JP2014184894A - Hybrid vehicle - Google Patents

Hybrid vehicle Download PDF

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Publication number
JP2014184894A
JP2014184894A JP2013061936A JP2013061936A JP2014184894A JP 2014184894 A JP2014184894 A JP 2014184894A JP 2013061936 A JP2013061936 A JP 2013061936A JP 2013061936 A JP2013061936 A JP 2013061936A JP 2014184894 A JP2014184894 A JP 2014184894A
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Japan
Prior art keywords
engine
heavy
motor
fuel
rotational speed
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Pending
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JP2013061936A
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Japanese (ja)
Inventor
Takashi Matsumoto
隆志 松本
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2013061936A priority Critical patent/JP2014184894A/en
Publication of JP2014184894A publication Critical patent/JP2014184894A/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6221Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the parallel type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/6265Driving a plurality of axles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6286Control systems for power distribution between ICE and other motor or motors

Abstract

PROBLEM TO BE SOLVED: To identify the nature of a fuel of an engine shortly (for a shorter period of time).SOLUTION: After an engine is started while being cranked using a motor until a full combustion and expansion engine speed (cranking target engine speed) Ncr is reached, if an engine speed Ne is found to be equal to or smaller than a threshold Neref, a fuel of the engine is recognized as being heavy. If a heavy fuel identification history flag F2 is reset to a value 0, the full combustion and expansion engine speed Ncr is set to a predetermined engine speed Ncr1 (S120). If the heavy fuel identification history flag F2 is set to a value 1, the full combustion and expansion engine speed Ncr is set to a predetermined engine speed Ncr2 smaller than the predetermined engine speed Ncr1 (step S130).

Description

  The present invention relates to a hybrid vehicle, and more particularly, to a hybrid vehicle including an engine capable of outputting driving power and a motor capable of inputting / outputting power to / from the engine output shaft.

  Conventionally, as this type of hybrid vehicle, an engine, a first electric motor, an output gear coupled to an axle, an output shaft of the engine, and a rotating shaft of the first electric motor are connected to a ring gear, a carrier, and a sun gear. A gear device and a second electric motor having a rotor connected to the output gear, and based on whether the engine start state is a stand-alone start for a self-sustained operation or a load start for a load operation, A method of switching a determination method (predetermined torque used for heavy determination) when determining the property of fuel supplied to the engine using how the engine torque is output (torque drop) has been proposed (for example, Patent Documents) 1). In this hybrid vehicle, the nature of the fuel supplied to the engine can be determined more accurately by such processing.

JP 2012-7521 A

  In such a hybrid vehicle, in addition to the above-described method, the engine is started while cranking the engine to the complete explosion determination rotational speed (cranking target rotational speed) by the first electric motor, and the engine rotational speed is the threshold rotational speed after the engine is started. A method of determining that the property of the fuel supplied to the engine is heavy when the number is less than a few is also considered. In this method, when a uniform value is used for the complete explosion determination rotation speed, it takes a certain amount of time each time to determine (determine) that the fuel is heavy.

  The main purpose of the hybrid vehicle of the present invention is to determine the fuel property of the engine more quickly (in a short time).

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

The hybrid vehicle of the present invention
A hybrid vehicle comprising: an engine capable of outputting driving power; and a motor capable of inputting / outputting power to / from the output shaft of the engine,
When the engine is instructed to start, the engine and the motor are controlled to start the engine while the engine is cranked to the cranking target rotational speed by the motor, and then the engine is started. Control means for determining that the fuel of the engine is heavy when it is confirmed that the engine speed is equal to or less than a speed threshold value,
The control means is means for lowering the cranking target rotational speed when there is a heavy determination history determined that the fuel of the engine is heavy compared to when there is no heavy determination history.
It is characterized by that.

  In the hybrid vehicle of the present invention, when the engine is instructed to start, the engine and the motor are controlled so that the engine is started while the engine is cranked to the cranking target rotational speed, and the engine is started. Thereafter, when it is determined that the engine fuel is heavy when it is confirmed that the engine speed is equal to or less than the rotation speed threshold, the heavy determination history in which the engine fuel is determined to be heavy is determined. In some cases, the cranking target rotational speed is made lower than when there is no heavy determination history. Thus, when there is a history of determining that the engine fuel is heavy, it can be determined more quickly (short time) that the engine fuel is heavy.

  In such a hybrid vehicle of the present invention, the control means, after the start of the engine is completed, when a counter that is incremented when the engine speed is equal to or lower than a speed threshold value is greater than or equal to a predetermined value, Is a means for confirming that the rotation speed is not more than the rotation speed threshold value.

  In the hybrid vehicle of the present invention, the control means may be means for setting a rotation speed smaller than the rotation speed threshold to the cranking target rotation speed when the heavy determination history is present. it can. In this way, it can be more reliably determined that the fuel of the engine is heavy.

  Furthermore, in the hybrid vehicle of the present invention, the heavy determination history may be a history that is reset when refueling is performed.

  Alternatively, in the hybrid vehicle of the present invention, the control means may be configured to load-operate the engine even when the engine speed has not been confirmed to be equal to or less than the engine speed threshold value after completion of engine startup. When it is confirmed that the difference in torque between the target torque and the output torque of the engine is equal to or greater than a torque difference threshold, it is determined that the fuel of the engine is heavy, and the engine is operating without load. Sometimes, it is means for determining that the fuel of the engine is heavy when it is confirmed that the difference in rotation speed between the target rotation speed and the rotation speed of the engine is equal to or greater than a rotation speed difference threshold value. You can also. In this way, it is possible to more accurately determine whether or not the engine fuel is heavy. In this aspect of the hybrid vehicle of the present invention, when the second counter that is incremented when the torque difference is greater than or equal to the torque difference threshold is greater than or equal to a second predetermined value, the torque difference is greater than or equal to the torque difference threshold. The rotation speed difference may be determined when a third counter that is incremented when the rotation speed difference is greater than or equal to the rotation speed difference threshold is greater than or equal to a third predetermined value. It may be a means for confirming that the rotation speed difference threshold is not less than.

  In addition, in the hybrid vehicle of the present invention, a planetary gear in which three rotation elements are connected to a drive shaft coupled to an axle, an output shaft of the engine, and a rotation shaft of the motor, and a rotor connected to the drive shaft And a second motor.

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 start time control routine executed by the HVECU 70 of the embodiment. 5 is a flowchart illustrating an example of a fuel heavy determination routine that is executed by an HVECU 70; It is explanatory drawing which shows an example of the collinear diagram which shows the dynamic relationship between the rotation speed and torque in the rotation element of the planetary gear 30 when drive | working by engine operation mode. 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. The engine 22 is started when the fuel of the engine 22 is judged to be heavy, and the engine speed when the engine 22 is judged to be heavy after the start is completed. It is explanatory drawing which shows an example of the mode of the time change of torque Tm1 of the motor MG1 and the heavy determination flag F1. 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, the hybrid vehicle 20 according to the embodiment includes an engine 22 that outputs power by receiving fuel such as gasoline and light oil from a fuel tank 21, and an engine electronic control unit (hereinafter referred to as an engine control unit) that controls the drive of the engine 22. An engine ECU) 24, a planetary gear 30 having a carrier connected to the crankshaft 26 of the engine 22 and a ring gear connected to a drive shaft 36 connected to drive wheels 38a, 38b via a differential gear 37; A motor MG1, which is configured as a synchronous generator motor and whose rotor is connected to the sun gear of the planetary gear 30, for example, a motor MG2 which is configured as a synchronous generator motor and whose rotor is connected to the drive shaft 36, and drives the motors MG1, MG2 Inverters 41 and 42 and inverter 41 An electronic control unit for motor (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG1 and MG2 by switching control of switching elements (not shown) 42, and inverters 41 and 42, for example, configured as a lithium ion secondary battery. A battery 50 that exchanges electric power with the motors MG1 and MG2, via a battery electronic control unit (hereinafter referred to as battery ECU) 52 that manages the battery 50, and a hybrid electronic control unit (hereinafter referred to as HVECU) that controls the entire vehicle. 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 sensor that detects the crank position θcr from the crank position sensor that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. From the cam position sensor for detecting the cooling water temperature Tw from the cylinder, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the rotational position of the intake valve for intake and exhaust to the combustion chamber and the camshaft for opening and closing the exhaust valve Position θca, throttle opening TH from a throttle valve position sensor that detects 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 and the oxygen signal O2 from the oxygen sensor attached to the exhaust system are input via the input port. The engine ECU 24 performs various operations for driving the engine 22. Control signal, for example, a drive signal to the fuel injection valve, a drive signal to the throttle motor that adjusts the position of the throttle valve, a control signal to the ignition coil integrated with the igniter, and a variable that can change the opening / closing timing of the intake valve A control signal or the like to the valve timing mechanism is output via the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor (not shown) 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.

  The HVECU 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, a flash memory 78 for storing and holding data, an input / output port, A communication port is provided. 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 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 generates a required torque Tr * required for traveling (to be output to the drive shaft 36) based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Set for the required torque Tr * and set the required torque Tr * by the number of revolutions Nr of the drive shaft 36 (for example, the number of revolutions Nm2 of the motor MG2 or the number of revolutions obtained by multiplying the vehicle speed V by a conversion factor). Calculate the power Pdrv *, and request the vehicle by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) based on the storage ratio SOC of the battery 50 from the calculated driving power Pdrv *. The required power Pe * (to be output from the engine 22) is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And 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. The torque command Tm2 * of the motor MG2 is reduced by setting the torque command Tm1 * of the MG1 and subtracting the torque acting on the drive shaft 36 via the planetary gear 30 from the required torque Tr * when the motor MG1 is driven by the torque command Tm1 *. The engine ECU 24 sets the set target rotational speed Ne * and the target torque Te *. Transmitted, 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, when the required power Pe * of the engine 22 reaches a value less than a threshold value Pref determined as a value near the lower limit of the range of the required power Pe * that allows the engine 22 to be operated efficiently, the engine 22 When the stop condition is satisfied, the operation of the engine 22 is stopped and the mode is shifted to the motor operation mode.

  In the motor operation mode, the HVECU 70 sets the required torque Tr * 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 also sets the input / output limits Win and Wout of 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. 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 start condition of the engine 22 is satisfied, for example, when the calculated power Pe * threshold value Pref or more is reached as in the engine operation mode, the engine 22 is started and the engine operation mode is entered.

  Further, in the hybrid vehicle 20 of the embodiment, the HVECU 70 has the required power Pe * that is less than the threshold value Pref. However, the engine 22 has no load operation (independent operation) such as a warm-up request of the engine 22 or a heating request by an air conditioner (not shown). When the request is made, the rotational speed Nidl (for example, 1100 rpm, 1150 rpm, 1200 rpm, etc.) for no-load operation (self-sustaining operation) is set to the target rotational speed Ne * of the engine 22 and the value 0 is set to the target torque Te of the engine 22. Set to *, set the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 as in the motor operation mode, and set the target engine speed Ne * and target torque Te * for the engine 22 and the torque commands for the motors MG1 and MG2. Tm1 * and Tm2 * are transmitted to the engine ECU 24 and the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount control and fuel injection control 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 ignition control 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 *. . 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 while operating the engine 22 without load.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly when determining whether or not the fuel of the engine 22 is heavy (relatively less volatile) after the engine 22 is started. Will be described. FIG. 2 is a start-time control routine executed by the HVECU 70 of the embodiment. FIG. 3 is a flowchart showing an example of a fuel heavy determination routine executed by the HVECU 70. The routine of FIG. 2 is executed when the start condition of the engine 22 is satisfied, and the routine of FIG. 3 is heavy for determining whether the fuel of the engine 22 is heavy after the engine 22 is started. When the determination precondition is satisfied, it is repeatedly executed while the heavy determination precondition is satisfied. Here, the heavy condition determination precondition is, for example, that the coolant temperature Tw of the engine 22 is equal to or lower than a predetermined temperature Twref (for example, 40 ° C., 50 ° C., 60 ° C., etc.) and a predetermined time (for example, The conditions that are within 2 seconds, 3 seconds, 4 seconds, etc.) can be used. Hereinafter, for convenience of explanation, first, the routine of FIG. 3 will be described, and then the routine of FIG. 2 will be described.

  When the fuel heavy determination routine of FIG. 3 is executed, the CPU 72 of the HVECU 70 first inputs data such as the engine speed Ne, the output torque Te, the target engine speed Ne *, and the target torque Te * (step). S300). Here, the rotation speed Ne of the engine 22 is inputted as a value calculated based on a crank position θcr detected by a crank position sensor (not shown). Further, the output torque Te of the engine 22 is the torque command Tm1 * of the motor MG1 set by the drive control when traveling in the engine operation mode, and the gear ratio ρ of the planetary gear 30 (the number of teeth of the sun gear / the number of teeth of the ring gear). And the one calculated by the following equation (1) is input. 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 traveling in the engine operation mode. 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. Equation (1) can be easily derived using FIG. Further, the target torque Te * of the engine 22 is input as set by the drive control when traveling in the engine operation mode.

  Te = -Tm1 * ・ (1 + ρ) / ρ (1)

  When the data is input in this way, the rotational speed Ne of the engine 22 is compared with the threshold value Neref (step S310). Here, the threshold value Neref is used to determine whether or not the fuel of the engine 22 may be heavy based on the rotational speed Ne of the engine 22, and for example, 900 rpm, 950 rpm, 1000 rpm, etc. Can be used. This threshold value Neref is set to a value smaller than the complete explosion determination rotational speed (cranking target rotational speed) Ncr1 of the engine 22 at normal times (when there is no history of determining that the fuel of the engine 22 is heavy). The

  When the rotational speed Ne of the engine 22 is greater than the threshold value Neref, the counter Ca, which is set to an initial value when the engine 22 is started, is decremented by a value 1 with the value 0 being the lower limit (step S320). When the number Ne is equal to or smaller than the threshold value Neref, the counter Ca is incremented by 1 (step S330), and the counter Ca is compared with the threshold value Caref (step S340). Here, the threshold value Carref is a time required for confirming (determining) that the rotational speed Ne of the engine 22 is equal to or less than the threshold value Neref. For example, a value corresponding to 800 msec, 1000 msec, 1200 msec, or the like can be used. .

  When the counter Ca is less than the threshold value Caref, it is determined whether the engine 22 is in a load operation or a no-load operation (self-sustaining operation) (step S350), and when it is determined that the engine 22 is in a load operation, The torque difference ΔTe is calculated by subtracting the output torque Te from the target torque Te * of 22 (step S360), and the calculated torque difference ΔTe is compared with the threshold value ΔTeref (step S370). Here, the threshold value ΔTeref is used to determine whether or not the fuel of the engine 22 may be heavy based on the torque difference ΔTe. For example, 5Nm, 10Nm, 15Nm, or the like is used. it can.

  When the torque difference ΔTe is less than the threshold value ΔTeref, the counter Cb, which is set to 0 as the initial value when the engine 22 is started, is decremented by a value 1 with the value 0 as the lower limit (step S380), and the torque difference ΔTe is equal to or greater than the threshold value ΔTeref. In this case, the counter Cb is incremented by 1 (step S390), and the counter Cb is compared with the threshold value Cbref (step S400). Here, the threshold value Cbref is a time required to confirm (determine) that the torque difference ΔTe is equal to or greater than the threshold value ΔTeref. For example, a value corresponding to 800 msec, 1000 msec, 1200 msec, or the like can be used.

  When the counter Cb is less than the threshold Cbref, the routine is terminated without determining (determining) that the fuel of the engine 22 is heavy. On the other hand, when the counter Cb is equal to or greater than the threshold value Cbref, it is determined (determined) that the fuel of the engine 22 is heavy, and a value 1 is set to the heavy determination flag F1 that is set to 0 as an initial value when the engine 22 is started. Is set (step S460), a value 1 is set to the heavy determination history flag F2 that is set to an initial value of 0 when refueling is performed, and stored in the flash memory 78 (step S470). This routine ends. When the value 1 is set to the heavy determination flag F1 in this way, the fuel injection amount increase correction is performed when the engine 22 is subsequently operated. The heavy determination history flag F2 is used when the engine 22 is started next time.

  When it is determined in step S350 that the engine 22 is in a no-load operation (self-sustaining operation), the engine speed difference ΔNe is calculated by subtracting the engine speed Ned from the engine engine idle speed Nidl (step S410). The rotation speed difference ΔNe is compared with a threshold value ΔNeref (step S420). Here, the threshold value ΔNeref is used to determine whether the fuel of the engine 22 may be heavy based on the rotational speed difference ΔNe. For example, 250 rpm, 300 rpm, 350 rpm, or the like is used. Can do.

  When the engine speed difference ΔNe is less than the threshold value ΔNeref, the counter Cc, which is set to 0 as the initial value when the engine 22 is started, is decremented by 1 with the value 0 being the lower limit (step S430), and the engine speed difference ΔNe is the threshold value. When it is equal to or greater than ΔNref, the counter Cc is incremented by 1 (step S440), and the counter Cc is compared with the threshold value Ccref (step S450). Here, the threshold value Ccref is a time required for confirming (determining) that the rotation speed difference ΔNe is equal to or greater than the threshold value ΔNeref. For example, a value corresponding to 800 msec, 1000 msec, 1200 msec, or the like can be used.

  When the counter Cc is less than the threshold value Ccref, the routine is terminated without determining (determining) that the fuel of the engine 22 is heavy. On the other hand, when the counter Cc is equal to or greater than the threshold value Ccref, it is determined (confirmed) that the fuel of the engine 22 is heavy, a value 1 is set in the heavy determination flag F1 (step S460), and the heavy determination history flag F2 is set. The value 1 is set and stored in the flash memory 78 (step S470), and this routine is terminated.

  When the counter Ca is greater than or equal to the threshold value Caref in step S340, it is determined (confirmed) that the fuel in the engine 22 is heavy regardless of the value of the counter Cb or the value of the counter Cc, and the heavy determination flag F1 is set to a value of 1. It is set (step S460), a value 1 is set to the heavy determination history flag F2 and stored in the flash memory 78 (step S470), and this routine is terminated.

  The fuel heavy determination routine in FIG. 3 has been described above. Next, the start time control routine of FIG. 2 will be described. When the start time control routine of FIG. 2 is executed, the CPU 72 of the HVECU 70 first reads and inputs the heavy determination history flag F2 stored in the flash memory 78 (step S100), and the input heavy determination flag. The value of F2 is examined (step S110).

  When the heavy determination flag F2 is 0, it is determined that there is no history that the fuel of the engine 22 has been determined to be heavy until the present after refueling, and the complete explosion determination rotation speed (cranking) of the engine 22 is determined. When the predetermined rotational speed Ncr1 is set to the target rotational speed (Ncr) (step S120) and the heavy determination flag F2 is 1, the history of determining that the fuel of the engine 22 has been heavy up to the present after refueling is present. It is determined that there is, and a predetermined rotation speed Ncr2 smaller than the predetermined rotation speed Ncr1 is set as the complete explosion determination rotation speed (cranking target rotation speed) Ncr of the engine 22. Here, for example, 1100 rpm, 1150 rpm, 1200 rpm, or the like can be used as the predetermined rotation speed Ncr1, and 700 rpm, 750 rpm, 800 rpm, or the like can be used as the predetermined rotation speed Ncr2, for example. In the embodiment, the predetermined rotation speeds Ncr1 and Ncr2 and the above-described threshold value Neref are determined so as to satisfy the relationship “Ncr1> Neref> Ncr2”.

  Next, 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, the rotational speeds Nm1, Nm of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 Data necessary for control is input (step S140). 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 S150), and the engine 22 is motored (cranked). Motoring torque Tcr is set to torque command Tm1 * of motor MG1 (step S160). The motoring torque Tcr is set to a value of 0 when the rotational speed Ne of the engine 22 reaches the complete explosion determination rotational speed (cranking target rotational speed) Ncr.

  Then, as shown in the following equation (2), when the motor MG1 is driven with the torque command Tm1 *, the torque (−Tm1 * / ρ) acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr *. Then, the temporary torque Tm2tmp of the motor MG2 is calculated (step S170), and as shown in the equations (3) and (4), the current rotation is determined by the input / output limits Win and Wout of the battery 50 and the torque command Tm1 * of the motor MG1. The torque limit Tm2min, Tm2max of the motor MG2 is calculated by dividing the difference from the power consumption (generated power) of the motor MG1 obtained by multiplying the number Nm1 by the rotational speed Nm2 of the motor MG2 (step S180), and equation (5) As shown, the temporary torque Tm2tmp is limited by the torque limits Tm2min and Tm2max, and the torque command Tm2 of the motor MG2 is limited. The set (step S190). FIG. 5 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque of the rotating element of the planetary gear 30 when the engine 22 is started. Equation (2) can be easily derived by using this alignment chart.

Tm2tmp = Tr * + Tm1 * / ρ (2)
Tm2min = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tm2max = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (5)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S200). 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 Nst (for example, 600 rpm, 650 rpm, 700 rpm, etc.) as a rotation speed at which the operation of the engine 22 is started (step S210), and the rotation speed Ne of the engine 22 is compared. Is less than the operation start speed Nsst, the process returns to step S140, and the processes of steps S140 to S210 are repeatedly executed. When the engine speed Ne reaches the operation start speed Nst or more, the engine 22 is operated (operation). Is sent to the engine ECU 24 (step S220). The engine ECU 24 that has received the operation control signal performs fuel injection control and ignition control of the engine 22.

  Then, it is determined whether or not the rotational speed Ne of the engine 22 has reached the complete explosion determination rotational speed (cranking target rotational speed) (step S230), and the rotational speed Ne of the engine 22 has not reached the complete explosion determination rotational speed Ncr. Sometimes, the routine returns to step S140, and the routine is terminated when the processes of steps S140 to S230 are repeatedly executed and the rotational speed Ne of the engine 22 reaches the complete explosion determination rotational speed Ncr. When the start of the engine 22 is completed in this manner, the engine 22 starts traveling in the engine operation mode, and the fuel heavy determination routine of FIG. Determine whether the is heavy.

  In the embodiment, as described above, when the engine 22 is started when the engine 22 is started, and there is a determination history in which it is determined that the fuel of the engine 22 is heavy up to the present after refueling. By making the complete explosion determination rotational speed Ncr of the engine 22 lower than when there is no determination history, the rotational speed Ne of the engine 22 is likely to reach the threshold Neref or less (including the case where the threshold Neref is not exceeded). The determination (determination) that the fuel of the engine 22 is heavy based on the rotational speed Ne of the engine 22 can be performed more quickly and reliably. In addition, when there is a determination history, the predetermined rotation speed Ncr2 smaller than the threshold Neref is set as the complete explosion determination rotation speed Ncr of the engine 22, so that the determination (determination) that the fuel of the engine 22 is heavy is more reliably performed. Can be done.

  FIG. 6 shows the engine 22 when starting the engine 22 when there is a determination history in which it is determined that the fuel of the engine 22 is heavy and determining whether the fuel of the engine 22 is heavy after the start is completed. It is explanatory drawing which shows an example of the mode of a time change of the rotation speed Ne of this, the torque Tm1 of motor MG1, and the heavy determination flag F1. In the figure, the solid line shows the state of the example, and the alternate long and short dash line shows the state of the comparative example. Here, as a comparative example, it is assumed that the predetermined rotation speed Ncr1 is set as the complete explosion determination rotation speed Ncr regardless of the value of the heavy determination history flag F2. In the comparative example, the motor 22 is motored by the motor MG1 until the time t21 when the rotational speed Ne of the engine 22 reaches the complete explosion determination rotational speed Ncr (= Ncr1). Therefore, when the fuel of the engine 22 is heavy, The time until it is confirmed that the rotational speed Ne of 22 is equal to the threshold value Neref (the time until the counter Ca reaches the threshold value Caref) becomes long or cannot be confirmed (the counter Ca does not reach the threshold value Caref or more). If you do. In this case, when the engine 22 is in a load operation, the fuel of the engine 22 is heavy when it is confirmed that the torque difference ΔTe is equal to or greater than the threshold value ΔTeref (when the counter Cb reaches the threshold value Cbref or more). When it is determined that there is an engine 22 and the engine 22 is operating with no load (independent), it is confirmed that the engine speed difference ΔNe is equal to or greater than the threshold value ΔNref (when the counter Cc reaches the threshold value Ccref or greater). Determine that the fuel is heavy. On the other hand, in the embodiment, motoring of the engine 22 by the motor MG1 is finished at time t11 (time before time t21) when the rotational speed Ne of the engine 22 reaches or exceeds the complete explosion determination rotational speed Ncr (= Ncr2 <Ncr1). Then, since it is confirmed that the rotational speed Ne of the engine 22 is the threshold value Neref (the counter Ca has reached the threshold value Caref or more), the value 1 is set to the heavy determination flag F1, so that the fuel of the engine 22 Can be determined (confirmed) to be heavy more quickly and reliably.

  According to the hybrid vehicle 20 of the embodiment described above, the engine 22 is started up while cranking the engine 22 to the complete explosion determination rotation speed (cranking target rotation speed) Ncr by the motor MG1, and then the rotation speed Ne of the engine 22 is started. When it is determined that the fuel of the engine 22 is heavy when it is confirmed that the fuel is heavy, when the determination history is present, the complete explosion determination rotational speed Ncr is greater than when there is no determination history. Since the fuel of the engine 22 is heavy, it can be determined more quickly (short time).

  In the hybrid vehicle 20 of the embodiment, when the heavy determination history flag F2 is 1, the predetermined rotation speed Ncr2 set as the complete explosion determination rotation speed Ncr of the engine 22 is smaller than the predetermined rotation speed Ncr1 and smaller than the threshold value Neref. Although the rotational speed (the rotational speed satisfying the relationship “Ncr1> Neref> Ncr2”) is used, a rotational speed smaller than the predetermined rotational speed Ncr1 and equal to or higher than the threshold value Neref may be used.

  In the hybrid vehicle 20 of the embodiment, the value is incremented by 1 when the rotational speed Ne of the engine 22 is less than or equal to the threshold value Neref, and when the rotational speed Ne of the engine 22 is greater than the threshold value Neref, the value 0 is set as a lower limit and the value is decremented by 1 When the counter Ca is equal to or greater than the threshold value Caref, it is determined (determined) that the fuel of the engine 22 is heavy. However, when the engine speed Ne is equal to or less than the threshold value Neref, the value is incremented by 1. When the counter Ca2 reset to the value 0 when the engine speed Ne is greater than the threshold value Neref is greater than or equal to the threshold value Caref (the engine speed Ne is not greater than the threshold value Neref for a predetermined time). When the fuel of the engine 22 is determined to be heavy There. Further, when the rotational speed Ne of the engine 22 is equal to or less than the threshold value Neref, it may be immediately determined that the fuel of the engine 22 is heavy.

  In the hybrid vehicle 20 of the embodiment, when the counter Ca is less than the counter Caref and the engine 22 is loaded, the torque difference ΔTe is incremented by 1 when the torque difference ΔTe is greater than or equal to the threshold ΔTeref, and the torque difference ΔTe is less than the threshold ΔTeref. When the counter Cb that is decremented by the value 1 with the value 0 as the lower limit is sometimes greater than or equal to the threshold Cbref, it is determined (determined) that the fuel of the engine 22 is heavy, but the torque difference ΔTe is greater than or equal to the threshold ΔTeref When the counter Cb2 that is incremented by the value 1 and reset to the value 0 when the torque difference ΔTe is less than the threshold value ΔTeref is greater than or equal to the threshold value Cbref (a state where the torque difference ΔTe is greater than or equal to the threshold value ΔTeref over a predetermined time) The fuel of the engine 22 when It may alternatively be determined to be heavy. Further, when the torque difference ΔTe is equal to or greater than the threshold value ΔTeref, it may be immediately determined that the fuel of the engine 22 is heavy.

  In the hybrid vehicle 20 of the embodiment, when the counter Ca is less than the counter Caref and the engine 22 is not loaded, the value is incremented by 1 when the rotational speed difference ΔNe is equal to or larger than the threshold value ΔNref and the rotational speed difference ΔNe is the threshold value. When the counter Cc, which is decremented by the value 1 with the value 0 being the lower limit when it is less than ΔNeref, is equal to or greater than the threshold value Ccref, it is determined (determined) that the fuel of the engine 22 is heavy, but the rotational speed difference ΔNe When the counter Cc2 is greater than or equal to the threshold Ccref, the counter Cc2 is incremented by the value 1 and reset to the value 0 when the rotation speed difference ΔNe is less than or equal to the threshold ΔNeref. Is continued for a predetermined time) It may alternatively be determined to be a heavy. Further, when the rotational speed difference ΔNe is equal to or greater than the threshold value ΔNeref, it may be immediately determined that the fuel of the engine 22 is heavy.

  In the hybrid vehicle 20 of the embodiment, the operation when starting the engine 22 during traveling has been described. However, when the engine 22 is started at the parking position, such as when the engine 22 is started immediately after the system is started, a request is required. The start-time control may be executed in the same manner as in the embodiment with the torque Tr * as 0.

  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 modified example of FIG. The power from MG2 may be output to an axle (an axle connected to wheels 39a and 39b in FIG. 7) 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. As shown, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 connected to the drive wheels 38a and 38b are used to drive part of the power from the engine 22. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “motor”, the HVECU 70 that executes the start time control routine of FIG. 2 and the fuel heavyness determination routine of FIG. 3, and a command from the HVECU 70 The engine ECU 24 that controls the engine 22 based on the above and the motor ECU 40 that controls the motors MG1 and MG2 based on a command from the HVECU 70 correspond to “control means”.

  Here, the “engine” is not limited to the engine 22 that outputs power using gasoline or light oil as a fuel, and may be any type of engine. 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. The “control means” is not limited to the combination of the HVECU 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. Further, as the “control means”, the engine 22 is started up while cranking the engine 22 to the complete explosion determination rotational speed (cranking target rotational speed) Ncr by the motor MG1, and then the rotational speed Ne of the engine 22 is equal to or less than a threshold value Neref. When it is confirmed that the fuel of the engine 22 is heavy, when the determination history is present, the complete explosion determination rotational speed Ncr is made smaller than when there is no determination history. When the engine is instructed to start, the engine and the motor are controlled so that the engine is started while the engine is cranked to the cranking target rotational speed, and the engine is started. After that, when it is confirmed that the engine speed is below the engine speed threshold, the engine fuel is heavy. If there is a heavy determination history that has been determined that there is heavy fuel for the engine, and if the cranking target rotation speed is lower than when there is no heavy determination history, what if It doesn't matter.

  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, 21 Fuel tank, 22 Engine, 24 Engine electronic control unit (engine ECU), 26 Crankshaft, 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 Battery electronic control unit ( Battery ECU), 70 hybrid electronic control unit (HVECU), 72 CPU, 74 ROM, 76 RAM, 78 flash memory, 80 ignition switch, 81 shift lever, 82 shift position Transition sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, MG1, MG2 motor, 230 rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330 speed change Machine.

Claims (5)

  1. A hybrid vehicle comprising: an engine capable of outputting driving power; and a motor capable of inputting / outputting power to / from the output shaft of the engine,
    When the engine is instructed to start, the engine and the motor are controlled to start the engine while the engine is cranked to the cranking target rotational speed by the motor, and then the engine is started. Control means for determining that the fuel of the engine is heavy when it is confirmed that the engine speed is equal to or less than a speed threshold value,
    The control means is means for lowering the cranking target rotational speed when there is a heavy determination history determined that the fuel of the engine is heavy compared to when there is no heavy determination history.
    Hybrid car.
  2. The hybrid vehicle according to claim 1,
    The control means is configured such that, after completion of starting the engine, when the counter that is incremented when the engine speed is equal to or lower than the engine speed threshold value is equal to or greater than a predetermined value, the engine speed is equal to or less than the engine speed threshold value. Is a means to confirm that
    Hybrid car.
  3. A hybrid vehicle according to claim 1 or 2,
    The control means is means for setting a rotation speed smaller than the rotation speed threshold to the cranking target rotation speed when there is the heavy determination history.
    Hybrid car.
  4. A hybrid vehicle according to any one of claims 1 to 3,
    When the engine is in a load operation even when it has not been confirmed that the engine speed is equal to or less than the engine speed threshold value after the start of the engine, the control means When it is confirmed that the torque difference from the output torque is equal to or greater than the torque difference threshold, it is determined that the fuel of the engine is heavy, and when the engine is operating with no load, the target rotational speed of the engine It is means for determining that the engine fuel is heavy when it is confirmed that the rotational speed difference with the rotational speed is equal to or greater than the rotational speed difference threshold.
    Hybrid car.
  5. A hybrid vehicle according to any one of claims 1 to 4,
    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 having a rotor connected to the drive shaft;
    A hybrid car with
JP2013061936A 2013-03-25 2013-03-25 Hybrid vehicle Pending JP2014184894A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
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Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
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Family Applications (1)

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JP2013061936A Pending JP2014184894A (en) 2013-03-25 2013-03-25 Hybrid vehicle

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Country Link
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001041094A (en) * 1999-05-24 2001-02-13 Toyota Motor Corp Start control device for internal combustion engine and fuel property decision device
JP2003214243A (en) * 2002-01-18 2003-07-30 Toyota Motor Corp Fuel property determination device
JP2009085072A (en) * 2007-09-28 2009-04-23 Toyota Motor Corp Control device for internal combustion engine
JP2010255493A (en) * 2009-04-23 2010-11-11 Toyota Motor Corp Hybrid automobile

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001041094A (en) * 1999-05-24 2001-02-13 Toyota Motor Corp Start control device for internal combustion engine and fuel property decision device
JP2003214243A (en) * 2002-01-18 2003-07-30 Toyota Motor Corp Fuel property determination device
JP2009085072A (en) * 2007-09-28 2009-04-23 Toyota Motor Corp Control device for internal combustion engine
JP2010255493A (en) * 2009-04-23 2010-11-11 Toyota Motor Corp Hybrid automobile

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