satisfied. Further, as the “control means” in the second hybrid vehicle of the present invention, when the engine 22 is stopped, the condition that the rotational speed Ne of the engine 22 is equal to or less than the predetermined rotational speed Nsp and the crank angle θcr of the engine 22 are Until the condition within the predetermined range θsp1 to θsp2 is satisfied, the motor is configured such that the torque from the motor MG1 is decreased (increased as an absolute value) and maintained from the value 0 to the negative predetermined torque Tsp1 by rate processing. After MG1 is controlled and both conditions are established, the engine MG1 is not limited to controlling the motor MG1 so that the torque from the motor MG1 increases (decreases as an absolute value) from the predetermined torque Tsp. When stopping, the engine speed until a predetermined condition at the time of stopping including a speed condition where the engine speed is equal to or lower than the predetermined speed is satisfied. The motor is controlled so that a rapidly decreasing torque that is quickly decreased is output from the motor, and after the predetermined condition at the time of stop is satisfied, the motor is controlled so that the magnitude of the torque from the motor is reduced from the magnitude of the rapidly decreasing torque. The predetermined condition at the time of stop may be any condition as long as both the rotational speed condition and the crank angle condition in which the engine crank angle is within the predetermined crank angle range are satisfied. Absent.

  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, 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 Rotation position detection sensor, 50 battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 For 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 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor, 234 outer rotor, 330 transmission, MG, MG1, MG2 motor.

Claims (7)

An engine having an output shaft connected to a rear stage shaft connected to an axle via a torsion element, a motor capable of inputting / outputting power to the rear stage shaft, a battery capable of exchanging electric power with the motor, and starting the engine When the engine speed is increased, a rapid increase torque that rapidly increases the engine speed is output from the motor until a predetermined condition at start-up including a speed condition where the engine speed is equal to or higher than the predetermined speed is satisfied. A hybrid vehicle comprising: control means for controlling the motor so that the torque from the motor is reduced from the rapidly increased torque after the predetermined condition at the start is established;
The predetermined condition at the time of start is a condition that is satisfied when both the rotational speed condition and the crank angle condition in which the crank angle of the engine is within a predetermined crank angle range are satisfied.
Hybrid car. The hybrid vehicle according to claim 1,
The predetermined crank angle range is determined by experiment or analysis so that the maximum vibration when the engine speed is equal to or higher than the predetermined speed and the torque from the motor starts to decrease from the rapidly increased torque is equal to or lower than the allowable upper limit vibration. It is a defined range,
Hybrid car. A hybrid vehicle according to claim 1 or 2,
The predetermined crank angle range is a range in which the torque of the engine decreases in a positive range.
Hybrid car. A hybrid vehicle according to any one of claims 1 to 3,
When the engine is stopped, the control means rapidly increases the engine speed until a predetermined condition at the time of stop including a second speed condition where the engine speed is equal to or lower than the second predetermined speed is satisfied. The motor is controlled so that a rapidly decreasing torque to be reduced is output from the motor, and after the predetermined condition at the time of stopping, the magnitude of the torque from the motor is reduced from the magnitude of the rapidly decreasing torque. Means for controlling the motor,
The predetermined condition at the time of stop is a condition that is satisfied when both the second rotational speed condition and the second crank angle condition in which the crank angle of the engine is within a second predetermined crank angle range are satisfied.
Hybrid car. An engine in which an output shaft is connected to a rear shaft connected to an axle via a torsion element, a motor capable of inputting / outputting power to the rear shaft, a battery capable of exchanging electric power with the motor, and the engine being stopped In this case, a rapid decrease torque that rapidly decreases the engine speed is output from the motor until a predetermined condition at the time of stop including a speed condition where the engine speed is equal to or lower than the predetermined speed is satisfied. And a control means for controlling the motor and controlling the motor so that the magnitude of the torque from the motor is reduced from the magnitude of the rapidly decreasing torque after the predetermined condition at the time of stopping is satisfied. There,
The predetermined condition at the time of stop is a condition that is satisfied when both the rotational speed condition and the crank angle condition in which the crank angle of the engine is within a predetermined crank angle range are satisfied.
Hybrid car. The hybrid vehicle according to claim 5,
The predetermined crank angle range is such that the maximum vibration when the rotational speed of the engine is equal to or smaller than the predetermined rotational speed and the magnitude of the torque from the motor starts to decrease from the magnitude of the rapid decrease torque is equal to or smaller than an allowable upper limit vibration. It is a range determined by experiment or analysis to be
Hybrid car. A hybrid vehicle according to any one of claims 1 to 6,
A planetary gear in which three rotating elements are connected to a driving shaft coupled to an axle, an output shaft of the engine, and a rotating shaft of the motor;
A second motor capable of exchanging electric power with the battery and having a rotary shaft connected to the drive shaft;
A hybrid car with

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