JP2018090027A - Hybrid vehicle control device and control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid vehicle control device that allows a reduction in time to estimate a crank angle, and to provide a control method.SOLUTION: A hybrid vehicle control device estimates disturbance torque acting on a motor and, at the time of first or second detection of a minimum peak of the disturbance torque, calculates a crank angle estimation value from a motor rotation angle based on a relationship between the motor rotation angle and a crank angle at the time of a maximum compression reactive force of an engine.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device and a control method for a hybrid vehicle.

  Detection value of an angle sensor (resolver) that detects the rotation angle of the motor and a cam angle detection sensor that detects the rotation angle of the shaft that rotates at half the rotation speed of the crankshaft in a hybrid vehicle using a motor and an engine as drive sources The crank angle is determined by An example relating to the technique described above is described in Patent Document 1 below.

JP 2000-145528 A

  However, in the above-described prior art, the crank angle cannot be determined until the crank angle reference position is detected. Therefore, a maximum idle rotation of 360 ° is required for the determination of the crank angle, and the determination takes time. There was a fear.

  In the hybrid vehicle control device and control method of the present invention, the minimum peak value of the disturbance torque when the motor is driven and the engine is rotated is detected, and the crank angle is estimated from the motor rotation angle.

  Therefore, in the hybrid vehicle control device and control method of the present invention, it is possible to shorten the estimated crank angle time.

1 is a vehicle system diagram of Embodiment 1. FIG. It is a control block diagram of the control apparatus of Example 1. It is a control block diagram of the motor control apparatus of Example 1. It is an engine compression reaction force characteristic view of Example 1. It is a figure which shows the relationship between the initial stage crank angle and engine compression reaction force of Example 1. FIG. It is a figure which shows the 1st crank angle estimation map of Example 1. FIG. It is a figure which shows the relationship between the initial stage crank angle of Example 1, and the maximum compression reaction force ratio. It is a control block diagram of the crank angle estimation control of Example 1. 3 is a flowchart illustrating a flow of a crank angle estimation control process according to the first embodiment. 3 is a time chart illustrating crank angle estimation control according to the first embodiment. 6 is a flowchart illustrating a flow of a crank angle estimation control process according to the second embodiment. 6 is a time chart illustrating crank angle estimation control according to the second embodiment. It is a figure which shows the 2nd crank angle estimation map of Example 2. FIG. 12 is a flowchart illustrating a flow of processing of crank angle estimation control according to the third embodiment. 6 is a time chart illustrating crank angle estimation control according to a third embodiment.

[Example 1]
FIG. 1 is a vehicle system diagram of the first embodiment.

First, the configuration will be described.
In the power train of a front engine / rear wheel drive hybrid vehicle, the automatic transmission 3 is arranged in tandem at the rear of the engine 1 in the longitudinal direction of the vehicle in the same manner as a normal rear wheel drive vehicle, and from the engine 1 (crankshaft 1a) The motor / generator 5 is connected to the shaft 4 that transmits the rotation of the motor to the input shaft 3a of the automatic transmission 3. The motor / generator 5 functions as a motor (driving machine) or a generator (generator), and is disposed between the engine 1 and the automatic transmission 3.

  More specifically, a first clutch 6 is inserted between the motor / generator 5 and the engine 1 and, more specifically, between the shaft 4 and the engine crankshaft 1a, and the engine 1 and the motor / generator 5 are disconnected by the first clutch 6. Join as possible. Here, the first clutch 6 is assumed to be capable of continuously changing the transmission torque capacity. For example, the first clutch 6 is a wet type engine that can change the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

More specifically, a second clutch 7 is inserted between the motor / generator 5 and the automatic transmission 3 and more specifically between the shaft 4 and the transmission output shaft 3b. The second clutch 7 causes the motor / generator 5 and the automatic transmission to be inserted. 3 are separably connected. Similarly to the first clutch 6, the second clutch 7 is also a wet multi-plate clutch capable of continuously changing the transmission torque capacity. In the automatic transmission 3, the transmission system path (speed stage) is determined by a combination of engagement and release of a plurality of friction elements inside the automatic transmission 3, and the rotation from the input shaft 3a is performed at a gear ratio corresponding to the selected speed stage. The speed is changed and output to the output shaft 3b.
This output rotation is distributed and transmitted to the left and right rear wheels 2 by the differential gear device 8 and used for traveling of the vehicle.

Next, the operation will be described.
In the above powertrain, 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 is engaged. Then, the automatic transmission 3 is set in the power transmission state. When the motor / generator 5 is driven in this state, only the output rotation from the motor / generator 5 reaches the transmission input shaft 3a, and the automatic transmission 3 changes the rotation to the input shaft 3a to the selected shift. The speed is changed according to the speed and output from the transmission output shaft 3b. Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 through the differential gear device 8, and the vehicle can be electrically driven (EV traveling) only by the motor / generator 5.

  When a 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 a power transmission state. In this state, the output rotation from the engine 1 started by engaging the first clutch 6, or both the output rotation from the engine 1 and the output rotation from the motor / generator 5 reach the transmission input shaft 3a. The automatic transmission 3 shifts the rotation of the input shaft 3a in accordance with the currently selected gear and outputs it from the transmission output shaft 3b. Then, the rotation from the transmission output shaft 3b reaches the rear wheel 2 through the differential gear device 8, and the vehicle can be hybrid-driven (HEV-driven) by both the engine 1 and the motor / generator 5. In such HEV traveling, when the engine 1 is operated with the optimum fuel efficiency, if 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 this generated electric power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 5, the fuel consumption of the engine 1 can be improved.

  FIG. 2 is a control configuration diagram of the control device according to the first embodiment.

The vehicle control device 11 determines the torque command value 15 (engine torque command value) based on the vehicle information 12 (gear position, accelerator opening, power generation request, first clutch engagement state, etc.), engine speed 13 and motor speed 14. 15a and the motor torque command value 15b) are determined and output to the engine control device 16 and the motor control device 19.
The engine control device 16 calculates the engine speed 13 based on the engine position information 17 from the crank angle sensor 1a, and drives the engine 1 according to the engine torque command value. The motor control device 19 calculates the motor rotation speed 14 based on the rotation angle 10 of the motor from the resolver 18 and drives the motor 5 according to the motor torque command value.

  FIG. 3 is a control configuration diagram of the motor control device according to the first embodiment.

In the motor control device 19, the motor torque command value 15 b from the vehicle control device 11 and the motor rotation angle 10 from the resolver 18 are input, and the motor rotation speed 14 is output to the vehicle control device 11.
The rotation speed calculation unit 25 calculates the motor rotation speed 14 from the rotation angle 10 of the motor from the resolver 18. In the motor torque control unit 26, the final motor torque command value 28 is determined from the motor torque command value 15 b from the vehicle control device 11, the motor rotation angle 10 and the motor rotation speed 14 from the resolver 18, and a crank angle estimation value 27 described later. Is output.
In the motor current control unit 29, a motor drive current is determined from the motor torque command value 28, and a three-phase current is supplied from the inverter 20 to the motor 5.
Further, the crank angle estimation unit 22 calculates and outputs the crank angle estimation value 27 using the motor rotation angle 10 from the resolver 18 and the disturbance torque estimation value 23 calculated by the motor torque control unit 26. .

  FIG. 4 is an engine compression reaction force characteristic diagram of the first embodiment.

The vertical axis represents the reaction force [Nm] applied to the motor, and the horizontal axis represents the crank angle [deg]. When the first clutch 6 is engaged and the engine 1 is rotated around the motor 5, the compression reaction force from the engine 1 acts on the motor torque shaft.
The compression reaction force of the engine is periodic with respect to the crank angle, and the peak value during rotation is always the same crank angle (the maximum compression reaction force crank angle θmax is a constant value). In the first embodiment, paying attention to the point that the compression reaction force acts on the motor 5 as a disturbance torque, the disturbance torque estimated value 23 is regarded as the compression reaction force, and the crank angle is estimated based on the disturbance torque estimated value 23.

  FIG. 5 is a graph showing the relationship between the initial crank angle and the engine compression reaction force in the first embodiment.

As in FIG. 4, the vertical axis represents the reaction force [Nm] applied to the motor 5, and the horizontal axis represents the crank angle [deg].
The maximum compression reaction force crank angle θmax during constant rotation of the engine 1 is basically a constant value, but the maximum compression reaction force crank angle θmax that becomes the first compression reaction force peak immediately after the start of engine rotation is the value before the start of rotation. It depends on the initial crank angle θinit. For example, when the initial crank angle θinit before the start of rotation is θ1, that is, when the piston of the compression stroke is on the bottom dead center side, a sufficient compression stroke is passed in the same manner as the compression stroke piston during rotation, so θmax Is the same value as θmax during rotation.
On the other hand, when the initial crank angle θinit before the start of rotation is θ2, θ3, that is, the closer the piston of the compression stroke is to the top dead center side, the initial compression reaction force peak value becomes smaller and the peak value thereof. Occurs at the top dead center.
Focusing on this point, it is possible to estimate the crank angle faster and within the allowable error range by setting the maximum compression reaction force crank angle θmax according to the initial peak value of the disturbance torque estimated value 23. Yes.

  FIG. 6 is a diagram illustrating a first crank angle estimation map of the first embodiment.

The vertical axis represents the maximum compression reaction force crank angle θmax [deg], and the horizontal axis represents the initial minimum peak value [Nm] of the estimated disturbance torque. The first embodiment is characterized in that the crank angle is estimated when the initial minimum peak value in the estimated disturbance torque is detected. As shown in FIG. 5, the maximum crank angle θmax of the compression reaction force is determined by the initial crank angle θinit. Therefore, when the crank angle is estimated with the compression reaction force maximum crank angle θmax as a certain constant value regardless of the initial crank angle θinit, the estimation error exceeds the allowable range.
Therefore, as shown in FIG. 6, instead of the unknown initial crank angle θinit at the start of the crank angle estimation control, the compression reaction force depends on the initial minimum peak value of the disturbance torque estimated value that varies according to the initial crank angle θinit. Select the maximum crank angle θmax. This map is set in advance by experiments, simulations, or the like.

  FIG. 7 is a graph showing the relationship between the initial crank angle and the maximum compression reaction force ratio in the first embodiment.

The vertical axis represents the maximum compression reaction force ratio [−], and the horizontal axis represents the initial crank angle θinit (ATDC conversion). The horizontal axis represents the maximum compression reaction force ratio for each arbitrary step value in the compression reaction force cycle θcyc with the compression top dead center of any cylinder as a reference (zero point).
The maximum compression reaction force ratio on the vertical axis indicates the ratio of the force acting on the motor torque shaft at the pressure generated by the compression / expansion of the cylinder internal air during engine rotation, and is 1.0 when ATDC is 0 °. . The force acting on the motor torque shaft was calculated from the engine specifications such as cylinder surface area, valve opening / closing timing, and rotation amount for each cylinder, and the forces generated in all cylinders were added up. Further, in order to examine the influence on the vibration immediately after the engine is started, the rotation amount from the start of rotation is set to one cycle of the compression reaction force cycle θcyc. At this time, values obtained by normalizing the maximum value of the compression reaction force generated at each initial crank angle θinit with respect to the value of ATDC 0 ° are plotted.
FIG. 7 shows that there is a difference in the maximum compression reaction force ratio when the engine rotates after the engine is started up to the compression reaction force cycle θcyc according to the initial crank angle θinit. Assuming that it is a vibration force, it can be seen that there is an initial crank angle (vibration suppression optimum crank angle θideal) effective for vibration suppression.

  FIG. 8 is a control configuration diagram of crank angle estimation control according to the first embodiment.

First, as a motor angle command value necessary for crank angle estimation, a compression reaction force cycle obtained from engine specifications (combustion stroke and number of cylinders) so that a compression reaction force applied to the motor has at least two peak values. Set a rotation angle command value θm * that is at least twice θcyc.
Next, a deviation between the rotation angle command value θm * and the detected motor angle value θm is calculated by a subtractor 33, multiplied by a predetermined gain a by a multiplier 34, and then output as a motor rotation speed command value ωm *. To do.
Further, the difference between the motor rotational speed command value ωm * and the detected motor rotational speed value ωm is calculated by a subtractor 37, multiplied by a predetermined gain b by a multiplier 38, and then output as a motor torque command value Tm *. To do.

Subsequently, a deviation between the motor torque command value Tm * and a disturbance torque estimated value Trbst, which will be described later, is calculated by the subtractor 41 and output to the actual plant (vehicle) Gp ′ (s) 43 as the final motor torque command value Tfin *. Thus, motor angle control is performed so as to follow and converge on the rotation angle command value θm *.
Here, the final motor torque command value Tfin * is input to a filter H (s) 44 having a denominator order such that a filter H (s) / Gp (s) 49 described later becomes proper, and a disturbance torque estimated value Trbst Is output as a reference motor torque Tref for calculating.

A filter H (s) comprising the filter H (s) 44 and a filter Gp (s) corresponding to a model of a torque input to the vehicle-motor rotational speed transfer characteristic with the motor rotational speed detection value ωm as an input. A motor applied torque estimated value Tact is calculated by / Gp (s) 49.
The difference between the reference motor torque Tref and the motor applied torque estimated value Tact is calculated by the subtractor 48 and output as the disturbance torque estimated value Trbst.
While the disturbance torque estimated value Trbst is input to the subtracter 41, the notch filter Gn (s) 39 for removing only the frequency component of the torque ripple of the motor 5 and the high frequency component of the measurement noise are removed. It is processed by the low-pass filter Hlpf (s) 40 and output as the estimated compression reaction force Tc.

  The relationship between the minimum peak value of the compression reaction force estimated value Tc and the maximum crank angle θmax of the compression reaction force obtained in advance from experiments, simulations, etc. is input using the estimated compression reaction force Tc and the detected motor angle value θm. A crank angle estimation value θc is calculated by a crank angle estimation unit 22 provided as a map. Details of each calculation method will be described later.

  FIG. 9 is a flowchart illustrating the flow of the crank angle estimation control process according to the first embodiment.

This figure shows from crank angle estimation control to completion of crank angle control (optimum crank angle control) to the vibration suppression optimum position when idle stop is performed while waiting for a signal while traveling in an urban area.
In step S1, in order to grasp whether the engine 1 is stopped, it is detected whether the vehicle speed is 0 km / H and the engine speed is 0 rpm.
In step S2, the first clutch 6 is engaged in order to directly connect the motor 5 and the engine 1, and the second clutch 7 is released in order to maintain the stopped state during the control.
In step S3, the rotation angle command value θm * necessary for crank angle estimation is a value (for example, twice or more of the compression reaction force cycle θcyc so that the compression reaction force applied to the motor 5 generates a minimum peak value at least twice. 2 × θcyc). In addition, the rotation angle command value θm * is provided with a change rate limit of a certain level or more in order to prevent the vehicle from vibrating due to sudden rotation caused by step input.
In step S4, crank angle estimation control (motor angle control) is performed so that the motor rotation angle θm follows θm *.
In step S5, the remaining angle obtained by dividing θm by θcyc is stored as the estimated crank angle value θc as the estimated crank angle value θcon before correction.
In step S6, 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 S7. If NO, the process returns 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 S7, the maximum compression reaction force crank angle θmax corresponding to the value of the minimum peak value Tc_z is extracted from the first crank angle estimation map of FIG. 6 obtained in advance through experiments and simulations.
In step S8, the deviation between the maximum compression reaction force crank angle θmax and the previous value θcon_z of the estimated crank angle before correction is stored in θoff. Note that the initial value of θoff is 0.
In step S9, a value obtained by adding θoff to the pre-correction estimated crank angle value θcon is defined as θc.
In step S10, θm * is reset in order to continue the motor angle control even after estimating the crank angle and to control the crank angle to a position optimal for vibration suppression. Specifically, the value obtained by adding the difference value between θcyc and θmax, which is the rotation angle required to reach the top dead center, and the optimum vibration suppression crank angle θideal to the previous value θm_z of the motor rotation angle is the new θm * And
In step S11, optimal crank angle control (motor angle control) is performed so that θm follows the newly set θm *.
In step S12, it is determined whether θm has reached θm *, that is, whether the crank angle has reached θideal. If YES, the control ends. If NO, the process returns to step S11.

  FIG. 10 is a time chart illustrating crank angle estimation control according to the first embodiment.

  Since the stop of the vehicle is detected at time t1, the motor control device 19 starts crank angle estimation control, and the crank angle estimation unit 22 starts estimation of the crank angle. The rotation angle command value θm * is set to a value (for example, 2 × θcyc) that is not less than twice the compression reaction force cycle θcyc so that the compression reaction force applied to the motor 5 generates a minimum peak value at least twice. Since the compression reaction force estimation value Tc 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 pre-corrected estimated crank angle value θcon, that is, a remainder angle obtained by dividing the motor rotation angle θm by θcyc.

  At time t2, since the compression reaction force estimated value Tc has reached the minimum peak value, the compression reaction force maximum crank angle θmax corresponding to the minimum peak value is determined from the first crank angle estimation map of FIG. The stored crank angle estimation correction value θoff is a deviation between the maximum compression reaction force crank angle θmax and the previous value θcon_z of the pre-correction crank angle estimation value. Thereby, after time t2, highly accurate θc in which the deviation between the pre-correction estimated crank angle value θcon and the true crank angle value is corrected is obtained.

In order to continue to control the crank angle to the optimum position for suppressing engine start-up vibration, θm * is reset. Specifically, with respect to the previous value θm_z of the motor rotation angle when the minimum peak value is detected (time t2), the difference value between θcyc and θmax, which is the rotation angle required to reach the top dead center, and vibration suppression optimum A value obtained by adding the crank angle θideal.
At time t3, θm has reached θm *, that is, the crank angle has reached θideal, so the control is terminated.

Next, the effect will be described.
The hybrid vehicle control device and control method according to the first embodiment have the following effects.
(1) The motor control device 19 detects or estimates the motor rotation angle θm when the motor 5 is driven and rotates the engine 1, estimates the disturbance torque acting on the motor 5, and calculates the disturbance torque. Based on the relationship between the motor rotation angle θm and the crank angle θmax when the compression reaction force of the engine 1 is maximum when the first or second minimum peak value is detected, the crank angle is calculated from the motor rotation angle θm. The estimated value θc is calculated.
Therefore, since the crank angle can be estimated using the minimum peak value of the first or second disturbance torque estimation value, the estimation time can be shortened.
For example, in the case of a six-cylinder four-stroke engine, the initial minimum peak can be estimated within 120 °, and the second time can be estimated within 240 °.

(2) The crank angle θmax when the compression reaction force is maximum is set according to the initial peak value of the estimated disturbance torque value 23.
Therefore, it is possible to estimate the crank angle earlier and within the allowable error range.

(3) After estimating the crank angle quickly and accurately, the optimum crank angle θideal for vibration suppression
The crank angle was controlled.
Therefore, vibration during engine restart when returning from idle stop can be suppressed to a predetermined value or less, and passenger discomfort can be reduced.

[Example 2]
FIG. 11 is a flowchart illustrating the flow of the crank angle estimation control process according to the second embodiment.

Since the basic configuration and operation of the second embodiment are the same as those of the first embodiment, the same reference numerals are given to the same components and the description thereof is omitted. Only the differences from the first embodiment will be described.
In step S13, it is determined whether the minimum peak value Tc_z is greater than a predetermined torque threshold value Tlmt. If YES, the process proceeds to step S14. If NO, the process proceeds to step S15. The predetermined torque threshold value Tlmt is set to a value such that the estimation error of the crank angle estimation value θc falls within an allowable range.
In step S14, 1 is stored in the switching flag f of the crank angle estimation map. Note that the initial value of the flag f is 0.

In step S15, it is determined whether the flag f is 1. If YES, the process proceeds to step S16. If NO, the process proceeds to step S7.
In step S16, θmax corresponding to the value of Tc_z is extracted from a map obtained in advance through experiments and simulations. However, the map used at this time is a second crank angle estimation map described later.

  FIG. 12 is a time chart illustrating crank angle estimation control according to the second embodiment.

The sections t1 to t2 are the same as those in the first embodiment shown in FIG.
At time t2, the compression reaction force estimated value Tc reaches the minimum peak value, but is larger than the torque threshold value Tlmt. Therefore, the crank angle estimation correction value θoff remains 0, and 1 is stored in the crank angle estimation map switching flag f. The torque threshold value Tlmt set in advance through experiments and simulations is set so that the maximum compression reaction force crank angle θmax when the minimum peak value is detected does not exceed the compression top dead center. When the minimum peak value is larger than the torque threshold value Tlmt, the actual crank angle at the time t2 may exceed the compression top dead center depending on the trial times. In this case, the compression reaction force turns into a propulsive force with respect to the motor torque shaft, so that the motor suddenly rotates, and the actual crank angle varies depending on the trial times. As a result, the estimated crank angle value θc may exceed the allowable error range. In order to prevent this, crank angle estimation is not performed when the minimum peak value is larger than the torque threshold value Tlmt.

  Since Tc reaches the minimum peak value at time t3 and exceeds the torque threshold value Tlmt, the crank angle estimation correction value θoff is a deviation between the maximum compression reaction force crank angle θmax and the previous value θcon_z of the crank angle estimation value before correction. Become. At this time, since the flag f = 1, the compression reaction force maximum crank angle θmax refers to the second crank angle estimation map. As a result, after time t3, a highly accurate estimated crank angle value θc in which the deviation between the uncorrected estimated crank angle value θcon and the true crank angle value is corrected is obtained. The resetting of the rotation angle command value θm * at time t3 and the subsequent steps are the same as those after time t2 in FIG.

  FIG. 13 is a diagram illustrating a crank angle estimation map according to the second embodiment.

  As in FIG. 6 of the first embodiment, the vertical axis indicates the maximum compression reaction force crank angle θmax [deg], and the horizontal axis indicates the minimum peak value [Nm] of the estimated disturbance torque. In the crank angle estimation control, when it is determined that the crank angle estimation value θc does not fall within the allowable error range in the first crank angle estimation map, the second crank angle estimation map is used. Even if the first crank angle estimation map is not used, the second crank angle estimation map is set so that θc falls within the allowable error range, and is set in advance through experiments, simulations, and the like.

Next, the effect will be described.
In addition to the effects of the first embodiment, the hybrid vehicle control device and control method of the second embodiment have the following effects.

(1) It is determined whether the minimum peak value Tc_z is larger than a predetermined torque threshold value Tlmt, and the second crank angle estimation map is switched.
Therefore, the estimation error of the crank angle estimated value θc can be kept within the allowable range.

(2) When the minimum peak value is larger than the torque threshold value Tlmt, the crank angle is not estimated.
Therefore, it is possible to suppress the estimated crank angle value θc from exceeding the allowable error range.

  FIG. 14 is a flowchart illustrating a processing flow of crank angle estimation control according to the third embodiment.

Since the basic configuration and operation of the third embodiment are the same as those of the first embodiment, the same reference numerals are given to the same components and the description thereof is omitted. Only the differences from the first embodiment will be described.
In step S13, it is determined whether the minimum peak value detection time t2 is smaller than a predetermined estimated time threshold value t_lmt. If YES, the process proceeds to step S15. If NO, the process proceeds to step S14. The estimation time threshold value t_lmt is set to a value such that the estimation error of the crank angle estimation value θc falls within the allowable range.
In step S14, 1 is stored in the crank angle estimation map switching flag f. Note that the initial value of the flag f is 0.
In step S15, it is determined whether the flag f is 1. If YES, the process proceeds to step S16. If NO, the process proceeds to step S7.

  In step S16, the maximum compression reaction force crank angle θmax according to the value of the minimum peak value Tc_z is extracted from a map obtained in advance through experiments and simulations. However, the map used at this time is the second crank angle estimation map of FIG.

  FIG. 15 is a time chart illustrating crank angle estimation control according to the third embodiment.

The sections t1 to t2 are the same as those in the first embodiment shown in FIG.
At time t2, since the compression reaction force estimated value Tc reaches the minimum peak value and t2 exceeds the estimated time threshold value t_lmt, 1 is stored in the crank angle estimation map switching flag f, and the crank angle estimation correction value θoff is compressed. This is a deviation between the maximum reaction force crank angle θmax and the previous value θcon_z of the estimated crank angle before correction. At this time, since the flag f = 1, θmax refers to the second map of FIG.
The estimated time threshold value t_lmt set in advance by experiment, simulation, or the like is an initial crank angle θinit before crank angle estimation control, that is, whether the compression stroke piston is on the upper dead center side or the lower dead center side. Set to do. When t2 exceeds the estimated time threshold t_lmt, the air inside the cylinder is compressed by the rotational motion from the start of the crank angle estimation control, and at the same time, part of the air pressure is released from a minute gap such as the cylinder over time. Go.

For this reason, even if the same minimum peak value is set, if t2 does not exceed t_lmt, that is, the compression stroke piston at θinit is on the top dead center side and the elapsed time is short, the cylinder internal air pressure Compared to the case where the amount of missing is small, the estimation error of the estimated crank angle value θc when using the first crank angle estimation map of FIG. 6 becomes large, and as a result, exceeds the allowable range. Therefore, when t2 exceeds t_lmt, it is possible to keep the estimation error of the rank angle estimated value θc within an allowable range by performing estimation using the second crank angle estimation map of FIG. Become.
Since time t2 and after is the same as time t2 and after in FIG. 10 of the first embodiment, description thereof is omitted.

Next, the effect will be described.
In addition to the effects of the first embodiment, the hybrid vehicle control device and control method of the third embodiment have the following effects.

(1) The time t2 at which the minimum peak value is detected is compared with the estimated time threshold t_lmt. If the time t2 exceeds the estimated time threshold t_lmt, the second crank angle estimation map is used for estimation. I did it.
Therefore, the estimation error of the crank angle estimated value θc can be kept within the allowable range.

[Other Examples]
The present invention has been described above based on the embodiments. However, the specific configuration of each invention is not limited to the embodiments, and even if there is a design change or the like without departing from the gist of the invention, Included in the invention.

  For example, the second clutch 7 may be configured such that the transmission torque capacity can be changed by continuously engaging and releasing a plurality of friction elements of the automatic transmission 3. Needless to say, the automatic transmission 3 is not limited to the stepped type as described above, and may be a continuously variable transmission.

  In the third embodiment, the second crank angle estimation map is used. However, when the estimation error of the crank angle estimation value θc exceeds the allowable range in the second crank angle estimation map, another third crank angle estimation map is used. An angle estimation map may be set.

  Furthermore, it goes without saying that Example 2 and Example 3 may be used individually or simultaneously.

1 Engine 1a Crankshaft (engine output shaft)
2 Drive Wheel 3 Automatic Transmission 3a Automatic Transmission Input Shaft 3b Automatic Transmission Output Shaft 4 Shaft 5 Motor 6 First Clutch 7 Second Clutch 16 Engine Control Device 18 Resolver (Rotation Angle Sensor)
19 Motor controller

Claims (12)

Engine,
An engine control device for controlling the engine;
An automatic transmission,
An automatic transmission control device for controlling the automatic transmission;
A shaft for transmitting rotation from the output shaft of the engine to the input shaft of the automatic transmission;
A motor coupled to the shaft;
A motor control device for controlling the motor;
A connectable first clutch provided between the shaft and the engine output shaft;
A second clutch connectable between the shaft and the output shaft of the automatic transmission;
Driving wheels connected to the output shaft of the automatic transmission,
The motor control device detects or estimates a motor rotation angle when driving the motor and rotating the engine,
When the disturbance torque acting on the motor is estimated and the first or second minimum peak value of the disturbance torque is detected, the rotation angle of the motor and the crank angle when the compression reaction force of the engine is maximum Based on the relationship, a crank angle estimation value is calculated from the motor rotation angle.
A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 1,
The map includes a relationship between a minimum peak value of the disturbance torque and a crank angle at which the compression reaction force of the engine is maximized,
Based on the map, as the minimum peak value of the disturbance torque is larger, the crank angle at which the compression reaction force of the engine is maximized is set to the top dead center side, and the calculation of the crank angle estimated value is performed.
A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 2,
A plurality of maps having a relationship between a minimum peak value of the disturbance torque and a crank angle at which a compression reaction force of the engine is maximized;
According to a predetermined condition, the plurality of maps are switched, and the crank angle estimated value is calculated.
A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 3,
When the initial minimum peak value of the disturbance torque is detected,
When the minimum peak value of the disturbance torque is larger than a predetermined torque threshold, the plurality of maps are switched,
When the second minimum peak value of the disturbance torque is detected, the crank angle estimation value is calculated using the switched map.
A control apparatus for a hybrid vehicle characterized by the above. In the hybrid vehicle control device according to claim 3,
When the initial minimum peak value of the disturbance torque is detected,
When the time required from the start of crank angle estimation to the detection of the first minimum peak value is larger than a predetermined estimated time threshold, the crank angle estimated value is switched using the maps switched by switching the plurality of maps. Perform the operation of
A control apparatus for a hybrid vehicle characterized by the above. The hybrid vehicle control device according to any one of claims 1 to 5,
When the disturbance torque acting on the motor is estimated and the first or second minimum peak value of the disturbance torque is detected, the rotation angle of the motor and the crank angle when the compression reaction force of the engine is maximum Based on the relationship, after calculating the estimated crank angle from the motor rotation angle, the control is performed to the optimum initial crank angle effective for vibration suppression. Engine,
An engine control device for controlling the engine;
An automatic transmission,
An automatic transmission control device for controlling the automatic transmission;
A shaft for transmitting rotation from the output shaft of the engine to the input shaft of the automatic transmission;
A motor coupled to the shaft;
A motor control device for controlling the motor;
A connectable first clutch provided between the shaft and the engine output shaft;
A second clutch connectable between the shaft and the output shaft of the automatic transmission;
Driving wheels connected to the output shaft of the automatic transmission,
The motor control device detects or estimates a motor rotation angle when driving the motor and rotating the engine,
When the disturbance torque acting on the motor is estimated and the first or second minimum peak value of the disturbance torque is detected, the rotation angle of the motor and the crank angle when the compression reaction force of the engine is maximum Based on the relationship, a crank angle estimation value is calculated from the motor rotation angle.
A control method of a hybrid vehicle characterized by the above. The hybrid vehicle control method according to claim 7,
The map includes a relationship between a minimum peak value of the disturbance torque and a crank angle at which the compression reaction force of the engine is maximized,
Based on the map, as the minimum peak value of the disturbance torque is larger, the crank angle at which the compression reaction force of the engine is maximized is set to the top dead center side, and the calculation of the crank angle estimated value is performed.
A control method of a hybrid vehicle characterized by the above. In the hybrid vehicle control method according to claim 8,
A plurality of maps having a relationship between a minimum peak value of the disturbance torque and a crank angle at which a compression reaction force of the engine is maximized;
According to a predetermined condition, the plurality of maps are switched, and the crank angle estimated value is calculated.
A control method of a hybrid vehicle characterized by the above. In the hybrid vehicle control method according to claim 8,
When the initial minimum peak value of the disturbance torque is detected,
When the minimum peak value of the disturbance torque is larger than a predetermined torque threshold, the plurality of maps are switched,
When the second minimum peak value of the disturbance torque is detected, the crank angle estimation value is calculated using the switched map.
A control method of a hybrid vehicle characterized by the above. In the hybrid vehicle control method according to claim 8,
When the initial minimum peak value of the disturbance torque is detected,
When the time required from the start of crank angle estimation to the detection of the first minimum peak value is larger than a predetermined estimated time threshold, the crank angle estimated value is switched using the maps switched by switching the plurality of maps. Perform the operation of
A control method of a hybrid vehicle characterized by the above. The hybrid vehicle control method according to any one of claims 7 to 11,
When the disturbance torque acting on the motor is estimated and the first or second minimum peak value of the disturbance torque is detected, the rotation angle of the motor and the crank angle when the compression reaction force of the engine is maximum A hybrid vehicle control method comprising: calculating an estimated crank angle from the motor rotation angle based on the relationship, and then controlling to an optimum initial crank angle effective for vibration suppression.

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