JP2013035314A - Controller of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller of a hybrid vehicle capable of more quickly and more accurately detecting a resonant state, thereby appropriately suppressing abnormal noise caused by rotational fluctuation of an engine.SOLUTION: A resonant state is determined when each vibration phase between an engine 12 and a first motor MG1 is shifted by a prescribed amount or more. Thus, a resonant state is surely determined at a stage where resonance occurs to increase amplitude (i.e., before the amplitude increases by a predetermined amount or more). That is, for example, compared with the case in which the resonant state is detected by using only the amplitude, the resonant state is detected more quickly and accurately. Thus, control for preventing a generation of resonance on the basis of the detection result of the resonant state is appropriately carried out, and the generation of abnormal noise (e.g., rattling noise) caused by engine revolution fluctuation is appropriately suppressed.

Description

  The present invention relates to a hybrid vehicle control device including a power distribution type electric differential unit, and more particularly to a technique for reducing rattling noise in an electric differential unit and a gear unit caused by engine rotation fluctuations. It is.

  A differential mechanism that distributes the power from the engine to the differential motor and the output rotating member, and the output rotating member connected to the output rotating member so that power can be transmitted (that is, directly or indirectly connected via a gear mechanism). 2. Description of the Related Art A hybrid vehicle is well known that includes an electric differential section that includes a traveling motor and that controls the differential state of the differential mechanism by controlling the operating state of the differential motor. For example, this is the hybrid vehicle described in Patent Document 1.

  Here, in the hybrid vehicle as described above, for example, backlash (for example, gear teeth) in a power transmission system (power transmission path, drive system, drive line) including an electric differential unit that transmits engine power to drive wheels. A rattling noise (gap) may occur in a gap provided in a meshing portion between gears meshing with each other. For example, when the pressing force between the gears at the meshing portion is relatively weak, vibration due to engine rotation fluctuation (explosion fluctuation) is transmitted to the meshing portion, so that the meshing portion meshes. Fluctuation amplification of the rotating body of the power transmission system by the drive torsional resonance (torsional resonance of the power transmission system) in which the tooth surfaces of the teeth repeatedly collide with each other and strike each other, and the input of the engine rotational fluctuation is a forcing force (I.e., the generation of torsional resonance of the power transmission system due to the fact that the frequency of the engine vibration matches the resonance frequency of the power transmission system) may cause a so-called rattling noise. For example, in Japanese Patent Application Laid-Open No. 2004-228688, when the engine operating state is in a predetermined rattling sound generation region, the rattling noise is generated. It is disclosed that control is performed to reduce the occurrence of rattling noise as the condition is satisfied. It has also been proposed that an acoustic sensor that actually detects the rattling noise is mounted on the vehicle and the rattling noise is detected directly.

  Here, the rattling sound generation region is a region in which the engine rotation fluctuation is increased by resonance and enters a resonance state. For example, there is a technique for determining the resonance state according to the amplitude of the engine rotation speed or the vibration cycle. Well known.

JP 11-93725 A

  By the way, in general, the amplitude increases with time in the resonance region (resonance point) due to physical characteristics. Therefore, the amplitude does not increase immediately even when entering the resonance region. Therefore, when amplitude is used as a technique for determining the resonance state, it is desirable not to determine that the resonance state is present until resonance occurs and the amplitude increases to some extent from the viewpoint of preventing erroneous determination. If it does so, a rattling sound may generate | occur | produce easily with the delay of resonance determination. The above-described problem is not known, and the detection of the resonance state is faster and more accurate than the detection (determination) of the resonance state using only the amplitude of the engine rotation speed ( It has not yet been proposed (for example, to accurately detect the resonance state before the amplitude increases to some extent).

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to detect the resonance state faster and more accurately, thereby making it possible to detect abnormal noise caused by engine rotation fluctuations. It is in providing the control apparatus of the hybrid vehicle which can suppress generation | occurrence | production of this appropriately.

  The gist of the first invention for achieving the above object is that: (a) a differential mechanism that distributes power from an engine to a differential motor and an output rotating member, and power transmission to the output rotating member; A control device for a hybrid vehicle including an electric differential unit that has a connected traveling motor and that controls a differential state of the differential mechanism by controlling an operation state of the differential motor. (B) It is determined that the engine is in a resonance state if the vibration phases of the engine and the differential motor are shifted by a predetermined amount or more.

  In this way, at the stage where resonance occurs and the amplitude tends to increase (that is, before the amplitude increases to some extent), it can be reliably determined that the resonance state is established. That is, for example, the resonance state can be detected more quickly and more accurately than when the resonance state is detected using only the amplitude. Therefore, control for avoiding resonance can be appropriately executed based on the detection result of the resonance state, and generation of abnormal noise (for example, rattling noise) caused by engine rotation fluctuation can be appropriately suppressed. it can.

  Here, the second invention is the hybrid vehicle control device according to the first invention, wherein the increase or decrease extreme value in the engine rotation fluctuation occurs and the rotation of the differential motor. If the anti-extreme phase difference based on the time difference from the time of occurrence of the extreme value opposite to the engine in the fluctuation enters the predetermined anti-extreme phase difference range, it is judged that the amplitude of the rotational fluctuation tends to increase, and the resonance state It is to be determined that there is. If it does in this way, it can be determined appropriately whether it is in a resonance state based on a shift of each vibration phase of the engine and the electric motor for differential. In particular, since the extreme values on the opposite side are used for the rotational fluctuation of the engine and the rotational fluctuation of the differential motor, the resonance state can be detected more quickly than in the case of using the extreme value on the same side. . In other words, when the resonance state is detected when the extreme value generation point on the opposite side is within the predetermined range, the resonance state is changed because the generation point of the extreme value on the same side is shifted by a predetermined amount. Compared to the case of detection, the time difference between the respective occurrence times becomes smaller when the resonance state is reached, so that the resonance state can be detected earlier.

  According to a third aspect of the present invention, in the hybrid vehicle control device according to the second aspect of the present invention, when the rotational speed of the engine is changed, the rotational speed of the engine that is actually detected, and the differential mechanism For correcting the time difference by using the rotational speed of the differential motor and the rotational speed of the engine calculated based on the rotational speed of the traveling motor from the correlation of the rotational speeds of the rotating members in FIG. It is to calculate a correction value. In this way, the resonance state can be detected with higher accuracy.

1 is a diagram illustrating a schematic configuration of a hybrid vehicle to which the present invention is applied, and is a block diagram illustrating a main part of a control system provided in the vehicle. FIG. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure which shows each experimental data of the engine rotational speed and 1st electric motor rotational speed in the process of entering into a resonance area | region, and the input shaft distortion at that time. It is a figure which shows the relationship between the vibration phase difference of an engine and a 1st electric motor, and an input shaft fluctuation torque. It is the figure which expanded the experimental data of the engine rotational speed and 1st electric motor rotational speed when it entered into the resonance region shown in FIG. It is a flowchart explaining the control action for suppressing appropriately generation | occurrence | production of the abnormal noise resulting from engine rotation fluctuation | variation by detecting the principal part of the control action of an electronic controller, ie, a resonance state, earlier and more accurately. It is a functional block diagram explaining the principal part of the control function of an electronic control apparatus, Comprising: It is another Example corresponding to FIG. It is a flowchart explaining the control operation | movement for calculating the phase correction value used for the principal part of the control operation | movement of an electronic controller, ie, correction | amendment of a time difference. FIG. 7 is a diagram showing steps replaced from S <b> 30 in FIG. 6 in order to explain an embodiment different from the flowchart in FIG. 6.

  In the present invention, preferably, the electric motor for traveling is connected to the output rotating member of the differential mechanism directly or indirectly via a gear mechanism so as to be able to transmit power. In addition, the gear mechanism includes, for example, a gear pair that couples two shafts so that power can be transmitted, a single-stage speed reducer or speed increaser configured by a differential gear device such as a planetary gear or a bevel gear, and a plurality of sets of planetary gears. A plurality of gear speeds (shift speeds) are selectively achieved by selectively connecting the rotating elements of the gear device by means of a friction engagement device, for example, forward 2 speeds, forward 3 speeds, and more. It is constituted by various planetary gear type multi-stage transmissions having stages.

  Preferably, the friction engagement device in the planetary gear type multi-stage transmission is a hydraulic friction engagement device such as a multi-plate type, single plate type clutch or brake engaged by a hydraulic actuator, or a belt-type brake. The device is widely used. An oil pump that supplies hydraulic oil for engaging and operating the hydraulic friction engagement device may be driven by an engine that is a driving force source for driving and discharges hydraulic oil, for example. It may be driven by a dedicated electric motor provided.

  Preferably, the differential mechanism includes a first rotating element connected to the engine, a second rotating element connected to the differential motor, and a third rotating element connected to the output rotating member. Is a device having three rotating elements.

  Preferably, the differential mechanism is a single pinion type planetary gear device, the first rotating element is a carrier of the planetary gear device, and the second rotating element is a sun gear of the planetary gear device. The third rotating element is a ring gear of the planetary gear device.

  Preferably, the mounting posture of the vehicle power transmission device with respect to the vehicle may be a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the driving device is in the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle in which the vehicle is in the longitudinal direction of the vehicle may be used.

  Preferably, the engine and the differential mechanism may be operatively connected. For example, a pulsation absorbing damper (vibration damping device), a direct coupling clutch, and a damper are provided between the engine and the differential mechanism. A direct coupling clutch or a fluid transmission device may be interposed, but an engine and a differential mechanism may be always connected.

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

  FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle 10 (hereinafter, referred to as a vehicle 10) to which the present invention is applied, and also illustrates a main part of a control system provided for controlling each part of the vehicle 10. It is a block diagram to do. In FIG. 1, a vehicle 10 includes a power distribution mechanism 16 that distributes power output from an engine 12 as a driving power source for traveling to a first electric motor MG1 and an output gear 14, and a gear mechanism that is coupled to the output gear 14. 18 and a transmission 20 having a second electric motor MG2 connected to the output gear 14 via a gear mechanism 18 so as to be capable of transmitting power. The transmission unit 20 is preferably used in, for example, an FF (front engine / front drive) type vehicle that is placed horizontally in the vehicle 10, and an output gear as an output rotation member of the transmission unit 20 (power distribution mechanism 16). 14 and a counter driven gear 22, a counter gear pair 24, a final gear pair 26, a differential gear device (final reduction gear) 28, a damper 30 operatively connected to the engine 12, and operatively connected to the damper 30 A part of a power transmission device 36 as a transaxle (T / A) is formed in a case 34 as a non-rotating member attached to the vehicle body by the input shaft 32 and the like connected. In the power transmission device 36 configured as described above, the power of the engine 12 and the power of the second electric motor MG2 input via the damper 30 and the input shaft 32 are transmitted to the output gear 14, and the counter gear is output from the output gear 14. It is transmitted to the pair of drive wheels 38 through the pair 24, the final gear pair 26, the differential gear device 28, a pair of axles and the like in order.

  One end of the input shaft 32 is connected to the engine 12 via the damper 30 to be driven to rotate by the engine 12. Further, an oil pump 40 as a lubricating oil supply device is connected to the other end, and the oil pump 40 is rotationally driven when the input shaft 32 is rotationally driven, so that each part of the power transmission device 36, for example, a power distribution mechanism 16, lubricating oil is supplied to the gear mechanism 18, a ball bearing (not shown), and the like.

The power distribution mechanism 16 includes a first sun gear S1, a first pinion gear P1, a first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve, and a first ring gear that meshes with the first sun gear S1 via the first pinion gear P1. It is comprised from the well-known single pinion type planetary gear apparatus provided with R1 as a rotation element (rotating member), and functions as a differential mechanism which produces a differential action. In the power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 32, that is, the engine 12, the first sun gear S1 is connected to the first electric motor MG1, and the first ring gear R1 is connected to the output gear 14. As a result, the first sun gear S1, the first carrier CA1, and the first ring gear R1 can rotate relative to each other, so that the output of the engine 12 is distributed to the first electric motor MG1 and the output gear 14, and The first motor MG1 is generated by the output of the engine 12 distributed to the first motor MG1, and the generated electric energy is stored in the power storage device 52 via the inverter 50, and the second motor MG2 is rotationally driven by the electric energy. Therefore, the transmission unit 20 is set to, for example, a continuously variable transmission state (electrical CVT state), and an electrical speed ratio γ0 (= engine rotational speed N _E / output rotational speed N _OUT ) is continuously changed. Functions as a continuously variable transmission. That is, the transmission unit 20 is an electric differential unit (electric continuously variable transmission) in which the differential state of the power distribution mechanism 16 is controlled by controlling the operation state of the first electric motor MG1 that functions as a differential motor. Machine). Thus, shifting unit 20, for example, the operating point of the engine 12, such as fuel consumption is best (e.g. operating point indicating the operating state of the engine 12 defined by the engine rotational speed N _E and engine torque T _E, below, the engine The engine 12 can be operated at a fuel efficiency optimum point (referred to as an operating point). This type of hybrid type is called a mechanical distribution type or a split type.

  The gear mechanism 18 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to be capable of rotating and revolving, and a second ring gear R2 that meshes with the second sun gear S2 via the second pinion gear P2. Is a known single pinion type planetary gear device having a rotating element. In the gear mechanism 18, the second carrier CA2 is coupled to the case 34, which is a non-rotating member, to prevent rotation, the second sun gear S2 is coupled to the second electric motor MG2, and the second ring gear R2 is an output gear. 14. The gear mechanism 18 has a gear ratio of the planetary gear device itself (gear ratio = the number of teeth of the sun gear S2 / the number of teeth of the ring gear R2) so as to function as a speed reducer, for example. During powering that outputs torque (driving force), the rotation of the second electric motor MG2 is decelerated and transmitted to the output gear 14, and the torque is increased and transmitted to the output gear 14. The output gear 14 has a function as a ring gear R1 of the power distribution mechanism 16 and a ring gear R2 of the gear mechanism 18 and a function as a counter drive gear that meshes with the counter driven gear 22 to constitute the counter gear pair 24. It is a compound gear integrated with the.

  The first electric motor MG1 and the second electric motor MG2 have at least one of a function as an engine that generates mechanical driving force from electric energy and a function as a generator that generates electric energy from mechanical driving force. For example, a synchronous motor, preferably a motor generator that is selectively operated as a motor or a generator. For example, the first electric motor MG1 has a generator (power generation) function for taking charge of the reaction force of the engine 12, and a motor (electric motor) function for rotationally driving the engine 12 during operation stop, and the second electric motor MG2 is a driving force for traveling. An electric motor function for functioning as a traveling electric motor that outputs a driving force as a source and a power generation function for generating electric energy by regeneration from a reverse driving force from the drive wheel 38 side are provided.

Further, the vehicle 10 is provided with an electronic control device 80 as a control device of the vehicle 10 that controls each part of the vehicle 10 such as the transmission unit 20. The electronic control unit 80 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example. The CPU uses a temporary storage function of the RAM and stores a program stored in the ROM in advance. Various control of the vehicle 10 is executed by performing signal processing according to the above. For example, the electronic control unit 80 is configured to execute vehicle control such as hybrid drive control related to the engine 12, the first electric motor MG1, the second electric motor MG2, and the like. It is configured separately for output control of MG1 and MG2. The electronic control unit 80 includes sensors provided in the vehicle 10 (for example, a crank position sensor 60, an output rotation speed sensor 62, a first motor rotation speed sensor 64 such as a resolver, and a second motor rotation speed sensor such as a resolver). 66, an accelerator opening sensor 68, a battery sensor 70, and the like, for example, an engine rotation speed N _E , an output rotation speed N _OUT that is the rotation speed of the output gear 14 corresponding to the vehicle speed V, the first electric motor. A rotation speed N _M1 , a second motor rotation speed N _M2 , an accelerator opening Acc, a battery temperature TH _BAT of the power storage device 52, a battery charge / discharge current I _BAT, and a battery voltage V _BAT ). Further, the electronic control device 80 supplies a hybrid such as various output signals (for example, an engine control command signal and an electric motor control command signal (shift control command signal)) to each device (for example, the engine 12, the inverter 50, etc.) provided in the vehicle 10. A control command signal _SHV or the like). The electronic control unit 80 sequentially calculates the state of charge (charge capacity) SOC of the power storage device 52 based on, for example, the battery temperature TH _BAT , the battery charge / discharge current I _BAT , and the battery voltage V _BAT .

  FIG. 2 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 2, the hybrid control means, that is, the hybrid control unit 82, for example, stops the engine 12 and takes charge of the motor travel mode exclusively using the second electric motor MG <b> 2 as a drive source and the reaction force against the power of the engine 12 by the power generation of the first electric motor MG <b> 1. As a result, the engine direct running torque is transmitted to the output gear 14 (drive wheel 22), and the second electric motor MG2 is driven by the generated electric power of the first electric motor MG1, thereby transmitting the torque to the output gear 14 and traveling the engine. Steady travel mode), and in this engine travel mode, an assist travel mode (acceleration travel mode) that travels by further adding the driving force of the second electric motor MG2 using electric power from the power storage device 52 is selected according to the travel state To make it happen.

More specifically, the control in the engine running mode is described as an example. The hybrid control unit 82 operates the engine 12 in an efficient operating range, while distributing the driving force between the engine 12 and the second electric motor MG2. The transmission ratio γ0 of the transmission unit 20 is controlled by changing the reaction force generated by the power generation of the first electric motor MG1 so as to be optimized. For example, the hybrid control unit 82 calculates the target output (required output) of the vehicle 10 from the accelerator opening Acc and the vehicle speed V, calculates the required total target output from the target output and the required charging value, and then calculates the total target. The target engine power P _E ^* is calculated in consideration of transmission loss, auxiliary machine load, assist torque of the second electric motor MG2, and the like so as to obtain an output. For example, the hybrid control unit 82 is on a known engine optimum fuel consumption line that has been experimentally obtained and stored in advance for achieving both drivability and fuel efficiency, and can achieve the target engine power P _E ^*. by the engine rotational speed N _E and engine torque T _E as the optimum point so that the engine 12 is actuated, controls the power generation amount of the first electric motor MG1 controls the engine 12. In the present embodiment, the fuel efficiency is, for example, a travel distance per unit fuel consumption, a fuel consumption rate (= fuel consumption / drive wheel output) of the entire vehicle, or the like.

The hybrid control unit 82 controls the fuel injection amount FUEL and the injection timing by the fuel injection device for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve by the throttle actuator for the throttle control, and for the ignition timing control. and outputs an engine control command signals for controlling the ignition timing by the ignition device, it executes the output control of the engine 12 so that the engine torque T _E for generating a target engine power P _E ^* are obtained. The hybrid control unit 82, the motor control command signal for controlling the power generation by the first electric motor MG1 is output to the inverter 50, so that the engine rotational Sodo N _E for generating a target engine power P _E ^* is obtained The first motor rotation speed N _M1 is controlled.

Here, in the vehicle 10 of the present embodiment, in the power transmission system (power transmission path, drive system, drive line) from the engine 12 to the drive wheels 38, the engine 12 is subject to rotational fluctuations (engine rotational fluctuations, engine explosion fluctuations). There is a possibility that abnormal noise may occur. For example, when an engine rotation fluctuation that is stronger than the pressing force between the gear teeth meshing with each other is transmitted at the meshing portion between the gears in the power transmission system, the driving is performed with the input of the engine rotation fluctuation as a forcing force. Due to the fluctuation amplification due to the torsional system resonance, there is a possibility that a rattling sound (tooth rattling sound) is generated in backlash (backlash; for example, a gap in a meshing portion between gears in a power transmission system). Such drive torsional resonance occurs when the frequency of engine vibration matches the resonance frequency of the power transmission system. Therefore, when resonance occurs, the hybrid control unit 82, for example, Resonance avoidance control means for avoiding the occurrence of resonance by changing the engine operating point (engine speed N _E and engine torque T _E ) while maintaining the power P _E ^*, that is, the resonance avoidance control unit 84 is functionally provided. Yes. For example, the resonance avoidance control section 84, for example, a predetermined change speed fraction previously obtained in order to avoid a resonant state in the event of resonance changes at least the engine rotational speed N _E.

Incidentally, determines resonance resonance occurs, is considered for example that the amplitude of such engine rotational speed N _E and the first electric motor speed N _M1 is performed based on whether increased more than a predetermined amount . However, since the amplitude increases with time in the resonance region (resonance point) due to general physical characteristics, the amplitude does not increase immediately even when entering the resonance region. Then, when amplitude is used as a technique for determining the resonance state, in order to prevent erroneous determination, it cannot be determined that the resonance state is present until the amplitude has increased to some extent, and abnormal noise due to a delay in resonance determination is detected. May be a problem.

On the other hand, in this embodiment, when the resonance state is reached, the power transmission device 36 is configured differently even if the amplitude does not increase by a predetermined amount or more (that is, in the process in which the amplitude increases by a predetermined amount or more). two of the rotation speed of the rotary member phase by (the vibration phase) is shifted from one another, it was found that the respective phase shifts of, for example, the engine rotational speed N _E and the first electric motor speed N _M1.

  Therefore, the electronic control unit 80 according to the present embodiment determines whether or not the resonance state exists based on the difference between the vibration phases (vibration phase difference) between the engine 12 and the first electric motor MG1. For example, the electronic control unit 80 determines that the engine 12 and the first electric motor MG1 are in a resonance state if the vibration phases of the engine 12 and the first electric motor MG1 are shifted by a predetermined amount or more. This will be described in detail below with reference to FIGS.

3, along with showing the experimental data of the engine speed N _E and the first-motor rotation speed N _M1 of when entering the resonance range from when not in the resonance region (resonance range) was detected at that time input It is a figure (time chart) which shows the experimental data of distortion of the axis | shaft 32. FIG. FIG. 4 is a diagram showing the relationship between the vibration phase difference between the engine 12 and the first electric motor MG1 and the fluctuation torque of the input shaft 32 corresponding to the amplitude converted from the distortion of the input shaft 32.

3 and 4, when the resonant state, the process of the amplitude is gradually increased, the phase of the engine rotational speed N _E and the first-motor rotation speed N _M1 is shifted. For example, the phase is maximum at 180 [deg] deviated opposite phase to the engine rotational speed N _E first electric motor speed N _M1 is to be enforceable. For this reason, even in a state of small torque fluctuation that is a process of increasing the amplitude, if the vibration phase difference becomes more than a certain level (for example, 90 [deg] or more), that is, the vibration phase becomes a predetermined value or more (for example, 90). [deg] or more) If it is deviated, it can be determined that the resonance state exists. Therefore, in the conventional example, resonance determination (at time t2 in FIG. 3) cannot be performed until excessive torque determination (or until a plurality of peaks (crests) have elapsed) to prevent erroneous determination. On the other hand, in the present embodiment, the resonance determination (time t1 in FIG. 3) can be performed at the time when the resonance is confirmed because the vibration phases of the engine 12 and the first electric motor MG1 are shifted by a predetermined amount or more. Therefore, compared with the conventional example, it is possible to suppress the generation of abnormal noise due to the resonance determination delay time tdel (= t2−t1). In addition, it is conceivable that the input shaft fluctuation torque increases to the extent corresponding to the resonance state even if it is not in the resonance state. However, in this embodiment, if the vibration phase is not shifted, the resonance state is not determined. Judgment is further prevented.

More specifically, returning to FIG. 2, the phase difference calculating means or the phase difference calculation unit 86, based on the engine rotational speed N _E, generation timing of the increasing side of the extremes in the engine rotation fluctuation (MAX peak occurrence time Tengmax ) And a decrease-side extreme value occurrence time (MIN peak occurrence time Tengmin). Further, the phase difference calculating section 86, based on the first electric motor speed _{N M1,} the rotation fluctuation of the first electric motor MG1 time point of generation of increased side extremes in (MG1 rotation fluctuation) (MAX peak occurrence time Tmg1max) and reduced The generation time point (MIN peak generation time point Tmg1min) of the side extreme value is sequentially calculated. Note that each extreme value occurs at, for example, one period when the rotation speed value acquired at each sampling period (cycle time) of a repetitively executed control operation (for example, the flowchart of FIG. 6) changes from increasing to decreasing. It can be calculated by various methods such as calculating the previous time point as the MAX peak generation time point, and calculating the time point one cycle before the decrease to increase as the MIN peak generation time point.

The phase difference calculating unit 86 also calculates a time difference dTmax-max (= Tengmax−Tmg1max) between the MAX peak occurrence time Tengmax and the MAX peak occurrence time Tmg1max, and a time difference dTmin− between the MIN peak occurrence time Tengmin and the MIN peak occurrence time Tmg1min. min (= Tengmin-Tmg1min) is calculated. Then, the phase difference calculation unit 86 converts the time difference dTmax-max into a phase angle difference dθmax-max (> 0) as a vibration phase difference corresponding to the engine speed N _E (or the first motor speed N _M1 ) at that time. ). Further, the phase difference calculation unit 86 converts the time difference dTmin-min into a phase angle difference dθmin-min (> 0) as a vibration phase difference corresponding to the engine rotation speed N _E (or the first motor rotation speed N _M1 ) at that time. ). When the phase angle difference dθmax-max (the same applies to the phase angle difference dθmin-min) is in the range of 180 [deg] to 360 [deg], the phase angle difference dθmax-max is determined from 360 [deg]. The subtracted value is calculated as the final phase angle difference dθmax-max.

  The resonance state determination means, that is, the resonance state determination unit 88 is configured such that at least one of the phase angle difference dθmax-max and the phase angle difference dθmin-min sequentially calculated by the phase difference calculation unit 86 is a predetermined phase angle as a predetermined phase difference. It is determined whether or not the difference dθ ′ is exceeded. The resonance state determination unit 88 determines that the resonance state is not established unless the predetermined phase angle difference dθ ′ is exceeded. On the other hand, if the resonance state determination unit 88 exceeds the predetermined phase angle difference dθ ′, the amplitude of the rotational fluctuation tends to increase. It is judged that it is in a resonance state. The predetermined phase angle difference dθ ′ is an adapted value obtained experimentally in advance for determining that the resonance state is present. For example, the predetermined phase angle difference dθ ′ is 90 [deg] in the embodiments of FIGS.

Here, when the vibration phases of the engine 12 and the first electric motor MG1 are in a resonance state in which the vibration phases are shifted by a predetermined amount or more, the occurrence time of the extreme value on the same side is deviated by a predetermined value or more. In other words, the extreme point of occurrence of the opposite extreme value falls within a predetermined range. Figure 5 is an enlarged view of the experimental data with the engine rotational speed N _E and the first-motor rotation speed N _M1 of when entering the resonance range shown in FIG. As shown in FIG. 5, when the resonance state is reached, a shift in the generation point of the extreme value on the opposite side is made or reduced. Therefore, when the resonance state is reached, the generation point of the extreme value on the same side is shifted more than the predetermined time when the resonance state is detected because the generation point of the extreme value on the opposite side is within the predetermined range. Therefore, compared with the case where the resonance state is detected, the time difference between the respective occurrence times becomes small, so that the resonance state can be detected earlier. Therefore, instead of determining the resonance state when the occurrence time of the extreme value on the same side is deviated more than a predetermined value, the resonance state is determined by the occurrence time of the extreme value on the opposite side being within a predetermined range. You may judge.

Specifically, the phase difference calculating unit 86 calculates the time difference dTmax-min (= Tengmax−Tmg1min) between the MAX peak occurrence time Tengmax and the MIN peak occurrence time Tmg1min, and the MIN peak occurrence time Tengmin and the MAX peak occurrence time Tmg1max. The time difference dTmin-max (= Tengmin-Tmg1max) is calculated. Then, the phase difference calculation unit 86 converts the time difference dTmax-min into an anti-extreme value phase angle difference dθmax as an anti-extreme value phase difference corresponding to the engine rotation speed N _E (or the first motor rotation speed N _M1 ) at that time. Convert to -min (> 0). Further, the phase difference calculation unit 86 converts the time difference dTmin-max into an anti-extreme value phase angle difference dθmin as an anti-extreme value phase difference corresponding to the engine rotational speed N _E (or the first electric motor rotational speed N _M1 ) at that time. Convert to -max (> 0). When the anti-extremum phase angle difference dθmax-min (the same applies to the anti-extremum phase angle difference dθmin-max) falls within the range of 180 [deg] to 360 [deg], the opposite value from 360 [deg] is obtained. A value obtained by subtracting the extreme phase angle difference dθmax-min is calculated as the final anti-extreme phase angle difference dθmax-min.

  The resonance state determination unit 88 is configured such that at least one of the anti-extreme value phase angle difference dθmax-min and the anti-extreme value phase angle difference dθmin-max sequentially calculated by the phase difference calculation unit 86 is a predetermined anti-extreme value phase difference range. It is determined whether or not it is within the predetermined anti-extreme value phase angle difference range dθ ″. The resonance state determining unit 88 is not in the resonance state unless it is within the predetermined anti-extreme value phase angle difference range dθ ″. On the other hand, if it is within the predetermined anti-extremum phase angle difference range dθ ″, it is determined that the amplitude of the rotational fluctuation tends to increase, and it is determined that it is in a resonance state. The range dθ ″ is an adapted value obtained experimentally in advance for determining that the resonance state is present. For example, in the embodiment of FIGS. 3 and 4, the phase angle difference from 0 [deg] to 90 [deg] is used. It is a range.

When the resonance state determination unit 88 determines that the hybrid control unit 82 (resonance avoidance control unit 84) is not in the resonance state, the hybrid operation unit 82 (resonance avoidance control unit 84) obtains the target engine power P _E ^* while obtaining the engine operating point (the fuel efficiency optimum point) The engine 12 is operated at the engine speed N _E and the engine torque T _E ). On the other hand, when the hybrid control unit 82 (resonance avoidance control unit 84) determines that the resonance state is determined to be in the resonance state by the resonance state determination unit 88, the hybrid engine control unit 82 (resonance avoidance control unit 84) predetermined change speed fraction previously obtained in order to avoid resonance state while maintaining the _E ^* actuates the engine 12 by the engine operating point determined to change at least the engine rotational speed N _E. Incidentally, when can not be changed only when or desired amount can not be changed engine speed N _E for some reason, the resonance state determining section 88, at the expense of maintaining the target engine power P _E ^*, the engine rotation speed variation In order to weaken the forcing force, the engine torque _TE is suppressed.

  FIG. 6 illustrates a control operation for appropriately suppressing the generation of abnormal noise due to engine rotation fluctuations by detecting the main part of the control operation of the electronic control unit 80, that is, the resonance state earlier and more accurately. This is a flowchart, and is repeatedly executed with a very short cycle time of, for example, about several milliseconds to several tens of milliseconds.

In FIG. 6, first, in a step (hereinafter, step is omitted) S10 corresponding to the phase difference calculation unit 86, for example, the MAX peak occurrence time Tengmax and the MIN peak occurrence time Tengmin in the engine rotation fluctuation are calculated. Next, in S20 corresponding to the phase difference calculation unit 86, for example, the MAX peak occurrence time Tmg1max and the MIN peak occurrence time Tmg1min in the MG1 rotation fluctuation are calculated. Next, in S30 corresponding to the phase difference calculation unit 86, for example, a time difference dTmax-min (= Tengmax-Tmg1min) between the MAX peak occurrence time Tengmax and the MIN peak occurrence time Tmg1min, and the MIN peak occurrence time Tengmin and the above A time difference dTmin-max (= Tengmin-Tmg1max) from the MAX peak occurrence time Tmg1max is calculated. Each is converted into an extreme value phase angle difference dθmin-max (> 0). Next, in S40 corresponding to the resonance state determination unit 88, for example, at least one of the anti-extremum phase angle difference dθmax-min and the anti-extremum phase angle difference dθmin-max is a predetermined anti-extreme value phase angle difference range. dθ ″ is determined. If the determination in S40 is negative, it is determined in S50 corresponding to the resonance state determination unit 88 that there is no resonance state (that is, no resonance has occurred). Next, in S60 corresponding to the hybrid control unit 82, the engine 12 is operated at an engine operating point (engine rotational speed _NE and engine torque _TE ) that is the fuel efficiency optimum point while obtaining the target engine power _PE ^*. On the other hand, if the determination in S40 is affirmative, it is determined in S70 corresponding to the resonance state determination unit 88 that the amplitude of the rotational fluctuation tends to increase. In step S80 corresponding to the hybrid control unit 82 (resonance avoidance control unit 84), the engine operating point that is the optimum fuel efficiency is determined. , the target while maintaining the engine power P _E ^* predetermined change speed component is the engine 12 is actuated by the determined engine operating point to change at least the engine rotational speed N _E, suppress or prevent the occurrence of resonance is. in this case is, if that can not be changed engine speed N _E is forcing the engine speed fluctuation is suppressed engine torque T _E is weakened, the occurrence of resonance can be suppressed.

  As described above, according to this embodiment, if the vibration phases of the engine 12 and the first electric motor MG1 are deviated by a predetermined amount or more, it is determined that the engine is in a resonance state, so that resonance occurs and the amplitude tends to increase. At some stage (i.e., before the amplitude increases by a predetermined amount or more), it can be reliably determined that the resonance state is established. That is, for example, the resonance state can be detected more quickly and more accurately than when the resonance state is detected using only the amplitude. Therefore, control for avoiding the occurrence of resonance can be appropriately executed based on the detection result of the resonance state, and generation of abnormal noise (for example, rattling noise) due to engine rotation fluctuation can be appropriately suppressed. Can do.

  Further, according to this embodiment, the anti-extreme phase angle difference dθmax-min based on the time difference dTmax-min between the MAX peak occurrence time Tengmax in the engine rotation fluctuation and the MIN peak occurrence time Tmg1min in the MG1 rotation fluctuation, and the engine rotation fluctuation. At least one of the anti-extremum phase angle difference dθmin-max based on the time difference dTmin-max between the MIN peak occurrence time Tengmin at MG1 and the MAX peak occurrence time Tmg1max at the MG1 rotation fluctuation is a predetermined anti-extreme value phase angle difference range dθ ″. Since it is determined that the amplitude of the rotational fluctuation tends to increase and enters the resonance state, it is determined whether or not the resonance state is in the resonance state based on each vibration phase shift between the engine 12 and the first electric motor MG1. In particular, since extreme values on the opposite side are used for engine rotation fluctuation and MG1 rotation fluctuation, the extreme values on the same side are used. In other words, the resonance state can be detected more quickly compared to the case where the resonance state is detected when the opposite extreme points are within the predetermined range. Compared with the case where the resonance state is detected because the generation point of the extreme value is deviated by a predetermined amount, the time difference between the generation points becomes small when the resonance state is entered, so the resonance state can be detected earlier. .

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

In such an embodiment, MAX peak occurrence time Tengmax and MIN peak generating time Tengmin is calculated based on the engine rotational speed _{N E,} MAX peak occurrence time Tmg1max and MIN peak generating time Tmg1min the first electric motor speed _{N M1} Calculated based on Incidentally, the engine rotational speed N _E is processed values based on the detection signal of the crank position sensor 60, signals of the first electric motor speed N _M1 is based on the detection signal of the first electric motor speed sensor 64 such as a resolver Is the processed value. Therefore, if the processing method of each detection signal (for example, the annealing process, the signal processing unit, the type of signal path, etc.) differs depending on each sensor, the engine 12 and the first electric motor MG1 after the signal processing When each vibration phase is not in a resonance state, there is a possibility of deviation. Therefore, in this embodiment, the deviation caused by this signal processing when not in the resonance state is calculated in advance, and the time difference dT (dTmax-max) calculated by the phase difference calculation unit 86 using the deviation as a phase correction value. , DTmin-min, dTmax-min, dTmin-max).

As a method for calculating in advance the deviation caused by the signal processing, for example, the rotational speed of a certain rotating member based on a detection signal actually detected by the sensor and the rotation of another rotating member detected by a sensor other than the sensor. Using a rotation speed of a certain rotating member calculated based on the speed, a time difference in which each rotation speed of the certain rotation member passes the same predetermined rotation speed when not in a resonance state is calculated as a correction value. Therefore, when calculating the correction value, for example, a vehicle state in which the rotational speed of a certain rotating member is changed to some extent is preferable. For example, when the rotational speed of a rotary member is an engine rotational speed N _E is in the running at some speed V, the required output by increasing the accelerator opening Acc (required driving force) is increased, the vehicle speed V to be compared with the second electric motor rotation speed N _M2 that is uniquely bound, when the vehicle acceleration first electric motor speed N _M1 and the engine rotational speed N _E is the vehicle state, such as changes greatly preferred.

More specifically, FIG. 7 is a functional block diagram for explaining the main part of the control function by the electronic control unit 80. In FIG. 7, the vehicle state determination means, that is, the vehicle state determination unit 90 determines whether or not the vehicle speed V exceeds a predetermined vehicle speed V ′. This predetermined vehicle speed V ', the change in the vehicle speed V as compared with the change of the first electric motor speed N _M1 and the engine rotational speed N _E (ie the change of the second electric motor rotation speed N _M2) is suppressed when for example the vehicle acceleration This is a high vehicle speed determination value obtained and stored in advance for determining such a vehicle state.

Further, the vehicle state determination unit 90 determines whether the required driving force based on the accelerator opening Acc and the vehicle speed V exceeds a predetermined driving force, and whether the change amount of the required driving force exceeds the predetermined driving force change amount. . The predetermined driving force and the preset driving force change amount is determined to be, for example, rapid acceleration request for the change of the engine rotational speed N _E suitable for calculating a phase correction value based on the engine rotational speed N _E This is the driving force sudden change judgment value for It goes without saying that the accelerator opening Acc may be used instead of the required driving force.

The phase correction value calculation means, that is, the phase correction value calculation unit 92 determines that the vehicle speed V exceeds the predetermined vehicle speed V ′ by the vehicle state determination unit 90 and the required driving force exceeds the predetermined driving force and when the amount change is determined to exceed the predetermined driving force change amount, the engine rotational speed N _E which is actually detected by the crank position sensor 60 to calculate the time T1 when initially exceeds a predetermined value a. In addition, the phase correction value calculation unit 92 calculates the first motor rotation speed _NM1 and the second motor rotation speed from the mutual relationship of the rotation speeds of the rotating members (three rotation elements: CA1, S1, R1) in the power distribution mechanism. based on the N _{M2 (corresponding} to the vehicle speed V) to calculate the engine rotational speed N _E, the engine speed N _E to calculate a time T2 which first exceeds the predetermined value a. Then, the phase correction value calculation unit 92 calculates the difference ΔT (= T1−T2) between the time point T1 and the time point T2 as the phase correction value Tadj that is a correction value for correcting the time difference dT. The predetermined value A is set as a value in the rotation variation range that would during vehicle acceleration the engine speed N _E is changed.

  The phase difference calculation unit 86 calculates a corrected time difference dTcom (= dT + Tadj) obtained by adding the phase correction value Tadj to the time difference dT, and uses the time difference dTcom as a phase angle difference dθ (dθmax-max, dθmin-min, dθmax-min). , Dθmin-max).

  FIG. 8 is a flowchart for explaining the main part of the control operation of the electronic control unit 80, that is, the control operation for calculating the phase correction value Tadj used for correcting the time difference dT. For example, the control operation is extremely short, for example, about several milliseconds to several tens of milliseconds. It is executed repeatedly at cycle time. The flowchart of FIG. 8 is preferably executed, for example, when the resonance state is not established. In addition, the flowchart of FIG. 8 may be executed only once for each traveling from the ignition on to the ignition off of the vehicle 10.

In FIG. 8, first, in S110 corresponding to the vehicle state determination unit 90, it is determined whether or not the vehicle speed V exceeds a predetermined vehicle speed V ′. Similarly, in S120 corresponding to the vehicle state determination unit 90, it is determined whether or not the required driving force exceeds the predetermined driving force and the change amount of the required driving force exceeds the predetermined driving force change amount. If either of the above S110 and S120 is denied, this routine is terminated, while if both S110 and S120 are affirmed, the crank position sensor is determined in S130 corresponding to the phase correction value calculation unit 92. actually detected by the engine rotational speed N _E by 60 time T1 which first exceeds the predetermined value a is calculated. That is, actually is the detected engine rotational speed N _E time T1 of the first time established that exceeds the predetermined value A is held. Then, similarly in S140 corresponding to the phase correction value calculation unit 92, the engine rotational speed N _E exceeds a predetermined value which is calculated on the basis of the first electric motor speed N _M1 and the second electric motor rotation speed N _{M2 (corresponding} to the vehicle speed V) A time point T2 when A is first exceeded is calculated. That is, the calculated engine rotational speed N _E is time T2 during initial establishment exceeding a predetermined value A is held. Next, in S150 corresponding to the phase correction value calculation unit 92, the difference ΔT (= T1-T2) between the time point T1 and the time point T2 is calculated and stored as the phase correction value Tadj.

  When the phase correction value Tadj is calculated as in the present embodiment, S30 is replaced with SB30 in FIG. 9 in the flowchart in FIG. In FIG. 9, the SB 30 corresponding to the phase difference calculation unit 86 calculates, for example, the time difference dTmax-min_com (= Tengmax−Tmg1min + Tadj) and the time difference dTmin-max_com (= Tengmin−Tmg1max + Tadj) reflecting the phase correction value Tadj. The time difference dTmax-min_com is converted into an anti-extreme value phase angle difference dθmax-min (> 0), and the time difference dTmin-max_com is converted into an anti-extreme value phase angle difference dθmin-max (> 0).

As described above, according to this embodiment, in addition to the same effects as the foregoing embodiment can be obtained, when the engine rotational speed N _E is changed, and the engine speed N _E which is actually detected, by using the engine rotational speed N _E which is calculated based on the power first-motor rotation speed from the interrelationship among the rotating member at the dispensing mechanism 16 N _M1 and the second electric motor rotation speed N _M2, corrects the time difference dT Since the phase correction value Tadj for calculating the resonance value is calculated, the resonance state can be detected with higher accuracy.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention can be implemented combining an Example mutually and is applied also in another aspect.

  For example, in the above-described embodiment, it is determined whether or not the resonance state is present based on the vibration phase difference between the engine 12 and the first electric motor MG1, but this is not restrictive. What is necessary is just to determine whether it exists in a resonance state based on the vibration phase difference in two rotating members which shift | deviate.

  In the above-described embodiment, the phase angle difference dθ is converted from the time difference dT (or dTcom) based on the generation point of the extreme value in the engine rotation fluctuation and the generation point of the extreme value in the MG1 rotation fluctuation. The time difference is not limited to the time difference dT, but may be any time difference that allows confirmation of a phase shift between the rotation fluctuations of the two rotating members. Further, the time difference may be calculated so that at least one phase angle difference dθ can be calculated.

  In the above-described embodiment, the resonance state is detected using the vibration phase difference between the two rotating members instead of detecting the resonance state using only the amplitude. The resonance state may be detected by using the phase difference together.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Hybrid vehicle 12: Engine 14: Output gear (output rotating member)
16: Power distribution mechanism (differential mechanism)
20: Speed change part (electric differential part)
80: Electronic control device (control device)
MG1: First motor (differential motor)
MG2: Second electric motor (traveling motor)

Claims (3)

A differential mechanism that distributes the power from the engine to the differential motor and the output rotating member; and a traveling motor that is coupled to the output rotating member so as to be able to transmit power, and the operation state of the differential motor is controlled. A control device for a hybrid vehicle including an electric differential unit in which a differential state of the differential mechanism is controlled by
A control apparatus for a hybrid vehicle, wherein a determination is made that the engine is in a resonance state if the vibration phases of the engine and the differential motor are shifted by a predetermined amount or more.   An anti-extreme phase difference based on a time difference between an occurrence point of an extreme value on the increase side or a decrease side in the rotation variation of the engine and an occurrence point of an extreme value on the side opposite to the engine in the rotation variation of the differential motor. The hybrid vehicle control device according to claim 1, wherein if the value falls within a predetermined anti-extremum phase difference range, it is determined that the amplitude of the rotational fluctuation tends to increase, and the resonance state is determined.   When the rotational speed of the engine is changed, the rotational speed of the differential motor and the traveling speed are determined based on the correlation between the rotational speed of the engine that is actually detected and the rotational speed of each rotating member in the differential mechanism. 3. The control apparatus for a hybrid vehicle according to claim 2, wherein a correction value for correcting the time difference is calculated using a rotation speed of the engine calculated based on a rotation speed of an electric motor.

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