JP2013107440A - Control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a vibration reduction effect, in a hybrid vehicle in which an engine and a motor generator are connected to each other via a damper.SOLUTION: This control device (31) for the vehicle comprises: a damper torque estimation means (31) which estimates damper torque being torque at the damper (12) from inertia torque related to the motor generator (MG1) and torque related to the motor generator; a filter selection means (31a) which selects at least one filter from a plurality of filters for correcting the estimated damper torque; a filter processing means (31a) which applies the selected filter to the estimated damper torque and acquires a damper torque target value; and a control means (31) which controls the motor generator according to vibration damping torque which is calculated on the basis of the acquired damper torque target value.

Description

  The present invention relates to a vehicle control device that controls, for example, a hybrid vehicle including an engine and a motor, and more particularly to the technical field of a vehicle control device that controls a hybrid vehicle in which a damper is disposed between the engine and the motor. .

  As this type of device, for example, in a vehicle in which an engine and a motor / generator are connected via a torsional damper, the torque pulsation generated in the engine torque is acquired based on a preset map, and the acquisition is performed. There has been proposed a device that controls a motor / generator so that a damping torque in phase with the generated torque pulsation is generated (see Patent Document 1).

  Alternatively, in a vehicle in which the engine and motor are connected via a damper, the frequency component of resonance caused by the damper is removed by a filter, the motor torque command is set, and the torque output to the drive shaft is canceled An apparatus has been proposed (see Patent Document 2).

  Alternatively, in a vehicle in which an engine and a motor are connected via a damper, there has been proposed a device that performs vibration suppression control with a motor when a shift lever is changed from a parking position to another position (Patent Document). 3).

  Alternatively, in a vehicle in which an engine and a motor are connected via a torsional damper, a device that suppresses torsional vibration of the torsional damper caused by the torque generated by the engine is proposed (see Patent Document 4). .

JP 2004-222439 A JP 2009-013925 A JP 2009-143270 A JP 2003-301731 A

  However, the background art described above has a technical problem that the vibration reduction effect may not be sufficient.

  The present invention has been made in view of the above problems, for example, and an object of the present invention is to provide a vehicle control device capable of improving the vibration reduction effect.

  In order to solve the above problems, a vehicle control apparatus of the present invention is mounted on a hybrid vehicle in which an engine and a motor / generator are connected to each other via a damper, and an inertia torque related to the motor / generator, Damper torque estimating means for estimating a damper torque that is a torque in the damper from torque related to the motor / generator, and a filter selecting means for selecting at least one filter from a plurality of filters for correcting the estimated damper torque; Applying the selected filter to the estimated damper torque to obtain a damper torque target value, and the motor according to the damping torque calculated based on the obtained damper torque target value Control means for controlling the generator.

  According to the vehicle control device of the present invention, the vehicle control device is mounted on a hybrid vehicle in which an engine and a motor / generator (motor generator) are connected to each other via a damper.

  For example, a damper torque estimation unit including a memory, a processor, and the like estimates a damper torque in the damper from the inertia torque related to the motor / generator and the torque related to the motor / generator.

  For example, the filter selection means including a memory, a processor, etc. selects at least one filter from a plurality of filters for correcting the estimated damper torque.

  For example, a filter processing unit including a memory, a processor, and the like applies the selected filter to the estimated damper torque to obtain a damper torque target value (that is, a desired value of the damper torque).

  For example, a control unit including a memory, a processor, and the like controls the motor / generator in accordance with the damping torque calculated based on the acquired damper torque target value. That is, the control means calculates a damping torque so that the torque generated in the damper becomes the damper torque target value, and controls the motor / generator according to the calculated damping torque.

  Here, according to the inventor's research, the following matters have been found. That is, for example, when the engine torque pulsation value is estimated from a predetermined map or the like, the actual engine torque pulsation value is estimated based on, for example, the outside air temperature, the outside air pressure, the elapsed time after the engine is stopped, or the like. There is a possibility that the torque pulsation value does not match. In addition, when the shift lever is in the parking position, no technique has been proposed that can be applied to suppress the vibration phenomenon between the damper and the drive shaft.

  Therefore, in the present invention, the damper torque is estimated by the damper torque estimating means, and the filter processing means applies the selected filter to the estimated damper torque to obtain the damper torque target value. That is, in the present invention, the damper torque target value is acquired in real time instead of a predetermined value. Based on the acquired damper torque target value, a damping torque for controlling the motor / generator is calculated. For this reason, robustness improves and it can improve a vibration reduction effect.

  In addition, if, for example, a filter corresponding to the parking position of the shift lever is included in the plurality of filters, the present invention can be applied to vibration suppression control when the position of the shift lever is the parking position. it can.

  In one aspect of the vehicle control device of the present invention, the plurality of filters are a P-range filter that is a filter corresponding to a parking position of a shift lever included in the hybrid vehicle, and a filter that corresponds to a drive position of the shift lever. And a certain D range filter.

  According to this aspect, vibration suppression control suitable for the position of the shift lever can be performed, which is very advantageous in practice.

  Alternatively, in another aspect of the vehicle control apparatus of the present invention, the damper has a two-stage spring characteristic, and the plurality of filters are filters corresponding to the first-stage spring characteristic of the damper. And a second-stage filter that is a filter corresponding to the second-stage spring characteristic of the damper.

  According to this aspect, vibration suppression control suitable for a damper having a two-stage spring characteristic can be performed, which is very advantageous in practice.

  In another aspect of the vehicle control device of the present invention, the vehicle control device further includes a gain determining unit that determines a gain to be applied to the acquired damper torque target value according to an operation mode related to the engine.

  According to this aspect, for example, the gain determination unit including a memory, a processor, and the like determines the gain to be applied to the acquired damper torque target value according to the operation mode related to the engine.

  For example, when the engine is started, the rotational inertia torque of the engine is relatively large, so that the torque fluctuation of the damper is also relatively large. On the other hand, when the engine is stopped, the engine speed changes relatively slowly, so that the torque fluctuation of the damper becomes relatively small. Therefore, by changing the gain applied to the acquired damper torque target value according to the operation mode related to the engine, more appropriate vibration damping control can be performed, which is very advantageous in practice.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

It is a block diagram which shows the structure of the vehicle which concerns on embodiment. It is a block diagram which shows the principal part structure of ECU which concerns on embodiment. It is an example of the time fluctuation | variation of each damper torque estimated value and damper torque target value. It is a flowchart which shows operation | movement of the filter selection part which concerns on embodiment. It is an example of a filter for P range and a filter for D range. It is an example of the relationship between a damper twist angle and a damper load torque. It is an example of the change of the natural frequency by the difference in the elastic modulus of a damper. It is an example of the filter for 1st stages and the filter for 2nd stages. It is a block diagram which shows the structure of the gain selection part 31b which concerns on embodiment. It is a flowchart which shows operation | movement of the gain selection part 31b which concerns on embodiment.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to the drawings.

(Vehicle configuration)
The configuration of the vehicle according to the embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a vehicle according to the embodiment.

  In FIG. 1, the hybrid vehicle 1 is capable of supplying electric power to an engine 11, a first motor / generator MG1, a second motor / generator MG2, and the first and second motor / generators MG1 and MG2. A battery 32 that can be charged by the second motor / generator MG1 and MG2 and an ECU (Electronic Control Unit) 31 that controls the entire hybrid vehicle 1 are provided.

  The engine 11 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and fuel injection control, ignition control, and intake air are input by an ECU 31 that inputs signals from various sensors that detect the operating state of the engine 11. Operation control such as quantity adjustment control is performed.

  The power distribution mechanism 20 is supported by a sun gear 21 coupled to a hollow rotor shaft penetrating the crankshaft of the engine 11 through the center of the shaft, and rotatably supported coaxially with the crankshaft, and via a ring gear shaft 22a. The ring gear 22 connected to the speed reducer 25, the sun gear 21 and the ring gear 22 are disposed between the plurality of pinion gears 23 that revolve while rotating around the outer periphery of the sun gear 21, and support the rotation shaft of each pinion gear 23. In addition, a carrier 24 coupled to an input shaft coupled to the end of the crankshaft via the damper 12 is provided. The power distribution mechanism 20 constitutes a planetary gear mechanism that performs a differential action with the sun gear 21, the ring gear 22 and the carrier 24 as rotational elements.

  The first motor / generator MG1 is configured to function as an electric motor and a generator. When first motor / generator MG1 functions as an electric motor, power distribution mechanism 20 uses the power input from engine 11 to carrier 24 and the power input from first motor / generator MG1 to sun gear 21. Integrated and output to the ring gear 22 side. On the other hand, when the first motor / generator MG1 functions as a generator, the power distribution mechanism 20 transmits the power input from the engine 11 to the carrier 24 to the sun gear 21 side and the ring gear 22 side. Distribute according to.

  The second motor / generator MG2 includes a stator and a rotor disposed inside the stator. The rotor shaft of the rotor is, for example, spline-fitted to the sun gear of the speed reducer 25.

  The speed reducer 25 has a structure in which a carrier is fixed to a main body case of a power transmission system, and is configured to amplify torque input from the second motor / generator MG2. Specifically, the speed reducer 25 meshes with a sun gear coupled to the rotor shaft, a ring gear that rotates integrally with the ring gear 22 of the power distribution mechanism 20, the ring gear and the sun gear, and transmits the rotation of the sun gear to the ring gear. And a carrier having a support shaft that rotatably supports the pinion gear.

  The ring gear shaft 22 a is connected to the differential gear 15 through the gear mechanism 14, and the power output to the ring gear shaft 22 a is configured to be transmitted to the differential gear 15 through the gear mechanism 14. The differential gear 15 is connected to the drive wheels 16a and 16b via a drive shaft. The power transmitted to the differential gear 15 is configured to be output to the drive wheels 16a and 16b via the drive shaft.

  The gear mechanism 14 is provided with a parking lock mechanism (not shown) including a parking gear and a parking pawl that engages with the parking gear and locks in a state in which the rotational drive is stopped. Based on a shift position signal input from a shift position sensor (not shown), the ECU 31 engages the parking gear with the parking pole (that is, locks the parking) and releases it.

(ECU main part configuration)
Next, the configuration of the ECU 31 will be described with reference to FIG. FIG. 2 is a block diagram illustrating a main configuration of the ECU according to the embodiment.

  The ECU 31 includes a filter selection unit 31a and a gain selection unit 31b. In the ECU 31, a damper torque, which is a torque in the damper 12, is sequentially calculated by the following equation (1).

（１）
ここで、“τ_{ｄｍｐ＿ｅｓｔ}”、“ρ”、“τ_ｇ”、“Ｉ_ｇ”及び“θ_ｇ”は、夫々、「ダンパトルク推定値」、「動力分配機構２０のギヤ比」、「第１モータ・ジェネレータＭＧ１に係るトルク」、「第１モータ・ジェネレータＭＧ１に係る回転慣性質量」及び「第１モータ・ジェネレータＭＧ１に係る回転角」を表わしている。

(1)
Here, “τ _{dmp_est} ”, “ρ”, “τ _g ”, “I _g ” and “θ _g ” are respectively “estimated value of damper torque”, “gear ratio of power distribution mechanism 20”, “first motor”. “Torque related to generator MG1”, “Rotational inertial mass related to first motor / generator MG1”, and “Rotation angle related to first motor / generator MG1”.

The filter selection unit 31a selects at least one filter from a plurality of filters for correcting the _damper torque estimated value τ _{dmp_est} calculated (or estimated) by the above equation (1). Filter selection unit 31a further the selected filter is applied to the damper torque estimate _{tau Dmp_est,} it outputs a damper torque target value _{τ dmp_trgt.}

Here, the relationship between the _damper torque estimated value τ _{dmp_est} and the damper torque target value τ _{dmp_trgt} is, for example, as shown in FIG. The ECU 31 generates a damping torque in the first motor / generator MG1 according to the difference between the damper torque estimated value τ _{dmp_est} and the damper torque target value τ _{dmp_trgt} and suppresses torque fluctuations caused by the vibration of the damper 12. Note that FIG. 3 is an example of the time variation of each of the estimated damper torque value and the desired damper torque value.

  The operation of the filter selection unit 31a will be described with reference to the flowchart of FIG.

  In FIG. 4, the filter selection unit 31a first reads the shift range based on the shift position signal input from the shift position sensor (step S101). Subsequently, the filter selection unit 31a determines whether the read shift range is the parking (P) range or the drive (D) range (step S102).

  When it is determined that it is the P range (step S102: P range), the filter selection unit 31a selects a predetermined P range filter (step S103). On the other hand, when it is determined that it is the D range (step S102: D range), the filter selection unit 31a selects a predetermined D range filter (step S108).

  Here, the P range filter and the D range filter will be described with reference to FIG. FIG. 5 is an example of each of the P range filter and the D range filter.

  When the shift position is in the P range, the parking gear and the parking pole of the parking lock mechanism are fitted, and the parking lock state is established. On the other hand, when the shift position is in the D range, the engagement of the parking gear and the parking pole of the parking lock mechanism is released. For this reason, in the P range and the D range, for example, the influences of the second motor / generator MG2, the reduction gear 25, the differential gear 15, the drive shaft, and the drive wheels 16a and 16b are different from each other.

  As a result, as shown in FIG. 5, the natural frequency band of the damper 12 when the shift position is in the P range and the natural frequency band of the damper 12 when the shift position is in the D range are different from each other. For this reason, at each shift position, the P range filter and the D range filter are set so that the characteristic frequency band of the damper 12 is reduced.

Returning to FIG. 4 again, after the process of step S103, the filter selection unit 31a reads the _damper torque estimated value τ _{dmp_est} (step S104). Subsequently, the filter selection unit 31a determines whether or not the _damper torque estimated value τ _{dmp_est} is equal to or less than a threshold value (step S105).

Here, the damper 12 according to the embodiment has two-stage spring characteristics as shown in FIG. Therefore, by determining whether or not the _damper torque estimated value τ _{dmp_est} is equal to or less than the threshold value, whether the spring stiffness is a torsional motion in the first step region or the spring stiffness is a torsional motion in the second step region. Can be determined. FIG. 6 is an example of the relationship between the damper twist angle and the damper load torque.

Returning to FIG. 4 again, when it is determined in step S105 that the damper torque estimated value τ _{dmp_est} is equal to or smaller than the threshold value (step S105: Yes), the filter selection unit 31a selects a predetermined first-stage filter. Select (step S106). On the other hand, when it is determined that the estimated damper torque value τ _{dmp_est} is greater than the threshold (step S105: No), the filter selection unit 31a selects a predetermined second-stage filter (step S107).

  Here, the first-stage filter and the second-stage filter will be described with reference to FIGS. FIG. 7 is an example of a change in natural frequency due to a difference in the elastic coefficient of the damper. FIG. 8 is an example of each of the first-stage filter and the second-stage filter.

  As shown in FIG. 7, the peak position (that is, the natural frequency) differs between the case of the torsional motion in the first stage region and the case of the torsional motion in the second step region. I understand that. For this reason, as shown in FIG. 8, the first-stage filter and the second-stage filter are respectively set so as to have characteristics that reduce the natural frequency of the damper 12.

Returning to FIG. 4 again, after the process of step S108, the filter selection unit 31a reads the _damper torque estimated value τ _{dmp_est} (step S109). Subsequently, the filter selection unit 31a determines whether or not the _damper torque estimated value τ _{dmp_est} is equal to or less than a threshold value (step S110).

When it is determined that the _damper torque estimated value τ _{dmp_est} is equal to or less than the threshold (step S110: Yes), the filter selection unit 31a selects a predetermined first-stage filter (step S111). On the other hand, when it is determined that the estimated damper torque value τ _{dmp_est} is larger than the threshold (step S110: No), the filter selection unit 31a selects a predetermined second-stage filter (step S112).

After step S106, S107, S111 or S112, the filter selection unit 31a acquires the _damper torque estimated value τ _{dmp_est} (step S113), applies the selected filter to the acquired damper torque estimated value τ _{dmp_est} , A damper torque target value τ _{dmp_trgt} is calculated (step S114).

Thereafter, the ECU 31 calculates a difference between the damper torque estimated value τ _{dmp_est} and the damper torque target value τ _{dmp_trgt} (step S115), and based on the calculated difference, the damping torque related to the first motor / generator MG1 is determined. (Step S116).

Returning to FIG. 2 again, the gain selection unit 31 b determines the gain to be applied to the _damper torque target value τ _{dmp_trgt} according to the operation mode of the engine 11. Here, the “operation mode” includes (i) when the engine is started, (ii) when the engine is operating, and (iii) when the engine is stopped. “When the engine is operating”, according to the combustion torque in the engine 11, “when the engine is operating and the combustion torque is relatively large” and “when the engine is operating and the combustion torque is relatively small” , Is included.

  Specifically, as shown in FIG. 9, the gain selection unit 31b has a gain kp1 corresponding to the time of engine start, a gain kp2_1 corresponding to the case where the engine is operating and the combustion torque is relatively large, the engine being operated, and A gain kp2_2 corresponding to the case where the combustion torque is relatively small, and a gain kp3 corresponding to when the engine is stopped are configured. And the gain selection part 31b switches each gain according to the operation mode. FIG. 9 is a block diagram illustrating a configuration of the gain selection unit 31b according to the embodiment.

  When the engine is started, the rotational speed of the engine 11 is rapidly increased by the first motor / generator MG1, so that the rotational inertia torque of the engine 11 becomes relatively large. In addition, since the inside of the surge tank and the intake manifold is close to atmospheric pressure when the engine is started, the pumping torque related to the engine 11 is relatively large. As a result, the fluctuation of the damper torque becomes relatively large. Accordingly, since high responsiveness is required when the engine is started, the gain kp1 corresponding to the time when the engine is started is set to be relatively large.

  Further, when the engine is operating and the combustion torque is relatively small, noise (for example, a rattling noise) is likely to be generated from the power transmission system due to fluctuations in the damper torque depending on the traveling state of the hybrid vehicle 1. Accordingly, since high responsiveness is required even when the engine is operating and the combustion torque is relatively small, the gain kp2_2 corresponding to the case where the engine is operating and the combustion torque is relatively small is also set to be relatively large. Has been.

  When the engine is running and the combustion torque is relatively large, and when the engine is stopped, the fluctuation of the damper torque is relatively small. Therefore, the gain kp2_1 corresponding to the case where the engine is running and the combustion torque is relatively large, and the engine The gain kp3 corresponding to the stop is set relatively small (or zero). If comprised in this way, the fluctuation | variation of the energization current to 1st motor generator MG1 can be suppressed. As a result, unnecessary heat generation (that is, electrical loss) and resistance increase of the drive circuit can be avoided, and deterioration of fuel consumption can be avoided.

  Next, the operation of the gain selection unit 31b will be described with reference to the flowchart of FIG.

  In FIG. 10, the gain selection unit 31b first reads the operation mode of the engine 11 (step S201). Subsequently, the gain selection unit 31b determines whether or not the engine 11 is being started (step S202).

  When it is determined that the engine 11 is starting (step S202: Yes), the gain selecting unit 31b selects the gain kp1 corresponding to the engine starting (step S203). On the other hand, when it is determined that the engine 11 is not being started (step S202: No), the gain selection unit 31b determines whether or not the engine 11 is in operation (step S204).

  When it is determined that the engine 11 is in operation (step S204: Yes), the gain selection unit 31b reads an engine torque command value (step S205). On the other hand, when it is determined that the engine 11 is not operating (step S204: No), the gain selection unit 31b selects the gain kp3 corresponding to the engine stop (step S209).

  After the process of step S205, the gain selection unit 31b determines whether or not the read engine torque command value is equal to or less than a threshold value (step S206). When it is determined that the engine torque command value is equal to or less than the threshold value (step S206: Yes), the gain selection unit 31b selects the gain kp2_2 corresponding to the case where the engine is operating and the combustion torque is relatively small (step). S208). On the other hand, when it is determined that the engine torque command value is larger than the threshold value (step S206: No), the gain selection unit 31b selects the gain kp2_1 corresponding to the case where the engine is operating and the combustion torque is relatively large ( Step S207).

After step S203, S207, S208 or S209, the ECU 31 obtains a _damper torque estimated value τ _{dmp_est} (step S210) and calculates a _damper torque target value τ _{dmp_trgt} (step S211). Thereafter, the ECU 31 calculates a difference between the damper torque estimated value τ _{dmp_est} and the damper torque target value τ _{dmp_trgt} (step S212), and based on the calculated difference, the damping torque for the first motor / generator MG1 is determined. (Step S213).

  The “ECU 31” according to the present embodiment is an example of the “vehicle control device”, the “damper torque estimating unit”, and the “control unit” according to the present invention. The “filter selection unit 31a” according to the present embodiment is an example of the “filter selection unit” and the “filter processing unit” according to the present invention. The “gain selection unit 31b” according to the present embodiment is an example of the “gain determination unit” according to the present invention.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the scope or spirit of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 11 ... Engine, 12 ... Damper, 20 ... Power distribution mechanism, 31 ... ECU, 31a ... Filter selection part, 31b ... Gain selection part, MG1 ... 1st motor generator, MG2 ... 2nd motor generator

Claims (4)

It is mounted on a hybrid vehicle in which the engine and motor / generator are connected to each other via a damper.
Damper torque estimating means for estimating a damper torque that is a torque in the damper from an inertia torque related to the motor / generator and a torque related to the motor / generator;
Filter selection means for selecting at least one filter from a plurality of filters for correcting the estimated damper torque;
Filter processing means for applying the selected filter to the estimated damper torque to obtain a damper torque target value;
Control means for controlling the motor / generator in accordance with a damping torque calculated based on the acquired damper torque target value;
A vehicle control device comprising:   The plurality of filters include a P-range filter that is a filter corresponding to a parking position of a shift lever included in the hybrid vehicle, and a D-range filter that is a filter corresponding to a drive position of the shift lever. The vehicle control device according to claim 1, wherein The damper has a two-stage spring characteristic;
The plurality of filters include a first-stage filter that is a filter corresponding to a first-stage spring characteristic of the damper, a second-stage filter that is a filter corresponding to a second-stage spring characteristic of the damper, The vehicle control device according to claim 1, comprising:   The vehicle control according to any one of claims 1 to 3, further comprising gain determining means for determining a gain to be applied to the acquired damper torque target value in accordance with an operation mode related to the engine. apparatus.

Images