JP2002364407A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To eliminate the noise generated with a polarity change of the motor torque when restricting a fluctuation of engine speed with a motor in a vehicle loaded with the engine and the motor. SOLUTION: When controlling the motor torque MT of the motor to restrict a fluctuation of the engine torque (fluctuation of engine speed) during the idling operation in the cold condition that the engine operating condition is unstable, driving torque of the motor is controlled to be maintained in a negative torque polarity. During the control, over a period from a time when the computed motor torque MT is changed large in the positive torque polarity direction to a time when the motor torque MT exceeds the threshold value MT1 as a negative value near 0, the motor is controlled on the basis of the threshold value MT1 as the motor torque to prevent a change in the torque characteristic and to securely operate the motor as a generator.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, for example, a control device for controlling a vehicle equipped with an engine and an electric motor.

[0002]

2. Description of the Related Art In the field of automobiles, which are typical vehicles, a so-called hybrid vehicle equipped with an engine and an electric motor (electric motor: hereinafter abbreviated as a motor) has been proposed. In a vehicle, fuel consumption is reduced by appropriately using an engine and a motor, or by using both at the same time.

FIG. 16 is a layout diagram showing a drive system around an engine in a general hybrid vehicle viewed from the front of the vehicle. The hybrid vehicle shown in FIG. 16 is connected to drive wheels (not shown). An engine 2 having a crankshaft 14 and a motor 1 arranged parallel to the front-rear direction of the engine 2 and connected to the crankshaft 14 via a connecting member 13.

That is, the motor 1 is provided with a rotating member (gear) 12 about a rotor shaft 15, and the engine 2 is provided with a rotating member (gear) 11 about a crankshaft 14. . A connecting member (chain) 13 is wound around the rotating member 11 and the rotating member 12 as an example of an endless winding member. In addition, the tensioner 6 increases the contact force with the connecting member 13 at a predetermined timing, so that the rotating member 11 and the rotating member 1 are rotated.
The tension (tension) of the connecting member 13 caused by the rotation (movement) of the connecting member 13 associated with 2 is adjusted.

FIG. 17 is a view illustrating a case where a pulley and a belt as an endless wrapping member are employed in a drive system connecting an engine and a motor in a general hybrid vehicle. In this case, FIG. The belt 13A is wound around the pulley 11A as the rotating member 11 and the pulley 12A as the rotating member 12, and the tension of the belt 13A can be adjusted by the idle pulley 9.

In recent years, in a hybrid vehicle having an engine and a motor in a drive system, a technique has been proposed in which rotational fluctuations caused by rotation of the engine are suppressed by adjusting a drive torque for driving the motor.

FIG. 19 is a time chart exemplifying the trend of the engine and the motor torque when the rotation fluctuation of the engine in a general hybrid vehicle is adjusted by the driving torque of the motor. In the idling state, the motor is controlled by the motor torque MT having a negative torque polarity opposite in phase to the fluctuation of the engine torque caused by the fluctuation of the rotation of the engine. The engine torque has a rotation fluctuation as shown in the figure, and the fluctuation amount is
In general, the lower the engine speed, the more noticeable. Therefore, when determining the motor torque MT (drive torque) as the motor output command value, in order to suppress the engine rotation fluctuation (engine torque fluctuation), the characteristic of the phase opposite to that of the rotation fluctuation characteristic is set. Give. By performing such control, fluctuations in the engine torque can be absorbed by the motor torque MT.

[0008]

However, the engine, which normally has a substantially regular rotation fluctuation,
The engine torque curve shown in FIG. 19 is illustrated by a broken line in the engine torque curve shown in FIG. When a state close to a misfire occurs temporarily, the rotation fluctuation may become remarkable.

In this case, in the above-described conventional technique, the motor torque MT that cancels out the amount of rotation fluctuation generated on the engine side is calculated, so that the motor torque MT shown in FIG. The fluctuation on the engine side means that the motor is driven by a command value that is line-symmetric with respect to the time axis.

For this reason, the motor originally functions as a generator due to the motor torque MT having the negative torque polarity. However, during the period in which the engine torque fluctuates most, the motor torque MT is canceled in order to cancel the large fluctuation. Becomes positive torque polarity, and as a result, it is understood that the motor functions as an electric motor over a period in which the positive torque polarity continues. That is, although the battery was originally charged, the hatched portion surrounded by the broken line and the time axis of the motor torque curve shown in FIG. 19 consumes the electric energy stored in the battery. Indicates that

The change in the torque polarity of the motor torque MT will be described with reference to FIG. 16. The rotation state of the rotating member 12 (rotor shaft 15) of the motor 1 changes with the change in the torque polarity. The polarity is switched from negative torque polarity (counterclockwise torque) as shown by a broken line arrow in FIG. 16 to positive torque polarity (clockwise torque) as shown by a solid line arrow in FIG. Switching of the torque polarity is performed instantaneously because it is electrical.

Here, the rotating direction of the rotating member 11 (crankshaft 14) of the engine 2 is always clockwise. For this reason, the tension of the connecting member 13 when the motor 1 is set to the negative torque polarity to function as a generator is smaller on the side where the tensioner 6 is not provided than on the side where the tensioner 6 is provided. Conversely, when the motor 1 is set to a positive torque polarity as an electric motor, the tension of the connecting member 13 on the side where the tensioner 6 is not present is greater than that on the side where the tensioner 6 is present.

Therefore, when the torque polarity of the motor torque MT changes as described above, the tension of the connecting member 13 also changes greatly. In this case, the torque polarity of the motor 1 changes instantaneously. Accompanyingly, unpleasant noise is generated from the connecting member 13 for the occupant. This noise is particularly problematic when a chain that requires mechanical play is used as the connecting member 13.

FIG. 18 is a view exemplifying a case in which a plurality of gears are employed in place of the endless winding member in a drive system connecting an engine and a motor in a general hybrid vehicle. In this case, since a plurality of gears are employed as the connecting member 13 instead of an endless wrapping member such as a chain or a belt, the endless wrapping member (chain or belt) is used.
Is not caused by a change in tension as in the case of using the motor, however, as shown in the figure, since there is play between the gears, when the torque polarity of the motor 1 changes as described above, Such a play causes a mechanical shock (backlash), which also causes unpleasant noise for the occupant.

SUMMARY OF THE INVENTION [0015] Accordingly, the present invention is to eliminate a noise generated due to a change in polarity of a motor torque in a vehicle in which an engine and an electric motor are mounted, when the rotation of the engine is suppressed by the electric motor. It is an object of the present invention to provide a possible vehicle control device.

[0016]

To achieve the above object, a vehicle control device according to the present invention has the following configuration.

That is, an engine having a crankshaft connected to drive wheels and an electric motor arranged parallel to the front-rear direction of the engine and connected to the crankshaft via a connecting member. A vehicle control device, comprising: control means for controlling a drive torque of the electric motor to suppress a rotation fluctuation of the engine when the vehicle is in a predetermined operation state, wherein the predetermined operation state Is controlled so that the driving torque (average driving torque) of the electric motor is maintained at one of positive and negative torque polarities, and during execution of the control, one of the torques is controlled. When the drive torque (average drive torque), which is the polarity, shifts in the other torque polarity direction to a greater degree than the predetermined degree, the drive torque is reduced to the other drive torque. Characterized in that it comprises a suppressor for suppressing means so as not to torque polarity.

[0018] In a preferred embodiment, the predetermined operation state is an idling operation state of the vehicle, and the suppressing means is configured to control the driving torque (average driving torque) of the electric motor when the idling operation state. Is controlled so as to maintain a negative torque polarity, and when the drive torque becomes larger than a predetermined negative value during execution of the control, the drive torque is suppressed so as to become the negative value. good. In this case, it is preferable to control the driving means so that a driving torque within a predetermined negative value range is applied to the crankshaft by the suppressing means.

In another preferred embodiment, the predetermined operation state is an acceleration operation state of the vehicle,
The suppression means controls the drive torque (average drive torque) of the electric motor to be maintained at a positive torque polarity during the acceleration operation state, and the drive torque is controlled during execution of the control. When the value becomes smaller than a predetermined positive value, the driving torque may be suppressed so that the value becomes the positive value. In this case, preferably, the suppression means
The crankshaft may be controlled so that a driving torque within a predetermined positive value range is applied to the crankshaft.

In each of the above-described device configurations, it is preferable that the apparatus further includes a detecting means for detecting a rotation fluctuation of the engine, and the suppressing means detects the rotation fluctuation based on the rotation fluctuation detected by the detecting means. It is preferable to control the electric motor so that convergence is achieved.

Alternatively, in order to achieve the above object, a vehicle control device having another configuration according to the present invention is characterized by the following configuration.

That is, an engine having a crankshaft connected to drive wheels and an electric motor arranged parallel to the front-rear direction of the engine and connected to the crankshaft via a connecting member. A vehicle control device, comprising: control means for controlling a drive torque of the electric motor to suppress a rotation fluctuation of the engine when the vehicle is in a predetermined operation state, wherein the predetermined operation state Is controlled so that the driving torque (average driving torque) of the electric motor is maintained at one of the positive and negative torque polarities, and the operation of the engine and the electric motor is performed during the execution of the control. And suppressing means for controlling the rotation fluctuation of the connecting member based on a model relating to the rotation fluctuation of the connecting member. The features.

[0023]

According to the present invention described above, in a vehicle equipped with an engine and an electric motor, when the rotation fluctuation of the engine is suppressed by the electric motor, the motor torque is generated with a change in the polarity of the motor torque. A vehicle control device capable of eliminating noise is provided.

In other words, according to the first and seventh aspects of the present invention, there is no change in the polarity of the motor torque when the rotation fluctuation of the engine is suppressed by the electric motor.
Conventionally, noise generated due to a change in torque polarity can be eliminated.

According to the second aspect of the present invention, during idling operation in which the operating state of the engine is unstable, for example, a driving torque (average driving torque) within a predetermined negative value range with respect to the crankshaft. Is given (claim 3),
It is possible to suppress fluctuations in the rotation of the engine and reliably generate electric power by the electric motor.

According to the fourth aspect of the present invention, during the acceleration operation of the vehicle, for example, a driving torque (average driving torque) within a predetermined positive value range is applied to the crankshaft. According to a fifth aspect of the present invention, it is possible to perform the acceleration assist by the electric motor while suppressing the rotation fluctuation of the engine and the excessive discharge of the battery.

According to the sixth aspect of the present invention, the electric motor is controlled based on the detected rotation fluctuation, so that the controllability can be improved.

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a vehicle control device according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing a drive system of a general hybrid vehicle to which the vehicle control device according to the present embodiment can be applied, and shows the entire structure of the drive system shown in FIG. , And redundant description of the drive system around the engine shown in FIG. 16 is omitted).

The hybrid vehicle shown in FIG. 1 is a vehicle having a side-mount type drive system, as described above with reference to FIG. 16, and includes an engine 2 having a crankshaft 14 connected to drive wheels 5, The motor 1 is disposed in parallel to the front-rear direction of the engine and is connected to the crankshaft 14 via a connecting member (chain) 13.

The driving force of the motor 1 and the engine 2 is
The power is transmitted to the transmission 3 mounted behind the engine 2. Then, the transmission 3 drives the drive wheels 5 via the crankshaft according to the input driving force. Further, when performing power regeneration, the motor 1 functions as a generator via the connecting member 13 by using the rotational energy of the drive wheel 5 (crankshaft 14), so that the battery (not shown) can be used. Regenerative power is charged.

A microcomputer 8 is mounted on an electronic control unit (ECU) 4 serving as a vehicle control device. The microcomputer 8 executes a control program stored in advance to control the motor 1, the engine 2, the transmission, and the like. 3, and operation control of the tensioner 6 and the like are performed.

Here, the "problem to be solved by the invention"
Prior to describing a specific procedure for eliminating the occurrence of noise due to the switching of the torque polarity described above,
A general operation when the hybrid vehicle including the above-described drive system runs will be outlined.

FIG. 5 is a diagram showing a table for determining a basic operating state according to the driving operation of the hybrid vehicle in the present embodiment.
4 is stored in a storage medium (memory or the like) in advance.

In FIG. 3, the accelerator opening α is equal to or greater than a predetermined opening α0, and the vehicle speed V is equal to or greater than a predetermined vehicle speed V0 (V1 <V2).
In the case of <V0), the ECU 4 sets the driving state of the engine 2, the driving state of the motor 1 to perform acceleration assist, and the drive range of the transmission.

When the accelerator opening α is smaller than the predetermined opening α0 and the vehicle speed V is equal to or higher than the predetermined vehicle speed V0, the ECU 4
Sets the engine 2 in the drive state, the motor 1 in the no-load state, and sets the transmission in the drive range.

When the accelerator opening α is in the fully closed state, the vehicle speed V is 0 (stop state), and the water temperature TW of the engine 2 is higher than a predetermined value TW0, the ECU 4 stops the combustion of the engine 2. State (fuel cut), motor 1 in no-load state, and transmission in neutral (or slip control). Here, the predetermined value TW0 is a water temperature indicating that the engine 2 can operate stably, and this state is referred to as a warm state.

When the accelerator opening α is in the fully closed state, the vehicle speed V is 0 (stopped state), and the water temperature TW of the engine 2 is equal to or lower than a predetermined value TW0, the engine body and the water temperature are low. It can be determined that the engine 2 is in a cold state in which the combustion state of the engine 2 is not stable due to
U4 controls the engine 2 at an engine speed of 600 rpm.
The idling operation state, the motor 1 in the power generation state, and the transmission are set to neutral (or slip control). In this case, the reason why the ECU 4 sets the motor 1 in the power generation state is that, in the present embodiment, the drive torque of the motor 1 (motor torque M
T) is adjusted, but in the idling operation state in a cold state, it is more preferable to make the motor 1 function as a generator than to function as a motor from the viewpoint of battery protection (prevention of overdischarge). It is.

When the accelerator opening α is larger than 0 and the vehicle speed V is smaller than the predetermined vehicle speed V1 (≒ 0) (at the time of starting or running), the ECU 4 drives the engine 2 and assists the motor 1 in accelerating assist. Set the drive state and the transmission to the drive range to perform

When the accelerator opening α is fully closed and the vehicle speed V is greater than the predetermined vehicle speed V2, the ECU 4
Sets the engine 2 to a combustion stop state (fuel cut), the motor 1 to a power regeneration state, and sets the transmission to a drive range (engine brake).

Next, operation control performed to suppress fluctuations in the rotation of the engine 2 in a hybrid vehicle having the drive system shown in FIGS. 1 and 16 will be described.

In the present embodiment, when performing the control for suppressing the fluctuation of the engine torque by the motor torque MT, the tensioner 6 and the connecting member (chain or belt) are used.
Consider the phase delay caused by the stiffness of the thirteen.

FIG. 2 is a diagram showing a static model of the drive system shown in FIG. FIG. 3 is a diagram showing a phase delay characteristic of the static model shown in FIG.

This static model is expressed as Fe (s) / Fm (s) = k /
(ms ² + cs + k)
The rigidity of the connecting member 13 (and the tensioner 6) wound between the engine 2 and the motor 1 can be represented by a spring k, a resistance c, and a mass m, as shown in FIG. When the engine 2 and the motor 1 rotate in the same direction, the motor side is pulled toward the engine side, so that there is a relationship of force fe> force fm.
Can be expressed as a phase delay θd as shown in FIG.

Therefore, when performing control to suppress the fluctuation of the engine torque by the motor torque MT, it is necessary to compensate for the above-mentioned phase delay component in order to further improve the controllability. In the feedback control based on the above, since the control cannot be performed in time, the motor torque MT as a command value (control amount) set for the motor 1 causes hunting, and stable control cannot be realized.

Therefore, in the present embodiment, control processing based on a control block diagram described below is performed.

FIG. 4 is a control block diagram for motor control in this embodiment.

A crank angle signal detected by a crank angle sensor (not shown) is input in a time series in order to detect a rotation fluctuation (engine torque fluctuation) of the engine 2.

Next, a rotation fluctuation waveform of the engine generated based on the crank angle signal input in time series is converted into a vibration suppression waveform MTCB which is a reference of a waveform for suppressing fluctuation of engine torque. (See FIG. 11).

The crank angle signal and the engine speed Ne input in time series are input to a phase advance table (see FIG. 12) set in advance to compensate for the phase delay characteristic shown in FIG. The phase advance table has a phase advance characteristic of a phase advance θp corresponding to the phase delay θd shown in FIG.

Next, the vibration suppression waveform MTCB and the phase delay θd
The phase correction is performed on the basis of the above, and the gain is adjusted appropriately, whereby the phase lead compensation value MTC based on the rotation fluctuation amount ΔNe of the engine 2 is calculated.

The motor torque standard command value MTB is a basic control command value of the motor torque according to the operating state of the vehicle when the fluctuation of the engine torque is not suppressed, and is a vehicle state quantity such as the accelerator opening α. Is obtained by referring to a map (table) set in advance based on.

The motor torque command value MT (motor torque command value MT) is a control command value actually set to the motor 1 in the current control cycle, and is a phase lead compensation value MT
It is obtained by adding C and the motor torque standard command value MTB.

In a more specific control process described later,
When the vehicle is in a predetermined operation state (during a cold state, during idling operation, during acceleration assist), prior to setting the motor torque standard command value MTB to the motor 1, the command value MTB is set to the motor control value in the previous control cycle. Compared with the value of the motor torque standard command value MTB set to 1, if the torque characteristic has changed, a predetermined value (predetermined threshold value MTI, predetermined threshold MTI, MTA) is set.

Next, a specific control process for realizing the above-described characteristic operation of the present embodiment will be described. ECU
The microcomputer 8 controls an engine control process (FIG. 6) and an idling speed control (I
SC) (FIG. 7), the phase lead compensation value MTC calculation process (FIG. 9), and the motor control process (FIG. 13) are executed in parallel or pseudo-parallel, respectively.

<Engine Control Process> FIG. 6 is a flowchart showing the engine control process performed by the ECU 4 in the present embodiment, and is started, for example, when an ignition key (not shown) is turned on.

In the figure, steps S1 and S
2: The accelerator opening α, the intake air amount Q, the engine speed Ne, and the vehicle speed V are acquired as the vehicle state quantities (step S).
1) By referring to the table shown in FIG. 5 based on the acquired state quantities, the current operating state (driving state, running mode) of the vehicle is determined (step S).
2).

Steps S3 and S4: The fuel injection amount P and the injection timing θ are determined by a general method on the basis of the state quantities obtained in step S1 as control amounts to be set in the engine 2 in the current control cycle. (Step S3), and executes the determined control amount (Step S4).
It returns to step S1. However, when determining the fuel injection amount P in step S3, the vehicle is being decelerated, that is, the engine speed Ne is within a predetermined rotation range (1000 rpm).
m to 3000 rpm), and in the fully closed state where the accelerator opening is zero, the fuel injection amount P is set to zero.

<ISC Process> FIG. 7 is a flowchart showing an idling speed control process performed by the ECU 4 in the present embodiment, and is started, for example, when an ignition key (not shown) is turned on.

In the figure, steps S11 and S12: Step S in the above-described engine control processing
Similarly to step 1 and step S2, the state quantity of the vehicle is acquired (step S11), and the driving state (running mode) of the vehicle at the present time is determined by referring to the table shown in FIG. 5 based on the acquired state quantity. A determination is made (step S12).

Step S13: An idling standard corresponding to the current engine speed Ne obtained at step S11 by referring to a table (not shown) set in advance based on the fuel filling efficiency and the engine speed Ne. Determine the command value ISCB.

Steps S14 and S15: It is determined whether or not the vehicle operating state at the present time determined in step S12 is an idling operation state (step S1).
4) If idling operation state, step S
The program proceeds to step S16, and if the operation state is other than the idling operation state, the idling standard command value ISCB determined in step S13 is replaced with the idling output command value ISCT.
(Step S15), and the process proceeds to step S19.
Here, the idling output command value ISCT is a control command value actually set in an ISC valve (idling speed control valve) not shown in the present control cycle.

Steps S16 and S17: The difference dNe between the target engine speed Ne0 of the engine 2 and the current engine speed Ne obtained in step S11 is calculated (step S16), and the table shown in FIG. Is referred to based on the calculated difference dNe to determine an ISC feedback value ISCFB for feedback controlling the opening of the ISC valve (step S17).

FIG. 8 is a diagram showing table characteristics for determining the ISC feedback value. As shown in FIG. 8, the basic characteristics include a difference dN in the engine speed.
As the value of e increases, the ISC feedback value IS
It has the property of increasing CFB. Here, the difference dNe
Is relatively small, the ISC feedback value ISCF
The reason why B is set to zero is to provide stability to the feedback control.

Step S18: The idling standard command value ISCB determined in step S13 and step S1
By adding the ISC feedback value ISCFB determined in step 7, the idling output command value ISCT to be actually set to the ISC valve (not shown) in the current control cycle is calculated.

Step S19: The idling output command value IS determined in step S15 or S18
The ISC valve is driven according to the CT, and the process returns to step S11.

<Calculation of Phase Lead Compensation Value MTC> FIG.
Is a flowchart showing a process of calculating the phase lead compensation value MTC performed by the ECU 4 in the present embodiment, and is started by, for example, operating an ignition key (not shown) to an ON state. The calculated phase lead compensation value MTC is referred to in a motor control process (steps S36 and S41 in FIG. 13) described later.

In FIG. 9, step S21, step S22: The rotation fluctuation amount ΔNe of the engine 2 is calculated (step S21), and based on the calculated rotation fluctuation amount ΔNe,
The vibration suppression waveform MTCB is calculated by referring to the table shown in FIG. 11 set in advance (step S22).

FIG. 10 is a view for explaining a method of determining the vibration suppression waveform MTCB based on the rotation fluctuation amount ΔNe. FIG. 11 shows a vibration damping waveform M based on the rotation fluctuation amount ΔNe.
FIG. 5 is a diagram illustrating characteristics of a table for determining TCB.

The rotation fluctuation amount ΔNe is, for example, a difference between the engine rotation speeds Ne detected in the previous control cycle and the current control cycle, respectively. As shown in FIG. 10, geometrically, it is only necessary that the shape is line-symmetric with respect to the time axis, that is, the shape has no phase difference and the opposite amplitude from the time-series trend curve of the rotation fluctuation amount ΔNe. . Therefore, as shown in FIG. 11, a table having such a characteristic that a larger value of the vibration fluctuation amount MTCB is obtained as the rotation fluctuation amount ΔNe is larger is set in advance. Here, in a region where the rotation fluctuation amount ΔNe is relatively small, the vibration suppression waveform value MTCB
Is set to zero in order to stabilize controllability.

Step S23: By referring to the phase lead characteristic table shown in FIG.
, A phase lead compensation value MTC is calculated by adding a phase lead component corresponding to the engine speed Ne. Here, the phase lead characteristic table is stored in the connection member 13.
(And a phase delay θd for compensating a phase delay component (phase delay θd: FIG. 3) due to the rigidity of the tensioner 6).
It has the following characteristics. By setting the phase lead compensation value MTC, the phase delay θd with respect to the vibration suppression waveform MTCB is set.
Is added.

<Motor Control Process> FIG. 13 is a flowchart showing a motor control process performed by the ECU 4 in the present embodiment. For example, an ignition key (not shown)
Is started by being turned on.

In the figure, step S31, step S32: Step S in the above-described engine control processing
Similarly to step 1 and step S2, the state quantity of the vehicle is acquired (step S31), and the driving state (running mode) of the vehicle at the present time is determined by referring to the table shown in FIG. 5 based on the acquired state quantity. A determination is made (step S32).

Step S33: accelerator opening α and vehicle speed V
The motor torque standard command value MTB is set by referring to a map (not shown) set in advance in accordance with the above (step S33), and the rotation fluctuation amount ΔNe is calculated as in step S21 (step S34).

Steps S35 and S40: It is determined whether or not the current driving state of the vehicle determined in step S32 is an idling operation state (step S3).
5) If it is in the idling operation state, step S
Proceeding to 36, if it is an operation state other than the idling operation state, it is determined in step S40 whether acceleration assist is being performed. When the vehicle is in the acceleration assist state, the process proceeds to step S41. When the vehicle is in an operation state other than the idling operation state and the acceleration assist state, the process proceeds to step S45.

Steps S36 and S37: Phase lead compensation value M calculated in step S23 in FIG. 9 described above.
TC (step S36), and calculates the phase lead compensation value MT.
By adding C and the motor torque standard command value MTB determined in step S33, the motor torque command value MT in the current control cycle is calculated (step S33).
37).

FIG. 14 is a diagram showing a relationship between the engine torque and the motor torque command value MT in the idling operation state. Since the current operation state is determined to be the idling operation state in the cold state in step S35, The torque polarity of the motor torque command value MT calculated in step S37 is a negative value (a negative value as an average value) in order to generate the electric power by the motor 1 and to suppress the rotation fluctuation of the engine 2. In this case, the trend curve of the motor torque command value MT is obtained by converting the waveform of the phase opposite to the trend curve of the engine torque into a phase lead compensation value MTC.
(Ie, a waveform with the phase advanced by a phase lead θp).

Steps S38 and S39: It is determined whether or not the motor torque command value MT calculated in step S37 is larger than a predetermined threshold value (torque limit value) MTI (step S38). If value MT is larger than threshold value MTI, motor torque command value MT is set to prevent the torque characteristic (torque characteristic as an average value) from changing from a negative value to a positive value.
Then, the threshold MTI is set (step S39). Here, the threshold MTI is a negative value near zero. Accordingly, as shown by the broken line in FIG. 14, when the engine torque greatly changes in the negative direction in the idling operation state in the cold state, the motor torque command value MT is increased in the positive direction to suppress the fluctuation. , The threshold value MTI is selected as the motor torque command value MT, so that the torque characteristic (torque characteristic as an average value) is maintained at a negative value, and switching to a positive value is prevented. Is done.

Steps S41 and S42: Similar to steps S36 and S37, the phase lead compensation value MTC and the motor torque command value MT are calculated.

FIG. 15 is a diagram showing the relationship between the engine torque and the motor torque command value MT in the acceleration assist state. Since the current operation state is determined to be the acceleration assist state in step S40, the flow proceeds to step S42. The torque polarity of the calculated motor torque command value MT is
This is a positive value in order to assist the acceleration by the engine 2 by the motor 1 and to suppress the rotation fluctuation of the engine 2. The trend curve of the motor torque command value MT in this case is obtained by converting the waveform of the reverse phase of the trend curve of the engine torque into a phase lead compensation value MTC (that is, a phase lead θp).
This is a waveform advanced by only one phase.

Steps S43 and S44: It is determined whether or not the motor torque command value MT calculated in step S42 is smaller than a predetermined threshold value (torque limit value) MTA (step S43). If the value MT is smaller than the threshold value MTA, a threshold value MTA is set to the motor torque command value MT in order to prevent the torque characteristic from changing from a positive value to a negative value (step S44). . Here, the threshold value MTA is a positive value near zero. As a result, as indicated by the broken line in FIG. 15, as the engine torque fluctuates greatly in the + direction during acceleration of the vehicle, the motor torque command value MT changes in the + direction to suppress the fluctuation. In this case, the threshold value MTA is selected as the motor torque command value MT, so that the torque characteristic (torque characteristic as an average value) is maintained at a positive value, and switching to a negative value is prevented.

Step S45: In the judgment of step S35 and step S40, the current driving state of the vehicle is
Since it is determined that the state is other than the idling operation state and the acceleration assist state, in this case, the motor torque standard command value MTB determined in step S33 is set as the motor torque command value MT in the current control cycle. .

Step S36: The motor torque standard command value MTB determined according to each operation state as described above is set for the motor 1, and the process returns to step S31.

According to the motor control process described above, when the vehicle is idling, the motor torque standard command value M
When TB is maintained at a negative torque polarity and in the acceleration assist state, the motor torque standard command value MTB is maintained at a positive torque polarity, and the torque polarity in a state where the motor torque standard command value MTB is maintained at either the positive or the negative. Attempts to change to the other torque polarity, the threshold MTI or the threshold M
TA is selected.

As a result, it is possible to reliably prevent the stored electric energy from being consumed by operating the motor 1 as a motor in a cold idling operation state in which the battery is to be charged. Noise generated in the connecting member 13 due to the change in torque polarity can be eliminated. This effect is particularly remarkable when a chain is used for the connecting member 13.

In the above-described embodiment, the motor torque MT is further feedback-controlled based on the engine rotation fluctuation, and the predetermined rotation fluctuation of the engine 2, the connecting member 13 or the motor 1 during the feedback control is controlled. The detected value is stored, and learning control for changing the dynamics of the static model shown in FIG. 2 is performed based on the stored value so that the fluctuation of the crank angle due to the engine rotation is minimized. May be. In this case, the learning control block may be inserted at the position of point X shown in the control block diagram shown in FIG.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a drive system of a general hybrid vehicle to which a vehicle control device according to an embodiment can be applied.

FIG. 2 is a diagram showing a static model of the drive system shown in FIG.

FIG. 3 is a diagram showing phase delay characteristics of the static model shown in FIG. 2;

FIG. 4 is a control block diagram for motor control in the present embodiment.

FIG. 5 is a diagram showing a table for determining a basic operation state according to a driving operation of the hybrid vehicle in the embodiment.

FIG. 6 is a flowchart showing an engine control process performed by the ECU 4 in the embodiment.

FIG. 7 is a flowchart showing an idling speed control process performed by the ECU 4 in the embodiment.

FIG. 8 is a diagram showing table characteristics for determining an ISC feedback value.

FIG. 9 is a flowchart illustrating a process of calculating a phase lead compensation value MTC performed by the ECU 4 in the present embodiment.

FIG. 10 shows a vibration damping waveform MTC based on a rotation fluctuation amount ΔNe.
FIG. 7 is a diagram illustrating a method for determining B.

FIG. 11 shows a vibration damping waveform MTC based on a rotation fluctuation amount ΔNe.
FIG. 9 is a diagram illustrating characteristics of a table for determining B.

FIG. 12 is a diagram showing a phase lead characteristic for eliminating a phase delay.

FIG. 13 is a flowchart illustrating a motor control process performed by the ECU 4 in the present embodiment.

FIG. 14 is a diagram showing a relationship between an engine torque and a motor torque command value MT in an idling operation state.

FIG. 15 is a diagram showing a relationship between an engine torque and a motor torque command value MT in an acceleration assist state.

FIG. 16 is a layout diagram showing a drive system around an engine in a general hybrid vehicle as viewed from the front of the vehicle.

FIG. 17 is a view exemplifying a case where a pulley and a belt as an endless wrapping member are employed in a drive system that connects an engine and a motor in a general hybrid vehicle.

FIG. 18 is a diagram exemplifying a case where a plurality of gears are employed instead of an endless winding member in a drive system that connects an engine and a motor in a general hybrid vehicle.

FIG. 19 is a time chart illustrating a trend of the engine and the motor torque when the rotation fluctuation of the engine in the general hybrid vehicle is adjusted by the driving torque of the motor.

[Explanation of symbols]

 1: motor (motor), 2: engine, 3: transmission, 4: ECU (electronic control unit), 5: drive wheel, 6: tensioner, 8: microcomputer, 9: idle pulley, 11, 12: rotating member, 11A, 12A: pulley, 13: connecting member, 13A: belt, 14: crankshaft, 15: rotor shaft,

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // B60K 6/02 ZHV B60K 9/00 ZHVE (72) Inventor Kenji Morimoto 3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture No. 1 Inside Mazda Co., Ltd. (72) Inventor Seiichi Nakabayashi 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Pref. DA01 DA06 DA09 DB05 DB11 DB26 EA07 EB09 EC01 FA04 FB01 FB02 5H115 PA01 PC06 PG04 PI13 PU25 QI04 QN02 QN06 QN11 RE03 RE05 SE03 SE05 TO04

Claims (7)

[Claims] An engine having a crankshaft connected to drive wheels and an electric motor arranged parallel to the front-rear direction of the engine and connected to the crankshaft via a connecting member. A vehicle control apparatus comprising: a control unit configured to control a driving torque of the electric motor to suppress a rotation fluctuation of the engine when the vehicle is in a predetermined operation state. In the case where the drive torque of the electric motor is controlled to be maintained at one of the positive or negative torque polarity, and during the execution of the control,
Suppression means for suppressing the drive torque from becoming the other torque polarity when the degree of the drive torque having one of the torque polarities shifting in the direction of the other torque polarity is greater than a predetermined degree. A control device for a vehicle, comprising: 2. The vehicle according to claim 2, wherein the predetermined operating state is an idling operation state of the vehicle,
While controlling so that the drive torque of the electric motor is maintained at the negative torque polarity, and during the execution of the control, when the drive torque becomes larger than a predetermined negative value, the drive torque is set to the negative value. The vehicle control device according to claim 1, wherein the driving torque is suppressed. 3. The control device for a vehicle according to claim 2, wherein the control unit controls the crankshaft to apply a drive torque within a predetermined negative value range. 4. The vehicle according to claim 1, wherein the predetermined operation state is an acceleration operation state of the vehicle, and the suppression unit is configured to maintain the drive torque of the electric motor at a positive torque polarity during the acceleration operation state. 2. The control method according to claim 1, wherein when the drive torque becomes smaller than a predetermined positive value during the execution of the control, the drive torque is suppressed to the positive value. Vehicle control device. 5. The vehicle control device according to claim 4, wherein the control unit controls the drive shaft so that a drive torque within a predetermined positive value range is applied to the crankshaft. 6. A detecting means for detecting a rotation fluctuation of the engine, wherein the suppression means controls the electric motor based on the rotation fluctuation detected by the detection means so that the rotation fluctuation converges. The control device for a vehicle according to claim 1, wherein: 7. An engine having a crankshaft connected to drive wheels and an electric motor arranged parallel to the front-rear direction of the engine and connected to the crankshaft via a connecting member. A vehicle control apparatus comprising: a control unit configured to control a driving torque of the electric motor to suppress a rotation fluctuation of the engine when the vehicle is in a predetermined operation state. The driving torque of the electric motor in the case of is controlled so as to be maintained at one of the positive and negative torque polarities, and is generated along with the operation of the engine and the electric motor during execution of the control. Control means for controlling the rotation fluctuation of the connecting member based on a model of the rotation fluctuation so as to suppress the rotation fluctuation. Location.