CN100379969C - Driving device and its control method and automobile - Google Patents

Abstract

The present invention relates to a driving device, a controlling method thereof and a vehicle. The present invention aims to effectively control the stopping position of an internal combustion engine. When the engine operation is stopped, the changing mode (S200-S230) of the torque instruction Tm1<*> of a motor MG1 is set according to the crankshaft rotary angle theta before the rotary speed Ne of an engine reaches to the rotary speed Nestp. Corresponding to the changing mode, the torque of the corrected base torque Tmbase is set as the torque instruction Tm1<*> of the motor MG1 (S240). When the rotary angle theta of a crankshaft is beyond the target stopping position, the changing mode for correcting the base torque by suppressing the rotary mode of the engine is set. When the rotary angle theta of the crankshaft does not reach to the target stopping position, the changing mode for correcting the base torque Tmbase by promoting the rotary mode of the engine is set.

Description

Driving device and its control method and automobile

technical field

The present invention relates to a driving device, a control method thereof, and an automobile, and more specifically, to a driving device having an internal combustion engine and a torque output device capable of outputting torque to an output shaft of the internal combustion engine, a control method thereof, and a driving device equipped with such a Power drive car.

Background technique

Conventionally, as such a drive device, a device including an internal combustion engine and a generator capable of outputting braking torque to the crankshaft of the internal combustion engine has been proposed (for example, JP-A-2001-193540, etc.). In this device, when the internal combustion engine is stopped, the braking torque from the generator is output to the crankshaft according to the rotational speed and rotational position of the crankshaft, so that the stop position of the internal combustion engine is controlled within a target range.

Contents of the invention

In such a device, since the control to bring the stop position within the target range is started even when the engine speed is high, it is easier to feel uncomfortable compared with the case where the engine stops after inertial rotation. In addition, in a state where the rotational speed is high, even if the stop position of the internal combustion engine is controlled, it is difficult to perform it with high precision, so it becomes an inefficient control to output excess braking torque or the like.

One object of the drive device, its control method, and automobile of the present invention is to stop the internal combustion engine at a desired position when the internal combustion engine is stopped. Another object of the drive device, its control method, and automobile of the present invention is to efficiently control the stop position of the internal combustion engine. In addition, another object of the driving device, its control method, and the vehicle of the present invention is to improve the starting performance of the internal combustion engine.

In order to achieve at least one of the above objects, the driving device, its control method and the automobile of the present invention adopt the following technical solutions.

The driving device of the present invention is: a driving device having an internal combustion engine and a torque output device capable of outputting torque to an output shaft of the internal combustion engine, wherein: a rotational position detection device for detecting the rotational position of the output shaft of the internal combustion engine; A rotation speed calculation device for calculating the rotation speed of the internal combustion engine; a variation pattern setting device, which is set in advance as a rotation speed of the internal combustion engine before the stop of the internal combustion engine when the rotation speed calculated by the rotation speed calculation device is generated. When the rotation speed before stopping is fixed, according to the rotation position of the output shaft of the internal combustion engine when the rotation speed before stopping is reached, the initial compression stroke at the next startup is taken as a reference, and the internal combustion engine is only within a predetermined angle difference from the reference. A mode of stopping at a stop position, setting a variation pattern of torque output from the torque output device; and a stop-time control device, which operates and controls the internal combustion engine so as to stop the internal combustion engine when an instruction to stop the operation of the internal combustion engine is generated. At the same time as the operation of the torque output device, the torque output device is driven and controlled to output torque according to the specified request until the fluctuation mode is set by the fluctuation mode setting device, and when the fluctuation mode is set by the fluctuation mode setting device Then, drive and control the torque output device to output torque according to the set variation pattern.

In the driving device of the present invention, when a command to stop the operation of the internal combustion engine is issued and the rotational speed of the internal combustion engine reaches the rotational speed before the stop, the variation pattern of the torque output from the torque output device is set according to the rotational position of the output shaft of the internal combustion engine at that time. to stop the internal combustion engine at the target stop position, and drive and control the torque output device to output torque according to the set variation pattern. Therefore, by setting the fluctuation pattern of the torque output from the torque output device based on the rotational position of the internal combustion engine when the rotational speed reaches the rotational speed before stopping, the internal combustion engine can be controlled to stop at the target stop position. In addition, since the torque output device is driven and controlled from the time before the internal combustion engine is stopped, the stop position of the internal combustion engine can be controlled more effectively. In addition, the "rotational speed before stop" may be set as the rotational speed when the internal combustion engine is stopped within a predetermined movement angle range based on the movement angle during the compression stroke of the internal combustion engine. The "initial compression stroke" is the initial compression stroke when the internal combustion engine is started. In a multi-cylinder internal combustion engine, it is not limited to the compression stroke in the cylinder that performs the initial compression stroke in any cylinder, which includes the piston moving from the bottom dead center The meaning of the journey to the top dead center.

In the driving device of the present invention, the variation mode setting means may be a means for setting a standard when the rotation position of the output shaft of the internal combustion engine is within a predetermined range when the rotation speed before stopping is reached. When the rotational position of the output shaft is at a position forward of the predetermined range, the output torque rotation suppression fluctuation mode is set so that the rotation of the output shaft is suppressed compared with the standard fluctuation mode. When the rotational position of the output shaft is at a position lagging behind the predetermined range, a variation pattern for promoting rotation of the output torque is set such that the rotation of the output shaft is accelerated compared with the standard variation pattern. In this way, a standard variation pattern, a variation pattern for rotation suppression, and a variation pattern for rotation acceleration can be set based on the rotation position of the output shaft of the internal combustion engine when the rotation speed before stopping is reached. In this aspect of the driving device of the present invention, the rotation suppression fluctuation pattern may be such that when the rotational position of the output shaft of the internal combustion engine is further forward than the predetermined range when the rotational speed before stopping is reached, In the case where the rotation of the output shaft is more suppressed, the variation pattern of the output torque, the variation pattern for promoting the rotation may be: the rotation position of the output shaft of the internal combustion engine is at a position lower than the rotation speed when the speed before stopping is reached. At a position where the predetermined range is delayed, the output torque fluctuation mode tends to be more accelerated in the rotation of the output shaft.

In the driving device according to the present invention, the variation pattern set by the variation pattern setting means may be a pattern in which the relationship between the elapsed time and the output torque is set from when the rotation speed before the stop is reached, or set A pattern that defines the relationship between the rotational position of the output shaft and the output torque after reaching the rotational speed before the stop. In this way, the torque output device can be driven and controlled to output torque according to the elapsed time or the rotational position of the output shaft. In the driving device of the present invention in which the variation pattern is set by setting the relationship between the rotational position of the output shaft and the output torque in this way, the variation pattern for rotation suppression may be such that the closer the rotational position of the output shaft is to the The variation pattern is set so that the output torque tends to increase when the target stop position is reached, or the variation pattern is set so that the output torque becomes substantially zero when the rotation position of the output shaft reaches a predetermined position. Here, the torque output when the rotational position of the output shaft of the internal combustion engine reaches the predetermined position is basically set to a value of 0 based on the consideration that, by setting the predetermined position at a position forward of the target stop position, etc., It is possible to prevent excess torque from being output until it becomes difficult to stop at the target stop position.

In addition, in the driving device according to the present invention, the target stop position may be a predetermined range including a position where the piston reaches a top dead center in a compression stroke preceding the first compression stroke. In this way, since the target stop position is set apart from the first compression stroke when starting the internal combustion engine, and compression immediately after starting the internal combustion engine is unnecessary, the starting performance of the internal combustion engine can be improved.

In such a drive device according to the present invention, there may be three shafts connected to the output shaft, the drive shaft, and the rotation shaft of the internal combustion engine, and when power is input from any two shafts of the three shafts and power is output to any two shafts, A 3-shaft type power distribution integrated mechanism that inputs and outputs power determined based on the input and output power to and from the remaining shafts, and the torque output device has a torque output device capable of outputting torque to the rotating shaft A first electric (drive) motor and a second electric motor capable of outputting torque to the drive shaft.

In addition, in the driving device of the present invention, the torque output device may include: a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft and relatively rotatable relative to the first rotor. A device comprising a pair of rotor motors capable of rotationally driving the first rotor relative to the second rotor by electromagnetic action, and a drive shaft motor capable of outputting torque to the drive shaft.

The automobile of the present invention is an automobile equipped with any of the drive devices described above, wherein the drive device is basically a drive device having an internal combustion engine and a torque output device capable of outputting torque to an output shaft of the internal combustion engine, wherein the drive device has : a rotational position detection device that detects the rotational position of an output shaft of the internal combustion engine; a rotational speed calculation device that calculates the rotational speed of the internal combustion engine; a variation mode setting device that generates an instruction to stop the operation of the internal combustion engine, and is determined by the When the rotational speed calculated by the said rotational speed calculation means reaches the pre-stop rotational speed preset as the rotational speed before the internal combustion engine stops, the rotational position of the output shaft of the internal combustion engine at the time of reaching the pre-stop rotational speed is calculated as the The initial compression stroke is used as a reference, and the variation pattern of the torque output from the torque output device is set in such a manner that the internal combustion engine stops only at a target stop position that is different from the reference by a predetermined angle; When a command to stop the operation of the internal combustion engine is issued, the internal combustion engine is operated and controlled to stop the operation of the internal combustion engine, and at the same time, the torque output device is driven and controlled so as to output torque according to a predetermined request until it is set by the fluctuation pattern setting device. Until the fluctuation mode is fixed, and after the fluctuation mode is set by the fluctuation mode setting means, the torque output device is driven and controlled to output torque according to the set fluctuation mode.

In the automobile of the present invention, since the driving device of the present invention in any of the above-mentioned forms is loaded, the effect achieved by the driving device of the present invention can be realized, for example, by the rotation position of the internal combustion engine when the rotation speed reaches the rotation speed before stopping. , the effect of setting the variation pattern of the torque output from the torque output device, the internal combustion engine can be controlled to stop at the target stop position, or the effect of more effectively controlling the stop position of the internal combustion engine, or the effect of improving the starting performance of the internal combustion engine Wait for the same effect.

The control method of the driving device of the present invention is: a driving device having an internal combustion engine, a torque output device capable of outputting torque to an output shaft of the internal combustion engine, and a rotational position detection device for detecting the rotational position of the output shaft of the internal combustion engine. A control method, wherein (a) calculates the rotational speed of the internal combustion engine, (b) generates an instruction to stop the operation of the internal combustion engine, and the rotational speed calculated in the step (a) reaches a predetermined speed as the rotational speed of the internal combustion engine before stopping When the rotational speed before stopping is fixed, the fluctuation mode of the torque output from the torque output device is set, so as to change the initial compression at the next startup according to the rotational position of the output shaft of the internal combustion engine when the rotational speed before stopping is reached. The stroke is used as a reference, and the internal combustion engine is stopped only at a target stop position that is different from the reference by a predetermined angle, (c) when a command to stop the operation of the internal combustion engine is generated, the operation of the internal combustion engine is controlled to stop the operation of the internal combustion engine, drive-controlling the torque output device to output torque according to a prescribed request until the fluctuation mode is set in the step (b), and after the fluctuation mode is set in the step (b), drive-controlling the torque The output device outputs torque in a fluctuation pattern according to the setting.

In the control method of the driving device according to the present invention, when an instruction to stop the operation of the internal combustion engine is issued and the rotational speed of the internal combustion engine reaches the rotational speed before the stop, the torque output from the torque output device is set according to the rotational position of the output shaft of the internal combustion engine at this time. According to the set variation pattern, the internal combustion engine is stopped at the target stop position, and the torque output device is driven and controlled to output torque according to the set variation pattern. Therefore, by setting the fluctuation pattern of the torque output from the torque output device based on the rotational position of the internal combustion engine when the rotational speed reaches the rotational speed before stopping, the internal combustion engine can be controlled to stop at the target stop position. In addition, since the torque output device is driven and controlled from the time before the internal combustion engine is stopped, the stop position of the internal combustion engine can be controlled more effectively. In addition, the "initial compression stroke" is the initial compression stroke when the internal combustion engine is started. In a multi-cylinder internal combustion engine, it is not limited to the compression stroke in the cylinder that performs the initial compression stroke in any one cylinder, which includes the piston from the bottom dead center. Transition (transition) means the stroke of the top dead center.

Description of drawings

FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 according to an embodiment of the present invention;

FIG. 2 is a flow chart showing an example of a motor operation control routine executed by the hybrid electronic control unit 70 of the embodiment;

FIG. 3 is an explanatory diagram showing an example of a graph for setting a required torque;

4 is a flowchart showing an example of a motor MG1 torque setting processing routine executed by the hybrid electronic control unit 70 of the embodiment;

5 is an explanatory diagram showing an example of the relationship between the base torque Tmbase of the motor MG1 and the rotational speed Ne of the engine 22;

6 is an explanatory diagram schematically showing the concept of a variation pattern based on the crank angle (crank angle) θ;

7 is an explanatory diagram showing an example of a correction torque setting table in mode 2;

8 is an explanatory diagram showing an example of a correction torque setting table in mode 3;

FIG. 9 is an explanatory diagram showing an example of a nomographic diagram for mechanically explaining the rotation elements of the power distribution and integration mechanism 30;

FIG. 10 is a configuration diagram schematically showing the configuration of a hybrid vehicle 120 according to a modified example;

FIG. 11 is a configuration diagram schematically showing the configuration of a hybrid vehicle 220 according to a modified example.

Detailed ways

Next, specific embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram schematically showing the configuration of a hybrid vehicle 20 equipped with a drive device according to an embodiment of the present invention. The hybrid vehicle 20 of the embodiment has an engine 22 as shown in the figure, and a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a shock absorber 28, and is connected to the power distribution and integration mechanism 30. The motor MG1 that can generate electricity, the reduction gear 35 installed on the ring gear shaft 32a that is connected to the power distribution integrated mechanism 30 and used as the drive shaft, the motor MG2 connected to the reduction gear 35, and the hybrid power that controls the entire driving device electronic control unit 70 .

The engine 22 is an internal combustion engine that outputs power by hydrocarbon fuel such as gasoline or light oil, and is transmitted through an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that receives signals from various sensors that detect the operating state of the engine 22. , to receive operation control such as fuel injection control, ignition control, and intake air volume adjustment control. Various sensors for detecting the operating state of the engine 22 may be, for example, the crankshaft position sensor 23 that detects the crank angle θ of the crankshaft 26 or a water temperature sensor (not shown) that detects the temperature of the cooling water of the engine 22 (cooling water temperature). wait. The engine ECU24 communicates with the electronic control unit 70 for hybrid power, controls the operation of the engine 22 through the control signal from the electronic control unit 70 for hybrid power, and at the same time outputs the operating state of the engine 22 to the electronic control unit 70 for hybrid power as required relevant data.

The power distribution integrated mechanism 30 has a sun gear 31 of an external gear, a ring gear 32 of an internal gear coaxially arranged with the sun gear 31, a plurality of pinion gears 33 meshing with the sun gear 31 and the ring gear 32, Together with the carrier 34 holding the plurality of pinion gears 33 for free rotation or revolution, the sun gear 31 , the ring gear 32 , and the carrier 34 as rotation elements constitute a differentially acting planetary gear unit. In the integrated power distribution mechanism 30, the planetary gear carrier 34 is connected to the crankshaft 26 of the engine 22, the sun gear 31 is connected to the motor MG1, the reduction gear 35 is connected to the ring gear 32 through the ring gear shaft 32a, and the motor MG1 functions as a generator. , the power input from the planetary gear carrier 34 from the engine 22 is distributed to the sun gear 31 side and the ring gear 32 side according to its gear ratio, and when the motor MG1 functions as a motor, the power input from the planetary gear carrier 34 from the engine 22 and the power input from the sun gear 31 and from the motor MG1 are integrated and then output to the ring gear 32 side. The power output to the ring gear 32 starts from the ring gear shaft 32a, passes through the gear (transmission) mechanism 60 and the differential gear 62, and is finally output to the drive wheels 63a, 63b of the vehicle.

Either one of the motor MG1 and the motor MG2 has a structure of a known synchronous generator motor that can be driven as a generator or as a motor, and exchanges electric power with the storage battery 50 through the inverters 41 and 42 . Power line 54 connecting inverters 41, 42 and battery 50 is composed of a positive bus bar and a negative bus bar shared by inverters 41, 42, and electric power generated by one of motors MG1, MG2 can be consumed by the other motor. Therefore, the battery 50 is charged and discharged according to the electric power generated by either of the motors MG1 and MG2 or the electric power shortage. In addition, the storage battery 50 will not be charged or discharged if the electric power balance is achieved by the motors MG1 and MG2. Each of the motors MG1 and MG2 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40 . Signals necessary for driving and controlling the motors MG1 and MG2 are input to the motor ECU 40, for example, signals from the rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2 or signals detected by an unillustrated current sensor. The motor ECU 40 outputs switching control signals to the inverters 41 and 42 for the phase currents and the like applied to the motors MG1 and MG2. The motor ECU 40 communicates with the electronic control unit 70 for hybrid power, drives and controls the motors MG1 and MG2 according to the control signals from the electronic control unit 70 for hybrid power, and at the same time transfers the data related to the operating states of the motors MG1 and MG2 to the hybrid power as needed. The power is output by the electronic control unit 70 .

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as battery ECU) 52 . Signals necessary for managing the storage battery 50 are, for example, an inter-terminal voltage from a voltage sensor (not shown) provided between the terminals of the storage battery 50 , and an unshown voltage sensor installed on the power line 54 connected to the output terminal of the storage battery 50 . The charge and discharge current from the current sensor, the battery temperature Tb from the temperature sensor 51 mounted on the battery 50, etc. are input to the battery ECU52, and the data related to the state of the battery 50 is transmitted to the hybrid electronic control unit through communication as needed 70 outputs. In addition, in order to manage the battery 50, the battery ECU 52 may calculate the state of charge (SOC) based on the integrated value of the charging and discharging current detected by the current sensor.

The hybrid electronic control unit 70 is composed of a microprocessor centered on a CPU 72. In addition to the CPU 72, it also has a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, input and output ports and communication ports not shown. The ignition signal from the ignition switch 80, the shift position SP from the shift position sensor 82 that detects the operating position of the shift lever 81, and the accelerator pedal opening degree from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83 (Stroke) Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, etc. are sent to the hybrid electronic control unit 70 through the input port. enter. The hybrid electronic control unit 70 is connected to the engine ECU 24 , motor ECU 40 , and battery ECU 52 through communication ports as described above, and exchanges various control signals or data with the engine ECU 24 , motor ECU 40 , and battery ECU 52 .

The hybrid vehicle 20 of the embodiment calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V, and operates the engine under control. 22 and the motors MG1 and MG2 to output the required power corresponding to the required torque to the ring gear shaft 32a. As the operation control of the engine 22 and the motors MG1 and MG2, it is possible to control the operation of the engine 22 so that the power commensurate with the required power is output from the engine 22, and to pass all the power output from the engine 22 through the power distribution and integration mechanism 30. Drive and control the torque conversion operation mode of the motor MG1 and the motor MG2 by performing torque conversion with the motor MG1 and the motor MG2 and outputting to the ring gear shaft 32a; While controlling the operation of the engine 22 in such a way that the power is output from the engine 22, as the battery 50 is charged and discharged, all or part of the power output from the engine 22 passes through the power distribution integrated mechanism 30 and the motor MG1 and the motor MG2. torque conversion, drive and control the charging and discharging operation mode of the motor MG1 and the motor MG2 by outputting the required power to the ring gear shaft 32a; to stop the operation of the engine 22, transfer the power commensurate with the required power from the motor MG2 to the ring gear shaft 32a output mode operation control motor operation mode, etc.

In the hybrid vehicle 20 of the present embodiment configured in this way, as a drive device, it corresponds to a structure excluding the gear unit 60, the differential gear 62, and the drive shafts 63a, 63b.

Next, the operation of the hybrid vehicle 20 of the embodiment configured in this way, especially the operation when the engine 22 is stopped, will be described. FIG. 2 is a flowchart showing an example of a control routine executed by the hybrid electronic control unit 70 during motor operation. In this routine, the motor operation mode is selected as the operation mode, and the routine is repeatedly executed every predetermined time (for example, every 8 msec) when there is (generates) a command to stop the operation of the engine 22 . Simultaneously with the start of the processing by the control routine during motor operation, the engine ECU 24 executes the stop of fuel injection in the engine 22 and the like.

When the motor running control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first performs control of the accelerator pedal position Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the like. Input processing is performed (step S100).

Then, a required torque Tr ^* to be output to the ring gear shaft 32a as a drive shaft connected to the drive wheels 63a, 63b as a torque required by the vehicle based on the input accelerator opening Acc and the vehicle speed V is set (step S110 ). Requested torque Tr ^* In the embodiment, the relationship between accelerator pedal opening Acc, vehicle speed V, and requested torque Tr ^* is set in advance, stored in ROM 74 as a table for requesting torque setting, and accelerator pedal opening Acc and vehicle speed V are given. , the required torque Tr ^* corresponding to the memorized map can be derived and set. FIG. 3 shows an example of a map for request torque setting.

Next, a torque command Tm1 ^* of the motor MG1 is set (step S120). Consider now the period from when the fuel injection in the engine 22 is stopped by the engine ECU 24 to when the operation of the engine 22 is stopped. During this period, the MG1 torque setting processing routine illustrated in FIG. 4 is executed as processing for setting the torque command Tm1 ^* of the electric motor MG1. Hereinafter, the description of the control routine during motor operation will be interrupted, and the MG1 torque setting processing routine will be described.

In the MG1 torque setting processing 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 the crank angle θ detected by the crank position sensor 23 and the rotational speed Ne calculated based on the crank angle θ input by the engine ECU 24 via communication.

Thereafter, when the rotational speed Ne of the engine 22 has not reached the rotational speed Nestp before the stop, the base torque Tmbase is set as the torque command Tm1 ^* of the motor MG1 (steps S210, S220), and the MG1 torque setting processing routine ends. Here, the rotation speed Nestp before stopping is preset as the rotation speed before stopping the engine 22, and in this embodiment, generally, the angle between the compression strokes (strokes) of the rotation engine 22 (for example, 180° C. ) and stop, the rotational speed of the engine 22 (for example, 300 rpm, etc.) is obtained and preset through experiments or the like. In addition, the base torque Tmbase is set as the torque output from the motor MG1 to hold the piston after the engine 22 stops while smoothly reducing the rotation speed of the engine 22 . FIG. 5 is an explanatory diagram showing an example of the relationship between the base torque Tmbase and the rotational speed Ne of the engine 22 . As shown in the figure, the base torque Tmbase is set until the rotation speed Ne of the engine 22 reaches the rotation speed Nestp before stopping, and is set as a braking torque that suppresses the rotation of the engine 22, and is switched to hold when the rotation speed Ne reaches the rotation speed Nestp before stopping. Piston torque.

Also, when the input rotational speed Ne of the engine 22 reaches the pre-stop rotational speed Nestp, the variation pattern of the torque command Tm1 ^* of the motor MG1 is set according to 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 this embodiment, the variation patterns of the torque command Tm1 ^* are three patterns of patterns 1 to 3 as shown in the figure. Mode 1 is: when the motor MG1 is driven and the engine 22 is stopped based on the aforementioned base torque Tmbase, it is predicted that the engine 22 will stop at a target stop position (for example, from top dead center -40°CA to top dead center +20°CA, etc.) In this embodiment, when the crank angle θ at the time of reaching the pre-stop rotational speed Nestp is within the range from top dead center −40° CA to top dead center +60° CA, it is used as an object. Mode 2 is: when the motor MG1 is driven and the engine 22 is stopped according to the base torque Tmbase, when it is predicted that the engine 22 will stop at a position exceeding the target stop position, in this embodiment, the crank angle θ is at +60 from the top dead center. The object is within the range from °CA to top dead center +110°CA (-70°CA). Mode 3 is: when the motor MG1 is driven and the engine 22 is stopped according to the base torque Tmbase, it is predicted that the engine 22 will stop at a position that has not reached the target stop position. The object is within the range from 70°CA to top dead center -40°CA. Note that the setting of the variation pattern is performed only for the first time (once after the rotation speed Ne of the engine 22 reaches the rotation speed before stop Nestp). Processing of step S240.

After the variation pattern is set in this way, the torque after correcting the base torque Tmbase is set as the torque command Tm1 ^* of the motor MG1 according to the set variation pattern (step S240), and the MG1 torque setting processing routine is ended. When the variation mode is mode 1, if the motor MG1 is driven based on the base torque Tmbase, since the engine 22 is predicted to stop at the target stop position, the base torque Tmbase can be directly set as the torque command Tm1 ^* .

When the variation mode is mode 2, even if the motor MG1 is driven based on the base torque Tmbase, since the engine 22 is predicted to exceed the target stop position, the base torque Tmbase is corrected to suppress rotation of the engine 22 . In this embodiment, the relationship between the corrected torque and the crank angle θ of the corrected base torque Tmbase is determined in advance through experiments and the like, and is stored in the ROM 74 as a corrected torque setting table, and the base torque is corrected using the corrected torque setting table. Tmbase. FIG. 7 is an explanatory diagram showing an example of a correction torque setting table when the fluctuation pattern is pattern 2. FIG. As shown in the figure, the braking torque is set to increase as the engine 22 moves away from the top dead center. Here, when the crank angle θ is at a position before the top dead center, the brake torque is set to be small. This is because the piston may return when a large brake torque is output in the middle of the compression stroke. For the sake of sex. In addition, when the crank angle θ is at a position exceeding the top dead center +60°CA, the correction torque is set to 0. This is because it is possible to prevent the forced output of braking torque, etc. until it is difficult to stop at the target stop position. and cause discomfort.

When the variation mode is mode 3, even if the motor MG1 is driven based on the base torque Tmbase, since the engine 22 is predicted not to reach the target stop position, the base torque Tmbase is corrected to promote the rotation of the engine 22 . FIG. 8 is an explanatory diagram showing an example of a correction torque setting table when the fluctuation mode is mode 3. FIG. As can be seen from comparison with FIG. 7 , in the correction torque setting table in mode 3, it is set so that the torque in the direction in which the auxiliary engine 22 rotates is corrected before approaching the target stop position (for example, until the top dead center -50° CA). Base torque Tmbase.

Return to the description of the control routine when the motor is running in FIG. 2 . After the torque command Tm1 ^* of the motor MG1 is set by the MG1 torque setting processing routine, the required torque Tr ^* , the torque command Tm1 ^* and the gear ratio ρ of the power distribution integrated mechanism 30 are used to calculate from the following formula (1) as the torque to be driven from the motor MG2 Torque command Tm2 ^* of the output torque (step S130). This expression (1) is a dynamic relational expression with respect to the rotation element of the power distribution and integration mechanism 30 . FIG. 9 shows a nomographic diagram of the dynamic relationship between the rotation speed and torque among the rotation elements of the power distribution and integration mechanism 30 . In the figure, the S axis on the left represents the rotation speed of the sun gear 31 with the rotation speed Nm1 of the motor MG1, the C axis represents the rotation speed of the planetary gear carrier 34 at the rotation speed Ne of the engine 22, and the R axis represents the rotation speed Nm2 of the motor MG2 multiplied by the deceleration The rotation speed Nr of the ring gear 32 of the gear ratio Gr of the gear 35 . As shown in the figure, as the required torque Tr ^* output to the ring gear shaft 32a, the torque obtained by the sum of the torque (Tm1 ^* /ρ) which is the reaction force to the torque output from the motor MG1 and the required torque Tr ^* can be obtained from Motor MG2 output. Thereby, while the torque output from the motor MG1 acts on the crankshaft 26 of the engine 22, the required torque Tr ^* can be output to the ring gear shaft 32a serving as a drive shaft.

Tm2 ^* ＝{Tr ^* +Tm1 ^* /ρ}/Gr...(1)

Then, the set torque commands Tm1 ^* , Tm2 ^* of the motors MG1, MG2 are transmitted to the motor ECU 40 (step S140), and the control routine when the motor is in operation is terminated. Motor ECU 40 receiving torque commands Tm1 ^* , Tm2 ^* performs switching control of switching elements of inverters 41, 42 to drive motor MG1 under torque command Tm1 ^* and drive motor MG2 under torque command Tm2 ^* .

According to the hybrid vehicle 20 of the above-mentioned embodiment, when the engine 22 is stopped and the rotation speed Ne of the engine 22 reaches the rotation speed before the stop Nestp, the variation pattern of the torque command Tm1 ^* of the motor MG1 is set according to the crank angle θ at that time, With this set variation pattern, the base torque Tmbase of the torque command Tm1 ^* of the motor MG1 is corrected, and the engine 22 can be stopped near the top dead center of the compression stroke at the target stop position. As a result, when starting the engine 22 next, the engine 22 is stopped at a position away from the first compression stroke and compression after starting is unnecessary, thereby improving the startability of the engine 22 . In addition, since the correction of the base torque Tmbase is started when the rotation speed Ne of the engine 22 reaches the rotation speed before stop Nestp, the stop position of the engine 22 can be controlled more effectively.

In the hybrid vehicle 20 of the embodiment, when the variation mode is mode 1, the base torque Tmbase is directly set as the torque command Tm1 ^* . To stop at the stop position, for example, even when the variation mode is mode 1, the torque command Tm1 ^* can be set by correcting the base torque Tmbase using the correction torque setting table in mode 3 illustrated in FIG. 8 .

In the hybrid vehicle 20 of the embodiment, the variation patterns of the torque command Tm1 ^* are three patterns of patterns 1 to 3, but needless to say, the variation patterns are not limited to these three patterns. That is, it is possible to set a variation pattern in which the engine 22 is stopped at the target stop position according to the crank angle of the engine 22 when it reaches the pre-stop rotational speed Nestp. In the present embodiment, the base torque Tmbase is corrected in such a way that the braking torque is greater (with the braking torque) at the crankshaft angle θ) in mode 1, and the variation mode can also be set as: the more lagged At the standard crank angle θ, the base torque Tmbase is corrected so that the assist torque becomes larger (with the assist torque).

In the hybrid vehicle 20 of the embodiment, the correction torque setting table sets the magnitude of the correction torque according to the crank angle θ. However, it may not be set according to the crank angle θ. The magnitude of the correction torque may be fixed, or the correction torque may be made a fixed value regardless of the crank angle θ.

In the hybrid vehicle 20 of the embodiment, the corrected base torque Tmbase is set as the torque command Tm1 ^* of the motor MG1, but the base torque Tmbase may not be corrected, and the torque command Tm1 ^* may be directly set.

In the hybrid vehicle 20 of the embodiment, the graphs of FIGS. 7 and 8 are illustrated as correction torque setting maps, but it goes without saying that the graphs are not limited to the illustrated graphs. That is, for example, in the graph in mode 2, the correction torque when the target stop position is exceeded may not be set to a value of 0.

In the hybrid electric vehicle 20 of the embodiment, the power of the motor MG2 is output to the ring gear shaft 32a after being shifted by the reduction gear 35, but it may also be exemplified by the hybrid electric vehicle 120 of the modified example in FIG. The power of motor MG2 is connected to an axle (axle connected to wheels 64a, 64b in FIG. 10 ) different from the axle connected to ring gear shaft 32a (axle connected to drive wheels 63a, 63b).

In the hybrid electric 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, 63b through the power distribution and integration mechanism 30, but it can also be as shown in FIG. The hybrid vehicle 220 of the modified example may include an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft for outputting power to the drive wheels 63a, 63b, and the power of the engine 22 A pair of rotor motors 230 that convert a part of the power to the drive shaft and convert the remaining power into electric power.

In the hybrid electric vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft through the power distribution and integration mechanism 30. However, it can also be applied to A so-called series-type hybrid vehicle. In addition, it can also be applied to a vehicle with an idling stop function in which the engine is frequently started and stopped. In addition, as long as the torque can be output to an output shaft of an internal combustion engine such as an engine, it may be applied to other various vehicles.

The embodiments of the present invention have been described above using examples, but the present invention is not limited to these examples, and it goes without saying that it can be implemented in various forms without departing from the gist of the present invention.

Claims (13)

1. A driving device having an internal combustion engine and a torque output device capable of outputting torque to an output shaft of the internal combustion engine, characterized in that it has: a rotational position detecting device that detects a rotational position of an output shaft of the internal combustion engine; rotational speed calculating means for calculating the rotational speed of the internal combustion engine; A variation pattern setting means that, when an instruction to stop the operation of the internal combustion engine is issued and the rotational speed calculated by the rotational speed calculation means reaches a pre-stop rotational speed preset as the rotational speed before the internal combustion engine stops, The rotational position of the output shaft of the internal combustion engine at the previous speed is set from the first compression stroke at the next startup as a reference, so that the internal combustion engine stops only at a target stop position that is different from the reference by a predetermined angle. a variation pattern of torque output by the torque output device; and The control device when the operation is stopped, which, when an instruction to stop the operation of the internal combustion engine is generated, operates and controls the internal combustion engine to stop the operation of the internal combustion engine, and at the same time drives and controls the torque output device to output torque according to a predetermined request until the The variation pattern setting device sets the variation pattern until the variation pattern is set, and after the variation pattern is set by the variation pattern setting device, the torque output device is driven and controlled so as to output torque according to the set variation pattern. 2. The driving device according to claim 1, wherein said variation mode setting means is a means that the rotational position of the output shaft of said internal combustion engine is within a predetermined range when the rotational speed before stopping is reached. When it is inside, a standard variation pattern is set, and when the rotation position of the output shaft is at a position forward than the specified range, a variation pattern for output torque rotation suppression is set so that the output torque is suppressed compared with the standard variation pattern. When the rotation of the output shaft is at a position lagging behind the predetermined range, a variation pattern for promoting rotation of the output torque is set such that the rotation of the output shaft is accelerated compared with the standard variation pattern. 3. The driving device according to claim 2, wherein the variation pattern for rotation suppression is such that when the rotation speed before stopping is reached, the rotation position of the output shaft of the internal combustion engine is closer to the predetermined range. When the rotational speed of the output shaft is at the previous position, the greater the tendency to suppress the rotation of the output shaft, the variation pattern of the output torque, the variation pattern for rotation promotion is that the rotation position of the output shaft of the internal combustion engine is higher when the rotation speed before the stop is reached. When it is at a position lagging behind the predetermined range, the output torque fluctuation pattern tends to accelerate the rotation of the output shaft more. 4. The drive device according to claim 1, wherein the variation pattern set by the variation pattern setting means is: set the elapsed time from when the rotation speed before stopping and the output torque are set. pattern of relationships. 5. The driving device according to claim 1, wherein the variation pattern set by the variation pattern setting means is: setting the rotation position of the output shaft after reaching the rotation speed before the stop and the variation pattern. The model of the output torque relationship. 6. The driving device according to claim 2, wherein the variation pattern set by the variation pattern setting means is: setting the rotation position of the output shaft after reaching the rotation speed before stopping and the variation pattern. As for the pattern of the relationship between the output torque, the variation pattern for rotation suppression is a variation pattern set such that the output torque increases as the rotation position of the output shaft approaches the target stop position. 7. The driving device according to claim 6, wherein the fluctuation pattern for rotation suppression is set so that the output torque is substantially zero when the rotation position of the output shaft reaches a predetermined position. mode of change. 8 . The driving device according to claim 1 , wherein the target stop position is within a predetermined range including a position where the piston reaches a top dead center in a compression stroke preceding the first compression stroke. 9. The driving device according to claim 1, wherein the rotational speed before stopping is set to stop within a range of a predetermined moving angle based on a moving angle between compression strokes of the internal combustion engine. The rotational speed of the internal combustion engine. 10. Drive device according to claim 1, characterized in that There are 3 shafts connected to the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and when power is input from any 2 shafts of the 3 shafts and power is output to the arbitrary 2 shafts, it will be determined according to the power input and output. A 3-axis power distribution comprehensive mechanism that inputs and outputs the power of the remaining shafts to and from the remaining shafts, The torque output device includes a first motor capable of outputting torque to the rotary shaft and a second motor capable of outputting torque to the drive shaft. 11. The driving device according to claim 1, wherein the torque output device comprises: a first rotor connected to the output shaft of the internal combustion engine and connected to the drive shaft so as to be opposite to the first rotor A rotating second rotor, a pair of rotor motors capable of rotationally driving the first rotor relative to the second rotor by electromagnetic action, and a drive shaft motor capable of outputting torque to the drive shaft. 12. An automobile equipped with the driving device according to any one of claims 1 to 11. 13. A control method for a driving device having an internal combustion engine, a torque output device capable of outputting torque to an output shaft of the internal combustion engine, and a rotational position detection device for detecting the rotational position of the output shaft of the internal combustion engine, wherein is that (a) calculating the rotational speed of said internal combustion engine, (b) When a command to stop the operation of the internal combustion engine is issued and the rotational speed calculated in the step (a) reaches a predetermined rotational speed before stopping the internal combustion engine, according to the The rotational position of the output shaft of the internal combustion engine at this time is based on the initial compression stroke at the next startup, and the torque is set in such a way that the internal combustion engine stops only at a target stop position that is different from the reference by a predetermined angle. The variation pattern of the torque output by the output device, (c) When an instruction to stop the operation of the internal combustion engine is issued, the internal combustion engine is operationally controlled to stop the operation of the internal combustion engine, and at the same time, the torque output device is driven and controlled so as to output torque according to a prescribed request until the step ( b) Until the fluctuation mode is set, and after the fluctuation mode is set in the step (b), the torque output device is driven and controlled so as to output torque according to the set fluctuation mode.

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