JP3928597B2 - DRIVE DEVICE, ITS CONTROL METHOD, AND AUTOMOBILE - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To efficiently control the stopping position of an internal combustion engine. <P>SOLUTION: A method for controlling a drive mechanism includes a step of setting a change pattern if a torque command Tm1* of a motor MG1 based on a crank angle &theta; when an engine rotational speed Ne reaches a rotational speed Nestp immediately before stopping (S200-S230) when the operation of the engine is stopped, and setting a torque corrected at a basic torque Tmbase as a torque command Tm1* of the motor MG1 in response to the change pattern (S240). The method further includes a step of setting to the change pattern for correcting the basic torque Tmbase so as to suppress the rotation of the engine when the crank angle &theta; is in a position exceeding a target stopping position, and setting the change pattern for correcting the basic torque Tmbase so as to accelerate the rotation of the engine when at a position not reaching the target stopping position. As a result, when the internal combustion engine is stopped, the internal combustion engine is stopped at a desired position, and the control of the stopping position of the internal combustion engine can be more efficiently performed. <P>COPYRIGHT: (C)2005,JPO&amp;NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive device, a control method thereof, and an automobile, and more specifically, a drive device including an internal combustion engine and torque output means capable of outputting torque to an output shaft of the internal combustion engine, a control method thereof, and such a drive device. It relates to automobiles.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as this type of drive device, one having an internal combustion engine and a generator capable of outputting a braking torque to a crankshaft of the internal combustion engine has been proposed (for example, see Patent Document 1). In this apparatus, when the internal combustion engine is stopped, a braking torque corresponding to the rotation speed and rotation position of the crankshaft is output from the generator to the crankshaft so that the stop position of the internal combustion engine is within the target range. I have control.
[0003]
[Patent Document 1]
JP 2001-193540 A (FIG. 1, paragraphs “0025” to “0029”)
[0004]
[Problems to be solved by the invention]
However, in such a device, control for keeping the stop position within the target range is started even when the rotational speed of the internal combustion engine is relatively high, so that the internal combustion engine is rotated after inertia and then stopped. A sense of incongruity is likely to occur. In addition, even if it is attempted to control the stop position of the internal combustion engine in a state where the rotational speed is high, it is difficult to perform with high accuracy, so that an inefficient control such as outputting an excessive braking torque is caused.
[0005]
One of the objects of the drive device, the control method thereof, and the automobile of the present invention is to stop the internal combustion engine at a desired position. Another object of the drive device, the control method thereof, and the automobile of the present invention is to more efficiently control the stop position of the internal combustion engine. Furthermore, it is an object of the drive device, the control method thereof, and the automobile of the present invention to improve the startability of the internal combustion engine.
[0006]
[Means for solving the problems and their functions and effects]
In order to achieve at least a part of the above-described object, the drive device, the control method thereof, and the automobile of the present invention employ the following means.
[0007]
The drive device of the present invention is
A drive device comprising an internal combustion engine and torque output means capable of outputting torque to an output shaft of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
A rotation speed calculating means for calculating the rotation speed of the internal combustion engine;
When an instruction to stop the operation of the internal combustion engine is given and the rotational speed calculated by the rotational speed calculation means reaches a rotational speed immediately before stopping which is preset as a rotational speed immediately before the internal combustion engine stops, Based on the rotational position of the output shaft of the internal combustion engine when the rotational speed just before the stop is reached, the internal combustion engine stops at a target stop position different from the reference by a predetermined angle based on the first compression stroke at the time of starting next. Fluctuation pattern setting means for setting a fluctuation pattern of torque output from the torque output means,
When an instruction to stop the operation of the internal combustion engine is given, the internal combustion engine is controlled so that the operation of the internal combustion engine stops, and a predetermined request is made until the fluctuation pattern is set by the fluctuation pattern setting means. The torque output means is configured to drive-control the torque output means so that torque is output based on the torque pattern, and after the fluctuation pattern is set by the fluctuation pattern setting means, the torque output means is configured to output torque based on the set fluctuation pattern. A drive control means at the time of operation stop for controlling the drive,
It is a summary to provide.
[0008]
In this drive device of the present invention, when an instruction to stop the operation of the internal combustion engine is given and the rotational speed of the internal combustion engine reaches the rotational speed just before the stop, the internal combustion engine is operated based on the rotational position of the output shaft of the internal combustion engine at that time. A fluctuation pattern of torque output from the torque output means is set so as to stop at the target stop position, and the torque output means is driven and controlled so that torque is output based on the set fluctuation pattern. Therefore, the internal combustion engine is controlled to stop at the target stop position by setting a variation pattern of torque output from the torque output means according to the rotational position of the internal combustion engine when the rotational speed reaches the rotational speed immediately before stopping. Can do. Further, since the torque output means is driven and controlled immediately before the internal combustion engine is stopped, the stop position of the internal combustion engine can be controlled more efficiently. In addition, as “the rotational speed immediately before stopping”, it is possible to set the rotational speed when the internal combustion engine stops within a predetermined moving angle range based on the moving angle between the compression strokes of the internal combustion engine. The “first compression stroke” is the first compression stroke at the start of the internal combustion engine, and in a multi-cylinder internal combustion engine, the compression stroke in the cylinder that executes the compression stroke first regardless of which cylinder. Yes, meaning that the piston includes a stroke that goes from bottom dead center to top dead center.
[0009]
In such a driving apparatus of the present invention, the fluctuation pattern setting means sets a standard fluctuation pattern when the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before stopping is within a predetermined range, When the rotation position of the output shaft is a position advanced from the predetermined range, a rotation suppression variation pattern for outputting torque is set so as to suppress rotation of the output shaft in comparison with the standard variation pattern, and the output Means for setting a rotation promoting variation pattern for outputting torque so as to promote rotation of the output shaft in comparison with the standard variation pattern when the rotational position of the shaft is delayed from the predetermined range. It can also be. In this way, a standard variation pattern, a variation pattern for suppressing rotation, and a variation pattern for promoting rotation can be set according to the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before stopping is reached. In the driving device according to the aspect of the present invention, the rotation suppression variation pattern is such that the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before the stop reaches the position is more advanced than the predetermined range. Is a fluctuation pattern for outputting torque with a tendency to largely suppress the rotation of the engine, and the rotation promotion fluctuation pattern is that the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before the stop is reached is delayed from the predetermined range. It may be a variation pattern in which torque is output in a tendency that the rotation of the output shaft is greatly promoted as the position is increased.
[0010]
Further, in the drive device of the present invention, the variation pattern set by the variation pattern setting means is a set of the relationship between the elapsed time from when the rotation speed immediately before the stop is reached and the output torque, It is also possible to set the relationship between the rotational position of the output shaft after reaching the rotational speed immediately before stopping and the output torque. In this way, it is possible to drive and control the torque output means so as to output torque according to the elapsed time and the rotational position of the output shaft. In the driving device of the present invention in which the variation pattern in which the relationship between the rotational position of the output shaft and the torque to be output is set as described above is set, the rotational position of the output shaft is such that the rotational position of the output shaft is the target stop. The variation pattern is set so that the torque output increases as it approaches the position, or the torque output when the rotational position of the output shaft reaches a predetermined position is set to approximately zero. It can also be a variation pattern. Here, the torque output when the rotational position of the output shaft of the internal combustion engine reaches a predetermined position is set to a value of approximately 0 by setting a position advanced from the target stop position as the predetermined position. This is based on the fact that it is possible to prevent excessive torque from being output even when it is difficult to stop at the stop position.
[0011]
Furthermore, in the driving apparatus of the present invention, the target stop position may be a predetermined range including a position where the piston is at the top dead center in the compression stroke immediately before the first compression stroke. In this way, the target stop position is far from the initial compression stroke when starting the internal combustion engine, and it is not necessary to perform compression immediately after starting the internal combustion engine, so the startability of the internal combustion engine can be improved. .
[0012]
In such a drive device of the present invention, there are three shafts connected to the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and when power is input to or output from any two of the three shafts, A three-shaft type power distribution / integrating means for inputting / outputting power determined based on the output power to / from the remaining shaft, wherein the torque output means is a first electric motor capable of outputting torque to the rotating shaft; It can also be a means having a second electric motor capable of outputting torque to the shaft.
[0013]
In the driving apparatus of the present invention, the torque output means includes a first rotor connected to the output shaft of the internal combustion engine and a first rotor connected to the drive shaft and rotatable relative to the first rotor. A pair of rotor motors that can rotate the first rotor relative to the second rotor by electromagnetic action, and a drive shaft motor that can output torque to the drive shaft. It can also be a means of having.
[0014]
The automobile according to the present invention is a drive apparatus according to any one of the above-described aspects, that is, a drive apparatus that basically includes an internal combustion engine and torque output means capable of outputting torque to the output shaft of the internal combustion engine. A rotational position detecting means for detecting a rotational position of an output shaft of the internal combustion engine; a rotational speed calculating means for calculating the rotational speed of the internal combustion engine; and an instruction to stop the operation of the internal combustion engine and the rotation. When the rotational speed calculated by the number calculating means reaches a rotational speed immediately before stopping that is set in advance as the rotational speed immediately before the internal combustion engine stops, the output of the internal combustion engine when the rotational speed immediately before the stop is reached. A fluctuation pattern of torque output from the torque output means so that the internal combustion engine stops at a target stop position different from the reference by a predetermined angle on the basis of the first compression stroke at the next start based on the rotational position of the shaft And a fluctuation pattern setting means for setting the operation of the internal combustion engine to stop the operation of the internal combustion engine when an instruction to stop the operation of the internal combustion engine is given, and the fluctuation pattern is set by the fluctuation pattern setting means. Until it is set, the torque output means is driven and controlled so that torque is output based on a predetermined request. After the fluctuation pattern is set by the fluctuation pattern setting means, the torque is set based on the set fluctuation pattern. And a driving control unit for stopping operation that controls the torque output unit to output the torque output unit.
[0015]
Since the automobile of the present invention includes the drive device of the present invention according to any one of the above-described aspects, the effect of the drive device of the present invention, for example, the rotation of the internal combustion engine when the rotation speed reaches the rotation speed immediately before stopping. By setting the fluctuation pattern of the torque output from the torque output means according to the position, the internal combustion engine can be controlled to stop at the target stop position, and the stop position of the internal combustion engine can be controlled more efficiently. The effect which can be improved, the effect which can improve the startability of an internal-combustion engine, etc. can be produced.
[0016]
The method for controlling the drive device of the present invention includes:
A control method for a drive device comprising: an internal combustion engine; torque output means capable of outputting torque to the output shaft of the internal combustion engine; and rotational position detection means for detecting the rotational position of the output shaft of the internal combustion engine,
(A) calculating the rotational speed of the internal combustion engine;
(B) When an instruction to stop the operation of the internal combustion engine is given and the rotational speed calculated in step (a) reaches a rotational speed immediately before stopping which is preset as the rotational speed immediately before the internal combustion engine stops. In addition, based on the rotational position of the output shaft of the internal combustion engine when the rotational speed just before the stop is reached, the internal combustion engine differs from the reference by a predetermined angle based on the first compression stroke when starting next. Set a fluctuation pattern of torque output from the torque output means to stop at a position,
(C) When an instruction to stop the operation of the internal combustion engine is given, the internal combustion engine is controlled so as to stop operating, and a predetermined pattern is set until the variation pattern is set in step (b). The torque output means is driven and controlled to output torque based on the request, and after the variation pattern is set in step (b), the torque is output based on the set variation pattern. Driving and controlling the torque output means;
This is the gist.
[0017]
In this method of controlling a drive device according to the present invention, when an instruction to stop the operation of the internal combustion engine is given and the rotational speed of the internal combustion engine reaches the rotational speed just before the stop, based on the rotational position of the output shaft of the internal combustion engine at that time A fluctuation pattern of torque output from the torque output means is set so that the internal combustion engine stops at the target stop position, and the torque output means is driven and controlled so that torque is output based on the set fluctuation pattern. Therefore, the internal combustion engine is controlled to stop at the target stop position by setting a variation pattern of torque output from the torque output means according to the rotational position of the internal combustion engine when the rotational speed reaches the rotational speed immediately before stopping. Can do. Further, since the torque output means is driven and controlled immediately before the internal combustion engine is stopped, the stop position of the internal combustion engine can be controlled more efficiently. Here, the “first compression stroke” is the first compression stroke at the start of the internal combustion engine, and in a multi-cylinder internal combustion engine, the compression stroke in the cylinder that executes the compression stroke first regardless of which cylinder. Means that the piston includes a stroke in which the piston moves from the bottom dead center to the top dead center.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a driving apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire drive device.
[0019]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. Examples of various sensors that detect the operating state of the engine 22 include a crank position sensor 23 that detects the crank angle θ of the crankshaft 26 and a water temperature sensor (not shown) that detects the temperature of the cooling water (cooling water temperature) of the engine 22. Can be mentioned. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.
[0020]
The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.
[0021]
The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.
[0022]
The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
[0023]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. 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 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.
[0024]
The hybrid vehicle 20 according to the embodiment calculates a 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. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.
[0025]
In the hybrid vehicle 20 of the embodiment thus configured, the drive device corresponds to a configuration excluding the gear mechanism 60, the differential gear 62, and the drive shafts 63a and 63b.
[0026]
Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when stopping the operation of the engine 22 will be described. FIG. 2 is a flowchart showing an example of a motor operation time control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed at predetermined time intervals (for example, every 8 msec) when the motor operation mode is selected as the operation mode and an instruction to stop the operation of the engine 22 is given. The engine ECU 24 stops fuel injection in the engine 22 and the like simultaneously with the start of the processing by the motor operation time control routine.
[0027]
When the motor operating control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first inputs data necessary for control such as the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The process which performs is performed (step S100).
[0028]
Based on the accelerator opening Acc and the vehicle speed V, 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 is set as the torque required for the vehicle ( 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. 3 shows an example of the required torque setting map.
[0029]
Subsequently, a torque command Tm1 * for the motor MG1 is set (step S120). Now, consider the period from when the fuel injection in the engine 22 is stopped by the engine ECU 24 until the operation of the engine 22 stops. In this period, an MG1 torque setting process routine illustrated in FIG. 4 is executed as a process for setting the torque command Tm1 * of the motor MG1. Hereinafter, the description of the control routine during motor operation will be interrupted, and the MG1 torque setting process routine will be described.
[0030]
In the MG1 torque setting process routine, first, a process of inputting the crank angle θ and the rotational speed Ne of the engine 22 is executed (step S200). Here, the crank angle θ and the rotational speed Ne of the engine 22 are input from the engine ECU 24 by communication from the crank angle θ detected by the crank position sensor 23 and the rotational speed Ne calculated based on the crank angle θ. It was.
[0031]
When the rotational speed Ne of the engine 22 has not reached the rotational speed Nestop just before stopping, the basic torque Tmbase is set as the torque command Tm1 * of the motor MG1 (steps S210 and S220), and this MG1 torque setting processing routine is terminated. Here, the rotation speed Nest immediately before stop is preset as the rotation speed immediately before the engine 22 stops, and in the embodiment, approximately the angle between the compression strokes of the engine 22 (for example, in the case of a 4-cylinder engine) The rotation speed of the engine 22 (for example, 300 rpm, etc.) that stops by rotating 180 ° CA or the like is experimentally determined and set in advance. Further, the basic torque Tmbase is set as a torque output from the motor MG1 in order to smoothly reduce the rotational speed of the engine 22 and hold the piston after the engine 22 is stopped. FIG. 5 is an explanatory diagram showing an example of the relationship between the basic torque Tmbase and the engine speed Ne. As shown in the figure, the basic torque Tmbase is set as a braking torque that suppresses the rotation of the engine 22 until the rotational speed Ne of the engine 22 reaches the rotational speed Nesp just before stopping, and the rotational speed Ne reaches the rotational speed Nestop just before stopping. It is set to switch to the torque that holds the piston at the same timing.
[0032]
On the other hand, when the input rotational speed Ne of the engine 22 has reached the rotational speed Nestop just before stopping, a variation pattern of the torque command Tm1 * of the motor MG1 is set based on the crank angle θ at that time (step S230). FIG. 6 is an explanatory diagram schematically showing the concept of a variation pattern based on the crank angle θ. In the embodiment, the variation pattern of the torque command Tm1 * is three patterns Modes 1 to 3, as shown in the figure. When the engine 22 is stopped at the target stop position (for example, from top dead center −40 ° CA to top dead center + 20 ° CA) when the motor MG1 is driven according to the basic torque Tmbase described above and the engine 22 is stopped. In this embodiment, the case where the crank angle θ when the rotation speed just before the stop reaches Nestp is in the range from top dead center −40 ° CA to top dead center + 60 ° CA is targeted. . Mode 2 is a case where the engine 22 is predicted to stop at a position exceeding the target stop position when the motor MG1 is driven in accordance with the basic torque Tmbase and the engine 22 is stopped. In the embodiment, the crank angle θ is top dead. The target was when it was within the range from the point + 60 ° CA to the top dead center + 110 ° CA (−70 ° CA). Mode 3 is a case where the engine 22 is predicted to stop at a position that does not reach the target stop position when the motor MG1 is driven according to the basic torque Tmbase and the engine 22 is stopped. In the embodiment, the crank angle θ is top dead. The target was when it was within the range from the point -70 ° CA to the top dead center -40 ° CA. This fluctuation pattern is set only for the first time (once immediately after the engine speed Ne reaches the engine speed Nesp just before stopping), and this routine is repeatedly executed after the fluctuation pattern is set once. In this case, the process skips to step S240 described later.
[0033]
When the variation pattern is set in this way, a torque obtained by correcting the basic torque Tmbase is set as the torque command Tm1 * of the motor MG1 in accordance with the set variation pattern (step S240), and this MG1 torque setting processing routine is terminated. When the variation pattern is Mode1, if the motor MG1 is driven according to the basic torque Tmbase, the engine 22 is predicted to stop at the target stop position, so the basic torque Tmbase is set to the torque command Tm1 * as it is.
[0034]
When the fluctuation pattern is Mode 2, it is predicted that the engine 22 will exceed the target stop position even if the motor MG1 is driven according to the basic torque Tmbase. Therefore, the basic torque Tmbase is corrected so as to suppress the rotation of the engine 22. In the embodiment, the relationship between the correction torque for correcting the basic torque Tmbase and the crank angle θ is determined in advance by experiments or the like and stored in the ROM 74 as a correction torque setting map, and the basic torque Tmbase is used using this correction torque setting map. Was to be corrected. FIG. 7 is an explanatory diagram illustrating an example of a correction torque setting map when the variation pattern is Mode2. As shown in the figure, the braking torque is set to increase as the engine 22 moves away from the top dead center. Here, the reason why the braking torque is set small when the crank angle θ is a position before the top dead center is that if a large braking torque is output during the compression stroke, the piston may return. based on. The correction torque is set to a value of 0 when the crank angle θ exceeds the top dead center + 60 ° CA. The braking torque is forced even when it is difficult to stop at the target stop position. This is to prevent a sense of incongruity from being output.
[0035]
When the variation pattern is Mode3, it is predicted that the engine 22 will not reach the target stop position even if the motor MG1 is driven according to the basic torque Tmbase. Therefore, the basic torque Tmbase is corrected so as to promote the rotation of the engine 22. FIG. 8 is an explanatory diagram showing an example of a correction torque setting map when the variation pattern is Mode3. As can be seen from the comparison with FIG. 7, in the correction torque setting map at the time of Mode 3, the torque in the direction to assist the rotation of the engine 22 until the target stop position is approached (for example, up to top dead center −50 ° CA). Is set so as to correct the basic torque Tmbase.
[0036]
Returning to the explanation of the motor operation control routine of FIG. When the torque command Tm1 * of the motor MG1 is set by the MG1 torque setting processing routine, the torque command as a torque to be output from the motor MG2 using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. Tm2 * is calculated by equation (1) (step S130). This expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 9 is a collinear diagram showing a dynamic relationship between the number of rotations and torque in the rotating elements of the power distribution and integration mechanism 30. 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. As shown in the figure, in order to output the required torque Tr * to the ring gear shaft 32a, the sum of the torque (Tm1 * / ρ) as a reaction force against the torque output from the motor MG1 and the required torque Tr * is obtained by the motor. What is necessary is just to output from MG2. As a result, the torque output from the motor MG1 is applied to the crankshaft 26 of the engine 22 and the required torque Tr * is output to the ring gear shaft 32a as the drive shaft.
[Expression 1]
Tm2 * = {Tr * + Tm1 * / ρ} / Gr (1)
[0037]
Then, the set torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S140), and the motor operation time control routine is ended. 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 *. .
[0038]
According to the hybrid vehicle 20 of the embodiment described above, when the operation of the engine 22 is stopped, when the rotational speed Ne of the engine 22 reaches the rotational speed Nestop just before the stop, the motor is based on the crank angle θ at that time. A variation pattern of the torque command Tm1 * of MG1 is set, and the basic torque Tmbase of the torque command Tm1 * of the motor MG1 is corrected according to the set variation pattern, whereby the engine 22 is near the top dead center of the compression stroke that is the target stop position. Can be stopped. As a result, since the engine 22 is stopped at a position far from the first compression stroke when starting the engine 22 and it is not necessary to perform compression immediately after starting, the startability of the engine 22 can be improved. In addition, since the correction of the basic torque Tmbase is started when the rotational speed Ne of the engine 22 reaches the rotational speed Nestop just before stopping, the stop position of the engine 22 can be controlled more efficiently.
[0039]
In the hybrid vehicle 20 of the embodiment, the basic torque Tmbase is set to the torque command Tm1 * as it is when the variation pattern is Mode1, but it does not always stop at the target stop position in consideration of the solid variation of the engine 22 and the like. Thus, for example, even when the variation pattern is Mode1, the basic torque Tmbase may be corrected and the torque command Tm1 * may be set using the correction torque setting map for Mode3 illustrated in FIG.
[0040]
In the hybrid vehicle 20 of the embodiment, the variation pattern of the torque command Tm1 * is three patterns Modes 1 to 3. However, the variation pattern is not limited to these three patterns. In other words, it may be a fluctuation pattern that is set based on the crank angle θ of the engine 22 at the time when the rotation speed Nstp just before the stop is reached and stops the engine 22 at the target stop position. In the example, a variation pattern is set such that the basic torque Tmbase is corrected with a larger braking torque as the position is advanced from the crank angle θ) in Mode 1, or the position is delayed from the standard crank angle θ. It is also possible to set a variation pattern that corrects the basic torque Tmbase with a relatively large assist torque.
[0041]
In the hybrid vehicle 20 of the embodiment, the correction torque setting map sets the magnitude of the correction torque according to the crank angle θ. However, the correction torque setting map may not be set according to the crank angle θ. The magnitude of the correction torque may be set in accordance with the correction torque, or the correction torque may be a fixed value regardless of the crank angle θ.
[0042]
In the hybrid vehicle 20 of the embodiment, the torque obtained by correcting the basic torque Tmbase is set as the torque command Tm1 * of the motor MG1, but the torque command Tm1 * is directly set even if the basic torque Tmbase is not corrected. It can be done as well.
[0043]
In the hybrid vehicle 20 of the embodiment, the map of FIG. 7 and FIG. 8 is illustrated as the correction torque setting map, but it is needless to say that the map is not limited to the illustrated map. That is, for example, the correction torque when the target stop position is exceeded in the map at Mode 2 may not be 0.
[0044]
In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).
[0045]
In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.
[0046]
The hybrid vehicle 20 of the embodiment is a parallel hybrid vehicle that outputs the power of the engine 22 to the ring gear shaft 32a as a drive shaft via the power distribution and integration mechanism 30, but is applied to a so-called series type hybrid vehicle. It is good. Further, the present invention can be applied to a vehicle with an idling stop function that frequently operates / stops the engine. Furthermore, as long as the vehicle can output torque to the output shaft of an internal combustion engine such as an engine, it may be applied to other various vehicles.
[0047]
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.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating an example of a motor operation time control routine executed by the hybrid electronic control unit 70 of the embodiment.
FIG. 3 is an explanatory diagram showing an example of a required torque setting map.
FIG. 4 is a flowchart illustrating an example of an MG1 torque setting process routine executed by the hybrid electronic control unit 70 according to the embodiment.
FIG. 5 is an explanatory diagram showing an example of a relationship between a basic torque Tmbase of a motor MG1 and a rotational speed Ne of an engine 22.
FIG. 6 is an explanatory diagram schematically showing a concept of a variation pattern based on a crank angle θ.
FIG. 7 is an explanatory diagram showing an example of a correction torque setting map in Mode 2.
FIG. 8 is an explanatory diagram showing an example of a correction torque setting map in Mode 3.
FIG. 9 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the rotational elements of the power distribution and integration mechanism 30;
FIG. 10 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 of a modified example.
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, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35, 135 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, 64a, 64b drive wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 igni 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, 193a, 193b wheels, 230 to rotor motor, 232 inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (13)

A drive device comprising an internal combustion engine and torque output means capable of outputting torque to an output shaft of the internal combustion engine,
Rotational position detecting means for detecting the rotational position of the output shaft of the internal combustion engine;
A rotation speed calculating means for calculating the rotation speed of the internal combustion engine;
When an instruction to stop the operation of the internal combustion engine is given and the rotational speed calculated by the rotational speed calculation means reaches a rotational speed immediately before stopping which is preset as a rotational speed immediately before the internal combustion engine stops, Based on the rotational position of the output shaft of the internal combustion engine when the rotational speed just before the stop is reached, the internal combustion engine stops at a target stop position different from the reference by a predetermined angle based on the first compression stroke at the time of starting next. Fluctuation pattern setting means for setting a fluctuation pattern of torque output from the torque output means,
When an instruction to stop the operation of the internal combustion engine is given, the internal combustion engine is controlled so that the operation of the internal combustion engine stops, and a predetermined request is made until the fluctuation pattern is set by the fluctuation pattern setting means. The torque output means is configured to drive-control the torque output means so that torque is output based on the torque pattern, and after the fluctuation pattern is set by the fluctuation pattern setting means, the torque output means is configured to output torque based on the set fluctuation pattern. A drive control means at the time of operation stop for controlling the drive,
A drive device comprising: The fluctuation pattern setting means sets a standard fluctuation pattern when the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before stopping is within a predetermined range, and the rotational position of the output shaft is the predetermined position. When the position is ahead of the range, a rotation suppression variation pattern for outputting torque is set so as to suppress rotation of the output shaft compared to the standard variation pattern, and the rotation position of the output shaft is within the predetermined range. 2. The driving apparatus according to claim 1, wherein the driving device is a means for setting a rotation promoting variation pattern for outputting torque so as to promote rotation of the output shaft as compared with the standard variation pattern when the position is delayed. The fluctuation pattern for suppressing rotation tends to suppress the rotation of the output shaft more greatly as the rotational position of the output shaft of the internal combustion engine when the rotational speed just before the stop reaches the predetermined range. The rotation-promoting variation pattern is such that the rotational position of the output shaft of the internal combustion engine when the rotational speed immediately before the stop is reached is delayed from the predetermined range. The driving device according to claim 2, wherein the driving device is a variation pattern that outputs torque with a tendency to greatly accelerate rotation. 4. The driving device according to claim 1, wherein the variation pattern set by the variation pattern setting means sets a relationship between an elapsed time from when the rotation speed immediately before the stop is reached and an output torque. 5. . 5. The variation pattern set by the variation pattern setting means sets a relationship between a rotational position of the output shaft after reaching the rotational speed immediately before stopping and an output torque. Drive device. 6. The drive device according to claim 2, wherein the rotation suppression variation pattern is a variation pattern that is set such that the torque output increases as the rotational position of the output shaft approaches the target stop position. 5. The rotation pattern according to claim 2, wherein the rotation suppression variation pattern is a variation pattern set such that a torque output when the rotational position of the output shaft reaches a predetermined position is substantially zero. The drive device described. The drive device according to any one of claims 1 to 7, wherein the target stop position is a predetermined range including a position where the piston is at a top dead center in a compression stroke immediately before the first compression stroke. 2. The rotation speed immediately before stopping is set as a rotation speed when the internal combustion engine stops within a predetermined movement angle range based on a movement angle between compression strokes of the internal combustion engine. 8. The drive device according to any one of 8. The drive device according to any one of claims 1 to 9,
There are three shafts connected to the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and when power is input to or output from any two of the three shafts, based on the input / output power A three-shaft power distribution integration means for inputting / outputting the determined power to / from the remaining shafts;
The said torque output means is a drive device which is a means which has the 1st electric motor which can output a torque to the said rotating shaft, and the 2nd electric motor which can output a torque to the said drive shaft. The torque output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft and rotatable relative to the first rotor. 10. A means comprising: a counter-rotor motor capable of rotating the first rotor with respect to the second rotor by a specific action; and a drive shaft motor capable of outputting torque to the drive shaft. Any one of the drive devices. An automobile comprising the drive device according to any one of claims 1 to 11. A control method for a drive device comprising: an internal combustion engine; torque output means capable of outputting torque to the output shaft of the internal combustion engine; and rotational position detection means for detecting the rotational position of the output shaft of the internal combustion engine,
(A) calculating the rotational speed of the internal combustion engine;
(B) When an instruction to stop the operation of the internal combustion engine is given and the rotational speed calculated in step (a) reaches a rotational speed immediately before stopping which is preset as the rotational speed immediately before the internal combustion engine stops. In addition, based on the rotational position of the output shaft of the internal combustion engine when the rotational speed just before the stop is reached, the internal combustion engine differs from the reference by a predetermined angle based on the first compression stroke when starting next. Set a fluctuation pattern of torque output from the torque output means to stop at a position,
(C) When an instruction to stop the operation of the internal combustion engine is given, the internal combustion engine is controlled so as to stop operating, and a predetermined pattern is set until the variation pattern is set in step (b). The torque output means is driven and controlled to output torque based on the request, and after the variation pattern is set in step (b), the torque is output based on the set variation pattern. Driving and controlling the torque output means;
Control method of drive device.

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