JP2000352332A - Control system for power train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control for misfire judgement reliably based on torque variation while suppressing torque variation suppressing torque variation more effectively. SOLUTION: A driving wheel 9 is driven by using an engine 1 and a motor 2 as necessary. A reverse torque is generated in a generator 14 so as to suppress (cancel) periodical torque variation to be caused during the operation of the engine 1. Torque variation suppression control is performed under feed-forward control at least when performing misfire judgement based on torque variation. Torque variation suppression control is performed under feed-forward control at a high engine speed and under feed-back control at a low engine speed. As for the reverse torque for suppressing torque variation, it is possible to determine amplitude thereof under feedback control and a phase thereof according to a rotational position of the engine prospectively.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power train control device.

[0002]

2. Description of the Related Art As a power train, a hybrid type having an engine as an internal combustion engine and a motor as an electric motor for driving the same driving object, for example, a driving wheel of an automobile, has already been put to practical use. . When the motor is driven only by the motor, the torque fluctuation is extremely small, while when the engine is operated, a considerably large torque fluctuation occurs. In order to suppress (reduce) the torque fluctuation of the engine, Japanese Patent Application Laid-Open No. 9-109694 or Japanese Patent Application Laid-Open No. 64-83852 discloses an electric motor (motor or motor) connected to the engine so as to cancel the engine torque fluctuation. It is disclosed that a reverse torque is generated in the generator.

[0003] By the way, when the engine misfires, a large amount of unburned components are discharged into the exhaust passage. Therefore, it is strongly desired to determine the misfire of the engine. The misfire of the engine can be known, for example, by checking the torque fluctuation of the engine. That is, the engine generates periodic torque fluctuations according to the rotation speed at that time, and its amplitude and phase are almost the same if the operating state of the engine is constant. If the maximum deviation of the torque is too large, it can be determined that a misfire has occurred. Misfire can be determined not only by the engine torque itself but also by the fluctuation of the engine speed.

[0004]

When the misfire is determined in conjunction with the suppression of the engine torque fluctuation, the misfire changes in the direction to increase the torque fluctuation, while the torque fluctuation suppression control performs the control in the direction to reduce the torque fluctuation. Control.
The problem is how to achieve both torque fluctuation suppression control and reliable misfire determination.

When attention is paid only to torque fluctuation suppression, how to control the electric motor connected to the engine becomes a problem in terms of the torque fluctuation suppression effect. For example,
When the feedback control of the electric motor is performed in accordance with the actual torque fluctuation, a problem arises in terms of responsiveness in a high engine speed range, and when the feedback control of the electric motor is performed, there is a problem in terms of accuracy. turn into.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and a first object of the present invention is to provide a power train capable of satisfying both suppression of engine torque fluctuation and reliable engine misfire determination. It is to provide a control device. A second object of the present invention is to provide a power train control device capable of more effectively suppressing engine torque fluctuation.

In order to achieve the first object, the present invention is as follows as a first solution. That is, as described in claim 1 of the claims, an electric motor, an engine connected to the electric motor, misfire determination means for determining engine misfire based on engine torque fluctuation, and By causing the electric motor to generate torque in the reverse direction, the torque fluctuation suppression control means for suppressing torque fluctuation and, during the misfire determination of the engine, the control content of the torque fluctuation suppression control means is changed to a content that facilitates misfire determination. And a control content changing means. Preferred embodiments based on the above solution are as described in claims 2 to 7, claim 11, and claim 12 in the claims.

In order to achieve the first object, the present invention is as follows as a second solution. That is, as described in claim 8 of the claims, an electric motor, an engine connected to the electric motor, misfire determination means for determining engine misfire based on engine torque fluctuation, and And a torque fluctuation suppressing control means for suppressing torque fluctuation by causing the electric motor to generate a torque in the opposite direction. The torque fluctuation suppressing control by the torque fluctuation suppressing control means always performs feed forward during operation of the engine. -Control is performed. Preferred embodiments based on the above solution are as described in claims 11 and 12 in the claims.

In order to achieve the second object, the present invention has a first solution as follows. That is, as described in claim 9 of the claims, the electric motor, the engine connected to the electric motor, and the electric motor generating torque opposite to the engine torque fluctuation to suppress the torque fluctuation. Torque fluctuation suppression control means, wherein the torque fluctuation suppression control by the torque fluctuation suppression control means is performed by feedback control in a low engine speed range, and feedback in a high engine speed range.
This is performed by forward control.
Preferred embodiments based on the above solution are as described in claims 11 and 12 in the claims.

In order to achieve the second object, the present invention provides a second solution as follows. That is, as described in claim 9 of the claims, the electric motor, the engine connected to the electric motor, and the electric motor generating torque opposite to the engine torque fluctuation to suppress the torque fluctuation. Torque fluctuation suppression control means, wherein the torque fluctuation suppression control by the torque fluctuation suppression control means determines the magnitude of the torque fluctuation by feedback control, and determines the phase of the torque fluctuation in accordance with the engine rotational position. It is determined prospectively. Preferred embodiments based on the above solution are as described in claims 11 and 12 in the claims.

[0011]

According to the first aspect of the present invention, the content of the torque fluctuation suppression control is changed so that the misfire determination can be easily performed during the misfire determination while the torque fluctuation suppression control is being performed, and the misfire determination can be reliably performed. Will be possible. According to the second aspect, the torque fluctuation can be optimally suppressed by appropriately using the accuracy assurance by the feedback control and the response assurance by the feedback control. Also, during misfire determination, feedforward is not affected by large torque fluctuations caused by misfire.
Forcibly performing the fire control makes it possible to reliably perform the misfire determination.

According to the third aspect, the phase of the periodic torque fluctuation is prospectively determined to prevent a response delay, and the magnitude of the torque fluctuation is ensured by feedback control to ensure the accuracy of the magnitude of the torque fluctuation. The torque fluctuation can be optimally suppressed by properly using the response control by the forward control as appropriate. Also, during misfire determination, misfire determination can be reliably performed by forcibly performing feedforward control that is not affected by large torque fluctuations due to misfire. According to the fourth aspect, the torque fluctuation can be accurately suppressed by the feedback control particularly in the low engine speed region where the vibration is a problem and the response is not a problem. According to the fifth aspect, the torque fluctuation can be suppressed with good response by the feedforward control in the high engine speed region where the response is a problem.

According to the sixth aspect, the present invention is suitable for detecting a change in engine torque based on a change in engine speed. In particular, since the engine is generally provided with a rotation speed sensor, it is not necessary to use a special sensor for detecting torque fluctuation. According to the seventh aspect, by reducing the control degree of the torque fluctuation suppression during the misfire determination, a large torque fluctuation due to the misfire easily occurs, and the misfire can be reliably detected. According to the eighth aspect, the torque fluctuation can be suppressed with good response by always performing the torque fluctuation suppressing control by the feedforward control. Also, since the feedforward control is not affected by a large torque fluctuation due to a misfire, that is, when a misfire occurs during execution of the torque fluctuation suppression control, compared to when no misfire occurs. Since a sufficiently large torque fluctuation occurs, misfire determination can be reliably performed.

According to the ninth aspect, the torque fluctuation can be accurately suppressed by the feedback control particularly in the low engine speed range where the vibration is a problem and the response is not a problem. In the high engine speed range where response is a problem, the feedforward
The torque fluctuation can be suppressed with good response by the speed control. According to the tenth aspect, while the magnitude of the torque fluctuation is accurately determined by the feedback control, the phase can be determined prospectively based on the engine rotational position to secure the responsiveness, and the accuracy and Both responsiveness can be satisfied at a high level.

According to the eleventh aspect, the torque fluctuation of the engine can be effectively suppressed by using a small-sized generator capable of generating a reverse torque with good response. Claim 1
According to 2, there is provided a so-called hybrid car that satisfies both the torque fluctuation suppression and the reliable misfire determination, or that has a more effective torque fluctuation suppression.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 shows a drive system of a hybrid car. Reference numeral 1 denotes a driving engine (internal combustion engine, a multi-cylinder engine in the embodiment), and reference numeral 2 denotes a driving motor (electric motor). is there. The output (generated torque) of the engine 1 is input to an automatic transmission 5 including a torque converter 3, an electromagnetic clutch 4, and a multi-speed gear mechanism. The output from the automatic transmission 5 is output to gears 6, 7, 8 as an interlocking mechanism.
Through the differential gear 1 for the left and right drive wheels 9
Transmitted to 0. The output of the motor 2 is transmitted to the gear 6 via the gears 11 and 12 as an interlocking mechanism, and finally transmitted to the drive wheels 9. Battery (including a capacitor and a capacitor) 13 as a voltage source of the motor 2
The battery 13 is charged by the engine 1
This is performed by a generator 14 as an electric motor that is mechanically driven.

In the embodiment, the automatic transmission 5 is provided with a forward 4
The stage is one stage reverse. An electromagnetic clutch 16 is incorporated in the interlocking mechanism 15 between the engine 1 and the generator 14, so that the connection between the engine 1 and the generator 14 can be appropriately disconnected. Further, the generator 14 is sufficiently large in comparison with a generator mounted on a normal automobile in order to start the engine 1 quickly, but compared with the motor 12 for traveling drive. Is small enough.

FIG. 2 shows a control system used in the drive system shown in FIG. 1. U is a controller constituted by using a microcomputer. The controller U controls each of the output devices 1, 2, 4, 5, and 14 as described later. Therefore, the controller U receives signals from various sensors (detection means) S1 to S5. A signal is input. The sensor S1 detects the engine speed. The sensor S2 detects the accelerator opening. The sensor S3 detects a vehicle speed. The sensor S4 detects a state of charge (for example, voltage) of the battery. The sensor S5 detects the rotational position of the engine 1, that is, the crank angle.

The outline of the control of the controller U will be described with reference to FIGS. First, the controller U switches the basic running mode indicating the driving mode of the engine 1 and the motor 2. This running mode is set, for example, as shown in FIG. Referring to FIG. 3, first, when a later-described required torque Tr is greater than or equal to a predetermined value, the driving based on only the engine 1 is basically performed.
Is connected). The motor 2 and the generator 14 are driven auxiliary when the required torque cannot be satisfied with the engine 1 alone (particularly when the engine is started), or the power is generated for suppressing the periodic torque fluctuation accompanying the operation of the engine 1. The machine 14 is driven auxiliary. When the required torque Tr is smaller than the above-mentioned predetermined value, traveling by only the motor 2 is performed.

When the vehicle decelerates, the battery 13 is charged using the regeneration of the motor 2. When the required torque Tr is small and the amount of charge of the battery is small, the vehicle is driven only by the engine 1 and the generator 13 is driven to charge the battery 13. Note that FIG.
Is merely an example, and how the engine 1 and the motor 2 are used to drive the vehicle can be appropriately set as conventionally proposed in various ways.

The shift characteristics of the automatic transmission 5 are set, for example, as shown in FIG. 4 with the required torque Tr and the vehicle speed as parameters (FIG. 4 shows only the upshift line and the downshift line Is not shown). A shift command signal is output from controller U to automatic transmission 5 so as to follow this shift characteristic. The required torque Tr is shown in FIG.
As shown in (1), the vehicle speed and the accelerator opening are set as parameters, and the required torque Tr is set to increase as the vehicle speed increases and the accelerator opening increases. When the engine is started, the generator 14 functions as a starter motor, and the generated torque Gs of the generator 14 at this time is as shown in FIG.
The time is set as a parameter as shown in FIG.
That is, the generated torque Gs is set so as to gradually increase with the passage of time, and remains at a constant value after a certain period of time. The generated torque Gs is set to a magnitude such that the engine 1 is started within a short time until the generated torque Gs changes so as to gradually increase.

FIG. 7 shows an engine 1 using a generator 14.
FIG. That is, the engine 1 generates a periodic torque fluctuation as shown by the line A due to the intermittent explosion stroke. Generator 14
On the other hand, by generating a reverse torque so as to cancel the torque fluctuation as indicated by the line B, the torque fluctuation of the engine 1 is suppressed (reduced), and in an ideal state, the torque fluctuation is reduced as indicated by the line C. Although the state is completely canceled (completely smooth), a slight torque fluctuation actually remains. When a misfire occurs, the torque fluctuation indicated by the line A results in an extremely large drop in torque immediately after the misfire occurs (see the line D).

When a misfire occurs, the generated torque of the engine 1 drops sharply as compared with a normal time (when no misfire occurs). By seeing this torque drop, the misfire determination is made. (A misfire has occurred). FIGS. 8 and 9 show a method of detecting the state of torque fluctuation by observing the influence of the back electromotive force during the energization control of the generator 14. First, in FIG. 8, the generator 14 is a three-phase synchronous generator and has three connection connections u, v, and w. Switching transistors TR1 to TR6 are provided for controlling the energization of the respective connections u, v, w. In the energization control of uv, the energization control of uw, and the energization control of vw, a sine wave is given and the drive of the motor 2 is controlled.
Now, in controlling the energization of uv by controlling the transistors TR1 and TR4, the connection u (FIG. 8)
Note the voltage (current) change (at the position indicated by X). FIG.
(A) is a command current (target current) applied to the connection u.
(B) shows the state of the current actually flowing through the connection u (there is a phase lag compared to the reference current). However,
(B) shows a state where the mechanical connection with the engine 1 is disconnected when there is no torque fluctuation, and only the phase is delayed with respect to the reference current shown in (a), and the others are the reference current. Same as the current.

When the generator 14 is mechanically connected to the engine 1, a fluctuation in the torque of the engine 1 affects the generator 14, and this effect is caused by a fluctuation in the back electromotive force to the generator 14. Appears. (C) of FIG. 9 shows a case where the influence of the torque fluctuation of the engine 1 (when there is a fluctuation of the back electromotive force due to the rotation fluctuation).
In the graph, the solid line indicates the case where there is a torque fluctuation, and the broken line indicates the case where there is no torque fluctuation. The current difference between the presence and absence of the torque fluctuation indicates the magnitude of the torque fluctuation of the engine 1. Therefore, when the current difference is larger than a predetermined value, it is determined that a misfire has occurred. it can.
In addition, by adjusting the magnitude of the torque generated by the generator 14 so as to bridge this current difference, the torque fluctuation of the engine 1 is suppressed by the generated torque (reverse torque) of the generator 14. The detection of such a torque fluctuation may be similarly obtained by detecting a DC current of a circuit Y (see FIG. 8) connecting the battery and the inverter.

The magnitude of the current difference (ie, the magnitude of the torque fluctuation) shown in FIG. 9C is detected, and the reverse torque is generated in the generator 14 in accordance with this magnitude. This is the case where feedback control is performed for the torque fluctuation suppression control. On the other hand, since the torque fluctuation is periodic, it is the feedforward control that prospectively determines both the amplitude and the phase. Fee
In the feedback control, a reverse torque corresponding to the magnitude of the actually detected torque fluctuation is generated in the generator 14. In the feedforward control, the magnitude (amplitude) and phase of the torque fluctuation are prospectively determined in advance. That is, at the time of the feedforward control, the torque fluctuation of the engine 1 is regarded as a sine wave, and the reverse torque generated by the generator 14 is also a sine wave, and its cycle is as shown in FIG. , And the amplitude is determined based on the required torque Tr as shown in FIG. The relationship between the torque fluctuation suppression control and the misfire determination will be described later.

Next, the control contents of the controller U will be described with reference to flowcharts shown in FIG. In the following description, Q or R indicates a step. The flag F1 used in the flowchart is
The flag F3 is set to 1 when the engine 1 starts combustion (operation), and the flag F3 is set to 1 when a predetermined time T has elapsed from the start of operation of the engine 1.

First, FIG. 1 is a main flowchart.
In Q2, after the signals from the sensors S1 to S5 are input, the required torque Tr is determined in Q2 (see FIG. 5), and the operation mode is determined in Q3 (FIG. 3).
reference). In Q4, the target torque (base value) Eb for the engine 1, the target torque (base value) Mb for the motor 2, and the target torque (base value) Gb for the generator 14 are determined. Is done. The determination of the target torque is set such that the motor target 2 compensates for the engine target torque Eb that cannot meet the required torque Tr, and the generator 14 compensates for the case where the motor 2 cannot use the target torque Tr.
However, depending on the operation mode of FIG. 3, Eb may be set to zero.

In Q5, the engine target torque Eb is 0
It is determined whether or not the value is larger than the predetermined value, that is, whether or not the engine 1 is in the operation mode. In the determination of Q5, YE
In the case of S, it is determined in Q6 whether the flag F1 is 0 or not. Before starting the engine 1, the flag F1
Is initialized to 0, and initially, the determination in Q5 is YES, and the process proceeds to Q13. In Q13, the final target torque Gt generated by the generator 14 is set as the engine start torque Gs (see FIG. 6). Next, in Q14, the correction torque Mc generated by the motor 2 is applied to each target torque base of the engine 1 and the generator 14.
Is set as a value obtained by adding the values Eb and Gb. Thereafter, in Q18, the final target torque Mt for the motor 2
Is set as a value obtained by adding the motor target torque base value Mb and the correction torque Mc. And Q12
, The final target torques Mt and Gt of the motor 2 and the generator 14 are executed (actually, current control by an inverter).

If the determination in Q6 is NO, it is determined whether or not the engine speed Ne is equal to or greater than a predetermined value indicating a complete explosion state. When the determination in Q7 is NO, the process proceeds to Q13 described above. When the determination in Q7 is YES, that is, when the engine 1 has completely exploded, the process proceeds to Q8 and the clutch 4
Is connected. After Q8, in Q9, the engine final target torque Et is set as the target torque base value Eb. Thereafter, in Q10, the generator 1 required to suppress the periodic torque fluctuation generated by the engine 1
4 is set as Gc. Then, in Q11, the final target torque Gt of the generator 14
Is set as a value obtained by adding Gc to the base value Gb, and the process proceeds to Q12.

If the determination in Q5 is NO, the flag F1 is reset to 0 in Q15, the flag F3 is reset to 0 in Q16, and the timer count value T is reset to 0 in Q17. Transition.

FIG. 13 is a flowchart for interrupting the flowchart of FIG. 12 at predetermined crank angles, and controls the operation of the engine 1. In FIG. The operation control of the engine 1 controls the throttle valve opening, the fuel injection amount, and the ignition timing. First, in Q21, each sensor S
After the signals from 1 to S5 are input, in Q22,
It is determined whether or not the engine target torque base value Eb is greater than zero. If the determination in Q22 is YES, it is determined in Q23 whether or not combustion has started. If NO in Q23, it is determined in Q24 whether the flag F1 is 1. Q24
If the determination is NO, control is performed to start the engine 1. At this time, the target throttle opening TVt is set to the starting throttle opening TVs in Q25, and the target fuel injection amount Pt is set in Q26. The starting fuel injection amount Ps is set, and the target ignition timing θt is set to the starting ignition timing θs in Q27. After that, the target values TVt,
Pt and θt are executed.

If the determination in Q23 is YES, Q2
8, after the flag F1 is set to 1, Q29
In, the timer is counted up. After this, Q3
0, the timer count value T becomes a predetermined value (for example, 5
Seconds) or more. If the determination in Q30 is YES, the flag F3 is set to 1 in Q31, and then the flow proceeds to Q32. If the determination in Q30 is NO, the flow proceeds to Q32 without passing through Q31.

In Q32, in order to realize the engine final target torque Et described above, the target throttle opening is set so that the engine 1 can be operated with as high a load as possible, that is, with high efficiency, according to the shift state of the automatic transmission. The degree TVt, the base value Pb of the target fuel injection amount, and the final target ignition timing θt are set. Thereafter, in Q33, the fuel injection amount is adjusted so that the detected air-fuel ratio of an air-fuel ratio sensor (for example, an oxygen sensor not shown) provided in the exhaust passage of the engine 1 becomes a target air-fuel ratio (for example, a stoichiometric air-fuel ratio). The feedback correction value Pc is determined. Thereafter, in Q34, the base value P of the fuel injection amount is set.
The final target fuel injection amount Pt is determined by adding b and the feedback correction value Pc. After Q34, the process proceeds to Q35. If the determination in Q22 is NO, Q38
, The flag F3 is reset to 0 and the timer count value T is reset to 0.

FIG. 14 shows the contents of control for interrupting the flowchart shown in FIG. 12 at predetermined time intervals and performing misfire determination. First, in Q41, the flag F
It is determined whether 1 is 1 or not. If the determination in Q41 is NO, it means that the engine 1 is not operating, so that it is unnecessary to determine the misfire and the operation is returned as it is. If the determination in Q41 is YES, in Q42,
It is determined whether or not the engine 1 is rotating normally. If the determination in Q42 is NO,
Since the torque fluctuation of the engine 1 is originally large, it is determined that the misfire determination is unnecessary (when there is a possibility of misjudgment of misfire), and the process is returned as it is. If the determination in Q42 is YES, in Q43, it is determined whether or not the flag F3 is 1. NO in the determination of Q43
In this case, when the predetermined time has not elapsed since the start of the operation of the engine 1, that is, when the operation of the engine 1 is not stable and the torque fluctuation is originally large, the case where the misfire determination is unnecessary (the misfire (When there is a risk of erroneous determination), it is returned as it is.

If the determination in Q43 is YES, the magnitude ΔT of the torque fluctuation is calculated in Q44. This △
T is, for example, the maximum value and the minimum value of the torque fluctuation (the deviation between the peak value of the peak and the peak value of the valley in FIG.
Alternatively, a torque deviation in a predetermined crank angle range where the torque drop due to misfire becomes large can be used. Thereafter, in Q45, a determination threshold value ΔTh is set.
The larger r can be set as a larger value.

In Q46, it is determined whether or not the torque fluctuation ΔT is greater than the determination threshold ΔTh. This Q4
If the determination in Step 6 is NO, the torque fluctuation is small, so that it is finally diagnosed in Q47 that there is no misfire.
If the determination in Q46 is YES, there is a high possibility of misfire. In this case, in Q48, it is determined whether or not the generator 14 has an abnormality (failure). This Q
If the determination in 48 is NO, in Q49, it is finally diagnosed that a misfire has occurred. If the determination in Q48 is YES, it is considered that a large torque fluctuation occurs due to the abnormality of the generator 14, so that the return is made without making a final determination of misfire.

Next, the relationship between the torque fluctuation suppression control and the misfire determination control will be described with reference to the flowcharts of FIGS. 15 to 17. Each flowchart is a separate embodiment. It shows. First, in the example of FIG. 15, after the crank angle is detected at R1, it is determined at R2 whether the misfire determination control shown in FIG. 14 is currently being executed. If the determination in R2 is YES, that is, while the misfire determination is being performed, in R3, the torque fluctuation suppression control is set to the feedforward control. When the determination in R2 is NO, the torque fluctuation suppression control is performed by the feedback control. As described above, during the misfire determination, the torque fluctuation suppression control by the feedforward control is performed, so that in the event of a misfire, a large torque fluctuation (torque drop) occurs directly (ΔT in FIG. 14). (A large value is detected), and the misfire determination can be reliably performed. That is, in the feedforward control, the torque fluctuation is suppressed only in a range of a predetermined magnitude (a range in which a periodic torque fluctuation in an engine operating state without misfire is suppressed). Large torque fluctuations can be detected. Further, when the misfire has not been determined, the torque fluctuation suppression control is performed by the feedback control, so that the torque fluctuation can be suppressed with high accuracy (in particular, the effect of suppressing the torque fluctuation having a large amplitude).

FIG. 16 shows a modification of the embodiment shown in FIG. 13. As a condition for performing the torque fluctuation suppression control by the feedforward control, in addition to the condition that the misfire is being determined in FIG. A condition is added when the engine is in a high rotational speed region at or above a predetermined rotational speed. As a modification of FIG. 16, when one of the conditions of the misfire determination or the high engine speed region is satisfied,
Forward control may be used, and feedback control may be used otherwise.

FIG. 17 shows that when the misfire is being determined, the control value (control amount) of the torque variation suppression control is reduced (the torque variation suppression degree is reduced) as indicated by R23, and the misfire determination is performed. If misfire is not being determined, R2
As shown in FIG. 4, the control value is increased in order to sufficiently suppress the torque fluctuation (the degree of torque fluctuation suppression is large).
It is like that.

FIG. 18 shows an example in which the torque fluctuation can be more effectively suppressed irrespective of the misfire determination. That is, when it is determined in R32 that the engine speed is in the high speed range that is higher than the predetermined speed, R33
In the field, the torque fluctuation suppression control
It is performed by forward control. Also,
If the determination in R32 is NO, that is, in the low engine speed range, in R34, the torque fluctuation suppression control is performed by feedback control with excellent accuracy.

Although the embodiment has been described above, the present invention is not limited to this, and includes, for example, the following case. Assuming that the misfire determination is made, the torque fluctuation suppression control may be always performed only by the feedforward control. In addition, although it is particularly suitable for the case where the misfire determination is not made, the torque fluctuation suppression control may be a feedback control only for the magnitude (amplitude) and a prospective feedforward control for the phase. . That is, since the torque fluctuation of the engine 1 is periodic, the amplitude of the torque fluctuation detected at a certain phase becomes the same amplitude when the next phase is reached. Is output as the amplitude for torque fluctuation suppression next time when the phase reaches the certain phase, torque fluctuation suppression control satisfying both the responsiveness and the accuracy can be obtained.

The motor for generating the reverse torque for suppressing the torque fluctuation may be the traveling drive motor 2 instead of the generator 14. Further, the detection of the torque fluctuation can be performed by an appropriate method, such as by using a torque sensor separately or by observing the rotation fluctuation of the engine 1. When the torque fluctuation is observed by the rotation fluctuation, for example, the deviation between the current detected rotation speed and the rotation speed average value within a predetermined time can be a value related to the magnitude of the torque fluctuation. The power train to which the present invention is applied is not limited to an automobile, but can be applied to an appropriate use such as a ship or a fixedly installed power generation (cogeneration).

Each step (step group) shown in the flowchart or various members such as a sensor and a switch can be expressed by adding a name of a means to a higher-level expression of its function. In addition, the object of the present invention is not limited to what is explicitly specified, but also implicitly includes providing what is expressed as substantially preferable or advantageous. Further, the present invention can be expressed as a control method.

[Brief description of the drawings]

FIG. 1 is an overall system diagram showing an example of a power train to which the present invention is applied.

FIG. 2 is a control system diagram of the power train of FIG.

FIG. 3 is a diagram showing a setting example of an operation mode.

FIG. 4 is a diagram illustrating an example of shift characteristics of the automatic transmission.

FIG. 5 is a diagram showing a setting example of a required torque.

FIG. 6 is a diagram showing a setting example of a generated torque of a generator when an engine is started.

FIG. 7 is a view for explaining engine torque fluctuation and its suppression.

FIG. 8 is a main part diagram showing a current control part of the generator.

FIG. 9 is a diagram showing a change in the current of the generator when there is torque fluctuation and when there is no torque fluctuation.

FIG. 10 is a diagram showing an example of a cycle (phase) setting when performing feedforward control of torque fluctuation suppression.

FIG. 11 is a diagram showing an example of amplitude setting when performing feedforward control of torque fluctuation suppression.

FIG. 12 is a flowchart showing a control example of the present invention.

FIG. 13 is a flowchart showing a control example of the present invention.

FIG. 14 is a flowchart showing a control example of the present invention.

FIG. 15 is a flowchart showing a control example of the present invention.

FIG. 16 is a flowchart showing a control example of the present invention.

FIG. 17 is a flowchart showing a control example of the present invention.

FIG. 18 is a flowchart showing a control example of the present invention.

[Explanation of symbols]

 1: Engine 2: Motor 9: Wheel (drive target) 13: Battery 14: Electricity U: Controller

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Ichiho Dozono 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Akihiro Kobayashi 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Shares In-house F term (reference) 3G084 AA00 BA00 BA02 BA33 CA09 DA05 DA11 DA27 DA28 EB12 EB22 EC04 FA00 FA24 FA32 FA33 FA38 3G093 AA05 AA07 AA16 BA02 BA27 CA10 CA11 DA01 DA07 DA14 DB20 EB09 EC02 FA00 FA04 FA11 5H115 PI24 PI24 PU25 QE10 QI04 QN02 QN04 QN11 QN12 RB08 RE03 RE05 SE02 SE04 SE05 SE08 SJ12 TB01 TE02 TE04 TE10 TI05 TO04 TO12 TO21

Claims (12)

[Claims] An electric motor, an engine connected to the electric motor, misfire determining means for judging misfire of the engine based on torque fluctuation of the engine, and causing the electric motor to generate torque in a direction opposite to the torque fluctuation of the engine. Thus, a torque fluctuation suppression control unit that suppresses torque fluctuation, and a control content changing unit that changes the control content of the torque fluctuation suppression control device to a content that facilitates misfire determination during engine misfire determination. A power train control device. 2. The system according to claim 1, wherein said torque fluctuation suppression control means includes a feedback control and a feedforward control based on predetermined conditions.
Control to suppress periodic torque fluctuations of the engine, and the control content changing means controls the torque fluctuation suppression control means during the misfire determination. A power train control device, wherein the control is performed by forward control. 3. The system according to claim 1, wherein said torque fluctuation suppression control means includes a feedback control and a feedforward control based on predetermined conditions.
And the magnitude of the periodic torque fluctuation of the engine is determined by selecting one of the control modes, and the phase of the torque fluctuation is prospectively determined based on the engine rotational position. Means for controlling the torque fluctuation suppression control means to be performed by feedforward control during misfire determination. 4. The engine control system according to claim 2, wherein said torque fluctuation suppression control means performs feedback control in a low engine speed range, and said control content changing means determines the engine speed during misfire determination. A control apparatus for a power train, wherein the torque fluctuation suppression control means performs feedforward control independently. 5. The torque fluctuation suppression control means according to claim 2, wherein said torque fluctuation suppression control means performs feedback control in a low engine speed range and performs feedforward control in a high engine speed range. The power train control device, wherein the control content changing means causes the torque fluctuation suppression control means to perform feedforward control irrespective of the engine speed during misfire determination. 6. The power train control device according to claim 1, wherein a change in engine torque is detected by checking a change in engine speed. 7. The power train control device according to claim 1, wherein the control content changing means reduces the degree of control of the torque fluctuation suppression control means during misfire determination. 8. An electric motor, an engine connected to the electric motor, misfire determining means for judging misfire of the engine based on torque fluctuation of the engine, and causing the electric motor to generate torque in a direction opposite to the torque fluctuation of the engine. A torque fluctuation suppression control means for suppressing torque fluctuation, wherein the torque fluctuation suppression control by the torque fluctuation suppression control means is always performed by feedforward control during operation of the engine. Power train control device. 9. An electric motor, an engine connected to the electric motor, and torque fluctuation suppression control means for suppressing torque fluctuation by generating torque in a direction opposite to the engine torque fluctuation, A power train control, wherein the torque fluctuation suppression control by the torque fluctuation suppression control means is performed by feedback control in a low engine speed range and by feedforward control in a high engine speed range. apparatus. 10. An electric motor, an engine connected to the electric motor, and torque fluctuation suppression control means for suppressing torque fluctuation by causing the electric motor to generate torque in a direction opposite to torque fluctuation of the engine, The torque fluctuation suppression control by the torque fluctuation suppression control means is characterized in that the magnitude of the torque fluctuation is determined by feedback control, and the phase of the torque fluctuation is prospectively determined according to the engine rotational position. Power train control device. 11. The method according to claim 1, wherein
In the paragraph, the motor includes: a motor for driving the same drive target as the engine; and a generator for charging a battery serving as a voltage source of the motor. A control device for a power train, comprising: 12. The vehicle according to claim 11, wherein the engine, the motor, the generator, and the battery are respectively mounted on a vehicle body of the vehicle, and a driving object driven by the engine and the motor is a driving wheel of the vehicle. A power train control device characterized by the following.