JP2008168773A - Vehicle and control method thereof - Google Patents

Abstract

When an abnormality occurs in a second motor while traveling only with power from a second motor, the engine is motored and started by the first motor without stopping traveling, and at that time Suppresses shock and vibration.
When a rotation error ΔNr of a drive shaft becomes larger than a threshold value Nrref while an engine start instruction is given due to an abnormality in a second motor and the engine is motored by the first motor (S130). ) Using the torque command Tm1 * reduced until the rotational speed deviation ΔNr becomes equal to or less than the threshold value Nrref (S200), the engine is motored by the first motor and started (S150 to S180).
[Selection] Figure 2

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle is connected to an engine, a planetary gear mechanism in which a carrier is connected to an engine crankshaft and a ring gear is connected to a drive shaft connected to a drive wheel, and to a sun gear of the planetary gear mechanism. There has been proposed one including a first motor and a second motor connected to a drive shaft via a transmission (for example, see Patent Document 1). In this vehicle, when the engine is instructed to start, when the shift lever is in the P range or N range, or when an abnormality occurs in the second motor, the reaction force generated on the drive shaft during motoring is caused by the second motor. When the vehicle cannot be handled, the two brakes of the transmission are both turned on while the vehicle is stopped, the drive shaft is locked, and then the engine is started by motoring the first motor so that the first motor is not used. Shock and vibration are suppressed when the engine is motored by a motor and started.
JP-A-2005-306238

  By the way, in such a vehicle, when the engine is instructed to start while the vehicle is running and the reaction force generated on the drive shaft cannot be handled by the second motor, the engine is motored by the first motor without stopping the vehicle. Therefore, it is desired to suppress the shock and vibration when starting the engine and motoring the engine with the first motor.

  The vehicle and the control method thereof according to the present invention motorize the internal combustion engine by the motoring device without stopping the vehicle when the driving force is limited during driving while the output of the driving force from the electric motor to the driving shaft is limited. One of the purposes. Another object of the vehicle and its control method of the present invention is to suppress shock and vibration when the internal combustion engine is motored and started by the motoring device when the driving force is limited.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
An internal combustion engine;
Motoring means for motoring the internal combustion engine with an output of a driving force to a drive shaft coupled to the drive wheels;
An electric motor capable of inputting and outputting power to the drive shaft;
The output speed of the driving force from the electric motor to the drive shaft is restricted. When a start instruction for the internal combustion engine is issued when the drive force is limited, the rotational speed of the drive shaft or a related speed related to the rotational speed of the drive shaft. Start for controlling the internal combustion engine and the motoring means so that the internal combustion engine is motored and started by an output from the motoring means of a driving force based on a rate of change in speed per unit time. Time control means;
It is a summary to provide.

  In the vehicle according to the present invention, when an instruction to start the internal combustion engine is made when the driving force is limited when the output of the driving force from the electric motor to the driving shaft is limited, the rotational speed of the driving shaft or the rotational speed of the driving shaft is related. The internal combustion engine and the motoring means are controlled so that the internal combustion engine is motored and started by the output from the motoring means of the driving force based on the speed change rate which is the amount of change of the related speed per unit time. As a result, the internal combustion engine can be motored and started by the motoring means without locking the drive shaft. In addition, if the internal combustion engine is motored and started by the output from the motoring means of the driving force with which the speed change rate does not become too large, the shock and vibration at the time of motoring and starting the internal combustion engine can be suppressed. it can. Here, the “related speed” includes the vehicle speed, the rotational speed of the rotating shaft of the electric motor connected to the drive shaft, and the like.

  In such a vehicle of the present invention, the start time control means controls the motoring means so that a driving force of a predetermined motoring pattern for motoring the internal combustion engine is output from the motoring means, and the control is performed. When the speed change rate becomes larger than the predetermined change rate during the operation, the motoring means is controlled so that a driving force with which the speed change rate is equal to or less than the predetermined change rate is output from the motoring means. It can also be a means. By so doing, it is possible to suppress an increase in the speed change rate when the internal combustion engine is motored and started by the motoring means. In this case, the start time control means, after the speed change rate becomes larger than the predetermined change rate, and after the speed change rate becomes equal to or lower than the predetermined change rate, the speed change rate again becomes the predetermined change rate. It may be a means for controlling so that a driving force equal to or less than the driving force immediately before the rate is output from the motoring means. The predetermined motoring pattern is a pattern in which the maximum driving force output from the motoring means tends to decrease as the rotational speed of the drive shaft when starting motoring of the internal combustion engine is low. You can also This is because the inertial energy is relatively small when the rotational speed of the drive shaft is relatively low, and the rotational speed of the drive shaft is relatively high when a certain amount of driving force is output from the motoring means and acts on the drive shaft. This is based on the reason that the rate of change in speed is likely to be larger than that. The predetermined motoring pattern may be a pattern in which the maximum driving force output from the motoring means tends to be smaller as the vehicle speed is lower, instead of the rotational speed of the drive shaft. The vehicle of the present invention further includes learning means for learning the speed change rate when the internal combustion engine is motored and started by the motoring means when the driving force is limited. The pattern may be set using the learning result. In this way, a predetermined motoring pattern based on the learning result can be set.

  The vehicle according to the present invention further includes braking force applying means for applying a braking force to the drive wheel, and the start time control means is configured to provide the drive shaft when an instruction to start the internal combustion engine is given when the drive force is limited. When the rotational speed of the motor or the related speed is within a predetermined range including a value of 0, the internal combustion engine is motored by the output of the driving force from the motoring means in a state in which a braking force is applied to the driving wheel. As described above, the internal combustion engine, the motoring means, and the braking force applying means may be controlled. In this way, when the vehicle is substantially stopped, shock and vibration when the internal combustion engine is motored and started by the motoring means can be further suppressed.

  Furthermore, in the vehicle of the present invention, the driving force limit may be a time when an abnormality occurs in the electric motor. In this case, the start instruction of the internal combustion engine may be an instruction given when an abnormality occurs in the electric motor.

  Alternatively, in the vehicle of the present invention, the motoring means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be able to rotate independently of the drive shaft, with input and output of electric power and power. It is also possible to use electric power input / output means for inputting / outputting power to / from the drive shaft and the output shaft. In this case, the motoring means has three axes of the drive shaft, the output shaft, and the rotation shaft, and the remaining shaft is powered based on the power input / output to / from any two of the three shafts. 3 axis type power input / output means for inputting / outputting power and a generator capable of inputting / outputting power to / from the rotating shaft.

The vehicle control method of the present invention includes:
A vehicle comprising: an internal combustion engine; motoring means for motoring the internal combustion engine with output of a driving force to a drive shaft coupled to drive wheels; and an electric motor capable of inputting and outputting power to the drive shaft. A control method,
The output speed of the driving force from the electric motor to the drive shaft is restricted. When a start instruction for the internal combustion engine is issued when the drive force is limited, the rotational speed of the drive shaft or a related speed related to the rotational speed of the drive shaft. Controlling the internal combustion engine and the motoring means so that the internal combustion engine is motored and started by an output from the motoring means of a driving force based on a speed change rate that is a change amount per unit time of
This is the gist.

  In the vehicle control method according to the present invention, when the start instruction of the internal combustion engine is given when the driving force is limited when the output of the driving force from the electric motor to the driving shaft is limited, the rotational speed of the driving shaft or the rotational speed of the driving shaft The internal combustion engine and the motoring means are controlled so that the internal combustion engine is motored and started by the output from the motoring means of the driving force based on the speed change rate which is a change amount per unit time of the related speed related to . As a result, the internal combustion engine can be motored and started by the motoring means without locking the drive shaft. In addition, if the internal combustion engine is motored and started by the output from the motoring means of the driving force with which the speed change rate does not become too large, the shock and vibration at the time of motoring and starting the internal combustion engine can be suppressed. it can. Here, the “related speed” includes the vehicle speed, the rotational speed of the rotating shaft of the electric motor connected to the drive shaft, and the like.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. The hybrid electronic control unit 70 outputs drive signals to the brakes 90a and 90b for applying a braking force to the drive wheels 63a and 63b through an output port. As described above, the hybrid electronic control unit 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. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, 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 is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly when an abnormality occurs in the motor MG2 while traveling in the motor operation mode, the motor 22 is motored by the motor MG1 to start the engine 22 and start it. The operation will be described. FIG. 2 is a flowchart showing an example of a start time control routine executed by the hybrid electronic control unit 70. This routine is executed when an abnormality has occurred in the motor MG2 during traveling in the motor operation mode and a start instruction for the engine 22 has been issued. Here, since the case where abnormality has occurred in motor MG2 is considered, torque is not output from motor MG2 to ring gear shaft 32a as a drive shaft.

  When the startup control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs the rotational speed Nr of the ring gear shaft 32a as the drive shaft and the rotational speed Ne of the engine 22 (step S100). Here, the rotational speed Nr of the ring gear shaft 32a is obtained by multiplying the vehicle speed V from the vehicle speed sensor 88 by the conversion factor k, or obtained by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. This can be input by writing it to a predetermined address in the RAM 76 and reading it. Note that the rotational speed Nm2 of the motor MG2 can be input from the motor ECU 40 by communication from a value calculated based on the rotational position of the rotor of the motor MG2 detected by the rotational position detection sensor 44. The rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input from the engine ECU 24 by communication.

  When the data is thus input, a torque command Tm1 * of the motor MG1 is set as a motoring torque for motoring the engine 22 (step S110). In the embodiment, the torque command Tm1 * of the motor MG1 is set by a motoring torque setting routine illustrated in FIG. 3 executed by the hybrid electronic control unit 70 in parallel with the start-up control routine of FIG. Was used. Hereinafter, the description of the start time control routine of FIG. 2 will be temporarily interrupted, and the motoring torque setting routine of FIG. 3 will be described.

  When the motor ring torque setting routine is executed, first, the rotational speed Nr of the ring gear shaft 32a as the drive shaft is input (step S300), and the torque command of the motor MG1 is based on the input rotational speed Nr of the ring gear shaft 32a. A maximum torque Tm1max of Tm1 * is set (step S310). Here, the rotational speed Nr of the ring gear shaft 32a is input in the same manner as the processing in step S100 of the start-up control routine of FIG. In the embodiment, the maximum torque Tm1max of the torque command Tm1 * of the motor MG1 is stored in advance as a maximum torque setting map in which the relationship between the rotational speed Nr of the ring gear shaft 32a and the maximum torque Tm1max is determined in advance. When a rotational speed Nr of 32a is given, the maximum torque Tm1max is derived and set from the stored map. An example of the maximum torque setting map is shown in FIG. As shown in the figure, the maximum torque Tm1max is set so as to decrease as the rotational speed Nr of the ring gear shaft 32a decreases within the range of the minimum torque or higher that allows the engine 22 to be motored to a rotational speed equal to or higher than the threshold Neref. It was. Here, the threshold value Neref is a rotation speed at which the fuel injection control and the ignition control of the engine 22 are started. The reason for setting the maximum torque Tm1max in this way will be described later.

  When the maximum torque Tm1max of the torque command Tm1 * of the motor MG1 is set in this way, a value 0 is set to the torque command Tm1 * of the motor MG1 (step S320), and then the torque command Tm1 * of the motor MG1 reaches the maximum torque Tm1max. Until the torque command Tm1 * is increased by the increase rate Tup and the torque command Tm1 * is set (steps S330 and S340). When the torque command Tm1 * of the motor MG1 exceeds the maximum torque Tm1max, the motor MG1 is set. The maximum torque Tm1max is set in the torque command Tm1 * (step S350), and the process waits for the rotational speed Ne of the engine 22 to exceed the threshold Neref (step S360). When the rotational speed Ne of the engine 22 reaches or exceeds the threshold value Neref, a process of setting the torque command Tm1 * by decreasing the decrease rate Tdown until the torque command Tm1 * of the motor MG1 reaches a value of 0 or less is executed (step S1). S370, S380), when the torque command Tm1 * of the motor MG1 reaches a value of 0 or less, the torque command Tm1 * is set to a value 0 (step S390), and the engine 22 waits for a complete explosion (step S400). Then, the motoring torque setting routine is terminated. Here, the increase rate Tup and the decrease rate Tdown are respectively the degree of increase and decrease of the torque command Tm1 *, the process of increasing the torque command Tm1 * by the increase rate Tup, and the torque command Tm1 * by the decrease rate Tdown. It is determined by the time interval for repeating the decreasing process. In the embodiment, the torque command Tm1 * of the motor MG1 set by the torque setting routine of FIG. 3 corresponds to a predetermined motoring pattern. That is, the predetermined motoring pattern is set using the maximum torque Tm1max that tends to decrease as the rotational speed Nr of the ring gear shaft 32a decreases. An example of the predetermined motoring pattern is shown in FIG. As shown in the figure, in the embodiment, the smaller the rotational speed Nr of the ring gear shaft 32a, the smaller the motoring torque is used to motor the engine 22. The motoring of the engine 22 using such motoring torque is because the inertia energy is relatively small and a certain amount of torque is output from the motor MG1 when the rotational speed Nr of the ring gear shaft 32a as the drive shaft is relatively low. When the ring gear shaft 32a acts as a drive shaft, the rotational speed deviation ΔNr of the ring gear shaft 32a tends to be larger than when the rotational speed Nr of the ring gear shaft 32a is relatively high, and the driver is shocked and vibrated. It is because it is thought that it becomes easy to make it feel.

  Returning to the description of the start-up control routine in FIG. When the torque command Tm1 * of the motor MG1 is set, the rotational speed deviation ΔNr is calculated by subtracting the current rotational speed Nr from the previous rotational speed (previous Nr) of the ring gear shaft 32a as the drive shaft (step S120). The rotation speed deviation ΔNr is compared with a threshold value Nrref (step S130). Here, the rotational speed deviation ΔNr is a change amount of the rotational speed Nr of the ring gear shaft 32a per time interval at which the process of step S120 is executed. The threshold value Nrref is used to determine whether or not the driver may feel a shock or vibration, and is determined according to the vehicle specifications. Now, it is considered that the motor 22 is motored and started by the motor MG1. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 at this time. In the figure, the left S-axis indicates the rotational speed of the sun gear 31 that is the rotational speed Nm1 of the motor MG1, the C-axis indicates the rotational speed of the carrier 34 that is the rotational speed Ne of the engine 22, and the R-axis indicates the rotational speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the speed Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Hereinafter, for convenience of explanation, in the figure, upward torque will be described as positive torque, and downward torque will be described as negative torque. As shown in the figure, when motoring the engine 22, a positive torque is output from the motor MG1, and this torque acts on the ring gear shaft 32a as a drive shaft as a negative torque via the power distribution and integration mechanism 30. . The torque acting on the ring gear shaft 32a increases as the torque output from the motor MG1 increases. Therefore, if a relatively large positive torque is output from the motor MG1 during forward traveling and the engine 22 is to be motored, a relatively large negative torque is applied to the ring gear shaft 32a in the direction of decreasing the rotational speed Nr of the ring gear shaft 32a. When the rotational speed Nr of the ring gear shaft 32a greatly changes per unit time due to this torque, the driver feels shock or vibration. The comparison between the rotational speed deviation ΔNr and the threshold value Nrref in step S130 is a process of determining whether or not there is a possibility of causing the driver to feel a shock or vibration.

  When the rotational speed deviation ΔNr is equal to or less than the threshold value Nrref, the value of the flag F is checked (step 140). When the flag F is 0, the torque command Tm1 * of the motor MG1 is transmitted to the motor ECU 40 (step S150). Here, the flag F is a flag that is set to a value of 0 as an initial value, and is set to a value of 1 when the rotational speed deviation ΔNr becomes greater than the threshold value Nrref when the motor 22 is motored by the motor MG1. Further, the motor ECU 40 that has received the torque command Tm1 * performs switching control of the switching element of the inverter 41 so that the motor MG1 is driven by the torque command Tm1 *.

  Next, the rotational speed Ne of the engine 22 is compared with a threshold value Neref (step S160), and when the rotational speed Ne of the engine 22 has not reached the threshold value Neref, the process returns to step S100. When the rotational speed Ne of the engine 22 reaches the threshold value Neref by outputting torque from the motor MG1 and motoring the engine 22 (step S160), instructions for fuel injection control and ignition control are transmitted to the engine ECU 24 (step S160). S170), it is determined whether or not the engine 22 has completely exploded (step S180). When the engine 22 has not completely exploded, the process returns to step S100, and when the engine 22 has completely exploded, the start-up control routine is terminated. .

  When the rotational speed deviation ΔNr is larger than the threshold value Nrref in step S130, that is, when the rotational speed deviation ΔNr becomes larger than the threshold value Nrref when the engine 22 is motored by the motor MG1, the driver may feel shock or vibration. At the same time, the flag F is set to 1 (step S190), and the torque obtained by subtracting the predetermined torque ΔT1 from the previous torque command Tm1 * of the motor MG1 is reset as the torque command Tm1 * of the motor MG1 (step S190). S200), the process after step S150 is executed. Here, the predetermined torque ΔT1 is determined by the time interval at which the process of step S200 is executed, the specification of the vehicle, and the like. As a result of the process in step S200, the torque command Tm1 * of the motor MG1 is set with a torque that is decreased by a predetermined torque ΔT1 while the rotational speed deviation ΔNr is greater than the threshold value Nrref.

  When the rotational speed deviation ΔNr becomes equal to or smaller than the threshold value Nrref (step S130), since the flag F is 1 in step S140, the torque command Tm1 * and the previous torque command (previous Tm1 *) of the motor MG1 set in step S110. ) Is reset as the torque command Tm1 * (step S210), and the processing after step S150 is executed. The process of step S210 is a torque command Tm1 that is limited to the torque command Tm1 * immediately before the rotational speed deviation ΔNr becomes equal to or less than the threshold value Nrref with respect to the torque command Tm1 * set by the torque command setting routine of FIG. It is a process to reset as *. As a result, the rotational speed deviation ΔNr is again greater than the threshold value Nrref, as compared to the case where the torque corresponding to the torque command Tm1 * of the predetermined motoring pattern is output from the motor MG1 after the rotational speed deviation ΔNr becomes equal to or less than the threshold value Nrref. It is possible to suppress the increase. As a result, the torque command Tm1 * of the motor MG1 hunts between the torque of the predetermined motoring pattern and the torque that limits the torque of the predetermined motoring pattern so that the rotational speed deviation ΔNr is equal to or less than the threshold value Nrref. Can be suppressed.

  FIG. 7 shows the time change of the torque command Tm1 * of the motor MG1, the rotational speed Nr of the ring gear shaft 32a, and the rotational speed deviation ΔNr when the motor MG1 motors the engine 22 in a state where the motor MG2 is abnormal. It is explanatory drawing which shows an example of a mode. In the figure, the solid line shows a state when the engine 22 is motored by the motor MG1 using the torque command Tm1 * where the rotational speed deviation ΔNr is equal to or less than the threshold value Nrref, and the dotted line shows the rotational speed deviation ΔNr as a comparative example. Regardless of the torque command Tm1 * set by the torque command setting routine of FIG. 3, the motor MG1 motors the engine 22 when it is motored. In the embodiment, as indicated by the solid line in the figure, when the engine 22 is instructed to start, the torque command Tm1 * of the motor MG1 is gradually increased. However, after the rotational speed deviation ΔNr exceeds the threshold value Nrref, the rotation speed is increased. A torque command Tm1 * is set so that the speed deviation ΔNr is equal to or less than the threshold value Nrref. As a result, even when the rotational speed deviation ΔNr exceeds the threshold value Nrref, it is possible to suppress the rotational speed deviation ΔNr from becoming larger than that which does not limit the torque command Tm1 * (see the dotted line in the figure). It is possible to suppress a person from feeling shock or vibration.

  According to the hybrid vehicle 20 of the embodiment described above, when an abnormality occurs in the motor MG2 and the engine 22 is instructed to start while traveling in the motor operation mode, the torque command Tm1 * of a predetermined motoring pattern is given. When the engine 22 is motored by the motor MG1 and started, and the rotational speed deviation ΔNr of the ring gear shaft 32a as the drive shaft becomes larger than the threshold Nrref while the engine 22 is being motored by the motor MG1. Since the engine 22 is motored by the motor MG1 using the torque command Tm1 * at which the rotational speed deviation ΔNr is equal to or less than the threshold value Nrref, the vehicle is stopped without locking the ring gear shaft 32a as the drive shaft. Without the motor MG1, the engine 22 is It is possible to start the engine 22 by controlling the rotation speed deviation ΔNr, and to suppress the shock and vibration when the engine 22 is motored and started by the motor MG1. In addition, since the predetermined motoring pattern is set using the maximum torque Tm1max that tends to decrease as the vehicle speed V decreases, the engine 22 can be motored and started more appropriately by the motor MG1 according to the vehicle speed V.

  In the hybrid vehicle 20 of the embodiment, the operation when the motor MG2 is abnormal and the engine 22 is motored and started by the motor MG1 while traveling in the motor operation mode has been described. However, the motor MG2 is abnormal. If the rotational speed Nr of the ring gear shaft 32a is approximately 0 when the engine 22 is instructed to start, the motor MG1 motorizes the engine 22 with the drive wheels 63a and 63b locked by the brakes 90a and 90b. Then, it may be started. Thereby, when the ring gear shaft 32a is substantially stopped from rotating, it is possible to further suppress a shock to the driver when the engine 22 is motored and started.

  In the hybrid vehicle 20 of the embodiment, the operation when the motor MG2 is abnormal and the motor MG1 starts motoring the engine 22 has been described. However, the torque output from the motor MG2 to the ring gear shaft 32a as the drive shaft is described. Is not limited to when the motor MG2 is abnormal.

  In the hybrid vehicle 20 of the embodiment, as exemplified in the maximum torque setting map of FIG. 4, the maximum torque Tm1max is set so as to decrease linearly as the vehicle speed V is low. The maximum torque Tm1max may be set so as to decrease in a curvilinear or stepwise manner, or a fixed value may be set as the maximum torque Tm1max regardless of the vehicle speed V.

  In the hybrid vehicle 20 of the embodiment, after the rotational speed deviation ΔNr becomes greater than the threshold value Nrref and thereafter the rotational speed deviation ΔNr becomes less than or equal to the threshold value Nrref, the motor MG1 immediately before the rotational speed deviation ΔNr becomes less than or equal to the threshold value Nrref. The torque command Tm1 * of the MG1 is set within a range equal to or less than the torque command Tm1 *, but the torque command Tm1 * of a predetermined motoring pattern may be set.

  In the hybrid vehicle 20 of the embodiment, the maximum torque Tm1max is set using the rotational speed Nr of the ring gear shaft 32a and a predetermined motoring pattern is set using this, but in addition to the rotational speed Nr of the ring gear shaft 32a, Alternatively or alternatively, the rotational speed deviation ΔNr of the ring gear shaft 32a as the drive shaft when the motor 22 is motored and started by the motor MG1 in the state in which an abnormality has occurred in the motor MG2 is learned and learned. The maximum torque Tm1max may be set using the result, and a predetermined motoring pattern may be set using the maximum torque Tm1max. In this way, a predetermined motoring pattern can be set based on the learning result.

  In the hybrid vehicle 20 of the embodiment, the rotation speed Nr of the ring gear shaft 32a as the drive shaft is used in steps S110 and S310, and the rotation speed deviation ΔNr is used in step S130. V and vehicle speed deviation ΔV (previous V−V) may be used. The rotational speed Nr of the ring gear shaft 32a is not limited to that calculated using the rotational speed Nm2 of the motor MG2 or the vehicle speed V, but is detected by a rotational speed detection sensor (not shown) that detects the rotational speed of the ring gear shaft 32a. It is good also as what uses a thing.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  Moreover, it is not limited to what is applied to such a hybrid vehicle, It is good also as what is applied to vehicles other than motor vehicles, such as a train, and it is good also as what is applied to the control method of vehicles including a motor vehicle.

  Here, the correspondence between the main elements of the embodiments and the modified examples 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 an “internal combustion engine”, the carrier 34 is connected to the crankshaft 26 of the engine 22, and the ring gear 32 is connected to the ring gear shaft 32 a as the drive shaft connected to the drive wheels 63 a and 63 b. The power distribution / integration mechanism 30 and the motor MG1 connected to the sun gear 31 of the power distribution / integration mechanism 30 correspond to “motor ring means”, and the motor MG2 connected to the ring gear shaft 32a as the drive shaft becomes “motor”. Correspondingly, when the motor MG2 malfunctions during traveling in the motor operation mode and the engine 22 is instructed to start, the rotational speed deviation ΔNr of the ring gear shaft 32a as the drive shaft is less than the threshold value Nrref. Place set using maximum torque Tm1max that tends to be smaller as V is lower A motoring pattern torque command Tm1 * is set and transmitted to the motor ECU 40, and when the rotational speed Ne of the engine 22 exceeds the threshold value Neref, the engine ECU 24 is instructed to perform fuel injection control and ignition control. When the rotational speed deviation ΔNr becomes larger than the threshold value Nrref while the motor 22 is being motored, a torque command Tm1 * that causes the rotational speed deviation ΔNr to be less than or equal to the threshold value Nrref is transmitted to the motor ECU 40 and the rotational speed Ne of the engine 22 is The hybrid electronic control unit 70 and the hybrid electronic control unit execute the start time control routine in FIG. 2 and the torque command setting routine in FIG. 3 for instructing the engine ECU 24 to perform fuel injection control and ignition control when the threshold value Neref is exceeded. Received from 70 The engine ECU 24 that performs fuel injection control and ignition control of the engine 22 based on an instruction received from the motor ECU 40 that controls the motor MG1 based on the torque command Tm1 * and the hybrid electronic control unit 70 serves as the “starting time control means”. Equivalent to. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, 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.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the starting time control routine performed by the electronic control unit for hybrid 70 of an Example. It is a flowchart which shows an example of the torque instruction | command setting routine performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for maximum torque setting. It is explanatory drawing which shows an example of a predetermined motoring pattern. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining each rotating element of the power distribution and integration mechanism 30. An example of a temporal change in the torque command Tm1 * of the motor MG1, the rotational speed Nr of the ring gear shaft 32a, and the rotational speed deviation ΔNr when the motor MG1 motors the engine 22 in a state where the motor MG2 is abnormal. It is explanatory drawing shown. 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.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90a, 90b brake, 230 rotor motor, 232 inner rotor 234 outer rotor , MG1, MG2 motors.

Claims (11)

An internal combustion engine;
Motoring means for motoring the internal combustion engine with an output of a driving force to a drive shaft coupled to the drive wheels;
An electric motor capable of inputting and outputting power to the drive shaft;
The output speed of the driving force from the electric motor to the drive shaft is restricted. When a start instruction for the internal combustion engine is issued when the drive force is limited, the rotational speed of the drive shaft or a related speed related to the rotational speed of the drive shaft. Start for controlling the internal combustion engine and the motoring means so that the internal combustion engine is motored and started by an output from the motoring means of a driving force based on a rate of change in speed per unit time. Time control means;
A vehicle comprising:   The start-up control means controls the motoring means so that a driving force of a predetermined motoring pattern for motoring the internal combustion engine is output from the motoring means, and during the control, 2. The means for controlling the motoring means so that when the speed change rate becomes larger than the predetermined change rate, the motoring means outputs a driving force with the speed change rate equal to or less than the predetermined change rate. Vehicle.   The starting-time control means, after the speed change rate becomes larger than the predetermined change rate and after the speed change rate becomes lower than the predetermined change rate again, the speed change rate becomes lower than the predetermined change rate again. The vehicle according to claim 2, wherein the vehicle is a means for controlling so that a driving force equal to or less than the immediately preceding driving force is output from the motoring means.   The predetermined motoring pattern is a pattern in which the maximum driving force output from the motoring means tends to decrease as the rotational speed of the drive shaft at the start of motoring of the internal combustion engine decreases. 3. The vehicle according to 3. A vehicle according to any one of claims 2 to 4,
Learning means for learning the speed change rate when the internal combustion engine is motored and started by the motoring means when the driving force is limited;
The predetermined motoring pattern is a pattern set using the learning result. A vehicle according to any one of claims 1 to 5,
A braking force applying means for applying a braking force to the drive wheel;
The start time control means applies a braking force to the drive wheel when the rotation speed of the drive shaft or the related speed is within a predetermined range including a value 0 when an instruction to start the internal combustion engine is given when the drive force is limited. Is a means for controlling the internal combustion engine, the motoring means and the braking force applying means so that the internal combustion engine is motored and started by the output of the driving force from the motoring means. vehicle.   The vehicle according to any one of claims 1 to 6, wherein the driving force is limited when an abnormality occurs in the electric motor.   The vehicle according to claim 7, wherein the start instruction of the internal combustion engine is an instruction given when an abnormality occurs in the electric motor.   The motoring means is connected to the drive shaft and is connected to the output shaft of the internal combustion engine so as to be rotatable independently of the drive shaft, and the drive shaft and the output shaft with input and output of electric power and power. The vehicle according to any one of claims 1 to 8, wherein the vehicle is power input / output means for inputting / outputting power to / from the power source.   The motoring means has three axes of the drive shaft, the output shaft, and the rotation shaft, and inputs / outputs power to the remaining shafts based on power input / output to / from any two of the three shafts. The vehicle according to claim 9, comprising: a three-axis power input / output unit configured to perform power generation and a generator capable of inputting / outputting power to / from the rotary shaft. A vehicle comprising: an internal combustion engine; motoring means for motoring the internal combustion engine with output of a driving force to a drive shaft coupled to drive wheels; and an electric motor capable of inputting and outputting power to the drive shaft. A control method,
The output speed of the driving force from the electric motor to the drive shaft is restricted. When a start instruction for the internal combustion engine is issued when the drive force is limited, the rotational speed of the drive shaft or a related speed related to the rotational speed of the drive shaft. Controlling the internal combustion engine and the motoring means so that the internal combustion engine is motored and started by an output from the motoring means of a driving force based on a speed change rate that is a change amount per unit time of
Vehicle control method.

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