JP6662273B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device for a vehicle.

  BACKGROUND ART Conventionally, there is known a vehicle including an internal combustion engine and an electric motor capable of outputting driving force for traveling, and a clutch disposed between the internal combustion engine and the electric motor (for example, see Patent Document 1).

  Such a vehicle is configured to intermittently operate the internal combustion engine. An EV traveling mode in which the clutch is released and the vehicle travels by the driving force output from the electric motor, and the vehicle is output from the internal combustion engine by engaging the clutch. It is possible to switch between the HV traveling mode and the traveling HV traveling mode by the driving force. In the HV traveling mode, the assist torque is output from the electric motor according to the traveling state.

  The vehicle is configured to engage while sliding the clutch to increase the rotation speed of the internal combustion engine when the internal combustion engine is started during traveling when the vehicle is shifted from the EV traveling mode to the HV traveling mode. Have been. At this time, a compensation torque is output from the electric motor so as to cancel the deceleration torque generated by the engagement of the clutch. That is, in order to suppress the occurrence of a shock due to the torque being deprived to the internal combustion engine side by the engagement of the clutch, the output from the electric motor is increased by the deprived torque.

JP 2014-073705 A

  Here, the characteristics of the clutch vary due to individual differences at the time of manufacture and aging due to long-term use. Specifically, there is a variation in the dead time (delay time) from the engagement start instruction to the clutch to the actual start of engagement, and the actual magnitude (height) of the instruction value of the clutch torque. Such a variation may cause a shock when the internal combustion engine is started.

  Therefore, it is conceivable to perform the timing learning for correcting the difference between the generation timing of the clutch torque (deceleration torque) and the generation timing of the compensation torque, and also perform the magnitude learning for correcting the difference between the magnitudes of the clutch torque and the compensation torque. Can be Specifically, in the timing learning, the generation timing of the compensation torque is corrected so as to reduce the timing deviation, and in the magnitude learning, the magnitude of the clutch torque is corrected so as to reduce the magnitude deviation. This makes it possible to suppress the occurrence of a shock when the internal combustion engine is started.

  However, if the dead time of the clutch varies, the response at the time of starting the internal combustion engine also varies. In addition, such a subject is unknown.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to suppress the occurrence of a shock at the time of starting the internal combustion engine, and to vary the response at the time of starting the internal combustion engine. It is an object of the present invention to provide a vehicle control device capable of suppressing the occurrence of a vehicle.

A vehicle control device according to the present invention is applied to a vehicle including an internal combustion engine and an electric motor capable of outputting driving force for traveling, and a hydraulically operated clutch disposed between the internal combustion engine and the electric motor. . The vehicle is configured to perform an intermittent operation of the internal combustion engine. When the internal combustion engine is started, the vehicle generates a clutch torque of the clutch and outputs a motor torque for starting from the electric motor. The control device for the vehicle corrects the timing at which the motor torque is output at the next start of the internal combustion engine based on the amount of deviation of the actual rotation speed from the reference rotation speed of the electric motor at the start of the internal combustion engine. Means, and after the learning by the first learning means has converged, the magnitude of the clutch torque at the next start of the internal combustion engine based on the amount of deviation of the actual rotation speed from the reference rotation speed of the electric motor at the start of the internal combustion engine. A second learning unit that corrects the clutch , and after the learning by the second learning unit converges , when the dead time of the clutch at the time of starting the internal combustion engine is out of the predetermined range, the clutch is engaged at the next start of the internal combustion engine. And a third learning means for correcting a first fill time or a first fill pressure at the time of the first fill.

  With this configuration, the first learning unit and the second learning unit can suppress the occurrence of a shock when the internal combustion engine is started. Further, the variation of the dead time of the clutch can be suppressed by the third learning means.

  ADVANTAGE OF THE INVENTION According to the control apparatus of the vehicle of this invention, it can suppress that the response at the time of a start of an internal combustion engine fluctuates, suppressing generation | occurrence | production of a shock at the time of an internal combustion engine start.

1 is a schematic configuration diagram for explaining a vehicle including an ECU according to an embodiment of the present invention. FIG. 2 is a block diagram illustrating an electrical configuration of the vehicle in FIG. 1. 4 is a timing chart illustrating an example of starting an internal combustion engine while the vehicle is running in an initial state. 5 is a timing chart showing an example of starting the internal combustion engine while the vehicle is running with the timing learning converged. 6 is a timing chart showing an example of starting the internal combustion engine while the vehicle is running with the magnitude learning converged. 5 is a timing chart showing an example of starting the internal combustion engine while the vehicle is running after executing the first fill time learning. 5 is a flowchart for explaining learning control by the ECU of the embodiment. 8 is a flowchart for explaining timing learning in step S6 of FIG. 8 is a flowchart for describing size learning in step S7 of FIG. 8 is a flowchart for describing first fill time learning in step S8 of FIG. 7.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

−Mechanical configuration−
First, a mechanical configuration (drive system) of a vehicle 100 including an ECU 50 according to an embodiment of the present invention will be described with reference to FIG.

  As shown in FIG. 1, the vehicle 100 includes an internal combustion engine 1, a clutch 2, a motor generator 3, a torque converter 4, and a transmission 5. The vehicle 100 is, for example, an FR (front engine rear drive) type hybrid vehicle. Note that the motor generator 3 is an example of the “motor” of the present invention.

  The internal combustion engine 1 is, for example, a multi-cylinder gasoline engine, and is configured to be able to output driving force for traveling. This internal combustion engine 1 is of a direct injection type, and an injector 11 (see FIG. 2) is provided in a combustion chamber. Further, a crankshaft 1 a of the internal combustion engine 1 is connected to a rotor shaft 3 a of the motor generator 3 via a clutch 2.

  The clutch 2 is, for example, a wet multi-plate type friction engagement device, and is disposed between the internal combustion engine 1 and the motor generator 3. The clutch 2 is configured to selectively connect the internal combustion engine 1 and the motor generator 3. Specifically, when the clutch 2 is engaged, the power transmission path between the internal combustion engine 1 and the motor generator 3 is connected, and when the clutch 2 is released, the internal combustion engine 1 and the motor generator 3 are connected. Is interrupted. That is, when the clutch 2 is released, the internal combustion engine 1 is disconnected from the drive wheels (rear wheels) 9. The clutch 2 is of a hydraulically operated type, and is configured to be controlled by a hydraulic actuator (not shown).

  The motor generator 3 is configured to function as a motor while also functioning as a generator. For this reason, the motor generator 3 can output driving power for traveling and can convert kinetic energy (rotation of the rotor 31) into electric energy to generate power. The motor generator 3 is, for example, an AC synchronous motor, and includes a rotor 31 having a permanent magnet and a stator 32 around which a three-phase winding is wound. The rotor 31 is integrally provided with a rotor shaft 3 a, which is connected to the torque converter 4.

  The torque converter 4 has an input-side pump impeller 41, an output-side turbine runner 42, and the like, and performs power transmission between the pump impeller 41 and the turbine runner 42 via a fluid (hydraulic oil). Is configured. The pump impeller 41 is connected to the rotor shaft 3a, and the turbine runner 42 is connected to the transmission 5 via the turbine shaft 4a. Further, the torque converter 4 is provided with a lock-up clutch 43, and the pump impeller 41 and the turbine runner 42 rotate integrally when the lock-up clutch 43 is engaged.

  The transmission 5 is, for example, a stepped automatic transmission, and has a friction engagement element, a planetary gear device, and the like. A plurality of shift speeds can be established by selectively engaging the friction engagement element. It is configured to be established. The transmission 5 is configured to automatically switch a gear (gear ratio) according to, for example, a vehicle speed and an accelerator opening. The output of the transmission 5 is transmitted to drive wheels 9 via a propeller shaft 6, a differential device 7, and a drive shaft 8.

−Electrical configuration−
Next, an electrical configuration (control system) of the vehicle 100 will be described with reference to FIG.

  The vehicle 100 includes an ECU 50, a battery 51, and an inverter 52.

  The ECU 50 is configured to control the vehicle 100. As shown in FIG. 2, the ECU 50 includes a CPU 50a, a ROM 50b, a RAM 50c, a backup RAM 50d, and an input / output interface 50e, which are connected via a bus. The ECU 50 is an example of the “vehicle control device” of the present invention. The "first learning means", "second learning means", and "third learning means" of the present invention are realized by the CPU 50a executing the program stored in the ROM 50b.

  The CPU 50a executes arithmetic processing based on various control programs and maps stored in the ROM 50b. The ROM 50b stores various control programs, maps referred to when the various control programs are executed, and the like. The RAM 50c is a memory for temporarily storing a calculation result by the CPU 50a, a detection result of each sensor, and the like. The backup RAM 50d is a nonvolatile memory that stores data to be stored when the vehicle system is stopped.

  The input / output interface 50e has a function of inputting a detection result of each sensor and the like and outputting a control signal and the like to each unit. The input / output interface 50e is connected to a crank position sensor 61, a throttle opening sensor 62, an accelerator opening sensor 63, an MG speed sensor 64, a turbine speed sensor 65, a vehicle speed sensor 66, and the like. Then, the ECU 50 determines the rotational position of the crankshaft 1a (crank angle), the number of rotations of the crankshaft 1a per unit time (engine speed), and the opening degree of the throttle valve (throttle opening) based on the detection result of each sensor. Degree), accelerator opening degree which is an operation amount of an accelerator pedal, rotation speed per unit time of rotor shaft 3a (MG rotation speed), rotation speed per unit time of turbine shaft 4a (turbine rotation speed), vehicle speed, etc. Is calculated.

  The injector 11, the igniter 12, and the throttle motor 13 are connected to the input / output interface 50e. The ECU 50 is configured to control the operating state of the internal combustion engine 1 by controlling a fuel injection amount, an ignition timing, a throttle opening (amount of intake air), and the like based on a detection result of each sensor. ing.

  The hydraulic control circuit 70 is connected to the input / output interface 50e. The ECU 50 adjusts the hydraulic pressure output from the hydraulic control circuit 70 to control the engagement and release of the clutch 2, the engagement and release of the lock-up clutch 43, and the control of switching the speed of the transmission 5. It is configured to perform. In the engagement / disengagement control of the clutch 2, the hydraulic pressure supplied to the hydraulic actuator that controls the clutch 2 is regulated by a solenoid valve (not shown) of the hydraulic control circuit 70, so that the torque capacity (clutch torque) of the clutch 2 is increased. It is possible to adjust.

  The battery 51 and the inverter 52 are connected to the input / output interface 50e. The battery 51 is a chargeable / dischargeable power storage device, and is configured to supply electric power for driving the motor generator 3 and store the electric power generated by the motor generator 3. Inverter 52 is, for example, a three-phase bridge circuit having an IGBT and a diode. Powering control or power generation control is performed by controlling the ON / OFF state of the IGBT by a drive signal supplied from ECU 50. Specifically, the inverter 52 converts the DC current supplied from the battery 51 into an AC current to drive the motor generator 3 (powering control), and converts the AC current generated by the motor generator 3 into a DC current. And outputs it to the battery 51 (power generation control).

-Driving mode-
Next, the traveling mode of the vehicle 100 will be described. The vehicle 100 is configured to be able to switch between an EV traveling mode and an HV traveling mode.

  In the EV traveling mode, the driving is output from the motor generator 3 in a state where the clutch 2 is released and the operation of the internal combustion engine 1 is stopped, so that the vehicle runs only with the driving force of the motor generator 3. During braking, power can be generated by the motor generator 3.

  In the HV traveling mode, the internal combustion engine 1 is operated while the clutch 2 is engaged, so that the vehicle travels with the driving force output from the internal combustion engine 1. In this case, it is possible to output a driving force (assist torque) for traveling from the motor generator 3 or to generate electric power with the motor generator 3.

  That is, the vehicle 100 is configured to intermittently operate the internal combustion engine 1 according to a traveling state or the like.

-Starting the internal combustion engine while the vehicle is running-
The vehicle 100 is configured to engage while sliding the clutch 2 to increase the engine speed when the internal combustion engine 1 is started during traveling when shifting from the EV traveling mode to the HV traveling mode. ing. At this time, a compensation torque is output from the motor generator 3 so as to cancel the deceleration torque generated by the engagement of the clutch 2. That is, in order to suppress the occurrence of a shock due to the torque taken by the internal combustion engine 1 due to the engagement of the clutch 2, the output from the motor generator 3 is increased by the amount of the taken torque. The deceleration torque (negative torque) is generated when the internal combustion engine 1 is dragged, and can be adjusted by the clutch torque.

  Here, the characteristics of the clutch 2 are varied due to individual differences at the time of manufacturing, aging due to long-term use, and the like. More specifically, there is a variation in the dead time from when the engagement start instruction is given to the clutch 2 to when the engagement is actually started, and in the actual magnitude (height) with respect to the instruction value of the clutch torque. Such a variation may cause a shock when the internal combustion engine 1 is started.

  Therefore, the ECU 50 of the present embodiment performs timing learning for correcting the difference between the generation timing of the clutch torque (deceleration torque) and the generation timing of the compensation torque, and corrects the difference between the magnitudes of the clutch torque and the compensation torque. It is configured to perform learning. This makes it possible to suppress the occurrence of a shock when the internal combustion engine 1 is started. Note that the ECU 50 is configured to perform the magnitude learning after the timing deviation has converged by the timing learning. In the timing learning, the generation timing of the compensation torque is corrected so that the difference between the generation timing of the clutch torque and the generation timing of the compensation torque is reduced. In the magnitude learning, the magnitude of the clutch torque is corrected so that the deviation between the magnitudes of the clutch torque and the compensation torque is reduced.

  Here, it is possible to suppress the shock at the time of starting the internal combustion engine 1 by the timing learning and the magnitude learning. However, if the dead time of the clutch 2 varies, the responsiveness at the time of starting the internal combustion engine 1 is reduced. Variations may occur. Therefore, the ECU 50 of the present embodiment is configured to perform first fill time learning for correcting the first fill time when the clutch 2 is engaged. The first fill (quick apply) is for temporarily increasing the hydraulic pressure supplied to a hydraulic actuator that controls the clutch 2 to perform packing in order to improve the responsiveness of the clutch 2. Thus, by setting the generation timing of the clutch torque within the target predetermined range, it is possible to suppress the responsiveness of the internal combustion engine 1 from varying at the start. Note that the ECU 50 is configured to perform the first fill time learning after the timing deviation is converged by the timing learning and the size deviation is converged by the size learning. This is because the clutch 2 has lower controllability than the motor generator 3 (it is difficult to control with high accuracy), so if the first fill time learning is performed in advance, it takes time to converge and a shock occurs. This is because the period may be long.

  Further, as a method of starting the internal combustion engine 1 while the vehicle 100 is traveling, there are, for example, a first start method and a second start method. In the first starting method, fuel injection and ignition are started after the engine speed is increased to a predetermined speed at which complete explosion is possible by engaging the clutch 2. The second starting method is a so-called ignition start, in which fuel injection and ignition are started from the beginning when the clutch 2 is engaged and the internal combustion engine 1 starts rotating. In the ignition start, the fuel is injected from the injector 11 into the combustion chamber of a cylinder stopped in the expansion stroke in which both the intake valve and the exhaust valve are closed, and the fuel is ignited. The driving force is output from the beginning. In the second start method (ignition start), the compensation torque from the motor generator 3 required when starting the internal combustion engine 1 can be reduced as compared with the first start method. It is possible to expand the driving range in which the vehicle can travel. The method of starting the internal combustion engine 1 while the vehicle is running is selected according to, for example, the state of the vehicle 100.

  When the ignition start is performed, if a difference occurs between the timing at which the clutch 2 starts to be engaged (the generation timing of the clutch torque) and the start timing of the ignition start, the combustion condition deteriorates or the engine speed is stalled. There is a possibility that. Thus, the ECU 50 is configured to correct the difference between the timing at which the clutch 2 starts engaging and the timing at which ignition starts. The ignition start timing is synchronized with the generation timing of the compensation torque, and is learned together with the generation timing of the compensation torque.

  3 to 6 are examples of timing charts when the internal combustion engine 1 is started while the vehicle 100 is running. Next, with reference to FIGS. 3 to 6, an operation example at the time of starting the internal combustion engine 1 while the vehicle 100 is traveling will be described.

  3 to 6, an instruction value of the hydraulic pressure supplied to the hydraulic actuator of the clutch 2, a clutch torque which is a torque capacity of the clutch 2, and an MG torque (motor torque) which is an output torque from the motor generator 3. And the number of rotations of the internal combustion engine 1 per unit time (engine rotation number Ne) and the number of rotations of the motor generator 3 per unit time (MG rotation number Nmg). 3 to 6, when a clutch torque is generated, the internal combustion engine 1 is dragged, so that a deceleration torque (negative torque) corresponding to the clutch torque is generated. 3 to 6, the MG torque corresponds to the compensation torque.

  FIG. 3 shows a case where the timing learning has converged, FIG. 4 shows a case where the size learning has converged, and FIG. The case after execution of time learning is shown. The initial state is a state where the learning history is zero and learning is started. For example, when the ECU 50 is replaced, or when the learning history is reset by replacing the clutch 2, the initial state is set.

[In the initial state]
First, before the internal combustion engine 1 is started while the vehicle is running, the EV driving mode is set, the clutch 2 is released, and the operation of the internal combustion engine 1 is stopped. Further, the lock-up clutch 43 of the torque converter 4 is slipping. In the example of FIG. 3, the driving force for traveling is not output from motor generator 3 and vehicle 100 is coasting, but the driving force for traveling is output from motor generator 3. Accordingly, the vehicle 100 may be running.

  When the start of the internal combustion engine 1 is started in the transition from the EV traveling mode to the HV traveling mode, at time t1 in FIG. 3, the ECU 50 sets the command torque for the clutch 2 and sets the clutch torque to the command torque. Control of the hydraulic actuator of the clutch 2 is started so as to obtain a torque. Specifically, first, first fill control is performed. In the first fill control, a predetermined first fill pressure is set as an instruction value of the hydraulic pressure supplied to the hydraulic actuator of the clutch 2, and the state is maintained for the first fill time FT. Note that the first fill time FT is learned and corrected as described later, but the initial fill time FT is a preset value (for example, a minimum value that can be set in the learned and corrected first fill time FT). In addition, even if the variation of the clutch 2 is the maximum, the clutch 2 is set not to start the engagement within the first fill time FT. Therefore, as described later, the clutch torque rises later than the predetermined range PR. The predetermined range PR is set in advance and is a target range of the timing of generating the clutch torque.

  When the first fill control is completed, a predetermined value PV lower than the first fill pressure is set as an instruction value of the hydraulic pressure supplied to the hydraulic actuator of the clutch 2. The predetermined value PV is, for example, a value calculated based on the instruction torque or the like. Note that the ECU 50 controls the solenoid valve of the hydraulic control circuit 70 so that the hydraulic pressure supplied to the hydraulic actuator of the clutch 2 becomes the set instruction value.

  Next, at time t2, the MG torque rises. In the initial state, the MG torque generation timing is set within a predetermined range PR. Then, at time t3, the clutch torque rises. Thereafter, the engine speed Ne rises. The clutch torque rises with a delay from the engagement start instruction, and the MG torque rises at time t2 when the ECU 50 controls the inverter 52. As described above, when the MG torque rises earlier than the clutch torque, the MG rotation speed Nmg is increased by the MG torque. That is, actual MG rotation speed Nmg deviates from reference rotation speed Nmgb of motor generator 3. The reference rotation speed Nmgb is calculated by performing a smoothing process (for example, a smoothing process using a moving average filter) on the MG rotation speed Nmg. Thereafter, since the clutch torque is larger than the MG torque, the deceleration torque becomes larger than the compensation torque, and the MG rotation speed Nmg decreases and falls below the reference rotation speed Nmgb. Further, since the clutch torque rises later than the predetermined range PR, the engine speed Ne rises later than the target engine speed Net.

  Here, it is difficult to accurately distinguish a deviation caused by a timing deviation (rotational fluctuation of the motor generator 3) from a deviation caused by a size deviation. However, in the timing learning, by limiting the period (range) in which the deviation of the MG rotation speed Nmg from the reference rotation speed Nmgb is integrated, it is possible to reduce the influence of the deviation in the magnitude of the torque. For example, during a predetermined period including the time point t2 at which the MG torque rises, by integrating the deviation of the MG rotation speed Nmg from the reference rotation speed Nmgb, it is possible to reduce the influence of the deviation in the magnitude of the torque.

  Therefore, first, the timing learning is performed based on the rotation fluctuation of the motor generator 3. In the example of FIG. 3, the correction is performed so that the rising timing of the MG torque at the next start of the internal combustion engine 1 is delayed, as indicated by the outline arrow. This timing learning is performed every time the internal combustion engine 1 is started while the vehicle is traveling, and the rising timing of the MG torque gradually converges to the rising timing of the clutch torque. The start timing of the ignition start is learned and corrected in synchronization with the rising timing of the MG torque.

[When timing learning has converged]
Up to time t11 in FIG. 4 is the same as in the case of FIG. 3 described above. At time t11, the ECU 50 sets the command torque for the clutch 2 and starts controlling the hydraulic actuator of the clutch 2 so that the clutch torque becomes the command torque.

  Next, at time t12, the MG torque rises and the clutch torque rises. Thereafter, the engine speed Ne rises. As described above, when the clutch torque and the MG torque rise at the same time, the fluctuation of the MG rotation speed Nmg due to the timing shift does not occur. Thereafter, when the clutch torque is larger than the MG torque, the deceleration torque becomes larger than the compensation torque, and the MG rotation speed Nmg decreases from the reference rotation speed Nmgb. Further, since the clutch torque rises later than the predetermined range PR, the engine speed Ne rises later than the target engine speed Net.

  As described above, when the difference between the generation timing of the clutch torque and the generation timing of the MG torque has converged, the magnitude learning is performed based on the rotation fluctuation of the motor generator 3. In the example of FIG. 4, the clutch torque (instruction torque) at the next start of the internal combustion engine 1 is corrected so as to be small. Specifically, since the command torque is corrected so as to decrease, the predetermined value PV decreases as indicated by a white arrow in FIG. 4, so that the clutch torque decreases. This magnitude learning is performed every time the internal combustion engine 1 is started while the vehicle is running, and the magnitude of the clutch torque gradually converges to the magnitude of the MG torque.

[When size learning has converged]
Up to time point t21 in FIG. 5 is the same as in the case of FIG. 3 described above. Then, at time t21, the ECU 50 sets the command torque for the clutch 2 and starts controlling the hydraulic actuator of the clutch 2 so that the clutch torque becomes the command torque.

  Next, at time t22, the MG torque rises and the clutch torque rises. Thereafter, the engine speed Ne rises. As described above, when the clutch torque and the MG torque rise at the same time, the fluctuation of the MG rotation speed Nmg due to the timing shift does not occur. Further, when the magnitudes of the clutch torque and the MG torque become the same, the fluctuation of the MG rotation speed Nmg due to the magnitude deviation does not occur. Therefore, it is possible to suppress the occurrence of a shock when the internal combustion engine 1 is started. Further, since the clutch torque rises later than the predetermined range PR, the engine speed Ne rises later than the target engine speed Net.

  As described above, when the difference between the magnitudes of the clutch torque and the MG torque has converged, the first fill time learning is performed. This first fill time learning is performed based on a dead time from the engagement start instruction to the clutch 2 to the actual start of engagement. In the state of FIG. 5, the dead time of the clutch 2 is the same as the standby time from when the engagement start instruction of the clutch 2 is output to when the MG torque is started. Is determined, for example, based on the standby time of motor generator 3. In the example of FIG. 5, the correction is performed so that the first fill time FT at the next start of the internal combustion engine 1 is increased, as indicated by the outline arrow. For this reason, the dead time of the clutch 2 is shortened, and the clutch torque rises early, so that the clutch torque generation timing can be brought closer to the predetermined range PR.

[After executing the first fill time learning]
Up to time point t31 in FIG. 6 is the same as in the case of FIG. 3 described above. Then, at time t31, the ECU 50 sets the command torque for the clutch 2 and starts controlling the hydraulic actuator of the clutch 2 so that the clutch torque becomes the command torque.

  Next, at time t32, the clutch torque rises. Then, the engine speed Ne rises. Thereafter, at time t33, the MG torque rises. As described above, when the clutch torque rises earlier than the MG torque, the MG rotation speed Nmg decreases due to the clutch torque. Further, since the clutch torque rises earlier than in the case of FIGS. 3 to 5, the engine speed Ne rises sooner and approaches the target engine speed Net.

  When the first fill time learning is performed, a difference occurs between the rising timing of the MG torque and the rising timing of the clutch torque, so that the timing learning is performed. After that, the first fill time learning is not performed until the timing learning and the size learning converge again.

  By repeating the above-described operation, the rising timing of the clutch torque moves to within the target predetermined range PR. Therefore, the engine speed Ne becomes close to the target engine speed Net, and it is possible to suppress a variation in responsiveness when the internal combustion engine 1 is started.

-Learning control by ECU-
As described above, the ECU 50 is configured to prioritize timing learning, perform size learning after the timing learning converges, and perform first fill time learning after the size learning converges.

  Specifically, the ECU 50 is configured to calculate a deviation amount of the actual MG rotation speed Nmg from the reference rotation speed Nmgb of the motor generator 3 when the internal combustion engine 1 is started while the vehicle is running. This deviation amount is, for example, an integrated value of a difference between the MG rotation speed Nmg and the reference rotation speed Nmgb when the internal combustion engine 1 is started while the vehicle is running.

  The ECU 50 is configured to perform timing learning and magnitude learning based on the deviation amount. Note that the period in which the difference between the MG rotation speed Nmg and the reference rotation speed Nmgb is integrated differs between the timing learning and the size learning. For example, in the timing learning, a difference in a predetermined period before the MG torque (compensation torque) is stabilized is integrated, and in the magnitude learning, a difference in a predetermined period after the MG torque is stabilized is integrated. This makes it possible to reduce the influence of the deviation of the magnitude of the torque during the priority timing learning, and to appropriately perform the magnitude learning after the convergence of the timing learning.

  Further, the ECU 50 is configured to perform first fill time learning so that the dead time of the clutch 2 falls within the predetermined range PR. Specifically, when the dead time of the clutch 2 exceeds the upper limit value UL of the predetermined range PR (see FIGS. 3 to 6), the ECU 50 corrects the first fill time FT to be longer and sets the clutch to be longer. When the dead time of No. 2 is less than the lower limit value LL of the predetermined range PR (see FIGS. 3 to 6), the correction is made to shorten the first fill time FT.

  FIG. 7 is a flowchart for explaining the learning control by the ECU 50 of the present embodiment. Next, learning control by the ECU 50 of the present embodiment will be described with reference to FIG. The following flow is repeatedly performed at predetermined time intervals. The following steps are executed by the ECU 50.

  First, in step S1 of FIG. 7, it is determined whether the internal combustion engine 1 is started. When it is determined that the internal combustion engine 1 is started, the process proceeds to step S2. On the other hand, when it is determined that the internal combustion engine 1 is not started, the process proceeds to return.

  Next, in step S2, it is determined whether the first fill time FT has been corrected at the time of the previous start of the internal combustion engine 1. When it is determined that the first fill time FT has not been corrected, the process proceeds to step S3. On the other hand, if it is determined that the first fill time FT has been corrected, there is a difference between the rising timing of the MG torque and the rising timing of the clutch torque.

  Next, in step S3, it is determined whether or not the timing learning has converged. Whether or not the timing learning has converged is determined, for example, based on the absolute value of the amount of deviation calculated during the previous timing learning. Specifically, when the absolute value of the deviation amount at the time of the previous timing learning is equal to or more than a predetermined value, the timing deviation is out of the allowable range, and the progress of the timing learning is insufficient. Move on. On the other hand, if the absolute value of the deviation amount at the time of the previous timing learning is less than the predetermined value, the timing shift is within the allowable range, and the progress of the timing learning is sufficient, so that the process proceeds to step S4. The predetermined value is, for example, a value set in advance, and is a threshold for determining whether or not the timing deviation is within an allowable range. In the case of the initial state, it is determined that the timing learning has not converged, and the process proceeds to step S6.

  Next, in step S4, it is determined whether or not the magnitude learning has converged. Whether or not the magnitude learning has converged is determined, for example, based on the absolute value of the amount of deviation calculated during the previous magnitude learning. Specifically, when the absolute value of the deviation amount at the time of the previous size learning is equal to or more than a predetermined value, the size deviation is out of the allowable range, and the progress of the size learning is insufficient. Move to step S7. On the other hand, when the absolute value of the deviation amount at the time of the previous size learning is less than the predetermined value, the size deviation is within the allowable range, and the progress of the size learning is sufficient. Move on. The predetermined value is, for example, a value set in advance, and is a threshold for determining whether or not the size deviation is within an allowable range. When the timing learning has just converged (when the size learning has not been performed at the time of the previous start of the internal combustion engine 1), it is determined that the size learning has not converged, and the process proceeds to step S7. .

  Next, in step S5, it is determined whether the start of the internal combustion engine 1 has been completed. For example, when the clutch 2 is completely engaged, it is determined that the start of the internal combustion engine 1 has been completed. If it is determined that the start of the internal combustion engine 1 has been completed, the process proceeds to step S8. On the other hand, if it is determined that the start of the internal combustion engine 1 has not been completed, step S5 is repeatedly performed. That is, the process waits until the start of the internal combustion engine 1 is completed.

  Then, in step S6, the timing learning is performed, and the process proceeds to return. In step S7, size learning is performed, and the routine returns. Also, in step S8, the first fill time learning is executed, and the routine proceeds to return. The details will be described later. The “first learning means” of the present invention is realized by executing step S6 by the ECU 50, and the “second learning means” of the present invention is realized by executing step S7 by the ECU 50. The “third learning means” of the present invention is realized by executing step S8.

[Timing learning]
FIG. 8 is a flowchart for explaining the timing learning in step S6 of FIG. Next, timing learning by the ECU 50 will be described with reference to FIG. The following steps are executed by the ECU 50.

  First, in step S11 of FIG. 8, it is determined whether a condition for starting calculation of the deviation amount is satisfied. For example, when the output of the MG torque (compensation torque) from motor generator 3 has started a predetermined time before the start, it is determined that the calculation start condition is satisfied. The predetermined time is, for example, a preset time, and is set to detect a rotation fluctuation of motor generator 3 due to a timing deviation. When it is determined that the calculation start condition of the deviation amount is satisfied, the process proceeds to step S12. On the other hand, when it is determined that the calculation start condition of the deviation amount is not satisfied, step S11 is repeatedly performed. That is, it waits until the calculation start condition of the deviation amount is satisfied.

  Next, in step S12, the MG rotation speed Nmg is calculated based on the detection result of the MG rotation speed sensor 64. In step S13, a reference rotation speed Nmgb is calculated by performing a smoothing process on the MG rotation speed Nmg. Thereafter, in step S14, a difference between the MG rotation speed Nmg and the reference rotation speed Nmgb (a value obtained by subtracting the reference rotation speed Nmgb from the MG rotation speed Nmg) is calculated, and in step S15, the MG rotation speed Nmg and the reference rotation speed Nmgb are calculated. Is calculated.

  Next, in step S16, it is determined whether a condition for terminating the calculation of the deviation amount is satisfied. For example, when a predetermined time has elapsed from the start of the output of the MG torque from motor generator 3, it is determined that the calculation end condition is satisfied. The predetermined time is, for example, a preset time, and is set to detect rotation fluctuation of motor generator 3 due to a timing difference, and is a time required for MG torque to stabilize (MG torque Time required for rising). When it is determined that the calculation end condition of the deviation amount is not satisfied, the process returns to step S12, and the calculation of the deviation amount is continued. On the other hand, when it is determined that the calculation end condition of the deviation amount is satisfied, the calculation of the deviation amount is ended, and the process proceeds to step S17. That is, steps S12 to S15 are repeated until the calculation end condition is satisfied, and the final integrated value (the integrated value calculated in step S15 immediately before the calculation end condition is satisfied) is used as the deviation amount.

  Next, in step S17, a correction amount is calculated by multiplying the deviation amount by a predetermined gain.

  Then, in step S18, the rising timing of the MG torque at the next start of the internal combustion engine 1 is corrected. Specifically, at the next start of the internal combustion engine 1, a standby time from when the engagement start instruction (hydraulic instruction) of the clutch 2 is output to when the MG torque is started is calculated by the following equation (1). Is done.

Tmg (n + 1) = Tmg (n) + Co1 (1)
In the equation (1), Tmg (n + 1) is a standby time until the MG torque is raised at the next start of the internal combustion engine 1, and Tmg (n) is a current start time of the internal combustion engine 1. Is a standby time until the MG torque is started. Co1 is the correction amount calculated in step S17.

  For this reason, when the MG torque rises earlier than the clutch torque rises and the MG rotation speed Nmg rises, a correction value of a positive value is calculated in step S17. It becomes longer, and the rising timing of the MG torque at the next start is delayed as compared with this time. If the MG torque rise timing is later than the clutch torque rise timing and the MG rotation speed Nmg decreases, a negative value correction amount is calculated in step S17, so that the next standby time becomes shorter. Then, the rising timing of the MG torque at the next start is made earlier than this time.

  In addition, the start timing when the ignition start is performed at the next start of the internal combustion engine 1 is also corrected. The start timing of the ignition start is synchronized with the rising timing of the MG torque, and is learned and corrected in the same manner as the rising timing of the MG torque.

  Thereafter, the timing learning is completed, and the process proceeds to the end.

[Size study]
FIG. 9 is a flowchart for explaining the size learning in step S7 of FIG. Next, size learning by the ECU 50 will be described with reference to FIG. The following steps are executed by the ECU 50.

  First, in step S21 of FIG. 9, it is determined whether a condition for starting calculation of the deviation amount is satisfied. For example, when a predetermined time has elapsed from the start of the output of the MG torque (compensation torque) from motor generator 3, it is determined that the calculation start condition is satisfied. The predetermined time is, for example, a preset time, and is a time required for the MG torque to stabilize (a time required for the MG torque to rise). If it is determined that the calculation start condition of the deviation amount is satisfied, the process proceeds to step S22. On the other hand, when it is determined that the calculation start condition of the deviation amount is not satisfied, step S21 is repeatedly performed. That is, it waits until the calculation start condition of the deviation amount is satisfied.

  Steps S22 to S25 are the same as steps S12 to S15, respectively, and thus description thereof is omitted.

  Next, in step S26, it is determined whether or not the calculation end condition of the deviation amount is satisfied. For example, when a predetermined time has elapsed since the start of the calculation of the deviation amount, it is determined that the calculation end condition is satisfied. This predetermined time is, for example, a preset time. Then, when it is determined that the calculation end condition of the deviation amount is not satisfied, the process returns to step S22, and the calculation of the deviation amount is continued. On the other hand, when it is determined that the calculation end condition of the deviation amount is satisfied, the calculation of the deviation amount is ended, and the process proceeds to step S27. That is, steps S22 to S25 are repeatedly performed until the calculation end condition is satisfied, and the final integrated value (the integrated value calculated in step S25 immediately before the calculation end condition is satisfied) is used as the deviation amount.

  Next, in step S27, a correction amount is calculated by multiplying the deviation amount by a predetermined gain.

  Then, in step S28, the command torque for the clutch 2 at the next start of the internal combustion engine 1 is corrected. Specifically, the command torque at the next start of the internal combustion engine 1 is calculated by the following equation (2).

Tr (n + 1) = Tr (n) + Co2 (2)
In the equation (2), Tr (n + 1) is a command torque at the next start of the internal combustion engine 1, and Tr (n) is a command torque at the current start of the internal combustion engine 1. Co2 is the correction amount calculated in step S27.

  For this reason, when the clutch torque is smaller than the MG torque and the MG rotation speed Nmg is increased, the correction value of the positive value is calculated in step S27, so that the instruction torque at the next start of the internal combustion engine 1 is reduced. It is corrected to be larger. When the clutch torque is larger than the MG torque and the MG rotational speed Nmg decreases, the correction value of the negative value is calculated in step S27, so that the instruction torque at the next start of the internal combustion engine 1 decreases. Is corrected as follows.

  After that, the size learning is completed, and the process proceeds to the end.

[First fill time learning]
FIG. 10 is a flowchart for explaining the first fill time learning in step S8 of FIG. Next, the first fill time learning by the ECU 50 will be described with reference to FIG. The following steps are executed by the ECU 50.

  First, in step S31, it is determined whether the dead time of the clutch 2 exceeds the upper limit value UL. The dead time of clutch 2 is determined, for example, based on the standby time of motor generator 3. The upper limit value UL is an upper limit value of the target predetermined range PR. If it is determined that the dead time of the clutch 2 does not exceed the upper limit value UL, the process proceeds to step S32. On the other hand, if it is determined that the dead time of the clutch 2 exceeds the upper limit value UL, the process proceeds to step S33 because the dead time is long.

  Next, in step S32, it is determined whether or not the dead time of the clutch 2 falls below the lower limit value LL. The lower limit LL is a lower limit of the target predetermined range PR. If it is determined that the dead time of the clutch 2 is less than the lower limit LL, the process proceeds to step S34 because the dead time is short. On the other hand, if it is determined that the dead time of the clutch 2 does not fall below the lower limit value LL, the dead end is within the predetermined range PR, and the process proceeds to the end.

  Then, in step S33, correction is performed so that the first fill time FT becomes longer. Specifically, the first fill time FT at the next start of the internal combustion engine 1 is calculated by the following equation (3).

FT (n + 1) = FT (n) + Co3 (3)
In equation (3), FT (n + 1) is the first fill time at the next start of the internal combustion engine 1, and FT (n) is the first fill time at the current start of the internal combustion engine 1. Co3 is a positive value and is a preset correction time.

  For this reason, when the internal combustion engine 1 is started next time, the clutch torque rises earlier (the dead time is shortened) as compared with this time, so that the timing at which the clutch torque rises approaches the predetermined range PR. Then move to the end.

  In step S34, the correction is performed so that the first fill time FT is shortened. Specifically, the first fill time FT at the next start of the internal combustion engine 1 is calculated by the following equation (4).

FT (n + 1) = FT (n) -Co4 (4)
In equation (4), FT (n + 1) is the first fill time at the next start of the internal combustion engine 1, and FT (n) is the first fill time at the current start of the internal combustion engine 1. Co4 is a positive value, which is a preset correction time. Note that the value of Co4 may be the same as or different from Co3 described above.

  For this reason, at the next start of the internal combustion engine 1, the clutch torque rises later (the dead time becomes longer) as compared with this time, and the timing at which the clutch torque rises approaches the predetermined range PR. Then move to the end.

-Effect-
In the present embodiment, as described above, after the timing learning and the magnitude learning have converged, the first fill time learning is performed to suppress the occurrence of a shock at the time of starting the internal combustion engine 1 at an early stage. The dead time of the clutch 2 can be set to the target predetermined range PR. Therefore, it is possible to suppress the responsiveness at the start of the internal combustion engine 1 from varying while suppressing the occurrence of a shock at the time of the start of the internal combustion engine 1.

-Other embodiments-
The embodiment disclosed this time is an exemplification in all respects, and is not a basis for restrictive interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the claims. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the claims.

  For example, in the present embodiment, the example in which the vehicle 100 is of the FR (front engine rear drive) type has been described, but the invention is not limited thereto, and the vehicle may be of the FF (front engine front drive) type or the 4WD type. .

  Further, in the present embodiment, an example is shown in which the direct injection type internal combustion engine 1 capable of starting ignition is provided. However, the present invention is not limited to this, and another internal combustion engine which cannot start ignition may be provided.

  Further, in the present embodiment, the example in which the wet multi-plate type clutch 2 is provided is shown, but the present invention is not limited to this, and another clutch such as a dry type clutch may be provided as long as it is hydraulically operated.

  Further, in the present embodiment, an example in which the torque converter 4 is provided has been described. However, the present invention is not limited to this, and a fluid coupling having no torque amplification effect may be provided instead of the torque converter.

  Further, in the present embodiment, the example in which the transmission 5 is a stepped automatic transmission has been described. However, the present invention is not limited to this, and the transmission may be a continuously variable transmission or the like.

  Further, in the present embodiment, an example has been described in which the dead time of the clutch 2 is set within the target predetermined range PR by learning and correcting the first fill time FT. However, the present invention is not limited to this. By making the correction, the dead time of the clutch may be set within a target predetermined range. In this case, when the dead time of the clutch exceeds the upper limit of the predetermined range, the first fill pressure is corrected to be increased, and when the dead time of the clutch is less than the lower limit of the predetermined range, the first fill pressure is corrected. What is necessary is just to correct so that a fill pressure may be made low.

  Further, in the present embodiment, the example in which the timing learning is executed when the first fill time FT is corrected at the time of the previous start of the internal combustion engine 1 has been described. In this case, when the first fill time learning is performed, the timing learning may be performed regardless of whether the first fill time is corrected in the first fill time learning.

  Further, in the present embodiment, an example in which the dead time of the clutch 2 is determined based on the standby time of the motor generator 3 has been described. However, the present invention is not limited to this, and the dead time of the clutch 2 is determined based on the engine speed. You may.

  Further, in the present embodiment, an example has been described in which the integrated value of the difference between the MG rotation speed Nmg and the reference rotation speed Nmgb is used as the amount of deviation. A value or the like may be used as the deviation amount.

  Further, in the present embodiment, an example has been described in which the reference rotation speed Nmgb is calculated by performing a smoothing process on the MG rotation speed Nmg. However, the present invention is not limited to this, and the MG at the time when the engagement start instruction is output is output. The rotation speed or the like may be used as the reference rotation speed.

  Further, in the timing learning and the size learning of the present embodiment, a predetermined execution condition may be set. The execution conditions include, for example, that the lock-up clutch 43 of the torque converter 4 is slipping, that the temperature of the ATF is within a predetermined range, that there is no sudden acceleration or that the vehicle is not running on a rough road. Learning may be executed when all or some of the sections are established. Further, the condition for executing the magnitude learning may include that the clutch torque is stable.

  Also, in the timing learning of the present embodiment, an example has been described in which it is determined that the calculation start condition is satisfied when the time comes a predetermined time before the start of the output of the MG torque from the motor generator 3. However, the present invention is not limited thereto, and it may be determined that the calculation start condition is satisfied when the output of the MG torque from the motor generator is started. That is, the period in which the amount of divergence in the timing learning is integrated may be set to a period from the start of the output of the MG torque to the elapse of a predetermined period.

  Further, in the magnitude learning of the present embodiment, an example in which the command torque is corrected has been described. However, the present invention is not limited to this. The hydraulic command value for the hydraulic actuator of the clutch may be corrected, or a solenoid valve for controlling the hydraulic actuator may be used. May be corrected.

  Further, in the size learning of the present embodiment, an example is described in which it is determined that the calculation end condition is satisfied when a predetermined time has elapsed since the start of the calculation of the deviation amount. However, the present invention is not limited to this. In a case where the clutch torque is temporarily reduced to zero in order to suppress a rapid increase in the number, it may be determined that the calculation end condition is satisfied when a predetermined time has elapsed since the clutch torque became zero. .

  In the present embodiment, the ECU 50 may include an HV (hybrid) ECU, an engine ECU, an MG (motor generator) ECU, a battery ECU, and the like, and these ECUs may be communicably connected to each other.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle control device that controls a vehicle including an internal combustion engine and an electric motor capable of outputting driving force for traveling, and a hydraulically operated clutch disposed between the internal combustion engine and the electric motor. it can.

Reference Signs List 1 internal combustion engine 2 clutch 3 motor generator (electric motor)
50 ECU (Vehicle control device)
100 vehicles

Claims (1)

A vehicle control device applied to a vehicle including an internal combustion engine and an electric motor capable of outputting driving force for traveling, and a hydraulically operated clutch disposed between the internal combustion engine and the electric motor,
The vehicle is configured to intermittently operate the internal combustion engine, and is configured to generate a clutch torque of the clutch and output a motor torque for starting from the electric motor when the internal combustion engine is started. ,
First learning means for correcting a timing at which the motor torque is output at the next start of the internal combustion engine based on a deviation amount of an actual rotation speed from a reference rotation speed of the electric motor at the start of the internal combustion engine; and ,
After the learning by the first learning means has converged, the clutch torque at the next start of the internal combustion engine is determined based on the amount of deviation of the actual rotation speed from the reference rotation speed of the electric motor at the start of the internal combustion engine. Second learning means for correcting the size,
After the learning by the second learning means has converged , if the dead time of the clutch at the time of starting the internal combustion engine is outside a predetermined range , the first time of engaging the clutch at the next start of the internal combustion engine is determined. A vehicle control device comprising: a third learning unit that corrects a fill time or a first fill pressure.

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