JP2014156892A - Control unit for active type vibration control support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control unit for an active type vibration control support device, capable of improving accuracy of a timing of vibration suppression control.SOLUTION: In a control unit 10, when an engine 14 stops, starts, or restarts its operation, an actuator ECU 26 corrects a crank angle based on a CRK pulse signal from a CRK sensor 20 by using a resolver signal from a resolver 23. When the corrected crank angle reaches a control start crank angle, the actuator ECU 26 starts vibration suppression control by an actuator.

Description

  The present invention relates to a control device for an active vibration-proof support device for suppressing transmission of vibration from an internal combustion engine to a vehicle body by driving an actuator.

  For example, Patent Literature 1 discloses a technique for suppressing vibration transmitted from an engine that is an internal combustion engine to a vehicle body by driving an actuator. Patent Document 1 discloses an active vibration isolating support device for suppressing vibration of a vehicle body caused by roll natural vibration that occurs during a motoring state from the start of an engine to the first explosion, and the active anti-vibration device. A control device for controlling the vibration supporting device is disclosed.

JP 2011-252553 A

  In the technique of Patent Document 1, in order to suppress the vibration of the vehicle body caused by the roll natural vibration, the standard vibration start time obtained by averaging the vibration start times of the roll natural vibration is corrected according to the crank angle when the engine is stopped. By multiplying the coefficient, the vibration start timing of the roll natural vibration is calculated (corrected), and vibration suppression control is performed based on the corrected vibration start timing.

  In Patent Document 1, the engine rotation speed (engine speed) calculated from the crank angle is associated with the vibration start time. Therefore, in Patent Document 1, it is detected based on the vibration start time whether or not the engine rotation speed has reached the rotation speed according to the natural vibration of the roll, and if the rotation speed exceeds the vibration start time. It is determined that the roll natural vibration has started.

  However, the gradient of the increase in engine speed over time (engine rotational acceleration) changes due to differences in engine starting means (for example, differences between hybrid vehicle motors and starter motors) and variations in starting torque. To do.

  In this way, when vibration suppression control is started based on the engine speed, there is a difference between the calculated vibration start timing and the timing at which the roll natural vibration actually occurs. Vibration suppression control is started. As a result, vibration suppression control cannot be performed in response to the phase of the roll natural vibration that occurs when the engine is started or restarted, and vibration from the engine to the vehicle body caused by the roll natural vibration is effectively suppressed. Difficult to do.

  Based on such problems, if the above vibration suppression control is performed based on the crank rotational position, which is physical position information, instead of the engine rotational speed, the roll natural vibration during engine start-up or restart can be reduced. It is assumed that the generation timing can be accurately grasped.

  However, in general, the rotational position of the crank is acquired by detecting a pulse train at predetermined angular intervals accompanying the rotation of the crankshaft output from the crank rotational position acquisition means for detecting the rotational position. When the engine stops at the rotational position between the pulse and the pulse, the rotational position cannot be detected. Therefore, the acquired rotational position includes an error corresponding to the amount between pulses.

  With such a resolution of the rotational position of the crank, it is difficult to accurately perform the vibration suppression control corresponding to the phase of the roll natural vibration that occurs when the engine is started or restarted.

  The present invention has been made in consideration of such problems, and from the internal combustion engine to the vehicle body caused by the natural vibration of the roll that occurs when the internal combustion engine is started or restarted using the rotational position of the crank. An object of the present invention is to provide a control device for an active antivibration support device that can improve the accuracy of the timing of vibration suppression control when suppressing vibrations.

  According to the present invention, an internal combustion engine or an electric motor capable of outputting power to the internal combustion engine is supported on the vehicle body, and an actuator is driven by the control means so that vibrations of the internal combustion engine are transmitted to the vehicle body. The present invention relates to a control device for an active vibration isolating support device that performs vibration suppression control for suppressing vibration.

  And in order to achieve said objective, this invention has the structure in any one of following [1]-[5].

  [1] The control device includes a crank rotation position acquisition unit that detects a rotation position of a crank that rotates inside the internal combustion engine, and an electric motor rotation position acquisition unit that detects a rotation position of a rotor of the electric motor. In this case, the control means acquires the rotational position of the crank acquired by the crank rotational position acquisition means when the internal combustion engine is stopped, or when the internal combustion engine is started or restarted. Correction is performed based on the rotation position of the rotor acquired by the means, and when the corrected rotation position of the crank reaches a predetermined rotation position, the vibration suppression control by the actuator is started.

  According to this configuration, by correcting the rotational position of the crank by the rotational position of the rotor, a sensing error with respect to the rotational position of the crank due to the resolution of the crank rotational position acquisition unit can be corrected. As a result, it is possible to obtain a more accurate rotational position of the crank, and it is possible to improve the accuracy of the timing of vibration suppression control when the internal combustion engine is started or restarted by the active vibration isolating support device. . As a result, it is possible to effectively suppress vibration from the internal combustion engine to the vehicle body caused by roll natural vibration.

  Further, if the rotation position of the crank is corrected based on the rotation position of the rotor when the internal combustion engine is stopped, the rotation of the crank corrected when the internal combustion engine is started or restarted is corrected. Based on the position, the vibration suppression control can be quickly performed. On the other hand, if the rotational position of the crank is corrected at the time of starting or restarting the internal combustion engine, the vibration suppression control can be accurately performed based on the corrected rotational position of the crank.

  [2] The control device further includes cam signal acquisition means for acquiring cam signals of different modes that are switched for each successive combustion cylinder in accordance with rotation of the cam shaft of the internal combustion engine. In this case, the control means is provided by the crank rotational position acquisition means based on the cam signal acquired from the cam signal acquisition means when the internal combustion engine is stopped or the internal combustion engine is started or restarted. When correcting the acquired rotation position of the crank, the rotation position of the crank is corrected with reference to the rotation position of the rotor acquired by the motor rotation position acquisition means.

  The crank rotational position at the time of switching of the cam signal is uniquely determined. Therefore, in the present invention, by adopting the above configuration, even if there is a variation in accuracy in the rotational position of the crank acquired when the internal combustion engine is stopped, the rotational position of the crank at the time of switching of the cam signal is obtained. Based on this, it is possible to obtain a more accurate crank rotation position by correcting the crank rotation position when the internal combustion engine is stopped.

  Further, since a sensing error with respect to the crank rotational position due to the resolution of the crank rotational position acquisition means can be reduced with reference to the rotational position of the rotor, the internal combustion engine can be started or restarted. The timing accuracy of the vibration suppression control at that time can be further improved.

  [3] The control means refers to the rotational position of the rotor acquired by the motor rotational position acquisition means when the internal combustion engine and the electric motor are in a fastening state when the internal combustion engine is stopped. When the rotational position of the crank is acquired and the rotational position of the crank acquired with reference to the rotational position of the rotor at the time of starting or restarting the internal combustion engine reaches the predetermined rotational position, the actuator The vibration suppression control by is started.

  According to this configuration, since the accurate rotational position of the crank can be acquired from the rotational position of the rotor when the internal combustion engine is stopped, the internal combustion engine is stopped, or the internal combustion engine is started or restarted. At the time of starting, there is no need to correct the crank rotational position again. Accordingly, the active vibration isolating support device can be controlled at an earlier stage while maintaining the timing of vibration suppression control with high accuracy.

  [4] The control means may be configured such that the crank rotational position is based on the rotational position of the rotor acquired by the electric motor rotational position acquisition means from when the internal combustion engine is stopped until it is started or restarted. Keep getting.

  When the internal combustion engine is stopped, the rotational position of the crank may be shifted by an external input. Therefore, with the above-described configuration, the accurate rotational position of the crank at the time of starting or restarting the internal combustion engine can be acquired by continuously acquiring the shifted rotational position by the motor rotational position acquisition means.

  [5] The control device further includes crank rotational position storage means for storing the rotational position of the crank. In this case, when the internal combustion engine and the electric motor are engaged and the internal combustion engine stops, the control means refers to the rotational position of the rotor acquired by the electric motor rotational position acquisition means, and A rotational position is acquired, and the acquired rotational position of the crank is stored in the crank rotational position storage means.

  The control means is configured to store the internal combustion engine in which the rotational position of the crank acquired by referring to the rotational position of the rotor when the internal combustion engine is started or restarted is stored in the crank rotational position storage means. If it has not moved from the rotational position of the crank when the engine is stopped, the start timing of the vibration suppression control by the actuator is set using the rotational position of the crank when the engine is stopped.

  On the other hand, if the control means has moved from the rotational position of the crank at the time of stopping, the control means corrects the acquired rotational position of the crank based on the rotational position of the rotor, and the corrected rotational position of the crank is determined. The start timing of the vibration suppression control by the actuator is set.

  According to this configuration, the control means changes the method for setting the start timing of the vibration suppression control in accordance with whether or not there is a shift in the rotational position of the crank while the internal combustion engine is stopped.

  That is, if there is no deviation in the rotational position of the crank between the stop and start or restart of the internal combustion engine, the control means stores the stop time stored in the crank rotational position storage means. The start timing of the vibration suppression control is set using the rotational position of the crank. As a result, the correction process for the rotational position of the crank is completed before the internal combustion engine is started or restarted, so that the vibration suppression control can be promptly started when the internal combustion engine is started or restarted. it can.

  On the other hand, if there is a deviation in the rotational position of the crank during the period from the stop of the internal combustion engine to the start or restart, the control means acquires the acquired at the time of start or restart of the internal combustion engine. The rotation position of the crank is corrected by the rotation position of the rotor, and the start timing of the vibration suppression control is set using the corrected rotation position of the crank. Thereby, even when a shift occurs in the rotational position of the crank, the vibration suppression control can be accurately started.

  According to the present invention, when the rotation position of the crank is used to suppress the vibration from the internal combustion engine to the vehicle body caused by the natural vibration of the roll that is generated when the internal combustion engine is started or restarted, the timing of the vibration suppression control is performed. Accuracy can be improved.

It is a schematic block diagram of the control apparatus of the active vibration-proof support apparatus which concerns on one Embodiment of this invention. It is sectional drawing of ACM of FIG. It is a block diagram of engine ECU of FIG. It is a block diagram of actuator ECU of FIG. It is a timing chart which shows an example in the case of performing vibration suppression control using a CRK pulse signal. It is a timing chart which shows control of this embodiment. It is a flowchart for performing control of FIG. It is a schematic block diagram which shows a 1st specific example. It is a timing chart which shows the control according to the 1st example and the 2nd example. It is a schematic block diagram which shows the 2nd specific example. It is a schematic block diagram which shows the 3rd specific example. It is a flowchart for performing other control in this embodiment.

[Overall configuration of control device for active vibration isolation support device]
As shown in FIG. 1, a control device 10 for an active vibration isolation support device according to this embodiment is a type of vehicle control device applied to a vehicle 12, and an active control as an active vibration isolation support device. The vibration suppression control for suppressing the vibration transmitted from the engine 14 to the vehicle body 18 is performed by driving the mounts 16f and 16r (hereinafter also referred to as ACMs 16f and 16r).

  That is, for example, the control device 10 is a vehicle body caused by roll natural vibration (roll resonance) generated in the engine 14 during a motoring state from the start or restart of the multi-cylinder engine 14 to the first explosion. Used to suppress 18 vibrations.

  In this embodiment, the vehicle 12 is a hybrid vehicle having an engine 14 as an internal combustion engine and a motor 15 (engine driving motor) that can output power to the engine 14. On the other hand, the motor 15 is arranged in the vehicle width direction (left-right direction) of the vehicle 12. The ACMs 16f and 16r are respectively disposed in front and rear of the engine 14 and can be periodically expanded and contracted to elastically support the engine 14 and the motor 15 on the frame of the vehicle body 18.

  Furthermore, the start of the engine 14 refers to driving the engine 14 that has been stopped, for example, by a driver's operation. The restart of the engine 14 is automatically performed on the vehicle 12 side, for example. And the engine 14 is automatically driven again from this stopped state. However, the start and restart of the engine 14 are not limited to the above definition, and it is needless to say that other start methods or other restart methods for the engine 14 may be used.

  The control device 10 includes a crank pulse sensor 20 (crank rotation position acquisition means), a top dead center sensor 22 (cam signal acquisition means), a resolver 23 (motor rotation position acquisition means), a motor ECU 25, and an engine ECU 24 as control means. And an actuator ECU 26.

  Crank pulse sensor 20 (hereinafter also referred to as CRK sensor 20) provides engine ECU 24 with a crank signal (hereinafter also referred to as a CRK pulse signal) consisting of a pulse train at predetermined angular intervals as the crankshaft of engine 14 rotates. Output. That is, the CRK sensor 20 is composed of a rotor fixed to the crankshaft and a magnetic detection unit facing the outer peripheral surface of the rotor, and a large number of gear teeth are formed on the outer peripheral surface of the rotor. For example, the gear teeth are provided on the rotor at predetermined angular intervals, and a portion (missing tooth portion) where the gear teeth are missing is provided on a part of the outer peripheral surface. On the other hand, the magnetic detection unit includes a plurality of magnetoresistive elements (MRE) and a bias magnet.

  Therefore, the magnetic detection unit of the CRK sensor 20 detects the gear tooth portion as a pulse corresponding to the predetermined angle as the rotor rotates, and detects the missing tooth portion as a substantially zero level, so that the non-zero level is detected. At the rotational position, a CRK pulse signal composed of a pulse train of the predetermined angular interval can be output. By counting up the number of pulses of the CRK pulse signal, the rotational position (crank angle) of the crankshaft can be grasped.

  The top dead center sensor 22 (hereinafter also referred to as a TDC sensor 22) is composed of a rotor fixed to the cam shaft of the engine 14 and a magnetic detection unit facing the outer peripheral surface of the rotor. The rotor is formed with a plurality of long teeth having an angle larger than that of the above-described gear teeth and having different angles. The magnetic detection unit detects the long tooth portion as a pulse having a pulse width relatively longer than that of the crank angle pulse, and outputs the detected pulse as a TDC pulse signal.

  When the crankshaft rotates twice, the camshaft rotates once. Long teeth correspond to each cylinder. Therefore, the TDC pulse signal is a cam signal that is switched for each successive combustion cylinder in accordance with the rotation of the camshaft and is different for each cylinder. That is, the TDC sensor 22 outputs a pulse signal having a different pulse width for each cylinder as a TDC pulse signal. Therefore, by examining the TDC pulse signal output from the TDC sensor 22, it is possible to determine which cylinder has reached the top dead center position and is in a combustion state.

  Since the CRK sensor 20 and the TDC sensor 22 are magnetic sensors using the MRE, even when the engine 14 is stopped, the rotation position is detected when the crankshaft or the camshaft rotates. Can do. The CRK sensor 20 and the TDC sensor 22 are disclosed in, for example, Japanese Patent Application Laid-Open No. 2005-320945. Therefore, in this specification, a detailed description of the configuration of the CRK sensor 20 and the TDC sensor 22 is omitted.

  The resolver 23 outputs, to the engine ECU 24, a resolver signal composed of pulse trains at predetermined angular intervals accompanying the rotation of the rotor of the motor 15 via the motor ECU 25 that controls the motor 15. Therefore, by counting up the number of pulses of the resolver signal, it is possible to detect the relative rotational position (rotation angle) of the rotor with respect to the change in the TDC pulse signal (the edge of the TDC pulse). As will be described later, the resolver signal pulse has a shorter pulse period than the CRK pulse signal pulse (see FIG. 6). Therefore, the resolver signal is a sensor output signal having a higher angular resolution than the CRK pulse signal.

  The engine ECU 24 controls the engine 14 based on the input CRK pulse signal, TDC pulse signal, and resolver signal. The engine ECU 24 transmits a CRK pulse signal to the actuator ECU 26 via the CRK pulse signal line 28a, transmits a TDC pulse signal to the actuator ECU 26 via the TDC pulse signal line 28b, and transmits the TDC pulse signal to the actuator ECU 26 via the resolver signal line 28d. A resolver signal is transmitted to the ECU 26. Furthermore, the engine ECU 24 transmits various types of information to the actuator ECU 26 via a CAN (Controller Area Network) communication line 28c.

  The actuator ECU 26 generates a drive signal for driving the ACMs 16f and 16r based on various information such as a CRK pulse signal, a TDC pulse signal, and a resolver signal, and converts the generated drive signal into a drive current to convert the ACM 16f, 16r. Therefore, the drive signal and the drive current are a control signal and a current generated according to the states of the engine 14 and the motor 15 indicated by the CRK pulse signal, the TDC pulse signal, and the resolver signal, respectively. When this drive current is supplied to the ACMs 16f and 16r, the ACMs 16f and 16r periodically extend and contract in accordance with the drive current to suppress vibration of the vehicle body 18.

[Configuration of ACM]
As shown in FIG. 2, the ACMs 16 f and 16 r have a substantially axisymmetric structure around the axis 30 and have, for example, substantially the same configuration as the ACM disclosed in Patent Document 1 and Japanese Patent Application Laid-Open No. 2010-230135. .

  In the ACMs 16f and 16r, a substantially cylindrical upper housing 34 is engaged with a substantially cylindrical lower housing 32, and a substantially cup-shaped actuator case 36 having an open upper surface is accommodated in the upper housing 34 and the lower housing 32. Has been. An actuator 38 that is driven by a drive signal supplied from the actuator ECU 26 via the connector 40 is disposed in the actuator case 36.

  The upper housing 34 is closed from above by a stopper member 42. The upper housing 34 and the stopper member 42 are connected by a bolt 44 and a nut 46. In the internal space closed by the lower housing 32, the upper housing 34 and the stopper member 42, the diaphragm 48 is joined to the inner peripheral surface of the upper housing 34 by vulcanization adhesion. A diaphragm support boss 50 is provided at the center of the diaphragm 48, and an engine mounting portion 52 for fixing the engine 14 (see FIG. 1) is integrally formed on the upper surface of the diaphragm support boss 50. . The stopper member 42 is formed with a stopper rubber 54 that can contact the engine mounting portion 52 so as to face the engine mounting portion 52.

  A first elastic body 56 is disposed below the diaphragm 48, and a first elastic body support boss 58 is disposed in a recess formed on the upper surface side of the first elastic body 56. A diaphragm support boss 50 is fixed to the first elastic body support boss 58 via a bolt 60.

  A disk-shaped partition wall member 62 is disposed below the first elastic body 56, and a second elastic body 64 formed of a film-like rubber is provided between the outer peripheral portion of the partition wall member 62 and the actuator case 36. Joined by vulcanization adhesion. A movable member 66 (vibration plate) is joined to the center portion of the second elastic body 64 so as to be embedded in the second elastic body 64 by vulcanization adhesion.

  In the ACMs 16 f and 16 r, the first liquid chamber 68 is partitioned by the first elastic body 56 and the partition member 62, and the second liquid chamber 70 is partitioned by the partition member 62 and the second elastic body 64. A third liquid chamber 72 is defined by the body 56 and the diaphragm 48.

  The actuator 38 includes a coil 80, a substantially cylindrical rod 82 connected to the movable member 66 and movable up and down inside the coil 80, a substantially cylindrical movable core 84 connected to the outer peripheral surface of the rod 82, A set spring 86 for urging the movable core 84 downward, a fixed core 88 disposed below the movable core 84 so as to face the movable core 84, and a yoke disposed on the outer peripheral side of the movable core 84 90.

  Here, when the vehicle body 18 vibrates due to the roll natural vibration of the engine 14 during the motoring period, a load (hereinafter also referred to as a pushing load) is applied in the direction from the engine 14 to the vehicle body 18 due to the vibration. In the period, the pushing load is input from the engine 14 to the diaphragm support boss 50 and the first elastic body support boss 58, the first elastic body 56 is deformed, and the volume of the first liquid chamber 68 is reduced (the first liquid chamber). 68 liquids are compressed). On the other hand, during a period in which an upward load (hereinafter also referred to as a pulling load) is applied from the vehicle body 18 to the engine 14 due to the vibration, the first elastic body 56 is deformed by the pulling load, and the volume of the first liquid chamber 68 is increased. Becomes larger.

  Therefore, the actuator ECU 26 supplies a drive current based on the CRK pulse signal, the TDC pulse signal, and the resolver signal in the motoring state to the coil 80 via the connector 40. As a result, the coil 80 is excited, the movable core 84 is attracted to the fixed core 88 side, and the rod 82 and the movable member 66 move downward. As the movable member 66 moves, the second elastic body 64 is deformed downward, so that the volume of the second liquid chamber 70 increases.

  The first liquid chamber 68 and the second liquid chamber 70 communicate with each other through a communication hole formed in the partition wall member 62. Therefore, the liquid in the first liquid chamber 68 compressed by the pushing load from the engine 14 due to the increase in the volume of the second liquid chamber 70 passes through the communication hole of the partition wall member 62 and flows into the second liquid chamber 70. . As a result, the pushing load transmitted from the engine 14 to the vehicle body 18 can be reduced.

  On the other hand, when the drive current supplied from the actuator ECU 26 to the coil 80 decreases, the movable core 84 is released from the downward suction force, and the second elastic body 64 that has been deformed downward has its own elastic force. To return to the upper position. Thereby, the rod 82 and the movable core 84 connected to the movable member 66 embedded in the second elastic body 64 are pulled upward and moved. As a result, the volume of the second liquid chamber 70 decreases, and the liquid in the second liquid chamber 70 flows into the first liquid chamber 68 that has been decompressed by the pulling load from the engine 14 through the communication hole of the partition wall member 62. To do. As a result, the pulling load transmitted from the engine 14 to the vehicle body 18 can be reduced.

  Therefore, even when a vibration in which a pushing load and a pulling load due to roll natural vibration are repeatedly applied to the vehicle body 18 occurs during the motoring state, a drive current composed of periodic pulses is applied from the actuator ECU 26 to the coil 80. By supplying, the movable member 66 can be periodically moved up and down to suppress the vibration of the vehicle body 18.

[Configuration of engine ECU]
As shown in FIG. 3, the engine ECU 24 controls the engine 14 and the like, and includes a microcomputer 100, a CAN communication unit 102, and an injector drive circuit 104.

  The microcomputer 100 includes an angle information generation unit 107, a stop angle information acquisition unit 109, a start determination unit 112, an engine control unit 113, and a ROM 124 (crank rotation position storage unit).

  The angle information generation unit 107 counts pulses in the input CRK pulse signal, calculates the rotational position (crank angle) of the crankshaft from the count result, and outputs the calculated crank angle as crank angle information. The angle information generation unit 107 counts up the number of pulses in the input resolver signal, and based on the count result, the relative rotation angle of the rotor of the motor 15 with respect to the edge of the TDC pulse signal (motor (Rotation angle) is calculated, and the calculated motor rotation angle is output as motor rotation angle information.

  The stop angle information acquisition unit 109 monitors whether or not the engine 14 has stopped, and acquires crank angle information and motor rotation angle information from the angle information generation unit 107 when the engine 14 has stopped. The stop angle information acquisition unit 109 specifies and acquires the crank angle indicated by the acquired crank angle information as a crank angle (hereinafter also referred to as a stop crank angle) on the crankshaft of the engine 14 in the stopped state. The motor rotation angle indicated by the motor rotation angle information is specified as the relative rotation angle of the rotor of the motor 15 with respect to the edge of the TDC pulse signal when the engine 14 is stopped (hereinafter also referred to as the motor stop angle). The stop angle information acquisition unit 109 outputs the specified stop crank angle and motor stop angle, and information indicating that the engine 14 is currently stopped as stop angle information. The output stop angle information is stored in a ROM 124 formed of a nonvolatile memory such as an EEPROM.

  In this case, when the engine 14 is stopped, the stop angle information acquisition unit 109 can perform a cueing process of a crank angle (stop crank angle) based on the CRK pulse signal, the resolver signal, and the TDC pulse signal.

  That is, when the crank angle calculated by counting up the pulses of the CRK pulse signal and the actual crank angle are deviated by ± several pulses in the CRK pulse signal due to variations in accuracy of the CRK sensor 20 There is. Therefore, the stop angle information acquisition unit 109 specifies the resolver signal pulse at the time of detection when detecting the first TDC pulse signal change (the edge of the first TDC pulse) in order to correct such a deviation. Then, the pulse of the CRK pulse signal corresponding to the specified pulse is specified. Then, the stop angle information acquisition unit 109 regards the crank angle corresponding to the pulse of the identified CRK pulse signal as an accurate angle.

  That is, since the crank angle at the time of switching of the cylinder is uniquely determined, the crank angle can be accurately corrected by using the crank angle as a reference. In addition, since the crank angle is acquired with reference to the pulse of the resolver signal having higher angular resolution than the CRK pulse signal, the crank angle can be corrected with high accuracy.

  Note that the edge of the TDC pulse may be either a rising edge or a falling edge as long as the crank angle at the time of occurrence of the edge can be acquired.

  Then, the stop angle information acquisition unit 109 uses the detected accurate crank angle to obtain the CRK pulse signal pulse (stop crank angle) when the engine 14 is stopped by performing back calculation. As a result, an accurate stop crank angle when the engine 14 is stopped can be acquired.

  Therefore, the stop angle information acquisition unit 109 stores the stop crank angle after the cue processing in the ROM 124 when the cue processing for the stop crank angle is performed.

  In addition, when the engine 14 stops, the rotation direction of the resolver 23 may be reversed, but in this embodiment, the relative rotation angle of the rotor of the motor 15 with respect to the edge of the TDC pulse signal is specified as the motor stop angle. Therefore, the motor stop angle relative to the edge of the TDC pulse signal can be detected regardless of the rotation direction of the resolver 23.

  Further, since the resolver signal has a shorter pulse cycle than the CRK pulse signal, the motor stop angle has a higher angular resolution than the stop crank angle. Further, when the engine 14 is in a stopped state, if the engine 14 and the motor 15 are in a fastening state, that is, a state where the engine 14 and the motor 15 are connected so as to be able to transmit power, the motor stop angle is The relative rotation angle of the rotor according to the stop crank angle is obtained, and there is a certain correlation between the motor stop angle and the stop crank angle.

  Even in such an engaged state, the stop angle information acquisition unit 109 calculates a stop crank angle corresponding to a motor stop angle with high angular resolution, and the calculated stop crank angle, the motor stop angle, and the engine 14 are currently Information indicating that the vehicle is stopped may be stored in the ROM 124 as stop angle information. Even in the engaged state, the above-described cueing process can be performed, and the stop crank angle after the cueing process can be stored in the ROM 124.

  The start determination unit 112 calculates the engine rotation speed based on the CRK pulse signal, determines that the engine 14 has started or restarted when the calculated engine rotation speed has increased from approximately 0, and determines the determination result. Output as start determination information. Alternatively, the start determination unit 112 monitors a signal from an ignition switch (not shown), and when the signal is supplied from the ignition switch, determines that the engine 14 has started or restarted, and determines the determination result. It may be output as start determination information. The start determination information output from the start determination unit 112 is stored in the ROM 124.

  The engine control unit 113 sets, for example, a fuel injection amount (fuel injection time) according to the engine rotation speed, and is set in advance according to the timing of the CRK pulse signal, the TDC pulse signal and the resolver signal, and the engine rotation speed, Based on the injection start timing map stored in the ROM 124, the fuel injection is controlled for the injector of the cylinder in the operating state.

  Further, the engine control unit 113, when starting or restarting the engine 14, stops crank angle at the time when the engine 14 starts to start or restart (hereinafter also referred to as starting crank angle), at that time. When it is confirmed that the engine rotation speed in the motoring state has reached the ignition speed based on the motor stop angle (hereinafter also referred to as the motor rotation angle at start-up) and the engine rotation speed, the CRK pulse Based on the signal, the TDC pulse signal, and the resolver signal, the first explosion cylinder is determined, and control for sequentially starting fuel injection from the cylinder is performed. Further, the engine control unit 113 sets the ignition timing of each cylinder based on the crank angle from the starting crank angle and an ignition timing map that is preset according to the engine speed and stored in the ROM 124.

  The CAN communication unit 102 transmits various information (for example, stop angle information and start determination information) other than the CRK pulse signal, the TDC pulse signal, and the resolver signal to the actuator ECU 26 via the CAN communication line 28c. Various information is received from the ECU 26 via the CAN communication line 28c.

  The injector drive circuit 104 controls the injector provided in each cylinder of the engine 14 according to the control from the microcomputer 100.

[Configuration of Actuator ECU]
As shown in FIG. 4, the actuator ECU 26 controls the ACMs 16f and 16r, and includes a microcomputer 130, a CAN communication unit 132, drive circuits 134f and 134r, and current sensors 136f and 136r.

  The microcomputer 130 includes a start control start determination unit 142, a stop angle information correction unit 143, a drive current calculation unit 144, drive control units 146f and 146r, a vibration control start determination unit 148, and a ROM 160 (crank rotation position storage means).

  The start control start determination unit 142 determines whether or not the engine 14 has been started or restarted based on start determination information transmitted from the engine ECU 24 via the CAN communication line 28c and the CAN communication unit 132.

  The stop angle information correction unit 143 uses the TDC signal, the CRK pulse signal, and the resolver signal transmitted from the engine ECU 24 when the start control start determination unit 142 determines whether the engine 14 is started or restarted. The motor stop angle (starting motor rotation angle) and stop crank angle (starting crank angle) at the time of starting or restarting are specified. Further, the stop angle information correction unit 143 uses the specified start-time crank angle to start a vibration suppression control for suppressing vibration of the vehicle body 18 due to roll natural vibration (hereinafter referred to as control start crank angle). (Also called). Information on the specified start-up motor rotation angle, start-up crank angle, and calculated control start crank angle is stored in a ROM 160 formed of a nonvolatile memory such as an EEPROM.

  Note that the starting crank angle is a crank angle that is a starting point of the start timing of the vibration suppression control of the vehicle body 18 due to the roll natural vibration, and when the engine 14 starts or restarts at the specified starting crank angle, The crank angle when starting the roll natural vibration is uniquely determined in relation to the crank angle at the start. That is, if the crank angle at the start is different, the crank angles that are uniquely determined by the start crank angle are also different from each other. Therefore, the control start timing for suppressing the vibration of the vehicle body 18 due to the roll natural vibration is also different from each other.

  Here, the calculation process of the starting motor rotation angle and the starting crank angle in the stop angle information correcting unit 143 will be described. The calculation process includes, for example, any of the following processes (1) to (3).

  (1) When the start control start determination unit 142 determines the start or restart of the engine 14, the stop angle information correction unit 143 specifies the start timing of the vibration suppression control of the vehicle body 18 due to the roll natural vibration. Then, a cueing process for recognizing the starting crank angle (starting crank angle) is performed.

  In this cueing process, the crank angle calculated by counting up the pulses of the CRK pulse signal and the actual crank angle due to variations in accuracy of the CRK sensor 20 are ± number of CRK pulse signals. Since there is a case where the pulse is shifted, it is performed to correct the shift. That is, in the actuator ECU 26, when the control start timing for the ACMs 16f and 16r is set in accordance with the vibration of the vehicle body 18 (roll resonance) caused by the roll natural vibration generated when the engine 14 is started or restarted. This is because it is necessary to correct the crank angle shift described above and set the control start timing based on the corrected crank angle.

  Therefore, the stop angle information correction unit 143 detects the first change in the TDC pulse signal (the edge of the first TDC pulse) after the start control start determination unit 142 determines whether the engine 14 is started or restarted. The pulse of the resolver signal at the time of detection is specified, and the pulse of the CRK pulse signal corresponding to the specified pulse is specified. The stop angle information correction unit 143 regards the crank angle corresponding to the pulse of the specified CRK pulse signal as an accurate angle.

  That is, since the crank angle at the time of switching of the cylinder is uniquely determined, the crank angle can be accurately corrected by using the crank angle as a reference. In addition, since the crank angle is acquired with reference to the pulse of the resolver signal having higher angular resolution than the CRK pulse signal, the crank angle can be corrected with high accuracy.

  Note that the edge of the TDC pulse may be either a rising edge or a falling edge as long as the crank angle at the time of occurrence of the edge can be acquired.

  Then, the stop angle information correction unit 143 obtains the CRK pulse signal pulse (start-up crank angle) at the time of starting or restarting the engine 14 by reverse calculation using the detected accurate crank angle. As a result, an accurate stop crank angle (starting crank angle) at the time of starting or restarting the engine 14 can be acquired.

  (2) As described above, since the resolver signal has a higher angular resolution than the CRK pulse signal, the stop angle information correction unit 143 determines that the start control start determination unit 142 has determined whether the engine 14 has started or restarted. When the edge of the first TDC pulse is detected, the pulse of the resolver signal at the time of detection is identified, the motor rotation angle corresponding to the identified pulse is obtained, and the crank angle corresponding to the obtained motor rotation angle is calculated May be. That is, in the process (1), the cueing process is performed using the CRK pulse signal, the TDC pulse signal, and the resolver signal. In the process (2), the stop angle information correction unit 143 performs the CRK pulse signal. A more accurate crank angle is calculated using a TDC pulse signal and a resolver signal without using a signal.

  (3) Instead of the processing of (1) or (2) described above, the stop angle information correction unit 143 starts or restarts the engine 14 after the start control start determination unit 142 determines that the engine 14 is started or restarted. A motor rotation angle (starting motor rotation angle) corresponding to the resolver signal pulse at the time of restart may be calculated, and a crank angle (starting crank angle) corresponding to the calculated motor rotation angle may be calculated. That is, in the process (3), the above-described cueing process is not performed, and the stop angle information correction unit 143 quickly obtains the starting crank angle by using only the resolver signal. However, the process (3) can be executed in the engaged state where the engine 14 and the motor 15 have a certain correlation between the motor rotation angle and the crank angle, as will be described later.

  Since the stop angle information is transmitted from the engine ECU 24, the stop angle information correction unit 143 refers to the stop angle information instead of the processes (1) to (3), and starts the motor rotation angle and the start time. An hour crank angle may be set.

  For example, when the crank angle does not change from the stop of the engine 14 to the start or restart, and there is no deviation between the stop crank angle and the crank angle acquired at the start or restart In this case, the stop crank angle may be regarded as the start crank angle, and the motor stop angle may be regarded as the start motor rotation angle. In the case where the crank angle changes between the stop and start or restart of the engine 14, and there is a deviation between the stop crank angle and the crank angle acquired at the start or restart The above processes (1) to (3) may be performed.

  The vibration control start determination unit 148 determines to start control on the ACMs 16f and 16r when the crank angle reaches the control start crank angle. That is, the vibration control start determination unit 148 starts vibration suppression control of the vehicle body 18 using the control start crank angle as a trigger.

  Based on various information such as a CRK pulse signal, a TDC pulse signal, and a resolver signal, the drive current calculation unit 144 is a target current waveform (command current) for suppressing vibration of the vehicle body 18 due to roll natural vibration of the engine 14. Waveform). For example, the drive current calculation unit 144 causes a direct current to flow from the start crank angle to the control start crank angle, and generates a command current waveform that repeats the pulse current at angles after the control start crank angle.

  The drive controllers 146f and 146r respectively generate a PWM (pulse width modulation) duty drive signal corresponding to the command current waveform and output the drive signal to the drive circuits 134f and 134r. That is, the actuator ECU 26 performs PWM control (duty ratio adjustment) on the drive signal so that the drive current output to the ACMs 16f and 16r approaches the command current waveform. The drive circuits 134f and 134r convert the drive signals supplied from the drive controllers 146f and 146r into drive currents, and supply the converted drive currents to the coils 80 of the ACMs 16f and 16r.

  Therefore, the ACMs 16f and 16r move the movable member 66 and the like to a predetermined position between the start crank angle and the control start crank angle, and after the control start crank angle, the ACMs 16f and 16r move from the predetermined position to a position corresponding to the drive signal. The movable member 66 is moved up and down periodically.

  The current sensors 136f and 136r detect current values from the drive circuits 134f and 134r and output them to the microcomputer 130. Therefore, the drive control units 146f and 146r adjust the duty ratio of the drive signal so that the command current waveform calculated by the drive current calculation unit 144 is obtained by feeding back the current value, thereby driving the drive circuit 134f. , 134r is changed.

[Vibration suppression control using CRK pulse signal and its problems]
The control device 10 as a kind of vehicle control device applied to the vehicle 12 is configured as described above.

  Next, prior to the description of the operation of the control device 10, vibration suppression control using the CRK pulse signal and its problems will be described with reference to FIG. In the description of the vibration suppression control, the same components as those of the control device 10 may be described with the same reference numerals as necessary.

  FIG. 5 is a timing chart showing an example of vibration suppression control using a CRK pulse signal.

  In FIG. 5, when roll natural vibration (roll resonance) occurs, for example, if vibration suppression control can be started at time t0, vibration transmitted from the engine 14 to the vehicle body 18 can be efficiently suppressed.

  However, in FIG. 5, the time point t1 when the edge of the pulse of the CRK pulse signal is generated is the start timing of the vibration suppression control. Therefore, the time T1 from the time point t0 to the time point t1 becomes an error (control variation) with respect to the start timing of the vibration suppression control. In other words, when vibration suppression control is performed using a CRK pulse signal, the angular resolution of the CRK pulse signal causes control variations, and therefore between the pulses of the CRK pulse signal or within a period in which the pulse is generated. Thus, the vibration suppression control cannot be started, and it is difficult to accurately perform the vibration suppression control corresponding to the phase of the roll natural vibration generated when the engine 14 is started or restarted.

[Operation of this embodiment]
On the other hand, in this embodiment, as shown in FIG. 6, the resolver signal having higher angular resolution than the CRK pulse signal is referred to, and the crank angle corresponding to the pulse of the CRK pulse signal is corrected and corrected. Vibration suppression control for roll natural vibration is performed using the crank angle.

  In FIG. 6, the edge of the pulse of the CRK pulse signal is generated at an angle θ0, and the edge of the pulse of the TDC pulse signal is generated at an angle θ1, thereby generating an angle difference of θ2 (= θ1-θ0).

  On the other hand, since the pulse period of the resolver signal is shorter than the pulses of the CRK pulse signal and the TDC signal, a plurality of pulses are generated even during the angle difference θ2. Therefore, when setting the start timing of the vibration suppression control between the angle differences θ2, it is possible to set the start timing more finely by correcting the crank angle with reference to the pulse of the resolver signal. In this way, by correcting the crank angle with reference to the resolver signal having a high angular resolution, it is possible to perform vibration suppression control in synchronization with the generation timing of the roll natural vibration, and from the engine 14 to the vehicle body 18. The effect of suppressing the transmission of vibration is improved.

  Next, the operation of this embodiment (the operation of the engine ECU 24 and the actuator ECU 26) will be described with reference to FIG. Here, the operation when the vibration suppression control for the natural vibration of the roll is performed will be described. In FIG. 7, for example, a case where the engine 14 is stopped while the engine 14 and the motor 15 are in the engaged state, and then the engine 14 is started or restarted to start control on the ACMs 16f and 16r will be described. .

  In step S1, the stop angle information acquisition unit 109 of the engine ECU 24 monitors whether or not the engine 14 has stopped. When it is determined that the stop state has been reached (step S1: YES), the stop angle information acquisition unit 109 acquires crank angle information and motor rotation angle information from the angle information generation unit 107 in the next step S2, and the crank angle information is obtained. Is specified as the stop crank angle, and the motor rotation angle indicated by the motor rotation angle information is specified as the motor stop angle.

  Then, the stop angle information acquisition unit 109 performs cueing processing for the stop crank angle based on the edge of the TDC pulse signal and the pulse of the resolver signal, the stop crank angle after the cue processing, the motor stop angle, the engine Information indicating that 14 is currently stopped is stored in the ROM 124 as stop angle information (step S3).

  In step S4, when the start determination unit 112 determines start or restart of the engine 14 (step S4: YES), the start determination unit 112 stores the determination result in the ROM 124 as start determination information, and the CAN communication unit. The start determination information and the stop angle information are transmitted to the actuator ECU 26 via 102 and the CAN communication line 28c. Accordingly, the start control start determination unit 142 of the actuator ECU 26 can grasp that the engine 14 has been started or restarted based on the received start determination information. The start determination information and the stop angle information are stored in the ROM 160.

  In the next step S5, the stop angle information correction unit 143 calculates the crank angle immediately after the start or restart based on the CRK pulse signal, the resolver signal, and the TDC pulse signal acquired immediately after the engine 14 is started or restarted. calculate. Then, the stop angle information correcting unit 143 determines whether or not there is a deviation between the calculated crank angle and the stop crank angle included in the stop angle information.

  When there is no deviation between the calculated crank angle and the stop crank angle (step S5: NO), the stop angle information correction unit 143 changes the crank angle between the stop and start or restart of the engine 14. Therefore, the crank angle immediately after the start or restart is regarded as the stop crank angle, and the stop crank angle is set as an accurate start crank angle.

  In step S <b> 6, the stop angle information correction unit 143 calculates a control start crank angle for starting vibration suppression control for the natural roll vibration using the start crank angle set in step S <b> 5 and stores it in the ROM 160. .

  In step S7, the vibration control start determining unit 148 monitors whether or not the crank angle has reached the control start crank angle. When the crank angle has reached the control start crank angle (step S7: YES), the next step In S8, control for the ACMs 16f and 16r is started, and vibration suppression control for the vehicle body 18 is started.

  As described above, when the crank angle is not deviated while the engine 14 is stopped, the control for the ACMs 16f and 16r is promptly started in order to set the stop crank angle to the starting crank angle. Vibration suppression control can be performed.

  If there is a deviation between the calculated crank angle and the stop crank angle in step S5 (step S5: YES), in the next step S9, the stop angle information correction unit 143 calculates the calculated crank angle. The cueing process (the above-described process (1) or (2) described for the configuration of FIG. 4) is performed. After the cueing process in step S9, the actuator ECU 26 performs the processes in and after step 6.

  Further, when executing the process (3) in the description of FIG. 4, as indicated by the broken line in FIG. 7, the stop angle information correction unit 143 performs step S9 after step S5 (step S5: YES). The process of step S6 is performed immediately, omitting it. In this case, in step S6, the stop angle information correction unit 143 performs relative motor rotation with respect to the edge of the TDC pulse obtained by counting up the resolver signal pulse at the time of starting or restarting the engine 14. The angle is calculated as the starting motor rotation angle, and the crank angle corresponding to the calculated motor rotation angle is calculated as the starting crank angle. Next, the stop angle information correction unit 143 uses the calculated start crank angle to calculate a control start crank angle for starting vibration suppression control with respect to the roll natural vibration, and stores it in the ROM 160. Therefore, when the process (3) is executed, it is not necessary to perform the cueing process in step S9, and therefore, the crank angle at the time of starting can be acquired quickly as compared with the processes (1) and (2). Can do.

[Specific example of this embodiment]
Next, specific examples (first to third specific examples) of this embodiment will be described with reference to FIGS.

  In the first to third specific examples, the actuator ECU 26 performs predetermined processing (the processing of FIG. 7 and the processing of (1) to (3) in the description of FIG. 4) according to the connection state between the engine 14 and the motor 15. ) Are appropriately changed.

  The first specific example shows a case where the vehicle 12 has a DCT (Dual Clutch Transmission) 202 as shown in FIG. In FIG. 8, the DCT 202 is schematically illustrated. Further, since the DCT 202 itself is known, detailed description thereof is omitted.

  Here, the engine 14 and the motor 15 can be connected via the DCT 202, and the engine 14 and the motor 15 rotate the wheel 200 via the DCT 202. The DCT 202 is provided with a plurality of gears 204 and clutches 206 and 208.

  In this case, of the two clutches provided between the engine 14 and the motor 15, one clutch 206 is in an engaged state and connects the engine 14 and the motor 15. Further, the other clutch 208 is in an open state, and cuts off between the engine 14 and the motor 15. FIG. 8 is an example, and in the first specific example, the engine 14 and the motor 15 are in an engaged state because one of the two clutches 206 and 208 is in an engaged state. It is desirable.

  In such a first specific example, when the vehicle 12 stops without the driver performing a brake operation, that is, the vehicle 12 is operated without a brake operation by low-speed traveling (for example, coasting) below a predetermined vehicle speed. When stopping, the clutch 206 is engaged, the engine 14 and the motor 15 are brought into an engaged state, and the rotation of the engine 14 is stopped by the motor 15.

  In the first specific example, since the vehicle 12 (engine 14) reaches a stop state with the engine 14 and the motor 15 being fastened, the relative rotation angle of the rotor of the motor 15 with respect to the edge of the TDC pulse signal. (Motor rotation angle) corresponds to the crank angle of the crankshaft of the engine 14, and there is a certain correlation between the motor rotation angle and the crank angle. Therefore, when the vehicle 12 is stopped, a highly accurate stop crank angle can be acquired using the resolver signal.

  Further, in the first specific example, if the process of FIG. 7 described above is performed, the cueing process for the stop crank angle is performed when the engine 14 is stopped, so that the cueing process is performed before the engine 14 is started or restarted. Processing is complete. In addition, if the crank angle has not changed while the engine 14 is stopped, the stop crank angle after the cueing process can be set as the starting crank angle when the engine 14 is started or restarted. As a result, the control for the ACMs 16f and 16r can be started more quickly than when the cueing process is performed when the engine is started or restarted (the process (1) or (2) described in FIG. 4). Can do.

  Further, in the first specific example, when the engine 14 is started or restarted, the process of (3) in the description for FIG. 4 is performed, so that the pulse of the resolver signal at the time of starting or restarting the engine 14 is obtained. Based on the above, the starting crank angle may be acquired. Thereby, high-accuracy vibration suppression control is promptly performed after starting or restarting the engine 14 without performing cueing processing such as the processing (1) or (2) in the description of FIG. Is possible.

  Next, a first specific example will be described with reference to the timing chart of FIG. In FIG. 9, a description will be given of a case where the cueing process for the stop crank angle is performed when the engine 14 is stopped and the crank angle is not shifted while the engine 14 is stopped, according to the flowchart of FIG. 7. Therefore, in FIG. 9, the process of “cue processing / start angle calculation” is described in parentheses, but this process is a process related to the second specific example described later, and in the first specific example, Never done.

  In FIG. 9, the stop angle information acquisition unit 109 (see FIG. 3) specifies the crank angle and the motor rotation angle at the time point t4 when the engine 14 stops as the stop crank angle and the motor stop angle, respectively. Based on the pulse of the edge and resolver signal, cueing processing for the stop crank angle is performed. The stop angle information acquisition unit 109 stores the stop crank angle and motor stop angle after the cueing process and information indicating that the engine 14 has stopped in the ROM 124 as stop position information.

  At time t5, when the start determination unit 112 determines that the engine 14 has been started or restarted, the start determination unit 112 stores the determination result in the ROM 124 as start determination information, and the start determination information and stop position information are stored in the CAN communication unit 102 and It transmits to actuator ECU26 via the CAN communication line 28c. The actuator ECU 26 stores the received start determination information and stop position information in the ROM 160. Therefore, the start control start determination unit 142 can easily determine that the engine 14 has been started or restarted based on the start determination information stored in the ROM 160.

  Upon receiving the determination result from the start control start determination unit 142, the stop angle information correction unit 143 immediately counts up the number of resolver signal pulses, and the relative rotation of the rotor of the motor 15 with respect to the edge of the TDC pulse. An angle (a motor stop angle when the engine 14 is started or restarted) is acquired, and a crank angle corresponding to the acquired motor stop angle is calculated.

  Next, the stop angle information correction unit 143 compares the calculated crank angle with the stop crank angle in the stop position information stored in the ROM 160 to determine whether or not a crank angle deviation has occurred. . If there is no crank angle deviation, the stop angle information correction unit 143 determines that the crank angle has not changed while the engine 14 is stopped, sets the stop crank angle as the start crank angle, and stops the crank angle. The motor stop angle in the position information is set as the starting motor rotation angle. The stop angle information correction unit 143 calculates a control start crank angle from the set start crank angle. Information on the set start crank angle, control start crank angle, and start motor rotation angle is stored in the ROM 160.

  On the other hand, in response to the determination result in the start control start determination unit 142, the drive current calculation unit 144 generates a command current waveform, and the drive control units 146f and 146r generate a PWM duty drive signal corresponding to the command current waveform. Generated and output to the drive circuits 134f and 134r. The drive circuits 134f and 134r generate a drive current based on the drive signal and energize the coils 80 of the ACMs 16f and 16r. Thereby, in the ACMs 16f and 16r, the coil 80 is excited, and the movable member 66, the rod 82, and the movable core 84 are moved to predetermined positions.

  Thereafter, at time t6, the roll natural vibration of the engine 14 is started, a load corresponding to the roll natural vibration is applied from the engine 14 to the ACMs 16f and 16r, and the vibration is transmitted to the vehicle body 18.

  Here, since the time point t6 is a time point corresponding to the control start crank angle, the drive current calculation unit 144 generates a command current waveform that suppresses the vibration of the vehicle body 18, and the drive control units 146f and 146r perform the command current. If a drive signal corresponding to the waveform is generated and output to the drive circuits 134f and 134r, and the drive circuits 134f and 134r pass a drive current corresponding to the drive signal to the coil 80 of the ACMs 16f and 16r, a drive current is generated from the predetermined position. The movable member 66 can be quickly moved to a position corresponding to the position, and the movable member 66 can be periodically moved up and down. Thereby, the vibration which generate | occur | produced in the vehicle body 18 can be suppressed effectively.

  Note that time t7 indicates the time of the first explosion. Further, the control device 10 performs vibration suppression control for the natural vibration of the roll in the time period from time t6 to time t7, and control for suppressing vibration transmission from the engine 14 to the vehicle body 18 after the initial explosion after time t7. I do.

  Thus, in the first specific example, the cueing process is performed when the engine 14 is stopped, while the cueing process is not performed when the engine 14 is started or restarted. As a result, after the engine 14 is started or restarted, the vibration suppression control can be executed promptly. That is, the vibration suppression control can be reliably started before the occurrence of the roll natural vibration, and the vibration suppression control can be efficiently performed.

  In the second specific example, as shown in FIG. 10, when the vehicle 12 has a DCT 202, the two clutches 206 and 208 are in an open state, and accordingly, the engine 14 and the motor 15 are in a disconnected state ( (When not in a fastened state).

  In the second specific example, the vehicle 12 is stopped by the operation of the brake pedal by the driver. In this case, in order to make maximum use of the rotational force of the wheel 200 for regeneration to the motor 15, the clutches 206 and 208 are opened to give priority to regeneration to the motor 15.

  However, since the engine 206 and the motor 15 are in an open state because the clutches 206 and 208 are in an open state, it is impossible to grasp the correlation between the motor rotation angle and the crank angle. Therefore, in the second specific example, the motor stop angle when the engine 14 is stopped cannot be regarded as an angle corresponding to the stop crank angle with reference to the resolver signal as in the first specific example.

  Therefore, in the second specific example, the resolver signal is not acquired (or not used) when the engine 14 is stopped, and the resolver signal and the TDC are used when the engine 14 is started or restarted. Crank angle cueing processing (processing (1) or (2) in FIG. 4) is performed using the pulse signal.

  In this case, as shown in FIG. 9, the second specific example is different from the first specific example in that the process of “cue processing / start angle calculation” shown in parentheses is performed.

  That is, in response to the determination result in the start control start determination unit 142, when the stop angle information correction unit 143 detects the edge of the first TDC pulse, the pulse of the resolver signal at the time of detection is specified and specified. By specifying an accurate crank angle corresponding to the pulse of the resolver signal, the crank angle is corrected with high accuracy. Then, the stop angle information correction unit 143 uses the accurate crank angle to calculate the start crank angle at the time of starting or restarting the engine 14 and calculates the control start crank angle from the calculated start crank angle. To do.

  In the second specific example, cueing processing is required at the time of starting or restarting the engine 14, but referring to a resolver signal having a high angular resolution, the crank angle at the start and the control start crank angle are highly accurate. Since it can acquire, vibration suppression control can be performed efficiently.

  In this embodiment, according to the remaining capacity (SOC) of a battery (not shown) that drives the motor 15, the engine 14 and the motor 15 are brought into a fastening state (first specific example) or opened. State (second specific example). That is, when the SOC is large, the engine 14 and the motor 15 are engaged and the first specific example is applied. After the engine 14 is stopped by the motor 15, the cueing process for the stop crank angle is performed. Just do it. On the other hand, when the SOC is low, the engine 14 and the motor 15 are opened and the second specific example is applied. After the battery is charged by regeneration to the motor 15, the resolver signal is used when the engine 14 is stopped. First, after the engine 14 is started or restarted, a cueing process is performed to correct the crank angle. Thus, in this embodiment, the first specific example or the second specific example can be executed according to the SOC.

  In the third specific example, as shown in FIG. 11, the engine 14 and the motor 15 are directly connected (always connected), and the wheel 200 is rotated via a transmission 210 having a gear 212. In the third specific example, since the engine 14 and the motor 15 are directly connected, the actuator ECU 26 can correct the crank angle using the resolver signal. Therefore, the same effect as the first specific example can be obtained. In FIG. 11, the illustration of the engine ECU 24 and the like is omitted for convenience of explanation.

[Other specific examples of this embodiment]
In the above description of this embodiment, when the engine 14 is stopped, the ignition switch is off and power is not supplied from the battery to each part in the vehicle 12. The case where the transmission / reception of data and data is not performed has been described.

  This embodiment is not limited to this description. Various signals and data such as a CRK pulse signal, a TDC pulse signal, and a resolver signal are transmitted and received between the engine ECU 24 and the actuator ECU 26 even when the engine 14 is stopped. Can be done.

  That is, the CRK sensor 20 can output the rotational position of the crankshaft as a CRK pulse signal even when the engine 14 is stopped. The resolver 23 can output the rotation angle of the rotor as a resolver signal even when the engine 14 is stopped. Therefore, the stop angle information acquisition unit 109 can acquire the stop crank angle and the motor stop angle every predetermined time and store them in the ROM 124.

  Therefore, for example, when the engine 14 and the motor 15 are engaged and the engine 14 is stopped, the stop crank angle and the motor stop angle are updated even if the crankshaft of the engine 14 rotates. Therefore, if the motor stop angle immediately before the engine 14 is started or restarted is acquired, an accurate stop crank angle of the engine 14 corresponding to the motor stop angle can be acquired with high accuracy.

  That is, even if the engine 14 is in a stopped state, the crankshaft may rotate. Therefore, the stop angle information acquisition unit 109 acquires a stop crank angle and a motor stop angle every predetermined time while the engine 14 is stopped. Then, stop position information is generated and stored in the ROM 124. Thus, new stop position information is stored in the ROM 124 every predetermined time, and is transmitted to the actuator ECU 26 via the CAN communication unit 102 and the CAN communication line 28c. Therefore, the actuator ECU 26 updates the stop crank angle and the motor stop angle using the received stop position information, and can accurately grasp the latest stop crank angle and motor stop angle.

  Whether or not the engine 14 is in a stopped state is determined by, for example, monitoring the engine rotation speed calculated by the start determination unit 112. If the engine rotation speed is substantially 0, the stop angle information acquisition unit 109 May be determined to be in a stopped state. Further, when the start determination unit 112 outputs the start determination information, the stop angle information acquisition unit 109 determines that the engine 14 has started or restarted, and stops the acquisition process of the stop crank angle and the motor stop angle. That's fine.

  FIG. 12 is a flowchart for explaining operations of the engine ECU 24 and the actuator ECU 26 in the other specific example.

  In step S11, the stop angle information acquisition unit 109 of the engine ECU 24 monitors whether or not the engine 14 has stopped. When it is determined that the stop state has been reached (step S11: YES), the stop angle information acquisition unit 109 acquires crank angle information and motor rotation angle information from the angle information generation unit 107 in the next step S12, and the crank angle information is obtained. Is specified as the stop crank angle, and the motor rotation angle indicated by the motor rotation angle information is specified as the motor stop angle. The specified stop crank angle and motor stop angle and information indicating that the engine 14 is currently stopped are stored in the ROM 124 as stop angle information. In step S13, the microcomputer 100 transmits stop angle information to the actuator ECU 26 via the CAN communication unit 102 and the CAN communication line 28c.

  In step S <b> 14, the start determination unit 112 determines start or restart of the engine 14. When the engine 14 has not been started or restarted (step S14: NO), the engine ECU 24 performs steps S12 to S14 again. That is, the engine ECU 24 continues to transmit stop angle information to the actuator ECU 26 until the engine 14 is started or restarted. Of course, the engine ECU 24 also transmits a CRK pulse signal, a TDC pulse signal, and a resolver signal to the actuator ECU 26.

  When the start determination unit 112 determines that the engine 14 has been started or restarted (step S14: YES), the start determination unit 112 stores the determination result in the ROM 124 as start determination information, as well as the CAN communication unit 102 and the CAN communication line 28c. Then, the start determination information is transmitted to the actuator ECU 26. Accordingly, the start control start determination unit 142 of the actuator ECU 26 can grasp that the engine 14 has been started or restarted based on the received start determination information.

  In the next step S15, the stop angle information correction unit 143 executes a cueing process for the crank angle (the above-described process (1) or (2) described with reference to the configuration of FIG. 4) to obtain an accurate crank angle. To get.

  After the process of step S15, the actuator ECU 26 executes the processes of steps S6 to S8 in FIG. As in the process indicated by the broken line in FIG. 7, in FIG. 12, as indicated by the broken line, the stop angle information correction unit 143 omits step S15 after step S14 (step S14: YES) The process of step S6 may be performed immediately. In this case, in step S6, the above process (3) is executed.

  As described above, even when the engine ECU 24 transmits the CRK pulse signal, the TDC pulse signal, the resolver signal, and the start determination information to the actuator ECU 26 while the engine 14 is stopped, the control start timing for the ACMs 16f and 16r is accurately set. The vibration suppression control of the vehicle body 18 can be started reliably.

[Effects of this embodiment]
As described above, according to the control device 10 according to this embodiment, by correcting the rotation angle (crank angle) of the crankshaft of the engine 14 with the rotation angle (motor rotation angle) of the rotor of the motor 15, Sensing errors with respect to the crank angle due to the resolution of the CRK sensor 20 can be corrected. As a result, a more accurate crank angle can be acquired, and the accuracy of the timing of vibration suppression control when the engine 14 is started or restarted by the ACMs 16f and 16r can be improved. As a result, it is possible to effectively suppress vibration from the engine 14 to the vehicle body 18 due to roll natural vibration.

  Further, when the engine 14 is stopped, if the cueing process for correcting the stop crank angle is performed based on the relative rotation angle (motor rotation angle) of the rotor of the motor 15 with respect to the edge of the TDC pulse signal, the engine At the time of starting or restarting 14, vibration suppression control can be quickly performed based on the stop crank angle. On the other hand, when the cueing process for correcting the crank angle is performed when the engine 14 is started or restarted, the vibration suppression control can be accurately performed based on the crank angle after the cueing process.

  The crank angle at the time when the pulse of the TDC pulse signal is switched is uniquely determined. Therefore, in this embodiment, even if there is variation in accuracy of the CRK sensor 20 in the stop crank angle, by correcting the stop crank angle based on the crank angle at the time of switching of the pulse of the TDC pulse signal, A highly accurate stop crank angle (starting crank angle) can be obtained. That is, in this embodiment, an arbitrary crank angle can be specified with high accuracy based on the corrected stop crank angle (start-up crank angle).

  Further, since the sensing error with respect to the crank angle due to the resolution of the CRK sensor 20 can be reduced with reference to the resolver signal (motor rotation angle), vibration suppression control at the time of starting or restarting the engine 14 is possible. Timing accuracy can be further improved.

  Further, in this embodiment, when the engine 14 is stopped, when the engine 14 and the motor 15 are in a fastening state, an accurate crank angle can be obtained from the motor rotation angle, so that the engine 14 is stopped and started. Alternatively, it is not necessary to correct the crank angle again at the time of restart. As a result, the ACMs 16f and 16r can be controlled at an earlier stage while maintaining the timing of vibration suppression control with high accuracy.

  Furthermore, when the engine 14 is stopped, the rotational position (crank angle) of the crankshaft may be shifted due to an external input. Therefore, in this embodiment, by continuously acquiring the motor rotation angle when the engine 14 is stopped, an accurate crank angle (starting crank angle) at the time of starting or restarting the engine 14 can be acquired. .

  In this embodiment, the method for setting the start timing of the vibration suppression control is changed according to whether or not a crank angle shift occurs while the engine 14 is stopped.

  That is, if there is no crank angle deviation between the stop and start or restart of the engine 14, the stop crank angle stored in the ROMs 124 and 160 is used when the engine 14 is started or restarted. The start timing of vibration suppression control is set. Thereby, the correction process (cueing process) for the crank angle is completed before the engine 14 is started or restarted. Therefore, vibration suppression control can be quickly started when the engine 14 is started or restarted.

  On the other hand, if there is a deviation in the crank angle from the stop of the engine 14 to the start or restart, a cueing process for the crank angle is performed, and vibration suppression control is performed using the crank angle after the cueing process. Set the start timing. Thereby, even when the crank angle shift occurs, the vibration suppression control can be started with high accuracy.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Control apparatus 12 ... Vehicle 14 ... Engine 15 ... Motor 16f, 16r ... ACM 18 ... Car body 20 ... CRK sensor 22 ... TDC sensor 23 ... Resolver 24 ... Engine ECU
DESCRIPTION OF SYMBOLS 26 ... Actuator ECU 28a ... CRK pulse signal line 28b ... TDC pulse signal line 28c ... CAN communication line 28d ... Resolver signal line 38 ... Actuator 100, 130 ... Microcomputer 107 ... Angle information generation part 109 ... Stop angle information acquisition part 112 ... Start determination unit 142 ... Start control start determination unit 143 ... Stop angle information correction unit 144 ... Drive current calculation unit 146f, 146r ... Drive control unit 148 ... Vibration control start determination unit

Claims (5)

An internal combustion engine or an electric motor capable of outputting power to the internal combustion engine is supported on the vehicle body, and the actuator is driven by the control means to suppress the vibration of the internal combustion engine from being transmitted to the vehicle body. A control device for an active vibration isolating support device that performs vibration suppression control of
Crank rotation position acquisition means for detecting the rotation position of a crank rotating inside the internal combustion engine, and motor rotation position acquisition means for detecting the rotation position of the rotor of the electric motor,
The control means includes
When the internal combustion engine is stopped, or when the internal combustion engine is started or restarted, the rotation position of the crank acquired by the crank rotation position acquisition means is acquired by the motor rotation position acquisition means. Correction based on the rotation position of
When the corrected rotational position of the crank reaches a predetermined rotational position, the vibration suppression control by the actuator is started. The control device for an active vibration-proof support device according to claim 1,
Cam signal acquisition means for acquiring cam signals of different modes that switch for each successive combustion cylinder according to the rotation of the camshaft of the internal combustion engine;
The control means is acquired by the crank rotational position acquisition means based on the cam signal acquired from the cam signal acquisition means when the internal combustion engine is stopped or the internal combustion engine is started or restarted. An active vibration isolation support that corrects the rotational position of the crank with reference to the rotational position of the rotor acquired by the motor rotational position acquisition means when correcting the rotational position of the crank. Control device for the device. In the control apparatus of the active vibration-proof support device according to claim 1 or 2,
The control means includes
When the internal combustion engine is stopped, when the internal combustion engine and the electric motor are in a fastening state, the rotational position of the crank is obtained with reference to the rotational position of the rotor obtained by the electric motor rotational position obtaining means. And
When starting or restarting the internal combustion engine, if the rotational position of the crank acquired with reference to the rotational position of the rotor reaches the predetermined rotational position, the vibration suppression control by the actuator is started. A control device for an active vibration-proof support device. The control device for an active vibration-proof support device according to claim 3,
The control means acquires the rotational position of the crank based on the rotational position of the rotor acquired by the electric motor rotational position acquisition means from when the internal combustion engine is stopped until it is started or restarted. A control device for an active vibration isolating support device. In the control apparatus of the active vibration-proof support device according to any one of claims 1 to 4,
Crank rotation position storage means for storing the rotation position of the crank;
The control means includes
When the internal combustion engine and the electric motor are in an engaged state and the internal combustion engine stops, the rotational position of the crank is acquired with reference to the rotational position of the rotor acquired by the electric motor rotational position acquisition means,
Storing the obtained rotational position of the crank in the crank rotational position storage means;
When the internal combustion engine is started or restarted, the rotational position of the crank acquired by referring to the rotational position of the rotor is stored in the crank rotational position storage means. If not moving from the rotational position, using the rotational position of the crank at the time of the stop, set the start timing of the vibration suppression control by the actuator,
On the other hand, if the crank has moved from the rotational position of the crank at the time of stopping, the acquired rotational position of the crank is corrected based on the rotational position of the rotor, and the corrected rotational position of the crank is used to A control device for an active vibration-proof support device, wherein the start timing of the vibration suppression control by an actuator is set.

Images