JP4347071B2 - Vehicle and control method thereof - Google Patents

Description

  The present invention relates to a vehicle and a control method thereof, and more particularly, to a vehicle mounted with a drive device including a prime mover capable of outputting a drive force to at least an axle and a control method thereof.

Conventionally, as this type of device, a gear noise reduction device that reduces gear noise in a motor gear-coupled to an engine has been proposed (see, for example, Patent Document 1). In this device, pulsed torque synchronized with the rotation of the engine is applied in both positive and negative directions for a predetermined period of time so that the relative speed between the engine-side gear and the motor-side gear is rotated to a value of zero. In order to reduce noise caused by gearing.
JP-A-11-27994

  However, the above-described gear noise reduction device executes a process for reducing gear noise regardless of the operator's drive request, and therefore cannot sufficiently cope with a response required. Further, since a pulsed torque synchronized with the rotation of the engine must be output from the motor, the processing becomes complicated.

  One object of the vehicle and the control method thereof according to the present invention is to reduce inconvenience such as noise caused by gear rattling by a simple method. Another object of the vehicle and the control method thereof according to the present invention is to execute processing for reducing inconvenience such as noise due to gear rattling according to an operator's drive request.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve at least a part of the above-described object.

The vehicle of the present invention
A vehicle equipped with a driving device including a prime mover capable of outputting driving force to at least an axle,
Requested driving force setting means for setting the requested driving force based on the driving force requested operation by the operator;
When there is no sign change from the current driving force currently output from the driving device when outputting the set required driving force from the driving device, the driving force is directed toward the required driving force with a predetermined change allowable value. When the target driving force that has been increased or decreased is set and the set required driving force is to be output from the driving device, the required driving force is output when the sign is changed from the current driving force that is currently output from the driving device. A target driving force setting means for setting a target driving force that is increased or decreased toward the required driving force with a gradual change allowable value that gradually changes around the central driving force of the sign on the driving force side;
Control means for controlling the driving device so that the set target driving force is output;
It is a summary to provide.

  In the vehicle of the present invention, when a requested driving force set based on a driving force requesting operation by an operator is to be output from a driving device including a prime mover capable of outputting a driving force to an axle, a current output from the driving device is output. When there is no change in sign from the current driving force, the target driving force that is increased or decreased toward the required driving force with a predetermined allowable change value is set, and driving is performed when the required driving force set from the drive device is to be output. The target driving force that is increased or decreased toward the required driving force with a gradual change allowance that gradually changes around the central driving force of the sign on the required driving force side when there is a change in sign from the current driving force that is currently output from the device Set. Then, the driving device is controlled so that the set target driving force is output. That is, when the required driving force is to be output with a change in the sign, the target driving force is slowly changed around the central driving force of the sign on the required driving force side. Therefore, it is possible to quickly loosen gears and the like as compared with the case where the target driving force is slowly changed around the driving force of 0. Of course, since the target driving force is gradually changed, it is possible to reduce inconveniences such as rattling noise and vibration caused by rattling that may occur when gears are loosely packed.

  In such a vehicle of the present invention, the target driving force setting means is configured to output the driving force requested when the set driving force is output from the driving device when the time change of the driving force requesting operation is not less than a predetermined operation. Even when there is a change in sign from the current driving force currently output from the apparatus, it may be a means for setting a target driving force that is increased or decreased toward the required driving force with the predetermined change allowable value. . In this way, when the driving force request operation by the operator is large, it is possible to quickly output the target driving force that changes toward the required driving force from the driving device. That is, a driving force corresponding to the operation of the operator can be output.

  In the vehicle of the present invention, the target driving force may be a driving force that changes in a cubic function that is monotonically increasing or monotonically decreasing at an inflection point of the predetermined driving force. In this way, a target driving force that smoothly and slowly changes can be set and output from the driving device.

  Furthermore, the vehicle of the present invention includes a traveling state detection unit that detects a traveling state of the vehicle, and a gentle change allowance value setting unit that sets the gentle change allowance value based on the detected traveling state. You can also If it carries out like this, the target drive force which changes gently according to the driving | running | working state of a vehicle can be output from a drive device. In this case, the slow change allowable value setting means may be means for setting the center driving force and the degree of slow change based on the detected running state.

  In the vehicle of the present invention, the prime mover may be an electric motor. In this case, the drive device includes an internal combustion engine, power generation means capable of generating power using at least part of the power of the internal combustion engine, and power storage means capable of exchanging power with the power generation means and the motor. It can also be.

  In the vehicle of the present invention in which the drive device includes power generation means, the power generation means is connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and includes input and output of electric power and power. It may be a means for outputting at least a part of the power from the internal combustion engine to the drive shaft. In this case, the power generation means is connected to the output shaft of the internal combustion engine, the drive shaft, and the third shaft, and the remaining shaft based on the power input / output to / from any two of the three shafts. It is also possible to use a three-axis power input / output means for inputting / outputting power to / from the power generator and a generator for inputting / outputting power to / from the third shaft, or to the output shaft of the internal combustion engine. A first rotor and a second rotor attached to the drive shaft, together with input / output of electric power by electromagnetic action between the first rotor and the second rotor. It may be a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft.

The vehicle control method of the present invention includes:
A method for controlling a vehicle equipped with a driving device including a prime mover capable of outputting a driving force to at least an axle,
(A) The required driving force is set based on the driving force requesting operation by the operator,
(B) When outputting the set required driving force from the driving device, if the sign does not change from the current driving force currently output from the driving device, the required driving force has a predetermined change allowable value. When the target driving force increased / decreased toward is set and the set required driving force is to be output from the driving device, the current driving force currently output from the driving device is accompanied by a change in sign. Set a target driving force that is increased or decreased toward the required driving force with a gradual change allowable value that changes slowly around the central driving force of the sign on the required driving force side,
(C) The gist is to control the driving device so that the set target driving force is output.

  In this vehicle control method according to the present invention, when a driver is provided with a prime mover capable of outputting a driving force to an axle, a required driving force set based on a driving force requesting operation by an operator is output from the driving device. When there is no sign change from the current driving force being output, the target driving force that is increased or decreased toward the required driving force with a predetermined change allowance is set, and the requested driving force set from the drive device is output. When there is a change in sign from the current driving force currently output from the drive unit, the required driving force is gradually increased or decreased toward the required driving force with a slowly changing allowable value around the central driving force of the sign on the required driving force side. Set the target driving force. Then, the driving device is controlled so that the set target driving force is output. That is, when the required driving force is to be output with a change in the sign, the target driving force is slowly changed around the central driving force of the sign on the required driving force side. Therefore, it is possible to quickly loosen gears and the like as compared with the case where the target driving force is slowly changed around the driving force of 0. Of course, since the target driving force is gradually changed, it is possible to reduce inconveniences such as rattling noise and vibration caused by rattling that may occur when gears are loosely packed.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72. In addition to the CPU 72, a ROM 74 that stores processing programs, a RAM 76 that temporarily stores data, an input / output port and communication (not shown), and the like. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the torque applied to the ring gear shaft 32a as the drive shaft changes will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).

  When the drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts from the accelerator pedal position Acc from the accelerator pedal position sensor 84, the brake pedal position BP from the brake pedal position sensor 86, and the vehicle speed sensor 88. A process of inputting data necessary for control such as the vehicle speed V, the rotational speeds Nm1, Nm2 of the motors MG1, MG2, and the input / output limits Win, Wout of the battery 50 is executed (step S100). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. Here, the input / output limits Win and Wout of the battery 50 set the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient based on the remaining capacity (SOC) of the battery 50. It is possible to set the input restriction correction coefficient and multiply the basic value of the set input / output restriction Win, Wout by the correction coefficient to set the input / output restriction Win, Wout. FIG. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win, Wout, and FIG. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the correction coefficients of the input / output limits Win, Wout.

  When the data is input in this way, a driver request torque Td * as a torque required by the driver for the vehicle is set based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V (step S110). A required torque deviation ΔTd as a deviation between the torque Td * and the driver request torque Td * set when this routine was executed last time is calculated (step S120), and the driver request torque Td * and the last time this routine is executed. Then, a torque deviation ΔT as a deviation from the execution torque T * set at the time is calculated (step S130). In the embodiment, the driver required torque Td * is stored in the ROM 74 as a required torque setting map by predetermining the relationship among the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the driver required torque Td *. When the opening degree Acc, the brake pedal position BP, and the vehicle speed V are given, the corresponding driver request torque Td * is derived and set from the stored map. FIG. 5 shows an example of a driver request torque setting map.

  Subsequently, the calculated absolute value of the required torque deviation ΔTd is compared with a threshold value Tdref (step S140). Here, the threshold value Tdref is used to determine whether or not it is necessary to create an execution torque setting map for setting the execution torque T * that is actually output to the ring gear shaft 32a as the drive shaft. Yes, it can be set according to the startup interval of this routine, the response of the engine 22, the performance of the motors MG1, MG2, and the like. This map will be described later. The comparison between the required torque deviation ΔTd and the threshold value Tdref is to determine whether or not the amount of depression of the accelerator pedal 83 or the brake pedal 85 by the driver has been changed since the previous execution of this routine. Hereinafter, for ease of explanation, a case where the accelerator pedal 83 is depressed and held from a stopped state will be described first.

  When the accelerator pedal 83 is depressed from a stopped state, the absolute value of the required torque deviation ΔTd is equal to or greater than the threshold value Tdref. Therefore, it is determined that it is necessary to create an execution torque setting map, and the driver required torque Td * It is determined whether the product of the current execution torque T * is negative (step S150). This determination is to determine whether or not the execution torque T * changes across the value 0 when shifting from the current execution torque T * to the driver request torque Td *. Now, considering that the accelerator pedal 83 is depressed from a stopped state, the product of the driver request torque Td * and the current execution torque T * is 0. Therefore, a negative determination is made in step S150. In this case, subsequently, an execution torque setting map is created based on the required torque Td * and the current execution torque T * (step S190). In the embodiment, the execution torque setting map is created by drawing the locus of the execution torque T * when the execution torque T * is rate-processed using the predetermined torque Tlim as the amount of change in torque at the start interval of this routine. The The predetermined torque Tlim is set as a value that can smoothly change the execution torque T * at the startup interval of this routine, and can be set according to the response of the engine 22, the performance of the motors MG1, MG2, and the like. FIG. 6 shows an example of the execution torque setting map.

  When the execution torque setting map is created, the execution torque T * is set using the map (step S200). The execution torque T * is set by deriving from the created map the execution torque T * corresponding to the time since the current execution torque T * is set (in this case, the time of the startup interval of this routine). Can do.

  When the execution torque T * is set, the engine is calculated by calculating the sum of the calculated execution torque T * multiplied by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge request power Pb * required by the battery 50 and the loss Loss. 22 is set as the required power Pe * to be output from Step 22 (step S210). Here, the rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. Then, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S220). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Subsequently, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by Equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S230). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by multiplying the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * ＝ Ne * ・ (1 + ρ) / ρ−Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * −Nm1) + k2∫ (Nm1 * −Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmax and Tmin as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 are expressed by the following equation (3). , (4) (step S240), and using the execution torque T *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30, a temporary motor torque Tm2tmp is calculated as a torque to be output from the motor MG2. (5) (Step S250), and within the calculated torque limits Tmax and Tmin A value obtained by limiting the motor torque Tm2tmp as the torque command Tm2 * of the motor MG2 (step S260). By setting the torque command Tm2 * of the motor MG2 in this way, the effective torque T * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

Tmax = (Wout−Tm1 * ・ Nm1) / Nm2 (3)
Tmin = (Win−Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (T * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Now, considering that the accelerator pedal 83 is depressed and held from a stopped state, the absolute value of the required torque deviation ΔTd will be less than the threshold value Tdref when this routine is executed from the next time on, and the result is negative in step S140. Judgment is made. Therefore, it is determined that it is not necessary to create an execution torque setting map, and the execution torque T * is set using the already created map (step S200), and the target rotational speed Ne * and target torque Te of the engine 22 are set. *, Torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are set (steps S210 to S260), transmitted to the corresponding ECUs, and this routine is terminated.

  Next, let us consider a case in which the accelerator pedal 83 is released from this state and the brake pedal 85 is greatly depressed and held. At this time, since the absolute value of the required torque deviation ΔTd is greater than or equal to the threshold value Tdref in step S140, it is determined that an execution torque setting map needs to be created, and the driver required torque Td * and the current execution torque T * are determined. It is determined whether or not the product is negative (step S150). Since the driver request torque Td * is negative and the current execution torque T * is positive, the product of the driver request torque Td * and the current execution torque T * is negative. Therefore, it is determined that the execution torque T * changes across the value 0, and the absolute value of the torque deviation ΔT is compared with the threshold value Tref (step S160). Here, the threshold value Tref is used to determine whether or not the driver requests rapid acceleration / deceleration, and is set as a value such as 10%, 20%, or 30% of the entire torque region.

  Now, since it is considered that the accelerator pedal 83 is released from the state where the accelerator pedal 83 is depressed and the brake pedal 85 is largely depressed, the absolute value of the torque deviation ΔT is equal to or greater than the threshold value Tref. Therefore, it is determined that the driver is requesting rapid deceleration. In step S160, a negative determination is made, and an execution torque setting map is created based on the driver request torque Td * and the current execution torque T *. . (Step S190). The execution torque setting map is created by drawing the locus of the execution torque T * when the execution torque T * is rate-processed in the negative direction using the predetermined torque Tlim. Then, the execution torque T * is set using the created map (step S200), and the target rotation speed Ne * of the engine 22, the target torque Te *, and the torque commands Tm1 * and Tm2 * of the motors MG1 and MG2 are set ( Steps S210 to S260) are transmitted to the corresponding ECUs (Step S270), and this routine is terminated. Thereafter, while the brake pedal 85 is largely depressed, the absolute value of the torque deviation ΔTd is less than the threshold value Tdref. Therefore, a negative determination is made in step S140, and the execution torque setting already created is set. The execution torque T * is set using the work map (step S200), and the processing of steps S210 to S270 is executed in the same manner.

  The processing in the case where the accelerator pedal 83 is released from the depressed state and the brake pedal 85 is largely depressed and held has been described above, but conversely the brake pedal 85 is released from the depressed state and the accelerator pedal 83 is released. The same processing is performed even when the pedal 83 is greatly depressed. In this case, the execution torque setting map is created by drawing a locus of the execution torque T * when the execution torque T * is rate-processed in the positive direction using the predetermined torque Tlim.

  Next, a case where the accelerator pedal 83 and the brake pedal 85 are separated, that is, a case where the accelerator pedal 83 is lightly depressed and held from the coast down state will be considered. At this time, since the absolute value of the required torque deviation ΔTd is greater than or equal to the threshold value Tdref in step S140, it is determined that an execution torque setting map needs to be created, and the product of the driver required torque Td * and the current execution torque T * is determined. Is determined to be negative (step S150). Since the driver request torque Td * is positive and the current execution torque T * is negative, the product of the driver request torque Td * and the current execution torque T * is negative. Therefore, it is determined that the execution torque T * changes across the value 0, and the absolute value of the torque deviation ΔT is compared with the threshold value Tref (step S160).

Now, considering that the accelerator pedal 83 is lightly depressed from the coast-down state, the torque deviation ΔT is small and its absolute value is less than the threshold Tref. In this case, subsequently, a center torque Tset is set (step S180), and an execution torque setting map is created based on the set center torque Tset, driver request torque Td *, and execution torque T * (step S190). An example of the execution torque setting map is shown in FIG. As shown in the figure, the execution torque setting map is created by drawing a locus of the execution torque T * so that the torque gradually changes with respect to a temporal change around the center torque Tset. For example, the execution torque setting map is created by drawing the locus of the execution torque T * so that the torque changes in a cubic function that monotonously increases with the center torque Tset as the inflection point. Here, the reason why the torque is slowly changed is to loosen the gear mechanism 60 gently. FIG. 10 shows how the backlash is performed between the gear on the motor MG2 side and the gear on the axle side of the gear mechanism 60. FIG. 10A shows a state where the gear on the motor MG2 side and the gear on the axle side are in contact with each other when the execution torque T * in the regeneration direction is output to the ring gear shaft 32a, and FIG. FIG. 10 (c) shows the state when the running torque T * in the power running direction is output to the ring gear shaft 32a and the gear on the MG2 side is moving with respect to the gear on the axle side, and FIG. 10 (c) is the state of FIG. 10 (b). After that, the state where the gear on the motor MG2 side further moves and the contact portion between the gear on the motor MG2 side and the gear on the axle side is changed is shown. In the coast down state, as shown in FIG. 10A, the gear on the motor MG2 and the gear on the axle side are in contact with each other so as to reduce the rotational speed of the gear on the axle side. Even if the execution torque T * is set to 0 from this state, the gear on the motor MG2 side is rotated by the gear on the axle side, so the contact portion between the gear on the motor MG2 side and the gear on the axle side is shown in FIG. No change from a). When the execution torque T * is set to a torque larger than a value 0, for example, a torque slightly larger than the torque corresponding to the inertia of the motor MG2, the gear on the motor MG2 side is shifted to the axle side as shown in FIG. When loosening is performed away from the gear, and this loosening is completed, a contact state as shown in FIG. In the embodiment, the looseness is gradually reduced by slowly changing the torque. As a result, rattling noise and vibration due to gear rattling when gears are loosened are small. The above-described center torque Tset is set as a torque that is slightly larger than the torque for loosening the gear, that is, the torque corresponding to the inertia of the motor MG2, and varies depending on the characteristics of the motor MG2 and the physique of the gear. Since the center torque Tset is set based on the torque corresponding to the inertia of the motor MG2, it is theoretically a constant value regardless of the vehicle speed V. However, in consideration of rotational friction during gear rotation, the center torque Tset increases as the vehicle speed V increases. Therefore, in the embodiment, the center torque Tset is set so as to increase as the vehicle speed V increases. An example is shown in FIG. In FIG. 11, when the center torque Tset is changed to a positive value across the value 0, the center torque Tset is shown in a positive value relationship, and the execution torque T * is crossed over the value 0. When changing to a negative value, the one shown in the negative value relationship is used. In the embodiment, since the inertia of the motor MG2 is 0.03 kgm ² , the center torque Tset is a value obtained by adding the vehicle speed V to about 30 Nm when the execution torque T * is increased across the value 0. In the case where the execution torque T * is decreased across the value 0, the vehicle speed V is set to about -25 Nm.

  When the execution torque setting map is created in this way, the execution torque T * is set using the created map (step S200), the target rotation speed Ne * of the engine 22, the target torque Te *, and the torque command Tm1 of the motors MG1 and MG2. *, Tm2 * are set (steps S210 to S260), transmitted to the corresponding ECUs (step S270), and this routine is terminated. Thereafter, while the accelerator pedal 83 is held, the absolute value of the required torque deviation ΔTd is less than the threshold value Tdref. Therefore, a negative determination is made in step S140, and the created execution torque setting map is used. An execution torque T * is set (step S200), and the processing of steps S210 to S270 is executed in the same manner. Therefore, as shown in FIG. 9, the running torque T * is smoothly changed so that the gears are loosely loosened.

  Such gear play is not only performed when the accelerator pedal 83 is lightly depressed from the coast down state, but also when the accelerator pedal 83 is largely depressed from the state where the brake pedal 85 is depressed. At this time, the execution torque T * is not changed gently, but is changed suddenly by the rate processing as described above, and therefore rattling noise and vibration due to rattling occur. However, in this case, since the driver is requesting rapid acceleration, the noise caused by the engine noise and acceleration caused by changes in the running state are buried, and the driver feels that There is hardly anything.

  Although the processing when the accelerator pedal 83 is lightly depressed and held from the coast down state has been described above, the same processing is performed when the accelerator pedal 83 is released from the state where the accelerator pedal 83 is lightly depressed. Is done. In this case, the execution torque setting map is created by drawing a locus of the execution torque T * so that the torque changes in a cubic function that monotonously decreases with the negative center torque Tset as an inflection point.

  According to the hybrid vehicle 20 of the embodiment described above, when the execution torque T * changes across the value 0 and the driver requests a relatively gentle acceleration / deceleration, the execution torque T * is changed to the third order. Since the gear is loosely loosened by changing the function, it is possible to reduce rattling noise and vibration due to gear rattling. On the other hand, when the driver requests rapid acceleration / deceleration even when the execution torque T * changes across the value 0, the execution torque T * is changed by rate processing without slowly changing. Can respond quickly to requests.

  In the hybrid vehicle 20 of the embodiment, it is determined whether it is necessary to create an execution torque setting map based on the required torque deviation ΔTd. However, the deviation of the accelerator opening Acc and the deviation of the brake pedal position BP are determined. Based on the above, it may be determined whether it is necessary to create an execution torque setting map.

  In the hybrid vehicle 20 of the embodiment, the execution torque setting map is created and the execution torque T * is set using the map, but the execution torque T * is set without creating the execution torque setting map. It is good also as what to do. In this case, for example, when the execution torque T * changes across the value 0 and the driver requests relatively gentle acceleration / deceleration, the execution torque T * approaches the center torque Tset with a smooth curve. It is possible to set a new execution torque T * by deriving a change amount corresponding to the current execution torque T * from a map in which the change amount is set to be small and adding (subtracting) to the current execution torque T *. it can. FIG. 12 shows an example of this map.

  In the hybrid vehicle 20 of the embodiment, when the execution torque T * changes over the value 0 and the driver requests a relatively gentle acceleration / deceleration, the execution torque setting map shows the center torque Tset. The trajectory of the execution torque T * is created so as to change in a monotonic increase or decrease in monotonic function with the inflection point as the inflection point, but the execution is performed so that the torque changes gradually around the center torque Tset. What is necessary is just to draw and create the locus | trajectory of torque T *. For example, as shown in the execution torque setting map of the modified example of FIG. 13, the execution torque setting map draws a locus of the execution torque T * so that the amount of change in torque in the rate processing becomes smaller near the center torque Tset. Can be created.

  In the hybrid vehicle 20 of the embodiment, the center torque Tset is based on the vehicle speed V. However, instead of the vehicle speed V or in addition to the vehicle speed V, the center torque Tset is based on other factors such as the rotational speed Nm2 of the motor MG2. Alternatively, a predetermined value may be used.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 14) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  As described above, the present invention can be applied to a hybrid vehicle capable of outputting the power from the internal combustion engine and the power from the electric motor to the drive shaft. However, the present invention is not limited to such a hybrid vehicle. The present invention can also be applied to an automobile that runs only with the power of the motor or an automobile that runs only with the power from the electric motor. Moreover, it is applicable also to vehicles other than a motor vehicle, for example, a train.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine performed with the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the relationship between the battery temperature in the battery 50, and the input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the relationship between the remaining capacity (SOC) of the battery 50, and the correction coefficient of input / output restrictions Win and Wout. It is explanatory drawing which shows an example of the map for a driver request torque setting. It is explanatory drawing which shows an example of the map for execution torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 6 is a collinear diagram for dynamically explaining rotational elements of a power distribution mechanism 30; It is explanatory drawing which shows an example of the map for execution torque setting. It is explanatory drawing which shows a mode that the backlash of a gear is performed. It is explanatory drawing which shows an example of the map for center torque setting. It is explanatory drawing which shows the relationship between execution torque T * and variation | change_quantity. It is explanatory drawing which shows an example of the map for execution torque setting of a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 60 gear mechanism, 62 differential gear, 63a, 63b, 64a, 64b driving wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 8 1 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 rotor motor, 232 inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (10)

A vehicle equipped with a driving device including a prime mover capable of outputting driving force to at least an axle,
Requested driving force setting means for setting the requested driving force based on the driving force requested operation by the operator;
When the set required driving force is to be output from the driving device, when the sign does not change from the current driving force currently output from the driving device, the driving force is directed toward the required driving force at a predetermined change rate. When the target driving force that has been increased or decreased is set and the set required driving force is to be output from the driving device, the required driving force is generated when the sign changes from the current driving force that is currently output from the driving device. A target drive that sets a target drive force that is increased or decreased toward the required drive force at a rate of change that tends to be smaller as it approaches the center drive force that is determined according to the drive force corresponding to the inertia of the prime mover with a sign on the force side Force setting means;
Control means for controlling the driving device so that the set target driving force is output;
A vehicle comprising: The target driving force setting means is currently outputting from the driving device when the set required driving force is to be output from the driving device when the time change of the driving force requesting operation is equal to or greater than a predetermined operation. 2. The vehicle according to claim 1, wherein the vehicle is a means for setting a target driving force that is increased or decreased toward the required driving force at the predetermined change rate even when the sign changes from the current driving force. The vehicle according to claim 1, wherein the target driving force is a driving force that monotonously increases or monotonously decreases with the center driving force as an inflection point . The vehicle according to claim 3, wherein the center driving force is a driving force set based on a vehicle speed. The vehicle according to any one of claims 1 to 4 , wherein the prime mover is an electric motor. The driving device includes an internal combustion engine, a generator capable of generating means with at least part of power of the internal combustion engine, according to claim 5, further comprising a said power generation means and said electric motor and power exchanges capable storage means Vehicle. The power generation means is connected to an output shaft of the internal combustion engine and a drive shaft connected to the axle, and outputs at least part of the power from the internal combustion engine to the drive shaft with input and output of electric power and power. The vehicle according to claim 6, which is means for The power generation means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and a third shaft, and supplies power to the remaining shaft based on power input / output to / from any two of the three shafts. The vehicle according to claim 7 , comprising: a three-axis power input / output unit for inputting / outputting; and a generator for inputting / outputting power to / from the third shaft. The power generation means includes a first rotor attached to an output shaft of the internal combustion engine and a second rotor attached to the drive shaft. The first rotor and the second rotor. The vehicle according to claim 7 , wherein the vehicle is a counter-rotor motor that outputs at least part of the power from the internal combustion engine to the drive shaft with input / output of electric power by electromagnetic action. A method for controlling a vehicle equipped with a driving device including a prime mover capable of outputting a driving force to at least an axle,
(A) The required driving force is set based on the driving force requesting operation by the operator,
(B) When the set required driving force is to be output from the driving device, when the sign does not change from the current driving force currently output from the driving device, the required driving force is set at a predetermined change rate. When the target driving force increased or decreased is set and the set required driving force is to be output from the driving device, the required driving force is output when the sign is changed from the current driving force currently output from the driving device. A target driving force that is increased or decreased toward the required driving force at a rate of change that tends to be smaller as it approaches the central driving force that is determined according to the driving force that corresponds to the inertia of the prime mover with the sign on the driving force side,
(C) A vehicle control method for controlling the drive device so that the set target drive force is output.

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