JP2018193004A - Vehicular control apparatus - Google Patents

Abstract

To provide a vehicular control apparatus that changes an operation area of an internal combustion engine by performing a gear change and the like of a transmission depending on a revolving speed of the internal combustion engine.SOLUTION: An ECU 21 is mounted in a vehicle 10 that comprises an engine 11, a rotating electrical machine 12, and an automatic transmission 14. When an internal combustion engine is operated in a preset low-torque region, a revolving speed of the engine in the case of a shift to an operation out of the low-torque region by a gear change of the automatic transmission falls within a preset range. In this case, a gear change of the automatic transmission is performed. In the case where the revolving speed of the engine lies outside the predetermined range, a shift to the operation out of the low-torque region is brought by regeneration of the rotating electrical machine.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device including an internal combustion engine, a rotating electrical machine, and a transmission.

  In a vehicle equipped with an internal combustion engine, inconveniences such as so-called booming noise may occur due to, for example, the torsional resonance of the drive system, depending on the operating state of the internal combustion engine. In order to eliminate the inconvenience such as the generation of a booming noise, a vehicle control device that changes the gear ratio from the operating range of the internal combustion engine in which the booming noise is generated is disclosed in Patent Document 1.

JP 2008-144859 A

  However, in the vehicle control apparatus as described in Patent Document 1, if the gear ratio is uniformly changed to avoid inconvenience, the rotational speed of the internal combustion engine increases excessively, resulting in deterioration of fuel consumption. Inconvenience may occur.

  Accordingly, an object of the present invention is to provide a vehicle control device that can change the operating range of an internal combustion engine by adopting a shift of the transmission or an alternative control according to the rotational speed of the internal combustion engine. Yes.

  One aspect of the invention of a vehicle control device that solves the above problems is a control device that is mounted on a vehicle including an internal combustion engine, a rotating electrical machine, and a transmission, and the internal combustion engine is preset. When operating in the torque range, when the engine speed is within the preset range when shifting to operation outside the low torque range by shifting the transmission, the transmission is shifted. When the engine speed is outside the set range, the operation is shifted to the operation outside the low torque region by regeneration of the rotating electrical machine.

  Thus, according to one aspect of the present invention, when the speed of the transmission is changed to operate the internal combustion engine outside the set low torque region, when the engine speed fluctuates outside the set range, the low torque is generated by regeneration of the rotating electrical machine. Control processing for shifting to operation outside the region is executed.

  Therefore, by regenerating the rotating electrical machine according to the driving situation without causing inconvenience such as deterioration of the fuel consumption of the internal combustion engine only by the shift of the transmission, the fuel consumption can be reduced even when the internal combustion engine is operated outside the set low torque range. It can be improved (recovered).

FIG. 1 is a diagram illustrating a vehicle control apparatus according to an embodiment of the present invention, and is a conceptual configuration diagram of a main part illustrating a schematic configuration thereof. FIG. 2 is a conceptual plan view illustrating the meshing state of the gear meshing teeth in the power transmission path. 3A and 3B are diagrams for explaining the meshing state of the gear shown in FIG. 2, wherein FIG. 3A is a graph illustrating torque fluctuations transmitted between the meshing teeth, and FIG. 3B is a meshing when the power is transmitted. It is a graph explaining the rotational displacement of teeth. FIG. 4 is a map used when determining drive conditions for the engine. FIG. 5 is a graph for explaining generation of rattling noise in the power transmission path. FIG. 6 is a map showing the operating region of the engine. FIG. 7 is a flowchart for explaining a process selected from the shift process or the regenerative process.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIGS. 1-7 is a figure which shows the control apparatus of the vehicle which concerns on one Embodiment of this invention.

  In FIG. 1, a vehicle 10 is constructed as a so-called one-motor hybrid vehicle that travels with an internal combustion engine type engine 11 and a single rotating electrical machine 12 as a power source. The rotational power of the engine 11 and the rotating electrical machine 12 is transmitted to the multi-stage automatic transmission 14 via the power transmission device 13 so as to be appropriately shifted and rotationally drive the drive wheels via a differential device (not shown). It is like that. Here, the rotating electrical machine 12 functions as an electric motor (motor) and outputs rotational driving force when supplied with the stored electric power in the battery 17 via the inverter 16.

  In the vehicle 10, the ECU 21 executes a control program stored in the memory 22 on the basis of detection information of various sensor groups and various parameters, so that driving of each unit is controlled in an integrated manner. The ECU 21 includes, as sensor groups, for example, a speed sensor 25 that detects the rotational speed of the engine 11, a vehicle speed sensor 26 that detects the traveling speed of the vehicle 10, and an accelerator opening that detects the amount of depression of the accelerator pedal 19 by the driver. A sensor 27 is connected to be able to receive detection information.

  For example, the ECU 21 executes control processing according to various parameters based on detection information of various sensor groups to be acquired. For example, the ECU 21 requests an acceleration request (accelerator pedal 19) by an engine speed (engine speed) detected by the speed sensor 25, a traveling speed of the vehicle 10 detected by the vehicle speed sensor 26, or a driver detected by the accelerator opening sensor 27. The required torque is obtained on the basis of the amount of depression). The ECU 21 is configured to determine an optimum operating condition of high fuel consumption and high output that is optimal for outputting the required torque from the power source by referring to a map as shown in FIG.

  At this time, the ECU 21 appropriately selects and adjusts one or both of the rotational driving force of the engine 11 and the rotational driving force of the rotating electrical machine 12, and adjusts the driving of each part so as to output the above-described required torque under the optimum operating conditions. The control process to be executed is executed. In addition to supplying electric power to the rotating electrical machine 12 from the battery 17 and driving it as an electric motor, the ECU 21 causes the rotating electrical machine 12 to be a generator based on the rotational force of the drive wheels during deceleration or sliding and the rotational driving force of the engine 11. As a result, the control process for storing the regenerative power in the battery 17 via the inverter 16 is executed.

  By the way, as shown in FIG. 2, the vehicle 10 includes a gear train G in each internal structure and connection position in a power transmission path connecting the engine 11, the rotating electrical machine 12, the power transmission device 13, and the automatic transmission 14. The meshing teeth T rotate in a meshing state where the tooth surfaces Ts abut each other. Thereby, for example, when the rotational power is transmitted in the direction of the arrow in FIG. 2, a rattling noise may occur where the tooth surfaces Ts of the meshing teeth T abut against each other. This rattling noise may be unpleasant and may cause discomfort to passengers such as drivers in the passenger compartment.

  In particular, in the low load & low rotational speed driving region, for example, in the case of the explosion primary torque fluctuation of the engine 11, the average value of the transmission torque is constant as shown by the broken line in FIG. However, the torque transmitted by contact between the tooth surfaces Ts of the meshing teeth T of the gear G in a very short time varies according to the vertical movement of the piston of the engine 11 as shown by the solid line in FIG. ing. Therefore, at the timing when the transmission torque changes to the minus side, as shown in FIG. 3B, there is a region where a difference (backlash) occurs in the rotational displacement between the tooth surfaces Ts of the meshing teeth T of the gear G. In some cases, a situation may occur in which, after being separated, the state returns to the state of contact and contact again. In this case, a rattling sound is generated in which the tooth surfaces Ts of the meshing teeth T of the gear G abut against each other.

  More specifically, for example, when the engine 11 is driven in a low torque region where the engine torque (Nm) is low and the engine speed (rpm) is low as shown in the map of FIG. Driving is performed in the area HA. In this case, as shown in FIG. 5, the separation and abutment between the tooth surfaces Ts of the meshing teeth T of the gear G described in FIG. Every time there is an abutment with a high torque, an abnormal noise called a rattling sound TN is generated.

  Therefore, the ECU 21 refers to, for example, a map showing the fuel efficiency in contour lines with the engine torque (Nm) and the engine speed (rpm) shown in FIG. 6 as parameters, and determines the optimum drive condition of the engine 11 that outputs the required torque. When the determination is made, a control process for avoiding the occurrence of the rattling noise is executed. That is, the ECU 21 executes a drive control process for shifting the drive conditions within a suitable region FE such as fuel efficiency indicated by a broken line in FIG. 6 with low load & low rotation speed and no generation of rattling noise. Yes.

  Specifically, although the gear stage (speed ratio) of the automatic transmission 14 is one of the fluctuation factors, the ECU 21 performs, for example, an arrow in FIG. As shown in A, in the case where the fuel consumption is reduced to 900 rpm or less and the fuel consumption is deteriorated, the regenerative process is executed so that the regenerative electric energy is increased and the torque is increased TU.

  Furthermore, the ECU 21 similarly, for example, when the engine speed is increased to 2500 rpm or more as shown by an arrow B in FIG. Regeneration processing is executed so that the amount of regenerative electric power is increased and the torque is increased TU, because the fuel consumption is changed due to various resistance loads.

  Further, for example, when the engine 21 is traveling at an engine speed of about 1500 rpm, the ECU 21 performs a low speed fuel consumption region FE with a low load and a low speed of about 1000 rpm to 2500 rpm as shown by an arrow C in FIG. When the processing is within the range (illustrated by a broken line in FIG. 6), a shift process for improving fuel consumption (with little deterioration in fuel consumption) is executed.

  Note that the ECU 21 has a large gear ratio due to the shift process of the automatic transmission 14, for example, even when the engine speed is running near 1500 rpm. In the shift process, the engine speed decreases to 1000 rpm or less, or 2500 rpm or more. In the case of an increase, since the fuel consumption is shifted in a direction that deteriorates, the regenerative process is executed so as to increase the regenerative power amount and increase the torque.

  Here, the ECU 21 determines whether to perform an upshift or a downshift in consideration of the engine speed in the above-described shift process, and executes the shift control process. At this time, the ECU 21 confirms whether or not a so-called shift shock occurs in the traveling state of the vehicle 10 and the driving state of the engine 11 when switching the shift stage of the automatic transmission 14 and is set in advance. When vibration exceeding the allowable threshold occurs, the regeneration process is preferentially executed.

  The ECU 21 is driven at a low load and a low rotational speed by the control process shown in the flowchart of FIG. 7 when executing the control process for driving the engine 11 by calculating the required torque according to the control program in the memory 22. At this time, processing for avoiding the occurrence of rattling noise is executed.

  First, the ECU 21 refers to the map of FIG. 6 as the engine speed and the engine as optimum driving conditions for outputting the required torque of the engine 11 acquired according to various detection information such as the traveling state of the vehicle 10. A torque is calculated and derived (step S11). Next, the ECU 21 confirms whether or not the driving condition of the engine 11 is included in the low load & low rotation gearing area HA indicated by a broken line in the map of FIG. 4 (step S12). Returns to the control process for driving the engine 11 as it is.

  In step S12, the ECU 21 confirming that the driving condition of the engine 11 is included in the gearing area HA in FIG. 4 calculates the engine speed and the engine torque that change when shifting outside the gearing area HA ( Step S13). Next, the ECU 21 calculates a fuel consumption rate that deteriorates when the engine speed is changed to the changed engine speed or the changed engine torque (step S14), and changes the engine speed or changed engine torque to the changed engine speed or the changed engine torque. A fuel consumption rate that deteriorates when shifting is calculated (step S15).

  Thereafter, the ECU 21 confirms whether the fuel consumption rate deteriorated by the regeneration process is smaller than the fuel consumption rate deteriorated by the shift process (step S16). If the deterioration rate is small, By performing the regeneration process and increasing the amount of regenerative power generation, the engine speed and the engine torque are increased (step S17), and the process returns to the drive control process of the engine 11.

  In step S16, the ECU 21 confirming that the deterioration rate of the fuel consumption rate due to the regeneration process is not smaller than the deterioration rate of the shift process, the shift shock exceeding the allowable threshold by switching the shift stage of the automatic transmission 14 by the shift process. Is confirmed (step S18), and if a shift shock exceeding it occurs, the process proceeds to step S17 to return to the drive control process of the engine 11 while executing the regeneration process to increase the regenerative power generation amount.

  In step S18, the ECU 21, which has confirmed that the shift shock due to the shift process is less than the allowable threshold value, adopts the shift process and executes the shift stage switching control process of the automatic transmission 14, whereby the engine speed. While increasing the engine torque (step S19), the process returns to the drive control process of the engine 11.

  When the driving condition of the engine 11 is located in the low load & low rotation speed gear generation area HA where a gear rattling sound is generated from the power transmission path by the execution of this transition process, the shift is made outside the gear movement area HA. As described above, the engine speed and engine torque drive conditions are changed.

  As described above, in the ECU 21 of the present embodiment, the fuel consumption deterioration rate due to the shift process of the automatic transmission 14 is small, and at the same time as the occurrence of the rattling noise is avoided, the occurrence of a large shift shock exceeding the allowable threshold is generated. If there is no drive condition, the shift process is executed. On the other hand, if the fuel consumption deterioration rate is smaller than that of the shift process and the occurrence of rattling noise can be avoided, or if the shift process has a large shift shock that is greater than or equal to the permissible threshold, the regenerative power is increased. Select and execute processing.

  Therefore, not only the shift process of the automatic transmission 14 but also an alternative control process such as a regenerative process can be selected and executed according to the presence or absence of deterioration in fuel consumption or the occurrence of a shift shock. It is possible to prevent the driver of the vehicle 10 from feeling.

  While embodiments of the invention have been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the following claims.

10 ... Vehicle 11 ... Engine (internal combustion engine)
12 …… Rotating electrical machine 13 …… Power transmission device 14 …… Automatic transmission 16 …… Inverter 17 …… Battery 19 …… Accelerator pedal 21 …… ECU (control device)
22 …… Memory 25 …… Speed sensor 26 …… Vehicle speed sensor 27 …… Accelerator opening sensor

Claims (1)

A control device mounted on a vehicle including an internal combustion engine, a rotating electrical machine, and a transmission,
When the internal combustion engine is operated in a preset low torque region,
When the engine speed in the case of shifting to the operation outside the low torque region by the shift of the transmission is within a preset setting range, the shift of the transmission is executed,
A control device for a vehicle, wherein when the engine speed is outside the set range, the operation is shifted to the operation outside the low torque region by regeneration of the rotating electrical machine.

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