JP2009234364A - Hybrid vehicle and control method thereof - Google Patents

Abstract

In a vehicle that travels by intermittently operating an internal combustion engine, shock at the start of the internal combustion engine is reduced.
When the crank angle CA is outside the range of an angle Aref1 before the top dead center and an angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22 after the operation of the engine 22 is stopped. Then, a torque obtained by multiplying the difference between the angle Tag at the predetermined target stop position and the crank angle CA by the gain k is set as the torque command Tm1 * of the motor MG1 (S330, S340), and the motor MG1 is driven. Thus, the stop position of the engine 22 is set within a range where the starting shock at the time of starting is small, that is, within the range of the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder. be able to.
[Selection] Figure 4

Description

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

Conventionally, as this type of hybrid vehicle, one that stops the engine so that the piston position in the engine becomes a neutral position when the engine is stopped has been proposed (for example, see Patent Document 1). In this hybrid vehicle, by stopping the engine so that the piston position becomes the neutral position, vibrations that occur when the engine is started next time are suppressed.
JP 2006-233841 A

  However, in the above-described hybrid vehicle, even if the engine is stopped at a desired crank angle, the engine may not be stopped at a desired crank position due to variations caused by conditions such as engine temperature and traveling conditions. . In this case, vibration generated when the engine is started cannot be suppressed.

  The main object of the hybrid vehicle and the control method thereof of the present invention is to reduce a shock at the start of the internal combustion engine in a vehicle that travels by intermittently operating the internal combustion engine.

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

The hybrid vehicle of the present invention
An internal combustion engine having a plurality of cylinders and a drive shaft connected to an axle and connected to an 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 Power power input / output means for inputting / outputting power to / from the drive shaft, an electric motor for inputting / outputting power to / from the drive shaft, power storage input / output means, and power storage means for exchanging power with the motor. A hybrid vehicle that travels with intermittent operation of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
A required driving force setting means for setting a required driving force required for traveling;
When the internal combustion engine is stopped along with the intermittent operation, the rotation detected after the operation of the internal combustion engine is stopped and the vehicle is driven by the driving force based on the set required driving force and the operation of the internal combustion engine is stopped. The internal combustion engine and the power power input / output means so that one of the cylinders of the internal combustion engine is within a predetermined range including a compression top dead center based on the position and does not overlap with a predetermined range of the other cylinders. Control means for controlling the electric motor;
It is a summary to provide.

  In the hybrid vehicle of the present invention, when the internal combustion engine is stopped along with the intermittent operation, the operation of the internal combustion engine is stopped and the vehicle is driven by the driving force based on the required driving force required for traveling and the operation of the internal combustion engine is stopped. After that, based on the rotational position of the output shaft of the internal combustion engine, the internal combustion engine is such that any cylinder of the internal combustion engine is within a predetermined range including the compression top dead center and does not overlap with the predetermined range in the other cylinders. And power power input / output means and a motor are controlled. That is, after the operation of the internal combustion engine is stopped, control is performed so that any cylinder of the internal combustion engine falls within a predetermined range including the compression top dead center. Here, the predetermined range is a predetermined range in which any cylinder of the internal combustion engine includes a compression top dead center and does not overlap with a predetermined range in the other cylinders, and is started when the internal combustion engine is started next. This is the range where the shock is reduced. For this reason, in the hybrid vehicle of the present invention, the start shock at the start of the internal combustion engine can be reduced.

  In such a hybrid vehicle of the present invention, when the predetermined automatic stop condition is satisfied, the control means travels with a driving force based on the set required driving force, and any one of the cylinders of the internal combustion engine has the predetermined predetermined force. The internal combustion engine, the power power input / output means and the electric motor are controlled so that the internal combustion engine stops within the range, and based on the detected rotational position after the operation of the internal combustion engine is stopped. When one of the cylinders of the internal combustion engine is within the predetermined range and the internal combustion engine is not stopped, the internal combustion engine travels with a driving force based on the set required driving force and also based on the detected rotational position. Means for controlling the internal combustion engine, the power drive input / output means and the electric motor so that any cylinder of the engine is within a predetermined range including compression top dead center; It can also be a shall. In this way, when stopping the operation of the internal combustion engine, any cylinder of the internal combustion engine can be within a predetermined range including the compression top dead center, and when stopping the operation of the internal combustion engine Even when one of the cylinders cannot fall within the predetermined range including the compression top dead center, after the operation of the internal combustion engine is stopped, any cylinder of the internal combustion engine includes the predetermined top dead center including the compression top dead center. Can be within range.

  Further, in the hybrid vehicle of the present invention, the power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and the rotating shaft of the generator. It is also possible to provide means including three-axis power input / output means for inputting / outputting power to / from the remaining shafts based on power input / output to / from any two of the shafts.

The hybrid vehicle control method of the present invention includes:
An internal combustion engine having a plurality of cylinders and a drive shaft connected to an axle and connected to an 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 Power power input / output means for inputting / outputting power to / from the drive shaft, an electric motor for inputting / outputting power to / from the drive shaft, power storage input / output means, and power storage means for exchanging power with the motor. A control method for a hybrid vehicle that travels with intermittent operation of the internal combustion engine,
When the internal combustion engine is stopped along with the intermittent operation, the output shaft is stopped after the operation of the internal combustion engine is stopped and the driving force based on the required driving force required for traveling is stopped and the operation of the internal combustion engine is stopped. The internal combustion engine and the power power input / output are set so that one of the cylinders of the internal combustion engine is within a predetermined range including a compression top dead center based on the rotational position of the cylinder and does not overlap with a predetermined range of the other cylinders. Controlling means and the motor;
It is characterized by that.

  In this hybrid vehicle control method, when the internal combustion engine is stopped due to intermittent operation, the operation of the internal combustion engine is stopped, the vehicle is driven with a driving force based on the required driving force required for traveling, and the operation of the internal combustion engine is stopped. After that, based on the rotational position of the output shaft of the internal combustion engine, the internal combustion engine is such that any cylinder of the internal combustion engine is within a predetermined range including the compression top dead center and does not overlap with the predetermined range of the other cylinders. And power power input / output means and a motor are controlled. That is, after the operation of the internal combustion engine is stopped, control is performed so that any cylinder of the internal combustion engine falls within a predetermined range including the compression top dead center. Here, the predetermined range is a predetermined range in which any cylinder of the internal combustion engine includes a compression top dead center and does not overlap with a predetermined range in the other cylinders, and is started when the internal combustion engine is started next. This is the range where the shock is reduced. For this reason, in the hybrid vehicle of the present invention, the start shock at the start of the internal combustion engine can be reduced.

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

  FIG. 1 is a block diagram showing the schematic configuration of a hybrid vehicle 20 as one embodiment of the present invention, and FIG. 2 is a block diagram showing the schematic configuration of an engine 22. 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 vehicle.

  The engine 22 is configured as an internal combustion engine having a plurality of cylinders (for example, six cylinders) capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and is cleaned by an air cleaner 122 as shown in FIG. The air thus sucked in through the throttle valve 124 and gasoline is injected from the fuel injection valve 126 to mix the sucked air and gasoline, and this mixture is sucked into the fuel chamber through the intake valve 128, The reciprocating motion of the piston 132 which is explosively burned by the electric spark from the spark plug 130 and pushed down by the energy is converted into the rotational motion of the crankshaft 26. Exhaust gas from the engine 22 is discharged to the outside air through a purification device (three-way catalyst) 134 that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx).

  The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as an engine ECU) 24. Signals from various sensors that detect the state of the engine 22 are input to the engine ECU 24 via an input port (not shown). For example, in the engine ECU 24, the crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the coolant temperature from the water temperature sensor 142 that detects the temperature of the coolant in the engine 22, and the pressure attached to the combustion chamber. The pressure in the cylinder from the sensor 143, the cam position from the cam position sensor 144 that detects the rotational position of the intake valve 128 that performs intake and exhaust to the combustion chamber and the camshaft that opens and closes the exhaust valve, and the opening of the throttle valve 124 are detected. The throttle position from the throttle valve position sensor 146, the intake air amount from the air flow meter 148 attached to the intake pipe, the intake air temperature from the temperature sensor 149 also attached to the intake pipe, etc. are input via the input port. Yes. Further, various control signals for driving the engine 22 are output from the engine ECU 24 via an output port (not shown). For example, the engine ECU 24 sends a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a control signal to the ignition coil 138 integrated with the igniter, and the intake valve 128. A control signal to the variable valve timing mechanism 150 whose opening / closing timing can be changed is output via the output port. Further, the engine ECU 24 communicates 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 outputs data related to the operating state of the engine 22 as necessary. . The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged 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 motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  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. Further, the battery ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charging / discharging current detected by the current sensor in order to manage the battery 50, and calculates the remaining capacity (SOC) and the battery temperature Tb. The input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the above. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input are set based on the remaining capacity (SOC) of the battery 50. It can be set by setting a correction coefficient for restriction and multiplying the basic value of the set input / output restrictions Win and Wout by the correction coefficient.

  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. 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 the operation when stopping the operation of the engine 22 and the operation when running the motor after stopping the operation of the engine 22 will be described. FIG. 3 is a flowchart showing an example of an engine stop time drive control routine executed by the hybrid electronic control unit 70, and FIG. 4 shows an example of a motor travel time drive control routine executed by the hybrid electronic control unit 70. It is a flowchart. In the engine stop drive control routine of FIG. 3, when a request for stopping the operation of the engine 22 is made, for example, the remaining capacity (SOC) of the battery 50 is greater than a predetermined remaining capacity that does not require charging, and the required power is set for engine stop. 4 is executed when a driver operates a motor travel switch (not shown). The motor travel time drive control routine shown in FIG. 4 is executed when the engine 22 is stopped. Is repeatedly executed every predetermined time (for example, every several msec) until the operation is started. For convenience of explanation, first, control when the engine is stopped will be described, and then control when the motor is running will be described.

  When the engine stop drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first transmits an engine stop command for stopping the operation of the engine 22 to the engine ECU 24 (step S100), and an accelerator pedal position sensor. Accelerator opening Acc from 84, brake pedal position BP from brake pedal position sensor 86, vehicle speed V from vehicle speed sensor 88, rotation speed Ne of engine 22, crank angle CA of crankshaft 26, in-cylinder pressure Pin, motor MG1 , MG2 rotation speeds Nm1, Nm2, input / output limits Win, Wout of the battery 50, and the like are input (step S110). Here, the rotational speed Ne and the crank angle CA of the engine 22 are the rotational speed Ne calculated based on the crank position detected by the crank position sensor 140 and the crank angle CA calculated as an angle from the reference angle. Is input from the engine ECU 24 by communication. As the in-cylinder pressure Pin, the one transmitted by the in-cylinder pressure detection routine described above is input. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The engine ECU 24 that has received the engine stop command stops the fuel injection control and the ignition control and stops the operation of the engine 22.

  When the data is input in this way, it should be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V. The required torque Tr * is set (step S120). In the embodiment, the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *. When the brake pedal position BP and the vehicle speed V are given, the corresponding required torque Tr * is derived and set from the stored map. FIG. 5 shows an example of the required torque setting map.

  Subsequently, it is determined whether or not the input rotational speed Ne of the engine 22 is smaller than a threshold value Nref described later (step S130), and when it is determined that the rotational speed Ne is not smaller than the threshold value Nref, the rotational speed Ne of the engine 22 is determined. Is set based on the torque command Tm1 * to be output from the motor MG1 (step S140). An example of the relationship between the torque command Tm1 * of the motor MG1 and the rotational speed Ne of the engine 22 is shown in FIG. As shown in the figure, the torque command Tm1 * is set so that the rotation of the engine 22 can be smoothly reduced by quickly passing through the rotation region (resonance band) of the engine 22 causing the resonance phenomenon. Here, the threshold value Nref is set as a rotational speed lower than the rotational speed at the lower limit of the resonance band, and the engine 22 is stopped at a predetermined target stop position when the rotational speed Ne reaches the threshold value Nref or less. Torque command Tm1 * is set.

  When the torque command Tm1 * of the motor MG1 is set in this way, the required torque Tr * is set based on the set torque command Tm1 *, the required torque Tr *, the gear ratio ρ of the power distribution and integration mechanism 30 and the gear ratio Gr of the reduction gear 35. A torque command Tm2tmp as a torque to be output from the motor MG2 to be output to the ring gear shaft 32a is set by the following equation (1) (step S160), and torque limits Tmin and Tmax of the motor MG2 are set by the following equations (2) and While calculating by (3) (step S170), the set temporary torque Tm2tmp is limited by torque limits Tmin and Tmax by the following equation (4) to set the torque command Tm2 * of the motor MG2 (step S180). FIG. 7 shows an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30 when the rotational speed Ne of the engine 22 is reduced by the torque from the motor MG1. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The arrow on the S axis indicates the torque output from the motor MG1 to reduce the rotational speed Ne of the engine 22, and the two arrows on the R axis indicate the torque that the torque output from the motor MG1 acts on the ring gear shaft 32a. The torque output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Equation (1) can be easily derived from this alignment chart.

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

  When the torque commands Tm1 * and Tm2 * for the motor MG1 are thus set, the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S190). The motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. .

  Then, it is determined whether or not the engine speed Ne is 0 (step S200). Now, since it is considered that it is determined in step S130 that the rotational speed Ne of the engine 22 is not smaller than the threshold value Nref, it is determined in step S200 that the rotational speed Ne is not 0, and the process returns to step S110 to repeat the process. .

  If it is determined in step S130 that the rotational speed Ne of the engine 22 has reached the threshold value Nref or less while repeating such processing, the engine 22 is stopped at a predetermined target stop position suitable for the next start of the internal combustion engine. A torque command Tm1 * for the motor MG1 is set based on the engine speed Ne and the crank angle CA (step S150), and the processes of steps S160 to S200 are executed using the set torque command Tm1 *. Here, the predetermined target stop position is within a predetermined range including the top dead center in the compression stroke of any cylinder of the engine 22 (range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center). This is a position where the starting shock when the engine 22 is started next is reduced. For example, 40 degrees can be used as the angle Aref1, and 10 degrees can be used as the angle Aref2. And 10 degrees before the top dead center can be used as the predetermined target stop position. An example of the relationship between the crank position and the longitudinal acceleration of the vehicle at the start is shown in FIG. As shown in the figure, the longitudinal acceleration at the start of the engine 22 is small in the range from 40 degrees before the top dead center in the compression stroke to 10 degrees after the top dead center, and increases outside this range. Therefore, if the engine 22 is stopped within such a range, the start shock when the engine 22 is started next time can be reduced.

  The above-described processing is repeated until the rotational speed Ne of the engine 22 reaches a value of 0. When the rotational speed Ne is determined to be a value of 0 in step S200, the engine stop drive control routine is terminated. Thus, the engine 22 can be stopped in the vicinity of a predetermined target stop position by setting and driving the torque command Tm1 * of the motor MG1 based on the rotational speed Ne of the engine 22 and the crank angle CA. FIG. 9 shows an example of changes over time in the rotational speed Ne of the engine 22, the torque Tm1 of the motor MG1, and the crank angle CA when the engine 22 is stopped. Since the friction of the engine 22 varies depending on the temperature of the engine 22, the temperature of the intake air, the air density, etc., the engine 22 cannot be stopped at the predetermined target stop position even if the engine stop driving control routine described above is executed. In particular, the engine 22 may stop outside the range from 40 degrees before top dead center to 10 degrees after top dead center in the compression stroke of any cylinder.

  When the engine 22 is stopped in this manner, the hybrid electronic control unit 70 repeatedly executes the motor travel time drive control routine illustrated in FIG. 4 so that the hybrid vehicle 20 of the embodiment travels by motor travel. When the motor driving control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, the crank angle CA of the crankshaft 26, and the motors MG1, MG2. Data necessary for control such as the rotational speeds Nm1, Nm2, input / output limits Win and Wout of the battery 50 are input (step S300), and the input accelerator opening Acc, brake pedal position BP, vehicle speed V and the required torque shown in FIG. Using the setting map, a required torque Tr * to be output to the ring gear shaft 32a as the drive shaft is set (step S310).

  Then, it is determined whether or not a predetermined time (for example, 3 seconds or 5 seconds) has elapsed since the operation of the engine 22 was stopped and the motor traveled (step S320). A value 0 is set to the torque command Tm1 * of the motor MG1 (step S340), and the torque command Tm2 * of the motor MG2 is processed using the set torque command Tm1 * by the same processing as steps S160 to S180 of the engine stop drive control routine. Is set (steps S360 to S380), the set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S390), and this routine is terminated. Now, considering that the value 0 is set as the torque command Tm1 *, the torque command Tm2 * of the motor MG2 is obtained by dividing the required torque Tr * by the gear ratio Gr of the reduction gear 35. What is limited by the input / output limits Win and Wout, basically a value calculated by Tr * / Gr is set.

  When a predetermined time has elapsed since the operation of the engine 22 was stopped and the motor traveled, the crank angle CA changed from the angle Aref1 before the top dead center in the compression stroke of any cylinder to the position after the top dead center. It is determined whether or not the angle is within the range of the angle Aref2 (step S330). When the crank angle CA is within this range, the torque command Tm1 * of the motor MG1 is set to 0 (step S340), and the set torque is set. By using the command Tm1 *, the torque command Tm2 * of the motor MG2 is set by the same processing as the steps S160 to S180 of the engine stop drive control routine (steps S360 to S380), and the set torque commands Tm1 * and Tm2 * are set to the motor ECU 40. (Step S390), and this routine ends.

  When the crank angle CA is outside the range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder, the difference between the angle Tag at the predetermined target stop position and the crank angle CA Is set as a torque command Tm1 * of the motor MG1 (step S350), and the motor MG2 is processed by the same processing as the steps S160 to S180 of the engine stop drive control routine using the set torque command Tm1 *. Torque command Tm2 * is set (steps S360 to S380), the set torque commands Tm1 * and Tm2 * are transmitted to motor ECU 40 (step S390), and this routine is terminated. Here, the magnitude of the gain k is set to such an extent that the crankshaft 26 of the engine 22 can be rotated by outputting the torque command Tm1 * set from the motor MG1, and the sign of the gain k is predetermined. The difference between the angle Tag at the target stop position and the crank angle CA is set to be canceled. Therefore, by driving the motor MG1 by the torque command Tm1 *, the stop position of the engine 22 is set within the range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder. be able to. When the crank angle CA is within the range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder by driving the motor MG1, the torque command Tm1 * of the motor MG1 Since the value 0 is set, the change of the stop position of the engine 22 by driving the motor MG1 is also stopped.

  During the execution of the motor driving control, the accelerator pedal 83 is greatly depressed and the required power required for the vehicle (required torque Tr * × the rotational speed Nr of the ring gear shaft 32a) increases. When the vehicle speed V increases, when the remaining capacity (SOC) of the battery 50 decreases and charging is required, an engine start drive control routine (not shown) is executed and the engine 22 is started. Thereafter, a drive control routine during engine operation (not shown) is executed to perform drive control during travel.

  According to the hybrid vehicle 20 of the embodiment described above, after the operation of the engine 22 is stopped, the crank angle CA is changed from the angle Aref1 before the top dead center in the compression stroke of any cylinder of the engine 22 to the top dead center. When it is out of the range of the later angle Aref2, the motor MG1 is driven by setting the torque obtained by multiplying the difference between the angle Tag at the predetermined target stop position and the crank angle CA by the gain k as the torque command Tm1 * of the motor MG1. The stop position of the engine 22 can be set within the range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22. As a result, the starting shock when the engine 22 is started next time can be reduced. In addition, when the operation of the engine 22 is stopped, the crank angle CA is a predetermined target in a range from an angle Aref1 before the top dead center to an angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22. Since control is performed so that the operation of the engine 22 is stopped at the stop position, the frequency at which the stop position of the engine 22 is changed while the motor is running after the operation of the engine 22 is stopped can be reduced.

  In the hybrid vehicle 20 of the embodiment, when the operation of the engine 22 is stopped, the crank angle CA is changed from the angle Aref1 before the top dead center in the compression stroke of any cylinder of the engine 22 to the angle Aref2 after the top dead center. Although control is performed so that the operation of the engine 22 stops at a predetermined target stop position within the range, when the operation of the engine 22 is stopped, control for stopping the engine 22 at the predetermined target stop position is not performed. Good.

  Although the hybrid vehicle 20 of the embodiment has been described using a 6-cylinder engine, a 4-cylinder engine, a 6-cylinder engine, an 8-cylinder engine, or a 12-cylinder engine may be used. In any case, if the range from the angle Aref1 before the top dead center to the angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22 does not overlap with a similar range of the other cylinders. Good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) 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.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to an “internal combustion engine”, the power distribution and integration mechanism 30 and the motor MG1 correspond to “power power input / output means”, the motor MG2 corresponds to “electric motor”, and the battery 50 corresponds to “ 3 corresponds to the “power storage means”, the crank position sensor 140 corresponds to the “rotational position detection means”, and sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V. The hybrid electronic control unit 70 that executes the process of step S120 and the process of step S310 of the drive control routine during motor travel of FIG. 4 corresponds to “required driving force setting means”. When the operation of the engine 22 is stopped, the crank angle CA is a predetermined target in a range from an angle Aref1 before the top dead center to an angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22. A stop control signal for the engine 22 is transmitted to the engine ECU 24 so that the operation of the engine 22 stops at the stop position, and torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set and transmitted to the motor ECU 40. After the top dead center is executed from the angle Aref1 before the top dead center in the compression stroke of one of the cylinders of the engine 22 during the motor running after the hour drive control routine is executed and the operation of the engine 22 is stopped When the angle is outside the range of the angle Aref2, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft. And a torque command Tm1 for the motors MG1 and MG2 so that the torque obtained by multiplying the difference between the angle Tag at the predetermined target stop position and the crank angle CA by the gain k is output from the motor MG1 and the stop position of the engine 22 is changed. The hybrid electronic control unit 70 that executes the motor travel time drive control routine of FIG. 4 that sets *, Tm2 * and transmits it to the motor ECU 40, and receives the stop control signal of the engine 22 and performs fuel injection control on the engine 22 The engine ECU 24 that stops the ignition control and the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * and drives the motors MG1 and MG2 correspond to “control means”. Further, the motor MG1 corresponds to a “generator”, and the power distribution and integration mechanism 30 corresponds to a “3-axis power input / output unit”. The anti-rotor motor 230 also corresponds to “power power input / output means”.

  Here, the “internal combustion engine” is not limited to an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine, It may be 4 cylinders, 6 cylinders, 8 cylinders, 12 cylinders, or the like. The “power / power input / output means” is not limited to a combination of the power distribution and integration mechanism 30 and the motor MG1 or to the rotor motor 230, but is connected to the drive shaft and independent of the drive shaft. As long as it is connected to the output shaft of the internal combustion engine so as to be able to rotate and input / output power and power to / from the drive shaft and the output shaft, any power may be used. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor as long as it can input and output power to the drive shaft, such as an induction motor. . The “power storage means” is not limited to the battery 50 as a secondary battery, and may be anything as long as it can exchange electric power with a generator, such as a capacitor. The “rotational position detecting means” is not limited to the crank position sensor 140, and any means that detects the rotational position of the output shaft of the internal combustion engine may be used. The “required driving force setting means” is not limited to the one that sets the required torque Tr * based on the accelerator opening Acc and the vehicle speed V, but sets the required torque based only on the accelerator opening Acc. If the required driving force required for traveling is set, such as those for which the required torque is set based on the traveling position on the traveling route, such as those for which the driving route is set in advance I do not care. The “control means” is not limited to the combination of the hybrid electronic control unit 70, the engine ECU 24, and the motor ECU 40, and may be configured by a single electronic control unit. As the “control means”, when the operation of the engine 22 is stopped, the crank angle CA is changed from an angle Aref1 before the top dead center to an angle Aref2 after the top dead center in the compression stroke of any cylinder of the engine 22. The engine 22 and the motors MG1 and MG2 are controlled so that the operation of the engine 22 is stopped at a predetermined target stop position within the range of. When the cylinder is outside the range of the angle Aref1 before the top dead center and the angle Aref2 after the top dead center in the compression stroke of the cylinder, the required torque Tr * is output to the ring gear shaft 32a as the drive shaft and travels. A torque obtained by multiplying the difference between the angle Tag at the target stop position and the crank angle CA by the gain k is output from the motor MG1. Is not limited to controlling the motors MG1 and MG2 so that the stop position of the engine 22 is changed. When the operation of the engine 22 is stopped, the engine 22 is not controlled to stop at a predetermined target stop position. For example, when stopping the internal combustion engine with intermittent operation, the internal combustion engine is stopped and the internal combustion engine is stopped after traveling with the driving force based on the required driving force required for traveling. Based on the rotational position of the output shaft of the engine, the internal combustion engine and the power are switched on so that one of the cylinders of the internal combustion engine has a predetermined range including the compression top dead center and does not overlap with the predetermined range of the other cylinders. Any device that controls the output means and the electric motor may be used. The “generator” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of generator such as an induction motor that can input and output power. The “three-axis power input / output means” is not limited to the power distribution / integration mechanism 30 described above, but includes four or more shafts using a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms. Any one of the three axes connected to the three axes of the drive shaft, the output shaft, and the rotating shaft of the generator, such as those connected to the motor and those having a different operation action from the planetary gear such as a differential gear As long as the power is input / output to / from the remaining shafts based on the power input / output to / from the power source, any method may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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 is applicable to the hybrid vehicle manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. 2 is a configuration diagram showing an outline of a configuration of an engine 22. FIG. It is a flowchart which shows an example of the drive control routine at the time of an engine stop performed by the hybrid electronic control unit 70 of an Example. It is a flowchart which shows an example of the drive control routine at the time of the motor driving | running | working performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the relationship between torque instruction Tm1 * of the motor MG1 and the rotation speed Ne of the engine 22. It is explanatory drawing which shows an example of the alignment chart for demonstrating dynamically the rotational element of the power distribution integration mechanism 30 at the time of reducing the rotation speed Ne of the engine. It is explanatory drawing which shows an example of the relationship between a crank position and the longitudinal acceleration of the vehicle at the time of starting. It is explanatory drawing which shows the mode of the rotation speed Ne of the engine 22 at the time of stopping the engine 22, the output torque Tm1 of the motor MG1, the correction coefficient k, and the crank angle CA with time. 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, 122 air cleaner, 124 throttle valve, 126 fuel injection valve, 128 intake valve, 130 spark plug, 132 piston, 134 purification device, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 143 pressure sensor, 144 cam position sensor, 146 throttle valve position sensor, 148 air flow meter, 149 temperature sensor 150 variable valve timing mechanism, 230 rotor motor, 232 inner rotor, 234 outer row Motor, MG1, MG2 motor.

Claims (4)

An internal combustion engine having a plurality of cylinders and a drive shaft connected to an axle and connected to an 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 Power power input / output means for inputting / outputting power to / from the drive shaft, an electric motor for inputting / outputting power to / from the drive shaft, power storage input / output means, and power storage means for exchanging power with the motor. A hybrid vehicle that travels with intermittent operation of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
A required driving force setting means for setting a required driving force required for traveling;
When the internal combustion engine is stopped along with the intermittent operation, the rotation detected after the operation of the internal combustion engine is stopped and the vehicle is driven by the driving force based on the set required driving force and the operation of the internal combustion engine is stopped. The internal combustion engine and the power power input / output means so that one of the cylinders of the internal combustion engine is within a predetermined range including a compression top dead center based on the position and does not overlap with a predetermined range of the other cylinders. Control means for controlling the electric motor;
A hybrid car with   When stopping the internal combustion engine with intermittent operation, the control means travels with a driving force based on the set required driving force, and any one of the cylinders of the internal combustion engine falls within the predetermined range. Any one of the internal combustion engines is controlled based on the rotation position detected after the operation of the internal combustion engine is stopped by controlling the internal combustion engine, the power power input / output means and the electric motor to stop the engine. When the cylinder is within the predetermined range and the internal combustion engine is not stopped, the vehicle travels by the driving force based on the set required driving force, and any cylinder of the internal combustion engine moves based on the detected rotational position. 2. The hybrid vehicle according to claim 1, wherein said hybrid vehicle is means for controlling said internal combustion engine, said power drive input / output means and said electric motor so as to be within a predetermined range including compression top dead center.   The power power input / output means is connected to three axes of a generator capable of inputting / outputting power, the drive shaft, the output shaft, and a rotating shaft of the generator, and any two of the three shafts The hybrid vehicle according to claim 1 or 2, further comprising: a three-axis power input / output means for inputting / outputting power to / from the remaining shaft based on the input / output power. An internal combustion engine having a plurality of cylinders and a drive shaft connected to an axle and connected to an 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 Power power input / output means for inputting / outputting power to / from the drive shaft, an electric motor for inputting / outputting power to / from the drive shaft, power storage input / output means, and power storage means for exchanging power with the motor. A control method for a hybrid vehicle that travels with intermittent operation of the internal combustion engine,
When the internal combustion engine is stopped along with the intermittent operation, the output shaft is stopped after the operation of the internal combustion engine is stopped and the driving force based on the required driving force required for traveling is stopped and the operation of the internal combustion engine is stopped. The internal combustion engine and the power power input / output are set so that one of the cylinders of the internal combustion engine is within a predetermined range including a compression top dead center based on the rotational position of the cylinder and does not overlap with a predetermined range of the other cylinders. Controlling means and the motor;
A control method for a hybrid vehicle.

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