JP2018016245A - Crank angle estimation method, crank angle control method, and crank angle estimation device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a crank angle estimation method, a crank angle control method, and a crank angle estimation device for a hybrid vehicle with which a crank angle can be estimated with high accuracy.SOLUTION: In a crank angle estimation method for a hybrid vehicle including a motor generator 5 and an engine 1 as power sources, a motor rotation angle θm is detected when the motor generator 5 is driven to co-rotate the engine 1, and a disturbance torque estimation value Trbst acting on the motor generator 5 is calculated. Further, a crank angle estimation value θc is calculated from the motor rotation angle θm, on the basis of a relation between the motor rotation angle θm at maximized disturbance torque estimation value Trbst, and a compression reaction maximum crank angle θmax at maximized compression reaction of the engine 1.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a crank angle estimation method, a crank angle control method, and a crank angle estimation device for a hybrid vehicle.

  In a conventional hybrid vehicle using a motor and an engine as a power source, when the engine crank angle is stopped at the target crank angle by the motor, the motor rotation angle is controlled based on the crank angle measured by the crank angle sensor (for example, (See Patent Document 1).

Japanese Patent No. 5709026

In the above prior art, there has been a need to accurately estimate the crank angle.
An object of the present invention is to provide a crank angle estimation method, a crank angle control method, and a crank angle estimation device for a hybrid vehicle that can accurately estimate the crank angle.

  In the present invention, the motor rotation angle when the motor is driven and the engine is rotated is detected or estimated, the disturbance torque acting on the motor is estimated, the motor rotation angle when the disturbance torque becomes maximum, Based on the relationship with the crank angle when the compression reaction force of the engine is maximum, an estimated crank angle value is calculated from the motor rotation angle.

  Therefore, in the present invention, the crank angle can be estimated with high accuracy.

It is a schematic block diagram of the power train in the hybrid vehicle of Embodiment 1. FIG. 2 is a schematic configuration diagram showing a powertrain control system according to the first embodiment. 1 is a schematic configuration diagram of a motor controller 12 according to a first embodiment. It is an engine compression reaction force characteristic view with respect to a crank angle. FIG. 3 is a block diagram illustrating crank angle estimation control according to the first embodiment. 3 is a flowchart illustrating a crank angle estimation method according to the first embodiment. 3 is a time chart illustrating a crank angle estimation operation according to the first embodiment. 6 is a flowchart illustrating a crank angle estimation method according to a second embodiment. 6 is a time chart showing the crank angle estimation operation of the second embodiment. FIG. 6 is a block diagram illustrating crank angle estimation control according to a third embodiment. 10 is a flowchart illustrating a crank angle estimation method according to a third embodiment. 10 is a time chart showing the crank angle estimation operation of the third embodiment.

Embodiment 1
FIG. 1 is a schematic configuration diagram of a power train in the hybrid vehicle of the first embodiment. In the hybrid vehicle according to the first embodiment, the automatic transmission 3 is arranged in tandem on the vehicle longitudinal direction rear side of the engine (power source) 1, and the rotation of the engine 1 from the crankshaft 1 a is transmitted to the transmission input shaft of the automatic transmission 3. A motor generator 5 (power source) is provided in combination with the shaft 4 for transmission to 3a. The motor generator 5 is located between the engine 1 and the automatic transmission 3 and outputs torque to the shaft (motor generator shaft) 4. The motor generator 5 functions as an electric motor or a generator depending on the operating state. A first clutch 6 is interposed between the crankshaft 1a and the motor generator shaft 4, and the engine 1 and the motor generator 5 are detachably coupled by the first clutch 6. The first clutch 6 is capable of continuously changing the transmission torque (clutch engagement) capacity. For example, the transmission torque (clutch engagement) capacity is controlled by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. The wet multi-plate clutch can be changed.

  The motor generator 5 and the automatic transmission 3 are directly connected to each other by coupling the motor generator shaft 4 and the transmission input shaft 3a. The automatic transmission 3 is a stepped type, and the rotation from the transmission input shaft 3a is shifted at a gear ratio corresponding to the selected shift speed and is output to the transmission output shaft 3b. The rotation of the transmission output shaft 3b is distributed and transmitted to the left and right rear wheels (drive wheels) 2 and 2 by the differential gear device 8, and is used for traveling of the vehicle. In the first embodiment, the second clutch 7 that releasably couples the motor generator 5 and the rear wheels 2, 2 is used as a shift friction element for selecting a forward shift stage or a reverse shift stage for existing in the automatic transmission 3. Shift friction elements are used. Similar to the first clutch 6, the second clutch 7 can continuously change the transmission torque capacity.

  In the power train shown in FIG. 1, when the electric travel (EV) mode used at low load and low vehicle speed including when starting from a stopped state is required, the first clutch 6 is released and the second clutch 7 To put the automatic transmission 3 into a power transmission state. By driving the motor generator 5 in this state, the vehicle travels only with the output of the motor generator 5 (EV travel). On the other hand, when the hybrid travel (HEV travel) mode used for high speed travel or heavy load travel is required, both the first clutch 6 and the second clutch 7 are engaged, and the automatic transmission 3 is brought into the power transmission state. To do. By driving the engine 1 and the motor generator 5 in this state, the vehicle travels by the outputs of both the engine 1 and the motor generator 5 (HEV travel). In the HEV travel mode, if the engine 1 is operated with the optimal fuel efficiency and the energy becomes surplus, the surplus energy is converted into electric power by operating the motor generator 5 as a generator by this surplus energy, and the generated power is By storing the power to be used for driving the motor 5, the fuel consumption of the engine 1 can be improved.

FIG. 2 is a schematic configuration diagram of a powertrain control system according to the first embodiment.
The vehicle controller 10 calculates the target drive torque of the vehicle based on the engine speed, motor rotation, and vehicle information (accelerator opening, vehicle speed, gear position, power generation request, first clutch engaged state, etc.), and the target drive torque Is distributed to the target engine torque and the target motor torque and output to the controllers 11 and 12. The engine controller 11 calculates an engine torque command for realizing the target engine torque, and drives the engine 1. The engine controller 11 calculates the engine speed from the crank angle detected by the crank angle sensor 13. The motor controller (motor control unit) 12 calculates a motor torque command value for realizing the target motor torque, and drives the motor generator 5. The motor controller 12 calculates the motor rotation number from the motor rotation angle detected by the resolver (motor rotation angle detector) 14.

FIG. 3 is a schematic configuration diagram of the motor controller 12 according to the first embodiment.
The motor controller 12 inputs the target motor torque and the motor rotation speed from the vehicle controller 10 and outputs the motor rotation speed to the vehicle controller 10. The motor controller 12 includes a rotation speed calculation unit 15, a motor torque control unit 16, a motor current control unit 17, and a crank angle estimation unit 18. The rotation speed calculation unit 15 calculates the motor rotation speed from the output of the resolver 14. The motor torque control unit 16 calculates a motor torque command value from the target motor torque, the motor rotation angle, the motor rotation speed, and a crank angle estimated value to be described later, and outputs it to the motor current control unit 17. The motor current control unit 17 determines the motor drive current according to the motor torque command value and outputs it to the inverter 19. The inverter 19 supplies a three-phase current to the motor generator 5 according to the motor drive current. The crank angle estimation unit 18 calculates a crank angle estimated value from the motor rotation angle and a disturbance torque estimated value described later, and outputs the crank angle estimated value to the motor torque control unit 16.

  The motor controller 12 aims to reduce floor vibration that occurs when the engine is started. When the P range (parking range) is selected while the vehicle is stopped, the first clutch 6 is engaged and the second clutch 7 is released. Based on the estimated crank angle value calculated by the crank angle estimator 18, vehicle stop crank angle control is executed to control the motor generator 5 so that the crank angle becomes the target crank angle. The target crank angle is a crank angle that can suppress the amplitude level of floor vibration generated when the engine speed passes through the resonance band to a predetermined level. Since there is a correlation between the crank angle and the amplitude level of the floor vibration, the target crank angle is obtained in advance by experiments, simulations, or the like. By executing vehicle stop crank angle control before cranking the engine 1, floor vibration at the time of engine start can be reduced.

  FIG. 4 is an engine compression reaction force characteristic diagram with respect to a crank angle. The horizontal axis is the crank angle [deg], and the vertical axis is the reaction force (propulsion force) [Nm]. When the first clutch 6 is engaged and the engine 1 is rotated around the motor generator 5, the compression reaction force from the engine 1 acts on the motor generator shaft 4. The compression reaction force is periodic with respect to the crank angle, and its peak value is always a constant crank angle. In the first embodiment, focusing on the fact that the compression reaction force acts on the motor generator 5 as a disturbance torque, the disturbance torque estimated value is regarded as the compression reaction force, and the crank angle is estimated based on the disturbance torque estimated value. The crank angle estimation unit 18 calculates a crank angle estimated value based on the disturbance torque estimated value, the motor rotation angle, and the engine compression reaction force characteristic with respect to the crank angle. The motor controller 12 executes crank angle estimation control for enabling the crank angle estimation unit 18 to calculate the crank angle estimated value. The motor controller 12 executes crank angle estimation control when the P range is selected while the vehicle is stopped. Since the torque is not transmitted from the motor generator 5 to the rear wheels 2 and 2 during the selection of the P range, the crank angle estimation control can be executed without affecting the vehicle behavior. The motor controller 12 performs vehicle stop crank angle control using the estimated crank angle value obtained by the crank angle estimation control.

FIG. 5 is a block diagram illustrating crank angle estimation control according to the first embodiment.
The motor controller 12 is obtained from the specifications (combustion stroke and number of cylinders) of the engine 1 so that the compression reaction force peak value applied to the motor generator 5 is generated one or more rotations as the rotation angle command value necessary for estimating the crank angle. The rotation angle command value θm * is set to be one cycle or more of the compression reaction force cycle.
The addition point 20 generates a difference between θm * and the motor rotation angle θm.
The gain block 21 multiplies the output of the addition point 20 by a predetermined gain a to generate a motor rotation speed command value ωm *.
The summing point 22 generates the difference between ωm * and the motor rotational speed ωm.
The multiplier 23 multiplies the output of the addition point 22 by a predetermined gain b to generate a motor torque command value Tm *.
The addition point 24 generates a final motor torque command value Tfin * that is the difference between Tm * and the estimated disturbance torque Trbst.

The actual plant block 25 represents an actual plant as a control target (motor generator 5) instead. The actual plant block 25 multiplies Tfin * by the transfer function Gp ′ (s) to generate ωm.
The integration block 26 integrates ωm to generate a motor rotation angle θm.
The filter block 27 has a function as a low-pass filter, and generates the reference motor torque Tref by multiplying Tfin * by the transfer function H (s).
The filter block 28 functions as a filter, and multiplies ωm by a transfer function H (s) / Gp (s) to generate a motor applied torque estimated value Tact. Gp (s) is a model of the transfer function between the torque input to the controlled object and the motor rotation speed. That is, the transfer function H (s) / Gp (s) is the inverse model 1 / Gp (s) of the transfer function H (s) and the transfer function Gp (s) between the torque input to the controlled object and the motor rotation speed. Is the product of H (s) / Gp (s) is a proper transfer function. That is, in the fractional function representing H (s) / Gp (s), the numerator order is lower than the denominator order. The filter blocks 27 and 28 are disturbance torque estimation units.
The addition point 29 generates Trbst which is the difference between Tact and Tref. Trbst is input to the crank angle estimation unit 18 as the compression reaction force estimation value Tc.
The crank angle estimator 18 calculates a crank angle estimated value θc using the following method based on θm, Tc and the maximum compression reaction force crank angle θmax. θmax is a crank angle at which the compression reaction force of the air inside the engine cylinder reaches the minimum peak value, and is obtained in advance from experiments and simulations.

FIG. 6 is a flowchart illustrating the crank angle estimation method according to the first embodiment.
In step S1, the remainder angle obtained by dividing the motor rotation angle θm by the angle corresponding to one cycle of the compression reaction force obtained from the specifications (combustion stroke and number of cylinders) of the engine 1 is stored in the pre-correction estimated crank angle θcon. . For example, when the engine 1 is a six-cylinder four-stroke engine, the compression reaction force cycle is 120 °, and θcon has a value that is cleared to zero every 120 °. Step S1 is a pre-correction crank angle estimated value calculation unit.
In step S2, it is determined whether the compression reaction force estimated value Tc is larger than the previous value Tc_z and the preceding reaction value Tc_z2 of the compression reaction force estimated value is equal to or greater than Tc_z. If YES, the process proceeds to step S3. If NO, the process proceeds to step S4. The establishment of Tc> Tc_z and Tc_z2 ≧ Tc_z means that Tc_z is the minimum peak value of the compression reaction force waveform. That is, in this step, it is determined whether the previous value of the compression reaction force is the minimum peak value (minimum peak value determination).
In step S3, the deviation between the maximum compression reaction force crank angle θmax and the previous value θcon_z of the pre-correction crank angle estimated value is stored in the crank angle estimated correction value θoff. Note that the initial value of θoff is 0. Step S3 is a crank angle estimation correction value calculation unit.
In step S4, a value obtained by adding θoff to θcon is set as an estimated crank angle θc.

FIG. 7 is a time chart showing the crank angle estimation operation of the first embodiment.
At time t1, since the P range is selected while the vehicle is stopped, the motor controller 12 starts crank angle estimation control, and the crank angle estimation unit 18 starts estimation of the crank angle. Since the disturbance torque estimation value Trbst has not reached the minimum peak value, the crank angle estimation correction value θoff is zero. Therefore, the estimated crank angle value θc is a crank angle estimated value θcon before correction, that is, a remainder angle obtained by dividing the motor rotation angle θm by an angle corresponding to one cycle of the compression reaction force.
At time t2, the disturbance torque estimated value Trbst has reached the minimum peak value, so θoff is the difference between θmax and the previous value θcon_z of the uncorrected crank angle estimated value. As a result, after time t2, a highly accurate estimated crank angle value θc in which the deviation between the estimated crank angle value θcon before correction and the true crank angle value is corrected is obtained.

In conventional vehicle stop crank angle control, a motor controller controls a motor rotation angle based on crank angle information measured by a crank angle sensor. For this reason, when the crank angle information cannot be obtained due to a failure of the crank angle sensor or a communication abnormality, the vehicle stop crank angle control cannot be executed. Therefore, there was a need for the crank angle to be accurately estimated by the motor controller.
In contrast, in the first embodiment, the estimated disturbance torque Trbst when the engine 1 is rotated by the motor generator 5 is regarded as the compression reaction force of the engine 1 acting on the motor generator 5, and Trbst, the motor rotation angle θm, and A crank angle estimated value θc is calculated based on the engine compression reaction force characteristic with respect to the crank angle. By considering Trbst as the compression reaction force, the motor rotation angle θm (actually, the remainder angle obtained by dividing θm by the period of the compression reaction force) when the compression reaction force reaches the minimum peak value is known. Correlation with the crank angle is possible. If the correlation between θm and the crank angle can be established, the crank angle can be estimated from the sequentially detected θm. Generally, a resolver that detects the rotation angle of a motor has a higher resolution than a crank angle sensor. Therefore, by estimating the crank angle from θm, the crank angle can be accurately estimated in the motor controller 12 having no crank angle information. As a result, since the control accuracy of the vehicle stop crank angle control is improved, floor vibration at the time of engine start can be reduced.

Embodiment 1 has the following effects.
(1) A crank angle estimation method for a hybrid vehicle using a motor generator 5 and an engine 1 as a power source, wherein the motor rotation angle θm when the motor generator 5 is driven and the engine 1 is rotated is detected, and the motor The estimated disturbance torque Trbst acting on the generator 5 is calculated, and the motor rotation angle θm when the disturbance torque estimate Trbst becomes maximum, and the maximum compression reaction force crank angle θmax when the compression reaction force of the engine 1 is maximum Based on the relationship, the crank angle estimated value θc is calculated from the motor rotation angle θm.
By regarding the estimated disturbance torque Trbst acting on the motor generator 5 as the compression reaction force of the engine 1 acting on the motor generator 5, the crank angle can be accurately estimated.

(2) Calculate the pre-correction crank angle estimated value θcon from the motor rotation angle θm and the compression reaction force cycle of the engine 1, and estimate the maximum compression reaction force crank angle θmax and the disturbance torque when the compression reaction force is the minimum peak value. The crank angle estimation correction value θoff is calculated from the deviation from the crank angle estimation value θcon before correction when the value Trbst reaches the minimum peak value, and the crank angle estimation correction value θcon before correction is corrected by the crank angle estimation correction value θoff. The crank angle estimated value θc is calculated.
Therefore, the crank angle can be estimated with high accuracy.

(3) The calculation of the estimated crank angle θc is executed with the P range selected.
Therefore, it is possible to realize the rotation of the engine 1 by the motor generator 5 without affecting the vehicle behavior.

(4) Using the motor generator 5's mathematical model Gp '(s) that receives the final motor torque command value Tfin * and outputs the motor rotational speed ωm, the motor rotational speed ωm is converted to the inverse 1 / Gp of the mathematical model. Subtract the reference motor torque Tref obtained by multiplying the final motor torque command value Tfin * by the low-pass filter H (s) from the estimated motor applied torque Tact multiplied by (s) and the low-pass filter H (s). Is calculated.
Therefore, the disturbance torque acting on the motor generator 5 can be estimated more accurately by using the inverse model of the controlled object (motor generator 5).

(5) The engine 1, the first clutch 6, the motor generator 5, the second clutch 7 and the rear wheels 2 and 2 are arranged in the order of arrangement of the transmission paths, and the motor controller 12 is in the engaged state of the first clutch 6 and the second A crank angle control method for a hybrid vehicle in which the motor generator 5 stops the crank angle of the engine 1 at a target crank angle when the clutch 7 is disengaged, and is based on a crank angle estimation value θc calculated by a crank angle estimation unit 18 Stop the crank angle at the target crank angle.
Therefore, since the control accuracy of the crank angle can be improved, floor vibration at the time of engine start can be reduced.

(6) A crank angle estimation device for a hybrid vehicle using the motor generator 5 and the engine 1 as a power source, the motor controller 12 driving the motor generator 5 to rotate the engine 1, and the rotation angle θm of the motor generator 5 , A disturbance torque estimation unit (filter blocks 27 and 28) for calculating a disturbance torque estimated value Trbst of the motor generator 5, a motor rotation angle θm when the disturbance torque estimated value Trbst becomes maximum, A crank angle estimator 18 for calculating a crank angle estimated value θc from the motor rotation angle θm based on the relationship with the maximum compression reaction force crank angle θmax when the compression reaction force is maximum.
Therefore, the crank angle can be accurately estimated by regarding the estimated disturbance torque Trbst acting on the motor generator 5 as the compression reaction force of the engine 1 acting on the motor generator 5.

[Embodiment 2]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, only portions different from the first embodiment will be described.
FIG. 8 is a flowchart illustrating a crank angle estimation method according to the second embodiment. In addition, the same step number is attached | subjected to the step which performs the same process as the crank angle estimation method of Embodiment 1 shown in FIG. 6, and description is abbreviate | omitted.
In step S5, it is determined whether the compression reaction force estimated value Tc is equal to or less than a predetermined torque threshold value Tlmt. If YES, the process proceeds to step S3. If NO, the process proceeds to step S4. The torque threshold value Tlmt is set to a value such that the estimation error of the crank angle estimated value θc falls within an allowable range.

FIG. 9 is a time chart showing the crank angle estimation operation of the second embodiment.
The sections t1 to t2 are the same as those in FIG.
At time t2, although the disturbance torque estimated value Trbst reaches the minimum peak value, the compression reaction force estimated value Tc is larger than the torque threshold value Tlmt, so the crank angle estimated correction value θoff remains 0. Here, depending on the crank angle before the crank angle estimation start by the crank angle estimation control, the piston may be located on the top dead center side of the compression stroke of the engine 1 (for example, 20 ° before the top dead center). Position). In this case, the minimum peak value of the first estimated compression reaction force Tc that occurs immediately after the estimation of the crank angle is a sufficient compression reaction force as compared with the case where the crank angle has undergone the entire compression stroke of 180 °. Does not occur. On the other hand, since the maximum compression reaction force crank angle θmax is based on the premise that a sufficient compression reaction force is generated, θmax and the previous value θcon_z of the clan angle estimation correction value when a sufficient compression reaction force is not generated If θoff is obtained from the deviation of the above, an estimation error of the crank angle becomes large. In the second embodiment, the error from θmax can be suppressed by updating θoff only when Tc is equal to or less than Tlmt.
Since time t3 and after is the same as time t2 and after in FIG. 7, description thereof is omitted.

The second embodiment has the following effects.
(7) The crank angle estimated value θc is calculated only when the minimum peak value of the disturbance torque estimated value Trbst is equal to or less than a predetermined torque threshold value Tlmt.
Therefore, the crank angle estimation accuracy can be improved by calculating the crank angle estimated value θc only when the compression reaction force is sufficiently generated.

なお、ωnはノッチフィルタの特性を決める周波数、ζnはノッチフィルタの特性を決める減衰係数であり、トルクリップルのみが除去されるように設定する。実際にはモータ回転速度ωmに応じてωn,ζnを変化させる。 [Embodiment 3]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, only portions different from the first embodiment will be described.
FIG. 10 is a block diagram illustrating crank angle estimation control according to the third embodiment.
The filter block 30 functions as a notch filter (a band elimination filter with a narrow stop band) having a frequency band of torque ripple as a stop band, and adds the transfer function Gn (s) to the disturbance torque estimate Trbst generated by the addition point 29. ) To remove only the torque ripple component from Trbst. The following formula (1) is an example of Gn (s). The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like.

Ωn is a frequency that determines the characteristics of the notch filter, and ζn is an attenuation coefficient that determines the characteristics of the notch filter, and is set so that only the torque ripple is removed. Actually, ωn and ζn are changed according to the motor rotation speed ωm.

なお、τhはローパスフィルタの特性を決める時定数であり、ノイズの高周波成分のみを除去するように設定する。 The filter block 31 functions as a low-pass filter that removes high-frequency components of measurement noise. The filter block 31 is a compression that removes the high-frequency components of measurement noise from the output of the filter block 30 by multiplying the output of the filter block 30 by the transfer function Hlpf (s). A reaction force estimation value Tc is generated. The following equation (2) is an example of Hlpf (s). The actual calculation is calculated using a recurrence formula obtained by discretization by Tustin approximation or the like.

Note that τh is a time constant that determines the characteristics of the low-pass filter, and is set so as to remove only high-frequency components of noise.

FIG. 11 is a flowchart illustrating a crank angle estimation method according to the third embodiment. In addition, the same step number is attached | subjected to the step which performs the same process as the crank angle estimation method of Embodiment 1 shown in FIG. 6, and description is abbreviate | omitted.
In step S6, a value obtained by adding the crank angle estimation delay correction value θdly to the deviation between the maximum compression reaction force crank angle θmax and the previous value θcon_z of the uncorrected crank angle estimated value is stored in the crank angle estimated correction value θoff. Note that the initial value of θoff is 0. Θdly is a value that compensates for the calculation delay and the delay associated with the filter processing of the filter blocks 30 and 31. The crank angle estimating unit 18 holds θdly as an internal variable in advance.

FIG. 12 is a time chart showing the crank angle estimation operation of the third embodiment.
Although the sections t1 to t2 are substantially the same as those in FIG. 7, the disturbance torque estimation value Trbst is filtered by the notch filter and the low-pass filter in the third embodiment, so that the Trbst waveform is the Trbst waveform shown in FIG. As compared with, a smooth waveform from which torque ripple components and measurement noise components are removed is obtained. Thereby, erroneous determination of the minimum peak value of Trbst caused by torque ripple and measurement noise can be reduced, and an estimation error of the crank angle can be suppressed.
Since Trbst reaches the minimum peak value at time t2, θoff is a value obtained by adding the crank angle estimation delay correction value θdly to the deviation between θmax and the previous value θcon_z of the crank angle estimation value before correction. The compression reaction force estimated value Tc used for estimating the crank angle includes a calculation delay and a delay associated with the filter processing of the filter blocks 30 and 31. For this reason, it is conceivable that the true crank angle value is an angle advanced from θmax when determining the minimum peak value of Tc. In Embodiment 3, by correcting θoff by θdly, it is possible to compensate for a calculation delay or a delay due to a filter process, so that an estimation error of the crank angle can be suppressed.

The third embodiment has the following effects.
(8) The disturbance torque estimated value Trbst is filtered by a notch filter to remove the frequency component of the torque ripple of the motor generator 5.
Therefore, estimation variation due to torque ripple can be suppressed, and the estimation accuracy of the crank angle can be improved.

(9) The disturbance torque estimated value Trbst is filtered with a low-pass filter to remove high frequency components.
Therefore, estimation variation due to measurement noise or the like can be suppressed, and the estimation accuracy of the crank angle can be improved.

(10) The crank angle estimation correction value θoff is corrected with a crank angle estimation delay correction value θdly for compensating for the delay of each calculation and the delay due to each filter process.
Therefore, the estimation error of the crank angle accompanying the calculation delay or the filter processing can be suppressed, and the estimation accuracy of the crank angle can be improved.

(Other embodiments)
As mentioned above, although the form for implementing this invention was demonstrated, the concrete structure of this invention is not limited to embodiment, and even if there is a design change etc. of the range which does not deviate from the summary of invention, this book Included in the invention.
For example, the disturbance torque may be filtered using only one of the notch filter and the low-pass filter.
Only one of the delay of each calculation or the delay by each filter processing may be compensated by the crank angle estimation delay correction value.

1 engine
2 Rear wheel (drive wheel)
5 Motor generator (motor)
6 First clutch
7 Second clutch
12 Motor controller (motor controller)
18 Crank angle estimator

Claims (10)

A method for estimating a crank angle of a hybrid vehicle using a motor and an engine as power sources,
Detecting or estimating a motor rotation angle when the engine is driven by driving the motor, and estimating a disturbance torque acting on the motor;
Based on the relationship between the motor rotation angle when the disturbance torque is maximum and the crank angle when the compression reaction force of the engine is maximum, a hybrid vehicle that calculates a crank angle estimation value from the motor rotation angle Crank angle estimation method. The crank angle estimation method for a hybrid vehicle according to claim 1,
Calculate a pre-correction crank angle estimated value from the motor rotation angle and the cycle of the compression reaction force of the engine,
A crank angle estimation correction value is calculated from a deviation between the crank angle when the compression reaction force is maximum and the crank angle estimation value before correction when the disturbance torque is maximum,
A crank angle estimation method for a hybrid vehicle, wherein the crank angle estimation value is calculated by correcting the crank angle estimation value before correction with the crank angle estimation correction value. The crank angle estimation method for a hybrid vehicle according to claim 1 or 2,
The calculation of the crank angle estimated value is a crank angle estimating method for a hybrid vehicle that is executed in a state where a parking range is selected. The crank angle estimation method for a hybrid vehicle according to any one of claims 1 to 3,
The motor torque command value is input to the motor torque command value and the motor torque command value is used to calculate the motor torque command value from a value obtained by multiplying the motor rotation speed by the inverse of the formula model and a low-pass filter. A method for estimating a crank angle of a hybrid vehicle, wherein the disturbance torque is estimated by subtracting a value multiplied by the low-pass filter. The crank angle estimation method for a hybrid vehicle according to any one of claims 1 to 4,
A crank angle estimation method for a hybrid vehicle, wherein the disturbance torque is filtered to remove a frequency component of torque ripple of the motor. The crank angle estimation method for a hybrid vehicle according to any one of claims 1 to 5,
A crank angle estimation method for a hybrid vehicle, wherein the disturbance torque is filtered to remove a high-frequency component. The crank angle estimation method for a hybrid vehicle according to any one of claims 1 to 6,
A crank angle estimation method for a hybrid vehicle, wherein the crank angle estimation correction value is corrected with a crank angle estimation delay correction value for compensating for a delay of each calculation and / or a delay due to each filter process. In the crank angle estimation method of the hybrid vehicle according to any one of claims 1 to 7,
The crank angle estimation method for a hybrid vehicle is executed only when the maximum value of the disturbance torque exceeds a predetermined torque threshold value. The engine, the first clutch, the motor, the second clutch, and the drive wheels are arranged in the transmission path arrangement order,
The motor controller is a crank angle control method for a hybrid vehicle in which the crank angle of the engine is stopped at a target crank angle by the motor in the engaged state of the first clutch and the released state of the second clutch,
A crank angle control method for a hybrid vehicle that stops the crank angle of the engine at the target crank angle based on the crank angle estimated using the crank angle estimation method according to claim 1. A crank angle estimation device for a hybrid vehicle using a motor and an engine as power sources,
A motor controller that drives the motor to rotate the engine;
A motor rotation angle detector for detecting the rotation angle of the motor;
A disturbance torque estimating unit for estimating a disturbance torque acting on the motor;
Crank angle estimation that calculates a crank angle estimation value from the motor rotation angle based on the relationship between the motor rotation angle when the disturbance torque is maximum and the crank angle when the compression reaction force of the engine is maximum And
A crank angle estimation device for a hybrid vehicle comprising:

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