JP2013151194A - Control device of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle that can prevent the rattling noise of the hybrid vehicle when traveling a bad road.SOLUTION: A control device of a hybrid vehicle is equipped in the hybrid vehicle that includes a traveling driving source having both an internal combustion engine and an electric motor and generates the traveling driving force corresponding to the total driving torque transmitted from the output shaft of the traveling driving source to the driving wheel side, and controls the output of the internal combustion engine and the electric motor according to the command value, while setting the command value of the total driving torque. The control device enlarges the motor torque command value Ttms based on the output of the electric motor of total drive torques to reduce the ratio of an engine torque direct delivery command value Tengs based on the output of the internal combustion engine of total drive torques, on condition that the fluctuation of the actual torque on the MG2 axis periodically reversing the torque acting direction of the total drive torque is caused.

Description

  The present invention relates to a control device for a hybrid vehicle equipped in a hybrid vehicle that uses both an internal combustion engine and an electric motor as a travel drive source.

  Recently, by using an internal combustion engine (hereinafter also referred to as an engine) and an electric motor (hereinafter also referred to as a motor) as a vehicle driving source, it is possible to reduce idle operation time and reduce the size of the engine in addition to energy regeneration. As a result, hybrid vehicles that have achieved a significant reduction in fuel consumption have become widespread. In such a hybrid vehicle, with the improvement of quietness on the travel drive source side, reduction of vibration noise in the power transmission mechanism from the travel drive source to the drive wheels is highly required, A control device that can contribute to the reduction of vibration noise in the power transmission system has been proposed.

  As such a control device, for example, when the wheel slips due to the uneven road surface and the periodic fluctuation of the driving torque occurs and the period of the torque fluctuation coincides with the unsprung resonance frequency range of the vehicle, the engine output is reduced. It is known that an excessive torque due to torsional resonance is prevented from being generated on the input shaft from the engine to the power transmission mechanism without providing a torque limiter mechanism by temporarily lowering (or stopping). (For example, refer to Patent Document 1).

JP 2009-40174 A

  However, the conventional hybrid vehicle control device as described above reduces the engine output and reduces the total drive torque when the vehicle travels on a rough road such that the fluctuation cycle of the travel drive torque coincides with the unsprung resonance frequency range of the vehicle. It was just a matter of lowering.

  Therefore, if the hybrid vehicle is not in an accelerated or decelerated state and the hybrid drive device is rotating in a floating state, the tires of the drive wheels become uneven road surfaces such as wavy roads when entering a rough road. Power transmission mechanism with gears due to the possibility of torque fluctuations and torsion on the drive shaft due to repeated slips and grips, and the direction of torque action (positive or negative of drive torque) on the drive shaft periodically reversed There is a problem that a continuous rattling noise is likely to occur.

  Therefore, the present invention provides a control device for a hybrid vehicle capable of executing control for preventing rattling noise when the hybrid vehicle travels on a rough road.

  In order to achieve the above object, a control apparatus for a hybrid vehicle according to the present invention includes (1) a total drive that is provided with a travel drive source having both an internal combustion engine and an electric motor, and is transmitted from the output shaft of the travel drive source to the drive wheel side. A control device for a hybrid vehicle that is installed in a hybrid vehicle that generates a driving force according to torque, sets a command value of the total driving torque, and controls outputs of the internal combustion engine and the electric motor according to the command value And the ratio of the first torque based on the output of the internal combustion engine out of the total drive torque on condition that torque fluctuation that periodically reverses the direction of action of the total drive torque occurs in the total drive torque. The second torque based on the output of the electric motor is increased in the total driving torque so as to decrease.

  In the present invention, when a periodic torque fluctuation that reverses the direction of operation of the total drive torque transmitted from the output shaft of the travel drive source to the drive wheel side occurs, the first of the total drive torque based on the output of the internal combustion engine. The outputs of the internal combustion engine and the electric motor are controlled so that the ratio of one torque is reduced and the second torque based on the output of the electric motor is increased. Accordingly, the second torque based on the motor output is increased so as to reduce the ratio of the first torque based on the output of the internal combustion engine with respect to the vibration input in the torsional direction that causes a periodic reversal of the direction of action in the total drive torque. Thus, the total drive torque is quickly shifted in the torque increasing direction, and it is effectively suppressed that the action direction of the total drive torque is reversed on the output shaft. As a result, it is possible to prevent rattling noise when the hybrid vehicle travels on a rough road.

  In the hybrid vehicle control device of the present invention, preferably, (2) when the second torque is increased so as to decrease the ratio of the first torque, the first torque of the total drive torque is decreased, Of the total driving torque, the second torque is increased.

  In this case, since the first torque of the total drive torque is reduced and the second torque is increased, the ratio of the second torque corresponding to the motor output is sufficiently increased in the total drive torque, and the action of the total drive torque is achieved. The effect of control that suppresses the reversal of the direction by increasing the second torque can be enhanced.

  In the control apparatus for a hybrid vehicle having the configuration of (2) above, (3) the amount of increase in the second torque when the second torque is increased maintains the operating direction of the total drive torque in the positive direction. It is better to set within the range.

  In this case, since the direction of action of the total drive torque is maintained in the positive direction, rattling caused by torque fluctuation accompanying reversal of the total drive torque can be reliably prevented.

  In the hybrid vehicle control device having the configuration of (3), it is more preferable that (4) the increase amount of the second torque is variably set according to the fluctuation range of the torque fluctuation.

  In this case, the increase amount of the second torque does not become larger than necessary, and the return to the normal control and the switching of the driving force distribution for increasing the second torque are facilitated.

  In the present invention, (5) the increase amount of the second torque is variably set according to the fluctuation range of the torque fluctuation on condition that the fluctuation range of the torque fluctuation exceeds a preset threshold fluctuation width. It is good.

  This effectively suppresses reversal of the direction of torque acting on the output shaft when traveling on rough roads such as wavy roads that tend to cause unsprung resonance. The threshold fluctuation range here is set in advance as the torque fluctuation range when the torque fluctuation on the output shaft of the traveling drive source corresponds to a vibration input that causes an annoying rattling noise, for example, the total drive It is set as the amplitude of torque fluctuation close to twice the force command value.

  In the present invention, (6) on the condition that the command value of the total driving torque is set to a substantially constant value and torque fluctuation in which the action direction is periodically reversed occurs on the output shaft. It is desirable to increase the second torque so as to reduce the torque ratio.

  In this case, the reversal of the direction of action of the total drive torque on the output shaft is effectively suppressed by the increase in the second torque corresponding to the change in the total drive torque.

  In the present invention, (7) the first electric motor that can operate as a generator when the electric motor is driven by the internal combustion engine, and the output shaft without being driven by the internal combustion engine. A second electric motor capable of applying two torques, and the first torque can be changed by controlling at least one of an output of the internal combustion engine and a power generation load of the first electric motor.

  In this case, the first torque can be controlled by either the internal combustion engine or the first electric motor, and the second torque can be controlled quickly and accurately by the second electric motor according to the variation of the total driving torque.

  According to the present invention, with respect to the vibration input in the torsional direction that causes torque fluctuation with periodic positive / negative reversal in the total driving torque, the deterioration of torque fluctuation is effectively suppressed by the decrease in the first torque and the motor output. Since the ratio of the second torque based on the above is increased and the second torque is increased, the action of the total drive torque on the output shaft can be achieved by quickly shifting the total drive torque in the torque increasing direction. Direction reversal can be effectively suppressed. As a result, it is possible to provide a control device for a hybrid vehicle that can prevent rattling noise when the hybrid vehicle travels on a rough road.

1 is a schematic configuration diagram of a hybrid vehicle travel drive system including a hybrid vehicle control device according to an embodiment of the present invention. It is a timing chart explaining the driving force distribution control performed at the time of rough road driving | running | working in the control apparatus of the hybrid vehicle which concerns on one Embodiment of this invention. It is a flowchart which shows the schematic process sequence of the driving force distribution control at the time of rough road driving | running | working performed in the control apparatus of the hybrid vehicle which concerns on one Embodiment of this invention.

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

(One embodiment)
1 to 3 show an embodiment of the present invention.

  As shown in FIG. 1, the hybrid vehicle 1 of the present embodiment includes an engine 10 that is an internal combustion engine and a motor generator that is an electric motor capable of generating electric power (hereinafter referred to as “motor generators”) as driving motors that are controlled according to a required output. The hybrid drive device 20 including MG1 and MG2 (simply called motors) is provided.

  The hybrid drive device 20 is controlled by the control device 30 of the hybrid vehicle, and can drive the hybrid vehicle 1 by power output from at least one of the engine 10 and the motors MG1 and MG2. .

  The engine 10 is a multi-cylinder internal combustion engine, for example, a 4-cycle gasoline engine. The motors MG1 and MG2 are housed in a transmission case 5 (not shown in detail), and the transmission case 5 is fastened to the engine 10.

  The motors MG1 and MG2 are each configured as a permanent magnet synchronous generator motor, and function of an electric motor that converts supplied electric power into rotational power and outputs it, and a generator that converts input rotational power into electric power and outputs it. It has both functions. The motor MG1 is mainly used as a generator, and the motor MG2 is mainly used as an electric motor.

  Specifically, the motor MG1 includes an internal magnet type rotor 51 in which a plurality of permanent magnets are arranged in a substantially V shape so that reluctance torque can be used, and a stator 53 around which a three-phase coil is wound. Thus, when the stator 53 receives supply of AC power from the inverter 61 to form a rotating magnetic field, the rotor 51 is rotated by the rotating magnetic field. Similarly, motor MG2 has an internal magnet type rotor 52 in which a plurality of permanent magnets are arranged in a substantially V shape so that reluctance torque can be used, and stator 54 around which a three-phase coil is wound. When the stator 54 receives AC power from the inverter 62 and forms a rotating magnetic field, the rotor 52 is rotated by the rotating magnetic field. The motors MG1 and MG2 are provided with resolvers (not shown) that detect the rotation angle positions of the rotors 51 and 52, respectively.

  Further, the hybrid drive device 20 integrates the rotational power output from at least one of the engine 10 and the motors MG1 and MG2 by the power split and integration mechanism 40 and outputs it as a total driving force. That is, the hybrid drive device 20 includes a power split and integration mechanism 40 capable of integrating power from these prime movers in addition to the engine 10 and the motors MG1 and MG2.

  Further, the hybrid drive device 20 transmits the total driving force, which is the rotational power output from the power split and integration mechanism 40, to the differential mechanism 80 via the speed reduction mechanism 70, and the left and right drive shafts 3 from the differential mechanism 80. Is transmitted to the left and right drive wheels 2 in a differential manner. The left and right drive wheels 2 generate a driving force for driving the hybrid vehicle 1 according to the transmission power. The speed reduction mechanism 70 and the differential mechanism 80 are power transmission mechanisms that transmit the total driving force output from the power split and integration mechanism 40 to the left and right driving wheels 2.

  The power split and integration mechanism 40 includes first and second planetary gear mechanisms 40a and 40c and an output element 40b (output shaft) common to both planetary gear mechanisms 40a and 40c. It has a function to divide the power into driving power and power for driving, or to integrate the motor output from any one or more of the engine 10 and the motors MG1, MG2 and output it as a total driving force. Yes.

  The first planetary gear mechanism 40a divides the rotational power from the engine 10 into power for driving the motor MG1 in the generator mode and power output to the speed reduction mechanism 70 side for driving the hybrid vehicle 1 to travel. It has a power split function that can do. Further, when the motor MG1 operates in the electric motor mode, it also has a function of decelerating and outputting the power.

  The first planetary gear mechanism 40a includes an input / output coupled to the first planetary carrier 44 as an input element coupled to the engine output shaft 12 of the engine 10 via a damper element (not shown) and the rotor 51 of the motor MG1. A first sun gear 42 serving as an element, a plurality of first planetary pinions 43 supported by the first planetary carrier 44 so as to be capable of rotating and revolving around the first sun gear 42, and the first planetary pinions 43 are included. And a first ring gear 45a as an output element that meshes with each other.

  The second planetary gear mechanism 40c has a speed reducing function that reduces the rotational power output by the motor MG2 in the motor mode and increases the output torque, and has the same rotation center as that of the planetary gear mechanism 40a for power split. It is arranged on the axis. Further, when the motor MG2 operates in the generator mode, it also has a function of taking the power from the output element 40b side into the motor MG2.

  The second planetary gear mechanism 40c includes a second sun gear 46 as an input / output element coupled to the rotor 52 of the motor MG2, a second planetary carrier 47 as a fixed element supported by the transmission case 5, and a second planetary carrier 47. The second planetary pinion 48 is rotatably supported by the two planetary carrier 47, and a second ring gear 45c serving as an output element in which these second planetary pinions 48 are in mesh with each other. The second ring gear 45c is integrally coupled with the first ring gear 45a of the first planetary gear mechanism 40a to form an annular output element 40b, and a counter drive gear 49 is mounted on the output element 40b. That is, the output element 40b to which the counter drive gear 49 is attached serves as the output shaft of the hybrid drive device 20, and the total driving force output from the output element 40b is transferred to the drive wheel 2 side via the speed reduction mechanism 70. It is to be transmitted.

  The reduction mechanism 70 includes, for example, a counter driven gear 74 that meshes with the counter drive gear 49 and a final drive gear 78 that is integrally coupled to the counter driven gear 74. The differential mechanism 80 has a ring gear 82 that meshes with the final drive gear 78, and outputs the power transmitted to the ring gear 82 to the left and right drive wheels 2 in a differential manner via the left and right drive shafts 3. belongs to. The speed reduction mechanism 70 and the differential mechanism 80 can cause the left and right drive wheels 2 to generate a travel drive force corresponding to the total drive force output from the power split and integration mechanism 40 of the hybrid drive device 20. In the vicinity of the left and right drive wheels 2 and the drive shaft 3, left and right wheel speed sensors (not shown in detail) functioning as the vehicle speed sensor 102 are provided.

  On the other hand, as shown in FIG. 1, a control device 30 (control device for a hybrid vehicle) that controls the output of the hybrid drive device 20 includes a motor ECU 60, inverters 61 and 62, an HVECU 100, an accelerator position sensor 101, a vehicle speed sensor 102, and an EV. A travel selection switch 103, an eco switch 104, a main battery 105 (secondary battery for hybrid drive), a boost converter 106, a battery monitoring unit 107, a skid control ECU (not shown), and the like are configured.

  Motor ECU 60 stores a control program for controlling motors MG1 and MG2 via inverters 61 and 62, and operates in accordance with a torque command value from HVECU 100. The motor ECU 60 controls the output torque, rotation speed, or generator output as motors of the motors MG1 and MG2 in accordance with a command value from the HVECU 100. Further, the motor ECU 60 grasps, for example, the rotational positions of the permanent magnets in the internal magnet type rotors 51 and 52 of the motors MG1 and MG2 and the rotational speeds of the rotors 51 and 52 based on the detection signal of the resolver. The motors MG1 and MG2 can be controlled with high efficiency. Furthermore, when the engine 10 is started by one of the motors MG1 and MG2, for example, the motor MG1, the motor ECU 60 can calculate the amount of electric power required for the start.

  The inverters 61 and 62 are provided corresponding to the motors MG1 and MG2, and cooperate with the boost converter 106 that boosts the voltage of the main battery 105 for hybrid driving to a high voltage, so that the high voltage current and the motors MG1 and MG2 are combined. It has the function to perform conversion between the three-phase alternating current. In the plurality of inverters 61 and 62, a drive current can be supplied to the motors MG1 and MG2 at an arbitrary voltage and frequency within a predetermined range in accordance with a command value from the motor ECU 60. In addition, each inverter 61, 62 can convert an alternating current generated by the corresponding motor MG1 or MG2 into a direct current for charging the main battery 105. The power supply and the power recovery via the inverters 61 and 62 for the motors MG1 and MG2 are controlled by the motor ECU 60 and the HVECU 100.

  The accelerator position sensor 101 outputs a signal corresponding to an operation amount of an accelerator pedal (not shown) mounted on the hybrid vehicle 1 as a requested accelerator opening Acc from the driver. The vehicle speed sensor 102 is composed of, for example, a known wheel speed sensor.

  Further, the EV travel selection switch 103 selects an electric vehicle mode in which the hybrid vehicle 1 travels with only one of the motor outputs of the motors MG1 and MG2 of the hybrid drive device 20, or cancels the selected state. The switch can be operated by the driver between a selected state (ON state) and a selected release state (OFF state).

  The eco switch 104 is for selecting and deselecting the fuel efficiency priority travel mode that requires the HVECU 100 to perform travel drive control that gives priority to reducing the energy consumption per unit travel distance of the hybrid drive device 20 over the normal range. It is provided as a switch.

  The main battery 105 for hybrid drive supplies electric power to one of the motors MG1 and MG2 that operates in the motor mode when the hybrid vehicle 1 starts, accelerates, or climbs, and the motor MG1 that operates in the generator mode. , MG2 can be charged and stored by the generated power (for example, regenerative power generation current during deceleration).

  The battery monitoring unit 107 has a power supply monitoring program, and can output power supply monitoring information representing the voltage, current, and temperature of the main battery 105 to the HVECU 100.

  The HVECU 100 is an electronic control unit for hybrid drive control, and functions as a drive force distribution control mechanism in the present invention.

  The HVECU 100 incorporates an integrated control program for performing integrated control so that the engine 10 and the motors MG1 and MG2 that are the prime movers operate according to the required output. The required output (required power) mentioned here is a required output corresponding to the driver's accelerator pedal operation amount, etc., a required output required from other travel control functions such as cruise control, or a plurality of such required outputs. Is a requested output calculated based on the requested output.

  Although the detailed hardware configuration is not illustrated, the HVECU 100 includes, for example, a CPU, a ROM, a RAM, and a rewritable nonvolatile memory, an input interface circuit having an A / D converter, and an output interface having a driver and a relay switch. The circuit includes a communication port for performing data communication with other on-vehicle ECUs. A ROM and a rewritable nonvolatile memory (hereinafter referred to as a ROM or the like) store, for example, control programs for executing various controls, as well as various maps and set value data.

  The HVECU 100 is, for example, a required accelerator opening degree Acc from an accelerator position sensor 101 corresponding to a driver's accelerator pedal operation amount, a vehicle speed signal from a vehicle speed sensor 102, and an engine speed from a crank angle sensor (not shown) in the engine 10. While detecting a signal etc., the selection signal (ON signal) of the fuel consumption priority driving mode from the eco switch 104 or the release signal (OFF signal) after the selection is input. Further, the HVECU 100, for example, a required value of a driving force division ratio (a ratio between a distributed power for driving driving from the engine 10 and a distributed power to the motor MG1 or MG2 when the generator is activated) from a skid control ECU (not shown). And enter.

  Based on these input information, the HVECU 100 determines the required power corresponding to the total driving force of the hybrid drive device 20, the power command value (required engine power) and the engine speed required for the engine 10, the motor MG1. The torque command value and the like for MG2 are calculated and output to the engine ECU incorporating the power command value and the engine speed command value, and the torque command value is output to the motor ECU 60.

  More specifically, when the HVECU 100 grasps the required power, the HVECU 100 corresponds to the total output of the hybrid drive device 20 corresponding to the required power, that is, the total driving force output from the output element 40b of the power split integration mechanism 40. The command value of the total driving torque to be performed (and the output rotation speed of the output element 40b depending on the vehicle speed) and the driving force distribution ratio according to the vehicle running state are set, and the power command value and engine rotation required for the engine 10 are set. And the torque command value for the motors MG1 and MG2 are calculated.

  The driving force distribution ratio here refers to the engine direct torque input to the output element 40b of the power split and integration mechanism 40 and the motor MG2 that is decelerated by the second planetary gear mechanism 40c and input to the output element 40b. This is a power ratio according to the torque ratio and the rotational speed [rpm] of the output element 40b. The engine direct torque referred to here is when the output torque of the engine 10 is input to the first planetary carrier 44 with the reaction torque of the motor MG1 applied to the first sun gear 42 of the first planetary gear mechanism 40a. , The torque transmitted to the first ring gear 45 a via the plurality of first planetary pinions 43.

  More specifically, as shown in FIG. 2, the HVECU 100 sets the command value of the second torque based on the output of the motor MG2, for example, the motor torque command value Ttms [Nm] and the first driving force command value Ttotal. The engine torque directly reaching command value Tengs [Nm] corresponding to the engine directly reaching torque transmitted to the first ring gear 45a of the planetary gear mechanism 40a is set.

  Further, the HVECU 100 constantly grasps the discharge amount and the regeneration amount of the main battery 105 for hybrid driving based on the power supply monitoring information from the battery monitoring unit 107, and corresponds to the charge amount ratio with respect to the total battery capacity of the main battery 105. An SOC (State Of Charge) [%] is calculated, and the variation range of the SOC is limited to a predetermined utilization variation range set in view of reliability and life of the main battery 105.

  In addition, the HVECU 100 cooperates with the skid control ECU to generate a driving force due to tire slip or the like on a low μ road based on detection information from a wheel speed sensor or the like that detects the rotational speed of the left and right driving wheels 2. When the sudden change starts, the torque command values of the motors MG1 and MG2 are changed, and the traction control for transmitting the driving force according to the required output by the accelerator pedal operation or the like to the road surface is executed.

  The engine ECU built in the HVECU 100 has a control program and a map for controlling the output of the engine 10 based on the engine power command value from the HVECU 100 and various sensor information. The engine ECU calculates a throttle opening at which a required engine output can be obtained, a fuel injection time (a fuel injection timing and an injection period), and an ignition timing based on a map and various sensor information. . The engine ECU outputs a control signal to an electronic control throttle valve, an injector and an ignition coil (not shown) according to the input engine power command value. In addition, when the hybrid drive device 20 generates the driving force by the power of the engine 10 alone, the engine ECU is configured such that the fuel consumption rate and the engine output with respect to the engine rotation speed and the engine load of the engine 10 stored in the ROM or the like. The engine 10 is controlled to an operating point close to the optimum fuel consumption based on an engine performance map that can specify the value of.

  On the other hand, the HVECU 100 can exhibit functions as an estimated torque calculation unit 111, an integral calculation unit 112, and a driving force distribution ratio control unit 113, which will be described later, according to a control program stored in a ROM or the like. With these functions, the HVECU 100 is configured such that when the hybrid vehicle 1 travels on a rough road such as a wavy road, torque fluctuation that periodically reverses the direction of action of the total drive torque occurs. Of these, the second torque based on the output of the motor MG2 is increased in the total driving torque so as to reduce the ratio of the first torque based on the output of the engine 10.

  The estimated torque calculation unit 111 is based on the rotational speed of the drive shaft 3 detected by the vehicle speed sensor 102 (wheel speed sensor), in the torsion direction that causes periodic torque fluctuations in the left and right drive shafts 3 and the output element 40b. The vibration input, for example, the vibration input when the tire of the driving wheel 2 hits an uneven road surface such as a wavy road and torque fluctuation or twist occurs in the drive shaft 3 can be detected. The estimated torque calculation unit 111 corresponds to the amount of change in the rotational speed of the drive shaft 3 at a fixed measurement time (the amount of change that increases the rotational speed due to slip on the uneven road surface and decreases the rotational speed due to the grip). The torque Tds (on D / S in FIG. 2) acting on the drive shaft 3 is referred to based on the rotational fluctuation amount of the motor MG2 to be stored by referring to an estimated map stored in advance in a ROM or the like or using a calculation formula. The actual load torque (hereinafter simply referred to as D / S estimated input torque) on the output element 40b of the power split and integration mechanism 40 corresponding to the torque Tds) is estimated and calculated.

  The integral calculation unit 112 calculates the integral value of the fluctuation amount for each unit detection time of the D / S estimated input torque calculated by the estimated torque calculation unit 111 for the integration period from a predetermined time before to the present time. . The integral calculation unit 112 grasps the fluctuation amplitude of the rotational speed fluctuation of the motor MG2 running on the wavy road by the motor ECU 60, and calculates the integral value of the fluctuation amount for an integration period from a predetermined time to the present time, An integral value of fluctuation amount within a predetermined time of the D / S estimated input torque may be calculated.

  The driving force distribution ratio control unit 113 is based on the ratio between the engine direct torque and the motor torque input to the output element 40b of the power split and integration mechanism 40 based on the calculation results of the estimated torque calculation unit 111 and the integration calculation unit 112. The operating conditions (required engine power, engine speed, torque command value) of the engine 10 and the motors MG1, MG2 are variably set so as to variably control a certain driving force distribution ratio.

  The driving force distribution ratio control unit 113 determines that the current D / S estimated input torque reaches a predetermined value α or more and the integral value within a predetermined time (for example, several seconds) of the fluctuation amount of the D / S estimated input torque is previously set. When reaching the set determination threshold value β or more, it is determined that the vehicle is traveling on a rough road such as a wavy road, and the total drive torque output from the output element 40b of the power split and integration mechanism 40 of the hybrid drive device 20 is determined. Of these, the second torque based on the output of the motor MG2 is increased so as to reduce the ratio of the first torque based on the output of the engine 10. That is, the driving force distribution ratio control unit 113 determines the distribution ratio of the output (driving force) of the engine 10 and the motor MG2 in the total driving force output from the hybrid driving device 20 depending on whether or not the hybrid vehicle is traveling on a rough road. It is supposed to change.

  Specifically, when the driving force distribution ratio control unit 113 determines that the vehicle is traveling on a rough road, the “command value for direct engine torque” in FIG. 2 corresponding to the first torque is indicated by a dotted line in FIG. As shown in FIG. 2, the motor torque Ttms in FIG. 2 corresponding to the second torque is smaller than the normal value (the value indicated by the solid line in FIG. 2). The required power of the engine 10 and the torque command value of the motor MG2 are variably set so as to be larger than the value indicated by the solid line). Here, when the second torque is increased, the increase in the second torque indicates that the acting direction of the actual torque on the MG2 axis, which is the actual total drive torque on the output element 40b of the power split and integration mechanism 40, is shown in FIG. As indicated by the dotted line, it is set within a range maintained in the positive direction (traveling drive direction).

  In addition, the driving force distribution ratio control unit 113 of the HVECU 100 maintains the accelerator opening substantially constant so that the command value of the total driving torque output from the power split and integration mechanism 40 is at the time of acceleration driving or deceleration regeneration operation. The driving direction of the actual total driving torque is periodically reversed on the output element 40b of the power split and integration mechanism 40 by traveling on a rough road such as a wavy road. The ratio of the first torque is reduced and the second torque is increased on the condition that torque fluctuation occurs such that the sign of torque is periodically reversed. The increment of the second torque here is the fluctuation width W of the actual torque on the MG2 axis, which is the actual torque on the output element 40b of the power split and integration mechanism 40, and the total driving force (total driving torque) command value Ttotal [Nm]. It can be variably set according to. When the total driving force changes substantially due to the change in the accelerator opening, the actual torque on the drive shaft 3 does not periodically change positively or negatively within the low torque range. It is not necessary to consider the acceleration / deceleration that causes a change.

  The driving force distribution ratio control unit 113 is set in advance as a value particularly when the fluctuation range W of the actual torque on the output element 40b of the power split and integration mechanism 40 corresponds to a vibration input that causes an annoying rattling noise. On the condition that the threshold fluctuation range is exceeded, it is determined whether or not the operating state is capable of changing the driving force distribution, and the increase amount of the second torque is variably set according to the fluctuation range of the torque fluctuation. It has become.

  Here, the threshold fluctuation range is set in advance as a torque fluctuation range when the torque fluctuation on the output shaft of the traveling drive source corresponds to a vibration input that causes an annoying rattling sound, for example, a command for the total driving force It is set as the amplitude of torque fluctuation close to twice the value. That is, when the threshold fluctuation width is a swing width in both positive and negative directions with respect to the command value of the total driving force (corresponding to the swing width W in FIG. 2), the swing width on one side in the positive direction or the negative direction is the total driving force. MG2 on-axis torque Ttmg in which vibration input is added to the total driving force is always zero or more, and the MG2 on-axis torque Ttmg, which is the actual torque of the total driving torque, is reversed between positive and negative (inversion of the torque acting direction). ) Does not occur. Therefore, the threshold fluctuation range is set as an amplitude of torque fluctuation close to twice the command value of the total driving force.

  Here, the operating state in which the driving force distribution can be changed is, for example, that the remaining amount of the battery is large and that the output torque of the motor MG2 can be increased, and that the engine water temperature reaches a room temperature equal to or higher than the warm-up completion temperature. The hybrid vehicle satisfies the conditions that the engine 10 is in a stable operating state and that the motor MG2 does not reach a temperature (for example, 150 ° C.) that requires torque limitation to suppress overheating. State.

  Further, the change in the driving force distribution referred to here changes the power transmission ratio of the motor torque and the direct engine torque with respect to the power transmission system after the hybrid drive device 20 constituting the front transaxle, and travels while increasing the motor as much as possible. Is.

  The driving force distribution ratio control unit 113 can change the engine direct torque, which is the first torque, by controlling at least one of the output of the engine 10 and the power generation load of the motor MG1, for example, the engine Along with the engine power required for the engine 10, the engine torque direct delivery command value Tengs is variably set.

  The HVECU 100 can execute so-called regenerative braking control in which the power transmitted from the drive wheels 2 to the hybrid drive device 20 is converted into electric power by the motor MG2 and charged in the main battery 105 when the hybrid vehicle 1 is decelerated. It has become.

  Further, the HVECU 100 determines which of the engine 10 and the motors MG1 and MG2 is operated as a prime mover, the required power corresponding to the driver's requested operation input, the storage state of the main battery 105, the EV travel selection switch 103 and the eco switch 104, and further, it is determined according to the ON / OFF state of a sports driving mode selection switch (not shown). Therefore, hybrid vehicle 1 is driven only by the power from engine 10, HV traveling (hybrid traveling) that travels using engine 10 and motors MG1, MG2 in combination, and only the power from motors MG1, MG2. The vehicle can travel in any of EV traveling (electric vehicle traveling) or the like.

  Next, the operation will be described.

  In the vehicle control apparatus according to the present embodiment configured as described above, the process shown in the schematic flow of FIG. 3 is executed for each control period of the hybrid drive control by the HVECU 100. Prior to this process, the target vehicle speed is calculated for each control period of the hybrid drive control based on the required accelerator opening Acc from the accelerator position sensor 101 and sensor information on the vehicle speed at that time and other vehicle running conditions. Is done.

  The control program of this embodiment, which shows a schematic processing procedure in FIG. 3, switches the driving force distribution in the output element 40b of the power split and integration mechanism 40 when traveling on a rough road such as a wavy road.

  In this control program, first, in the first step S11, the calculation result of the estimated torque calculation unit 111 for calculating the D / S estimated input torque by the HVECU 100 and the fluctuation of the D / S estimated input torque for each unit detection time. A first determination is made as to whether or not the vehicle is traveling on a rough road such as a wavy road, based on the calculation result of the integral calculation unit 112 that calculates the integral value of the quantity for an integration period from a predetermined time before to the present time. A determination step is executed. Specifically, when the current D / S estimated input torque reaches a predetermined value α or more and the integrated value of the fluctuation amount of the D / S estimated input torque reaches a determination threshold β or more, the driving force distribution ratio control unit 113, it is determined that the vehicle is traveling on a rough road such as a wavy road.

  If the determination result in the first determination step S11 (hereinafter referred to as the first determination result) is not traveling on a rough road, the current process ends (in the case of NO in step S11).

  On the other hand, if the first determination result is traveling on a rough road (in the case of YES at step S11), the driving force distribution ratio control unit 113 then determines whether or not the driving state allows the driving force distribution. The determination step 2 is executed (step S12).

  Specifically, for example, whether the battery remaining amount is large and the output torque of the motor MG2 can be increased, whether the engine water temperature has reached a normal temperature equal to or higher than the warm-up completion temperature, and the engine 10 is in a stable operation state, A process for determining whether or not the motor MG2 has reached a temperature at which torque limitation is required to suppress overheating is executed.

  If the determination result in the second determination step S12 (hereinafter referred to as the second determination result) is not an operation state in which the driving force distribution can be changed, then the total efficiency of the hybrid drive device 20 is determined. The driving force distribution ratio control unit 113 sets a normal driving force distribution ratio at which the fuel efficiency is improved and low fuel consumption can be realized (step S13).

  On the other hand, if the second determination result is an operation state in which the driving force distribution can be changed, the driving force distribution ratio control unit 113 causes the total driving of the hybrid drive device 20 corresponding to the current required power. Within the force range, the driving force distribution is set under the condition that the motor torque Ttms is larger than the D / S estimated input torque (step S14).

  Then, when the setting of the driving force distribution ratio is completed, the current process is terminated.

  Thus, in the present embodiment, the distribution ratio of the output (driving force) of the engine 10 and the motor MG2 in the total driving force output from the hybrid drive device 20 is changed depending on whether or not the hybrid vehicle is traveling on a rough road. The That is, there is a periodic torque fluctuation that reverses the action direction of the total drive torque transmitted from the output element 40b of the power split and integration mechanism 40 of the hybrid drive device 20 that is the output shaft of the travel drive source to the drive wheel 2 side. When this occurs, the outputs of the engine 10 and the motor MG2 are controlled so that the ratio of the first torque based on the output of the engine 10 out of the total drive torque is reduced and the second torque based on the output of the motor MG2 is increased. And with respect to the vibration input in the torsional direction that causes torque fluctuation with periodic positive / negative reversal in the total driving torque, the deterioration of the torque fluctuation is effectively suppressed by the decrease in the first torque based on the output of the engine 10. By increasing the second torque so that the ratio of the second torque based on the output of the motor MG2 is increased, the total driving torque is shown in the same figure as the actual torque Tmg on the MG2 axis indicated by the dotted line PI in FIG. Is rapidly shifted from the conventional value PA indicated by the solid line in the direction of increasing torque.

  This effectively reverses the direction of the total drive torque on the output element 40b of the power split and integration mechanism 40, that is, determines that the torque on the power transmission path from the output element 40b to the drive shaft 3 is positive or negative. Therefore, it is possible to prevent rattling noise when the hybrid vehicle travels on a rough road.

  In the present embodiment, the first torque of the total drive torque is reduced and the second torque of the total drive torque is increased, so that the ratio of the second torque corresponding to the motor output in the total drive torque is sufficiently increased. It is possible to increase the effect of control that suppresses reversal of the direction of action of the total driving torque by increasing the second torque.

  In addition, the amount of increase in the second torque when increasing the second torque is set within a range in which the acting direction of the total drive torque is maintained in the positive direction, and thus is caused by torque fluctuation accompanied by reversal of the total drive torque The rattling can be surely prevented.

  Further, since the increase amount of the second torque is variably set according to the fluctuation range of the torque fluctuation, the increase amount of the second torque is not increased more than necessary, and the normal driving force distribution at the end of the rough road traveling It is easy to return to the normal control in which is set, and to switch the driving force distribution for increasing the second torque.

  Furthermore, on the condition that the fluctuation width W of the torque fluctuation exceeds a preset threshold fluctuation width, the increase amount of the second torque is variably set according to the fluctuation width of the torque fluctuation, thereby causing unsprung resonance. When traveling on rough roads such as easy wavy roads, reversal of the direction of the torque on the output element 40b of the power split and integration mechanism 40 is effectively suppressed.

  In addition, in this embodiment, the command value (Ttotal in FIG. 2) of the total drive torque is set to a substantially constant value, and the torque at which the direction of action periodically reverses to the output element 40b of the power split integration mechanism 40. On the condition that fluctuation occurs, the second torque is increased so as to decrease the ratio of the first torque. Therefore, the positive / negative reversal of the total driving torque on the output element 40b is more effectively suppressed by the increase in the second torque according to the fluctuation of the total driving torque.

  Further, in the present embodiment, the first torque can be controlled by either the engine 10 or the motor MG1, and the second torque can be controlled by the motor MG2, so that the driving force distribution ratio can be quickly and according to the fluctuation of the total driving torque. It can be controlled accurately.

  As described above, in the present embodiment, the torque fluctuation is caused by the decrease in the first torque based on the output of the engine 10 with respect to the vibration input in the torsional direction that causes the torque fluctuation with periodic positive / negative reversal in the total driving torque. Since the deterioration is effectively suppressed and the ratio of the second torque based on the output of the motor MG2 is increased and the second torque is increased, the total drive torque is quickly shifted in the torque increasing direction. Can do. Therefore, the hybrid vehicle can effectively suppress the reversal of the direction of action of the total drive torque on the output element 40b of the power split and integration mechanism 40 and can prevent rattling noise when the hybrid vehicle travels on a rough road. A control device can be provided.

  In the above-described embodiment, when the second torque based on the output of the motor MG2 is increased so as to decrease the ratio of the first torque based on the output of the engine 10 out of the total drive torque, the total driving force is substantially constant. However, the total driving force varies within the range of a relatively small total driving force that can generate rattling noise on the power transmission path from the output element 40b of the power split and integration mechanism 40 to the drive shaft 3. It may be a case where it gradually changes over a sufficiently long period with respect to the cycle. Further, although the output of the engine 10 is reduced to reduce the first torque, the power generation load torque of the motor MG1 may be slightly increased according to the state of charge of the main battery 105.

  Further, in the above-described embodiment, based on the calculation results of the estimated torque calculation unit 111 and the integral calculation unit 112, the direction of torque application (positive / negative of torque) on the drive shaft 3 is periodically changed, or power splitting is performed. Torque fluctuations that periodically reverse the direction of torque action on the output element 40b of the integration mechanism 40 have been detected. However, any torque on the power transmission path from the output element 40b of the power split integration mechanism 40 to the drive shaft 3 is detected. You may provide the sensor which detects directly the torque of this rotation transmission element. That is, based on the detection information of the torque detection sensor, it is possible to detect the periodic positive / negative reversal of the drive shaft torque and the periodic reversal of the torque acting direction on the output element 40b.

  Furthermore, in the above-described embodiment, the hybrid drive device 20 that generates the travel drive force based on the power from at least one of the motors MG1, MG2 and the engine 10 is provided. The present invention can be applied to any hybrid vehicle provided with an electric motor (electric motor) as a prime mover for traveling driving.

  Of course, the power split and integration mechanism 40 and the speed reduction mechanism 70 are not limited to those shown in FIG.

  As described above, the control device for a hybrid vehicle according to the present invention is capable of generating the second torque based on the motor output with respect to the vibration input in the torsion direction that causes the torque fluctuation accompanied by the periodic positive / negative reversal in the total driving torque. Since the ratio is increased, the total driving torque can be quickly shifted in the direction of increasing the torque to effectively suppress the reverse of the direction of action of the total driving torque on the output shaft. It is possible to provide a control device for a hybrid vehicle that can prevent rattling noise during traveling. The present invention as described above is useful for all control devices for hybrid vehicles equipped in a hybrid vehicle that uses both an internal combustion engine and an electric motor as a travel drive source.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Drive wheel 3 Drive shaft 10 Engine (internal combustion engine)
12 Engine output shaft 20 Hybrid drive device (travel drive source)
30 Control device (control device for hybrid vehicle)
40 Power split and integration mechanism 40a First planetary gear mechanism 40b Output element (output shaft)
40c Second planetary gear mechanism 49 Counter drive gear 51, 52 Rotor 53, 54 Stator 60 Motor ECU
61, 62 Inverter 70 Deceleration mechanism 80 Differential mechanism 100 HVECU (Electronic control unit for hybrid drive control, drive force distribution control mechanism)
101 Accelerator position sensor 102 Vehicle speed sensor (wheel speed sensor)
105 Main battery (secondary battery for hybrid drive)
111 Estimated torque calculation unit 112 Integral calculation unit 113 Driving force distribution ratio control unit MG1 motor MG2 motor (electric motor, prime mover)

Claims (7)

A driving power source having both an internal combustion engine and an electric motor, wherein the driving power source is provided in a hybrid vehicle that generates a driving force corresponding to the total driving torque transmitted from the output shaft of the driving source to the driving wheel side. And a control device for a hybrid vehicle that controls the output of the internal combustion engine and the electric motor according to the command value,
The ratio of the first torque based on the output of the internal combustion engine out of the total drive torque is reduced on condition that torque fluctuation that periodically reverses the direction of action of the total drive torque occurs in the total drive torque. A hybrid vehicle control device that increases a second torque based on an output of the electric motor out of a total driving torque.   When the second torque is increased so as to reduce the ratio of the first torque, the first torque is reduced among the total driving torque, and the second torque is increased among the total driving torque. The hybrid vehicle control device according to claim 1.   The increase amount of the second torque when increasing the second torque is set within a range in which the direction of action of the total drive torque is maintained in the positive direction. The hybrid vehicle control device according to 2.   The hybrid vehicle control device according to claim 3, wherein an increase amount of the second torque is variably set according to a fluctuation range of the torque fluctuation.   The increased amount of the second torque is variably set according to the fluctuation range of the torque fluctuation on the condition that the fluctuation range of the torque fluctuation exceeds a preset threshold fluctuation width. The control device for a hybrid vehicle according to any one of claims 4 to 4.   On the condition that the command value of the total drive torque is set to a substantially constant value and torque fluctuation occurs in which the direction of action is periodically reversed on the output shaft, the ratio of the first torque is reduced. The control device for a hybrid vehicle according to any one of claims 1 to 5, wherein the second torque is increased. A first motor that can operate as a generator when driven by the internal combustion engine, and a second motor that can cause the second torque to act on the output shaft without being driven by the internal combustion engine. An electric motor, and
The said 1st torque is changed by control of at least one among the output of the said internal combustion engine and the electric power generation load of the said 1st electric motor, The claim of any one of Claim 1 thru | or 6 characterized by the above-mentioned. Control device for hybrid vehicle.

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