JP2013129260A - Hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more control giving the unpleasantness to a driver when cranking of an engine.SOLUTION: When the engine is started, the cranking torque Tcr to crank the engine is set to the temporary torque Tm1tmp of the motor MG1 (S110). The sum of the value obtained by multiplying the pulsating torque τe of the engine by a damping gain k1 and reversed the sign, and the value obtained by multiplying the rotation speed after filter FNm1 extracted the predetermined frequency component of rotation speed Nm1 of the motor MG1 by the damping gain k2 and reversed the sign is set to the damping torque Tv (S180). The motor is controlled so that the sum of the temporary torque Tm1tmp and the damping torque Tv may output from the motor (S200).

Description

  The present invention relates to a hybrid vehicle, and more specifically, an engine, a first motor, and a first rotating element connected to a drive shaft coupled to an axle and a second rotating element via a torsion element on an output shaft of the engine. Can be connected to the planetary gear in which the third rotating element is connected to the rotating shaft of the first motor, the second motor having the rotating shaft connected to the driving shaft, and the first motor and the second motor. And a hybrid battery.

  Conventionally, in this type of hybrid vehicle, an engine, a first motor, a carrier is connected to the output shaft of the engine via a damper, a sun gear is connected to the rotating shaft of the first motor, and further connected to the axle. A power distribution and integration mechanism in which a ring gear is connected to the drive shaft, a second motor capable of inputting and outputting power to the drive shaft, and a battery that exchanges power with the first motor and the second motor, and cranking the engine When starting the engine, the torque pulsation generated when the engine is cranked is set as the pulsation torque, and the damping torque for suppressing the torque pulsation is set based on the set pulsation torque. Set the resonance frequency that causes the torsional resonance of the damper and extract the resonance frequency component from the pulsating torque to the bandpass filter. A filter component is calculated by calculating the resonance component and driving the first motor so as to output a torque obtained by subtracting the resonance component from the sum of the cranking torque and the damping torque. (For example, refer to Patent Document 1). In this hybrid vehicle, when the engine is cranked by this control, vibration caused by torque pulsation of the engine and vibration caused by the torsional resonance of the damper are suppressed, thereby preventing the driver from feeling uncomfortable.

JP 2010-64563 A

  In such a hybrid vehicle, the engine can be cranked and started by the first motor in a manner different from the above-described method in order to further suppress the driver from feeling uncomfortable due to engine vibration during engine cranking. Is one of the issues.

  The main purpose of the hybrid vehicle of the present invention is to further suppress discomfort to the driver during engine cranking.

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

The hybrid vehicle of the present invention
A first rotating element is connected to an engine, a first motor, and a drive shaft connected to an axle, and a second rotating element is connected to an output shaft of the engine via a torsion element. A planetary gear having a third rotating element connected to the rotating shaft, a second motor having a rotating shaft connected to the drive shaft, a battery capable of exchanging electric power with the first motor and the second motor, and the engine When a start instruction is issued, a sum of a cranking torque for cranking the engine and a damping torque for suppressing vibration of the engine is output from the first motor, and the engine is cranked. In a hybrid vehicle comprising start-up control means for controlling the engine and the first motor to be ranked and started,
The start-up control means controls a torque that is a sum of a first torque for suppressing the pulsating torque of the engine and a second torque for suppressing a predetermined frequency component of rotation fluctuation of the first motor. It is a means to set the vibration torque,
This is the gist.

  In the hybrid vehicle of the present invention, when an engine start instruction is issued, the sum of the cranking torque for cranking the engine and the damping torque for suppressing engine vibration is output from the first motor. In order to control the engine and the first motor so that the engine is cranked and started, the first torque for suppressing the pulsating torque of the engine and the predetermined frequency component of the rotation fluctuation of the first motor are suppressed. The sum of the second torque and the damping torque is set. Here, the “predetermined frequency component” is a frequency (for example, 12 Hz, 14 Hz, or the like) that appears in rotational fluctuation of the first motor without completely canceling the engine vibration when the first torque is set as the damping torque. 16 Hz). Therefore, by setting the sum of the first torque and the second torque as the damping torque, the second torque can further suppress the engine torque that cannot be canceled by the first torque. It is possible to further suppress discomfort to the driver during cranking.

  In such a hybrid vehicle of the present invention, the first torque is a torque for canceling the torque obtained by multiplying the pulsation torque of the engine by the first damping gain, and the second torque is the rotation of the first motor. The torque for canceling the torque obtained by multiplying the predetermined frequency component of the fluctuation by the second damping gain can also be used. In the hybrid vehicle of this aspect, the first damping gain is a gain set according to whether the vehicle is running or stopped, the initial crank angle of the engine (crank angle at the start of cranking), and the engine speed. Can also be.

  In the hybrid vehicle of the present invention, the predetermined frequency component of the rotation fluctuation of the first motor is a component obtained by applying a band-pass filter that passes the predetermined frequency band to the rotation speed of the first motor. It can also be.

  Further, in the hybrid vehicle of the present invention, the start time control means may be means for setting the first torque to the damping torque when the rotation speed of the first motor is not normal. .

  In addition, in the hybrid vehicle of the present invention, the start time control means satisfies a vibration suppression control condition for executing vibration suppression control for outputting the vibration suppression torque from the motor in order to suppress vibration of the engine. If not, the cranking torque may be output from the first motor, and the engine and the first motor may be controlled so that the engine is cranked and started.

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 torque command setting routine at the time of starting performed by HVECU70 of an Example. FIG. 6 is an explanatory diagram showing an example of a relationship between an elapsed time tcr at the start of the engine 22, a temporary torque Tm1tmp of a motor MG1, and a rotational speed Ne of the engine 22. It is explanatory drawing which shows an example of the map for pulsation torque setting when the initial crank angle (theta) crset is 0 degree. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the drawing, the hybrid vehicle 20 of the embodiment includes an engine 22 that outputs power using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, an engine, and the like. A planetary gear in which a carrier is connected to a crankshaft 26 as an output shaft 22 via a damper 28 as a torsion element, and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37. 30, a motor MG1 configured as a synchronous generator motor and having a rotor connected to the sun gear of the planetary gear 30, a motor MG2 configured as a synchronous generator motor and connected to the drive shaft 36, and a motor MG1. , Inverter 41 for driving MG2 2, a motor electronic control unit (hereinafter referred to as a motor ECU) 40 that drives and controls the motors MG 1 and MG 2 by switching control of switching elements (not shown) of the inverters 41 and 42, and a lithium ion secondary battery, for example. A battery 50 that exchanges electric power with motors MG1 and MG2 via inverters 41 and 42, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 that manages battery 50, and a hybrid electronic control that controls the entire vehicle. A unit (hereinafter referred to as HVECU) 70.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a water temperature that detects the crank angle θcr from the crank position sensor 23 that detects the rotational position of the crankshaft 26 and the coolant temperature of the engine 22. The cooling water temperature Tw from the sensor, the in-cylinder pressure Pin from the pressure sensor installed in the combustion chamber, the intake valve for intake and exhaust to the combustion chamber, and the cam position sensor for detecting the rotational position of the camshaft for opening and closing the exhaust valve The cam angle θca, the throttle opening TP from the throttle valve position sensor that detects the throttle valve position, the intake air amount Qa from the air flow meter attached to the intake pipe, and the intake air temperature from the temperature sensor also attached to the intake pipe Ta, air-fuel ratio sensor attached to the exhaust system An air-fuel ratio AF from the engine, an oxygen signal O2 from an oxygen sensor attached to the exhaust system, and the like are input via an input port, and various control signals for driving the engine 22 are input from the engine ECU 24, For example, a variable valve timing mechanism that can change the drive signal to the fuel injection valve, the drive signal to the throttle motor that adjusts the throttle valve position, the control signal to the ignition coil integrated with the igniter, and the opening and closing timing of the intake valve A control signal is output through the output port. The engine ECU 24 is in communication with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operation state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22 based on a signal from a crank position sensor 23 attached to the crankshaft 26.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, rotational positions from rotational position detection sensors 43 and 44 (for example, resolvers) that detect rotational positions of the rotors of the motors MG1 and MG2. The phase currents applied to the motors MG1 and MG2 detected by the current sensors (not shown) and θm1 and θm2 are input via the input ports, and the motor ECU 40 supplies the inverters 41 and 42 to the switching elements (not shown). A switching control signal or the like is output via the output port. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 also calculates the rotational angular velocities ωm1, ωm2 and the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on the rotational positions θm1, θm2 of the rotors of the motors MG1, MG2 from the rotational position detection sensors 43, 44. ing.

  Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. . The battery ECU 52 receives signals necessary for managing the battery 50, for example, an inter-terminal voltage Vb from a voltage sensor (not shown) installed between the terminals of the battery 50 and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor (not shown) attached to the battery 50, and the like are input. Send to. Further, in order to manage the battery 50, the battery ECU 52 is a power storage that is a ratio of the capacity of the electric power that can be discharged from the battery 50 at that time based on the integrated value of the charge / discharge current Ib detected by the current sensor. The ratio SOC is calculated, and 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 calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening degree from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. In the hybrid vehicle 20 of the embodiment, the shift position SP detected by the shift position sensor 82 is a parking position (P position) used during parking, a reverse position (R position) for reverse travel, and a neutral position (N position). ), A drive position (D position) for forward traveling and the like are prepared.

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque Tr * to be output to the drive shaft 36 is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is transmitted to the planetary gear 30 and the motor. The torque conversion operation mode in which the motor MG1 and the motor MG2 are driven and controlled so that the torque is converted by the MG1 and the motor MG2 and output to the drive shaft 36, and the sum of the required power and the power required for charging and discharging the battery 50 is met. Operation of the engine 22 is controlled so that power is output from the engine 22, and all or part of the power output from the engine 22 with charge / discharge of the battery 50 is torque generated by the planetary gear 30, the motor MG1, and the motor MG2. The required power is output to the drive shaft 36 with conversion. Charge-discharge drive mode for driving and controlling the motors MG1 and MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. The torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power is output to the drive shaft 36 with the operation of the engine 22. Since there is no substantial difference in control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque The travel power Pdrv * required for travel is calculated by multiplying Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed obtained by multiplying the rotational speed Nm2 of the motor MG2 and the vehicle speed V by the conversion factor). The power to be output from the engine 22 by subtracting the charge / discharge required power Pb * (positive value when discharging from the battery 50) of the battery 50 obtained from the calculated traveling power Pdrv * based on the storage ratio SOC of the battery 50 Is set as the required power Pe *. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And the target torque Te * are set, and the motor is controlled by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * is set, and the target rotational speed Ne * and target torque Te * are set. In its sent to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. By such control, it is possible to travel while outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 while operating the engine 22 efficiently. In this engine operation mode, the stop condition of the engine 22 such as when the required power Pe * of the engine 22 falls below the stop threshold Pstop defined as the upper limit of the range of the required power Pe * that should be stopped. When is established, the operation of the engine 22 is stopped and the operation mode is shifted to the motor operation mode.

  In the motor operation mode, the HVECU 70 sets a required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V, sets a value 0 to the torque command Tm1 * of the motor MG1, and sets the battery 50. The torque command Tm2 * of the motor MG2 is set and transmitted to the motor ECU 40 so that the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win, Wout. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. With such control, the engine 22 can travel by outputting the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50 with the engine 22 stopped. In this motor operation mode, the required power Pe * of the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the traveling power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the drive shaft 36. When the engine 22 is started, the engine 22 is started and the engine is operated when the engine 22 has reached a start threshold value Pstart or more, which is determined as the lower limit of the range of the required power Pe *. Enter mode.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started, the HVECU 70 is driven by the motor MG1 while the required torque Tr * is output to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set and transmitted to the motor ECU 40 so that the engine 22 is cranked, and the rotational speed Ne of the engine 22 is a predetermined rotational speed Nst (for example, 1000 rpm or 1200 rpm). When the above is reached, a start control signal is transmitted to the engine ECU 24 so that fuel injection control and ignition control are started. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The engine ECU 24 that has received the start control signal starts fuel injection control and ignition control of the engine 22.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when setting the torque command Tm1 * of the motor MG1 when the engine 22 is started will be described. FIG. 2 is a flowchart illustrating an example of a start time torque command setting routine executed by the HVECU 70 of the embodiment. This routine is repeatedly executed until the start of the engine 22 is completed after the start condition of the engine 22 is established.

  When the start time torque command setting routine is executed, the HVECU 70 first determines the crank angle θcr of the engine 22, the initial crank angle θcrset as the crank angle θcr at the start of cranking of the engine 22, the rotational speed Ne of the engine 22, A process of inputting data such as the rotation speed Nm1 of the motor MG1 and a stop flag F indicating whether or not the vehicle is stopped is executed (step S100). Here, the crank angle θcr of the engine 22 is detected by the crank position sensor 23 and input from the engine ECU 24 by communication. The initial crank angle θcrset of the engine 22 is input from the engine ECU 24 by communication from the engine ECU 24 when the routine is first executed (when the start condition of the engine 22 is satisfied) or immediately before that is detected by the crank position sensor 23. In addition, at the start of the first execution of this routine or immediately before that, a value calculated based on the rotational positions θm1 and θm2 of the rotors of the motors MG1 and MG2 is input from the motor ECU 40 by communication. Further, the rotational speed Ne of the engine 22 is calculated based on the crank angle θcr from the crank position sensor 23 and is input from the engine ECU 24 by communication. In addition, the rotational speed Nm1 of the motor MG1 is calculated based on the rotational position θm1 of the rotor of the motor MG1 detected by the rotational position detection sensor 43, and is input from the motor ECU 40 by communication. The stop flag F is set to a value of 0 when the vehicle is traveling, and is set to a value of 1 when the vehicle is stopped, and is input by reading the data written in a RAM (not shown).

  When the data is input in this way, the cranking torque Tcr for cranking the engine 22 is determined based on the input rotational speed Ne of the engine 22 and the elapsed time tcr from the start of cranking of the engine 22 by the motor MG1. The temporary torque Tm1tmp is set (step S110). FIG. 3 is an explanatory diagram showing an example of the relationship between the elapsed time tcr, the cranking torque Tcr, and the rotational speed Ne of the engine 22 when the engine 22 is started. As shown in the figure, a positive torque having a relatively large absolute value (increase the rotational speed Ne of the engine 22) is used immediately after time t1 when the start condition of the engine 22 is satisfied (start instruction is given). Torque) is set to the cranking torque Tcr, and the rotational speed Ne of the engine 22 is rapidly increased. Then, from the time t2 when the rotation speed Ne of the engine 22 passes through a resonance rotation speed band (for example, 400 rpm to 600 rpm) or the time required to pass through the resonance rotation speed band has elapsed, rate processing is used. The torque that can stably crank the engine 22 to a predetermined rotation speed Nst or more is set as the cranking torque Tcr, and the power consumption of the motor MG1 and the torque acting on the drive shaft 36 are reduced. Then, the cranking torque Tcr is set to 0 by using the rate process from the time t3 when the rotational speed Ne of the engine 22 reaches the predetermined rotational speed Nst.

  Subsequently, it is determined whether or not a vibration suppression control condition for executing vibration suppression control for suppressing vibration of the engine 22 by the motor MG1 is satisfied (step S120). In the embodiment, the crank angle θcr of the engine 22 can be input (the crank position sensor 23 is normal, and communication between the crank position sensor 23 and the engine ECU 24 and between the engine ECU 24 and the HVECU 70 can be performed normally). ) The torque limit Tm1lim of the motor MG1 based on the conditions, the temperature tmot1 of the motor MG1, the temperature tinv1 of the inverter 41, the temperature tcool of the cooling medium of the cooling system that cools the motors MG1 and MG2 and the inverters 41 and 42, etc. And the outside temperature Tout is a predetermined temperature Toutref (for example, −20 ° C., −20 ° C., −20 ° C., −20 ° C., −20 ° C. 15 ° C, The battery temperature Tb of the battery 50 is higher than a predetermined temperature Tbref (for example, −10 ° C., −5 ° C., 0 ° C., etc.) All conditions such as a condition that the engine 22 is not restarted, a condition that the elapsed time tcr is less than a predetermined time tcrref required for starting the engine 22 (for example, several hundred msec) are satisfied. In some cases, it is determined that the vibration suppression control condition is satisfied, and when at least a part is not satisfied, it is determined that the vibration suppression control condition is not satisfied.

  When it is determined that the vibration suppression control condition is not satisfied, the temporary torque Tm1tmp set in step S110 is set as the torque command Tm1 * and transmitted to the motor ECU 40 (step S130), and this routine is terminated. 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 *. Thereby, when the torque limit Tm1lim of the motor MG1 is limited with respect to the rated torque Tm1set, when the outside air temperature Tout is lower than the predetermined temperature Toutref, when the battery temperature Tb of the battery 50 is lower than the predetermined temperature Tbref, etc. By not executing the vibration suppression control by the motor MG1, there is a possibility that the driver feels discomfort due to the vibration of the engine 22, but the engine 22 can be started more reliably.

  When it is determined in step S120 that the vibration suppression control condition is satisfied, the pulsating torque τe of the engine 22 is set based on the initial crank angle θcrset and the crank angle θcr of the engine 22 (step S140). In the embodiment, the pulsation torque τe of the engine 22 is stored in a ROM (not shown) as a pulsation torque setting map in which the relationship between the crank angle θcr, the initial crank angle θcrset of the engine 22 and the pulsation torque τe is determined in advance through experiments and analysis. In addition, when the crank angle θcr and the initial crank angle θcrset of the engine 22 are given, the corresponding pulsation torque τe of the engine 22 is derived and set from the stored map. An example of the pulsation torque setting map when the initial crank angle θcrset is 0 ° is shown in FIG. Here, the pulsation torque τe of the engine 22 is set in consideration of the initial crank angle θcrset of the engine 22. Generally, the crank angle θcr of the engine 22 is set to the top dead center (TDC) after the cranking of the engine 22 is started. This is because the pulsation torque τe at the same crank angle θcr is different depending on the initial crank angle θcrset until it passes twice.

  Subsequently, based on the stop flag F, the initial crank angle θcrset of the engine 22, and the rotational speed Ne of the engine 22, a damping gain k1 used for setting the damping torque Tv for executing damping control is set. (Step S150). In this embodiment, the damping gain k1 can suppress the pulsating torque τe of the engine 22 more appropriately. In the embodiment, the stopping flag F, the initial crank angle θcrset of the engine 22, the rotational speed Ne of the engine 22 and the damping gain k1 are set. Is previously determined by experiment or analysis and stored as a vibration suppression gain setting map, and stored as a stop flag F, an initial crank angle θcrset of the engine 22 and a rotational speed Ne of the engine 22 are given. The corresponding damping gain k1 is derived from the map and set. In this vibration suppression gain setting map, the map is smaller when the vehicle is stopped than when the vehicle is traveling, and larger when the engine speed Ne is in the resonance speed range than when the engine speed is other. Accordingly, the damping gain k1 is set so that the pulsation torque τe of the engine 22 can be more appropriately suppressed in accordance with the initial crank angle θcrset of the engine 22. The damping gain k1 is made smaller than when traveling while the vehicle is stopped because the drive wheels 38a and 38b are locked by a hydraulic brake or a parking lock mechanism while the vehicle is stopped. This is because it is considered that the vibration of the engine 22 is difficult to be transmitted to the driver. Further, when the rotational speed Ne of the engine 22 is in the resonance rotational speed band, the damping gain k1 is increased as compared with other rotational speeds when the rotational speed Ne of the engine 22 is in the resonant rotational speed band. This is because the vibration of the engine 22 is likely to increase as compared with other rotational speeds.

  Next, it is determined whether or not the rotational speed Nm1 of the motor MG1 is normal (step S160). In this embodiment, this determination is based on whether the rotational position detection sensor 43 is normal (whether the rotational position θm1 of the rotor of the motor MG1 detected by the rotational position detection sensor 43 is within the normal range), the rotational position, Whether or not the signal from the detection sensor 43 has been interrupted for a predetermined time (whether or not the rotation position detection sensor 43 and the motor ECU 40 are disconnected, and the motor ECU 40 and the HVECU 70 are not disconnected). Judgment was made.

  When it is determined that the rotational speed Nm1 of the motor MG1 is normal, a filtering process using a band-pass filter for extracting a predetermined frequency component is applied to the rotational speed Nm1 of the motor MG1 to calculate the post-filtering rotational speed FNm1 (step) S170), as shown in the following equation (1), the sign obtained by multiplying the pulsation torque τe of the engine 22 by the damping gain k1 and inverting the sign, and the post-filter rotation speed FNm1 multiplied by the damping gain k2 The sum of the inverted torque and the inverted torque is set as the damping torque Tv (step S180), the calculated damping torque Tv is added to the temporary torque Tm1tmp of the motor MG1, and the torque command Tm1 * of the motor MG1 is calculated to calculate the motor ECU 40. (Step S200), and this routine is terminated. Here, the damping gain k2 can be a value determined in advance through experiments or analysis. In Expression (1), the first term “−k1 · τe” on the right side is a torque for suppressing the pulsation torque τe of the engine 22, and the second term “−k2 · FNm1” on the right side is the value of the motor MG1. This is a torque for suppressing a predetermined frequency component of the rotational speed Nm1. Further, the predetermined frequency component of the rotational speed Nm1 of the motor MG1 described above cancels the pulsating torque τe of the engine 22 when the first term “−k1 · τe” on the right side of the equation (1) is set to the damping torque Tv. This is a component of a frequency (for example, 12 Hz, 14 Hz, 16 Hz, or the like) that is assumed to appear in the rotational fluctuation of the motor MG1 without being limited.

  Tv = -k1 ・ τe-k2 ・ FNm1 (1)

  Here, the reason why the damping torque Tv is calculated by the equation (1) will be described. The equation of motion around the rotation of the motor MG1 includes the moment of inertia Im1 of the motor MG1, the differential value (dNm1 / dt) of the rotational speed Nm1 of the motor MG1, the torque τm1 of the motor MG1 (torque corresponding to the torque command Tm1 *), and the planetary gear 30. The gear ratio ρ (the number of teeth of the sun gear / the number of teeth of the ring gear) and the torque τc (torque corresponding to the pulsation torque τe of the engine 22) acting on the carrier of the planetary gear 30 are expressed by the following equation (2): Can do. As can be seen from the equation (2), the pulsation of the torque τc is generated as a pulsation at the rotational speed Nm1 of the motor MG1. For this reason, if the damping torque Tv is calculated using only the first term on the right side of the equation (1), the pulsation torque τe of the engine 22 cannot be offset and the vehicle is vibrated due to the surplus, causing the driver to feel uncomfortable. May give. On the other hand, in the embodiment, by calculating the damping torque Tv by the equation (1), the amount that cannot be canceled out by the first term on the right side (the amount that appears as the predetermined frequency component of the rotational speed Nm1 of the motor MG1). It can be suppressed by the second term on the right side, vibration of the engine 22 can be more sufficiently suppressed, and discomfort to the driver can be further suppressed.

  Im1 ・ dNm1 / dt = τm1 ＋ ρ ・ τc / (1 + ρ) (2)

  When it is determined in step S160 that the rotation speed Nm1 of the motor MG1 is not normal, the second term on the right side of the equation (1) cannot be used. The damping torque Tv is calculated using only one term (step S190), the calculated damping torque Tv is added to the temporary torque Tm1tmp of the motor MG1, and the torque command Tm1 * of the motor MG1 is calculated and transmitted to the motor ECU 40. (Step S200), this routine is finished.

  Tv = -k1 ・ τe (3)

  According to the hybrid vehicle 20 of the embodiment described above, when starting the engine 22, the cranking torque Tcr for cranking the engine 22 is set to the temporary torque Tm1tmp of the motor MG1, and the pulsating torque of the engine 22 is set. A product obtained by multiplying τe by a damping gain k1 and inverting the sign, and a product obtained by multiplying a post-filtering rotational speed FNm1 obtained by extracting a predetermined frequency component of the rotational speed Nm1 of the motor MG1 by a damping gain k2 and inverting the sign. Since the sum is set to the damping torque Tv and the motor MG1 is controlled so that the sum of the temporary torque Tm1tmp and the damping torque Tv is output from the motor MG1, the vibration of the engine 22 can be more sufficiently suppressed. This can further suppress discomfort to the driver.

  In the hybrid vehicle 20 of the embodiment, the damping gain k1 is set based on the stop flag F, the initial crank angle θcrset of the engine 22 and the rotation speed Ne of the engine 22, but the stop flag F and the engine 22 The damping gain k1 may be set based on one or two of the initial crank angle θcrset and the rotational speed Ne of the engine 22, or the damping gain k1 may be set as another parameter. Alternatively, a predetermined fixed value may be used as the vibration suppression gain k1.

  In the hybrid vehicle 20 of the embodiment, the pulsation torque τe of the engine 22 is set based on the initial crank angle θcrset and the crank angle θcr of the engine 22, but a system including the engine 22, the damper 28, the planetary gear 30, and the motor MG1. The pulsation torque τe of the engine 22 may be calculated using the equation of motion.

  In the hybrid vehicle 20 of the embodiment, the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 5, the drive shaft 36 transmits the power from the motor MG2. It may be connected to an axle (an axle connected to the wheels 39a and 39b in FIG. 5) different from the connected axle (the axle to which the drive wheels 38a and 38b are connected).

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “engine”, the motor MG1 corresponds to the “first motor”, the planetary gear 30 corresponds to the “planetary gear”, the motor MG2 corresponds to the “second motor”, and the battery 50 Corresponds to the “battery”, and when the engine 22 is instructed to start, the cranking torque Tcr for cranking the engine 22 is set to the temporary torque Tm1tmp of the motor MG1, and the pulsating torque τe of the engine 22 is damped. Damping the sum of the result obtained by multiplying the gain k1 by reversing the sign and the result obtained by multiplying the filtered rotation speed FNm1 obtained by extracting a predetermined frequency component of the rotation speed Nm1 of the motor MG1 by the vibration suppression gain k2 Torque Tv is set, and the sum of temporary torque Tm1tmp and damping torque Tv is output from motor MG1 and engine 22 controls the engine 22 and the motors MG1 to be started is cranked, the HVECU70 the engine ECU24 and the motor ECU40 corresponds to the "start control means".

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of hybrid vehicles.

  20,120 Hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a , 39b Wheel, 40 Motor electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation position detection sensor, 50 battery, 52 Battery electronic control unit (battery ECU), 70 Hybrid electronic control unit (HVECU) ), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake Dar position sensor, 88 vehicle speed sensor, MG1, MG2 motor.

Claims (1)

A first rotating element is connected to an engine, a first motor, and a drive shaft connected to an axle, and a second rotating element is connected to an output shaft of the engine via a torsion element. A planetary gear having a third rotating element connected to the rotating shaft, a second motor having a rotating shaft connected to the drive shaft, a battery capable of exchanging electric power with the first motor and the second motor, and the engine When a start instruction is issued, a sum of a cranking torque for cranking the engine and a damping torque for suppressing vibration of the engine is output from the first motor, and the engine is cranked. In a hybrid vehicle comprising start-up control means for controlling the engine and the first motor to be ranked and started,
The start-up control means controls a torque that is a sum of a first torque for suppressing the pulsating torque of the engine and a second torque for suppressing a predetermined frequency component of rotation fluctuation of the first motor. It is a means to set the vibration torque,
Hybrid car.