JP2010264795A - Apparatus for detecting abnormal sound of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an apparatus for detecting abnormal sound of a hybrid vehicle capable of detecting generation of abnormal sound in a meshing mechanism due to engine torque variation even when a motor rotates. <P>SOLUTION: An electronic controller calculates a rotational speed Nm2 of a second motor generator, determines whether a fluctuation width ΔNm2 (difference between the maximum value and the minimum value of the rotational speed Nm2) of the rotational speed Nm2 exceeds a predetermined determination width ΔNth2 when the rotational speed Nm2 repeatedly increases and decreases in a predetermined period of time, and determines that fluctuation at an abnormal sound occurring place is large and abnormal sound occurs in a transaxle when the fluctuation width ΔNm2 exceeds the predetermined determination width ΔNth2. In contrast, when the fluctuation width ΔNm2 does not exceed the predetermined determination width ΔNth2, the electronic controller determines that abnormal sound does not occur in the transaxle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a technique for detecting abnormal noise in a transaxle of a hybrid vehicle.

  In recent years, hybrid vehicles equipped with an engine that outputs power by burning fuel and an electric motor that outputs power by supplying electric power have been proposed as driving power sources for the vehicle. In this hybrid vehicle, by controlling the driving and stopping of the engine and the electric motor based on various conditions, it is possible to improve fuel consumption, reduce noise, and reduce exhaust gas.

  An example of a method for detecting abnormal noise generated in such a hybrid vehicle drive device is described in Patent Document 1 below. In Patent Document 1, a hybrid vehicle including a power transmission member coupled to wheels, an engine and an electric motor coupled in parallel to the power transmission member, and a meshing mechanism coupled to the power transmission member, When the torque is controlled to be substantially zero, the fluctuation range of the motor rotation angle when the rotation angle increases or decreases (the difference between the maximum value and the minimum value of the rotation angle) exceeds the predetermined judgment value. A drive device is disclosed that detects that abnormal noise is generated in the meshing mechanism due to fluctuations in engine torque.

JP 2005-318721 A JP 2001-221683 A

  By the way, the hybrid vehicle drive device disclosed in Patent Document 1 detects abnormal noise based on the difference between the maximum value and the minimum value of the rotation angle when the rotation angle of the electric motor increases or decreases as described above. . However, when the electric motor is rotating at a predetermined speed, the rotation angle of the electric motor monotonously increases or decreases in the first place. Therefore, there is no local maximum or minimum value of the rotation angle in the first place. The device cannot detect abnormal noise.

  The present invention has been made to solve such problems, and the object of the present invention is to generate abnormal noise in the meshing mechanism due to fluctuations in engine torque even when the electric motor is rotating. It is an object to provide an abnormal noise detection device for a hybrid vehicle that can detect the presence of the vehicle.

  A noise detection device for a hybrid vehicle according to the present invention includes an engine, a rotating electrical machine, a power transmission member that transmits power between at least one of the engine and the rotating electrical machine, and a wheel, and a mesh connected to the power transmission member. An abnormal noise of a hybrid vehicle equipped with a mechanism is detected. The abnormal noise detection device includes a detection unit that detects the rotational speed of the rotating electrical machine, and a determination unit that determines whether or not abnormal noise is generated in the meshing mechanism due to fluctuations in engine torque. The determination unit determines whether or not the fluctuation range of the rotation speed of the rotating electrical machine exceeds a predetermined threshold value, and if the fluctuation range of the rotation speed exceeds a predetermined threshold value, If the fluctuation range of the rotational speed does not exceed a predetermined threshold value, it is determined that no abnormal noise has occurred in the meshing mechanism.

  According to the present invention, even when the electric motor is rotating, it is possible to detect that abnormal noise is generated in the meshing mechanism due to fluctuations in engine torque.

It is a conceptual diagram of the hybrid vehicle which is provided with the abnormal noise detection apparatus which concerns on embodiment of this invention. It is the figure which showed typically the noise detection method of the noise detection apparatus which concerns on embodiment of this invention. FIG. 6 is a diagram showing the relationship between the level of fluctuation range ΔNm1 of the rotation speed of the first motor generator that leads to abnormal noise and the torque of the second motor generator.

  Embodiments of the present invention will be described below in detail with reference to the drawings. In the following, the same or corresponding parts are denoted by the same reference numerals, and the description thereof will not be repeated.

  FIG. 1 is a conceptual diagram showing a driving device (power train) of a hybrid vehicle 1 of the FF (front engine-front drive: front wheel driving in front of the engine) type and its control system according to an embodiment of the present invention.

  Referring to FIG. 1, hybrid vehicle 1 has an engine 2 and wheels 3, and a power transmission path between engine 2 and wheels 3 is configured by input shaft 4, output shaft 5, differential 6, and the like. Has been.

  As the engine 2, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, a methanol engine, a hydrogen engine, or the like can be used. A flywheel 8 is formed on the crankshaft 7 of the engine.

  On the other hand, a sleeve 9 is spline-fitted to the outer periphery of the input shaft 4, and a damper mechanism 10 is disposed in a power transmission path between the flywheel 8 and the sleeve 9. A first motor generator (MG1) 11 and a second motor generator (MG2) 12 are provided outside the input shaft 4. The first motor generator 11 and the second motor generator 12 have a function (power running function) as an electric motor driven by supply of electric power and a function (regeneration function) as a generator that converts mechanical energy into electric energy. Have both. The first motor generator 11 and the second motor generator 12 are respectively provided with angle sensors 51 and 52 for sequentially detecting the motor rotation angle.

  In addition, a power storage device (not shown) for supplying electric power to the first motor generator 11 and the second motor generator 12 is provided. As this power storage device, a battery or a capacitor can be used.

  Further, a casing 13 for housing components such as the input shaft 4, the output shaft 5, the differential 6, the first motor generator 11, and the second motor generator 12 is provided. The first motor generator 11 has a stator 14 fixed to the casing 13 and a rotatable rotor 15.

  A power distribution mechanism 16 is provided outside the input shaft 4 and between the first motor generator 11 and the second motor generator 12. The power distribution mechanism 16 is constituted by a so-called single pinion type planetary gear mechanism.

  That is, the power distribution mechanism 16 includes a sun gear 17, a ring gear 18 disposed concentrically with the sun gear 17, and a carrier 20 holding a pinion gear 19 that meshes with the sun gear 17 and the ring gear 18. The sun gear 17 and the rotor 15 are connected so as to rotate integrally, and the carrier 20 and the input shaft 4 are connected so as to rotate integrally.

  The ring gear 18 is formed on the inner peripheral side of the annular member 21. A gear 22 and a parking gear 23 are formed on the outer periphery of the annular member 21, and a ring gear 24 other than the ring gear 18 is formed on the inner periphery of the annular member 21. Furthermore, a parking ball 25 that can be engaged with the parking gear 23 and can be detached from the parking gear 23 is provided in the casing 13.

  Further, a planetary gear 26 is provided outside the input shaft 4. The planetary gear 26 includes a sun gear 27, a ring gear 24, and a carrier 29 that holds the pinion gear 28 meshed with the sun gear 27 and the ring gear 24.

  The second motor generator 12 has a stator 30 fixed to the casing 13 and a rotatable rotor 31. The sun gear 27 and the rotor 31 are connected so as to rotate integrally. Thus, the engine 2 and the second motor generator 12 are arranged in parallel with each other with respect to the annular member 21 as the power transmission path connected to the wheel 3.

  A carrier 29 is fixed to the casing 13. Specifically, the carrier 29 is prevented from rotating by a connecting portion 39 between the carrier 29 and the casing 13. The connecting portion 39 has a convex portion (not shown) protruding in the radial direction and a concave portion (not shown) in which the convex portion is disposed.

  The input shaft 4 and the output shaft 5 are arranged in parallel to each other, and a driven gear 32 and a final drive pinion gear 33 are formed on the output shaft 5. The gear 22 and the driven gear 32 are meshed with each other.

  Further, the differential 6 is held by a differential case 34 that can rotate around a rotational axis parallel to a rotational axis (not shown) of the output shaft 5, a ring gear 35 formed on the outer periphery of the differential case 34, and the differential case 34. A pinion gear (not shown) and a side gear (not shown) fitted to the pinion gear are included. The ring gear 35 and the final drive pinion gear 33 are fitted.

  Further, a drive shaft 36 is connected to the side gear, and the wheel 3 is connected to the drive shaft 36. Furthermore, a braking device 37 that suppresses an increase in the rotational speed of the wheel 3 is provided based on the braking request, specifically, the depression state of the brake pedal. The braking device 37 is configured such that the braking force can be electronically controlled by a signal from the ECU 90.

  Next, the control system of the hybrid vehicle 1 will be described. First, an electronic control unit 50 is provided, and this electronic control unit 50 is constituted by a processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly having an input / output interface. . The electronic control unit 50 includes output signals of angle sensors 51 and 52, a signal of an engine speed sensor, a signal of an acceleration request sensor, a signal of a brake request sensor, a signal of a shift position sensor, a signal of an outside air temperature sensor, a power storage device The charge amount sensor signal, the road surface inclination angle sensor (G sensor) signal, and the like are input.

  In contrast, the electronic control device 50 outputs a signal for controlling the engine 2, a signal for controlling the first motor generator 11, the second motor generator 12, and the braking device 37.

  In FIG. 1, the torque command value Tr1 of the first motor generator 11, the torque command value Tr2 of the second motor generator 12, and the rotation angle detection value θm1 of the first motor generator 11 are shown as part of these signals. The rotation angle detection value θm2 of the second motor generator 12 is illustrated.

  Torque command values Tr1 and Tr2 are obtained by a PCU (Power Control Unit) 55 including a power converter that converts DC power supplied from the power storage device into driving power for the first motor generator 11 and the second motor generator 12. An AC voltage to be realized is supplied to the first motor generator 11 and the second motor generator 12.

  In hybrid vehicle 1 configured as described above, engine 2, first motor generator 11, and second motor are based on a signal input to electronic control device 50 and data stored in electronic control device 50. The generator 12 is controlled.

  For example, when the engine 2 is started from the state where the hybrid vehicle 1 is stopped, the first motor generator 11 is driven as an electric motor. Then, the ring gear 18 of the power distribution mechanism 16 becomes a reaction force element, and the torque of the first motor generator 11 is transmitted to the engine 2 via the carrier 20 and the input shaft 4 so that the engine 2 is cranked.

  In this way, the engine 2 is cranked and the fuel is burned, so that the engine 2 can rotate autonomously. When the engine 2 rotates autonomously, the torque of the engine 2 is transmitted to the gear 22 via the input shaft 4, the carrier 20, and the ring gear 18. The torque of the gear 22 is transmitted to the wheel 3 via the output shaft 5 and the differential 6 to generate a driving force.

  It is also possible to generate power with the first motor generator 11 using the power of the engine 2 and charge the generated power to the power storage device.

  Furthermore, it is possible to drive the second motor generator 12 as an electric motor and transmit the torque to the wheels 3 via the sun gear 27, the planetary gear 26, the ring gear 24, and the gear 22. When the torque of the second motor generator 12 is transmitted to the ring gear 24, the rotation direction of the second motor generator 12 is opposite to the rotation direction of the ring gear 24.

  As described above, the hybrid vehicle 1 shown in FIG. 1 uses at least one of the engine 2 or the second motor generator 12 as a driving force source, and uses these torques as the input shaft 4, the power distribution mechanism 16, the planetary gear 26. The transmission shaft 5 and the differential 6 can be transmitted to the wheel 3 by a transaxle.

  Further, when the hybrid vehicle travels by repulsion, the travel energy of the hybrid vehicle 1 is transmitted to the second motor generator 12 via the transaxle described above, and the second motor generator 12 functions as a generator to generate It is also possible to charge the power storage device with the generated power. In the case where the second motor generator 12 is driven as an electric motor, the output torque of the second motor generator 12 is referred to as positive direction torque. In contrast, when the second motor generator 12 is caused to function as a generator, the regenerative torque of the second motor generator 12 is referred to as negative torque.

  By the way, since the engine 2 converts thermal energy generated by the combustion of fuel into rotational motion, torque fluctuations are unavoidable. In particular, when the engine rotational speed is equal to or lower than a predetermined rotational speed, the combustion is unstable and the fluctuation range of the engine torque becomes large.

  Further, when the engine 2 is under a high load, for example, when the engine torque is transmitted to the wheels 3 and the first motor generator 11 generates electric power using the engine torque, the amount of fuel supplied is increased in order to increase the engine torque. The fluctuation range of the engine torque is increased.

  When such engine torque fluctuations occur, vibrations and noise due to impacts may occur at the meshing portions of the gears constituting the above-described transaxle. Note that the meshing portion between the gears constituting the transaxle includes a connecting portion 39 between the carrier 29 and the casing 13.

  The characteristic point of the present embodiment is that the electronic control unit 50 detects the abnormal noise generated in the transaxle due to the fluctuation of the engine torque as described above, and the fluctuation of the rotational speed Nm1 of the first motor generator 11. This is a point to be detected based on the width or the fluctuation range of the rotation speed Nm2 of the second motor generator 12.

  FIG. 2 shows that the electronic control unit 50, which is an abnormal noise detection apparatus according to the embodiment of the present invention, detects abnormal noise generated in the transaxle based on the fluctuation range of the rotational speed Nm2 of the second motor generator 12. It is the figure which showed the method typically.

  As shown in FIG. 2, when torque fluctuation (typically torque fluctuation of engine 2) is input to the transaxle, when no abnormal noise is generated in the transaxle, the rotation of the second motor generator 12 is performed. The fluctuation range of the speed Nm2 is small. On the other hand, when an abnormal noise is generated in the transaxle, the rotational fluctuation of the abnormal noise occurrence portion (such as the meshing portion of the gears in the transaxle) is also large, and this influence causes the rotational speed Nm2 of the second motor generator 12 to increase. There is a tendency that the fluctuation range ΔNm2 also increases.

  The electronic control unit 50 detects abnormal noise generated in the transaxle by detecting this phenomenon.

  That is, the electronic control unit 50 calculates the rotation speed Nm2 of the second motor generator 12 based on the rotation angle detected value θm2 of the second motor generator 12 from the angle sensor 52, and the rotation speed Nm2 is within a predetermined time. When the increase / decrease is repeated, it is determined whether or not the fluctuation range ΔNm2 of the rotational speed Nm2 (difference between the maximum value and the minimum value of the rotational speed Nm2) exceeds a predetermined determination width ΔNth2, and the fluctuation width ΔNm2 is determined by the determination width ΔNth2 Is exceeded (in the case of “ΔNm2> ΔNth2” in FIG. 2), it is determined that there is a large variation in the location where the abnormal noise is generated and abnormal noise is generated in the transaxle (“abnormal noise” in FIG. 2). .

  On the other hand, when the fluctuation range ΔNm2 does not exceed the determination width ΔNth2 (in the case of “ΔNm2 <ΔNth2” in FIG. 2), the electronic control unit 50 has a small fluctuation at the location where the abnormal noise is generated, and abnormal noise is generated in the transaxle. It is determined that it does not occur (“no abnormal noise” in FIG. 2). The predetermined determination width ΔNth2 is determined according to a value obtained experimentally in advance for the fluctuation range of the rotational speed Nm2 of the second motor generator 12 at a level leading to the occurrence of abnormal noise, and the storage device of the electronic control unit 50 Can be stored in advance.

  As a result, even when the second motor generator 12 is rotating, abnormal noise generated in the transaxle due to fluctuations in engine torque without providing a new dedicated device such as a noise meter or a vibration meter. Can be detected. When an abnormal noise is detected, the electronic control unit 50 controls the engine 2 control signal, the torque command value Tr1 of the first motor generator 11, the torque command value Tr2 of the second motor generator 12, and the braking device 37. By changing the control signal or the like so as to eliminate the abnormal noise, it is possible to appropriately reduce the abnormal noise.

  In particular, in order to determine whether or not abnormal noise is generated based on actual fluctuations in the rotational speed of the motor generator, it is necessary to cope with variations in engine revolutions, dimensional variations in parts, and deterioration over time. It is possible to detect abnormal noise generated in

  It should be noted that the strength of abnormal noise generated in the transaxle has a correlation with the magnitude of the changing speed of the rotational speed Nm2 of the second motor generator 12. In consideration of this point, the electronic control unit 50 may detect abnormal noise generated in the transaxle based on the changing speed of the rotational speed Nm2 of the second motor generator 12.

  It is also possible to detect abnormal noise generated in the transaxle by comparing the fluctuation range ΔNm1 of the rotation speed Nm1 of the first motor generator 11 with a predetermined determination range ΔNth1. However, in this case, it is necessary to consider the torque of the second motor generator 12 (MG2 torque).

  That is, as shown in FIG. 3, the level of the fluctuation range ΔNm1 of the rotation speed Nm1 of the first motor generator 11 leading to the generation of abnormal noise increases as the MG2 torque increases.

  Therefore, a map as shown in FIG. 3 is experimentally obtained and stored in advance in the storage device of the electronic control unit 50, and the electronic control unit 50 refers to this map to determine the current MG2 torque (for example, the current torque). When the determination width ΔNth1 corresponding to the command value Tr2) is calculated and the fluctuation width ΔNm1 of the rotational speed Nm1 of the first motor generator 11 exceeds the calculated determination width ΔNth1, abnormal noise is generated in the transaxle. Judge that it is. Here, the MG2 torque is not limited to the torque command value Tr2, and for example, a torque value estimated based on the detection value of each sensor may be used.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 2 engine, 3 wheel, 4 input shaft, 5 output shaft, 6 differential, 7 crankshaft, 8 flywheel, 9 sleeve, 10 damper mechanism, 11 motor generator (MG1), 12 motor generator (MG1), 13 casing, 14 stator (MG1), 15 rotor (MG1), 16 power distribution mechanism, 17 sun gear, 18 ring gear, 19 pinion gear, 20 carrier, 21 annular member, 22 gear, 23 parking gear, 24 ring gear, 25 parking ball, 26 planetary gear, 27 sun gear, 28 pinion gear, 29 carrier, 30 stator (MG2), 31 rotor (MG2), 32 driven gear, 33 final drive pinio Gears, 34 differential case, 35 ring gear, 36 a drive shaft, 37 a braking device, 39 connecting portion, 50 the electronic control unit, 51, 52 an angle sensor.

Claims (1)

Abnormal noise of a hybrid vehicle including an engine, a rotating electrical machine, a power transmission member that transmits power between at least one of the engine and the rotating electrical machine, and a wheel, and a meshing mechanism connected to the power transmission member A detection device,
A detection unit for detecting a rotation speed of the rotating electrical machine;
A determination unit that determines whether or not abnormal noise is generated in the meshing mechanism due to fluctuations in the engine torque,
The determination unit determines whether or not a fluctuation range of the rotation speed of the rotating electrical machine exceeds a predetermined threshold value, and when the fluctuation range of the rotation speed exceeds the predetermined threshold value, A hybrid vehicle that determines that abnormal noise has occurred in the meshing mechanism and determines that no abnormal noise has occurred in the meshing mechanism when the fluctuation range of the rotational speed does not exceed the predetermined threshold value. Abnormal sound detection device.

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