JP2012006425A - Device for control of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for control of a hybrid vehicle with an engine and a motor mounted thereon as drive sources, which prevents reduction in fuel economy and reduces gear noise.SOLUTION: When a vehicle is in a gear-noise region, if the amount of lubricant oil Lsum1 (a value regarding the amount of lubricant oil in a trans-axle) to a gear noise site is equal to or smaller than a determination value Llimit 1, it is determined that the amount of lubricant to the gear noise site is insufficient, and the engine is controlled on the basis of a first operation line (that preferentially reduces gear noise) M1, thereby reducing gear noise. When the amount of the lubricant oil Lsum1 is larger than the determination value Llimit 1 and there is a sufficient amount of lubricant oil to the gear noise site, the engine is controlled on the basis of a second operation line M2 close to an optimum operation line, to thereby improve the fuel economy.

Description

  The present invention relates to a control device for a hybrid vehicle in which an engine (internal combustion engine) and an electric motor are mounted as drive sources.

  In recent years, from the viewpoint of environmental protection, it has been desired to reduce exhaust gas emissions from engines mounted on vehicles and to improve fuel consumption (fuel consumption). Hybrid vehicles equipped with a hybrid system are the vehicles that satisfy these requirements. Vehicles are in practical use.

  The hybrid vehicle includes an engine such as a gasoline engine or a diesel engine, and an electric motor (for example, a motor generator or a motor) that performs power generation by the output of the engine or assists engine output by being driven by electric power of a battery (power storage device), Either one or both of the engine and the electric motor is used as a travel drive source.

  As an example of a hybrid vehicle, a planetary gear mechanism (for example, a power split mechanism) including a planetary carrier connected to an engine crankshaft, and a first electric motor (first motor generator MG1) connected to a sun gear of the planetary gear mechanism A second electric motor (second motor generator MG2) coupled to the ring gear of the planetary gear mechanism and differentially coupled to the drive wheel via a planetary gear mechanism (for example, a reduction mechanism); A power storage device (for example, a battery) capable of charging generated power from the first electric motor (MG1) and the second electric motor (MG2) and supplying electric power to the first electric motor (MG1) and the second electric motor (MG2); There is known a hybrid vehicle equipped with (for example, see Patent Document 1).

  In the hybrid vehicle having such a system, when the vehicle travels only with the direct torque from the engine, the torque of the second electric motor (MG2) becomes almost zero. At this time, the backlash (backlash, etc.) between the rotor of the second electric motor (MG2) and the ring gear of the planetary gear mechanism is in a floating state (the gear is in a floating state). When the accompanying rotational fluctuation is transmitted to the planetary gear mechanism or the like, the gears collide with each other to generate a rattling sound (rattle sound). In order to reduce the rattling noise, the engine speed is increased to a predetermined value or higher when the condition for generating the rattling noise (condition that the torque command value of the motor MG2 is within a predetermined range) is satisfied. In addition, a technique (conventional technique) for reducing the rattling noise by increasing the force pressing the gears has been proposed (see, for example, Patent Document 2).

JP 2007-20993 A JP 11-93725 A

  By the way, in the above-mentioned conventional control, since the lubrication state of the portion where the rattling noise is generated is not taken into consideration, the engine speed may be increased more than necessary when the rattling noise is reduced. There is concern about a decrease in fuel consumption rate.

  The present invention has been made in view of such circumstances, and in a control device for a hybrid vehicle in which an engine and an electric motor are mounted as drive sources, it is possible to reduce rattling noise while suppressing a decrease in fuel consumption. The purpose is to realize possible control.

  The present invention is premised on a control device for a hybrid vehicle in which an engine and an electric motor are mounted as drive sources, and the electric motor is differentially connected to drive wheels through a gear mechanism. In the apparatus, the determination means for determining whether or not the region is in a region where the rattling noise is generated, and when the region is in the region where the rattling sound is generated, the value relating to the amount of lubricant in the transaxle is compared with a predetermined determination value. When the value related to the amount of lubricating oil is less than or equal to the determination value, the engine is controlled based on the first operation line, and when the value related to the amount of lubricating oil in the transaxle is larger than the determination value, And a control means for controlling the engine based on a second operation line closer to the optimum fuel consumption line than the first operation line.

  In the present invention, when the torque command value of the electric motor is within a predetermined range, it is determined that “the region where the rattling noise is generated”.

  In the present invention, the “value relating to the amount of lubricating oil in the transaxle” includes, for example, the amount of lubricating oil circulated inside the transaxle mounted on the hybrid vehicle (total amount of lubricating oil), This includes the amount of lubricating oil supplied to the sound source.

  Next, the problem solving principle of the present invention will be described.

  First, in a hybrid vehicle equipped with an engine, an electric motor, and a planetary gear mechanism, the engine speed and engine torque can be freely operated without depending on the speed and torque of the drive shaft (for example, ring gear shaft). Therefore, for example, it is possible to control the engine operating point along the optimum fuel consumption operating line, and it is possible to control the engine operating point along any other operating line.

  Utilizing such points, in the present invention, a first operation line (an operation line prioritizing reduction of rattling noise) and a second operation line closer to the optimal fuel consumption line than the first operation line are set. Yes. Then, when the vehicle state is a region where the rattling noise is generated, a value relating to the amount of lubricating oil in the transaxle (a value relating to the amount of lubricating oil to the portion where the rattling noise is generated) is compared with a determination value, and the transaxle If the value related to the amount of lubricating oil is less than or equal to the criterion value, it is determined that the amount of lubricating oil at the location where the rattling noise is generated is insufficient, and the engine is controlled based on the first operation line to Reduce. On the other hand, when the value related to the amount of lubricating oil in the transaxle is larger than the determination value and the amount of lubricating oil to the portion where the rattling noise is generated can be sufficiently secured, the second operation close to the optimum operation line. It will improve fuel efficiency by controlling the engine based on the line.

  As described above, in the present invention, when the vehicle state is a region where the rattling noise is generated, the engine is not always controlled based on the first operation line in which priority is given to the reduction of the rattling noise, but the rattling noise is generated. When the amount of lubricating oil at the location where the oil is generated is sufficient and the backlash force can be reduced due to oil friction, the engine operating point is moved to a point close to the optimal fuel efficiency operating line to improve fuel efficiency. Therefore, it is possible to suppress rattling noise while suppressing a decrease in fuel consumption.

  As a specific configuration of the present invention, a plurality of the second operation lines used when the value related to the amount of lubricating oil in the transaxle is larger than the determination value are set, and a transformer is selected from the plurality of second operation lines. A configuration in which the engine is controlled by selecting one operation line according to a value related to the amount of lubricating oil in the axle can be mentioned. More specifically, among the plurality of second operation lines, the larger the value related to the amount of lubricating oil in the transaxle (the larger the amount of lubricating oil at the location where the rattling noise is generated), the closer to the optimum fuel consumption line. A configuration in which the engine is controlled by selecting the operation line on the side can be mentioned. When this configuration is used, the engine operates at an operating point closer to the optimum fuel consumption operation line as the amount of lubricating oil at the location where the rattling noise is generated increases, that is, as the degree of decrease in the rattling force due to oil friction increases. Therefore, the fuel consumption can be improved more effectively.

  Further, as another specific configuration, a plurality of the first operation lines used when the value related to the amount of lubricating oil in the transaxle is equal to or less than the determination value are set, and the transformer is selected from the plurality of first operation lines. A configuration in which the engine is controlled by selecting one operation line according to a value related to the amount of lubricating oil in the axle can be mentioned. More specifically, among the plurality of first operation lines, the smaller the value related to the amount of lubricating oil in the transaxle (the smaller the amount of lubricating oil at the location where the rattling noise is generated), the more the level of rattling noise. A configuration in which the engine is controlled by selecting a smaller operation line can be mentioned. If such a structure is employ | adopted, a rattling sound can be reduced more effectively.

  Further, in the present invention, when a hybrid vehicle equipped with an electric oil pump is targeted, the vehicle state is a region where rattling noise is generated, and a value related to the amount of lubricating oil in the transaxle is greater than the determination value. When the electric oil pump is operating in a large situation, the elapsed time from the time when the electric oil pump is activated is compared with a predetermined determination time, and if the elapsed time is less than the determination time, the above A configuration may be adopted in which the engine is controlled based on the first operation line, and when the elapsed time is longer than the determination time, the engine is controlled based on the second operation line. According to such a configuration, it is possible to avoid the occurrence of rattling noise caused by response delay of the electric oil pump. This will be described below.

  First, in a hybrid vehicle equipped with an electric oil pump, when the vehicle state is a region where rattling noise occurs, if the electric oil pump is operated, the amount of lubricating oil at the location where the rattling noise is generated increases. It is possible to effectively reduce the rattling noise (increased oil friction), but there is a time lag until the lubricating oil from the electric oil pump reaches the location where the rattling noise occurs. There may be a situation where sound is generated.

  In order to eliminate such a point, in the present invention, the determination time is taken into consideration the time from when the electric oil pump is started until the lubricating oil discharged from the electric oil pump reaches the tooth rattling sound generation location. If the elapsed time from the start of the electric oil pump is equal to or shorter than the determination time, the engine is controlled based on the first operation line giving priority to the reduction of rattling noise. By such control, it is possible to avoid the occurrence of rattling noise caused by the response delay of the electric oil pump. When the elapsed time becomes longer than the determination time, the fuel consumption is improved by controlling the engine based on the operation line close to the optimum operation line.

  According to the present invention, in a hybrid vehicle in which an engine and an electric motor are mounted as drive sources, when the vehicle state is a region where rattling noise is generated, a value related to the amount of lubricating oil in the transaxle is equal to or less than a determination value. In some cases, the engine is controlled based on the first operation line, and when the value related to the amount of lubricating oil in the transaxle is larger than the determination value, the second operation line closer to the optimum fuel consumption line than the first operation line. Since the engine is controlled based on this, it is possible to reduce the rattling noise while suppressing a decrease in fuel consumption.

It is a schematic structure figure showing an example of a hybrid vehicle to which the present invention is applied. It is sectional drawing which shows the structure of the transaxle mounted in the hybrid vehicle of FIG. It is a block diagram which shows the structure of control systems, such as ECU. It is a flowchart which shows an example of gear rattle noise reduction control. It is a figure which shows an example of the operation line used for gear rattle reduction control. It is a figure which shows the other example of the operation line used for gear rattle noise reduction control. It is a flowchart which shows the other example of gear rattle noise reduction control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram showing an example of a hybrid vehicle to which the present invention is applied.

  The hybrid vehicle HV in this example is an FF (front engine / front drive) type hybrid vehicle, and includes an engine 1, a transaxle 10, drive wheels 6, an ECU (Electronic Control Unit) 100, and the like. The hybrid vehicle control apparatus of the present invention is realized by a program executed by the ECU 100. The ECU 100 includes, for example, an HVECU, an engine ECU, a battery ECU, and the like, and these ECUs are connected so as to communicate with each other.

  The transaxle 10 includes a damper 2 connected to the crankshaft 11 of the engine 1, a first motor generator MG1 that mainly functions as a generator, a second motor generator MG2 that mainly functions as an electric motor (motor), and a power split mechanism 3 , A reduction mechanism 4, a counter drive gear 51, a counter driven gear 52, a final ring gear 53, a differential device 54, and the like.

  Next, the engine 1, motor generators MG1 and MG2, the power split mechanism 3, the reduction mechanism 4, and each part of the ECU 100 will be described below.

-Engine-
The engine 1 is a known power device that outputs power by burning fuel such as a gasoline engine or a diesel engine, and includes a throttle opening (intake air amount) of a throttle valve 13 provided in an intake passage 12, fuel injection The vehicle state such as the amount and ignition timing can be controlled. The rotation speed (engine rotation speed) of the crankshaft 11 that is the output shaft of the engine 1 is detected by an engine rotation speed sensor 101. The engine 1 is driven and controlled by the ECU 100.

  For controlling the throttle valve 13 of the engine 1, for example, an optimum intake air amount (target intake air amount) corresponding to the vehicle state of the engine 1 such as the engine speed and the accelerator pedal depression amount (accelerator opening) of the driver is obtained. Thus, electronic throttle control for controlling the throttle opening is employed. In such electronic throttle control, the throttle opening sensor 103 is used to detect the actual throttle opening of the throttle valve 13, and the actual throttle opening is the throttle opening (target throttle opening at which the target intake air amount is obtained). ), The throttle motor 14 of the throttle valve 13 is feedback-controlled.

  The output of the engine 1 is transmitted to the input shaft 21 via the crankshaft 11 and the damper 2. The damper 2 is a coil spring type transaxle damper, for example, and absorbs torque fluctuations of the engine 1.

  A mechanical oil pump 22 is connected to the input shaft 21 via a pump drive shaft 23, and the mechanical oil pump 22 operates upon receiving the supply of rotational torque from the input shaft 21.

  As shown in FIG. 2, the mechanical oil pump 22 includes a drive rotor 22a and a driven rotor (not shown) mounted on the pump drive shaft 23, and is rotatably supported by the transaxle case 10a. Yes. A relief valve 24 is provided on the pump cover 22 b of the mechanical oil pump 22. The lubricating oil pumped up by the mechanical oil pump 22 passes through a plurality of oil passages formed in the pump drive shaft 23 and the input shaft 21 while being limited to a predetermined set pressure by the relief valve 24. It is supplied to each part in the transaxle 10 (power split mechanism 3, reduction mechanism 4, counter drive gear 51, counter driven gear 52, final ring gear 53, differential device 54, etc.).

  The hybrid vehicle HV of this example is equipped with an electric oil pump 30 (see FIG. 3). The electric oil pump 30 is a pump driven by a direct current motor (electric motor), and is attached to an appropriate location such as the exterior of the transaxle case 10a, for example, from an auxiliary battery (not shown). Operates with power. The lubricating oil pumped up by the electric oil pump 30 is supplied to each part in the transaxle 10 through a plurality of oil passages formed inside the input shaft 21. The electric oil pump 30 is not limited to one driven by a dedicated motor, and may be driven by either the first motor generator MG1 or the second motor generator MG2.

-Motor generator-
The first motor generator MG1 is an AC synchronous generator including a rotor MG1R made of a permanent magnet that is rotatably supported with respect to the input shaft 21, and a stator MG1S around which a three-phase winding is wound. It functions as a generator and also functions as an electric motor (motor). Similarly, the second motor generator MG2 includes an AC synchronous generator including a rotor MG2R made of a permanent magnet rotatably supported by the input shaft 21 and a stator MG2S wound with a three-phase winding. And it functions as a generator while functioning as an electric motor (motor).

  As shown in FIG. 3, first motor generator MG <b> 1 and second motor generator MG <b> 2 are each connected to battery (power storage device) 300 via inverter 200. Inverter 200 is controlled by ECU 100, and regeneration or power running (assist) of each motor generator MG 1, MG 2 is set by the control of inverter 200. The regenerative power at that time is charged in the battery 300 via the inverter 200. In addition, driving power for each of the motor generators MG1 and MG2 is supplied from the battery 300 via the inverter 200.

-Power split mechanism-
As shown in FIG. 1, the power split mechanism 3 includes an external gear sun gear S3 that rotates at the center of a plurality of gear elements, and an external gear pinion gear P3 that revolves around the sun gear S3 while rotating around its periphery. And a planetary gear mechanism having a ring gear R3 which is an internal gear formed in a hollow ring so as to mesh with the pinion gear P3, and a planetary carrier CA3 which supports the pinion gear P3 and rotates through the revolution of the pinion gear P3. Yes. The planetary carrier CA3 is integrally connected to the input shaft 21 on the engine 1 side. Sun gear S3 is integrally connected to rotor MG1R of first motor generator MG1.

  The power split mechanism 3 transmits at least one driving force of the engine 1 and the second motor generator MG2 to the left and right drive wheels 6 via the counter drive gear 51, the counter driven gear 52, the final ring gear 53, and the differential device 54. .

-Reduction mechanism-
As shown in FIG. 1, the reduction mechanism 4 is rotatably supported by a sun gear S4, which is an external gear that rotates at the center of a plurality of gear elements, and a carrier (transaxle case) CA4, and rotates while circumscribing the sun gear S4. The planetary gear mechanism includes a pinion gear P4 as an external gear and a ring gear R4 as an internal gear formed in a hollow ring so as to mesh with the pinion gear P4. The ring gear R4 of the reduction mechanism 4, the ring gear R3 of the power split mechanism 3, and the counter drive gear 51 are integrated with each other. Sun gear S4 is integrally connected to rotor MG2R of second motor generator MG2.

  The reduction mechanism 4 decelerates the driving force of at least one of the engine 1 and the second motor generator MG2 at an appropriate reduction ratio. The decelerated power is transmitted to the drive wheels 6 through the counter drive gear 51, the counter driven gear 52, the final ring gear 53, and the differential device 54.

  Here, in the hybrid vehicle HV of this example, as shown in FIG. 2, the lubricating oil is accumulated in the accommodating portion of the differential device 54 of the transaxle case 10a, and the final gear 54a is added to the accumulated lubricating oil. It is designed to be immersed. Then, the lubricating oil accumulated in the housing portion of the differential device 54 is scraped up by the rotation of the final gear 54a. The scraped lubricating oil lubricates each part in the transaxle 10 (power split mechanism 3, reduction mechanism 4, counter drive gear 51, counter driven gear 52, final ring gear 53, differential device 54, and the like). In addition, the lubricating oil after lubricating each part falls in the transaxle 10 and is stored again in the storage part of the differential device 54.

-Shift operation device-
In the hybrid vehicle HV of this example, the shift operation device 7 (see FIG. 3) is disposed in the vicinity of the driver's seat. The shift operating device 7 is provided with a shift lever 71 so that it can be displaced. The shift operating device 7 of this example includes a drive range (D range) for forward travel, a brake range (B range) for forward travel with a large braking force (engine brake) when the accelerator is off, and a reverse travel range. A reverse range (R range) and a neutral range (N range) are set, and the driver can displace the shift lever 71 to a desired range. These positions of the D range, B range, R range, and N range are detected by the shift position sensor 104 (see FIG. 3). An output signal of the shift position sensor 104 is input to the ECU 100. Note that the parking position (P position) can be set by a separately arranged P switch.

-ECU-
ECU 100 is an electronic control unit that controls engine 1 and motor generators MG1 and MG2 in a coordinated manner, and includes a CPU, a ROM, a RAM, a backup RAM, and the like. The ROM stores various control programs, maps that are referred to when the various control programs are executed, and the like. The CPU executes arithmetic processing based on various control programs and maps stored in the ROM. The RAM is a memory that temporarily stores calculation results from the CPU, data input from each sensor, and the like. The backup RAM is a non-volatile memory that stores data to be saved when the engine 1 is stopped. is there.

As shown in FIG. 3, the ECU 100 includes an engine speed sensor 101, an accelerator opening sensor 102 that detects the amount of depression of the accelerator pedal (accelerator opening), a throttle opening sensor 103, a shift position sensor 104, and wheel rotation. A wheel speed sensor 105 that detects a speed and a brake pedal sensor 106 that detects a pedaling force (braking force) with respect to the brake pedal are connected. Further, the ECU 100 includes a water temperature sensor that detects the engine cooling water temperature, an air flow meter that detects the intake air amount, an intake air temperature sensor, an air-fuel ratio sensor, an O ₂ sensor, a current sensor that detects the charge / discharge current of the battery 300, and Battery temperature sensors and the like are connected, and signals from these sensors are input to the ECU 100.

  The ECU 100 is connected to a throttle motor 14 that opens and closes a throttle valve 13 of the engine 1, a fuel injection device 15, an ignition device 15, and an electric oil pump 30.

  The ECU 100 executes various controls of the engine 1 including the throttle opening control (intake air amount control), the fuel injection amount control, the ignition timing control, and the like based on the output signals of the various sensors described above. To do. Further, the ECU 100 executes “tooth noise reduction control” described later.

  Further, in order to manage the battery 300, the ECU 100 is based on the charge / discharge current integrated value detected by the current sensor, the battery temperature detected by the battery temperature sensor, and the like. (State of Charge), input limit Win and output limit Wout of the battery 300, and the like.

  Further, an inverter 200 is connected to the ECU 100. Inverter 200 includes an IPM (Intelligent Power Module) for controlling motor generators MG1 and MG2. Each IPM is constituted by a plurality of (for example, six) semiconductor switching elements (for example, an IGBT (Insulated Gate Bipolar Transistor)).

  For example, the inverter 200 converts the DC current from the battery 300 into a motor generator MG1, in accordance with a command signal from the ECU 100 (for example, a torque command value of the first motor generator MG1 and a torque command value Tm of the second motor generator MG2). The battery 300 is charged with the alternating current generated by the first motor generator MG1 by the power of the engine 1 and the alternating current generated by the second motor generator MG2 by the regenerative brake, while converting the current to drive the MG2. For converting to direct current. Inverter 200 supplies the alternating current generated by first motor generator MG1 as drive power for second motor generator MG2 in accordance with the traveling state.

−Gap reduction control−
Next, the rattling noise reduction control executed by the ECU 100 will be described.

  First, in the hybrid vehicle HV of the system shown in FIGS. 1 and 2, when the vehicle travels only with the direct torque from the engine 1, the torque of the second motor generator MG2 becomes substantially zero. At this time, the backlash (backlash or the like) between the rotor MG2R of the second motor generator MG2 and the ring gear R4 of the reduction mechanism 4 is in a floating state (a state where the gear is lifted). When the rotational fluctuation due to the explosion is transmitted to the reduction mechanism 4 or the like, the gears collide with each other to generate a rattling sound (rattle sound). In order to reduce such rattling noise, when a method of increasing the engine speed is employed, there is a concern that fuel consumption may be reduced.

  In this example, in consideration of such a point, there is a feature in that control capable of reducing rattling noise is realized while suppressing a decrease in fuel consumption. An example of the specific control (gap noise reduction control) will be described with reference to the flowchart of FIG. The control routine of FIG. 4 is repeatedly executed in the ECU 100 at predetermined time intervals.

  Before describing the control routine of FIG. 4, the operation line of the engine 1 used for this control will be described with reference to FIG.

  In the hybrid vehicle HV as shown in FIGS. 1 and 2, the engine speed and the engine torque can be freely operated without depending on the speed and torque of the drive wheels 6 (ring gears R3 and R4). For example, it is possible to control the operating point of the engine 1 along the optimum fuel efficiency operating line, and it is possible to control the operating point of the engine 1 along any other operating line ( For example, refer to JP 2000-087774 A and JP 2005-105943 A). Using this point, in this example, control for reducing rattling noise is executed using a plurality of operation lines. Specifically, as shown in FIG. 5, the rattling noise reduction operation line (first operation line) M1 and the large lubrication operation line set at a position closer to the optimum fuel consumption line than the rattling noise reduction operation line M1. (Second operation line) The tooth noise reduction control is executed using M2.

  Here, the rattling noise reduction operation line M1 shown in FIG. 5 indicates a rattling noise generation point (described later from the rotor MG2R of the second motor generator MG2 to the ring gear R4 of the reduction mechanism 4) in the engine speed-engine torque characteristic. Operation that can reduce the rattling noise that occurs when the amount of lubricating oil is not sufficient (when the lubricating oil amount Lsum1 described later is equal to or less than Llimit1) This is an operation line that has been empirically adapted by experiments and simulation calculations.

  Further, as described above, the large lubrication operation line M2 shown in FIG. 5 is an operation line that is closer to the optimum fuel consumption line than the rattling noise reduction operation line M1, and has a sufficient amount of lubricating oil at the portion where the rattling noise is generated. There is an operation line that has been empirically adapted to the operation line that can reduce the rattling noise even if the fuel economy is important. The rattling noise reduction operation line M1 and the large lubrication operation line M2 in FIG. 5 are mapped, and the maps are stored in the ROM of the ECU 100, for example.

  Next, the rattling noise reduction control of this example will be described for each step of the control routine of FIG.

  In step ST101, it is determined whether or not the current vehicle state is an area where a rattling sound is generated. Specifically, it is determined whether or not the torque command value Tm of the second motor generator MG2 is within a predetermined range (−Tm1 <Tm <+ Tm2). If the determination result is negative, the process returns. If the determination result in step ST101 is affirmative, it is determined that the region is a region where a rattling sound is generated, and the process proceeds to step ST102.

  Here, the determination values [−Tm1] and [+ Tm2] used in the process of step ST101 are the values from the rotor MG2R of the second motor generator MG2 to the ring gear R4 of the reduction mechanism 4 when traveling with only the direct torque from the engine 1. The torque command value Tm of the second motor generator MG2 when the backlash (backlash or the like) in the middle is in a floating state is empirically obtained by experiment / calculation, and a value (for example, −Tm1 = -20Nm, + Tm1 = 20Nm).

  In step ST102, the amount of lubricating oil Lsum1 supplied to the portion where the rattling noise is generated (between the rotor MG2R of the second motor generator MG2 and the ring gear R4 of the reduction mechanism 4) is calculated by the following processing.

  (A1) Lubricating oil by the mechanical oil pump 22 from the discharge capacity [cc / rev] per rotation of the mechanical oil pump 22 and the engine speed [rpm] calculated from the output signal of the engine speed sensor 101 The quantity Lmop1 [L / min] is determined.

  (A2) When the electric oil pump 30 is operating, the lubricating oil amount Leop1 [L / min] by the electric oil pump 30 is obtained from the current command value to the pump motor. When the electric oil pump 30 is not operating, the lubricating oil amount Leop1 is set to “0”.

  (A3) The amount of lubricating oil Lgear1 [L / min] scraped up by the rotation of the final gear 54a of the differential device 54 is obtained. Specifically, based on the rotation speed of the final gear 54a (e.g., calculated from the output signal of the wheel speed sensor 105), the scraped lubricating oil amount Lgear1 by the final gear 54a is obtained with reference to a map. The map for obtaining the lubricating oil amount Lgear1 is, for example, a map of values obtained by adapting the scraping amount of the lubricating oil in the transaxle 10 through experiments and calculations using the rotational speed of the final gear 54a as a parameter. Therefore, it is stored in the ROM of the ECU 100.

  (A4) The total amount LSUM1 (LSUM1 = Lmop1 + Lop1 + Lgear1) of the lubricating oil amount Lmop1 by the mechanical oil pump 22, the lubricating oil amount Lop1 by the electric oil pump 30, and the lubricating oil amount Lgear1 by scraping, calculated as described above. The total amount LSUM1 of the lubricating oil amount is multiplied by a constant A1 (the ratio of the lubricating oil to the rattling noise generation location with respect to the total lubricating oil amount) to obtain the lubricating oil amount Lsum1 (Lsum1 = A1 × (Lmop1 + Leop1 + Lgear1)).

  The above constant A1 is determined by taking into account the structure of the lubricating oil supply system of the transaxle of the target hybrid vehicle, and the ratio of the lubricating oil amount to the site where the rattling noise is generated with respect to the total lubricating oil amount through experiments and calculations. It is a suitable value and is stored in the ROM of the ECU 100.

  Next, in step ST103, it is determined whether or not the lubricating oil amount Lsum1 calculated in step ST102 is larger than the determination value Llimit1. If the determination result is negative (Lsum1 ≦ Llimit1), the process proceeds to step ST111. . If the determination result in step ST103 is affirmative (Llimit1 <Lsum1), it is determined that the lubricating oil is sufficiently supplied to the portion where the rattling noise is generated, and the process proceeds to step ST104.

  With respect to the determination value Llimit1 used in the determination process of step ST103, the supply amount of the lubricating oil to the portion where the rattling noise is generated is sufficient, and the rattling noise can be reduced by reducing the rattling force due to oil friction. The appropriate amount of lubricating oil is obtained through experiments and simulation calculations, and a suitable value is set based on the result.

  In step ST104, it is determined whether or not the electric oil pump 30 is operating. If the determination result is negative, the process proceeds to step ST106. If the determination result of step ST104 is affirmative, the process proceeds to step ST105. Note that when the electric oil pump 30 is operating, the ECU 100 counts the elapsed time Δt from the time of starting the pump.

  In step ST105, it is determined whether or not the elapsed time Δt is greater than the determination value α. The determination value α is set in consideration of the time from when the electric oil pump 30 is started until the lubricating oil discharged from the electric oil pump 30 reaches the tooth hitting sound generation location. When the determination result in step ST105 is negative (Δt ≦ α), the process proceeds to step ST114 described later. On the other hand, if the determination result in step ST105 is affirmative (α <Δt), it is determined that the lubricating oil from the electric oil pump 30 has reached the above-mentioned rattling noise generation location, and the process proceeds to step ST106.

  In step ST106, the large lubrication operation line M2 is selected from the operation lines shown in FIG. 5, and the operation of the engine 1 is controlled based on the large lubrication operation line M2. The engine control based on the large lubrication operation line M2 is continued until the determination result in step ST101 or step ST103 is negative. In addition, when the said step ST101 becomes negative determination (when it is no longer the area | region where a rattling sound generate | occur | produces), it transfers to the operation line at the time of normal control. Moreover, when the determination result of step ST103 is negative, the process proceeds to step ST111.

  In step ST111, it is determined whether the electric oil pump 30 is operating. If the determination result in step ST111 is affirmative, the discharge amount of the electric oil pump 30 is increased (increase the current command value) in step ST112, and the process proceeds to step ST114. On the other hand, if the determination result of step ST111 is negative, the electric oil pump 30 is activated in step ST113 and the process proceeds to step ST114. As described above, when the amount of lubricating oil to the portion where the rattling noise is generated is not sufficient (when the determination result of step ST103 is negative), the discharge amount of the electric oil pump 30 is increased or the electric oil By starting the pump 30, the oil friction is increased by the increase in the amount of the lubricating oil, and the rattling noise is reduced.

  In step ST114, the rattle noise reduction operation line M1 is selected from the two operation lines shown in FIG. 5, and the operation of the engine 1 is controlled based on the rattle noise reduction operation line M1. The engine control based on the rattling noise reduction operation line M1 is continued until the determination in step ST101 is negative or the determination in step ST103 is affirmative (YES).

  As described above, according to the control of this example, the amount of lubricating oil to the portion where the rattling noise is generated (between the rotor MG2R of the second motor generator MG2 and the ring gear R4 of the reduction mechanism 4) is not sufficient (Lsum1 ≦ Llimit 1) controls the engine 1 based on an operation line (gap noise reduction operation line M1) giving priority to reducing the rattling noise. By such control, although the fuel consumption is somewhat reduced, the rattling noise can be reduced. On the other hand, in the region where the rattling noise is generated, when a sufficient amount of the lubricating oil can be ensured at the portion where the rattling noise is generated (Llimit1 <Lsum1), the friction of the lubricating oil (oil friction) causes a backlash. Since the striking force is reduced and the rattling noise is reduced, the fuel consumption is improved by controlling the engine 1 based on the operation line close to the optimum operation line (the large lubrication operation line M2).

  Thus, in the control of this example, when the vehicle state is a region where the rattling noise is generated, the engine 1 is not always controlled based on the rattling noise reduction operation line M1, but the rattling noise is generated. If the amount of lubricating oil at the location is sufficient and the rattling force can be reduced due to oil friction, the engine operating point is moved to a point close to the optimal fuel efficiency operating line to improve fuel efficiency. While suppressing the decrease, the rattling noise can be suppressed.

  Further, in the control of this example, the electric oil pump 30 is in a situation where the vehicle state is a region where the rattling noise is generated and the lubricating oil amount Lsum1 to the portion where the rattling noise is generated is larger than the determination value Llimit1. Is operated, the elapsed time Δt from the start of the pump is compared with a predetermined determination value α, and if the elapsed time Δt is less than or equal to the determination value α, the rattling noise reduction operation line The engine 1 is controlled based on the operation line M1 that prioritizes reduction. By such control, it is possible to avoid the occurrence of rattling noise caused by the response delay of the electric oil pump 30 described above. When the elapsed time Δt becomes larger than the determination value α, the engine 1 is controlled based on the operation line (the lubrication large operation line M2) close to the optimum operation line, so that the fuel consumption is improved. be able to.

  Here, in the above example, the rattling noise reduction operation line (first operation line) M1 and the large lubrication operation line (second operation) set at a position closer to the optimum fuel consumption line than the rattling noise reduction operation line M1. Line) The rattling noise reduction control is executed using two operation lines with M2, but the present invention is not limited to this. For example, as shown in FIG. 6, the lubrication large operation line (second operation line) Is a region where the vehicle state is a region where the rattling noise is generated, and the lubricating oil amount Lsum1 to the portion where the rattling noise is generated is larger than the determination value Llimit1. In a situation, the engine 1 may be controlled by selecting an operation line closer to the optimum fuel consumption line as the amount of lubricating oil Lsum1 is larger. When such a configuration is adopted, the engine 1 is operated at an operating point closer to the optimum fuel consumption operation line as the amount of lubricating oil Lsum1 to the portion where the rattling noise is generated, that is, as the degree of decrease in the rattling force due to oil friction is larger. Since it can be operated, fuel efficiency can be improved more effectively. When a plurality of second operation lines are set as described above, two operation lines or four or more operation lines may be set.

  In addition, a plurality of operation lines are set for the rattling sound reduction operation line (first operation line) M1, and the gear rattling sound level becomes smaller as the amount of lubricating oil Lsum1 to the gear rattling sound generation point is smaller. The engine 1 may be controlled by selecting the operation line on the side.

-Other examples of control for reducing rattling noise-
Next, another example of the rattling noise reduction control will be described with reference to the flowchart of FIG. 7 and FIGS. 1 to 5. The control routine of FIG. 7 can be executed in the ECU 100.

  In addition, this example is different from the above-described example (examples of FIGS. 1 to 5) only in that it does not include an electric oil pump, and only the content of “tooth noise reduction control”, and other configurations. The configuration (FIGS. 1 to 3 and the like) is basically the same as the above example.

  In the example of the control in FIG. 7, the lubricating oil is supplied to the portion where the rattling noise is generated (between the rotor MG2R of the second motor generator MG2 and the ring gear R4 of the reduction mechanism 4), the mechanical oil pump 22, And the example in the case of performing only by the scraping by rotation of the said final gear 54a is shown. In this example as well, the operation line of the engine 1 shown in FIG. 5, that is, the rattling noise reduction operation line (first operation line) M1, and the position closer to the optimum fuel consumption line than the rattling noise reduction operation line M1. The rattling noise reduction control is executed using the large lubrication operation line (second operation line) M <b> 2 set to “1”.

  When the control routine of FIG. 7 is started, first, in step ST201, it is determined whether or not the current vehicle state is a region where a rattling sound is generated. If the determination result is negative, the process returns. . If the determination result in step ST201 is affirmative, it is determined that the region is a region where a rattling sound is generated, and the process proceeds to step ST202. Since the process of step ST201 is the same as step ST101 of the control routine of FIG. 4 described above, detailed description thereof is omitted.

  In step ST202, the amount of lubricating oil supplied to the portion where the rattling noise is generated (between the rotor MG2R of the second motor generator MG2 and the ring gear R4 of the reduction mechanism 4) is calculated by the following process.

  (B1) Lubrication by the mechanical oil pump 22 from the discharge capacity [cc / rev] per rotation of the mechanical oil pump 22 and the engine speed [rpm] calculated from the output signal of the engine speed sensor 101 The oil amount Lmop2 [L / min] is obtained.

  (B2) The amount of lubricating oil Lgear2 [L / min] scraped by the rotation of the final gear 54a of the differential device 54 is obtained. Specifically, based on the rotation speed of the final gear 54a (e.g., calculated from the output signal of the wheel speed sensor 105), the scraped lubricating oil amount Lgear2 by the final gear 54a is obtained with reference to a map. The map for obtaining the lubricating oil amount Lgear2 is, for example, a map of values obtained by adapting the amount of lubricating oil scraped in the transaxle 10 through experiments and calculations using the rotational speed of the final gear 54a as a parameter. Therefore, it is stored in the ROM of the ECU 100.

  (B3) The lubricating oil amount Lmop2 by the mechanical oil pump 22 and the total amount LSUM2 of the lubricating oil amount Lgear2 by scraping (LSUM2 = Lmop2 + Lgear2) calculated as described above are obtained, and the total lubricating oil amount LSUM2 is obtained. Multiplication by a constant A2 (ratio of the lubricating oil to the portion where the rattling noise is generated with respect to the total amount of lubricating oil) yields a lubricating oil amount Lsum2 (Lsum2 = A2 × (Lmop2 + Lgear2)) to the portion where the rattling noise is generated.

  The above constant A2 is determined by taking into consideration the structure of the lubricating oil supply system of the transaxle of the target hybrid vehicle, and the ratio of the lubricating oil amount to the rattling noise generation location with respect to the total lubricating oil amount through experiments and calculations. It is a suitable value and is stored in the ROM of the ECU 100.

  Next, in step ST203, it is determined whether or not the lubricating oil amount Lsum2 calculated in step ST202 is larger than the determination value Llimit2, and if the determination result is affirmative (Llimit2 <Lsum2), the rattling sound is generated. It is determined that the lubricating oil is sufficiently supplied to the place where it occurs, and the process proceeds to step ST204. With respect to the determination value Llimit2 used in the determination process of step ST203, the supply amount of the lubricating oil to the portion where the rattling noise is generated is sufficient, and the rattling noise can be reduced by the reduction of the rattling force due to oil friction. The amount of lubricating oil is obtained through experiments and simulation calculations, and a suitable value is set based on the result.

  In step ST204, the large lubrication operation line M2 is selected from the operation lines shown in FIG. 5, and the operation of the engine 1 is controlled based on the large lubrication operation line M2. The engine control based on the large lubrication operation line M2 is continued until the determination result in step ST201 or step ST203 is negative.

  On the other hand, when the determination result in step ST203 is negative (Lsum2 ≦ Llimit2), in step ST205, the rattling sound reduction operation line M1 is selected from the two operation lines shown in FIG. The operation of the engine 1 is controlled based on the reduction operation line M1. Note that the engine control based on the rattling noise reduction operation line M1 is continued until the determination in step ST201 is negative or the determination in step ST203 is affirmative.

  As described above, also in the control of this example, when the vehicle state is a region where the rattling sound is generated, the engine 1 is not always controlled based on the rattling noise reduction operation line M1, but the rattling is performed. When the amount of lubricating oil at the sound generation point is sufficient and the reduction in rattling force due to oil friction can be expected, the engine operating point is moved to a point close to the optimal fuel consumption operating line, so the fuel efficiency is improved. It is possible to suppress rattling noise while suppressing a decrease in fuel consumption.

  Also in the rattling noise reduction control in this example, a plurality of lubrication large operation lines (second operation lines) are set (see, for example, FIG. 6), and a rattling noise is generated from the plurality of lubrication large operation lines. The engine 1 may be controlled by selecting one operation line in accordance with the lubricating oil amount Lsum2 to the location. Further, a plurality of rattling noise reduction operation lines (first operation lines) are set, and one operation is selected from the plurality of rattling noise reduction operation lines according to the amount of lubricating oil Lsum2 to the portion where the rattling noise is generated. The engine 1 may be controlled by selecting a line.

-Other embodiments-
In the above example, the operation line is selected by comparing the lubricating oil amount Lsum1,2 to the rattling noise generation location with the determination values Llimit1,2, but the present invention is not limited to this, for example, a transaxle. Since the total amount of lubricating oil circulated within 10 (the above-mentioned LSUM1, LSUM2) is the amount of oil that correlates with the amount of lubricating oil to the location where the rattling noise is generated, the total amount of lubricating oil (LSUM1, LSUM2) Compared with a predetermined determination value, it is determined whether or not the amount of lubricating oil at the location where the rattling noise is generated is sufficient, and based on the determination result, the above-described rattling noise reduction operation line (first operation line) ) The engine 1 may be controlled by selecting one of the operation lines M1 or the large lubrication operation line (second operation line) M2.

  In the above example, an example in which the present invention is applied to control of an FF (front engine / front drive) type vehicle has been shown. However, the present invention is not limited to this, and an FR (front engine / rear drive) type vehicle or It can also be applied to control of a four-wheel drive vehicle.

  Further, the transaxle of the hybrid vehicle is not limited to the form shown in FIG. 1, but may be any other form such as a transaxle to which a speed change function for performing a speed change by engagement / release of a friction engagement element is added. The present invention can also be applied to a hybrid vehicle equipped with this transaxle.

  In the above example, the example in which the present invention is applied to the control of the hybrid vehicle on which the two motors of the first motor generator and the second motor generator are mounted is shown. However, one motor or three or more motors are mounted. It can also be applied to control of hybrid vehicles.

  The present invention can be used in a hybrid vehicle control device in which an engine (internal combustion engine) and an electric motor are mounted as drive sources.

DESCRIPTION OF SYMBOLS 1 Engine 10 Transaxle MG1 1st motor generator MG2 2nd motor generator MG2R Rotor 3 Power split mechanism 4 Reduction mechanism R4 Ring gear 51 Counter drive gear 52 Counter driven gear 53 Final ring gear 54 Differential device 54a Final gear 6 Drive wheel 22 Mechanical oil pump 30 Electric Oil Pump 101 Engine Speed Sensor 100 ECU

Claims (5)

In a hybrid vehicle control device in which an engine and an electric motor are mounted as driving sources, and the electric motor is differentially connected to driving wheels via a gear mechanism.
The determination means for determining whether or not the region where the rattling sound is generated and the value relating to the amount of lubricating oil in the transaxle in the region where the rattling sound is generated are compared with a predetermined determination value. The engine is controlled based on a first operation line when a value related to the amount of lubricating oil is less than or equal to a determination value, and when the value related to the amount of lubricating oil is larger than the determination value, And a control means for controlling the engine based on a second operation line close to the optimum fuel consumption line. In the hybrid vehicle control device according to claim 1,
The hybrid vehicle control device according to claim 1, wherein when the torque command value of the electric motor is within a predetermined range, it is determined that the region is a region where rattling noise is generated. In the hybrid vehicle control device according to claim 1 or 2,
A plurality of second operation lines used when a value related to the amount of lubricating oil in the transaxle is larger than the determination value is set, and the lubricating oil in the transaxle is selected from the plurality of second operating lines. A control apparatus for a hybrid vehicle, wherein one engine line is selected according to a value related to a quantity to control the engine. In the control apparatus of the hybrid vehicle as described in any one of Claims 1-3,
A plurality of the first operation lines used when the value related to the amount of lubricating oil in the transaxle is equal to or less than the determination value is set, and the amount of lubricating oil in the transaxle is selected from the plurality of first operating lines. A control apparatus for a hybrid vehicle, wherein the engine is controlled by selecting one operation line according to a value relating to In the control apparatus of the hybrid vehicle as described in any one of Claims 1-4,
The hybrid vehicle is equipped with an electric oil pump,
When the electric oil pump is operating in a region where the rattling noise is generated and the value related to the amount of lubricating oil in the transaxle is larger than the determination value, the electric oil pump When the elapsed time from the starting time is compared with a predetermined determination time, and the elapsed time is equal to or shorter than the determination time, the engine is controlled based on the first operation line, and the elapsed time is longer than the determination time The control apparatus for a hybrid vehicle controls an engine based on the second operation line.

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