JP2017154585A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To moderate a feeling of strangeness of an occupant caused due to abnormal sound such as gear rattle for example caused by switching of driving sources for a predetermined portion to be driven in a vehicle, and lengthen a service life of a power selecting portion.SOLUTION: The vehicle control device performs control of a vehicle which is equipped with a first driving source, a second driving source, a portion to be driven and a power selecting portion that selects power of the driving source, whose rotating speed to be inputted is larger, of the first driving source and the second driving source, and then transmits the power to the portion to be driven, which comprises: a rotation speed difference determining portion that determines whether or not a difference between inputted rotation speed from the first driving source and from the second driving source to the power selecting portion is below a predetermined difference; and a rotation speed control portion that performs control by which rotation speed from at least either of the first driving source and the second driving source is changed so that the difference in the inputted rotation speed is increased, when the rotation speed difference determining portion determines that the difference in the inputted rotation speed is below the predetermined difference.SELECTED DRAWING: Figure 4

Description

  The present invention selects the power of the first drive source, the second drive source, the driven portion, and the drive source having the larger rotational speed out of the first drive source or the second drive source and transmits it to the driven portion. The present invention relates to a technical field of a vehicle control device that controls a vehicle including a power selection unit that performs the operation.

JP 2006-316666 A

  For example, Patent Document 1 includes an engine (first drive source) and a motor (second drive source) as drive sources for driving a predetermined driven part such as an oil pump provided in a vehicle, and the driven part. A technique for switching a drive source used for driving between the first drive source and the second drive source is disclosed. At this time, it is disclosed that a one-way clutch is used for switching (selecting) the drive source, and that the drive source having the larger rotational speed is selectively used.

However, when the drive source is switched, for example, an abnormal noise such as a gear rattling sound is generated in a switching mechanism (power selection unit) such as a one-way clutch, and the abnormal noise may cause discomfort to the vehicle occupant. . In particular, in a hybrid vehicle configured to be able to drive wheels with an engine and a motor, when the motor is used as a drive source for a driven part together with the engine, the frequency of occurrence of abnormal noise associated with switching of the drive source may increase. There is. This is because there is a region where the engine speed and the motor side (wheel side) are close to each other due to the characteristics of the power transmission mechanism to the wheel during hybrid traveling, and the engine side and wheel during vehicle traveling in this region. This is because the magnitude relationship between the rotation speeds on the side is easily switched.
Further, when the drive source switching frequency is increased, a decrease in the life of the power selection unit becomes a problem.

  The present invention has been made in view of the above circumstances, and mitigates the uncomfortable feeling of occupants caused by abnormal noise such as rattling noise associated with switching of the drive source of a predetermined driven part in the vehicle, and The purpose is to extend the life of the power selector.

  The vehicle control device according to the present invention includes a first drive source, a second drive source, a driven part, and a drive source having a larger rotational speed input among the first drive source or the second drive source. A vehicle control device that controls a vehicle including a power selection unit that selects power and transmits the power to the driven unit, the first drive source and the second drive source to the power selection unit A rotational speed difference determination unit for determining whether or not the difference in input rotational speed is in a state equal to or smaller than a predetermined difference; and determining that the difference in input rotational speed is in a state equal to or smaller than the predetermined difference. And a rotation speed control unit that performs control to change the rotation speed of at least one of the first drive source or the second drive source in a direction in which the difference between the input rotation speeds is enlarged. It is.

  Thereby, it is possible to reduce the switching frequency of the selected power in the power selection unit.

In the vehicle control device according to the present invention described above, the vehicle is configured to be able to drive wheels by the first drive source and the second drive source, and the rotation speed control unit is operated by a driver. It is possible to obtain the required driving force of the wheel based on the input or the running state of the vehicle, and to change the rotational speed so as to satisfy the condition that the required driving force is satisfied.
As a result, it is possible to prevent the required driving force from being obtained with the control of changing the rotational speed of the driving source.

In the vehicle control device according to the present invention described above, the vehicle is configured to be able to drive wheels by the first drive source and the second drive source, and the rotation speed control unit is configured to perform the first drive. It is possible to change the rotation speed so as to satisfy the condition that the total operating efficiency in the wheel drive system including the power source and the second drive source is maximized.
As a result, it is possible to minimize the loss associated with the control for changing the rotational speed of the drive source.

In the vehicle control apparatus according to the present invention described above, the vehicle is a hybrid vehicle, the first drive source is an engine, the second drive source is a motor capable of driving wheels, and the number of revolutions is The difference determination unit determines whether or not the rotational speed of the engine is a value within a predetermined rotational speed range determined according to a vehicle speed, so that the difference between the input rotational speeds of the engine and the motor is determined. Is determined to be in a state equal to or smaller than the predetermined difference, and the rotational speed control unit is responsive to determining that the difference in the input rotational speed is equal to or smaller than the predetermined difference. Thus, it is possible to perform control to change the rotational speed of the engine.
According to the said structure, it becomes unnecessary to provide a rotation speed sensor with respect to a power selection part. Further, since the wheel driving motor in the hybrid vehicle is shared as the power source of the driven part, it is not necessary to provide a separate motor as a driving source other than the engine that drives the driven part.

In the vehicle control apparatus according to the present invention described above, the rotation speed control unit can determine which direction to increase or decrease the rotation speed of the engine based on the accelerator operation mode.
As a result, it is possible to prevent deterioration in drivability such as a decrease in the engine speed while the driver desires acceleration or vice versa.

  According to the present invention, an occupant's uncomfortable feeling caused by an abnormal noise such as a rattling sound caused by switching of a drive source of a predetermined driven part in a vehicle and a life extension of a power selection part are achieved. Can do.

It is the figure which showed the structure outline | summary of the vehicle provided with the vehicle control apparatus as embodiment. It is the skeleton figure which showed the structure outline | summary of the power mechanism part with which the vehicle in embodiment is provided. It is the functional block diagram which showed the process which concerns on the rotation speed control method of embodiment by the functional block. It is explanatory drawing about the rotation speed control method of embodiment. It is the flowchart which showed the specific process sequence for implement | achieving the rotation speed control method of embodiment.

<1. General configuration of vehicle>
FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 1 including a vehicle control device as an embodiment according to the present invention. In FIG. 1, only the configuration of the main part according to the present invention is extracted from the configuration of the vehicle 1.
In the present embodiment, a case where the present invention is applied to a four-wheel drive hybrid vehicle will be described.

  In FIG. 1, a vehicle 1 includes a power mechanism unit 2 including an engine 3, a damper 4, a first MG (motor generator) 6, and a second MG 10, an engine ECU (Electronic Control Unit) 30, a first MGECU 31, a second An MGECU 32, a hybrid ECU 33, a bus 34, and sensors / operators 35 are provided.

FIG. 2 is a skeleton diagram showing a configuration outline of the power mechanism unit 2.
The engine 3 is an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil. A crankshaft 3 a as an output shaft of the engine 3 is connected to a rotating shaft portion (carrier shaft 7 ac) of a carrier 7 c in the planetary gear mechanism 7 via a damper 4 and a reduction gear 5. The damper 4 functions as a brake element against the rotation of the engine 3 (crankshaft 3a).

The planetary gear mechanism 7 includes an external gear sun gear 7s, an internal gear ring gear 7r arranged concentrically with the sun gear 7s, and a plurality of pinion gears (planetary gears) 7p that mesh with the sun gear 7s and mesh with the ring gear 7r. And a carrier 7c that holds the plurality of pinion gears 7p so as to rotate and revolve, and is configured as a gear mechanism that performs differential action using the sun gear 7s, the ring gear 7r, and the carrier 7c as rotational elements.
In the planetary gear mechanism 7 of this example, the carrier shaft 7ac is coupled to the crankshaft 3a as described above, and the sun gear shaft 7as (the rotating shaft portion of the sun gear 7s) is connected to the rotor (rotor) of the first MG 6. . The ring gear shaft 7ar in the planetary gear mechanism 7 is connected to the gear 9 via a gear 8 that rotates with the ring gear shaft 7ar as a rotation shaft. The gear 9 rotates using the ring gear shaft 11ar of the reduction mechanism 11 as a rotation axis.

The reduction mechanism 11 includes an external gear sun gear 11s, an internal gear ring gear 11r arranged concentrically with the sun gear 11s, a plurality of pinion gears 11p meshing with the sun gear 11s and meshing with the ring gear 11r, and a plurality of pinion gears. And a carrier 11c that holds 11p so as to rotate and revolve. In the reduction mechanism 11, the carrier 11c is fixed to the transmission case, and the sun gear shaft 11as is connected to the rotor of the second MG 10.
The ring gear shaft 11ar in the reduction mechanism 11 is connected to the ring gear shaft 7ar in the planetary gear mechanism 7 through the gear 9 and the gear 8 at one end (the front end of the vehicle 1) as described above. At the same end, a gear 12 that rotates with the ring gear shaft 11ar as a rotation axis is provided, the gear 12, a gear 13 connected to the gear 12, and a shaft 14 that rotates as the gear 13 rotates. To the front wheel side differential gear 15. The front wheel side differential gear 15 is connected to a front wheel side drive shaft 16 that rotates wheels 19a and 19b as front wheels.
Further, the other end portion (the end portion on the rear side of the vehicle 1) side of the ring gear shaft 11 ar in the reduction mechanism 11 is connected to the rear wheel side differential gear 17. The rear wheel side differential gear 17 is connected to a rear wheel side drive shaft 18 that rotates wheels 19c and 19d as rear wheels.

  Here, in the planetary gear mechanism 7, when the first MG 6 functions as a generator, the driving force of the engine 3 input from the carrier 7c is distributed to the sun gear 7s side and the ring gear 7r side according to the gear ratio. The On the other hand, when the engine 3 is requested to start, the first MG 6 functions as an electric motor (starter motor), and the driving force of the first MG 6 is applied to the crankshaft 3a via the sun gear 7s and the carrier 7c. Cranked.

The first MG 6 and the second MG 10 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors. The first MG 6 and the second MG 10 are motor generators having a plurality of excitation phases. Specifically, in this example, a three-phase AC motor generator is employed. Although not shown, the vehicle 1 is provided with a battery that stores electric power generated by the first MG 6 and the second MG 10.
In the vehicle 1 of this example, the electric power generated by either the first MG 6 or the second MG 10 can be consumed by another motor. Therefore, the battery is charged / discharged by electric power generated by one of the first MG 6 and the second MG 10 or insufficient electric power. When the power balance is balanced between the first MG 6 and the second MG 10, the battery is not charged / discharged.

  The power mechanism section 2 of this example drives an oil pump ("O / P" in the figure) 20 for supplying oil (lubricating / cooling oil) to necessary parts in the transmission case, and the oil pump 20 For this purpose, a first pump gear 21 and a second pump gear 22 and a power selection mechanism 23 are provided.

  The first pump gear 21 is provided to rotate with the rotation of the carrier 7 c in the planetary gear mechanism 7. That is, the first pump gear 21 rotates as the engine 3 rotates. The second pump gear 22 is provided so as to rotate with the rotation of the ring gear 7r in the planetary gear mechanism 7, and accordingly, the rotation of the wheels 19a to 19d (if the wheels 19a to 19d are driven by the second MG 10) MG10 rotates).

The power selection mechanism 23 selects the power having the larger input rotational speed from the power from the first pump gear 21 side (engine 3 side) or the power from the second pump gear 22 side (second MG 10 side). To the oil pump 20.
In the case of this example, the power selection mechanism 23 is configured by combining two one-way clutches of a first one-way clutch 23a and a second one-way clutch 23b.
The output shafts of both the first one-way clutch 23 a and the second one-way clutch 23 b are integrally formed as a pump drive shaft 20 a for driving the oil pump 20. In addition, the rotation of the first pump gear 21 is transmitted to the input shaft of the first one-way clutch 23a, and the rotation of the second pump gear 22 is transmitted to the input shaft of the second one-way clutch 23b.
In this case, both the first one-way clutch 23a and the second one-way clutch 23b are free to rotate (rotation in a state where the sprags are not engaged) when “the rotational speed of the output shaft ≧ the rotational speed of the input shaft”. When the rotation of the output shaft <the number of rotations of the input shaft>, the rotation is locked (rotation with the sprags engaged).
As a result, when “the number of revolutions on the engine 3 side> the number of revolutions on the second MG 10 side (wheels 19a to 19d side)”, the second one-way clutch 23b rotates freely, and the first one-way clutch 23a rotates in a locked state. The oil pump 20 is driven based on the engine power. On the other hand, when “the number of revolutions on the engine 3 side <the number of revolutions on the second MG10 side (wheels 19a to 19d)”, the second one-way clutch 23b rotates in the locked state and the first one-way clutch 23a rotates freely. The oil pump 20 is driven based on the power on the second MG 10 side.

Returning to FIG.
The engine ECU 30, the first MGECU 31, the second MGECU 32, and the hybrid ECU 33 are various ECUs for controlling the engine 3, the first MG 6, and the second MG 10 in the power mechanism unit 2 described above. (Central Processing Unit), ROM (Read Only Memory), a microcomputer equipped with RAM (Random Access Memory) and the like, via a bus 34 corresponding to a predetermined in-vehicle network communication standard such as CAN (Controller Area Network). Connected to each other so that data communication is possible.

The vehicle 1 is provided with sensors / operators 35.
The sensors / operators 35 comprehensively represent various sensors and operators provided in the vehicle 1. Sensors / operators 35 include a speed sensor 35a for detecting the traveling speed of the vehicle 1 (hereinafter referred to as “vehicle speed”), an engine speed sensor 35b for detecting the speed of the engine 3, and an accelerator pedal. There is an accelerator opening sensor 35c that detects the accelerator opening from the amount of depression, and a G sensor 35d that detects acceleration acting on the vehicle 1. Although not shown, the sensor / operator 35 is, for example, an intake air amount sensor that detects an intake air amount to the engine 3 as an other sensor, and is provided in each cylinder of the engine 3 interposed in the intake passage. A throttle opening sensor that detects the opening of a throttle valve that adjusts the amount of intake air to be supplied, a water temperature sensor that detects a cooling water temperature that indicates the engine temperature, an outside air temperature sensor that detects the temperature outside the vehicle, and the like.
Further, as the operators, there are various operators such as an ignition switch 35e and an EV switch 35f for instructing to turn on / off an EV (Electric Vehicle) mode.
The detection signal of each sensor in the sensor / operator 35 and the operation input signal based on the operation of the operator are supplied to necessary parts of each ECU.

  The engine ECU 31 performs various operation controls such as fuel injection control, ignition control, and intake air amount adjustment control for the engine 3. The engine ECU 31 communicates with the hybrid ECU 33, controls the operation of the engine 3 based on a control signal from the hybrid ECU 33, and outputs data related to the operation state of the engine 3 to the hybrid ECU 33 as necessary.

  The first MGECU 31 controls the drive of the first MG 6, and the second MGECU 32 controls the drive of the second MG 10. The first MGECU 31 and the second MGECU 32 perform drive control of the first MG6 and the second MG0 based on instructions from the hybrid ECU 33, respectively.

The hybrid ECU 33 performs instructions to the engine ECU 30, the first MGECU 31, the second MGECU 32, and the operation control of the damper 4 based on the predetermined sensor in the sensor / operator 35, the detection signal by the operator, and the operation input signal. The operation of the power mechanism unit 2 is controlled according to the operation input of the driver and the traveling state of the vehicle 1.
For example, the hybrid ECU 32 performs start control of the engine 3 based on the operation of the ignition switch 35e described above. Specifically, the engine ECU 30 is instructed to perform fuel injection and ignition, and the first MGECU 31 is also instructed to rotate the first MG 6 as a cell motor. In the vehicle 1 as a hybrid vehicle, the start / stop control of the engine 3 is also performed based on conditions other than the operation of the ignition switch 35e, such as the running state of the vehicle 1.

  Further, the hybrid ECU 33 calculates a required torque T (torque to be output to the wheels 19a to 19d) according to the accelerator operation amount by the driver based on the accelerator opening value obtained based on the detection signal from the accelerator opening sensor 35c. Then, the engine ECU 30, the first MG ECU 31, and the second MGECU 32 are caused to perform operation control of the engine 3, the first MG 6, and the second MG 10 for causing the vehicle 1 to travel with the requested driving force corresponding to the requested torque T.

  For example, in order to reduce fuel consumption, the required driving force can be obtained by using the second MG 10 in the operation region where the required driving force is relatively low. On the other hand, in the operation region where the required driving force is relatively high, the second MG 10 is used and the engine 3 is driven, and the required driving force is obtained by the driving force from these driving sources (traveling driving force sources). To be able to.

More specifically, if the driving efficiency (operating efficiency) is low when the engine 3 is driven, such as when the vehicle 1 starts or travels at a low speed, the traveling by only the second MG 10 (hereinafter referred to as “EV traveling”). ”). Further, control is performed so that EV traveling is performed even when the driver selects the EV mode by using the EV switch 35f described above.
During EV travel, the hybrid ECU 33 turns on the braking force by the damper 4 described above, and fixes the carrier 7c in the planetary gear mechanism 7.

  On the other hand, during normal traveling (hybrid traveling), for example, the planetary gear mechanism 7 divides the driving force of the engine 3 into two paths, while directly driving the wheels 19a to 19d (driving by direct torque), The first MG 6 is driven to generate power. At this time, the second MG 10 is driven by the generated electric power to assist driving of the wheels 19a to 19d (driving by an electric path). Thus, the planetary gear mechanism 7 functions as a differential mechanism, and the main part of the power from the engine 3 is mechanically transmitted to the wheels 19a to 19d by the differential action, and the remaining part of the power from the engine 3 is the second. By electrically transmitting the electrical path from the first MG 6 to the second MG 10, a function as an electric continuously variable transmission in which the gear ratio is electrically changed is exhibited. As a result, the engine speed and the engine torque can be freely operated without depending on the speed and torque of the wheels 19a to 19d (ring gear shaft 7ar), and the driving force required for the wheels 19a to 19d can be reduced. While obtaining, it becomes possible to obtain the operating state of the engine 3 in which the fuel consumption rate is optimized.

  Further, when traveling at high speed, power from the battery is further supplied to the second MG 10, and the output of the second MG 10 is increased to add driving force to the wheels 19a to 19d (driving force assist: power running).

  Further, at the time of deceleration, the second MG 10 functions as a generator, performs regenerative power generation, and stores the collected power in the battery. In addition, when the charge amount of a battery falls and charge is especially required, the output of the engine 3 is increased, the electric power generation amount by 1st MG6 is increased, and the charge amount with respect to a battery is increased. Of course, there is a case where control is performed to increase the output of the engine 3 as necessary even during low-speed traveling. For example, when the battery needs to be charged as described above, when an auxiliary device such as an air conditioner is driven, when the temperature of the cooling water of the engine 3 is increased to a predetermined temperature, or when the vehicle 1 is accelerated rapidly is there.

  Further, in the vehicle 1, the engine 3 is stopped in order to improve fuel efficiency depending on the traveling state of the vehicle 1 and the state of the battery. And after that, the running state of the vehicle 1 and the state of the battery are detected, and the engine 3 is restarted. Thus, in the vehicle 1 as a hybrid vehicle, the engine 3 can be intermittently operated even when the ignition switch is in the ON state.

  Further, the driving force when the vehicle 1 travels backward is obtained by the second MG 10. That is, when the shift lever (not shown) is operated to the reverse range (R range), the hybrid ECU 33 rotates the second MG 10 in the reverse rotation direction (reverse direction) from the forward direction, and reduces the driving force. The vehicle 1 is caused to travel in the reverse direction by being transmitted to the wheels 19a to 19d via the mechanism 11 and the differential gears 15 and 17.

<2. Rotational speed control method of embodiment>
FIG. 3 is a block diagram illustrating, as functional blocks, processes related to the rotational speed control method as the embodiment of the processes executed by the hybrid ECU 33.
As shown in FIG. 3, the hybrid ECU 33 can be expressed as including a rotation speed difference determination processing unit F1 and a rotation speed control processing unit F2 as functional blocks.

  The rotation speed difference determination processing unit F1 determines whether or not the difference between the input rotation speeds to the power selection mechanism 23 on the engine 3 side and the second MG 10 side is equal to or less than a predetermined difference. This is because whether or not the engine-side and motor-side (wheel-side) rotational speeds are close to each other during hybrid travel in which the engine 3 and the second MG 10 are used to drive the wheels 19a to 19d, more specifically, This corresponds to determining whether or not the possibility of switching the selected power in the power selection mechanism 23 has increased.

Here, in detecting the difference in the input rotation speed to the power selection mechanism 23, it is conceivable to provide a sensor for detecting the rotation speed of each of the first pump gear 21 and the second pump gear 22, as in this example. When a hybrid vehicle is assumed, as shown in FIG. 4 below, which engine speed is used, the engine speed (the speed of the first pump gear 21) is close to the speed of the second pump gear 22. Is known information for each vehicle speed, the determination using the information is performed.
In the hybrid vehicle in which the engine 3, the first MG 6 and the second MG 10 are connected via the planetary gear mechanism 7 as shown in FIG. 2, the second pump gear 22 corresponding to the vehicle speed is represented by the thick line in FIG. (In this example, the rotation speed of the ring gear shaft 7r) changes substantially linearly with respect to the vehicle speed.
On the other hand, in FIG. 4, the engine speed that can be used for each vehicle speed is indicated by the shaded portion, but as can be seen by comparing the shaded portion with the thick line, the engine that can be used up to a certain vehicle speed. The rotation speed and the rotation speed of the second pump gear 22 can be matched. For example, when the engine speed indicated by a black circle is used at the vehicle speed Vn illustrated in the figure, the engine speed is close to the speed of the second pump gear 22 and the power selection mechanism 23 switches the selected power. Can occur.
In addition, the upper limit of the engine speed that can be used as the speed of the region indicated by the hatched portion becomes lower is controlled by the rotation of the first MG 6 and the second MG 10 connected via the planetary gear mechanism 7. It is a restriction from the relationship with numbers.

In this example, paying attention to the characteristics shown in FIG. 4, for each vehicle speed, the range of the engine speed close to the speed of the second pump gear 22 is determined in advance as a hunting speed range Ah (the satin portion in the figure). Depending on whether or not the number of revolutions of the engine 3, specifically, the engine number of revolutions obtained once according to the above-described required driving force is a value within the hunting revolution number range Ah, the power selection mechanism 23 is selected. It is determined whether or not the difference in input rotational speed is in a state equal to or smaller than a predetermined difference.
In the case of this example, the hunting rotation speed range Ah is a range determined by giving a predetermined offset to the upper limit value side and the lower limit value side with respect to the rotation speed of the second pump gear 22 for each vehicle speed.

The rotation speed control processing unit F2 illustrated in FIG. 3 determines whether the difference in the input rotation speed to the power selection mechanism 23 is equal to or less than a predetermined difference, and the engine 3 or the second MG 10 Control is performed to change at least one of the rotational speeds in a direction in which the difference between the input rotational speeds is increased. Specifically, in this example, the rotation speed of the engine 3 is controlled in increasing the difference in the input rotation speed to the power selection mechanism 23.
By this rotation speed control, for example, the engine rotation speed is changed to the hunting speed corresponding to the case where the engine rotation speed determined according to the required driving force is within the hunting rotation speed range Ah as exemplified by the vehicle speed Vn in FIG. It is possible to control the rotational speed outside the rotational speed range Ah (see white circles in the figure). Therefore, frequent switching of the selected power in the power selection mechanism 23 (hunting of selected power switching) can be prevented.

Here, in this example, when the engine speed is controlled to a speed outside the hunting speed range Ah, the following condition is satisfied. That is, 1) the required driving force is satisfied, and 2) the total operation efficiency in the drive system of the wheels 19a to 19d including the engine 3 and the second MG 10 (including the first MG 6 in this example) is maximized. To satisfy the condition.
Specifically, the rotational speed control processing unit F2 in this example determines that the engine rotational speed obtained according to the required driving force is within the hunting rotational speed range Ah, and the conditions 1) and 2) above. And 3) The operating points (revolution speed and torque) of each of the engine 3, the first MG 6 and the second MG 10 are obtained so as to satisfy the three conditions that the engine revolution speed is outside the hunting revolution speed range Ah. cure.
By satisfying the above condition 1), it is possible to prevent the required driving force from being obtained due to the control for changing the engine speed, and the driver's intended acceleration feeling cannot be obtained or the vehicle speed is reduced. It is possible to prevent deterioration of drivability such as a change.
Further, by satisfying the above condition 2), it is possible to minimize the loss associated with the control for changing the engine speed.

<3. Processing procedure>
Next, a specific processing procedure for realizing the rotation speed control method of the above-described embodiment will be described with reference to the flowchart of FIG.
5 is executed by the CPU of the hybrid ECU 33 shown in FIG. 1 according to a program stored in a predetermined storage device such as a ROM provided in the hybrid ECU 33, for example.
In the case of this example, the process shown in FIG. 5 is repeatedly executed at a predetermined cycle during hybrid travel. Further, when the processing shown in FIG. 5 is started, it is assumed that the required torque T described above has already been obtained and the required driving force corresponding to the required torque T has been obtained.

In FIG. 5, the hybrid ECU 33 performs a process for obtaining the optimum operating point of the engine 3 and each MG (first MG6, second MG10) based on the required driving force in step S101. The optimum operating point is an operation that optimizes the operating efficiency in the drive system of the wheels 19a to 19d including the engine 3, the first MG 6 and the second MG 10 among the operating points (rotation speed and torque) satisfying the required driving force. Means a point.
In this example, a map representing the relationship between the operating point and the efficiency is prepared for each of the engine 3, the first MG 6 and the second MG 10, and the optimum operating point is obtained based on the map.

  In subsequent step S102, the hybrid ECU 33 specifies the hunting speed range Ah corresponding to the current vehicle speed, and further determines in step S103 whether the engine speed is within the hunting frequency range Ah. That is, it is determined whether or not the rotational speed of the engine 3 obtained as the optimum operating point in step S101 is within the hunting rotational speed range Ah specified in step S102.

  If the engine speed is within the hunting speed range Ah, the hybrid ECU 33 proceeds to step S104 and recalculates each operating point so that the engine speed is outside the hunting speed range Ah. Specifically, in this example, the operating points of the engine 3, the first MG 6 and the second MG 10 are obtained again so as to satisfy the conditions 1), 2) and 3).

  Then, in the subsequent step S105, the hybrid ECU 33 instructs each ECU of information on the corresponding operating point, and the process shown in FIG. Here, in step S105, the hybrid ECU 33 provides the operating point (rotation speed and torque) obtained for the engine 3 to the engine ECU 30, and the operating point (rotation and torque) obtained for the second MG 10 to the second MGECU 32. Instruct each one. In this case, since the rotation speed of the first MG 6 is determined by the rotation speeds of the engine 3 and the second MG 10, only the torque (torque obtained as the operation point of the first MG 6) is instructed to the first MGECU 31. However, the rotation speed is not indicated.

  On the other hand, when the engine speed is not within the hunting speed range Ah, the hybrid ECU 33 passes step S104, executes the instruction process of step S105, and ends the process shown in FIG.

  In controlling the engine speed to a speed outside the hunting speed range Ah, whether to increase or decrease the engine speed can be determined based on the mode of the accelerator operation. For example, the engine speed is changed to the higher side depending on the accelerator operation mode in which it is estimated that the driver wants acceleration, such as the accelerator opening or the rate of increase of the accelerator opening being equal to or greater than a predetermined threshold. It is possible to do so. Also, depending on the mode of accelerator operation that the driver is expected to decelerate, such as when the accelerator opening is 0 or the rate of decrease in the accelerator opening is greater than a predetermined threshold, the engine speed is It is conceivable to change to the lower side.

<4. Summary of Embodiment>
As described above, the vehicle control device (for example, the hybrid ECU 33) of the embodiment includes the first drive source (for example, the engine 3), the second drive source (for example, the second MG 10), and the driven portion (for example, the oil pump 20). A vehicle including a power selection unit (for example, a power selection mechanism 23) that selects the power of the drive source having the larger rotational speed input from the first drive source or the second drive source and transmits the selected power to the driven unit. A vehicle control device that performs control on (for example, 1), and whether or not the difference in input rotational speed from the first drive source and the second drive source to the power selection unit is equal to or less than a predetermined difference. A first drive source in response to determining that the difference in input rotational speed is equal to or smaller than a predetermined difference, and a rotational speed difference determining section (for example, a rotational speed difference determination processing section F1) Or, input the number of rotations of at least one of the second drive source Comprises rotational speed control section that performs control to change the direction in which the difference in number is enlarged (for example rotational speed control processing part F2), the.

Thereby, it is possible to reduce the switching frequency of the selected power in the power selection unit.
Therefore, it is possible to alleviate the uncomfortable feeling of the occupant and to prolong the life of the power selection unit that are caused by abnormal noise such as rattling noise associated with the switching of the drive source of the driven unit.

Further, in the vehicle control device of the embodiment, the vehicle is configured to be able to drive the wheels by the first drive source and the second drive source, and the rotation speed control unit is configured to input the driver's operation input or the vehicle. The required driving force of the wheel is obtained based on the running state, and the rotational speed is changed so as to satisfy the condition that the required driving force is satisfied.
As a result, it is possible to prevent the required driving force from being obtained with the control of changing the rotational speed of the driving source.
Therefore, while preventing the deterioration of drivability, such as the driver's intended acceleration feeling not being obtained or the vehicle speed changing, etc., the occupant's uncomfortable feeling caused by abnormal noise is reduced, and the life of the power selection unit is extended. Can be planned.

Furthermore, in the vehicle control apparatus of the embodiment, the vehicle is configured to be able to drive wheels by the first drive source and the second drive source, and the rotation speed control unit includes the first drive source and the second drive. The rotational speed is changed so as to satisfy the condition that the total operating efficiency in the drive system of the wheel including the power source is maximized.
As a result, it is possible to minimize the loss associated with the control for changing the rotational speed of the drive source.
That is, it is possible to reduce the sense of incongruity of the occupant due to abnormal noise and extend the life of the power selection unit while minimizing loss.

Furthermore, in the vehicle control apparatus according to the embodiment, the vehicle is a hybrid vehicle, the first drive source is an engine, and the second drive source is a motor capable of driving wheels. Is a state in which the difference between the engine and motor input rotational speeds is less than or equal to the predetermined difference by determining whether or not the engine rotational speed is within a predetermined rotational speed range determined according to the vehicle speed. The rotational speed control unit performs control to change the rotational speed of the engine when it is determined that the difference in the input rotational speed is equal to or less than a predetermined difference. Is going.
According to the said structure, it becomes unnecessary to provide a rotation speed sensor with respect to a power selection part. Further, since the wheel driving motor in the hybrid vehicle is shared as the power source of the driven part, it is not necessary to provide a separate motor as a driving source other than the engine that drives the driven part.
Therefore, it is possible to reduce the number of parts and reduce the cost when the occupant feels uncomfortable due to abnormal noise and the life of the power selection unit is extended.

Further, in the vehicle control device of the embodiment, the rotation speed control unit determines which direction to increase or decrease the engine rotation speed based on the accelerator operation mode.
As a result, it is possible to prevent deterioration in drivability such as a decrease in the engine speed while the driver desires acceleration or vice versa.
That is, it is possible to alleviate the uncomfortable feeling of the occupant due to abnormal noise and prolong the life of the power selection unit while preventing the deterioration of drivability.

Although the embodiments of the present invention have been described above, the present invention is not limited to the specific examples described above, and various modifications can be considered.
For example, in the above, the case where the present invention is applied to a four-wheel drive vehicle is illustrated, but the present invention can also be suitably applied to a vehicle using other drive methods such as a rear wheel drive method and a front wheel drive method.
Further, the present invention is not limited to a hybrid vehicle, and can be suitably applied to an electric vehicle that does not include an engine.

In the above description, the case where one of the first and second drive sources is an engine and the other is a motor capable of driving wheels, but the combination of the first and second drive sources is not limited to this example.
For example, two motors are provided, one is configured to drive the right wheel and the other is driven to the left wheel, and one motor and the other motor are also used as a power source for a driven part such as the oil pump 20. The rotational speed difference determination according to the present invention and the rotational speed control according to the rotational speed difference determination result can also be performed.
In the rotation speed control in this case, in order to increase the difference in the input rotation speed to the power selection unit, the rotation speed of at least one of the one motor and the other motor may be controlled. Or it is also possible to control the rotation speed of both motors.

  Moreover, although the case where the power selection unit has a configuration in which two one-way clutches are provided in a double row is illustrated above, for example, a configuration in which power selection is performed by one one-way clutch as in Patent Document 1 described above may be adopted. it can.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 2 Power mechanism part, 3 Engine, 3a Crankshaft, 4 Damper, 6 1st MG (motor generator), 7 Planetary gear mechanism, 10 2nd MG, 15 Front wheel side differential gear, 16 Front wheel side drive shaft, 17 Rear wheel side differential gear, 18 Rear wheel side drive shaft, 19a to 19d wheels, 20 Oil pump, 20a Pump drive shaft, 21 First pump gear, 22 Second pump gear, 23 Power selection mechanism, 23a First one-way clutch, 23b First Two one-way clutch, 33 hybrid ECU, 43 bus, F1 rotation speed difference determination processing section, F2 rotation speed control processing section

Claims (5)

The first drive source, the second drive source, the driven part, and the driven part selected by selecting the power of the drive source having the larger rotational speed input from the first drive source or the second drive source. A vehicle control device that controls a vehicle including a power selection unit that transmits to the vehicle,
A rotational speed difference determination unit that determines whether or not a difference in input rotational speed from the first drive source and the second drive source to the power selection unit is equal to or less than a predetermined difference;
In response to determining that the difference in the input rotational speed is equal to or less than the predetermined difference, at least one rotational speed of the first drive source or the second drive source is set to the input rotational speed. And a rotation speed control unit that performs control to change the difference in a direction in which the difference is increased. The vehicle is configured to be able to drive wheels by the first drive source and the second drive source,
The rotation speed control unit
The vehicle control according to claim 1, wherein the required driving force of the wheel is obtained based on a driver's operation input or a traveling state of the vehicle, and the rotational speed is changed so as to satisfy a condition that the required driving force is satisfied. apparatus. The vehicle is configured to be able to drive wheels by the first drive source and the second drive source,
The rotation speed control unit
The rotation speed is changed so as to satisfy a condition that a total operating efficiency in a drive system of the wheel including the first drive source and the second drive source is maximized. Vehicle control device. The vehicle is a hybrid vehicle, the first drive source is an engine, and the second drive source is a motor capable of driving wheels,
The rotational speed difference determination unit
By determining whether or not the engine speed is within a predetermined speed range determined according to the vehicle speed, the difference between the input speed of the engine and the motor is the predetermined difference. Determine whether it is in the following state,
The rotation speed control unit
The control for changing the rotational speed of the engine is performed when it is determined that the difference in the input rotational speed is equal to or less than the predetermined difference. Vehicle control device. The rotation speed control unit
The vehicle control device according to claim 4, wherein it is determined in which direction to increase or decrease the rotation speed of the engine based on a mode of an accelerator operation.

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