JP2019099026A - Hybrid-vehicular control apparatus - Google Patents

Abstract

To provide a hybrid-vehicular control apparatus reducing tooth-clattering noise without narrowing a zone allowing an engine start.SOLUTION: An electronic control apparatus 80 is for use in a hybrid vehicle 10 that has an engine 12, a first motor MG1 connected to the engine 12 enabling a power transmission and a second motor MG2 connected to an output gear 30 enabling a power transmission. In a case where an output torque value Tmg2 of the second motor MG2 is estimated to be within a predetermined tooth-clattering torque zone, that is, within a given rage between zero and near-zero, when the engine 12 is started by the first motor MG1 clanking, the control apparatus changes a target torque value Tmg1 of the first motor MG1 cranking so that the estimated output torque value Tmg2 of the second motor MG2 is outside the tooth-clattering range.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a control device for a hybrid vehicle, and more particularly to a technology for reducing rattling noise.

  There is known a control device of a hybrid vehicle having an engine, a first electric motor coupled to the engine in a power transmitting manner, and a second electric motor coupled to the output rotating member in a power transmitting manner. For example, the control device for a hybrid vehicle described in Patent Document 1 is that. Depending on the magnitude of the torque output from the first motor at engine startup, the magnitude of the output torque of the second motor may be close to zero, and rattle noise may occur in the gear meshing with the rotor shaft of the second motor . In the control device for a hybrid vehicle described in Patent Document 1, the torque of the first electric motor is estimated to be that the output torque of the second electric motor is close to zero by changing the engine start threshold. The start is prevented from taking place.

JP, 2011-207336, A

  In the control device for a hybrid vehicle, the changeable engine start threshold narrows the startable area of the engine. For example, when the remaining amount of the power storage device decreases, the charge of the power storage device due to the start of the engine is delayed. There is a risk of

  The present invention has been made against the background described above, and an object of the present invention is to provide a control device for a hybrid vehicle that reduces rattling noise without narrowing the startable area of the engine. is there.

  The subject matter of the present invention is to control a hybrid vehicle having an engine, a first electric motor coupled to the engine in a power transmitting manner, and a second electric motor coupled to the output rotating member in a power transmitting manner. A device, wherein, upon start-up of the engine based on cranking by the first electric motor, if it is estimated that the output torque value of the second electric motor is within the range of a predetermined tooth tapping torque range, The target torque value of cranking by the first electric motor is changed so that the estimated output torque value of the second electric motor is out of the range of the tooth tapping torque range.

  According to the control device for a hybrid vehicle of the present invention, when the engine is started based on cranking by the first electric motor, the output torque value of the second electric motor is within the range of a predetermined tooth striking torque range. When it is estimated, the target torque value for cranking by the first electric motor is changed such that the output torque value of the second electric motor estimated is out of the range of the tooth tapping torque range. As described above, when the target torque value for cranking by the first motor at the time of engine start is changed, the output torque value of the second motor is made out of the range of the tooth tapping torque range, and the rattling noise is reduced. Thus, since only the target torque value of the first motor is changed, rattling noise in the gear which is the output rotary member meshing with the second motor is reduced without narrowing the startable area of the engine. Ru.

FIG. 1 is a diagram illustrating a schematic configuration of a hybrid vehicle equipped with an electronic control unit according to an embodiment of the present invention, and a block diagram illustrating main parts of a control system provided in the vehicle. It is a functional block diagram which illustrates the principal part of the control function of the electronic control unit of FIG. It is an illustration of the time chart in the case of starting an engine by the electronic control unit of FIG. FIG. 6 is an example of a flowchart illustrating a main part of control operation of the electronic control device, that is, control operation for reducing or avoiding generation of rattling noise when starting an engine; FIG.

  In one embodiment of the present invention, the target torque value of cranking by the first electric motor at the start of the engine is based on a cranking torque profile, and the cranking torque profile has a constant target torque value. The target torque of the cranking torque profile such that the output torque value of the second electric motor is out of the range of the rattling torque range in each of the plurality of periods. Change the value As described above, in the cranking torque profile applied to the first motor, the output torque value of the second motor is outside the range of the tooth striking torque region for the period in which the target torque value is a constant value. Therefore, since the output torque value of the second motor does not stay in the range of the rattle torque region for a certain period, the generation of rattling noise is reduced.

  In one embodiment of the present invention, the range of the tooth-tapping torque range is a predetermined range defined by less than an upper limit value and a lower limit value near zero to near zero, and the target torque value is changed when changing the target torque value. Among the changes of the target torque value such that the estimated output torque value of the second electric motor becomes the upper limit value or the lower limit value, the change amount of the target torque value is smaller. As described above, since the change with the smaller change amount of the target torque value is performed, the change of the cranking torque profile is minimized.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a view for explaining a schematic configuration of a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) equipped with an electronic control unit 80 according to an embodiment of the present invention, and also shows a main control system provided in the vehicle 10. It is a block diagram explaining a part.

  The vehicle 10 includes an engine 12 as a driving power source for traveling and a power transmission 14 as a transaxle (T / A). The power transmission device 14 includes a damper 18, an input shaft 20, a transmission 22, a counter gear pair 24, a final gear pair 26, and a differential gear in order from the engine 12 side in a case 16 as a non-rotational member attached to the vehicle body. A device 28 (final reduction gear) or the like is provided. The transmission unit 22 includes a first electric motor MG1, a power distribution mechanism 32 for distributing power output from the engine 12 to the first electric motor MG1 and the output gear 30, and a gear mechanism connected to the output gear 30 which is an output rotating member. 34 and a second electric motor MG2 connected to the output gear 30 via a gear mechanism 34 so as to be able to transmit power. The counter gear pair 24 is composed of an output gear 30 and a counter driven gear 36. The input shaft 20 is rotationally driven by the engine 12 as one end thereof is connected to the engine 12 via the damper 18. Further, an oil pump 38 is connected to the other end of the input shaft 20, and the oil pump 38 is rotationally driven by rotationally driving the input shaft 20, so that parts of the power transmission device 14, for example, a power distribution mechanism Lubricant oil is supplied to a gear mechanism 34, a ball bearing (not shown), and the like. In such a power transmission device 14, the power of the engine 12 and the power of the second electric motor MG2 input through the damper 18 and the input shaft 20 are transmitted to the output gear 30, which is an output rotary member, and The gear pair 24, the final gear pair 26, the differential gear device 28, the pair of axles, and the like are sequentially transmitted to the pair of drive wheels 40.

  The power distribution mechanism 32 includes a first sun gear S1, a first carrier CA1 supporting the first pinion P1 rotatably and revolvably, and a first ring gear R1 meshing with the first sun gear S1 via the first pinion P1 as a rotating element. It is a known single pinion planetary gear and functions as a differential mechanism that produces a differential action. The first carrier CA1 is connected to the engine 12 via the input shaft 20, the first sun gear S1 is connected to the first electric motor MG1, and the first ring gear R1 is connected to the output gear 30. Thereby, in the power distribution mechanism 32, the power output from the engine 12 is distributed to the first electric motor MG <b> 1 and the output gear 30. The first motor MG1 is generated by the power of the engine 12 distributed to the first motor MG1, and the generated electric energy is stored in the storage device 52 via the inverter 50, or the second motor MG2 is rotated by the electric energy. It is driven. Further, while the engine 12 is stopped, the engine 12 is rotationally driven (cranked) by the power output from the first electric motor MG1 by the power distribution mechanism 32, and the engine 12 being stopped is started.

  The gear mechanism 34 includes a second sun gear S2, a second carrier CA2 supporting the second pinion P2 rotatably and revolvably, and a second ring gear R2 meshing with the second sun gear S2 via the second pinion P2 as a rotary element. Single pinion type planetary gear device. The second carrier CA2 is prevented from rotating by being connected to the case 16 which is a non-rotating member, the second sun gear S2 is connected to the second electric motor MG2, and the second ring gear R2 is connected to the output gear 30. The gear mechanism 34 has, for example, a gear ratio of the planetary gear device itself so as to function as a reduction gear, and the rotation of the second electric motor MG2 is decelerated at the time of power running to output a torque from the second electric motor MG2. The torque is increased to be transmitted to the output gear 30. The output gear 30 has one function as a first ring gear R1 of the power distribution mechanism 32 and a function as a second ring gear R2 of the gear mechanism 34, and a function as a counter drive gear meshing with the counter driven gear 36 to constitute a counter gear pair 24. It is a compound gear integrated with the gear.

  The first motor MG1 and the second motor MG2 have a motor function to generate mechanical power from electric energy, and preferably have a generator function to generate electric energy from mechanical power together with the motor function. For example, a synchronous motor. For example, the first electric motor MG1 has a motor function to rotationally drive the engine 12 during stoppage of operation and a generator function to handle the reaction force of the engine 12. The second electric motor MG2 has an engine function to function as a traveling motor that outputs a driving force as a traveling driving power source, and a generator function to generate electric energy by regeneration from the reverse driving force from the driving wheel 40 side. Prepare.

  The vehicle 10 includes an electronic control device 80 as a control device that controls each part of the vehicle 10. The electronic control unit 80 includes, for example, a so-called microcomputer (CPU), and executes various controls of the vehicle 10 by processing an input signal according to a program stored in advance. The electronic control unit 80 executes vehicle control such as hybrid drive control for the engine 12, the first electric motor MG1, the second electric motor MG2, and the like. The electronic control unit 80 includes an engine rotational speed sensor 60, an output shaft rotational speed sensor 62, a vehicle speed sensor 64, an MG1 rotational speed sensor 66, an MG2 rotational speed sensor 68, an accelerator opening sensor 70, and a battery provided in the vehicle 10. An engine rotational speed Ne (rpm), which is the rotational speed of the engine 12, detected by the sensor 72, an output shaft rotational speed Nout (rpm), which is the rotational speed of the output gear 30, vehicle speed V (km / h) MG1 rotational speed Nmg1 (rpm) which is the rotational speed of the electric motor MG1, MG2 rotational speed Nmg2 (rpm) which is the rotational speed of the second electric motor MG2, accelerator opening degree θacc (%) corresponding to the depression operation amount of the accelerator pedal The battery temperature THbat (° C.) of the storage device 52 and the battery charge / discharge current Ibat (A) Li voltage Vbat (V) is input. A hybrid control signal Shv is output from the electronic control unit 80 to the engine 12 and the inverter 50, and operation control of the engine 12 and operation control of the first motor MG1 and the second motor MG2 are performed via the inverter 50. Electronic control device 80 successively calculates the state of charge (charge capacity) SOC (%) of power storage device 52 based on, for example, battery temperature THbat, battery charge / discharge current Ibat, and battery voltage Vbat described above.

  FIG. 2 is a functional block diagram illustrating main parts of control functions of the electronic control unit 80 of FIG. The electronic control unit 80 includes a hybrid control unit 82, a torque calculation unit 84, a torque estimation unit 86, and a torque profile setting unit 88.

  The hybrid control unit 82 sets a drive request amount for the vehicle 10 by the driver based on, for example, the accelerator opening degree θacc and the vehicle speed V, for example, a required drive torque value Treq (Nm The output driving torque value Tout, which is the magnitude of the output torque required for the output gear 30, is calculated from Hybrid control unit 82 controls the drive power source (engine 12 and second electric motor MG2) so as to obtain output drive torque value Tout in consideration of the charge request value of power storage device 52 and the like, and a hybrid control signal Shv. Output The hybrid control unit 82, for example, stops the operation of the engine 12 and performs motor travel (EV travel) using only the second electric motor MG2 as a travel drive source. Is transmitted by the first electric motor MG1 to the drive wheels 40 via the output gear 30, and the second electric motor MG2 is driven by the generated electric power of the first electric motor MG1 to output gear 30. An engine travel mode (steady travel mode) for executing engine travel by transmitting torque to at least the engine 12 as a drive source for travel (secondary travel mode), a second electric motor using electric power from the storage device 52 in this engine travel mode Assist travel mode (acceleration travel mode) for traveling with additional power from MG2 Etc., selectively to establish in accordance with the vehicle state.

  Hybrid control unit 82 stores the vehicle state indicated by the actual vehicle speed V and the required drive amount (accelerator opening θacc, required drive torque value Treq, etc.) in advance experimentally or by design and stored, ie, When it is in a predetermined motor travel area, the motor travel mode is established. The hybrid control unit 82 establishes the engine travel mode or the assist travel mode when the vehicle state is in a predetermined engine travel area. The motor travel area is set to a lower output area side than the engine travel area. Even when the vehicle state is in the motor travel region, hybrid control unit 82 discharges based on, for example, the dischargeable power according to charge capacity SOC of power storage device 52 and / or the power storage device temperature, that is, output limit Wout. If the vehicle can not be driven by EV because the vehicle is limited, if charging of power storage device 52 is required, or if warm-up of engine 12 or equipment related to engine 12 is required, engine 12 is operated to drive. Do.

  Whether the hybrid control unit 82 is requested to start the engine 12 based on, for example, an increase in the vehicle speed V or the required driving amount, insufficient charging of the storage device 52, or a warmup request of the engine 12 during EV travel To judge. If the hybrid control unit 82 determines that the start of the engine 12 has been requested, the hybrid control unit 82 executes an engine start control for starting the engine 12. In the engine start control, the hybrid control unit 82 starts the engine 12 by raising the engine rotation speed Ne by cranking the engine 12 by the power of the first electric motor MG1. That is, the hybrid control unit 82 causes the first electric motor MG1 to output a torque of the target torque value Tmg1 as cranking torque for raising the engine rotation speed Ne by the increase of the MG1 rotation speed Nmg1. The hybrid control unit 82 performs fuel injection to the engine 12 and ignites the engine 12 to perform the engine 12 when the engine rotation speed Ne rises to a predetermined rotation speed Nei higher than the engine 12 can stand-alone operation or complete explosion. Start up.

  FIG. 3 is an example of a time chart when the engine 12 is started by the electronic control unit 80 of FIG. In FIG. 3, when it is determined that the start of the engine 12 is required due to the need for warm-up, for example, during inertia travel during EV travel (time t1), basically, the target torque shown by the solid line Torque is output from the first electric motor MG1 based on the cranking torque profile Tpro in which the time transition of the value Tmg1 is preset, and the engine 12 is rotationally driven to increase the engine rotational speed Ne (from time t2 to time t3 During the In the cranking torque profile Tpro, the target torque value Tmg1 is a first target torque value Tmg11 (Nm) which is a constant value during the initial period for rotationally driving the engine 12, and the target after the first period T1. The second target torque value Tmg1 is the second target torque value after the second period T2 in which the second target torque value Tmg1 is the second target torque value Tmg12 (Nm), which is a fixed value smaller than the first target torque value Tmg11. A third period T3 gradually decreases with time from Tmg12 toward zero. The torque of the target torque value Tmg1 is output from the first electric motor MG1 through the period from time t2 to time t3 including the first period T1 to the third period T3, and the engine 12 is rotationally driven. The rotational speed Ne increases. Then, as described above, when the engine rotation speed Ne rises to the predetermined rotation speed Nei or more, fuel injection to the engine 12 is performed and ignition of the engine 12 is performed, the engine 12 is started and the engine start processing is completed. To do (time t3).

  Referring back to FIG. 2, when the hybrid control unit 82 determines that the start of the engine 12 is requested, the hybrid control unit 82 outputs an output from the second motor MG2 prior to starting the cranking of the engine 12 by the torque of the first motor MG1. A command signal for instructing calculation of the magnitude of the torque to be output (hereinafter referred to as output torque value Tmg2) is output to the torque calculation unit 84.

When a command signal is input from hybrid control unit 82, torque calculation unit 84 performs a second operation when first electric motor MG1 outputs a torque of the magnitude of target torque value Tmg1 based on cranking torque profile Tpro described above. An output torque value Tmg2 of the motor MG2 is calculated. The magnitude of the torque that the first electric motor MG1 outputs to crank the engine 12 is the target torque value Tmg1 defined by the cranking torque profile Tpro described above. Therefore, the magnitude of the torque transmitted by the first electric motor MG1 as a reaction force to the output gear 30 is a predetermined gear determined by the target torque value Tmg1, the number of teeth Zs1 of the first sun gear S1 and the number of teeth Zr1 of the first ring gear R1. It is determined according to the ratio 11 (= Zs1 / Zr1). That is, the target torque value Tmg1 of the first electric motor MG1 multiplied by the reciprocal of the predetermined gear ratio 11 is transmitted to the output gear 30 as a reaction force. The magnitude of the torque output by the second motor MG2 is an output torque value Tmg2. Therefore, the magnitude of the torque transmitted by the second electric motor MG2 to the output gear 30 is determined by the output torque value Tmg2, the number of teeth Zs2 of the second sun gear S2 and the number of teeth Zr2 of the second ring gear R2. It is decided according to = Zs2 / Zr2). That is, the output torque value Tmg2 of the second electric motor MG2 multiplied by the reciprocal of the predetermined gear ratio 22 is transmitted to the output gear 30. If the output drive torque value Tout, which is the magnitude of the torque transmitted by the output gear 30 to the drive wheel 40, is changed during start-up processing of the engine 12, the driver feels uncomfortable and the output drive torque value Tout does not change. It is better. Since the output drive torque value Tout is the sum of the magnitude of the torque transmitted as a reaction force from the first electric motor MG1 and the magnitude of the torque transmitted from the second electric motor MG2, the following equation (1) holds. Since the torque transmitted by the first electric motor MG1 to the output gear 30 is a reaction force, the sign is negative.
Tout = Tmg2 × (1 / ρ2) −Tmg1 × (1 / ρ1) (1)

From the above equation (1), the output torque value Tmg2 of the second electric motor MG2 is calculated by the following equation (2).
Tmg2 = {Tout + Tmg1 × (1 / ρ1)} × ρ2 (2)

  As shown in FIG. 3, the target torque value Tmg1 of the cranking torque profile Tpro is a first period T1 in which the first target torque value Tmg11 is a constant value or a second target torque value Tmg12 in the constant value. A plurality of periods such as period T2 is included. In such a case, the output torque value Tmg2 of the second motor MG2 is preferably calculated in each period. For example, in the example of FIG. 3, as indicated by the solid line, the output torque value Tmg2 of the second electric motor MG2 is calculated as the first output torque value Tmg21 (Nm) in the first period T1, and the output torque in the second period T2. The value Tmg2 is calculated as a second output torque value Tmg22 (Nm). The torque calculation unit 84 outputs, to the torque estimation unit 86, a command signal instructing estimation of whether or not the output torque value Tmg2 of the second electric motor MG2 is within the range of a predetermined tooth tapping torque range.

  When the command signal is input from the torque calculation unit 84, the torque estimation unit 86 estimates whether or not the output torque value Tmg2 of the second electric motor MG2 is within the range of the tooth tapping torque range. Specifically, torque estimating unit 86 determines that output torque value Tmg2 of second electric motor MG2 is within a predetermined range of zero to near zero, for example, smaller than upper limit value α (> 0) and larger than lower limit value −α. It estimates by judging whether it is within the range. When the output torque value Tmg2 of the second electric motor MG2 is within a predetermined range from zero to near zero, the pressing forces of the respective gears are relatively in the meshing portion where the torque outputted from the second electric motor MG2 acts. In a weak state, the tooth surfaces of the meshing teeth repeatedly collide and separate from each other to strike each other, and a rattling noise is easily generated. The range of the tooth tapping torque range defined by the upper limit value α and the lower limit value −α near zero to near zero has been experimentally obtained beforehand as a torque range of the output torque value Tmg2 of the second electric motor MG2 in which tooth rattle is easily generated. It is required by design. When the torque estimation unit 86 estimates that the output torque value Tmg2 of the second electric motor MG2 is within the range of the tooth tapping torque range, a correction command signal instructing correction of the cranking torque profile Tpro is used as a torque profile setting unit. Output to 88. On the other hand, when the torque estimating unit 86 estimates that the output torque value Tmg2 of the second electric motor MG2 is out of the range of the tooth tapping torque range, the uncorrected command signal with the cranking torque profile Tpro uncorrected is used as the torque. Output to the profile setting unit 88.

  When the correction command signal is input from torque estimating unit 86, torque profile setting unit 88 performs cranking torque in a period in which output torque value Tmg2 of second motor MG2 is within the above-described predetermined range of zero to near zero. The torque value of the target torque value Tmg1 of the profile Tpro is changed so that the output torque value Tmg2 falls outside the above-mentioned predetermined range of zero to near zero. For example, in the example of FIG. 3, since the first output torque value Tmg21 which is the output torque value Tmg2 of the second electric motor MG2 in the first period T1 is within a predetermined range of zero to near zero, the torque profile setting unit 88 The first target torque value Tmg11 in one period T1 is changed.

  That is, the first target torque value Tmg11 is changed so that the first output torque value Tmg21 of the second motor MG2 becomes equal to or higher than the upper limit value α, or the first output torque value Tmg21 of the second motor MG2 is lower limit value -α. The first target torque value Tmg11 is changed to be as follows. Preferably, among the changes of the first target torque value Tmg11 such that the first output torque value Tmg21 of the second electric motor MG2 to be estimated becomes the upper limit value α or the lower limit value −α, the change of the first target torque value Tmg11 Make smaller changes.

Here, a specific method of changing the first target torque value Tmg11 will be described. Since Tmg1 = Tmg11 and Tmg2 = Tmg21 for the first period T1, the following equation (3) is established from the above equation (1).
Tout = Tmg21 × (1 / ρ2) −Tmg11 × (1 / ρ1) (3)

For example, when the first output torque value Tmg21 of the second electric motor MG2 to be estimated is a positive value or zero, the first target torque value Tmg11 is set to the target torque value Tmg11p so that the output torque value Tmg2 becomes the upper limit value α. When changing to Nm), substituting the above equation (1), the following equation (4) holds.
Tout = α × (1 / ρ2) −Tmg11 p × (1 / ρ1) (4)

If Tout is eliminated from the above equations (3) and (4), the output torque value Tmg2 of the second motor MG2 estimated in the case of α> Tmg21 ≧ 0 becomes the upper limit value α of the first motor MG1 The target torque value Tmg11p is calculated as in the following equation (5). Therefore, the target torque value Tmg1 in the first period T1 is changed to the target torque value Tmg11p obtained by adding the change amount {(α−Tmg21) × ρ1 / ρ2} to the first target torque value Tmg11 from the first target torque value Tmg11. Be done.
Tmg11p = Tmg11 + (α-Tmg21) × ρ1 / ρ2 (5)

For example, when the first output torque value Tmg21 of the second electric motor MG2 to be estimated is a negative value, the first target torque value Tmg11 is set to the target torque value Tmg11m (Nm) so that the output torque value Tmg2 becomes the lower limit -α. When changing to), substituting the above equation (1), the following equation (6) is established.
Tout = −α × (1 / ρ2) −Tmg11m × (1 / ρ1) (6)

If Tout is eliminated from the above equations (3) and (6), the first output torque value Tmg21 of the second electric motor MG2 estimated in the case of 0>Tmg21> −α becomes the lower limit value −α. The target torque value Tmg11m of the 1 electric motor MG1 is calculated as the following equation (7). Therefore, the target torque value Tmg1 in the first period T1 is changed to the target torque value Tmg11m from which the first target torque value Tmg11 is subtracted from the first target torque value Tmg11 by the change amount {(Tmg21 + α) × ρ1 / ρ2}. .
Tmg11m = Tmg11- (α + Tmg21) × ρ1 / ρ2 (7)

  For example, as in the example of FIG. 3, when the first output torque value Tmg21 of the second electric motor MG2 to be estimated is close to the lower limit value −α, that is, a negative value, it is calculated by the above equation (5). Since the amount of change calculated by the above equation (7) is smaller than the amount of change to be made, the torque profile setting unit 88 sets the target in the first period T1 of the cranking torque profile Tpro as shown by the broken line in FIG. The torque value Tmg1 is changed from the first target torque value Tmg11 to the target torque value Tmg11m. At this time, the first output torque value Tmg21 of the second electric motor MG2 is changed to the lower limit value -α.

  For example, unlike the example of FIG. 3, when the first output torque value Tmg21 of the second electric motor MG2 to be estimated is close to the upper limit value α, that is, a positive value, it is calculated by the above equation (7). The torque profile setting unit 88 sets the target torque value Tmg1 in the first period T1 of the cranking torque profile Tpro to the first target torque value, since the change amount calculated by the above equation (5) is smaller than the change amount The target torque value Tmg11p is changed to Tmg11. At this time, the first output torque value Tmg21 of the second electric motor MG2 is changed to the upper limit value α.

  As in the example of FIG. 3, when the second output torque value Tmg22 of the second electric motor MG2 is out of the range of the tooth tapping torque region in the second period T2, the torque profile setting unit 88 performs the cranking torque The second target torque value Tmg12 in the second period T2 of the profile Tpro is not changed. However, unlike the example of FIG. 3, when the second output torque value Tmg22 of the second electric motor MG2 is within the range of the denting torque region in the second period T2, the torque profile setting unit 88 performs the above-described The second output in the second period T2 is the same as changing the first target torque value Tmg11 so that the first output torque value Tmg21 of the second electric motor MG2 in the one period T1 is outside the predetermined range of zero to near zero. The second target torque value Tmg12 is changed so that the torque value Tmg22 falls outside a predetermined range of zero to near zero.

  When the uncorrected command signal is input from the torque estimating unit 86, the torque profile setting unit 88 does not correct the cranking torque profile Tpro.

  Torque profile setting unit 88 does not change target torque value Tmg1 based on cranking torque profile Tpro or uncorrected command signal in which target torque value Tmg1 is changed based on the correction command signal input from torque estimation unit 86. The cranking torque profile Tpro is output to the hybrid control unit 82.

  Hybrid control unit 82 inverts hybrid control signal Shv so that the torque of target torque value Tmg1 is output from first electric motor MG1 based on cranking torque profile Tpro input from torque profile setting unit 88. Output to 50. Further, when the engine rotational speed Ne increases to a predetermined rotational speed Nei or more, the hybrid control unit 82 performs a fuel injection to the engine 12 and ignites the engine 12 to start the engine 12 by using the hybrid control signal Shv. Output to the engine 12

  FIG. 4 is an example of a flowchart illustrating the main part of the control operation of the electronic control unit 80, that is, the control operation for reducing or avoiding the generation of rattling noise when the engine 12 is started.

  In the flowchart of FIG. 4, the hybrid control unit 82 starts the engine 12 based on, for example, an increase in the vehicle speed V or the required driving amount, insufficient charging of the storage device 52 or a warmup request of the engine 12 during EV travel. It is started when it is determined that it has been requested.

  In step S10 corresponding to the torque calculation unit 84, the output torque value Tmg2 of the second electric motor MG2 is calculated when the torque of the target torque value Tmg1 is output from the first electric motor MG1 based on the cranking torque profile Tpro. Be done. At this time, the first output torque value Tmg21 of the second electric motor MG2 during the first period T1 in which the target torque value Tmg1 is a constant value and the first target torque value Tmg11, and the second target the target torque value Tmg1 is a constant value. The second output torque value Tmg22 of the second electric motor MG2 in the second period T2 at which the torque value Tmg12 is reached is calculated. Then, step S20 is performed.

  In step S20 corresponding to the torque estimation unit 86, the first output torque value Tmg21 of the second electric motor MG2 in the first period T1 of the cranking torque profile Tpro is within a predetermined range from zero to near zero, for example, the upper limit value α (> It is determined whether or not it is within a predetermined range smaller than 0) and larger than the lower limit -α. If the determination in step S20 is affirmative, it is inferred that the first output torque value Tmg21 of the second electric motor MG2 is within the range of the tooth tapping torque range, and step S30 is executed. If the determination in step S20 is negative, it is assumed that the first output torque value Tmg21 of the second electric motor MG2 is out of the range of the tooth tapping torque range, and step S40 is executed.

  In step S30 corresponding to the torque profile setting unit 88, the first target torque value Tmg11 of the first period T1 of the cranking torque profile Tpro is changed. That is, when the first output torque value Tmg21 of the second electric motor MG2 in the first period T1 is in a relationship of α> Tmg2100, for example, the first output torque value Tmg21 is closer to the upper limit α than the lower limit −α. The first target torque value Tmg11 is changed to the target torque value Tmg11p so that the output torque value of the second electric motor MG2 becomes the upper limit value α. On the other hand, when the first output torque value Tmg21 of the second electric motor MG2 in the first period T1 is in the relationship of 0> Tmg21> -α, that is, the first output torque value Tmg21 is closer to the lower limit -α than the upper limit α. In this case, the first target torque value Tmg11 is changed to the target torque value Tmg11 m so that the output torque value of the second electric motor MG2 becomes the lower limit value -α. And it ends.

  In step S40 corresponding to the torque estimation unit 86, the second output torque value Tmg22 of the second electric motor MG2 in the second period T2 of the cranking torque profile Tpro is within a predetermined range from zero to near zero, for example, the upper limit value α (> It is determined whether or not it is within a predetermined range smaller than 0) and larger than the lower limit -α. If the determination in step S40 is affirmative, it is estimated that the second output torque value Tmg22 of the second electric motor MG2 is within the range of the tooth tapping torque range, and step S50 is executed. If the determination in step S40 is negative, it is estimated that the second output torque value Tmg22 of the second electric motor MG2 is out of the range of the tooth tapping torque range, and the process ends.

  In step S50 corresponding to the torque profile setting unit 88, the second target torque value Tmg12 of the second period T2 of the cranking torque profile Tpro is changed. That is, when the second output torque value Tmg22 of the second electric motor MG2 in the second period T2 is in a relationship of α> Tmg22 ≧ 0, for example, the second output torque value Tmg22 is closer to the upper limit α than the lower limit −α. Then, the second target torque value Tmg12 is changed to the target torque value Tmg12p so that the output torque value of the second electric motor MG2 becomes the upper limit value α. On the other hand, when the first output torque value Tmg22 of the second electric motor MG2 in the second period T2 has a relationship of 0> Tmg22> -α, that is, the second output torque value Tmg22 is closer to the lower limit -α than the upper limit α. In this case, the second target torque value Tmg12 is changed to the target torque value Tmg12m so that the output torque value of the second electric motor MG2 becomes the lower limit value -α. And it ends.

  According to the electronic control unit 80 of the present embodiment, the output torque value Tmg2 of the second electric motor MG2 is within the range of the predetermine tooth torque range when the engine 12 is started based on cranking by the first electric motor MG1. If it is estimated that the target torque value Tmg1 of cranking by the first electric motor MG1 is changed so that the estimated output torque value Tmg2 of the second electric motor MG2 is out of the range of the tooth tapping torque range. . As described above, the target torque value Tmg1 of the first electric motor MG1 at the time of starting the engine 12 is changed, and the output torque value Tmg2 of the second electric motor MG2 is outside the range of toothed torque region, ie, a predetermined value near zero to zero. The out-of-range condition reduces rattle noise. In addition, since it is not necessary to narrow the startable area of engine 12, it is possible to suppress the delay of charging of power storage device 52 due to the delay in starting of engine 12.

  According to the electronic control unit 80 of this embodiment, cranking by the first electric motor MG1 at the start of the engine 12 is performed based on the cranking torque profile Tpro, and the cranking torque profile Tpro has the target torque value Tmg1 The first period T1 in which the first target torque value Tmg11 is a constant value and the second period T2 in which the second target torque value Tmg12 in which the target torque value Tmg1 is a constant value are included. In the first period T1 and the second period T2, the target torque value Tmg1 of cranking by the first electric motor MG1 is changed such that the output torque value Tmg2 of the second electric motor MG2 is out of the range of the tooth tapping torque range. . As described above, the output torque value Tmg2 of the second electric motor MG2 is out of the range of the toothing torque region in the first period T1 and the second period T2 in which the target torque value Tmg1 becomes constant in the cranking torque profile Tpro. Therefore, since the output torque value Tmg2 of the second electric motor MG2 does not stay for a fixed period within the range of the tooth tapping torque range, generation of rattling noise while minimizing the changed portion of the cranking torque profile Tpro. Can be reduced.

  According to the electronic control unit 80 of the present embodiment, the range of the tooth tapping torque region is a predetermined range which is smaller than the upper limit value α (> 0) near zero or near zero and larger than the lower limit value −α. When changing the target torque value Tmg1 when the output torque value Tmg2 of the second motor MG2 is estimated to be within the predetermined range, the estimated output torque value Tmg2 of the second motor MG2 is the upper limit value α. Alternatively, among the changes of the target torque value Tmg1 to be the lower limit value-α, the change of the target torque value Tmg1 with the smaller change amount is made. As described above, since the change of the torque value of the target torque value Tmg1 with the smaller change amount is performed, the change of the cranking torque profile Tpro is suppressed to the minimum.

  Although the embodiments of the present invention have been described above with reference to the drawings, the present invention is also applicable in other aspects.

  Although the required driving torque value Treq (Nm), which is the magnitude of the torque required for the driving wheel 40, is used as the required driving amount in the above-described embodiment, the present invention is not limited thereto. For example, the required driving force (N) of the driving wheel 40, the required driving power (W) of the driving wheel 40, and the target torque value of the driving force source can also be used. Further, as the required driving amount, an accelerator opening degree θacc (%), a throttle valve opening degree (%), an intake air amount (g / sec) of the engine 12, or the like may be used.

  In the above-described embodiment, the second motor MG2 is the vehicle 10 indirectly connected to the output gear 30 via the gear mechanism 34. However, the present invention is not limited to this. For example, a vehicle in which the second electric motor MG2 is directly connected to the output gear 30, and the second electric motor MG2 is connected to a rotating member on the drive wheel 40 side of the output gear 30 so that power can be indirectly transmitted to the output gear 30 The present invention is applicable even to a vehicle connected to the vehicle.

  In the above embodiment, the power distribution mechanism 32 is a single pinion planetary gear, but may be a double pinion planetary gear. The power distribution mechanism 32 is, for example, a differential gear device in which a pinion rotationally driven by the engine 12 and a pair of bevel gears meshing with the pinion are operatively connected to the first electric motor MG1 and the output gear 30. Also good.

  In the foregoing embodiment, the power distribution mechanism 32 is a differential mechanism having one planetary gear set and three rotating elements, but the invention is not limited thereto. For example, it may be a power distribution mechanism which constitutes a differential mechanism as a whole by connecting two planetary gear devices.

  In the above-described embodiment, in the cranking torque profile Tpro, there are two periods in which the target torque value Tmg1 of the first electric motor MG1 becomes a constant value, the first period T1 and the second period T2 Not exclusively. For example, the period in which the target torque value Tmg1 of the first electric motor MG1 is a constant value may be three or more. In this case, the target torque value Tmg1 of the first electric motor MG1 is changed so that the output torque value Tmg2 of the second electric motor MG2 is out of the range of the tooth striking torque range for each of the three periods.

  In the above-described embodiment, the estimation of whether or not the output torque value Tmg2 of the second motor MG2 is within the range of the tooth tapping torque region is performed only in a period in which the target torque value Tmg1 of the first motor MG1 is a constant value. It was done, but it is not limited to this. For example, whether or not the output torque value Tmg2 of the second electric motor MG2 is within the range of the denting torque region also in a period where the target torque value Tmg1 changes and is not a constant value as in the third period T3 shown in FIG. In addition, the target torque value Tmg1 of the first electric motor MG1 may be changed based on the estimation.

  In the above-described embodiment, when it is estimated that the output torque value Tmg2 of the second motor MG2 is within the range of the tooth tapping torque range in the first period T1, the output torque value of the second motor MG2 in the second period T2 Although the estimation of whether or not Tmg2 is within the range of the rattle torque region has been skipped, it is not limited thereto. For example, during a period in which the target torque value Tmg1 of the first electric motor MG1 becomes a constant value, it is inferred whether the output torque value Tmg2 of the second electric motor MG2 is within the range of the tooth tapping torque range. The target torque value Tmg1 of the first electric motor MG1 may be changed.

  In the above-described embodiment, the upper limit value α and the lower limit value are set such that the range of the tooth tapping torque region is a predetermined range smaller than the upper limit value α (> 0) near zero and near zero and larger than the lower limit value −α. Although the absolute value of -α was the same, it is not limited thereto. For example, in the case of β> γ> 0, the range of the tooth tapping torque region is set to a predetermined range smaller than the upper limit β and larger than the lower limit −γ, or smaller than the upper limit γ and lower than the lower limit −β It may be a large predetermined range.

  In the embodiment described above, when changing the target torque value Tmg1 in steps S30 and S50, the target torque value Tmg1 such that the estimated output torque value Tmg2 of the second electric motor MG2 becomes the upper limit value α or the lower limit value −α. Among the changes in the above, the change amount of the target torque value Tmg1 is the smaller change amount, but the present invention is not limited to this. Alternatively, the target torque value Tmg1 may be changed by a larger amount. Further, the change of the target torque value Tmg1 may be changed with a smaller change amount, or the change with a larger change amount may be made every plural periods in which the target torque value Tmg1 is a constant value. Furthermore, the target torque value Tmg1 may be changed such that the estimated output torque value Tmg2 of the second electric motor MG2 is greater than the upper limit value of the predetermined range or less than the lower limit value of the predetermined range.

  The above description is merely an embodiment of the present invention, and the present invention can be implemented in variously modified and improved modes based on the knowledge of those skilled in the art without departing from the scope of the present invention.

10: hybrid vehicle 12: engine 30: output gear (output rotating member)
32: Power distribution mechanism (differential mechanism)
80: Electronic control unit (control unit)
MG1: first motor MG2: second motor T1: first period (multiple periods)
T2: Second period (multiple periods)
Tmg1: Target torque value Tmg2: Output torque value Tpro: Cranking torque profile

Claims (1)

A control device of a hybrid vehicle, comprising: an engine; a first electric motor coupled to the engine in a power transmitting manner; and a second electric motor coupled to the output rotating member in a power transmitting manner.
When it is estimated that the output torque value of the second electric motor is within the range of a predetermined tooth tapping torque range when starting the engine based on cranking by the first electric motor,
A control device of a hybrid vehicle, wherein a target torque value of cranking by the first electric motor is changed such that an output torque value of the second electric motor estimated is out of the range of the rattle torque region. .

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