JP6009970B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a control technique for suppressing a shock caused by an increase in torque that occurs when an ignition timing is advanced after starting from a state where an ignition timing is retarded when the engine is started.

  A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; and a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel, and starting the internal combustion engine. The ignition timing control for temporarily retarding the ignition timing of the internal combustion engine and advancing the ignition timing after starting the internal combustion engine, and increasing the output torque of the internal combustion engine due to the advance Regardless, there is known a control device for a hybrid vehicle that controls the torque of the second rotating machine so as to maintain the torque of the power transmission member. For example, the control apparatus of the hybrid vehicle described in patent document 1 is it.

Japanese Patent Laid-Open No. 10-212983

  However, in the above conventional hybrid vehicle control device, after starting the internal combustion engine, the ignition timing is gradually advanced toward the optimum value to gradually change the output torque of the internal combustion engine to the target torque, and During the increase, the second rotating machine is controlled so that the torque output to the power transmission member that is the output member of the differential mechanism becomes the target torque. However, if the ignition timing of the internal combustion engine is advanced relatively quickly, the drive torque is likely to change, and drivability may be reduced.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a differential mechanism that distributes the output of the internal combustion engine to the first rotating machine and the power transmission member, and a drive wheel from the power transmission member. In a hybrid vehicle having a second rotating machine connected to the power transmission path up to the time when the output torque of the internal combustion engine increases due to the advance of the ignition timing after the internal combustion engine is started It is an object of the present invention to provide a control device for a hybrid vehicle in which drivability is unlikely to occur and drivability is maintained.

To achieve this object, the present invention provides a differential mechanism that distributes the output of an internal combustion engine to a first rotating machine and a power transmission member, and a first power transmission path that is connected to a power transmission path from the power transmission member to the drive wheels. A two-rotor and a power storage device capable of inputting and outputting electric power to the first and second rotating machines, and temporarily starting the ignition timing of the internal combustion engine when starting the internal combustion engine; Ignition timing control for advancing the ignition timing after the internal combustion engine is started, and the second rotation so as to maintain the torque of the power transmission member regardless of an increase in the output torque of the internal combustion engine due to the advance angle A control device for a hybrid vehicle that performs control for controlling the torque of the machine, wherein the increase in the output torque of the internal combustion engine due to the advance angle does not affect the torque of the power transmission member. Change the torque of the rotating machine Is allowed, in large to Rukoto the amount of change in the torque of the more remaining charge increases the first rotating machine of the power storage device.

The control apparatus of the hybrid vehicle of the present invention, in a hybrid vehicle having a differential of the form to advance the ignition timing after starting the internal combustion engine in a state where the ignition timing is retarded, the by the advance Since the increase in the output torque of the internal combustion engine changes the rotational speed of the first rotating machine in a direction that does not affect the torque of the power transmission member, the increase in the output torque of the internal combustion engine causes the power transmission member and the second rotation to rotate. Transmission to the machine is avoided. That is, when the output torque of the internal combustion engine increases due to the advance of the ignition timing, the number of revolutions of the first rotating machine is changed in a direction that does not affect the torque of the power transmission member, so that the power transmission member and the second The rotation change of the internal combustion engine is allowed while maintaining the rotation of the rotating machine. For this reason, regardless of the increase in the output torque of the internal combustion engine due to the advance angle after the start of the internal combustion engine, the change in the drive torque of the hybrid vehicle is suppressed, and drivability is maintained. The first rotating machine and the second rotating machine are each provided with a power storage device capable of inputting and outputting electric power, and the amount of change in torque of the first rotating machine, that is, the first rotating machine The amount of change in rotation speed is increased. When the remaining charge of the power storage device becomes large and sufficient electric power that can be charged from the second rotating machine cannot be obtained, the output torque of the internal combustion engine increases due to the advance of the ignition timing, and the torque change of the power transmission member Therefore, the amount of change in the torque of the first rotating machine, that is, the change in the rotational speed of the first rotating machine increases as the remaining amount of charge of the power storage device increases as described above. By increasing the amount, the rotation change of the internal combustion engine is allowed while maintaining the rotation of the power transmission member and the second rotating machine.

Here, preferably, the amount of change in the rotational speed of the variation or first rotating machine torque as the rotational speed changing rate of the first rotating machine is larger the first rotating machine is increased. When the rotational speed change rate of the first rotating machine is large, it indicates that the output torque of the internal combustion engine has changed greatly, and the amount that cannot be canceled by the second rotating machine increases. Therefore, as described above, the greater the rate of change in the rotational speed of the first rotating machine, the greater the amount of change in torque of the first rotating machine, that is, the amount of change in rotational speed of the first rotating machine. And the rotation change of the internal combustion engine is permitted while maintaining the rotation of the second rotating machine.

  Further, preferably, the amount of change in torque of the first rotating machine, that is, the amount of change in rotational speed of the first rotating machine is increased as the advance angle changing speed of the ignition timing is increased. When the advance timing change speed of the ignition timing is large, it indicates that the output torque of the internal combustion engine has changed greatly, and the amount that cannot be canceled by the second rotating machine increases. For this reason, as described above, the amount of change in torque of the first rotating machine, that is, the amount of change in rotational speed of the first rotating machine, is increased as the advance rate of ignition timing is increased. The rotation change of the internal combustion engine is allowed while maintaining the rotation of the two-rotor.

  Preferably, the amount of change in torque of the first rotating machine is increased as the target rotational speed after starting of the internal combustion engine increases. If the target rotational speed after starting of the internal combustion engine is large, the increase range of the rotational speed of the internal combustion engine is large. For this reason, as described above, the amount of change in the torque of the first rotating machine is increased as the target rotational speed after starting the internal combustion engine is increased, thereby maintaining the rotation of the power transmission member and the second rotating machine. The rotation change of the internal combustion engine is allowed.

  Preferably, a transmission provided between the differential mechanism and the drive wheel is provided, and the amount of change in torque of the first rotating machine is increased as the transmission ratio of the transmission increases. . The greater the transmission gear ratio, the greater the change in torque transmitted to the drive wheels. For this reason, as the speed ratio of the transmission increases as described above, the amount of change in the torque of the first rotating machine is increased, thereby maintaining the rotation of the power transmission member and the second rotating machine while maintaining the rotation of the internal combustion engine. Rotational changes are allowed.

  Preferably, the amount of change in the torque of the first rotating machine is an increase in direct torque transmitted to the power transmission member of an increase in output torque of the internal combustion engine that increases due to the advance angle. To be determined. In this way, the greater the direct torque transmitted to the power transmission member, the larger the amount of change in the torque of the first rotating machine, thereby maintaining the rotation of the power transmitting member and the second rotating machine. Rotational changes of the internal combustion engine are allowed. Preferably, the direct torque is calculated by multiplying the difference between the torque of the first rotating machine and the inertia torque of the first rotating machine by the gear ratio of the differential mechanism. Preferably, the inertia torque of the first rotating machine includes the torque value calculated from the inertia of the first rotating machine and the actual rotational speed change rate, and the elapsed time from the start of ignition timing advancement stored in advance. Is an addition value with a predicted torque value that is a function of

It is the schematic block diagram which showed the principal part of the control system | strain in addition to the main point figure of the hybrid vehicle to which this invention is applied suitably. It is an example of the alignment chart of the differential part of FIG. 1, Comprising: The action | operation at the time of engine starting is shown. It is an example of the shift map of the automatic transmission of FIG. FIG. 2 is a collinear diagram for explaining the operation when watermark torque control is not performed in the differential section of FIG. 1, where the solid line indicates the operating state immediately after engine startup, and the broken line indicates the ignition timing advance after engine startup. This shows a state in which the number of revolutions of the first motor generator is increased in order to eliminate the advance advance torque that is transmitted to the intermediate transmission shaft by the engine output torque temporarily generated by the angle. FIG. 2 is a collinear diagram for explaining an operation in a case where watermark torque control is performed when the first motor generator is rotating forward in the differential section of FIG. Indicates a watermark torque (cancellation torque) ts in a direction in which no direct increase torque is generated due to a temporary increase torque of the engine due to the advance of the ignition timing of the engine. By adding to the output torque in the negative direction (downward direction in FIG. 5), a state in which the regenerative torque of the first motor generator is decreased and the rotation speed of the first motor generator is increased (increase in the upward direction in FIG. 5). Show. FIG. 2 is a collinear diagram illustrating an operation in the case where watermark torque control is performed when the first motor generator is rotating negatively in the differential section of FIG. 1, where the solid line indicates the operating state immediately after the engine starts, and the broken line Indicates a watermark torque (cancellation torque) ts in a direction in which no direct increase torque is generated due to a temporary increase torque of the engine due to the advance of the ignition timing of the engine. A state in which the power running torque of the first motor generator is decreased and the rotation speed of the first motor generator is increased (increased upward in FIG. 6) by decreasing from the output torque in the negative direction (downward direction in FIG. 6). Is shown. Because the battery is hot or cold, or the remaining charge is large and the input / output chargeable power is small, the second motor generator has a sufficient reaction force canceling function such as a direct torque increase derived from the ignition timing advance angle. A pre-stored relationship for determining a correction factor to deal with what cannot be obtained is shown. A relationship stored in advance for determining a correction rate for suppressing an increase in direct torque derived from the ignition timing advance angle according to the magnitude of the inertia torque of the first motor generator is shown. A relationship stored in advance for determining a correction factor for coping with the increase in direct torque resulting from the ignition timing advance of the engine 12 increases as the advance speed of the ignition timing increases. A pre-stored relationship for determining a correction factor is shown in order to cope with an increase in direct torque derived from the ignition timing advance angle of the engine as the engine rotational speed target value after engine startup increases. The correction factor is determined in order to cope with the fact that the increase in direct torque resulting from the ignition timing advance angle of the engine increases the influence on the torque change of the output shaft of the transmission, that is, the drive torque change as the transmission gear ratio γ increases. The pre-stored relationship for is shown. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. It is a time chart explaining the principal part of the control action of the electronic controller of FIG. It is a skeleton diagram showing a configuration example of a hybrid vehicle of another embodiment of the present invention. It is a figure corresponding to FIG. 4 explaining the action | operation of the differential part in the Example of FIG. It is a figure corresponding to FIG. 5 explaining the action | operation of the differential part in the Example of FIG. It is a figure corresponding to FIG. 6 explaining the action | operation of the differential part in the Example of FIG.

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

  FIG. 1 is a schematic configuration diagram including a skeleton diagram of a drive system of a hybrid vehicle 10 to which the present invention is preferably applied. This hybrid vehicle 10 includes an engine 12 that is an internal combustion engine that generates power by burning fuel, a first motor generator MG1 as a first rotating machine and a second rotating machine that can be used as an electric motor and a generator, respectively, and A second motor generator MG2 and a differential section 14 formed of a single pinion type planetary gear device are provided on the same axis. That is, the engine 12 is connected to the carrier C of the differential section 14, the intermediate transmission shaft 16 that is a power transmission member is connected to the ring gear R, and the first motor generator MG1 is connected to the sun gear S. The second motor generator MG2 is connected to the intermediate transmission shaft 16. The engine 12 corresponds to a prime mover, the carrier C corresponds to a first rotating element, the ring gear R corresponds to a second rotating element, and the second motor generator MG2 is a rotating machine connected to the second rotating element. A disconnecting device such as a clutch may be provided between the engine 12 and the differential unit 14, or a speed reduction mechanism may be interposed between the second motor generator MG2 and the intermediate transmission shaft 16.

  FIG. 2 is a collinear diagram in which the rotational speeds of the three rotating elements S, C, and R of the differential unit 14 can be connected by straight lines. In this case, the carrier C is located in the middle, and the sun gear S and the ring gear R are located at both ends. Further, the interval between the rotating elements S, C and R is set to 1: ρ according to the gear ratio ρ of the planetary gear device (= the number of teeth of the sun gear S / the number of teeth of the ring gear R).

  The intermediate transmission shaft 16 functions as an input shaft of the automatic transmission 20, and outputs of the engine 12 and the second motor generator MG2 are transmitted to the automatic transmission 20 via the intermediate transmission shaft 16, and further output shafts. 22, and transmitted to the left and right drive wheels 26 via the differential gear unit 24. The automatic transmission 20 is a stepped automatic transmission such as a planetary gear type in which a plurality of gear stages having different gear ratios are established by a combination of engagement and release of a plurality of hydraulic friction engagement devices (clutches and brakes) 18. The shift control is performed by an electromagnetic hydraulic control valve, a switching valve or the like provided in the hydraulic control device 28. The friction engagement device 18 functions as a connection / disconnection device that cuts off the power transmission.

  The hybrid vehicle 10 includes an electronic control device 70. The electronic control unit 70 includes a so-called microcomputer having a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. Do. The electronic control unit 70 includes an engine rotational speed sensor 50, an MG1 rotational speed sensor 52, an MG2 rotational speed sensor 54, an accelerator operation amount sensor 56, and a vehicle speed sensor 58, respectively, and an engine rotational speed ωe (rpm) and an MG1 rotational speed ωg. (rpm), MG2 rotational speed ωm (rpm), accelerator pedal operation amount (accelerator operation amount) Acc (%), output shaft 22 rotational speed (output rotational speed corresponding to vehicle speed V) ωout (rpm) Is supplied. The MG2 rotational speed ωm is the same as the input rotational speed of the automatic transmission 20. In addition, various information necessary for various controls is supplied, such as a signal representing the remaining power SOC of the battery 44 is supplied.

  The electronic control unit 70 functionally includes a hybrid control unit 72, a shift control unit 74, and a first rotating machine watermark torque control unit 80. The hybrid control unit 72 controls the operation of the engine 12 and the motor generators MG1 and MG2, thereby using, for example, an engine travel mode in which the engine 12 travels using the engine 12 as a driving force source, or the second motor generator MG2 as a driving force source. The vehicle travels by switching a plurality of predetermined travel modes such as a motor travel mode that travels according to the driving state such as the accelerator operation amount Acc and the vehicle speed V. In the engine travel mode, the carrier C is rotationally driven by the engine 12, and the ring gear R and further the intermediate transmission shaft 16 are rotationally driven by a torque corresponding to the torque of the first motor generator MG1 connected to the sun gear S. The second motor generator MG2 generates a driving force by being used as an electric motor under power running control, and charges the battery 44 through the inverter 42 by being regeneratively controlled and used as a generator. In the motor travel mode, the engine 12 and the first motor generator MG1 are deactivated to bring the sun gear S of the differential section 14 into a free rotation state, stop with the engine 12, and exclusively use the second motor generator MG2 as a driving force source. Use as a run. Further, when an engine start request is issued to switch to the engine travel mode while traveling in the motor travel mode, the first motor generator MG1 outputs a positive torque to start up the rotation of the engine 12 to perform fuel injection and ignition. To start the engine 12. During the engine start period, the ignition timing of the engine 12 is retarded, and the second motor generator MG2 outputs a cancel torque that cancels the reaction torque generated with the engine start in accordance with the travel torque. Suppress changes in torque. When the engine start period ends, the ignition timing of the engine 12 is advanced to the optimum position so that the ignition timing is returned to the preset optimum position.

  The shift control unit 74 controls an electromagnetic hydraulic control valve, a switching valve, and the like provided in the hydraulic control device 28 to switch the engagement / disengagement state of the plurality of hydraulic friction engagement devices 18, thereby automatically changing the transmission. The plurality of 20 gears are switched in accordance with a predetermined shift map using the operating state such as the accelerator operation amount Acc and the vehicle speed V as parameters. FIG. 3 is an example of a shift map of the automatic transmission 20 having a forward four-speed gear stage. A solid line is an upshift line, a broken line is a downshift line, and a predetermined hysteresis is provided. The required driving force or the required torque can be used instead of the accelerator operation amount Acc.

  Here, after the end of the engine start period, the output torque of the engine 12 is temporarily increased as the ignition timing of the engine 12 is advanced to a predetermined optimum ignition timing that does not cause problems such as exhaust gas and failure. Increased to This increase in the output torque of the engine 10 temporarily increases the direct torque to the ring gear R and the intermediate transmission shaft 16 connected thereto. The electronic control unit 70 cannot recognize the temporary increase in the direct torque TD caused by the ignition timing advance after the engine is started, the vehicle driving torque is temporarily increased, and the driver feels uncomfortable, Drivability could be impaired. The direct torque is the torque that is mechanically distributed to the intermediate transmission shaft 16 by the differential unit 14 in the output torque of the engine 12.

The first rotating machine watermark torque control unit 80 basically controls the engine in order to suppress a decrease in drivability due to a temporary increase in the output torque of the engine 12 due to the ignition timing advance after the engine is started. The output torque of the first motor generator MG1 is changed by changing (correcting) the watermark torque ts in the direction in which the direct torque 12 decreases, that is, the change in the output torque of the engine 10 does not affect the output side. . The inertia torque tginer of the first motor generator MG1 corresponding to the watermark torque ts is transmitted to the intermediate transmission shaft 16 of the output torque thea of the engine 12 that increases due to the ignition timing advance after the engine is started. Since the advance angle direct increase torque tep is generated, it is determined on the basis of the output torque increase tea of the engine 12 due to the advance angle or on the rotational acceleration dωg / dt of the first motor generator MG1. Thereby, the temporary torque increase and the rotation increase of engine 12 accompanying the advance angle are allowed while maintaining the rotation of intermediate transmission shaft 16 and second motor generator MG2. If the gear ratio of the differential section 14 is ρ,
tginer = ρ × tep (1)
tep × (1 + ρ) = thea (2)
tginer = ρ / (1 + ρ) × thea (3)
There is a relationship.

  Although the output torque increase amount tea of the engine 12 due to the advance angle has a certain effect even if it is a preset constant value, it is based on the advance amount of the ignition timing from the relationship obtained experimentally in advance. Can be determined. In this case, the inertia torque tginer of the first motor generator MG1 is sequentially obtained from the equation (3) based on tea, and the torque of the first motor generator MG1 is decreased by the inertia torque tginer to rotate the first motor generator MG1. The number is raised. Thereby, the direct increase torque tep at the advance angle is eliminated, and the temporary torque increase and the rotation increase of the engine 12 accompanying the advance angle are allowed while maintaining the rotation of the intermediate transmission shaft 16 and the second motor generator MG2. Therefore, a decrease in drivability is suppressed regardless of the ignition timing advance after the engine 12 is started.

  Further, the inertia torque tginer of the first motor generator MG1 due to the ignition timing advance after starting the engine 12 is experimentally determined in advance, for example, as a rate of change (rotational acceleration) dωg / dt of the first motor generator MG1. The calculated value is calculated using the value calculated based on the elapsed time telap from the starting point of the advancement of the ignition timing after the engine is started. In this case, the reverse value of the inertia torque tginer corresponds to the watermark torque ts. The torque of the first motor generator MG1 is reduced by the inertia torque tginer of the first motor generator MG1 due to the ignition timing advance after starting of the engine 12 obtained in this way, and the rotational speed ωg of the first motor generator MG1. Is temporarily raised. As a result, the direct torque increase Δtd is eliminated, and while the rotation of the intermediate transmission shaft 16 and the second motor generator MG2 is maintained, the temporary torque increase and the rotation increase of the engine 12 accompanying the advance angle are allowed. A reduction in drivability is suppressed regardless of the ignition timing advance after the engine 12 is started.

  In the alignment chart shown in FIG. 4, the solid line indicates a state immediately after the engine 12 is started, and the broken line is an intermediate transmission by the output torque tea of the engine 12 temporarily generated by the ignition timing advance after the engine 12 is started. This shows a state in which the rotation speed of the first motor generator MG1 is increased in order to eliminate the direct increase torque tep at the advance angle transmitted to the shaft 16. FIG. 4 shows that an inertia torque (torque required for rotation change) tginer is generated downward in the first motor generator MG1 due to the temporarily increased torque thea of the engine 12 due to the ignition timing advance after the engine 12 is started. Is a phenomenon in which a direct increase torque tep at the time of advance is temporarily generated on the rotation transmission shaft (output shaft of the differential section 14) 16 connected to the ring gear R and the output shaft 22 of the transmission 20 to increase its torque. Show. This advance-time direct increase torque tep is generated at a location that is not recognized by the hybrid control unit 72. Therefore, when the advance-time direct increase torque tep is applied, the vehicle drive torque temporarily increases and a shock is applied. There is a possibility of generating. For this reason, the second motor generator MG2 can generate a reverse watermark torque ts, that is, a cancel torque tmc having the same magnitude as that capable of canceling the direct increase torque tep at the advance angle in addition to the travel torque tm so far. desired. FIG. 4 also shows the cancel torque tmc. However, even if the hybrid controller 72 recognizes the advance torque tep at the advance angle and tries to generate a cancel torque tmc in the reverse direction with the same magnitude as that which can be canceled, the battery at low or high temperatures can be used. In the case where the power that can be input / output of 44 is limited, the generation of the cancel torque tmc by the second motor generator MG2 is limited, and the drivability may not be maintained.

  FIG. 5 shows a state 1 in which the first motor generator MG1 is rotating forward, and the second motor generator MG2 is not used in order to prevent a shock in place of the watermark torque ts, that is, the cancel torque tmc. Thus, watermark torque control by the first rotary machine watermark torque control unit 80 using the first motor generator MG1 is shown. In FIG. 5, in contrast to the state indicated by the solid line immediately after the start of the engine 12, the broken line indicates the advance time due to the temporary increase torque tea of the engine 12 due to the advance of the ignition timing of the engine 12. The regenerative torque of the first motor generator MG1 is reduced by adding the watermark torque ts in the direction in which the direct increase torque tep does not occur to the output torque tg in the negative direction (downward direction in FIG. 5) of the first motor generator MG1. In addition, a state in which the rotation speed of the first motor generator MG1 is increased (in the upward direction in FIG. 5) is shown. As indicated by the broken line, the regenerative torque of the first motor generator MG1 is decreased, and the rotational speed of the first motor generator MG1 is increased, whereby the ignition timing is advanced and the engine 12 is temporarily moved. When the advance angle direct increase torque te resulting from the increased torque thea is generated, the advance angle direct increase torque tep is not transmitted, and the drivability of the vehicle is maintained.

  FIG. 6 shows a state 2 in which the first motor generator MG1 is rotating negatively, and the second motor generator MG2 is not used in order to prevent shock instead of the watermark torque ts, that is, the cancel torque tmc. Thus, watermark torque control by the first rotary machine watermark torque control unit 80 using the first motor generator MG1 is shown. In FIG. 6, in contrast to the state indicated by the solid line immediately after the start of the engine 12, the broken line indicates the advance time due to the temporary increase torque tea of the engine 12 due to the advance of the ignition timing of the engine 12. The power running torque of the first motor generator MG1 is reduced by reducing the watermark torque ts in the direction in which the direct increase torque tep is not generated from the output torque tg of the first motor generator MG1 in the negative direction (downward direction in FIG. 6). And the number of rotations of the first motor generator MG1 is increased (increased upward in FIG. 6). As indicated by the broken line, the power running torque of the first motor generator MG1 is decreased, and the rotational speed of the first motor generator MG1 is increased, so that the ignition timing is advanced and the engine 12 is temporarily moved. When the advance angle direct increase torque te resulting from the increased torque thea is generated, the advance angle direct increase torque tep is not transmitted, and the drivability of the vehicle is maintained.

The first rotating machine watermark torque control unit 80 includes a watermark torque correction unit 82. The watermark torque correction unit 82 determines the actual chargeable power of the battery 44 and the rotation of the first motor generator MG1 based on the previously stored relationships shown in FIGS. 7, 8, 9, 10, and 11, for example. Based on the number change rate (rotational acceleration) dωg / dt, the ignition angle advance speed, the target engine speed ωe ^* after the start, and the gear ratio γ of the automatic transmission 20, the first torque corresponding to the watermark torque ts A reflection rate for correcting the output torque change amount ΔTmg1 or inertia torque Tmgi of one motor generator MG1, that is, correction factors k1, k2, k3, k4, and k5 are calculated. The calculated correction factors k1, k2, k3, k4, and k5 are, for example, numbers of 1 or less, for example, a correction coefficient K obtained by adding 1 to a value added to each other, or a value obtained by adding 1 to each. A correction coefficient K obtained by multiplying the two is calculated.

The relationship shown in FIG. 7 is that the battery 44 is at a high temperature or a low temperature, or that the remaining charge SOC is large and the chargeable power is small, so that the second motor generator MG2 increases the direct torque derived from the ignition timing advance angle. In order to cope with the fact that the reaction force canceling function cannot be sufficiently obtained, the correction factor k1 is set to increase as the chargeable power of the battery 44 decreases, that is, as the remaining charge SOC increases. The relationship shown in FIG. 8 indicates that the rotational speed change rate dωg / of the first motor generator MG1 is to suppress the increase in direct torque derived from the ignition timing advance angle according to the magnitude of the inertia torque of the first motor generator MG1. The correction factor k2 is set to increase with increasing dt. The relationship shown in FIG. 9 corresponds to the fact that the increase in the direct torque resulting from the ignition timing advance of the engine 12 increases as the ignition timing advance speed increases, so that the correction factor k3 increases as the ignition timing advance speed increases. It is set to the characteristic to be. The relationship shown in FIG. 10 is to deal with the fact that the direct torque increase resulting from the ignition timing advance angle of the engine 12 increases as the engine speed target value ωe ^* after the engine 12 starts increases. The correction rate k4 is set to increase as the target engine speed target value ωe ^* increases. The relationship shown in FIG. 11 is that as the speed ratio γ (= input rotation speed / output rotation speed) of the transmission 20 increases, the direct torque increase resulting from the ignition timing advance angle of the engine 12 increases the torque of the output shaft 22 of the transmission 20. Since the change, that is, the influence on the drive torque change is increased, the characteristic is set such that the correction rate k5 increases as the speed ratio γ (= input rotation speed / output rotation speed) of the transmission 20 increases.

  In the first rotating machine watermark torque control unit 80, the correction coefficient K is multiplied by the output torque change amount ΔTmg1 or the inertia torque Tmgi of the first motor generator MG1 corresponding to the watermark torque ts to thereby generate the first motor. The output torque change amount ΔTmg1 or the inertia torque Tmgi of the generator MG1 is corrected. The output torque of the first motor generator MG1 is temporarily reduced from the output torque of the first motor generator MG1 by the amount of change ΔTmg1 or inertia torque Tmgi of the corrected first motor generator MG1. Be controlled.

  FIG. 12 is a flowchart for explaining a main part of the control operation of the electronic control unit 70, and is repeatedly executed at a predetermined cycle of, for example, about several milliseconds to several tens of milliseconds. In step S1 of FIG. 12 (hereinafter, step is omitted), for example, whether or not an engine start command is issued due to a decrease in the remaining charge of the battery 44 or an increase in the required driving force corresponding to the accelerator opening Acc. To be judged. If the determination at S1 is negative, this routine is terminated. However, if the determination in S1 is affirmative, it is determined in S2 whether or not the start of return from the ignition timing delay for starting the engine, that is, the start of advance of the ignition timing after completion of engine start has been performed. . The time point t1 in the time chart of FIG. 13 shows this state. After this time t1, engine start control is executed, the ignition timing is retarded, the rotational speed ωe of the engine 12 is raised by the first motor generator MG1, and the rotational speed ωe of the engine 12 is raised. Fuel injection and ignition are started. The time point t2 in the time chart of FIG. 13 shows this state. As a result, the start of the engine 12 is completed, autonomous operation is started, and the rotational speed ωe of the engine 12 further increases. In the engine start control, when the engine 12 is rotationally driven (cranking) by the first motor generator MG1 from the time t1 to the time t2, the reaction torque in the direction of reducing the drive torque is applied to the ring gear R and the rotation transmission shaft 16. Although generated, the second motor generator MG2 outputs a cancel torque for canceling the reaction force torque in addition to the drive torque, and suppresses the occurrence of uncomfortable travel.

  When the determination at S2 is negative, this routine is terminated. When the determination at S2 is affirmative, execution of S3 to S7 corresponding to the first rotating machine watermark torque control unit 82 is started. This state is shown at time t3 in the time chart of FIG. First, in S3, the inertia torque tginer of the first motor generator MG1 is calculated based on the actual rotational acceleration Δωg / Δt of the first motor generator MG1 from the previously stored equation (4). In the equation (4), Ig is the rotational inertia of the first motor generator MG1. The inertia torque tginer is calculated on the basis of the actual elapsed time from the relationship obtained in advance as a function of the elapsed time from the advance angle starting point, with the value obtained from the equation (4) as a basic value. It may be a value corrected based on the prediction coefficient. This correction is intended to advance the basic value so as to eliminate the delay in detection and calculation of the rotation speed of the first motor generator MG1.

          tginer = Ig × Δωg / Δt (4)

Next, in S4 corresponding to the watermark torque correction unit 82, the actual chargeable power of the battery 44, the first number, and the like are shown in FIG. 7, FIG. 8, FIG. 9, FIG. Based on the rotational speed change rate (rotational acceleration) dωg / dt of one motor generator MG1, the advance angle changing speed of the ignition timing, the target engine rotational speed ωe ^* after starting, and the gear ratio γ of the automatic transmission 20, the watermark Reflection rates for correcting the output torque change amount ts or inertia torque tginer of the first motor generator MG1 corresponding to the torque, that is, correction factors k1, k2, k3, k4, and k5 are respectively calculated. The calculated correction factors k1, k2, k3, k4, and k5 are, for example, numbers of 1 or less, for example, a correction coefficient K obtained by adding 1 to a value added to each other, or a value obtained by adding 1 to each. A correction coefficient K obtained by multiplying the two is calculated.

  Next, in S5, the inertia torque (basic value before correction) tginer 'of the first motor generator MG1 calculated from Expression (4) is multiplied by the correction coefficient K as shown in Expression (5). It is corrected by this. A torque having the same magnitude as that of the inertia torque tginer corrected in this way and in the reverse direction is determined as a watermark torque ts subtracted from the output torque tg of the first motor generator MG1. The watermark torque ts is calculated as a correction amount for the output torque tg of the first motor generator MG1.

        tginer = tginer 'x K (5)

  In S6, the correction amount of the second motor generator MG2 is calculated as necessary. For example, when the cancel torque tc by the second motor generator MG2 is required to be 100N, if the ring gear shaft torque ts / ρ by the torque ts subtracted from the first motor generator MG1 is 80N, the shortage is 20N. The corresponding torque is calculated as a correction value and added to the output torque tm of the second motor generator MG2. In S7, a control command is output so that the corrected output torque tg of the first motor generator MG1 and the corrected output torque tm of the second motor generator MG2 are obtained. As a result, as shown in the torque waveform of the drive shaft after time t3 in FIG. 13, since the watermark torque control is not performed, the solid line is compared with the broken line that temporarily rises when the ignition timing is advanced. The change is made flat as shown in FIG.

  As described above, in the hybrid vehicle 10 of the present embodiment, the vehicle 10 having the differential portion 14 of the type in which the ignition timing is advanced after the engine 12 is started with the ignition timing retarded is advanced. Since the rotation speed of the first motor generator MG1 is changed in a direction in which the increase in the output torque of the engine 12 due to the angle does not affect the torque of the intermediate power transmission shaft 16, the increase in the output torque of the engine 12 causes the intermediate power transmission shaft to increase. 16 and transmission to second motor generator MG2 is avoided. That is, when the output torque of the engine 12 increases due to the advance of the ignition timing, the rotational speed of the first motor generator MG1 is changed in a direction that does not affect the torque of the intermediate power transmission shaft 16, thereby causing intermediate power transmission. The rotation change of the engine 12 is allowed while maintaining the rotation of the shaft 16. For this reason, regardless of the increase in the output torque of the engine 12 due to the advance angle after the engine 12 is started, the change in the driving torque of the vehicle is suppressed and the drivability is maintained.

Further, in hybrid vehicle 10 of the present embodiment, battery 44 capable of inputting / outputting electric power to first motor generator MG1 and second motor generator MG2 is provided, and the first motor generator increases as the remaining charge SOC of battery 44 increases. The amount of change in the torque of MG1 (the magnitude of watermark torque ts) and the amount of change in the rotational speed of first motor generator MG1 associated therewith are increased. Thereby, the rotation change of the engine 12 is allowed while maintaining the rotation of the intermediate power transmission shaft 16 and the second motor generator MG2.

  In hybrid vehicle 10 of the present embodiment, the amount of change in torque of first motor generator MG1 (the magnitude of watermark torque ts) and the first motor associated therewith increase as the rotational speed change rate of first motor generator MG1 increases. The amount of change in the rotational speed of generator MG1 is increased. Thereby, the rotation change of the engine 12 is allowed while maintaining the rotation of the intermediate power transmission shaft 16 and the second motor generator MG2.

  In hybrid vehicle 10 of the present embodiment, the amount of change in torque of first motor generator MG1 (the magnitude of watermark torque ts) increases as the advance rate of change in the ignition timing after completion of engine 12 startup increases. Accordingly, the amount of change in the rotational speed of first motor generator MG1 is increased. When the advance timing change speed of the ignition timing is large, it indicates that the output torque of the internal combustion engine has changed greatly, and the amount that cannot be canceled by the second rotating machine increases. For this reason, as described above, the amount of change in torque of the first rotating machine, that is, the amount of change in rotational speed of the first rotating machine, is increased as the advance rate of ignition timing is increased. The rotation change of the internal combustion engine is allowed while maintaining the rotation of the two-rotor.

  In hybrid vehicle 10 of the present embodiment, the amount of change in torque of first motor generator MG1 is increased as the target rotational speed after engine 12 is started is increased. As described above, the amount of change in the torque of the first motor generator MG1 (the magnitude of the watermark torque ts) is increased as the target rotational speed after the engine 12 is started is increased. The rotation change of the engine 12 is allowed while maintaining the rotation of the motor generator MG2.

  In addition, the hybrid vehicle 10 of the present embodiment includes a transmission 20 provided between the differential unit 14 and the drive wheel 26, and the first rotating machine increases as the transmission ratio γ of the transmission 20 increases. The amount of change in torque (the magnitude of watermark torque ts) is increased. Thereby, the rotation change of the engine 12 is allowed while maintaining the rotation of the intermediate power transmission shaft 16 and the second motor generator MG2.

  Further, in the hybrid vehicle 10 of the present embodiment, the amount of change in the torque of the first motor generator MG1 (the magnitude of the watermark torque) is included in the output torque increase tea of the engine 12 that increases due to the advance angle. Is determined based on an increase in direct torque transmitted to the intermediate power transmission shaft 16 (advanced direct increase torque tep). For this reason, the amount of change in the torque of the first motor generator MG1 increases as the advance angle direct increase torque te transmitted to the intermediate power transmission shaft 16 increases, so that the intermediate power transmission shaft 16 and the second motor generator MG2 are increased. The rotation change of the engine 12 is allowed while the rotation of the engine 12 is maintained. Further, the direct increase torque tep at the advance angle is calculated by multiplying the difference between the torque tg of the first motor generator MG1 and the inertia torque tginer of the first motor generator MG1 by the gear ratio ρ of the differential section 14. The The inertia torque tginer of the first motor generator MG1 is, for example, a torque value (basic value) calculated from the inertia Ig of the first motor generator MG1 and the actual rotational speed change rate dωg / dt obtained from the equation (4). ) And a correction value based on a predicted torque value that is a function of an elapsed time from the start of ignition timing advance, or a multiplication value. The inertia torque tginer is based on the prediction coefficient calculated based on the actual elapsed time from the relationship obtained in advance, which is a function of the elapsed time from the advance start time, with the value calculated from the equation (4) as the basic value. It may be a value corrected based on this.

  In the hybrid vehicle 10 of the present embodiment, the differential unit 14 includes the carrier C connected to the engine 12, the sun gear S connected to the first motor generator MG1, the intermediate power transmission shaft 16 and the second motor. And a change amount of torque of the first motor generator MG1 is an increase amount of torque of the first motor generator MG1. In this case, in the hybrid vehicle having the differential portion 14 of the type in which the torque is input to the carrier C and the torque is output from the ring gear R, regardless of the increase in the output torque of the engine 12 due to the advance angle after the engine 12 is started. Therefore, a change in driving torque of the vehicle is suppressed, and drivability is maintained.

  FIG. 14 is a skeleton diagram illustrating another example of a hybrid vehicle to which the present invention is preferably applied. The differential unit 14 of the above-described embodiment is a so-called carrier input-ring gear in which the output of the engine 12 is input to the carrier C connected to the engine 12 and the power is output from the ring gear R connected to the intermediate power transmission shaft 16. It was an output type planetary gear unit. However, the differential unit 14 of the hybrid vehicle 100 according to the present embodiment is configured such that the output of the engine 12 is input to the ring gear R connected to the engine 12 via the clutches C1 and C2, and the carrier connected to the intermediate power transmission shaft 16 is connected. This is a so-called ring gear input-carrier output type planetary gear device in which power is output from C. In the differential section 14 of the present embodiment, the first motor generator MG1 is connected to the sun gear S, the second motor generator MG2 is connected to the engine 12 via the clutch C1, and the ring gear R is not connected via the brake B1. It is selectively connected to the rotating member.

  In the electric motor travel mode, the vehicle is driven by the first motor generator MG1 with the brake B1 engaged. When switching from the electric motor travel mode to the engine travel mode, for example, the engine 12 is started by the first motor generator MG1 and the second motor generator MG2 in a state where the brake B1 is released and the clutches C1 and C2 are engaged.

  FIG. 15 is a collinear diagram showing a state immediately after the engine 12 is started. In this state, the ignition timing of the engine 12 is returned from the retarded state during startup and advanced, but a phenomenon in which a temporarily increased torque tea of the engine 12 due to the advance of the ignition timing occurs. Occurs. This temporary increase torque thea generates the advance angle direct increase torque te transmitted to the carrier C which is an output element, and there is a possibility that the drivability of the vehicle is lowered due to a shock. For this reason, the second motor generator MG2 can generate a reverse watermark torque ts, that is, a cancel torque tmc having the same magnitude as that capable of canceling the direct increase torque tep at the advance angle in addition to the travel torque tm so far. desired. FIG. 15 also shows the cancel torque tmc. However, even if the hybrid controller 72 recognizes the advance torque tep at the advance angle and tries to generate a cancel torque tmc in the reverse direction with the same magnitude as that which can be canceled, the battery at low or high temperatures can be used. In the case where the power that can be input / output of 44 is limited, the generation of the cancel torque tmc by the second motor generator MG2 is limited, and the drivability may not be maintained. In the present embodiment, the engine 12 is caused by the advance of the ignition timing by adding and decreasing the downward torque torque ts of the collinear chart of FIG. 15 to the output torque tg of the first motor generator MG1. When the advance angle direct increase torque teb caused by the temporary increase torque thea is generated, the advance angle direct increase torque tep is not transmitted, and the drivability of the vehicle is maintained. The watermark torque ts is the same as the inertia torque tginer of the first motor generator MG1 and has a different direction, and is obtained from the equation (4) as in the above-described embodiment.

  FIG. 16 shows a state 1 in which the first motor generator MG1 is rotating in the forward direction. In order to prevent shock in place of part or all of the cancel torque tmc, the first motor generator MG1 is used without using the second motor generator MG2. The watermark torque control by the first rotary machine watermark torque control unit 80 using the generator MG1 is shown. In FIG. 16, in contrast to the state indicated by the solid line immediately after the start of the engine 12, the broken line indicates the advance time due to the temporary increase torque tea of the engine 12 due to the advance of the ignition timing of the engine 12. The regenerative torque of the first motor generator MG1 is increased by adding the watermark torque ts in the direction in which the direct increase torque tep does not occur to the output torque tg in the negative direction (downward direction in FIG. 5) of the first motor generator MG1. In addition, the rotational speed of the first motor generator MG1 is reduced (reduced downward in FIG. 5). As indicated by the broken line, the regenerative torque of the first motor generator MG1 is increased, and the rotational speed of the first motor generator MG1 is decreased, whereby the ignition timing is advanced and the engine 12 is temporarily moved. When the advance angle direct increase torque te resulting from the increase torque thea is generated, the advance angle direct increase torque tep is not transmitted, and the drivability of the vehicle is maintained.

  FIG. 17 shows a state 2 in which the first motor generator MG1 is rotating negatively. In order to prevent a shock in place of part or all of the cancel torque tmc, the first motor generator MG1 is used without using the second motor generator MG2. The watermark torque control by the first rotary machine watermark torque control unit 80 using the generator MG1 is shown. In FIG. 17, in contrast to the state indicated by the solid line immediately after the start of the engine 12, the broken line indicates the time of advance due to the temporary increase torque tea of the engine 12 due to the advance of the ignition timing of the engine 12. The regenerative torque of the first motor generator MG1 is reduced by reducing the watermark torque ts in the direction in which the direct increase torque tep does not occur from the output torque tg of the first motor generator MG1 in the positive direction (the upward direction in FIG. 17). In this state, the number of rotations of the first motor generator MG1 is increased (in the downward direction in FIG. 17). As shown by the broken line, the power running torque of the first motor generator MG1 is increased, and the rotational speed of the first motor generator MG1 is increased, so that the ignition timing is advanced and the engine 12 is temporarily moved. When the advance angle direct increase torque te resulting from the increased torque thea is generated, the advance angle direct increase torque tep is not transmitted, and the drivability of the vehicle is maintained.

  In hybrid vehicle 100 of the present embodiment, differential portion 14 includes ring gear R coupled to engine 12, sun gear S coupled to first motor generator MG1, intermediate power transmission shaft 16 and second motor generator MG2. The amount of change in torque of the first motor generator MG1 (watermark torque ts) is a decrease in the torque tg of the first motor generator MG1. In this case, in the hybrid vehicle having the differential portion 14 of the type in which torque is input to the ring gear R and torque is output from the carrier C, for example, an increase in the output torque of the engine 12 due to the advance angle after the engine 12 is started. Regardless of this, various effects can be obtained in the same manner as in the above-described embodiments, such as a change in driving torque of the vehicle being suppressed and drivability maintained.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one Embodiment to the last, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

10, 100: Hybrid vehicle 12: Engine (internal combustion engine)
14: Differential section (differential mechanism)
16: Intermediate transmission shaft (power transmission member)
18: Friction engagement device (connection / disconnection device)
20: Automatic transmission 26: Drive wheel 44: Battery (power storage device)
70: Electronic control unit 80: First rotating machine watermark torque control unit 82: watermarking torque correction unit MG1: first motor generator (first rotating machine)
MG2: second motor generator (second rotating machine)
C: Carrier (first rotating element)
R: Ring gear (second rotating element)

Claims (6)

A differential mechanism that distributes the output of the internal combustion engine to the first rotating machine and the power transmission member; a second rotating machine coupled to a power transmission path from the power transmission member to the drive wheel ; the first rotating machine and the first rotating machine; A power storage device capable of inputting / outputting electric power to the two-rotor machine, the ignition timing of the internal combustion engine is temporarily retarded when the internal combustion engine is started, and the ignition timing is advanced after the internal combustion engine is started; format performing the ignition timing control for, and a control that controls the torque of the second rotating machine so as to maintain the torque of the internal combustion engine the power transmitting member irrespective of the increase in the output torque of due to該進angle A hybrid vehicle control device,
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member ;
Control apparatus for a hybrid vehicle, wherein increased to Rukoto a variation of torque of the more remaining charge increases the first rotating machine of the power storage device. A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; and a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel, and starting the internal combustion engine. The ignition timing control for temporarily retarding the ignition timing of the internal combustion engine and advancing the ignition timing after starting the internal combustion engine, and increasing the output torque of the internal combustion engine due to the advance A control device for a hybrid vehicle of a type that performs control to control the torque of the second rotating machine so as to maintain the torque of the power transmission member regardless of the above,
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member;
Controller features and to Ruha hybrid vehicle to increase the amount of change in the torque of about the first rotating machine rotational speed change rate of the first rotating machine is larger. A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; and a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel, and starting the internal combustion engine. The ignition timing control for temporarily retarding the ignition timing of the internal combustion engine and advancing the ignition timing after starting the internal combustion engine, and increasing the output torque of the internal combustion engine due to the advance A control device for a hybrid vehicle of a type that performs control to control the torque of the second rotating machine so as to maintain the torque of the power transmission member regardless of the above,
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member;
Controller features and to Ruha hybrid vehicle to increase the amount of change in the torque of the advance angle change as the speed is greater the first rotating machine of the ignition timing. A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; and a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel, and starting the internal combustion engine. The ignition timing control for temporarily retarding the ignition timing of the internal combustion engine and advancing the ignition timing after starting the internal combustion engine, and increasing the output torque of the internal combustion engine due to the advance A control device for a hybrid vehicle of a type that performs control to control the torque of the second rotating machine so as to maintain the torque of the power transmission member regardless of the above,
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member;
Controller features and to Ruha hybrid vehicle to increase the amount of change in the torque of the more the rotation speed is large after starting the first rotating machine of the internal combustion engine. A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel; the differential mechanism and the drive and a transmission provided between the wheels, the internal combustion engine temporarily retarding the ignition timing of the internal combustion engine upon starting and advancing the ignition timing after the start of the engine ignition A hybrid vehicle of a type that performs timing control and control for controlling the torque of the second rotating machine so as to maintain the torque of the power transmission member regardless of an increase in the output torque of the internal combustion engine due to the advance angle. A control device of
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member;
Higher gear ratio of the speed change device is large, the controller features and to Ruha hybrid vehicle to increase the change amount of the torque of the first rotating machine. A differential mechanism for distributing the output of the internal combustion engine to the first rotating machine and the power transmission member; and a second rotating machine connected to a power transmission path from the power transmission member to the drive wheel, and starting the internal combustion engine. The ignition timing control for temporarily retarding the ignition timing of the internal combustion engine and advancing the ignition timing after starting the internal combustion engine, and increasing the output torque of the internal combustion engine due to the advance A control device for a hybrid vehicle of a type that performs control to control the torque of the second rotating machine so as to maintain the torque of the power transmission member regardless of the above,
An increase in the output torque of the internal combustion engine due to the advance angle changes the torque of the first rotating machine in a direction that does not affect the torque of the power transmission member;
The amount of change in torque of the first rotating machine is determined based on an increase in direct torque transmitted to the power transmission member of an increase in output torque of the internal combustion engine that increases due to the advance angle. controller features and to Ruha hybrid vehicle.

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