JP2005180230A - Starter of internal combustion engine, controller of motor, and method for those - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suitably set the cranking torque at the starting of an internal combustion engine in a hybrid vehicle equipped with the internal combustion engine and a motor for driving. <P>SOLUTION: Maximum electric power Wb, which a battery 30 can output to the full using a temperature Tb of the battery 30, is obtained (step S), while an energy loss Ws at the cranking is obtained (step S). From both, cranking torque Tg at the starting of the engine 10 is calculated as Equation (3) Tg=(Wb-Ws)/(2πNg/60) (where Ng is a rotational speed of an output shaft 12 of the engine 10 at the cranking). This makes it possible to obtain the cranking torque for suitable driving within the range which does not become too heavy for the battery 30. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a starter for an internal combustion engine in a vehicle provided with a mechanism for inputting and outputting power to a drive shaft by combining the power of the internal combustion engine and the power of the motor, and in combination with the internal combustion engine mounted on the vehicle. The present invention relates to a device for controlling driving torque of a motor that inputs / outputs power to / from a drive shaft and cranks an internal combustion engine, and a method thereof.

  Conventionally, in a hybrid vehicle equipped with an internal combustion engine and a motor as drive sources, when the internal combustion engine is started, the output shaft of the internal combustion engine is cranked by the motor to increase the rotational speed. At this time, since the internal combustion engine having a large mass and the motor are coupled via the output shaft, there is a possibility that a condition in which torsional vibration is likely to be established, and in order to avoid the occurrence of torsional vibration, a high drive torque is used. Cranking is performed and control is performed so as to pass through this torsional vibration region quickly. For this reason, the driving torque of the motor has been relatively large.

  In conventional batteries that extract electric power through a chemical electric reaction, if the battery temperature is low, such as when it is cold, the power that can be supplied from the battery is likely to be limited. Restrictions are being made. For example, Patent Document 1 discloses a technique for changing the current supplied to the starter motor when the coolant temperature is low in a conventional vehicle that is not a hybrid type. Also, in a hybrid type vehicle, when the battery temperature is low, the charge / discharge control is intentionally performed to increase the battery temperature and improve the conditions when the vehicle is driven by the battery-motor. (See Patent Document 2).

JP-A-2-227558 JP 2001-268715 A

  In such a type of vehicle in which the internal combustion engine and the motor are combined to input / output power to / from the drive shaft, the vehicle is driven by the power of the motor, so that the mounted battery tends to be large. On the other hand, there is a demand for making the battery capacity as small as possible in terms of cost and occupied volume in the vehicle. On the other hand, it is necessary to ensure the startability of the internal combustion engine in any environment in which the vehicle is used, particularly in the case of extremely low temperatures, and this point is to define the lower limit of the battery capacity. . Conventionally, as an attempt to reduce the capacity of the battery while ensuring the startability of the internal combustion engine, various controls for adjusting the drive torque of the starter motor at the time of start have been made, but this has not been sufficient. .

The present invention has been made in order to respond to such a demand and to appropriately determine the driving torque of the motor that cranks the internal combustion engine in a vehicle that combines the internal combustion engine and the motor and uses a part of the power. . That is, the internal combustion engine starter of the present invention is a starter for an internal combustion engine in a vehicle having a mechanism for inputting and outputting power to a drive shaft by combining the power of the internal combustion engine and the power of the motor,
A motor for cranking the internal combustion engine;
A battery for supplying power to the motor;
Power calculating means for obtaining the maximum power that the battery can output;
Energy loss calculating means for obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
Torque calculation means for calculating a driving torque capable of driving the motor in consideration of the maximum power that can be supplied by the battery and the energy loss when a request for cranking the internal combustion engine is received by the motor;
A gist is provided with cranking means for driving the motor using the calculated drive torque to crank the internal combustion engine.

An invention of a starting method corresponding to such a starting device for an internal combustion engine is as follows:
A method for starting an internal combustion engine in a vehicle having a mechanism for inputting and outputting power to a drive shaft by combining the power of an internal combustion engine and the power of a motor,
Find the maximum power that can be output by the battery that supplies power to the motor,
Obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
When a request for cranking the internal combustion engine is received by the motor, the driving torque capable of driving the motor is calculated in consideration of the maximum power that can be supplied by the battery and the energy loss,
The gist is to drive the motor using the calculated torque to crank the internal combustion engine.

  According to the internal combustion engine starter and the start method, the motor driving torque at the time of starting the internal combustion engine is calculated in consideration of the maximum power that can be supplied by the battery and the energy loss at the time of cranking. Since the motor is driven using the torque that has been produced, it is possible to accurately determine the driving torque of the motor when cranking the internal combustion engine. As a result, the capacity of the battery necessary for starting the internal combustion engine can be accurately obtained, so that the capacity of the battery can be reduced while ensuring the startability of the internal combustion engine.

The invention of the motor control device that achieves the above-described object
An apparatus for controlling driving torque of a motor that inputs and outputs power to a driving shaft of a vehicle in combination with an internal combustion engine mounted on the vehicle and cranks the internal combustion engine,
A battery for supplying power to the motor;
Power calculating means for obtaining the maximum power that the battery can output;
Energy loss calculating means for obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
Torque calculation means for calculating the maximum driving torque of the motor in consideration of the maximum power that can be supplied by the battery and the energy loss when receiving a request to crank the internal combustion engine by the motor;
The gist of the invention is that it comprises a limiting means for limiting the driving torque of the motor by the calculated maximum driving torque when driving the motor.

The invention of the control method corresponding to this motor control device is
A method for controlling the driving torque of a motor that cranks the internal combustion engine while inputting and outputting power to the driving shaft of the vehicle in combination with an internal combustion engine mounted on the vehicle,
Find the maximum power that can be output by the battery that supplies power to the motor,
Obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
When a request for cranking the internal combustion engine is received by the motor, the maximum driving torque of the motor is calculated in consideration of the maximum power that can be supplied by the battery and the energy loss,
The gist is to limit the driving torque of the motor by the calculated maximum driving torque when the motor is driven.

  According to such a motor control device and control method, the maximum drive torque of the motor is obtained by calculating in consideration of the maximum power that can be supplied by the battery and the energy loss at the time of cranking. The drive torque of the motor is limited using the calculated maximum drive torque. Therefore, when cranking the internal combustion engine, the motor is not operated with an excessive driving torque in view of the capacity of the battery. As a result, the capacity of the battery necessary for cranking the internal combustion engine can be accurately obtained, so that the capacity of the battery can be reduced while ensuring the cranking characteristics of the internal combustion engine.

  Here, the power input / output mechanism in each invention is a three-shaft power distribution mechanism, and the output shaft of the internal combustion engine is coupled to one of the shafts, and the motor is connected to the three-shaft power distribution mechanism. The first motor generator is coupled to one of the shafts, and the remaining one shaft of the three-shaft power distribution mechanism is coupled to the drive shaft of the vehicle, and power is exchanged with the drive shaft. A second electric motor is provided, and the second electric motor is driven through a three-shaft power distribution mechanism when cranking the internal combustion engine by the first electric motor as part of the energy loss in the calculation of the energy loss. It is also preferable to calculate the energy consumed for canceling the reaction force transmitted to the shaft side. When an internal combustion engine and a motor are combined to input and output power to the drive shaft, a three-shaft power distribution mechanism is provided, and the energy loss required to cancel the reaction force generated at this time is calculated. By doing so, it is possible to accurately obtain the energy that can be used to drive the first electric motor from the battery, and thus it is possible to accurately determine the driving torque of the motor.

  Alternatively, the temperature of the battery may be detected, and the maximum power that can be output by the battery is corrected based on the detected temperature. This is because for a battery, temperature is the factor that most affects the maximum power it can output.

  As a means for detecting the temperature of the battery, it is possible to divert a temperature sensor provided for battery failure diagnosis.

  Prior to fuel injection at the time of start-up to the internal combustion engine, when increasing the rotational speed of the internal combustion engine to a predetermined rotational speed, the motor avoids the generation of torsional vibration that occurs on the output shaft of the internal combustion engine as the rotational speed increases. It is good also as what drives with the avoidance torque Tq to do.

  When driving the motor with the torsional vibration avoidance torque Tq, the avoidance torque Tq may be limited with the drive torque Tg calculated in consideration of the maximum power of the battery and energy loss as an upper limit. In this way, it is possible to drive the motor at the start without overloading the battery.

  Next, the carrying of the present invention will be described with reference to the drawings. FIG. 1 is a schematic diagram schematically showing a drive system of a hybrid vehicle as an embodiment of the present invention. As shown in the figure, the vehicle includes an engine 10 that is an internal combustion engine as a power source, a planetary gear mechanism 20 that is a three-shaft power distribution mechanism that performs power distribution and coupling, a battery 30, and a battery 30. Power is transmitted from the drive shaft 50 of the vehicle to the drive wheels 51 and 52, and the first and second motor generators 41 and 42 that exchange power between the inverters 31 and 32 to input and output power. A power transmission mechanism 60 and a control ECU 70 for controlling these devices are provided.

  As shown in the figure, the engine 10 is provided with a water temperature sensor 14 for detecting the coolant temperature Tw, a rotation speed sensor 18 for detecting the rotation speed Ng of the output shaft 12, and the like. In addition to these sensors, the engine 10 is provided with various sensors, and also includes a mechanism for performing fuel injection, ignition timing control, and a mechanism for controlling opening and closing of the intake and exhaust valves. Since these structures are well-known, description here is abbreviate | omitted. The engine 10 is provided with an EFIECU 15 that is a dedicated control device for controlling fuel injection, ignition timing, and the like. The control ECU 70 can control the engine 10 via the EFIECU 15. Signals from the water temperature sensor 14 and the rotation speed sensor 18 described above are also once input to the EFIECU 15 and output to the control ECU 70 via communication.

  The planetary gear mechanism 20 has three shafts, the first shaft 21 serving as the output shaft 12 of the engine 10, the second shaft 22 serving as the rotating shaft 45 of the first motor generator 41, and the third shaft 23 serving as the third shaft 23. The second motor generator 42 is coupled to the drive shaft 50 to which the second motor generator 42 is attached. Although the detailed structure of the planetary gear mechanism 20 will not be described here, the shafts 21, 22, and 23 are coupled to a known sun gear, ring gear, and carrier, and the rotation and torque are distributed among the three shafts. .

  The battery 30 serves as an energy source for driving the first and second motor generators 41 and 42 and, in some cases, driving the vehicle while the engine 10 is stopped. Therefore, the battery 30 has a large capacity, and in fact, a dedicated ECU is often provided to control the battery 30. In this case, the battery control ECU takes in signals from various sensors such as the temperature sensor 35 provided in the battery 30, manages the remaining capacity SOC of the battery 30, and manages the charge / discharge state of the battery 30. . In addition, when the temperature Tb detected by the temperature sensor 35 exceeds an appropriate temperature range, it is determined that a failure has occurred and charging / discharging is stopped. In the present embodiment, for convenience of explanation, as shown in FIG. 1, the temperature sensor 35 provided in the battery 30 is described as being directly connected to the control ECU 70.

  The control ECU 70 is composed of a one-chip microcomputer incorporating a CPU, ROM, RAM, and the like. The state of the ignition switch 72, the accelerator pedal depression amount α, and the rotational speed of the drive shaft 50 are determined by the driver. N (vehicle speed) is taken in. The illustration of the accelerator sensor and the rotation speed sensor is omitted. The control ECU 70 controls the first and second motor generators 41 and 42 via the inverters 31 and 32. At the same time, the control ECU 70 also exchanges information with the EFI ECU 15 at all times by communication, and cooperates with control of fuel injection, ignition timing, and the like to the engine 10. The control ECU 70, together with the EFI ECU 15, controls the output of the engine 10 and manages the energy (torque × rotational speed) input and output by the first and second motor generators 41 and 42, so that the required torque is supplied to the drive shaft 50. The entire vehicle is controlled so that it is output to

The power control using the engine 10, the planetary gear mechanism 20, the first motor generator 41, and the second motor generator 42 will be briefly described. In the vehicle shown in FIG. 1, the vehicle travels roughly in the following five travel modes.
(1) From the start of travel to a predetermined vehicle speed:
If the remaining capacity of the battery 30 is sufficient, the engine 10 remains stopped until the vehicle reaches a predetermined vehicle speed from when the vehicle starts to travel, and the second power is supplied from the battery 30 via the inverter 32 via the inverter 32. By driving the motor generator 42, the vehicle travels. At this time, the planetary gear mechanism 20 is the same as when the ring gear coupled to the drive shaft 50 is idle. The second motor generator 42 is operated in the power running mode, and the torque is directly transmitted to the drive shaft 50 to drive the drive wheels 51 and 52 via the power transmission mechanism 60.

(2) Traveling at or above the specified vehicle speed:
(A) Start control:
When the vehicle speed exceeds the predetermined vehicle speed, the control ECU 70 issues a command to the EFIECU 15 to start the engine 10. At that time, the control ECU 70 first drives the first motor generator 41 and cranks the output shaft 12 of the engine 10 before starting the engine 10. At this time, if torque is generated in the first motor generator 41 and the rotational speed thereof is controlled, the second shaft 22 torque and the rotational speed of the planetary gear mechanism 20 and the third shaft coupled to the drive shaft 50 From the torque and the rotational speed of 23, the rotational speed and torque of the first shaft 21 coupled to the output shaft 12 can be controlled. When the rotational speed of the output shaft 12 of the engine 10 exceeds 800 revolutions, the EFIECU 15 starts fuel injection, controls the ignition timing, and starts and operates the engine 10. As a result, power from the engine 10 is transmitted to the drive shaft 50.

(B) Travel control:
Traveling with the engine 10 being operated is performed as follows. The control ECU 70 determines the required torque Tq and the required rotational speed required for traveling of the vehicle from the vehicle speed N and the accelerator pedal depression amount α, so that the torque Tq and the rotational speed Nq are obtained. The motor generator 41 and the second motor generator 42 are driven. If necessary, the output of the engine 10 is controlled through the EFIECU 15 in a state where the operation efficiency of the engine 10 is as high as possible. If the operating efficiency of the engine 10 is prioritized, the combination of the rotational speed and torque of the engine 10 does not necessarily match the rotational speed and torque combination required of the drive shaft 50. In the operation mode in which torque is applied from the second motor generator 42 to the drive shaft 50, or conversely, energy is recovered by the second motor generator 42, and the first motor generator 41 is recovered. Is used to increase the rotational speed of the drive shaft 50. This corresponds to performing torque conversion steplessly by a combination of the first motor generator 41-the planetary gear mechanism 20-the second motor generator 42.

  Note that the energy exchanged between the first motor generator 41 and the second motor generator 42 does not necessarily have to be balanced. If the remaining capacity SOC is insufficient in consideration of the remaining SOC of the battery 30, If the remaining capacity SOC is sufficient and the driving torque of the vehicle is insufficient, the energy of the battery 30 is taken out and the second motor generator 42 is driven. It is also safe to drive in such a driving mode. Similarly, at the time of downhill or braking where the energy for driving the vehicle is low, a regenerative operation is performed using the first motor generator 41 or the second motor generator 42 as a generator, and the operation mode for recovering energy is severe. During uphill or sudden acceleration, the first motor generator 41 or the second motor generator 42 may be used as a motor for power running operation.

(3) Start-up operation:
In the above (1), it has been described that the engine 10 is stopped until the vehicle reaches a predetermined vehicle speed after the vehicle starts running. However, in an actual vehicle, the ignition key is inserted and turned to rotate the vehicle. When starting, the engine 10 is also started once. This is for confirming whether the engine 10 which is one of the main power sources is normally started before the vehicle travels. Further, if the remaining capacity SOC of the battery 30 is reduced, there may be a case where the engine 10 needs to be operated from the start of traveling. In such a case, the engine 10 is started in a state where the vehicle is stopped. Therefore, the cranking of the output shaft 12 of the engine 10 is performed by driving the first motor generator 41. In this case, since the output shaft 12 to the drive shaft 50 are connected via the planetary gear mechanism 20, the second motor generator 42 is energized so that the vehicle does not travel along with the cranking of the engine 10, Control is performed to lock up the drive shaft 50 so as not to rotate. Apparently, the drive shaft 50 does not rotate, but the second motor generator 42 is operated so as to apply to the drive shaft 50 a torque that cancels the torque transmitted through the planetary gear mechanism 20. Therefore, although the drive shaft 50 does not rotate, the second motor generator 42 consumes energy. The consumed energy is consumed as heat generation in the second motor generator 42, and the temperature of the second motor generator 42 rises.

  The start control of the engine 10 performed when the vehicle is stopped will be described in detail. FIG. 2 is a flowchart showing an example of start control of the engine 10 executed by the control ECU 70 of the present embodiment. As shown in the figure, the control ECU 70 repeatedly executes this routine at a predetermined interval. When this routine is started, first, a process is performed to determine whether there is an activation request for starting the engine 10 ( Step S100). Here, the activation request is, for example, when the ignition switch 72 is turned on. Of course, the start request for the engine 10 is that the vehicle is stopped due to parking or waiting for a signal during driving of the vehicle, and the engine 10 is also stopped, and the remaining capacity SOC of the battery 30 is reduced. This also occurs when the battery 30 is charged by starting and generating power by the first motor generator 41. If there is no activation request, this routine does not perform any processing, and exits to “NEXT” and ends the processing.

On the other hand, when it is determined that there is a start request for the engine 10, a process of reading the remaining capacity SOC of the battery 30 is performed (step S110), and a process of reading the temperature Tb of the battery 30 is further performed (step S120). Next, a process of calculating the maximum power Wb that can be output by the battery 30 is performed based on the remaining capacity SOC and the temperature Tb of the battery 30 (step S130). If the temperature of the battery 30 is constant, the maximum power Wb can be obtained as the remaining capacity SOC, but the maximum power Wb that the battery 30 can output is affected by the temperature Tb. Therefore, a correction map as shown in FIG. 3 is prepared, the correction coefficient β is obtained based on the temperature Tb of the battery 30, and the maximum power Wb is calculated by the following equation (1).
Wb = β · SOC (1)

Next, a process for obtaining an energy loss Ws required for cranking is performed (step S140). The energy loss Ws includes a loss w1 that depends on the conversion efficiency of the first motor generator 41 itself that performs cranking, a loss w2 that occurs in the power transmission path due to friction of each shaft, and the second motor generator that has been described in detail. There is a loss w3 as electric power required for canceling the reaction force of the machine 42. In view of these, the energy loss Ws is obtained by the following equation (2).
Ws = f (w1, w2, w3) (2)
The loss w2 or the like generated in the transmission path changes depending on the viscosity of the lubricating oil in the transmission path. For example, the temperature TL of the lubricating oil may be detected and obtained as a function from a map or the like. Since the electric power required for reaction force cancellation depends on the temperature of the second motor generator 42, this loss w3 may be determined as a function of the temperature of the second motor generator 42. Naturally, the energy losses w1, w2, and w3 also change depending on the cranking torque Tg and the cranking rotation speed Ng of the engine 10, and therefore, it is possible to obtain the maps as these maps.

After obtaining the energy loss that occurs during cranking in this way, a process of determining the cranking torque Tg in the first motor generator 41 is performed (step S150). The cranking torque Tg can be obtained as the following equation (3) using the rotation speed Ng (unit: rpm) at the time of cranking.
Tg = (Wb−Ws) / (2π · Ng / 60) (3)

  Subsequently, the control ECU 70 performs a process of driving the first motor generator 41 with the calculated cranking torque Tg (step S160). As a result, the first motor generator 41 is operated not only with the maximum power Wb that can be supplied by the battery 30 but also with the maximum cranking torque Tg obtained in consideration of the energy loss Ws. Even when the temperature Tb of the battery 30 is decreasing, such as during an hour, the engine 10 is surely cranked, the engine 10 is rotated at a speed higher than 800 rpm, and the engine 10 is started smoothly. Can do. In addition, since the cranking torque Tg is determined based on the maximum power Wb, the rotational speed of the engine 10 can be increased in the shortest time, and the possibility of occurrence of torsional vibration or the like in the output shaft 12 is reduced. Can do. This is because it can pass through the rotation speed region where torsional vibration is likely to occur in a short time.

  Next, a second embodiment of the present invention will be described. The engine starter of the second embodiment uses a configuration similar to the hardware configuration shown in FIG. 1 and differs only in the process of step S150 in the start control routine shown in FIG. 2, and this portion is shown in FIG. It was. As shown in the figure, in the second embodiment, the cranking torque Tg is obtained by the following concept. In the second embodiment, as in the first embodiment, the cranking torque is calculated from the maximum power Wb, the energy loss Ws, and the cranking rotation speed Ng of the battery 30, but here, in preparation for the subsequent processing, This is calculated as a temporary cranking torque TG (step S151). Thereafter, the torque Tt necessary to avoid the occurrence of torsional vibration is obtained (step S152). As shown in FIG. 5, the drive torque Tt necessary to avoid the occurrence of torsional vibration can be obtained from the rate of increase γ of the rotational speed Ng of the output shaft 12 during cranking. In addition, when the viscosity of the lubricating oil is low, such as when it is cold, a high driving torque Tt is required to achieve the same rate of increase γ. Therefore, the driving torque Tt is corrected by the lubricating oil sound level TL or the like. It is also good.

  Next, a process of comparing the drive torque Tt with the previously determined temporary cranking torque TG is performed (step S154), and the drive torque Tt is limited by the cranking torque TG to obtain the cranking torque Tg. (Steps S155 and S156). As a result, when the drive torque Tt necessary for avoiding the occurrence of torsional vibration is an excessive value in view of the maximum power Wb of the battery 30, this can be suppressed, and the first embodiment In addition to the above effect, there is an effect that an unnecessary burden is not applied to the battery 30. In addition, when the remaining capacity of the battery 30 is sufficient, the cranking torque Tg at the time of starting the engine 10 can be set to the driving torque Tt necessary for avoiding the generation of torsional vibration. The risk of this can be prevented beforehand.

  Although several embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and can of course be implemented in various modes without departing from the gist of the present invention. . For example, when the maximum power Wb of the battery 30 is obtained, a load such as an auxiliary machine is applied to the battery 30 instead of or together with the temperature Tb of the battery 30, and the battery 30 is reduced from the state of voltage drop at that time. It is possible to adopt a configuration in which a correction coefficient including the deterioration of is determined and the maximum power Wb is obtained. In addition, the present embodiment employs a configuration in which two motor generators are provided and energy can be exchanged between the two motor generators so that torque can be converted as necessary. However, only the second motor generator 42 is provided. Instead of the planetary gear mechanism 20, the present invention can be applied to a so-called one-motor type hybrid vehicle provided with a normal transmission. In this case, the starter motor for starting the internal combustion engine may be prepared separately from the second motor generator 42 and connected to the crankshaft of the internal combustion engine at the start. In the above embodiment, a planetary gear mechanism, which is a typical mechanism of a so-called mechanical distribution system, is used as the power distribution mechanism. However, a two-rotor motor having two rotors that can rotate relatively is used. It is also possible to use a so-called electric distribution type power distribution mechanism that distributes energy by the difference in rotational speed of two rotors.

It is a schematic block diagram which shows the outline | summary of the engine starting device which is an Example of invention, and the vehicle carrying this. 3 is a flowchart showing a start control routine executed in a control ECU 70. It is explanatory drawing which shows an example of the map referred when calculating | requiring the maximum electric power Wb. It is a flowchart which shows the principal part of the calculation process of cranking torque Tg in 2nd Example. It is explanatory drawing which shows the mode of the raise of the rotation speed of the output shaft 12 which a torsional vibration does not produce.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Engine 12 ... Output shaft 14 ... Water temperature sensor 15 ... EFIECU
DESCRIPTION OF SYMBOLS 18 ... Speed sensor 20 ... Planetary gear mechanism 21 ... 1st axis 22 ... 2nd axis 23 ... 3rd axis 30 ... Battery 31, 32 ... Inverter 35 ... Temperature sensor 41 ... 1st motor generator 42 ... 2nd Motor generator 45 ... Rotating shaft 50 ... Drive shaft 51,52 ... Drive wheel 60 ... Power transmission mechanism 70 ... Control ECU
72 ... Ignition switch

Claims (9)

A starter for an internal combustion engine in a vehicle provided with a mechanism for inputting and outputting power to a drive shaft by combining the power of the internal combustion engine and the power of the motor,
A motor for cranking the internal combustion engine;
A battery for supplying power to the motor;
Power calculating means for obtaining the maximum power that the battery can output;
Energy loss calculating means for obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
Torque calculation means for calculating a driving torque capable of driving the motor in consideration of the maximum power that can be supplied by the battery and the energy loss when a request for cranking the internal combustion engine is received by the motor;
An internal combustion engine starter comprising: cranking means for driving the motor using the calculated drive torque to crank the internal combustion engine. An internal combustion engine starter according to claim 1,
The mechanism for inputting and outputting power is a triaxial power distribution mechanism, and the output shaft of the internal combustion engine is coupled to one of the shafts,
The motor is a first motor generator coupled to one of the other shafts of the three-shaft power distribution mechanism;
The remaining one shaft of the three-shaft power distribution mechanism is coupled to a drive shaft of the vehicle, and the drive shaft is provided with a second electric motor that exchanges power.
The energy loss calculating means is configured such that when the internal combustion engine is cranked by the first electric motor as a part of the energy loss, the second electric motor drives the drive via the three-shaft power distribution mechanism. A starter for an internal combustion engine that calculates energy consumed for canceling a reaction force transmitted to a shaft side. 2. The starter for an internal combustion engine according to claim 1, wherein the electric power calculation means includes temperature detection means for detecting a temperature of the battery, and corrects and obtains the maximum electric power that can be output based on the detected temperature. . The starter for an internal combustion engine according to claim 3, wherein the temperature detection means is a temperature sensor provided for failure diagnosis of the battery. When the cranking means increases the rotational speed of the internal combustion engine to a predetermined rotational speed prior to fuel injection at the time of starting the internal combustion engine, the cranking means causes the internal combustion engine to move as the rotational speed increases. 2. The starter for an internal combustion engine according to claim 1, wherein the starter is driven with an avoidance torque Tq for avoiding the generation of torsional vibration generated in the output shaft. 6. The internal combustion engine starter according to claim 5, further comprising means for limiting the avoidance torque Tq with the drive torque Tg calculated by the torque calculation means as an upper limit when the motor is driven with the avoidance torque Tq. An apparatus for controlling driving torque of a motor that inputs and outputs power to a driving shaft of a vehicle in combination with an internal combustion engine mounted on the vehicle and cranks the internal combustion engine,
A battery for supplying power to the motor;
Power calculating means for obtaining the maximum power that the battery can output;
Energy loss calculating means for obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
Torque calculation means for calculating the maximum driving torque of the motor in consideration of the maximum power that can be supplied by the battery and the energy loss when receiving a request to crank the internal combustion engine by the motor;
A motor control device comprising: a limiting unit that limits the driving torque of the motor by the calculated maximum driving torque when driving the motor. A method for starting an internal combustion engine in a vehicle having a mechanism for inputting and outputting power to a drive shaft by combining the power of an internal combustion engine and the power of a motor,
Obtain the maximum power that can be output by the battery supplying power to the motor,
Obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
When a request for cranking the internal combustion engine is received by the motor, the driving torque capable of driving the motor is calculated in consideration of the maximum power that can be supplied by the battery and the energy loss,
A method for starting an internal combustion engine, wherein the motor is driven using the calculated torque to crank the internal combustion engine. A method for controlling the driving torque of a motor that cranks the internal combustion engine while inputting and outputting power to the driving shaft of the vehicle in combination with an internal combustion engine mounted on the vehicle,
Find the maximum power that can be output by the battery that supplies power to the motor,
Obtaining energy loss that occurs when the internal combustion engine is cranked by the motor;
When a request for cranking the internal combustion engine is received by the motor, the maximum driving torque of the motor is calculated in consideration of the maximum power that can be supplied by the battery and the energy loss,
A method for controlling a motor, wherein when the motor is driven, the driving torque of the motor is limited by the calculated maximum driving torque.

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