JP2006315510A - Power output device and its control method, and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress an abnormal sound and vibration generated when a gear backlash is eliminated at the start of an internal combustion engine, and to smoothly start the internal combustion engine. <P>SOLUTION: When a quick start of the engine 22 by a driver is not demanded, torque which gradually increases is set to a torque command Tm1* for motoring the engine and the gear backlash of a gear mechanism etc., is eliminated. After the engine is stably rotated at a frequency lower than a resonance rotational frequency zone, large torque is set to the torque command Tm1* for motoring and the rotational frequency Ne of the engine is abruptly increased, so that the engine is started. Consequently, the abnormal sound and vibration generated during the backlash elimination can be suppressed and the engine can smoothly be started. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output apparatus, a control method thereof, and an automobile.

Conventionally, this type of power output apparatus includes an engine, a planetary gear having a carrier connected to a crankshaft of the engine and a ring gear connected to a drive shaft, a first motor connected to a sun gear of the planetary gear, and a drive. A second motor that outputs power to the shaft has been proposed, and when the engine is started, the first motor is used to motor the engine (see, for example, Patent Document 1). In this device, the torque output from the first motor is increased in cold weather when the viscosity of the lubricating oil that lubricates the machine part increases and the engine speed is not increased rapidly even if the engine is motored using the first motor. Power consumption in the first motor is increased by increasing the torque slowly and lowering the maximum value of the torque, and starting ignition and fuel injection at a lower engine speed than at normal temperature. Is suppressed.
Japanese Patent Laid-Open No. 11-153075

  In the above-described power output device, the torque output from the first motor is slowly increased when the engine is started, so that the engine speed also increases slowly. For this reason, it may take a relatively long time to start the engine. In addition, there is a resonance speed band in which the device resonates in the middle of the engine speed reaching the engine speed at which engine ignition, fuel injection, etc. start. Therefore, if the engine speed is increased slowly, the resonance speed band There is a case where vibrations are generated due to an increase in the time of staying. In order to quickly start the engine or suppress the occurrence of vibration due to resonance, it is conceivable to increase the torque output from the first motor to increase the engine speed rapidly. If the number is rapidly increased, abnormal noise or vibration may occur due to gear backlash in a gear mechanism such as a planetary gear interposed between the first motor and the engine.

  It is an object of the power output device, the control method thereof, and the automobile of the present invention to suppress the generation of abnormal noise and vibration associated with backlash of gears. Another object of the power output apparatus, the control method thereof, and the automobile of the present invention is to suppress the resonance and start the internal combustion engine smoothly.

  The power output apparatus, the control method thereof, and the automobile of the present invention employ the following means in order to achieve at least part of the above-described object.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine;
When the internal combustion engine is instructed to start, the internal combustion engine is motored using the torque that gradually increases until the rotational speed detected by the rotational speed detection means reaches the first rotational speed, and the rotational speed is increased. The motoring means so that the internal combustion engine is rapidly motored at a second rotational speed larger than the first rotational speed after the rotational speed detected by the number detecting means reaches the first rotational speed. And a start-time control means for controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means;
It is a summary to provide.

  In the first power output apparatus of the present invention, when an instruction to start the internal combustion engine is given, the internal combustion engine is motored using a torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed. In addition, after the internal combustion engine reaches the first rotational speed, the internal combustion engine is quickly motored at a second rotational speed greater than the first rotational speed via the output shaft and the gear mechanism. The motoring means connected in this manner is controlled, and the internal combustion engine is controlled so that the internal combustion engine is started in accordance with the motoring of the internal combustion engine by the motoring means. In this way, since the internal combustion engine is motored using the torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed, the generation of abnormal noise and vibration accompanying gear backlash in the gear mechanism. Can be suppressed. Since the internal combustion engine is rapidly motored at a second rotational speed greater than the first rotational speed after the rotational speed of the internal combustion engine reaches the first rotational speed, the rotational speed of the internal combustion engine is smoothly adjusted. It can be raised and started.

  In the first power output apparatus of the present invention, the start time control means is configured such that the internal combustion engine is stabilized at the first rotational speed after the detected rotational speed reaches the first rotational speed. It is also possible to control the internal combustion engine so that it is quickly motored at the second rotational speed after it is confirmed that the motor rotates. In this way, the internal combustion engine can be motored and started at the second rotational speed more smoothly.

  Further, in the first power output device of the present invention, the start time control means causes the internal combustion engine to move at the first rotational speed after the detected rotational speed reaches the first rotational speed. It may be a means for controlling the internal combustion engine to be rapidly motored at the second rotational speed after being rotated for a predetermined time. In this way, the internal combustion engine can be motored and started at the second rotational speed more smoothly.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine;
When an instruction to start the internal combustion engine is issued, the internal combustion engine is motored by gradually increasing the torque until reaching a first torque at which the internal combustion engine can be motored at a first rotational speed. The motoring means for motoring the internal combustion engine using a second torque capable of motoring the internal combustion engine at a second rotation speed greater than the first rotation speed after reaching a torque of 1. And a start-time control means for controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means;
It is a summary to provide.

  In the second power output apparatus according to the present invention, when the internal combustion engine is instructed to start, the internal combustion engine is gradually increased in torque until reaching the first torque at which the internal combustion engine can be motored at the first rotational speed. The internal combustion engine is motored using a second torque capable of motoring the engine at a second rotation speed greater than the first rotation speed after the engine is motored and the first torque is reached. The motoring means connected to the output shaft of the internal combustion engine via a gear mechanism is controlled, and the internal combustion engine is controlled so that the internal combustion engine is started in accordance with the motoring of the internal combustion engine by the motoring means. Thus, since the torque output from the motoring means reaches the first torque at which the internal combustion engine can be motored at the first rotational speed, the internal combustion engine is motored by gradually increasing the torque. Occurrence of abnormal noise and vibration associated with backlash of gears in the mechanism can be suppressed. Further, after the torque output from the motoring means reaches the first torque, the internal combustion engine is used with the second torque capable of motoring the internal combustion engine at a second rotational speed greater than the first rotational speed. Since the engine is motored, the engine can be started by smoothly increasing the rotational speed of the internal combustion engine.

  In the second power output apparatus of the present invention, the start time control means confirms that the internal combustion engine rotates stably at the first rotational speed after reaching the first torque. To means for controlling the internal combustion engine to be motored using the second torque. In this way, the internal combustion engine can be motored and started more smoothly than the second rotational speed.

  Further, in the second power output apparatus of the present invention, after the start time control means reaches the first torque, it rotates the internal combustion engine for a predetermined time with the first torque. It may be a means for controlling the internal combustion engine to be motored using the second torque. In this way, the internal combustion engine can be motored and started more smoothly than the second rotational speed.

  In the first or second power output device of the present invention, the first rotational speed is a rotational speed smaller than a resonant rotational speed band, and the second rotational speed is a rotational speed larger than the resonant rotational speed band. It can also be. In this way, the rotational speed of the internal combustion engine quickly exceeds the resonance rotational speed band by motoring, and therefore vibration due to resonance that can occur when the rotational speed of the internal combustion engine slowly exceeds the resonant rotational speed band can be suppressed.

  In the first or second power output apparatus of the present invention, the start-up control means may be configured so that the internal combustion engine has a third rotational speed greater than a resonance rotational speed range after the rotational speed of the internal combustion engine reaches a third rotational speed. It may be a means for controlling the internal combustion engine to be started by performing fuel injection and ignition. By so doing, it is possible to suppress resonance with respect to the vibration of the first explosion of the internal combustion engine.

  In the first or second power output device of the present invention, as a part of the gear mechanism, a planetary gear mechanism in which three rotating elements are connected to three axes of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine. The motoring means may include a generator that inputs / outputs power to / from the rotating shaft and an electric motor that can input / output power to / from the drive shaft.

  The automobile of the present invention is the power output device of the present invention according to any one of the above-described aspects, that is, basically a power output device that outputs power to the drive shaft, and can output power to the drive shaft. An internal combustion engine; rotational speed detection means for detecting the rotational speed of the internal combustion engine; motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine; and the internal combustion engine When the start instruction is issued, the internal combustion engine is motored using a torque that gradually increases until the rotational speed detected by the rotational speed detection means reaches the first rotational speed, and the rotational speed detection means The motoring means is controlled so that the internal combustion engine is rapidly motored at a second rotational speed greater than the first rotational speed after the rotational speed detected by the first rotational speed reaches the first rotational speed. , The mode And a power output device that outputs power to the drive shaft. The power output device includes a start-up control device that controls the internal combustion engine so that the internal combustion engine is started by motoring of the internal combustion engine by the tapping device. An internal combustion engine capable of outputting power to the drive shaft, motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine, and a start instruction for the internal combustion engine. When the engine is made, the torque is gradually increased until the first torque at which the internal combustion engine can be motored at the first rotational speed is increased, and the internal combustion engine is motored and the first torque is reached. The motoring hand is adapted to motor the internal combustion engine using a second torque capable of motoring the internal combustion engine at a second rotational speed greater than the first rotational speed. And a start time control means for controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means. The gist is that it is connected to the shaft.

  In the automobile of the present invention, the first or second power output device of the present invention according to any one of the above-described aspects is mounted. Therefore, the effects exhibited by the first or second power output device of the present invention, for example, the gear It is possible to achieve the same effects as the effect of suppressing the generation of abnormal noise and vibration accompanying backlash and the effect of smoothly starting the engine by increasing the rotational speed of the internal combustion engine.

The control method of the first power output device of the present invention is:
A control method for a power output apparatus comprising: an internal combustion engine capable of outputting power to a drive shaft; and motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine. And
When the internal combustion engine is instructed to start, the internal combustion engine is motored using a torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed, and the rotational speed of the internal combustion engine is The motoring means is controlled so that the internal combustion engine is quickly motored at a second rotational speed greater than the first rotational speed after reaching the first rotational speed, and the motoring means The gist of the invention is to control the internal combustion engine so that the internal combustion engine starts with motoring of the internal combustion engine.

  In the control method for the first power output apparatus of the present invention, when the internal combustion engine is instructed to start, the internal combustion engine is controlled using a torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed. The output shaft and the gear of the internal combustion engine are motored so that the internal combustion engine is quickly motored at a second rotational speed greater than the first rotational speed after the rotational speed of the internal combustion engine reaches the first rotational speed. The motoring means connected through the mechanism is controlled, and the internal combustion engine is controlled so that the internal combustion engine is started in accordance with the motoring of the internal combustion engine by the motoring means. In this way, since the internal combustion engine is motored using the torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed, the generation of abnormal noise and vibration accompanying gear backlash in the gear mechanism. Can be suppressed. Since the internal combustion engine is rapidly motored at a second rotational speed greater than the first rotational speed after the rotational speed of the internal combustion engine reaches the first rotational speed, the rotational speed of the internal combustion engine is smoothly adjusted. It can be raised and started.

The control method of the second power output device of the present invention is:
A control method for a power output apparatus comprising: an internal combustion engine capable of outputting power to a drive shaft; and motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine. And
When an instruction to start the internal combustion engine is issued, the internal combustion engine is motored by gradually increasing the torque until reaching a first torque at which the internal combustion engine can be motored at a first rotational speed. The motoring means for motoring the internal combustion engine using a second torque capable of motoring the internal combustion engine at a second rotation speed greater than the first rotation speed after reaching a torque of 1. And controlling the internal combustion engine so that the internal combustion engine is started in accordance with the motoring of the internal combustion engine by the motoring means.

  In the control method for the second power output apparatus of the present invention, when the internal combustion engine is instructed to start, the torque is gradually increased until reaching the first torque at which the internal combustion engine can be motored at the first rotational speed. The internal combustion engine is motored using the second torque that can motor the internal combustion engine at a second rotation speed greater than the first rotation speed after reaching the first torque. The motoring means connected to the output shaft of the internal combustion engine via a gear mechanism is controlled so as to ring, and the internal combustion engine is controlled so that the internal combustion engine is started along with the motoring of the internal combustion engine by the motoring means. Thus, since the torque output from the motoring means reaches the first torque at which the internal combustion engine can be motored at the first rotational speed, the internal combustion engine is motored by gradually increasing the torque. Occurrence of abnormal noise and vibration associated with backlash of gears in the mechanism can be suppressed. Further, after the torque output from the motoring means reaches the first torque, the internal combustion engine is used with the second torque capable of motoring the internal combustion engine at a second rotational speed greater than the first rotational speed. Since the engine is motored, the engine can be smoothly started by rapidly increasing the rotational speed of the internal combustion engine.

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

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 according to the embodiment includes an engine 22, a planetary gear 30 in which a carrier 34 that rotates a pinion gear 33 through a damper 28 is connected to a crankshaft 26 as an output shaft of the engine 22, and a planetary gear 30. A motor MG1 capable of generating electricity connected to the sun gear 31, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the ring gear 32 of the planetary gear 30 via a reduction gear 35, and the entire hybrid vehicle 20 are controlled. The hybrid electronic control unit 70 is provided. The ring gear shaft 32a as a drive shaft is connected to the drive wheels 63a and 63b via a gear mechanism 60 and a differential gear 62, and the power output to the ring gear shaft 32a is used as power for traveling.

  The engine 22 is configured as an internal combustion engine capable of outputting power using a hydrocarbon-based fuel such as gasoline or light oil, and the air purified by an air cleaner 122 is passed through a throttle valve 124 as shown in FIG. Inhaled 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 and explosively burned by an electric spark from the spark plug 130. Thus, the reciprocating motion of the piston 132 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. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve Cam position, throttle position from throttle valve position sensor 146 for detecting the position of throttle valve 124, air flow meter signal AF from air flow meter 148 attached to the intake pipe, and temperature sensor also attached to the intake pipe Including an intake air temperature from a 49 is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as 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, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and outputs data related to the operation state of the engine 22 as necessary. .

  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 motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and the remaining capacity (SOC) for managing the battery 50 is calculated. Calculate calculated remaining capacity (SOC), battery temperature Tb, input / output limits Win and Wout, charge / discharge required power Pb *, which is a required value for charging / discharging the battery 50, and communicate data as necessary To output to the hybrid electronic control unit 70.

  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 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 MG1. And the motor MG2 convert the torque to be output to the ring gear shaft 32a. The torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 are obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Along with this, the required power is applied to the ring gear shaft 32a. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled so as to be powered, motor operation mode in which the operation of the engine 22 is stopped and operation corresponding to the power required by the motor MG2 is output to the ring gear shaft 32a. There is.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when starting the engine 22 when traveling in the motor operation mode will be described. FIG. 3 is a flowchart showing an example of a drive control routine during motor travel executed by the hybrid electronic control unit 70 when traveling in the motor operation mode, and FIG. 4 is an instruction for quickly starting the engine 22. FIG. 5 is a flowchart showing an example of a quick request start-up drive control routine executed by the hybrid electronic control unit 70. FIG. 5 is an instruction to start the engine 22 while suppressing the generation of abnormal noise and vibration. 7 is a flowchart showing an example of an abnormal vibration suppression start-up drive control routine that is sometimes executed by a hybrid electronic control unit. First, drive control up to immediately before starting the engine 22 when traveling in the motor operation mode using the drive control routine at the time of motor travel in FIG. 3 will be described, and then the engine 22 will be described with reference to FIGS. 4 and 5. The drive control during starting is described.

  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 from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the motors MG1 and MG2. A process of inputting data required for control, such as several Nm1, Nm2, charge / discharge required power Pb * required by the battery 50, input / output limits Win, Wout of the battery 50, is executed (step S100). Here, 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. To do. The charge / discharge required power Pb * and the input / output limits Win and Wout of the battery 50 are set based on the remaining capacity (SOC) of the battery 50 and input from the battery ECU 52 by communication.

  When the data is thus input, the required torque Tr * to 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 and the vehicle speed V. And the required power P * required for the vehicle is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power P * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  When the required torque Tr * and the required power P * are set, the torque command Tm1 * of the motor MG1 is set to 0 (step S120), and the input / output limits Win and Wout of the battery 50 are divided by the rotational speed Nm2 of the motor MG2. Then, torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 are calculated (step S130), and the required torque Tr * is divided by the gear ratio Gr of the reduction gear 35 to obtain a temporary motor torque Tm2tmp. (Step S140), the torque command Tm2 * of the motor MG2 is set as a value obtained by limiting the calculated temporary motor torque Tm2tmp with the torque limits Tmin and Tmax (step S150), and the set torque command Tm1 of the motors MG1 and MG2 is set. *, Tm2 * are transmitted to the motor ECU 40 (step S160).Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls 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 *. . FIG. 7 shows an example of a collinear diagram for dynamically explaining the rotational elements of the planetary gear 30 during motor travel. 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 multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. In the motor running, as shown in the figure, the engine 22 stops at a rotational speed of 0 due to compression work or the like, and the motor MG1 is rotated. Although it is not necessary to set a value of 0 to the torque command Tm1 * of the motor MG1 when the motor is running, in the embodiment, the motor MG1 is actively driven and controlled so that a torque of value 0 is output from the motor MG1. It was.

  Subsequently, the required power P * is compared with a threshold value Pref (step S170). Here, the threshold value Pref is used to determine the start of the engine 22, and the engine 22 can be operated relatively efficiently. Is set near the lower limit power. As described above, the required power P * is calculated as the sum of the required torque Tr * multiplied by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. Even when the remaining capacity (SOC) of the battery 50 is relatively sufficient, when the driver depresses the accelerator pedal 83 greatly, or when the remaining capacity (SOC) of the battery 50 is relatively sufficient and the driver Even when the accelerator pedal 83 is not depressed, when the vehicle speed V increases and the rotational speed Nr of the ring gear shaft 32a increases, the driver does not depress the accelerator pedal 83, the vehicle speed V decreases, and the rotational speed Nr of the ring gear shaft 32a. When the remaining capacity (SOC) of the battery 50 is low and a large charge / discharge required power Pb * is set, A value Pref or more. When the required power P * is less than the threshold value Pref, it is determined that starting of the engine 22 is unnecessary, the process returns to step S100, and the processes of steps S100 to S170 are repeated. This iterative process is motor running in the motor operation mode.

  On the other hand, when the required power P * is equal to or greater than the threshold value Pref, the required torque change amount ΔT is obtained by subtracting the currently set required torque Tr * from the required torque Tr * set in the previous step S110 by repeating the steps S100 to S170. The calculated required torque change amount ΔT is compared with the threshold value Tref (step S190). Here, the threshold value Tref is used to determine that the required torque Tr * has suddenly increased due to the driver's depression of the accelerator pedal 83. For example, the threshold value Tref is a value when the accelerator opening degree Acc changes suddenly by 20% or 30% or more. Can be set as follows. When the required torque change amount ΔT is equal to or greater than the threshold value Tref, it is determined that the engine 22 is requested to be started when the driver depresses the accelerator pedal 83, and that the quick start of the engine 22 is requested. 22 is instructed to start (step S200), the motor driving control routine is terminated, and when the requested torque change amount ΔT is less than the threshold value Tref, it is not a request to start the engine 22 due to depression of the accelerator pedal 83 by the driver. Therefore, it is determined that it is necessary to suppress the rattling noise and vibration that may occur when gears such as the planetary gear 30 are started when the engine 22 is started, and to suppress vibration due to resonance. 22 is instructed to start (step S210) and is driven when the motor is running. The control routine ends. In the embodiment, when the start of the engine 22 by the quick request start method is instructed, the quick request start drive control routine illustrated in FIG. 4 is executed to start the engine 22, and the engine 22 is started by the abnormal vibration suppression method. Is instructed, an abnormal noise suppression start-up drive control routine illustrated in FIG. 5 is executed, and the engine 22 is started.

  4 is executed, the CPU 72 of the hybrid electronic control unit 70 executes the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotation of the engine 22. Data necessary for control, such as the number Ne, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50, are input (step S300), and based on the input accelerator opening Acc and the vehicle speed V The required torque Tr * is set using the required torque setting map shown in FIG. 6 (step S310). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23a attached to the crankshaft 26, and is input from the engine ECU 24 by communication. Other inputs have been described above.

  Then, the torque command Tm1 * of the motor MG1 is derived and set from the quick start map using the rotation speed Ne of the engine 22 and the elapsed time t from the start of the start (step S320). The quick start map is a map in which the relationship between the torque command Tm1 * of the motor MG1 when starting the engine 22 quickly, the rotational speed Ne of the engine 22 and the elapsed time t from the start of starting is set. FIG. 8 shows an example of the quick start map. In the quick start map, as shown in FIG. 8, a relatively large torque is quickly set in the torque command Tm1 * using the rate process immediately after the time t11 when the start instruction of the engine 22 is given, and the rotational speed of the engine 22 is set. Increase Ne quickly. The engine 22 can be stably motored at the ignition start rotational speed Nfire or more at a time t14 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Here, the ignition start rotation speed Nfire is set to a rotation speed larger than the resonance rotation speed band, for example, 1000 rpm or 1200 rpm in the embodiment. Then, from time t15 when the engine speed Ne reaches the ignition start engine speed Nfire, the torque command Tm1 * is quickly set to the value 0 using rate processing, and from time t16 when the complete explosion of the engine 22 is determined. Is set to the torque command Tm1 *. In this way, immediately after the engine 22 is instructed to start, a large torque is set in the torque command Tm1 * of the motor MG1, and the engine 22 is motored, so that the engine 22 is quickly rotated to the ignition start rotational speed Nfire or more. Can be started.

  When the torque command Tm1 * of the motor MG1 is thus set, the power consumption of the motor MG1 obtained by multiplying the input / output limits Win and Wout of the battery 50 and the torque command Tm1 * of the set motor MG1 by the current rotation speed Nm1 of the motor MG1. The torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from (generated power) by the rotation speed Nm2 of the motor MG2 are calculated by the following equations (1) and (2): At the same time (step S330), using the required torque Tr *, torque command Tm1 *, and the gear ratio ρ of the planetary gear 30, a temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated by equation (3) (step S340). ), Limiting temporary motor torque Tm2tmp with torque limits Tmin, Tmax Value as to set the torque command Tm2 * of the motor MG2 (step S350), the torque command Tm1 * of the motor MG1, MG2 set, sends the Tm2 * to the motor ECU 40 (step S360). By setting the torque command Tm1 * of the motor MG1 and setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft while starting the engine 22 is set to the battery 50. Can be output as torque limited within the range of the input / output limits Win and Wout. FIG. 9 shows an example of a collinear diagram for dynamically explaining the rotational elements of the planetary gear 30 when starting the engine 22. Equation (3) can be easily derived from the alignment chart of FIG. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls 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 *. To do.

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

  Next, it is determined whether or not the rotational speed Ne of the engine 22 has reached the ignition start rotational speed Nfire (step S370), and when the rotational speed Ne of the engine 22 has not reached the ignition start rotational speed Nfire, the process returns to step S300. Steps S300 to S370 are repeated until the rotational speed Ne of 22 reaches the ignition start rotational speed Nfire. When the rotation speed Ne of the engine 22 reaches the ignition start rotation speed Nfire, it is confirmed that the value 1 is not set in the control start flag Ffire (step S380), and fuel injection control is started and ignition control is started. At the same time, a value 1 is set to the control start flag Ffire (step S390), and it is determined whether or not the engine 22 has completely exploded (step S395). When the engine 22 is not completely exploded, the process returns to step S300 and the processes of steps S300 to S395 are repeated. When the engine 22 is completely exploded, it is determined that the start of the engine 22 is completed, and this routine is terminated. When this routine is finished, a drive control routine (not shown) for running in the torque conversion operation mode or the charge / discharge operation mode for driving the engine 22 and the motors MG1, MG2 is executed. Therefore, detailed description thereof is omitted.

  The drive control at the start of the engine 22 when the start of the engine 22 is instructed by the abnormal noise suppression method in step S210 of the drive control routine at the time of motor traveling in FIG. 3 will be described. At this time, the hybrid electronic control unit 70 executes the abnormal noise suppression drive control routine of FIG. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first turns on the accelerator opening Acc, the vehicle speed V, the rotational speed Ne of the engine 22, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input of the battery 50. Data required for control such as output limits Win and Wout are input (step S400), and the required torque Tr * is set using the required torque setting map shown in FIG. 6 based on the input accelerator opening Acc and vehicle speed V. (Step S410), and the value of the backlash flag Fgt is checked (step S420). The backlash filling flag Fgt is used to determine whether or not the backlash of the gear mechanism such as the planetary gear 30 is completed when the engine 22 is started and the engine 22 is rotating stably at a low rotation. Is set to 0, and the value 1 is set in step S460 described later in this routine. Considering immediately after the start instruction of the engine 22, the initial value 0 is set to the backlash flag Fgt.

  When the backlash flag Fgt is 0, the temporary motor torque Tm1tmp is calculated by adding the increment ΔT1 to the previously set torque command Tm1 * of the motor MG1 (step S430), and the calculated temporary motor torque Tm1tmp and the engine 22 are calculated. Is set as the torque command Tm1 * of the motor MG1 (step S440), and the engine 22 is lower than the resonance rotation speed band. The motor MG2 torque command Tm2 is the same as the processing in steps S400 to S450 described above and the processing in steps S330 to S350 in the quick request start drive control routine of FIG. 4 until the rotation is stably performed at the rotation speed (step S450). Processing for setting * (steps S480 to S500); Figure 4 quick request similar to the processing in step S360 in the start drive control routine motors MG1, MG2 torque command Tm1 *, repeats the process of transmitting the Tm2 * to the motor ECU 40 (step S510). Here, when the temporary motor torque Tm1tmp is calculated for the first time in step S430, the torque command Tm1 * is set to the value 0 in step S120 of the drive control routine during motor travel in FIG. This value 0 is used as Tm1 *. Further, the increase amount ΔT1 is set according to the time interval of the repetition processing of this routine so that the torque command Tm1 * of the motor MG1 gradually increases. Therefore, the torque command Tm1 * of the motor MG1 increases slowly until reaching the torque Tst1. The reason why the torque command Tm1 * is slowly increased in this way is to slow the backlash in the gear mechanism such as the planetary gear 30 and suppress the generation of rattling noise and vibration that may occur during backlashing. . In the embodiment, since the smaller one of the temporary motor torque Tm1tmp and the torque Tst1 is set as the torque command Tm1 *, the torque Tst1 is continuously set in the torque command Tm1 * as the process is repeated. . In step S450, it is determined whether or not the engine 22 is stably rotating at a rotational speed lower than the resonance rotational speed band. The torque Tst1 is continuously output from the motor MG1, and the engine 22 is stably rotated by this torque. Specifically, the determination is based on whether or not the elapsed time from the start of the start of the engine 22 has exceeded the time that the engine 22 can stably rotate, The determination based on whether or not the elapsed time since the torque Tst1 is set in the torque command Tm1 * of the motor MG1 is longer than the time during which the engine 22 can stably rotate, and the amount of change in the rotational speed Ne of the engine 22 is The determination can be made based on whether or not the change is stable below a certain amount of change. Note that, as described above, since the ignition start rotational speed Nfire is set to a large rotational speed with a margin more than the resonance rotational speed band, the engine 22 stably rotates at a rotational speed lower than the resonant rotational speed band in step S450. When it is determined that the engine speed is not, it is always determined in step S520 that the engine speed Ne is less than the ignition start engine speed Nfire.

  If it is determined that the engine 22 is stably rotating at a lower rotational speed than the resonance rotational speed band while performing the repetition process in this way, a value 1 is set to the backlash flag Fgt (step S460). The backlash flag Fgt is determined to be 1 by the determination in step S420 of the next iterative process.

If it is determined in step S420 that the backlash flag Fgt is a value 1, the motor MG1 is detected from the abnormal vibration suppression map using the elapsed time t after the value 1 is set in the engine speed Ne and the backlash flag Fgt. The torque command Tm1 * is derived and set (step S470),
The processes in steps S400 to S520 are repeated until the rotation speed Ne of the engine 22 reaches the ignition start rotation speed Nfire. The abnormal vibration suppression map indicates that the torque command Tm1 * of the motor MG1 and the rotation of the engine 22 when starting the engine 22 by increasing the rotational speed Ne of the engine 22 that is rotating stably by outputting the torque Tst1 from the motor MG1. It is a map in which the relationship between the number Ne and the elapsed time t after the value 1 is set in the backlash flag Fgt is set. FIG. 10 shows an example of the abnormal vibration suppression map. In the figure, the part after time t23 is an abnormal vibration suppression map, and the part before time t23 is gradually increased from the motor MG2 after the torque command Tm1 * of the motor MG1 is gradually increased until reaching the torque Tst1. The torque Tst1 is output and the engine 22 is motored. That is, immediately after the time t21 when the engine 22 is instructed to start, the torque command Tm1 * is slowly increased by an increment ΔT1 and the gear mechanism such as the planetary gear 30 is loosened, and the torque Tst1 is set in the torque command Tm1 *. From the time t22 when the engine 22 is started, it waits for the engine 22 to rotate stably by the torque. Then, after time t23 when it is determined that the engine 22 is rotating stably, the torque command Tm1 * is set by the abnormal vibration suppression map. In the abnormal noise suppression map, a relatively large torque is quickly set in the torque command Tm1 * using rate processing from time t23, and the rotational speed Ne of the engine 22 is rapidly increased. The engine 22 can be stably motored at the ignition start rotational speed Nfire or more at a time t24 after the time when the rotational speed Ne of the engine 22 has passed the resonance rotational speed band or a time necessary for passing through the resonant rotational speed band. The torque that can be generated is set in the torque command Tm1 * to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. Then, from time t25 when the engine speed Ne reaches the ignition start engine speed Nfire, the torque command Tm1 * is quickly set to the value 0 using rate processing, and from time t26 when the complete explosion of the engine 22 is determined. Is set to the torque command Tm1 *. As described above, the abnormal vibration suppression map of the embodiment is the same as the quick start map described with reference to FIG. 8 except that a relatively large torque is set by the rate process from the torque Tst1 at time t23. Therefore, in the same manner as when the torque command Tm1 * is set using the quick start map, the engine 22 is motored quickly by setting the large torque to the torque command Tm1 * of the motor MG1 and motoring the engine 22 after time t23. The engine can be started by rotating the motor 22 at an ignition start speed Nfire or more. In the abnormal vibration suppression method, the engine 22 is stably rotating at a rotational speed lower than the resonance rotational speed band at time t23. Therefore, when motoring the engine 22 with a large torque set in the torque command Tm1 * Compared to the quick start required for motoring by setting a large torque to the torque command Tm1 * from a state in which the engine 22 is not rotating, the engine speed Ne of the engine 22 is resonated smoothly and quickly without variation. It is possible to reach the ignition start rotational speed Nfire through the rotational speed band. As a result, vibration due to resonance can be more reliably suppressed.

  If it is determined in step S520 that the rotation speed Ne of the engine 22 has reached the ignition start rotation speed Nfire, it is confirmed that the value 1 is not set in the control start flag Ffire (step S530), and fuel injection control is performed. And the ignition control is started and a value 1 is set to the control start flag Ffire (step S540), the engine 22 is waited for a complete explosion (step S550), and this routine is finished. When this routine is completed, a drive control routine (not shown) for traveling in the torque conversion operation mode or the charge / discharge operation mode for driving the engine 22 and the motors MG1, MG2 is performed in the same manner as when the quick request start time drive control routine is completed. Is executed.

  According to the hybrid vehicle 20 of the embodiment described above, when the driver is not required to start the engine 22 quickly, the torque command Tm1 * of the motor MG1 is slowly increased to slowly increase the motoring torque of the engine 22. As a result, the gear backlash in the gear mechanism such as the planetary gear 30 can be slowly reduced. As a result, it is possible to suppress abnormal noises and vibrations that can occur during backlashing. In addition, after such backlashing, after the engine 22 is stably rotated at a rotational speed lower than the resonance rotational speed band, a large torque is set in the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22 is rapidly increased. Therefore, the rotational speed Ne of the engine 22 can be stably and rapidly passed through the resonance rotational speed band without variation, and can reach the ignition start rotational speed Nfire. As a result, the engine 22 can be started more smoothly.

  Further, according to the hybrid vehicle 20 of the embodiment, when a quick start of the engine 22 is requested by the driver, a large torque is quickly set in the torque command Tm1 * of the motor MG1, and the rotational speed Ne of the engine 22 is set. Is quickly raised, so the engine 22 can be started quickly. In this case, rattling noises and vibrations may occur during backlashing, but if sudden acceleration is requested, these abnormal noises and vibrations will be buried in the sense of acceleration. The feeling will not be greatly impaired.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started by the quick request start method, a relatively large torque is set in the torque command Tm1 * immediately after the start instruction, and the engine 22 is motored. When the motor 22 is motored at a rotational speed greater than the resonance rotational speed band, the torque command Tm1 * is set to a torque that allows the engine 22 to be motored at a rotational speed equal to or higher than the ignition start rotational speed Nfire. Even after the engine 22 is motored at a rotational speed greater than the resonance rotational speed range, the engine 22 may be motored by setting a large torque in the torque command Tm1 *. Further, when the engine 22 is started by the quick request start method, the fuel injection control and the ignition control are started when the rotation speed Ne of the engine 22 reaches a larger ignition start rotation speed Nfire with a margin than the resonance rotation speed band. However, fuel injection control and ignition control may be started when the rotational speed Ne of the engine 22 reaches a rotational speed near the upper limit of the resonance rotational speed range.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started by the abnormal vibration suppression method, the quick request start method is performed after the backlash is reduced and the engine 22 is stably rotated at a rotation speed lower than the resonance rotation speed range. As in the case of starting the engine 22, the motor 22 is motored by setting a relatively large torque to the torque command Tm1 *, and then the engine 22 is motored at a rotational speed greater than the resonance rotational speed range. The torque command Tm1 * is set to a torque that allows the engine 22 to be motored at a rotational speed equal to or higher than the ignition start rotational speed Nfire. However, the rotational speed Ne of the engine 22 may be increased quickly. The torque command Tm1 * is set to a torque different from that for starting the engine 22 by the quick request start method. It may be.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started by the abnormal vibration suppression method, the torque command Tm1 * of the motor MG1 is slowly increased and loosened, and then the torque Tst1 * is added to the torque command Tm1 *. Is set so that the engine 22 is stably rotated at a speed lower than the resonance speed band. However, after the backlash is reduced, a speed lower than the resonance speed band is set to the target speed Ne of the engine 22. The torque command Tm1 * may be feedback-controlled so that the engine 22 rotates at the target rotational speed Ne *. In this case, the abnormal vibration suppression start drive control routine of FIG. 11 may be executed instead of the abnormal vibration suppression start drive control routine of FIG. In this routine, when the temporary motor torque Tm1tmp is calculated (step S430), the calculated temporary motor torque Tm1tmp is compared with the torque Tst1 (step S432). The torque command Tm1 * of MG1 is set (step S434). When the temporary motor torque Tm1tmp is equal to or greater than the torque Tst1, the torque command Tm1 * of the motor MG1 is fed back so that the engine 22 rotates at a rotation speed Nlow lower than the resonance rotation speed range. It sets using a relational expression (step S436). Here, as the feedback relational expression, for example, the following expression (4) can be used. In Expression (4), “k1” in the second term on the right side is the gain of the proportional term, and “k2” in the third term on the right side is the gain of the integral term. When the torque command Tm1 * of the motor MG1 is set in this way, the engine 22 can be stably rotated at the rotation speed Nlow.

  Tm1 * = previous Tm1 * + k1 ・ (Nlow-Ne) + k2 ・ ∫ (Nlow-Ne) dt (4)

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is started by the abnormal vibration suppression method, the noise is suppressed after the backlash is reduced and the engine 22 is stably rotated at a rotation speed lower than the resonance rotation speed range. Although the engine 22 is motored by setting the torque command Tm1 * of the motor MG1 using the map, the engine 22 starts ignition after the engine 22 is stably rotated at a rotational speed lower than the resonance rotational speed range. The torque command Tm1 * of the motor MG1 may be feedback controlled so as to rotate at a rotation speed Nhi equal to or higher than the rotation speed Nfire. In this case, the abnormal vibration suppression start drive control routine of FIG. 12 may be executed instead of the abnormal vibration suppression start drive control routine of FIG. In this routine, when the looseness flag Fgt is 1, the torque command Tm1 * of the motor MG1 is set using a feedback relational expression so that the engine 22 rotates at a rotational speed Nhi larger than the ignition start rotational speed Nfire (step). S472). Here, for example, the following expression (5) can be used as a relational expression for feedback. In Expression (5), “k3” in the second term on the right side is the gain of the proportional term, and “k4” in the third term on the right side is the gain of the integral term. If the torque command Tm1 * of the motor MG1 is set in this way, the rotational speed Ne of the engine 22 can be quickly increased and rotated at the rotational speed Nhi. Several Nfire can be reached.

  Tm1 * = previous Tm1 * + k3 ・ (Nhi-Ne) + k4 ・ ∫ (Nhi-Ne) dt (4)

  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. 13) 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 planetary gear 30, but the hybrid vehicle of the modified example of FIG. 220, 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.

  In the embodiment, the power output device mounted on the hybrid vehicle 20 including the engine 22, the planetary gear 30, the two motors MG1 and MG2, and the battery 50 has been described as the best embodiment of the present invention. The engine of the present invention for starting the engine can be applied to any configuration of the power output device as long as it includes an engine capable of outputting the power and a motoring device that motors the engine via a gear mechanism.

  In the embodiment, the best mode of the present invention has been described as the hybrid vehicle 20 and the power output device mounted thereon. However, the power output device is not limited to the one mounted on the vehicle. It may be mounted on a moving body such as a ship or an aircraft, or may be incorporated in equipment other than the moving body such as construction equipment. Further, not only the form of the power output apparatus but also the form of the control method of the power output apparatus may be used.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 carrying the power output device which is one Example of this invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 7 is a flowchart illustrating an example of a drive control routine during motor travel that is executed by the hybrid electronic control unit when traveling in a motor operation mode. 5 is a flowchart showing an example of a quick request start time drive control routine executed by the hybrid electronic control unit 70 when an instruction to start the engine 22 quickly is given. 5 is a flowchart showing an example of an abnormal vibration suppression start-up drive control routine executed by the hybrid electronic control unit 70 when an instruction to start the engine 22 while suppressing the generation of abnormal noise and vibration is given. 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 alignment chart for demonstrating dynamically the rotation element of the planetary gear 30 at the time of motor travel. It is explanatory drawing which shows an example of the quick start map and the relationship between the rotation speed Ne of the engine. FIG. 3 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a planetary gear 30 when starting an engine 22; It is explanatory drawing which shows an example of the relationship between the abnormal noise suppression map and the rotation speed Ne of the engine. It is a flowchart which shows an example of a part of drive control routine at the time of abnormal noise suppression start of the modification. It is a flowchart which shows an example of a part of drive control routine at the time of abnormal noise suppression start of the modification. 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), 24a CPU, 24b ROM, 24c RAM, 26 crankshaft, 28 damper, 30 planetary gear, 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 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 8 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 air 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 counter rotor motor, 232 inner rotor, 234 outer -Rotor, MG1, MG2 motor.

Claims (12)

A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine;
When the internal combustion engine is instructed to start, the internal combustion engine is motored using the torque that gradually increases until the rotational speed detected by the rotational speed detection means reaches the first rotational speed, and the rotational speed is increased. The motoring means so that the internal combustion engine is rapidly motored at a second rotational speed larger than the first rotational speed after the rotational speed detected by the number detecting means reaches the first rotational speed. And a start-time control means for controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means;
A power output device comprising:   The start-up control means confirms that the internal combustion engine rotates stably at the first rotational speed after the detected rotational speed reaches the first rotational speed, and then the internal combustion engine 2. The power output apparatus according to claim 1, wherein said engine is a means for controlling the engine to be rapidly motored at said second rotational speed.   After the detected rotational speed reaches the first rotational speed, the start time control means rotates the internal combustion engine at the first rotational speed for a predetermined time, and then the internal combustion engine 2. The power output apparatus according to claim 1, wherein the power output apparatus is a means for controlling the motor to be rapidly motored at the second rotational speed. A power output device that outputs power to a drive shaft,
An internal combustion engine capable of outputting power to the drive shaft;
Motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine;
When an instruction to start the internal combustion engine is issued, the internal combustion engine is motored by gradually increasing the torque until reaching a first torque at which the internal combustion engine can be motored at a first rotational speed. The motoring means for motoring the internal combustion engine using a second torque capable of motoring the internal combustion engine at a second rotation speed greater than the first rotation speed after reaching a torque of 1. And a start-time control means for controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means;
A power output device comprising:   After reaching the first torque, the start time control means confirms that the internal combustion engine rotates stably at the first rotational speed and then uses the second torque to perform the internal combustion engine. 5. The power output apparatus according to claim 4, which is means for controlling the engine to be motored.   After reaching the first torque, the start-up control means rotates the internal combustion engine for a predetermined time with the first torque and then uses the second torque to motor the internal combustion engine. 5. The power output apparatus according to claim 4, wherein the power output apparatus is means for controlling the ring. The power output device according to any one of claims 1 to 6,
The first rotational speed is a rotational speed smaller than the resonance rotational speed band,
The second output speed is higher than a resonance speed band.   The start-up control means starts the internal combustion engine by performing fuel injection and ignition of the internal combustion engine after the rotational speed of the internal combustion engine reaches a third rotational speed larger than the resonance rotational speed range. The power output apparatus according to any one of claims 1 to 7, wherein the power output apparatus is means for controlling the power supply. The power output device according to any one of claims 1 to 8,
A planetary gear mechanism in which three rotating elements are connected to three axes of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine as a part of the gear mechanism;
The motoring means is a means provided with a generator that inputs and outputs power to the rotating shaft and an electric motor that can input and output power to the drive shaft.   An automobile comprising the power output device according to any one of claims 1 to 9, wherein an axle is connected to the drive shaft. A control method for a power output apparatus comprising: an internal combustion engine capable of outputting power to a drive shaft; and motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine. And
When the internal combustion engine is instructed to start, the internal combustion engine is motored using a torque that gradually increases until the rotational speed of the internal combustion engine reaches the first rotational speed, and the rotational speed of the internal combustion engine is The motoring means is controlled so that the internal combustion engine is quickly motored at a second rotational speed greater than the first rotational speed after reaching the first rotational speed, and the motoring means A control method for a power output device, wherein the internal combustion engine is controlled so that the internal combustion engine starts with motoring of the internal combustion engine. A control method for a power output apparatus comprising: an internal combustion engine capable of outputting power to a drive shaft; and motoring means connected to the output shaft of the internal combustion engine via a gear mechanism and capable of motoring the internal combustion engine. And
When an instruction to start the internal combustion engine is issued, the internal combustion engine is motored by gradually increasing the torque until reaching a first torque at which the internal combustion engine can be motored at a first rotational speed. The motoring means for motoring the internal combustion engine using a second torque capable of motoring the internal combustion engine at a second rotation speed greater than the first rotation speed after reaching a torque of 1. And controlling the internal combustion engine so that the internal combustion engine is started in accordance with motoring of the internal combustion engine by the motoring means.

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