JP2013071581A - Idle learning device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idle learning device for a hybrid vehicle capable of learning a more proper controlled variable during an idle operation of an internal combustion engine even if torque is output from an electric motor to suppress the generation of abnormal noise generated by the gear rattling of a mechanical mechanism or the like.SOLUTION: In the case that an idling learning condition is established and an idling control amount is learned, a correction air amount Qad is set to become larger as pressing torque Tad becomes larger when the pressing torque Tad is output from a motor MG2 (S130), an idling air amount Qidl is calculated by performing the correction of adding the correction air amount Qad to an intake air amount Qa during an idling operation (S150), and an idling control amount including the idling air amount Qidl is learned (S160). Accordingly, even if the pressing torque Tad for suppressing the generation of abnormal noise caused by planetary gear rattling or the like is output from the motor MG2, a more proper idling control amount can be learned.

Description

  The present invention relates to an idling learning device for a hybrid vehicle. More specifically, the present invention relates to an internal combustion engine connected to an axle via a mechanical mechanism, and an electric motor connected to the axle side of the mechanical mechanism to input and output driving power. And an idling learning device that learns an idling operation state when an internal combustion engine is idling when a predetermined idling learning condition is satisfied.

  Conventionally, this type of idling learning device for a hybrid vehicle includes an engine, a generator, a transmission connected to a drive shaft connected to an axle, a power shaft as an input shaft of the transmission, and an engine crankshaft. In a hybrid vehicle comprising a planetary gear in which a ring gear, a carrier, and a sun gear are connected to the rotating shaft of the generator and an electric motor that inputs and outputs power to the power shaft, the drive shaft and the power shaft are connected by the transmission. When the power from the generator is not output to the engine crankshaft via the planetary gear when the engine is released, the engine idling learning is permitted, and the power from the generator via the planetary gear is transmitted to the engine crankshaft. It is suggested that the engine idling learning is prohibited when it is output to the shaft. And it is (for example, see Patent Document 1). In this hybrid vehicle idling learning device, when the connection between the drive shaft and the power shaft is released by the transmission, the power of the generator is output to the crankshaft of the engine via the planetary gear. By prohibiting the execution of idling learning, the power output from the generator is not affected by the control amount during idling operation.

JP 2008-195279 A

  However, in the idling learning device for a hybrid vehicle described above, when torque is output from the motor, the torque output from the motor affects the control amount during engine idling operation, and the control amount during idling operation is set appropriately. In some cases, it is impossible to learn. When the engine is idling, an abnormal noise due to rattling may occur from the planetary gear due to the pulsating torque of the engine. In order to suppress the generation of abnormal noise from this planetary gear, torque for suppressing abnormal noise is also output from the electric motor, but the control amount during idling operation is output by the output of the abnormal noise suppressing torque from this electric motor. Will not be able to learn properly.

  The idling learning device for a hybrid vehicle according to the present invention is more suitable for idling operation of an internal combustion engine even when torque is output from an electric motor in order to suppress generation of abnormal noise due to rattling of a mechanical mechanism such as a planetary gear. The main purpose is to learn the amount of time control.

  The idling learning device for a hybrid vehicle according to the present invention employs the following means in order to achieve the main object described above.

The idling learning device for a hybrid vehicle of the present invention includes:
A predetermined idling learning is mounted on a hybrid vehicle including an internal combustion engine connected to the axle side via a mechanical mechanism, and an electric motor connected to the axle side of the mechanical mechanism to input and output driving power. In an idling learning device that learns, as an idling control amount, a control amount when the internal combustion engine is idling with the establishment of a condition,
When a pressing torque acting in one direction with respect to the rotating shaft to which the electric motor is attached in order to suppress the generation of noise from the mechanical mechanism during learning, the pressing is performed. Correcting the idling control amount using a correction value according to the contact torque,
It is characterized by that.

  In the idling learning device for a hybrid vehicle according to the present invention, in order to suppress the occurrence of abnormal noise such as rattling from the mechanical mechanism connected to the axle side and the internal combustion engine when learning, the mechanical side is more When a pressing torque acting in one direction is output from the motor connected to the motor, an idling control amount as a control amount when the internal combustion engine is idling is calculated using a correction value corresponding to the pressing torque. By correcting, a more appropriate idling control amount can be learned.

  In such an idling learning device for a hybrid vehicle of the present invention, the idling control amount includes an idling air amount as an intake air amount when the internal combustion engine is idling, and a correction air amount according to the pressing torque May be set as the correction value, and the idling air amount may be corrected by the correction air amount. In this way, it is possible to learn an idling control amount that includes a more appropriate idling air amount. In this case, the correction air amount may be set so as to increase as the pressing torque increases. This is based on the fact that it is considered that the greater the pressing torque, the greater the influence of the pressing torque on the idling air amount.

  In the idling learning device for a hybrid vehicle according to the present invention in which the idling air amount is corrected by the correction air amount, the idling air is obtained by correcting the intake air amount when the internal combustion engine is idling with the correction air amount. It can also be learned as a quantity. That is, learning is performed by correcting the intake air amount when the internal combustion engine is idling, with the correction air amount. The idling air amount may be corrected by the correction air amount after the learning of the idling control amount is completed. That is, the idling air amount included in the idling control amount is corrected by the correction air amount after learning is completed. In this case, “after learning is completed” means “after normal learning that is not corrected by the correction air amount is completed”, and means “end of learning” in the present invention. Not. The substantial “end of learning” in the present invention is after the idling air amount is corrected with the correction air amount.

  Further, in the idling learning device for a hybrid vehicle of the present invention, the mechanical mechanism is a planetary gear mechanism in which two of the three rotating elements are connected to the output shaft and the axle side of the internal combustion engine. In addition, the hybrid vehicle may be a vehicle including a generator that inputs and outputs power to the remaining rotating elements of the three rotating elements of the planetary gear mechanism.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 2 is a configuration diagram showing an outline of the configuration of an engine 22. FIG. 5 is a flowchart showing an example of an idling control amount learning process routine executed by an engine ECU 24. It is explanatory drawing which shows an example of the map for correction | amendment air amount setting. It is a flowchart which shows an example of the idling control amount learning process routine of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a hybrid vehicle idling learning device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 that uses gasoline or light oil as fuel, an engine electronic control unit (hereinafter referred to as an engine ECU) 24 that controls the drive of the engine 22, and an engine 22. A planetary gear 30 in which a carrier is connected to the crankshaft 26 and a ring gear is connected to a drive shaft 36 connected to drive wheels 38a and 38b via a differential gear 37, and a rotor is configured as a planetary gear, for example, as a synchronous generator motor. A motor MG1 connected to 30 sun gears, a motor MG2 configured as a synchronous generator motor and having a rotor connected to the drive shaft 36, inverters 41 and 42 for driving the motors MG1 and MG2, and a motor MG1 , MG2 electronic control unit for motor (Hereinafter referred to as a motor ECU) 40, a battery 50 that exchanges electric power with the motors MG1 and MG2 via inverters 41 and 42, and a battery electronic control unit that manages the battery 50 (hereinafter referred to as a battery ECU). 52 and a hybrid electronic control unit (hereinafter referred to as HVECU) 70 for controlling the entire vehicle.

  As shown in FIG. 2, the engine 22 sucks air purified by the air cleaner 122 through the throttle valve 124 and injects gasoline from the fuel injection valve 126 to mix the sucked air and gasoline. The air-fuel mixture is sucked into the fuel chamber via the intake valve 128 and is explosively burned by an electric spark from the spark plug 130. The reciprocating motion of the piston 132 pushed down by the energy is converted into the rotational motion of the crankshaft 26. The exhaust from the engine 22 is discharged to the outside air through a purification device 134 having a purification catalyst (three-way catalyst) that purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). Is done. The engine ECU 24 is configured as a microprocessor centered on the CPU 24a, and includes a ROM 24b that stores a processing program, a RAM 24c that temporarily stores data, an input / output port and a communication port (not shown), in addition to the CPU 24a. . The engine ECU 24 includes signals from various sensors that detect the state of the engine 22, a crank position from the crank position sensor 140 that detects the rotational position of the crankshaft 26, and a water temperature sensor 142 that detects the temperature of cooling water in the engine 22. From the cooling water temperature from the combustion chamber, the in-cylinder pressure Pin from the pressure sensor 143 installed in the combustion chamber, the intake valve 128 that performs intake and exhaust to the combustion chamber, and the cam position sensor 144 that detects the rotational position of the camshaft that opens and closes the exhaust valve , The throttle position from the throttle valve position sensor 146 that detects the position of the throttle valve 124, the intake air amount Qa from the air flow meter 148 attached to the intake pipe, and the temperature sensor 149 also attached to the intake pipe Intake air temperature, the air-fuel ratio AF from an air-fuel ratio sensor 135a, such as oxygen signal from an oxygen sensor 135b is input via the input port. The engine ECU 24 also integrates various control signals for driving the engine 22, such as a drive signal to the fuel injection valve 126, a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, and an igniter. The control signal to the ignition coil 138 and the control signal to the variable valve timing mechanism 150 that can change the opening / closing timing of the intake valve 128 are output via the output port. The engine ECU 24 communicates with the HVECU 70, controls the operation of the engine 22 by a control signal from the HVECU 70, and outputs data related to the operating state of the engine 22 as necessary. The engine ECU 24 also calculates the rotational speed Ne of the engine 22 based on the crank position from the crank position sensor 140.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input via an input port, and a switching control signal for switching switching elements (not shown) of the inverters 41 and 42 is output from the motor ECU 40 to the output port. Is being output via. The motor ECU 40 is in communication with the HVECU 70, controls the driving of the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data related to the operating state of the motors MG1 and MG2 to the HVECU 70 as necessary. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from the rotational position detection sensors 43, 44.

  The battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charging / discharging current from the current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and data regarding the state of the battery 50 is transmitted to the HVECU 70 by communication as necessary. . Further, the battery ECU 52 is based on the integrated value of the charge / discharge current detected by the current sensor to manage the battery 50, and the storage ratio SOC that is the ratio of the total capacity of the power that can be discharged from the battery 50 at that time. And the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  Note that the engine ECU 24 corresponds to the idling learning device for the hybrid vehicle of the embodiment.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. The motor MG2 converts the torque of the motor MG1 and the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 is obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 36. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the driving force 36 with the operation of the engine 22. Since there is no difference in the control, both are hereinafter referred to as the engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque Multiply Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor) to calculate the traveling power Pdrv required for traveling. As the power to be output from the engine 22 by subtracting the charging / discharging request power Pb * (positive value when discharging from the battery 50) obtained from the traveling power Pdrv based on the storage ratio SOC of the battery 50 The required power Pe * is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the motor is controlled by rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * and set the target rotational speed Ne * and target torque Te *. Transmitted to the engine ECU24 is Te, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 such that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  In the motor operation mode, the HVECU 70 sets a value 0 to the torque command Tm1 * of the motor MG1 and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm2 * is set and transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when learning the idling control amount as the control amount during the idling operation of the engine 22 will be described. FIG. 3 is a flowchart showing an example of an idling control amount learning process routine executed by the engine ECU 24. This routine is executed when a predetermined idling learning condition is satisfied. The idling learning condition includes a condition that the catalyst of the engine 22 and the purification device 134 has been warmed up, a condition that the engine 22 is idling, a condition that a predetermined time has elapsed since the last learning of the idling control amount, and the like. Multiple conditions are included.

  When the idling control amount learning process routine is executed, the CPU 24a of the engine ECU 24 first inputs the pressing torque Tad output from the motor MG2 (step S100), and whether the pressing torque Tad is 0 or not. Is determined (step S110). The torque output from the motor MG2 is for traveling to output the required torque Tr * to the drive shaft 36 because the motor MG1 does not output torque when the engine 22 is idling by the HVECU 70. The sum of the torque and the pressing torque Tad acting in one direction with respect to the rotation direction of the ring gear in order to suppress the occurrence of noise such as rattling from the planetary gear 30 due to the idling operation of the engine 22. Calculated as torque. At this time, the magnitude of the pushing torque Tad is adjusted according to the magnitude of the traveling torque, and when the pushing torque Tad is not output depending on the running torque, that is, when the pushing torque Tad having a value of 0 is output. Also occurs. Therefore, the process of step S100 is a process of inputting the pressing torque Tad used when calculating the torque command Tm2 * of the motor MG2 from the HVECU 70 by communication.

  When the pressing torque Tad is 0, that is, when the pressing torque Tad is not output from the motor MG2, learning of the idling control amount is executed (step S120), and this routine is ended. Here, as the idling control amount, the idling air amount Qidl as the intake air amount at the idling operation of the engine 22 and the idling operation of the engine 22 such as the intake air temperature, the throttle position, the fuel injection amount, the ignition timing, and the cam position are performed. All or some of the various detected values and control values detected during the operation are included as control amounts.

  When the pressing torque Tad is not 0, that is, when the pressing torque Tad is output from the motor MG2, the correction air amount Qad is set based on the pressing torque Tad (step S130), and the engine 22 The intake air amount Qa at the time of idling operation is input from the air flow meter 148 (step S140), the correction air amount Qad is added to the input intake air amount Qa to calculate the idling air amount Qidl (step S150), and the calculated idling air Learning of the idling control amount including the amount Qidl is executed (step S160), and this routine is terminated. Here, in the embodiment, the correction air amount Qad is obtained in advance in a relationship between the pressing torque Tad and the correction air amount Qad through experiments or the like and stored in the ROM 24b as a correction air amount setting map. Is set by deriving the corresponding correction air amount Qad from the map. An example of the correction air amount setting map is shown in FIG. As shown in the figure, the correction air amount Qad is set so as to increase as the pressing torque Tad increases. This is based on the fact that the influence of the pressing torque Tad on the idling air amount Qidl increases as the pressing torque Tad increases.

  According to the idling learning device for a hybrid vehicle of the embodiment described above, when the idling learning condition is satisfied and the idling control amount is learned, when the pressing torque Tad is output from the motor MG2, the pressing torque Tad is output. The correction air amount Qad is set so that the correction air amount Qad tends to increase as the engine speed increases, and the correction is performed by adding the correction air amount Qad to the intake air amount Qa during the idling operation of the engine 22 to calculate the idling air amount Qidl. By learning the idling control amount including the air amount Qidl, even when the pressing torque Tad for suppressing the generation of abnormal noise due to the rattling of the planetary gear 30 is output from the motor MG2, more appropriate idling control is performed. Can learn the amount.

  In the idling learning device of the hybrid vehicle of the embodiment, when the idling learning condition is satisfied and the idling control amount is learned, when the pressing torque Tad is output from the motor MG2, the correction air amount based on the pressing torque Tad is output. The intake air amount Qa during idling operation of the engine 22 is corrected by Qad to obtain the idling air amount Qidl, and the idling control amount including the idling air amount Qidl is learned. However, the normal idling control amount is learned. The idling air amount Qidl included in the learned idling control amount may be corrected by the correction air amount Qad based on the pressing torque Tad. In this case, the idling control amount learning processing routine of FIG. 5 may be executed instead of the idling control amount learning processing routine of FIG. In the idling control amount learning process routine of FIG. 5, when it is determined in step S110 that the pressing torque Tad is not 0, that is, when the pressing torque Tad is output from the motor MG2, the pressing torque Tad is calculated. When the correction air amount Qad is set by applying to the correction air amount setting map of FIG. 4 (step S130) and the pressing torque Tad is 0 (when the pressing torque Tad is not output from the motor MG2) Similarly, learning of the idling control amount is executed (step S170), and the idling air amount Qidl is corrected by adding the correction air amount Qad to the idling air amount Qidl of the learned idling control amount (step S180). End the routine. Also in this process, as in the embodiment that executes the idling control amount learning process routine of FIG. 3, the pressing torque Tad for suppressing the generation of abnormal noise due to the rattling of the planetary gear 30 is output from the motor MG2. Even when the vehicle is on, a more appropriate idling control amount can be learned.

  The hybrid vehicle 20 equipped with the idling learning device for a hybrid vehicle according to the embodiment is driven by a carrier connected to the engine 22 and the crankshaft 26 of the engine 22 and connected to drive wheels 38a and 38b via a differential gear 37. The engine 22 includes a planetary gear 30 having a ring gear connected to the shaft 36, a motor MG1 having a rotor connected to the sun gear of the planetary gear 30, and a motor MG2 having a rotor connected to the drive shaft 36. However, as long as the planetary gear 30 of the embodiment is connected to the drive shaft 36 through a mechanical mechanism such as a planetary gear mechanism or other gear mechanism, the motor MG2 is connected to the drive shaft 36. Any hybrid vehicle can be used.

  In the embodiment, the idling learning device that learns the idling control amount of the hybrid vehicle has been described. However, the learning method of the idling control amount of the hybrid vehicle may be used.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the planetary gear 30 corresponds to “mechanical mechanism”, the engine 22 corresponds to “internal combustion engine”, the motor MG2 corresponds to “electric motor”, and the idling control of FIG. 3 is satisfied when the idling learning condition is satisfied. The engine ECU 24 that executes the quantity learning processing routine corresponds to an “idling learning device”.

  Here, the “mechanical mechanism” is not limited to the planetary gear 30, but may be a double pinion type planetary gear mechanism, a combination of a plurality of planetary gear mechanisms, various gear mechanisms such as an operating device, or the like. I do not care. The “internal combustion engine” is not limited to the engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and may be any type of internal combustion engine such as a hydrogen engine. I do not care. The “motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of motor such as an induction generator motor. The “idling learning device” is not limited to the engine ECU 24 that executes the idling control amount learning process routine of FIG. 3, but may be the engine ECU 24 that executes the idling control amount learning process routine of FIG. In order to suppress the generation of noise from the mechanical mechanism during learning, such as setting a correction coefficient based on the contact torque Tad and multiplying the intake air amount Qa by the correction coefficient to obtain an idling air amount Qidl. When a pressing torque acting in one direction with respect to the rotating shaft to which the electric motor is attached is output from the electric motor, the idling control amount is corrected using a correction value corresponding to the pressing torque. It does not matter as long as there is any.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of idling learning devices for hybrid vehicles.

  20 Hybrid Vehicle, 22 Engine, 24 Engine Electronic Control Unit (Engine ECU), 24a CPU, 24b ROM, 24c RAM, 26 Crankshaft, 28 Damper, 30 Planetary Gear, 36 Drive Shaft, 37 Differential Gear, 38a, 38b Drive Wheel 40, motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 70 hybrid electronic control unit ( HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake Key pedal position sensor, 88 Vehicle speed sensor, 122 Air cleaner, 124 Throttle valve, 126 Fuel injection valve, 128 Intake valve, 130 Spark plug, 132 Piston, 134 Purifier, 135a Air-fuel ratio sensor, 135b Oxygen sensor, 136 Throttle motor, 138 Ignition coil, 140 Crank position sensor, 142 Water temperature sensor, 143 Pressure sensor, 144 Cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150 Variable valve timing mechanism, MG1, MG2 motor.

Claims (6)

A predetermined idling learning is mounted on a hybrid vehicle including an internal combustion engine connected to the axle side via a mechanical mechanism, and an electric motor connected to the axle side of the mechanical mechanism to input and output driving power. In an idling learning device that learns, as an idling control amount, a control amount when the internal combustion engine is idling with the establishment of a condition,
When a pressing torque acting in one direction with respect to the rotating shaft to which the electric motor is attached in order to suppress the generation of noise from the mechanical mechanism during learning, the pressing is performed. Correcting the idling control amount using a correction value according to the contact torque,
An idling learning device characterized by that. The idling learning device according to claim 1,
The idling control amount includes an idling air amount as an intake air amount when the internal combustion engine is idling.
A correction air amount corresponding to the pressing torque is set as the correction value, and the idling air amount is corrected by the correction air amount;
An idling learning device characterized by that. The idling learning device according to claim 2,
The correction air amount is set so as to increase as the pressing torque increases.
An idling learning device characterized by that. The idling learning device according to claim 2 or 3,
Learning the amount of intake air when the internal combustion engine is idling as corrected by the correction air amount as the idling air amount;
An idling learning device characterized by that. The idling learning device according to claim 2 or 3,
After the learning of the idling control amount is completed, the idling air amount is corrected by the correction air amount.
An idling learning device characterized by that. The idling learning device according to any one of claims 1 to 5,
The mechanical mechanism is a planetary gear mechanism in which two rotating elements of three rotating elements are connected to the output shaft and the axle side of the internal combustion engine,
The hybrid vehicle is a vehicle including a generator that inputs and outputs power to the remaining rotating elements of the three rotating elements of the planetary gear mechanism.
Idling learning device.

Images