JP2015006812A - Vehicle and engine mount controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle and an engine mount controller capable of appropriately reducing an operation load of the engine mount controller.SOLUTION: An ACM ECU of a vehicle determines timing at which a start timing signal Sst2 indicating timing of starting a vibration suppression control at a time of engine start or restart can be received from a motor ECU or signal processing timing that is timing at which the signal Sst2 is determined as normal using a crank rotation position θcrk or a crank rotational speed Ncrk. If the signal processing timing is determined and the signal Sst2 is received, the vibration suppression control starts.

Description

  The present invention relates to an engine mount having an actuator, a vehicle including an engine mount control device that controls the actuator, and an engine mount control device.

Patent Document 1 aims to provide an active vibration isolating support device that can appropriately control vibration transmission suppression so that roll natural vibration (roll resonance) at the time of engine start is not transmitted to the vehicle body ([0006], wrap up). In order to achieve this object, when the ACM_ECU 71 in Patent Document 1 detects the start of the motoring state, the roll natural vibration control unit 241 during motoring causes the engine / AT_ECU 73 from the engine / AT_ECU 73 to start before starting the engine via the CAN communication line 207. Get the crank angle. Then, the vibration start timing T _SA of the roll natural vibration corresponding to the acquired crank angle before starting the engine, the input vibration load, the vibration frequency, and the period of vibration are calculated based on the roll natural vibration characteristic data of the data unit 241a, and the drive The current calculation unit 236 generates a drive current waveform. The drive controllers 238A and 238B control the active control mounts M _F and M _R based on the drive current waveform (summary).

The vibration start time T _SA described above is set as a period based on the time point (motoring start time point) at which the motoring start signal is received from the engine / AT_ECU 73 ([0067], [0092], [0111]). [0112]). Also, the vibration start time T _SA is calculated by multiplying the standard vibration start time T _OSA by the correction coefficient K ₁ (S34 in FIG. 12, [0106]). The standard vibration start time T _OSA is the value of the average vibration start time T _SA ([0060]), and the correction coefficient K ₁ is set according to the crank angle before engine start transmitted from the engine / AT_ECU 73. ([0092], [0104]).

JP 2011-252553 A

As described above, ACM_ECU71 of Patent Document 1 (engine mount control apparatus) uses this to calculate the vibration start time T _SA based on the motoring start signal and a crank angle before starting the engine received from the engine · AT_ECU73 . Therefore, in Patent Document 1, which is calculated and lapse determining vibration start time T _SA is performed in only ACM_ECU71, there is room for improvement from the viewpoint of reduction in calculation load in ACM_ECU71. In addition, Patent Document 1 does not consider the problem which may occur in the case where the performed if ACM_ECU71 other ECU calculates and lapse determining vibration start time T _SA.

  The present invention has been made in consideration of the above-described problems, and an object of the present invention is to provide a vehicle and an engine mount control device that can suitably reduce the calculation load of the engine mount control device.

  The vehicle according to the present invention includes an engine, a crank sensor that detects a crank rotational position that is a rotational position of a crankshaft of the engine, a motor that transmits driving force to the engine during motoring of the engine, and the crank sensor A motor rotational position sensor that detects a rotational position of the rotor of the motor with higher angular resolution, and the motor rotational position acquired by the motor rotational position sensor is used to control the output of the motor. A motor control device, an engine mount that includes an actuator that suppresses vibration of the engine and supports the engine on the vehicle body, and vibration suppression control that suppresses transmission of engine vibration to the vehicle body by driving the actuator. An engine mount control device. The motor control device calculates a start timing of the vibration suppression control when the engine is started or restarted, and outputs a start timing signal indicating the start timing to the engine mount control device. An apparatus is configured to detect the crank rotation position or the crank rotation detected by the crank sensor at a signal processing timing that is a timing at which the start timing signal from the motor control device can be received or a timing at which the start timing signal is determined to be normal. When the start timing signal is received when it is determined using the crank rotation speed that is the amount of change in the position per unit time and the signal processing timing is determined, the vibration suppression control is started. Features.

  According to the present invention, the crank rotational position or the crank rotational speed detected by the crank sensor is used as a signal processing timing that is a timing at which a start timing signal from a motor control device can be received or a timing at which the start timing signal is determined to be normal. When the start timing signal is received at the signal processing timing, vibration suppression control is started. As a result, a signal received at a timing other than the signal processing timing is not processed as a start timing signal. Therefore, it is possible to determine the certainty of the start timing signal acquired from the motor control device based on the crank rotation position or the crank rotation speed. For this reason, even when noise occurs in the signal line of the start timing signal, it is easy to prevent erroneous determination of the noise as the start timing signal.

  In addition, since calculation of the start timing of vibration suppression control is performed not by the engine mount control device but by the motor control device, the processing load on the engine mount control device can be reduced. In addition, the output of the motor rotational position sensor having a higher angular resolution than the crank sensor is used to determine the start timing of the vibration suppression control. For this reason, it is possible to calculate the start timing of the vibration suppression control with high accuracy.

  When the engine mount control device determines that the crank rotation speed has reached a frequency range of roll resonance caused by the engine during the motoring or a crank rotation speed threshold set as a value below the frequency range, Alternatively, when it is determined that the crank rotation position has reached the rotation position corresponding to the frequency range of the roll resonance or a frequency lower than the frequency range, and receiving the start timing signal from the motor control device, It may be determined that the start timing is normal. This makes it possible to appropriately set the signal processing timing using the crank rotation speed or the crank rotation position.

  The motor control device outputs the start timing signal as a signal having a predetermined output time, and the engine mount control device starts the vibration suppression control when receiving the start timing signal from the motor control device. Thereafter, it is determined whether or not the reception of the start timing signal from the motor control device has continued for a start determination determination time threshold that is a time threshold for determining the start determination of the vibration suppression control, and the start When the reception of the timing signal ends before continuing for the start determination fixed time threshold or more, the already started vibration suppression control may be stopped.

  As a result, even when the signal processing timing is not used or when noise occurs in the signal processing timing, the start timing signal is set by setting the output time of the start timing signal longer than the expected noise generation time. It becomes possible to avoid misjudging.

  The engine mount control device is at least one of a situation in which the crank rotational position or the crank rotational speed cannot be acquired and a situation in which the calculation load of the engine mount control device is increased and there is no room for calculation of the signal processing timing. When it is determined whether or not the signal processing timing calculation difficult situation, and it is determined that the signal processing timing calculation difficult situation, the vibration suppression control is started when the start timing signal is received from the motor control device. Thereafter, it is determined whether or not the start timing signal has been continuously received from the motor control device for the start determination confirmation time threshold or more, and before the start timing signal is received for the start determination confirmation time threshold or more. When the process ends, the vibration suppression control that has already started is stopped, and the signal processing timing When it is determined that the calculation is not difficult, the vibration suppression control is started when the start timing signal is received from the motor control device, and the vibration suppression control is performed without monitoring the reception time of the start timing signal. It may be completed.

  As a result, the influence of noise can be reduced even in a situation where it is difficult to calculate the signal processing timing.

  An engine mount control device according to the present invention includes an engine, a crank sensor that detects a crank rotational position that is a rotational position of a crankshaft of the engine, a motor that transmits a driving force to the engine during motoring of the engine, A motor rotation position sensor that detects a motor rotation position that is a rotation position of the rotor of the motor with a higher angular resolution than the crank sensor, and an output of the motor using the motor rotation position acquired by the motor rotation position sensor And a motor control device for controlling the engine, wherein an engine built in an engine mount that supports the engine on a vehicle body is driven to suppress transmission of engine vibration to the vehicle body. The control unit will start or restart the engine. A signal processing timing that is a timing at which the start timing signal output from the motor control device can be received as a signal indicating the start timing of the vibration suppression control or when the start timing signal is determined as normal. When the crank rotation position detected by the sensor or the crank rotation speed which is the amount of change per unit time of the crank rotation position is set and the start timing signal is received at the signal processing timing, the vibration suppression control is performed. It is characterized by starting.

  According to the present invention, it is possible to suitably reduce the calculation load of the engine mount control device.

1 is a schematic configuration diagram of a vehicle according to a first embodiment of the present invention. It is a flowchart which shows the process of the fuel-injection electronic control apparatus relevant to the starting time control of an ACM electronic control apparatus (henceforth "ACM ECU"). It is a time chart which shows an example at the time of performing the various processes which concern on this embodiment. It is a time chart which shows an example at the time of performing the various processes which concern on a comparative example. It is a flowchart which shows the process of the motor electronic control apparatus relevant to the starting control of ACM ECU. It is a flowchart which shows the process of the starting control of ACM ECU in 1st Embodiment. It is a 1st flowchart which shows the process of the starting control of ACM ECU in 2nd Embodiment. It is a 2nd flowchart which shows the process of the starting control of ACM ECU in 2nd Embodiment.

A. First Embodiment 1. FIG. Configuration [1-1. Overview]
FIG. 1 is a schematic configuration diagram of a vehicle 10 according to the first embodiment of the present invention. As shown in FIG. 1, the vehicle 10 is a so-called hybrid vehicle having an engine 12 and a travel motor 14 as drive sources. As will be described later, the vehicle 10 may be a so-called engine vehicle that does not have the traveling motor 14.

  The engine 12 is supported by the vehicle body 16 via the engine mounts 302f and 302r in a state where the rotation shaft is in the vehicle width direction. As will be described in detail later, the engine mounts 302f and 302r constitute a part of the active vibration isolating support device 300 that actively suppresses vibration from the engine 12 (hereinafter also referred to as “engine vibration”) by an actuator 306. To do.

  The travel motor 14 of the present embodiment generates a travel driving force of the vehicle 10 based on the electric power from the battery 18 (that is, transmits the driving force to a wheel (not shown)), and also motoring (crank) of the engine 12. It is a motor (electric motor) used for ranking.

  In addition to the active vibration isolation support device 300, the vehicle 10 includes an ignition switch 20 (hereinafter referred to as “IGSW 20”), an engine control system 100 related to the control of the engine 12, and a motor control related to the control of the traveling motor 14. System 200. Further, the vehicle 10 is referred to as an accelerator pedal sensor 22 for detecting an operation amount of the accelerator pedal 24 (hereinafter referred to as “accelerator pedal operation amount θap”) and an operation amount of the brake pedal 28 (hereinafter referred to as “brake pedal operation amount θbp”). And a brake pedal sensor 26 for detecting. In addition, about the basic component of the vehicle 10, the thing similar to patent document 1 can be used.

[1-2. Engine control system 100]
The engine control system 100 includes, as components related to the engine 12, a crank sensor 102, a top dead center sensor 104 (hereinafter also referred to as “TDC sensor 104”), a starter motor 106, and a fuel injection electronic control device 108 ( Hereinafter referred to as “FI ECU 108”).

  The crank sensor 102 detects a rotational position of a crankshaft (not shown) (hereinafter referred to as “crank rotational position θcrk”), and outputs a signal (crank pulse signal Scrk) indicating the crank rotational position θcrk to the FI ECU 108. The TDC sensor 104 detects that an unillustrated engine piston has reached top dead center (top dead center timing), and outputs a signal indicating the top dead center timing (hereinafter referred to as “TDC signal Stdc”) to the FI ECU 108. . The outputs of the sensors 102 and 104 may be directly output to an ECU other than the FI ECU 108 (for example, an ACM electronic control unit 304 described later).

  The starter motor 106 is a motor (electric motor) used for motoring the engine 12 and transmits driving force only to the engine 12 based on electric power from a low-voltage battery (not shown). The starter motor 106 of the present embodiment is a DC type, but may be an AC type. When the engine 12 is motored, either the traveling motor 14 or the starter motor 106 is selected and used.

  The FI ECU 108 controls the engine 12 based on various input signals such as a crank pulse signal Scrk and a TDC signal Stdc. For example, the FI ECU 108 calculates and uses the rotational speed of the engine 12 (hereinafter referred to as “engine rotational speed Ne”) [rpm] based on the crank pulse signal Scrk. Like the ACM electronic control unit 304 described later, the FI ECU 108 includes an input / output unit, a calculation unit, and a storage unit (not shown).

[1-3. Motor control system 200]
As shown in FIG. 1, the motor control system 200 is a resolver 202, an SOC sensor 204, and a motor electronic control device 206 (hereinafter referred to as “motor ECU 206” or “MOT ECU 206”) as components related to the traveling motor 14. ).

  The resolver 202 (rotational position sensor) detects the rotational position of a rotor (not shown) of the traveling motor 14 (hereinafter referred to as “traveling motor rotational position θmot_d”, “motor rotational position θmot_d”, or “rotational position θmot_d”), and the rotational position. A signal indicating θmot_d (hereinafter referred to as “travel motor rotation position signal Sθmot_d”) is output to MOT ECU 206. The angular resolution of the resolver 202 in this embodiment is higher than the angular resolution of the crank sensor 102. That is, when the crank sensor 102 detects the rotational position θcrk every D1 ° and the resolver 202 can detect the rotational position θmot_d every D2 °, D1> D2.

  The SOC sensor 204 detects the remaining capacity (SOC) of the battery 18 and outputs it to the MOT ECU 206.

  The motor ECU 206 controls the traveling motor 14 based on various input information such as the rotational position θmot_d and SOC. Similar to the ACM electronic control unit 304 described later, the motor ECU 206 has an input / output unit, a calculation unit, and a storage unit (not shown).

  In the present embodiment, for example, the necessity of driving the engine 12 and the travel motor 14 is determined according to indices such as the vehicle speed V of the vehicle 10, the required acceleration, and the SOC of the battery 18 for the travel motor 14. For example, when the vehicle speed V is in a low speed range (for example, 0 to 20 km / h), it is normal to use only the traveling motor 14. In addition, when the vehicle speed V is in a medium speed range (for example, 21 to 80 km / h) or a high speed range (for example, 81 km / h or more), the engine 12 is normally used. In addition, the traveling motor 14 is driven. However, for example, when the SOC of the battery 18 is low, an alternator (not shown) is operated, so that the engine 12 may be operated even when the vehicle speed V is in a low speed range.

[1-4. Active vibration isolation support device 300]
As shown in FIG. 1, the active vibration isolating support device 300 includes an ACM electronic control device 304 (hereinafter referred to as “ACM ECU 304”) in addition to the engine mounts 302f and 302r described above.

  For example, the engine mounts 302f and 302r are spaced apart from each other in the front-rear direction of the vehicle 10 as in FIG. Each engine mount 302f, 302r has an actuator 306 therein, for example, as in FIG. The actuator 306 can be constituted by a solenoid, for example. Alternatively, the actuator 306 can be configured to adjust the negative pressure of the engine 12 by a valve (not shown).

  Hereinafter, the engine mounts 302f and 302r are also referred to as ACMs 302f and 302r in the meaning of an active control mount that actively suppresses engine vibration. “ACM” in the ACM ECU 304 also means an active control mount.

  The ACM ECU 304 controls the actuators 306 of the engine mounts 302f and 302r, and includes an input / output unit 310, a calculation unit 312 and a storage unit 314. The ACM ECU 304 drives the actuator 306 to perform vibration suppression control for suppressing transmission of engine vibration to the vehicle body 16.

2. Various controls for suppressing engine vibration at the time of starting or restarting the engine 12 In the following, the control performed by the active vibration isolating support device 300 for suppressing engine vibration at the time of starting or restarting the engine 12 (hereinafter referred to as “control”). The control performed by the FI ECU 108, the motor ECU 206, and the ACM ECU 304 will be described in relation to “startup control”. Note that control not related to start-up control is omitted.

[2-1. FI ECU108]
FIG. 2 is a flowchart showing processing of the FI ECU 108 related to the start-up control of the ACM ECU 304. FIG. 3 is a time chart showing an example when various processing according to the present embodiment is performed. FIG. 4 is a time chart illustrating an example when various processes according to the comparative example are performed. Details of the comparative example will be described when the processing of the ACM ECU 304 (the flowchart of FIG. 6) is described.

  In step S1 of FIG. 2, the FI ECU 108 determines whether a start condition or a restart condition of the engine 12 is satisfied. As a starting condition of the engine 12, for example, an ON operation for the IGSW 20 can be cited. Moreover, as a restart condition, it can mention that idling stop cancellation | release operation (for example, depression operation of the accelerator pedal 24) at the time of idling stop was performed, for example.

  If the FI ECU 108 determines that neither the start condition or the restart condition of the engine 12 is satisfied (S1: NO), it repeats step S1. When the FI ECU 108 determines that the start condition or restart condition of the engine 12 is satisfied (S1: YES), in step S2, the FI ECU 108 determines that the crank rotation position θcrk (hereinafter referred to as “engine rotation at stop) when the engine 12 is stopped. Position θstp ”or“ rotational position θstp ”) is output to the ACM ECU 304. When the motor ECU 206 is configured to use the engine rotational position θstp at the time of stop (details will be described later), the FI ECU 108 also outputs the rotational position θstp to the motor ECU 206.

  Thereafter, the engine 12 is started or restarted, and in step S3, a signal (engine start signal Sst1) notifying that the engine 12 is started or restarted is output to the motor ECU 206 and the ACM ECU 304 (time t1 in FIG. 3). , Time t11 in FIG.

[2-2. Motor ECU 206]
FIG. 5 is a flowchart showing processing of the motor ECU 206 related to the start-up control of the ACM ECU 304. In step S11, the motor ECU 206 determines whether or not the engine start signal Sst1 has been received from the FI ECU 108. If the engine start signal Sst1 has not been received (S11: NO), step S11 is repeated. When the engine start signal Sst1 is received (S11: YES), the process proceeds to step S12.

  In step S <b> 12, the motor ECU 206 starts the motoring (cranking) of the engine 12 by operating the traveling motor 14 connected to the engine 12.

  In step S <b> 13, the motor ECU 206 acquires the motor rotation position θmot_d from the resolver 202. In step S14, the motor ECU 206 calculates the motor rotation speed Nmot_d based on the motor rotation position θmot_d.

  In step S15, the motor ECU 206 calculates the engine speed Ne based on the motor speed Nmot_d. As described above, since the traveling motor 14 is connected to the engine 12 at this time, the motor rotation speed Nmot_d calculated in step S14 is proportional to the engine rotation speed Ne. Therefore, it is possible to calculate the engine speed Ne based on the motor speed Nmot_d. If the motor rotation speed Nmot_d and the engine rotation speed Ne are one-to-one, step S15 can be omitted.

  In step S16, the motor ECU 206 determines whether or not the engine speed Ne calculated in step S15 has increased to a frequency region where roll resonance occurs (hereinafter referred to as “roll resonance region Rr”) or in the vicinity thereof. Specifically, a threshold value (hereinafter referred to as “engine speed threshold value THne”) that is a value slightly smaller than or within the roll resonance region Rr is set in advance, and whether the engine speed Ne is equal to or greater than the threshold value THne. Determine whether or not.

  Note that, as described above, the motor rotational speed Nmot_d and the engine rotational speed Ne are in a proportional relationship during motoring by the traveling motor 14. For this reason, the motor rotational speed Nmot_d may be used as the engine rotational speed Ne in step S16. In this case, step S15 is not necessary.

  If the engine speed Ne has not risen to the roll resonance region Rr or the vicinity thereof (S16: NO), the process returns to step S13. When the engine speed Ne increases to the roll resonance region Rr or the vicinity thereof (S16: YES), the process proceeds to step S17.

  In step S17, the motor ECU 206 outputs a vibration suppression control start signal Sst2 (hereinafter also referred to as “signal Sst2”) to the ACM ECU 304 (time points t4 to t5 in FIG. 3). The signal Sst2 is a signal for causing the ACM ECU 304 to start vibration start control (operation of the ACMs 302f and 302r). The output time Tout of the signal Sst2 of the present embodiment is set to a time (t4 to t5) longer than the assumed noise duration.

[2-3. ACM ECU304]
FIG. 6 is a flowchart showing a process at the time of starting control of the ACM ECU 304 in the first embodiment. In step S <b> 21, the ACM ECU 304 determines whether or not the engine rotation position θstp at stop is received (acquired) from the FI ECU 108. If the engine rotation position θstp at the time of stop is not received (S21: NO), step S21 is repeated. When the engine rotational position θstp at the time of stop is received (acquired) (S21: YES), the process proceeds to step S22.

  In step S22, the ACM ECU 304 sets an ACM output parameter according to the stop-time engine rotation position θstp acquired in step S21. The ACM output parameter here is a parameter for realizing the operation of the actuator 306 for suppressing the roll natural vibration (roll resonance) of the engine 12. For example, the ACM output parameters include waveforms (current values and frequencies) of target ACM currents Iacmft and Iacmrt that are target values of the output current Iacm to the actuator 306. The target ACM current Iacmft is for the front actuator 306, and the target ACM current Iacmrt is for the rear actuator 306.

  In step S23, the ACM ECU 304 determines whether or not the engine start signal Sst1 has been received from the FI ECU 108. If the engine start signal Sst1 has not been received (S23: NO), step S23 is repeated. When the engine start signal Sst1 is received (S23: YES), the process proceeds to step S24.

  In step S24, the ACM ECU 304 pre-energizes one of the ACMs 302f and 302r (here, the front ACM 302f) to prepare for the start of output of the ACMs 302f and 302r.

  The basic mode of the waveforms of the target ACM currents Iacmft and Iacmrt to the actuator 306 can be set in the same manner as in Patent Document 1. However, in this embodiment, it should be noted that the trigger timing (start timing of vibration suppression control (operation of the ACMs 302f and 302r)) is not calculated by the ACM ECU 304 but is calculated by the motor ECU 206. That is, the trigger timing is determined by receiving the vibration suppression control start signal Sst2 from the motor ECU 206.

  In step S25, the ACM ECU 304 acquires the crank rotational position θcrk from the crank sensor 102 via the FI ECU 108. In step S26, the ACM ECU 304 calculates a crank rotation speed Ncrk [rpm], which is a change amount per unit time of the crank rotation position θcrk. Instead of calculating the crank rotational speed Ncrk by the ACM ECU 304, the FI ECU 108 may calculate the crank rotational speed Ncrk and output it to the ACM ECU 304. The crank speed Ncrk is equal to the engine speed Ne.

  In step S27, the ACM ECU 304 determines whether the crank rotational speed Ncrk (= engine rotational speed Ne) is within the processing region of the vibration suppression control start signal Sst2 (hereinafter also referred to as “signal processing region Rs” or “region Rs”). Determine whether or not. For example, a minimum value (crank rotation speed lower limit threshold THcrklow) and a maximum value (crank rotation upper limit threshold THcrkhigh) of the region Rs are set, and whether or not the crank rotation speed Ncrk is between the lower limit threshold THcrklow and the upper limit threshold THcrkhigh. judge.

  The signal processing region Rs is set corresponding to the roll resonance region Rr. That is, the vibration suppression control needs to be performed immediately after the vibration suppression control start signal Sst2 from the motor ECU 206 is input to the ACM ECU 304. Therefore, the ACM ECU 304 of the present embodiment starts the vibration suppression control immediately after receiving the vibration suppression control start signal Sst2 (for example, at the rising edge of the signal Sst2).

  Here, in the comparative example (FIG. 4), when the noise Nz enters the signal line for the signal Sst2 instead of the signal Sst2 at the time t12, the ACM ECU 304 erroneously recognizes the noise Nz as the signal Sst2. That is, in the ACM electronic control device (ACM ECU) according to the comparative example, the above-described signal processing region Rs is not set. Therefore, the ACM ECU according to the comparative example starts the vibration suppression control based on the noise Nz at time t12.

  In view of the above, the ACM ECU 304 of the present embodiment determines a period (time t3 to t6) during which the signal Sst2 may be input based on the crank rotational speed Ncrk (that is, as the signal processing region Rs), and Only the signal input in the period (region Rs) is processed as the signal Sst2. In other words, the ACM ECU 304 determines a period during which the signal Sst2 should not be input (time t1 to t3, after t6) based on the crank rotational speed Ncrk, and does not process the signal input during the period as the signal Sst2. .

  In step S27, when the crank rotation speed Ncrk is not within the region Rs (S27: NO), the process returns to step S25. When the crank rotation speed Ncrk is within the region Rs (S27: YES), in step S28, the ACM ECU 304 determines whether or not the signal Sst2 has been received from the motor ECU 206. If the signal Sst2 has not been received (S28: NO), the process returns to step S25. When the signal Sst2 is received (S28: YES), in step S29, the ACM ECU 304 executes vibration suppression control (operation of the ACMs 302f and 302r).

3. Effects of the First Embodiment As described above, according to the first embodiment, the timing for receiving the vibration suppression control start signal Sst2 (start timing signal) from the motor ECU 206 or the timing for determining that the signal Sst2 is normal. The corresponding signal processing region Rs (signal processing timing) is determined using the crank rotational speed Ncrk (= engine rotational speed Ne) (S27 in FIG. 6), and when the signal Sst2 is received in the signal processing region Rs (S28: YES), vibration suppression control is started (S29). As a result, signals received outside the signal processing region Rs are not processed as the signal Sst2. Therefore, it is possible to determine the likelihood of the signal Sst2 acquired from the motor ECU 206 based on the crank rotation speed Ncrk. For this reason, even when the noise Nz occurs in the signal line of the signal Sst2, it is easy to prevent the noise Nz from being erroneously determined as the signal Sst2.

  Further, since the calculation timing of the vibration suppression control is calculated not by the ACM ECU 304 but by the motor ECU 206 (S16 in FIG. 5), the processing load on the ACM ECU 304 can be reduced. In addition, the output of the resolver 202 (motor rotational position sensor) having an angular resolution higher than that of the crank sensor 102 is used to determine the start timing of the vibration suppression control. For this reason, it is possible to calculate the start timing of the vibration suppression control with high accuracy.

  In the first embodiment, the ACM ECU 304 determines that the crank rotational speed Ncrk is set as a frequency range of roll resonance (roll resonant region Rr) caused by the engine 12 during motoring or a value lower than the region Rr. When it is determined that THcrklow (crank rotation speed threshold) has been reached (S27 in FIG. 6: YES), when the vibration suppression control start signal Sst2 is received from the motor ECU 206 (S28: YES), the start timing of the vibration suppression control is normal. It is determined that there is (S29). As a result, it is possible to appropriately set the signal processing timing (signal processing region Rs) using the crank rotation speed Ncrk.

B. Second Embodiment 1. FIG. Difference from the First Embodiment The configuration of the second embodiment is the same as the configuration of the first embodiment (FIG. 1). For this reason, the same components are denoted by the same reference numerals, and detailed description thereof is omitted. In the vehicle 10 of the second embodiment, the processing of the ACM ECU 304 is as shown in FIG.

2. Control at Start of ACM ECU 304 FIGS. 7 and 8 are first and second flowcharts showing a process of control at the start of the ACM ECU 304 in the second embodiment. Steps S31 to S33 are the same as steps S21 to S23 of the first embodiment (FIG. 6).

  That is, in step S31, the ACM ECU 304 determines whether or not the engine rotation position θstp at the time of stop has been received (acquired) from the FI ECU 108. When the stop engine rotation position θstp is received (S31: YES), in step S32, the ACM ECU 304 sets an ACM output parameter in accordance with the stop engine rotation position θstp acquired in step S31.

  In step S33, the ACM ECU 304 determines whether or not the engine start signal Sst1 has been received from the FI ECU 108. If the engine start signal Sst1 has not been received (S33: NO), step S33 is repeated. When the engine start signal Sst1 is received (S33: YES), the process proceeds to step S34.

  In step S34, the ACM ECU 304 determines whether or not the calculation load of other calculation processes (processes other than the process shown in FIG. 7) that the ACM ECU 304 is currently performing is small. This determination can be made based on, for example, a load threshold related to the load of other arithmetic processing. When the calculation load is small (S34: YES), there is no problem in performing the processing of FIG. 6 from the viewpoint of calculation load. Therefore, in step S35, the ACM ECU 304 executes normal processing (steps S24 to S29 in FIG. 6).

  Returning to step S31, when the engine rotation position θstp at the time of stop is not received (S31: NO), in step S36, the ACM ECU 304 determines whether or not the engine start signal Sst1 is received from the FI ECU 108. If the engine start signal Sst1 has not been received (S36: NO), the process returns to step S31.

  When the calculation load is not small in step S34 (S34: NO) or when the engine start signal Sst1 is received in step S36 (S36: YES), in step S37, the ACM ECU 304, as in step S24 of FIG. ACM 302f, 302r (here, the front ACM 302f) is pre-energized. Thereafter, the process proceeds to step S38 in FIG.

  In step S38 of FIG. 8, the ACM ECU 304 reads the ACM output reference parameter from the storage unit 314. The ACM output reference parameter is stored in advance in the storage unit 314 as the average content of the ACM output parameter set in step S22 of FIG. By using the ACM output reference parameter, the ACM ECU 304 can set the ACM output parameter even if the engine rotational position θstp at the time of stoppage cannot be acquired.

  In steps S39 to S45, processing that does not use the signal processing region Rs used in normal processing (S35 in FIG. 7) is performed. That is, in step S39, the ACM ECU 304 determines whether or not the vibration suppression control start signal Sst2 has been received. When the signal Sst2 is not received (S39: NO), step S39 is repeated. When the signal Sst2 is received (S39: YES), in step S40, the ACM ECU 304 starts vibration suppression control (operation of the ACMs 302f and 302r).

  In step S41, the ACM ECU 304 determines whether or not the signal Sst2 is being received. When reception of the signal Sst2 is being continued (S41: YES), in step S42, the ACM ECU 304 increases the counter CNT by one. The counter CNT is used to determine the start determination of vibration suppression control.

  In subsequent step S43, the ACM ECU 304 determines whether or not to confirm the start of vibration suppression control. This determination is made based on whether or not the value of the counter CNT is equal to or greater than a threshold value for determining the start determination of vibration suppression control (hereinafter referred to as “determination determination threshold value THcnt”). The determination confirmation threshold value THcnt is set to a value equal to or shorter than the output time Tout of the vibration suppression control start signal Sst2.

  If the start determination is not confirmed (S43: NO), the process returns to step S41. When confirming the start (S43: YES), in step S44, the ACM ECU 304 confirms the start determination and completes the vibration suppression control.

  Returning to step S41, when reception of the signal Sst2 is interrupted even though reception of the signal Sst2 is started in step S39 (S41: NO), in step S45, the ACM ECU 304 controls the vibration suppression control started in step S40. And return to step S39. Thereby, it becomes possible to wait for reception of signal Sst2 again.

3. Effects of the Second Embodiment As described above, according to the second embodiment, the following effects can be obtained in addition to or instead of the effects of the first embodiment.

  That is, according to the second embodiment, the motor ECU 206 outputs a vibration suppression control start signal Sst2 (start timing signal) as a signal having a predetermined output time Tout, and the ACM ECU 304 receives the signal Sst2 from the motor ECU 206. Vibration suppression control is started at the time (S39 in FIG. 8: YES) (S40). Thereafter, it is determined whether or not the signal Sst2 from the motor ECU 206 has continued for a determination decision threshold THcnt (start determination decision time threshold) or more (S43), and the reception of the signal Sst2 ends before continuing for the threshold THcnt or more. (S41: NO), the vibration suppression control already started is stopped (S45).

  Thus, even when the signal processing region Rs (S27 in FIG. 6 included in S35 in FIG. 7) is not used, the output time of the signal Sst2 is set longer than the assumed noise generation time and equal to or less than the threshold THcnt. As a result, it is possible to avoid erroneously determining noise as the signal Sst2.

  In the second embodiment, the ACM ECU 304 cannot acquire the engine rotational position θstp at the time of stop (S31: NO in FIG. 7), or the calculation load of the ACM ECU 304 is increased and there is no room for calculating the signal processing region Rs. It is determined whether or not the signal processing timing calculation difficult situation is (S34: NO), and if it is determined that the signal processing timing calculation difficult situation is (S31: NO or S34: NO), the vibration suppression control is performed by the motor ECU 206. When the start signal Sst2 (start timing signal) is received (S39 in FIG. 8: YES), vibration suppression control is started (S40). Thereafter, it is determined whether or not the reception of the signal Sst2 from the motor ECU 206 has been continuously received for the determination determination threshold THcnt or more (S43), and the reception of the signal Sst2 is completed before the reception for the determination determination threshold THcnt or more is continued. (S41: NO), the vibration suppression control already started is stopped (S45). If the ACM ECU 304 determines that the signal processing timing calculation is not difficult (S31: YES and S34: YES), the ACM ECU 304 vibrates when the signal Sst2 is received from the motor ECU 206 (S28 of FIG. 6 included in S35: YES). The suppression control is started (S29), and the vibration suppression control is completed without monitoring the reception time of the signal Sst2 (S41 to S43 in FIG. 8) (S29).

  Thereby, even if it is a signal processing timing calculation difficult situation (S31: NO or S34: NO), it becomes possible to reduce the influence of noise Nz.

C. Modifications Note that the present invention is not limited to the above-described embodiments, and various configurations can be adopted based on the description of the present specification. For example, the following configuration can be adopted.

1. Application Target In each of the above embodiments, the active vibration isolating support device 300 (ACM ECU 304) is applied to the vehicle 10 that is a hybrid vehicle. For example, a configuration (such as the resolver 202) corresponding to the traveling motor 14 and the motor ECU 206 is used as a starter. If provided in the motor 106, the active vibration isolating support device 300 may be applied to the vehicle 10 as an engine vehicle that does not have the traveling motor 14. Alternatively, the application target of the active vibration-proof support device 300 is not limited to the vehicle 10, and can also be used for a mobile body (a ship, an aircraft, or the like) including the engine 12. Or you may apply the active vibration-proof support apparatus 300 to a manufacturing apparatus provided with the engine 12, a robot, or a household appliance.

2. Engine 12
In each of the embodiments described above, the engine 12 is used for traveling (that generates the traveling driving force of the vehicle 10). However, for example, if the vehicle 10 uses the traveling motor 14 as the driving force generating means, the engine 12 is It may be used only for operating a generator that does not.

3. Traveling motor 14 and starter motor 106 (electric motor)
In each of the above embodiments, both the traveling motor 14 and the starter motor 106 are used as motoring motors. However, for example, the starter motor 106 can be omitted. When the vehicle 10 is configured as an engine vehicle that does not have the traveling motor 14, only the starter motor 106 can be used as the electric motor.

4). Crank sensor 102 and resolver 202
In each of the above embodiments, the angular resolution of the crank sensor 102 is lower than that of the resolver 202. However, the angular resolution of the crank sensor 102 may be the same as or higher than that of the resolver 202.

5. Control in ACM ECU 304 [5-1. Crank rotation position θcrk and engine speed Ne]
In the above embodiments, the crank rotation position θcrk is used as the rotation position of the engine 12 such as the engine rotation position θstp at the time of stop. However, the motor rotation position θmot_d detected by the resolver 202 may be used as the rotation position of the engine 12.

  Similarly, the engine rotational speed Ne may be calculated using the motor rotational position θmot_d detected by the resolver 202 instead of the crank rotational position θcrk.

  In each of the above embodiments, the resolver 202 has a higher angular resolution than the crank sensor 102 (the rotational position sensor of the engine 12 itself). For this reason, it is possible to use a more accurate stop-time engine rotation position θstp and engine rotation speed Ne.

  If the starter motor 106 is also provided with a rotational position sensor, the same may be performed.

[5-2. Signal processing region Rs (signal processing timing)]
In the first embodiment, when the ACM ECU 304 determines that the crank rotational speed Ncrk has reached the crank rotational speed lower limit threshold THcrklow (crank rotational speed threshold) (S27 in FIG. 6: YES), the vibration suppression control starts from the motor ECU 206. When the signal Sst2 (start timing signal) is received (S28: YES), it is determined that the start timing is normal, and vibration suppression control is performed (S29). However, for example, from the viewpoint of processing the signal Sst2 only in the range corresponding to the region Rr, it is possible to use an index other than the crank rotation speed Ncrk [rpm].

  For example, the time from the start of motoring to the occurrence of roll resonance has a correlation with the change in the crank rotation position θcrk from the start of motoring to the occurrence of roll resonance. Therefore, a threshold value of the crank rotation position θcrk for determining that the engine speed Ne has reached the frequency range Rr of the roll resonance or a value lower than the frequency range Rr (hereinafter referred to as “roll resonance occurrence determination threshold value THθcrk”). Is set in advance. When the crank rotation position θcrk reaches the roll resonance occurrence determination threshold THθcrk, it may be determined that the start timing of the vibration suppression control is normal.

[5-3. Others]
In the second embodiment, the ACM ECU 304 uses the determinations of steps S31 and S34 in FIG. 7 as the determination of the signal processing timing calculation difficult situation, but only one of them may be used. Other determinations can also be used. As the other determinations, for example, it is possible to determine whether the ACM ECU 304 can acquire the crank rotational speed Ncrk from the crank sensor 102 or the FI ECU 108 due to disconnection or the like. In the determination, if the ACM ECU 304 cannot acquire the crank rotation speed Ncrk, the process proceeds to step S38 in FIG.

  In the second embodiment, the processing of steps S41 to S45 in FIG. 8 is applied to the signal processing timing calculation difficult situation (steps S31 and S34 in FIG. 7). However, the processing in steps S41 to S45 can be applied to the normal processing (S35) in FIG. 7 or FIG. For example, you may include the process of step S41-S45 after step S29 of FIG.

DESCRIPTION OF SYMBOLS 10 ... Vehicle 12 ... Engine 14 ... Traveling motor (motor) 16 ... Car body 102 ... Crank sensor 106 ... Starter motor (motor)
202 ... Resolver (motor rotation position sensor)
206: Motor ECU
302f, 302r ... Engine mount (ACM)
304 ... ACM ECU (Engine Mount Control Device)
306 ... Actuator Ncrk ... Crank rotation speed Rr ... Roll resonance region Sst2 ... Vibration suppression control start signal (start timing signal)
THne: Engine speed threshold (crank speed threshold)
θcrk: crank rotation position θmot_d: motor rotation position

Claims (5)

An engine,
A crank sensor that detects a crank rotational position that is a rotational position of the crankshaft of the engine;
A motor that transmits driving force to the engine during motoring of the engine;
A motor rotational position sensor that detects a motor rotational position that is a rotational position of the rotor of the motor with higher angular resolution than the crank sensor;
A motor control device for controlling the output of the motor using the motor rotation position acquired by the motor rotation position sensor;
An engine mount that includes an actuator for suppressing vibration of the engine and supports the engine on a vehicle body;
An engine mount control device that performs vibration suppression control that suppresses transmission of engine vibration to the vehicle body by driving the actuator;
The motor control device calculates a start timing of the vibration suppression control when the engine is started or restarted and outputs a start timing signal indicating the start timing to the engine mount control device,
The engine mount control device includes:
The crank rotation position detected by the crank sensor or the unit of the crank rotation position is a signal processing timing that is a timing at which the start timing signal from the motor control device can be received or a timing at which the start timing signal is determined to be normal. Judgment is made using the crank rotation speed, which is the change per hour
The vehicle is characterized in that the vibration suppression control is started when the start timing signal is received when it is determined that it is the signal processing timing. The vehicle according to claim 1,
The engine mount control device includes:
When it is determined that the crank rotational speed has reached a crank rotational speed threshold set as a frequency range of roll resonance caused by the engine during the motoring or a value lower than the frequency range, or
When it is determined that the crank rotation position has reached the rotation position corresponding to the frequency range of the roll resonance or a frequency lower than the frequency range,
When the start timing signal is received from the motor control device, it is determined that the start timing is normal. The vehicle according to claim 1 or 2,
The motor control device outputs the start timing signal as a signal having a predetermined output time,
The engine mount control device includes:
When the start timing signal is received from the motor control device, the vibration suppression control is started.
Thereafter, it is determined whether or not reception of the start timing signal from the motor control device has continued for a start determination determination time threshold that is a time threshold for determining the start determination of the vibration suppression control,
When the reception of the start timing signal ends before continuing for the start determination fixed time threshold or more, the already-started vibration suppression control is stopped. The vehicle according to claim 3, wherein
The engine mount control device includes:
In a situation where it is difficult to calculate the signal processing timing, which is at least one of the situation where the crank rotational position or the crank rotational speed cannot be obtained and the situation where the calculation load of the engine mount control device increases and there is no room for calculating the signal processing timing. Determine if there is,
When it is determined that the signal processing timing calculation difficult situation,
When the start timing signal is received from the motor control device, the vibration suppression control is started.
Thereafter, it is determined whether or not the start timing signal is continuously received from the motor control device for the start determination fixed time threshold or more,
If the reception of the start timing signal is terminated before continuing the start determination confirmation time threshold or more, the vibration suppression control that has already started is stopped,
When it is determined that the signal processing timing calculation is not difficult,
The vibration suppression control is started when the start timing signal is received from the motor control device, and the vibration suppression control is completed without monitoring the reception time of the start timing signal. An engine, a crank sensor that detects a crank rotational position that is a rotational position of the crankshaft of the engine, a motor that transmits driving force to the engine during motoring of the engine, and a higher angular resolution than the crank sensor. A vehicle comprising: a motor rotation position sensor that detects a motor rotation position that is a rotation position of a rotor of a motor; and a motor control device that controls an output of the motor using the motor rotation position acquired by the motor rotation position sensor. An engine mount control device that suppresses transmission of engine vibration to the vehicle body by driving an actuator incorporated in an engine mount that supports the engine on the vehicle body,
The engine mount control device includes:
A timing at which the start timing signal output from the motor control device can be received as a signal indicating the start timing of the vibration suppression control when the engine is started or restarted, or a timing at which the start timing signal is determined to be normal. The signal processing timing is set by using the crank rotational position detected by the crank sensor or a crank rotational speed which is a change amount per unit time of the crank rotational position,
The engine mount control device, wherein the vibration suppression control is started when the start timing signal is received at the signal processing timing.

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