WO2010143030A1 - Appareil et méthode de commande d'un véhicule - Google Patents

Appareil et méthode de commande d'un véhicule Download PDF

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Publication number
WO2010143030A1
WO2010143030A1 PCT/IB2010/000860 IB2010000860W WO2010143030A1 WO 2010143030 A1 WO2010143030 A1 WO 2010143030A1 IB 2010000860 W IB2010000860 W IB 2010000860W WO 2010143030 A1 WO2010143030 A1 WO 2010143030A1
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WO
WIPO (PCT)
Prior art keywords
rattle noise
noise suppression
gear rattle
engine
control
Prior art date
Application number
PCT/IB2010/000860
Other languages
English (en)
Inventor
Tetsuo Hori
Yoshimitsu Yokouchi
Hideto Watanabe
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2010143030A1 publication Critical patent/WO2010143030A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1061—Output power
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the invention relates to a control apparatus and a control method for a vehicle, that executes gear rattle noise suppression control that suppresses gear rattle noise in a transaxle by changing the operating point of an engine so that the engine speed increases.
  • hybrid vehicles provided with two driving sources, i.e., an engine and an electric motor, have been put to practical use in an attempt to improve fuel efficiency and emissions and the like.
  • Some hybrid vehicles are provided with a power split device formed by a planetary gear set.
  • a hybrid vehicle having such a power split device is able to distribute engine output to a drive shaft and the electric motor and generate electric power while the vehicle is running using some of the engine output, combine the engine output with the electric motor output and then output that combined output to the drive shaft, and apply braking force by regenerating electric power in the electric motor using the power of the drive shaft when braking the vehicle.
  • hybrid vehicle having a power split device that also has another electric motor (i.e., a second electric motor) on the drive shaft side of the power split device, in addition to the electric motor described above (i.e., the first electric motor), and in which the vehicle is run by controlling the powering and regenerating of these two electric motors, has been proposed.
  • This kind of hybrid vehicle can be run in various operating modes, such as an overdrive mode, an accelerating mode, and a braking mode, for example.
  • the overdrive mode is a mode in which the drive shaft is driven at low speed and high torque by regenerating electric power with the first electric motor and driving the second electric motor with that regenerated electric power.
  • the accelerating mode is a mode in which good acceleration is achieved by powering both electric motors.
  • the braking mode is a mode in which braking force is applied to the drive shaft by regenerating electric power with one or both electric motors, with the braking force corresponding to the amount of energy regenerated.
  • a hybrid vehicle has also been proposed that employs an electric torque converter that couples an engine output shaft to one shaft (such as a ring gear shaft) of a planetary gear set, couples an electric motor to another shaft (such as a sun gear shaft) of the planetary gear set, and couples the remaining shaft (such as a carrier shaft) of the planetary gear set to the drive . shaft.
  • this kind of electric torque converter is placed in a no-load state in which no electricity flows through the three-phase coil of the electric motor, the carrier shaft will rotate idly so no power will be output even if the engine is running.
  • braking force corresponding to the regenerated current is generated on the sun gear shaft. Therefore, engine torque will be boosted and output to the drive shaft.
  • gear rattle noise referred to as a rattling noise is produced by the gear mechanism of the transaxle, such as a planetary gear set.
  • This kind of gear rattle noise is produced by the repeated striking and separating of gear teeth, which are separated a small space when two gears are in mesh, due to fluctuations in the power that drives the gears.
  • FIG. 6 is a graph showing the change in the engine operating point during gear rattle noise suppression control of a related control apparatus of a vehicle.
  • the normal operation line shown in FIG. 6 is a line created by plotting the engine operating point at each engine output during normal operation. Also, the gear rattle noise suppression line in FIG.
  • gear rattle noise suppression control when gear rattle noise suppression control is executed, the engine operating point is changed from a point on the normal operation line to a point on the gear rattle noise suppression line along a constant power line where engine output becomes constant, so that the engine output will not change.
  • the optimum fuel efficiency line shown in FIG. 6 is a line created by plotting the engine operating point at which fuel efficiency is maximized at each engine output.
  • This invention therefore proposes a control apparatus and a control method for a vehicle, that is capable of suppressing gear rattle noise in a transaxle, while also inhibiting a decrease in fuel efficiency.
  • a first aspect of the invention relates to a control apparatus for a vehicle.
  • This control apparatus for a vehicle executes gear rattle noise suppression control that suppresses gear rattle noise of gears provided in a transaxle by increasing engine speed, and decreases engine output when executing the gear rattle noise suppression control.
  • the control apparatus may change an operating point of an engine such that the engine speed increases and the engine output decreases, when executing the gear rattle noise suppression control.
  • the control apparatus may change the operating point such that the engine output decreases with respect to a constant power line of the engine immediately before the gear rattle noise suppression control is executed.
  • the amount of change in the engine speed to a gear rattle noise suppression line is able to be made smaller than it can when the engine output is kept constant during gear rattle noise suppression control (i.e., that is can when the engine operating point is changed while keeping the engine output constant during gear rattle noise suppression control).
  • a normal operation line can be set farther away from the gear rattle noise suppression line, i.e., closer to an optimum fuel efficiency line (see FIG. 3). Therefore, this structure enables gear rattle noise in the transaxle to be suppressed while inhibiting a decrease in fuel efficiency.
  • the vehicle when gear rattle noise suppression control is performed, the engine output, and thus the driving force of the vehicle, will decrease with the execution of that gear rattle noise suppression control. Therefore, the vehicle may be a hybrid vehicle provided with the engine and an electric motor as driving sources, and the control apparatus may compensate for a decrease in engine torque that occurs when the gear rattle noise suppression control is executed by increasing the torque of the electric motor. This kind of structure enables the driving force of the vehicle to be maintained.
  • the control apparatus may also include a required driving force calculating portion that calculates a required driving force of the vehicle based on an accelerator operation amount, and when the gear rattle noise suppression control is executed, the required driving force calculating portion may calculate the required driving force to be smaller according to the decrease in the engine torque that occurs when the gear rattle noise suppression control is executed.
  • This kind of structure enables the estimated required driving force of the vehicle to match the actual required driving force of the vehicle even when gear rattle noise suppression control is executed.
  • the vehicle may be provided with an electric motor that is directly connected to an output shaft of the transaxle, and the gear rattle noise suppression control may be executed when the torque of the electric motor becomes equal to or less than a predetermined value, or more particularly, is close to zero.
  • a second aspect of the invention relates to a control apparatus for a vehicle.
  • This control apparatus includes a control portion that executes gear rattle noise suppression control that suppresses gear rattle noise of gears provided in a transaxle by increasing engine speed.
  • the control portion decreases engine output when executing the gear rattle noise suppression control.
  • a third aspect of the invention relates to a control method for a vehicle.
  • This control method includes executing gear rattle noise suppression control that suppresses gear rattle noise of gears provided in a transaxle by increasing engine speed, and decreasing engine output when executing the gear rattle noise suppression control.
  • an operating point of an engine may be changed such that the engine speed increases and the engine output decreases, when the gear rattle noise suppression control is executed.
  • the operating point when the gear rattle noise suppression control is executed, the operating point may be changed such that the engine output decreases with respect to a constant power line of the engine immediately before the gear rattle noise suppression control is executed.
  • the vehicle may be a hybrid vehicle provided with the engine and an electric motor as driving sources, and a decrease in engine torque that occurs when the gear rattle noise suppression control is executed may be compensated for by increasing the torque of the electric motor.
  • the control method may also include calculating a required driving force of the vehicle based on an accelerator operation amount, and when the gear rattle noise suppression control is executed, the required driving force may be calculated to be smaller according to a decrease in an engine torque value that occurs when the gear rattle noise suppression control is executed.
  • the vehicle may be provided with an electric motor that is directly connected to an output shaft of the transaxle, and the gear rattle noise suppression control may be executed when the torque of the electric motor becomes equal to or less than a predetermined value.
  • the predetermined value may be close to zero.
  • FIG. 1 is a block diagram schematically showing a frame format of the structure of a drive system of a hybrid vehicle to which a first example embodiment of the control apparatus for a vehicle according to the invention is applied;
  • FIG. 2 is a graph showing the settings of the engine operating point during gear rattle noise suppression control according to both the first example embodiment of the invention and the related art;
  • FIG. 3 is a graph showing. the settings of the normal operation line of the engine according to both the first example embodiment of the invention and the related art;
  • FIG. 4 is a flowchart illustrating the steps in a gear rattle noise suppression control routine employed in the first example embodiment of the invention
  • FIG. 5 is a flowchart illustrating the steps in a gear rattle noise suppression control routine employed in a second example embodiment the control apparatus for a vehicle according to the invention.
  • FIG. 6 is a graph showing the change in the engine operating point during gear rattle noise suppression control of a related control apparatus for a vehicle.
  • FIG. 1 is a block diagram of the structure of a drive system of a hybrid vehicle to which a control apparatus for a vehicle according to this example embodiment is applied.
  • this hybrid vehicle is provided with an engine ENG and two electric motors (i.e., a first electric motor MGl and a second electric motor MG2) as drive sources of the vehicle.
  • a transaxle of this hybrid vehicle includes two planetary gear sets, i.e., a front planetary gear set Pl and a rear planetary gear set P2, that function as a power split device and an electric torque converter.
  • the output shaft of the engine ENG is connected to a carrier cl of the front planetary gear set Pl that is formed of three rotating elements, i.e., a sun gear si, the carrier cl, and a ring gear rl, via a flywheel F/W and a damper DMP.
  • the sun gear si of this front planetary gear set Pl is connected to a rotor of the first electric motor MGl so as to be able to rotate together with the rotor.
  • the ring gear rl of the front planetary gear set Pl is connected to a ring gear r2 of the rear planetary gear set P2 so as to be able to rotate together with the ring gear r2.
  • the ring planetary gear set P2 has a sun gear s2 that is connected to an output shaft OS of the transaxle, and thus a propeller shaft PS that serves as the drive shaft of the hybrid vehicle, so as to be able to rotate together with the output shaft OS or the propeller shaft PS, and a carrier c2 that is fixed so as not to rotate.
  • a rotor of the second electric motor MG2 is connected to the propeller shaft PS so as to be able to rotate together with the propeller shaft PS.
  • the engine ENG, the first electric motor MGl, and the second electric motor MG2 of this hybrid vehicle are controlled by an electronic control unit ECU.
  • This electronic control unit ECU is connected to various sensors, such as an NE sensor Sl that detects the engine speed, a vehicle speed sensor S2 that detects the vehicle speed, and an accelerator sensor S3 that detects an accelerator operation amount by the driver.
  • the electronic control unit ECU controls the engine ENG, the first electric motor MGl, and the second electric motor MG2 based on the running conditions of the hybrid vehicle as detected by these sensors.
  • gear rattle noise of the gears that form the front planetary gear set Pl and the rear planetary gear set P2 tends to occur when the torque of the second electric motor MG2 is close to zero.
  • This gear rattle noise is able to be suppressed by changing the operating point of the engine ENG defined by the engine speed and engine torque to the high speed, low torque side. Therefore, when the torque of the second electric motor MG2 is close to zero, the electronic control unit ECU attempts to suppress the gear rattle noise by changing the operating point of the engine ENG so that the engine speed increases.
  • the operating point of the engine ENG changes such that the engine output decreases. That is, in this example embodiment, the operating point of the engine ENG is changed from point A on the normal operation line to point C on the side where the engine output decreases with respect to the constant power line of the engine ENG which passes through point A, as shown by the dotted line in FIG. 2.
  • This control apparatus for a vehicle is able to suppress gear rattle noise in the transaxle while also inhibiting a decrease in fuel efficiency. The reason for this will now be described.
  • FIG. 4 is a flowchart illustrating a gear rattle noise suppression control routine employed in the first example embodiment. This routine is executed repeatedly in cycles by the electronic control unit ECU while the vehicle is running.
  • step SlOl the electronic control unit ECU first determines in step SlOl whether a gear rattle noise occurrence condition is satisfied, i.e., whether the conditions are such that gear rattle noise of the gears in the transaxle is likely to occur. More specifically, in this example embodiment, if the torque Tm generated by the second electric motor MG2 is equal to or less than a specified determining value TmI, it is determined that the conditions are such that gear rattle noise is likely to occur. Here, if it is determined that the conditions are not such that gear rattle noise is likely to occur (i.e., NO in step SlOl), then the electronic control unit ECU immediately ends this cycle of the routine.
  • the electronic control unit ECU calculates the engine speed Ne and engine torque Te at which the gear rattle noise can be suppressed, i.e., the operating point of the engine at which the gear rattle noise can be suppressed, in steps S102 and S103.
  • the engine speed Ne at this time is calculated using a two-dimensional map with the vehicle speed Spd and the engine output Pe, while the engine torque Te is calculated using a two-dimensional map with the vehicle speed Spd and the thus calculated engine speed Ne.
  • the operating point (i.e., Ne and Te) of the engine ENG that is the control target at this time is set so that the engine output decreases, as described above.
  • step S 104 the electronic control unit ECU then calculates the amount of decrease in the torque of the propeller shaft PS following the change in the operating point, and then calculates the torque to be generated by the second electric motor MG2 that is able to compensate for that amount of decrease (i.e., calculates compensation torque Tm).
  • this compensation torque Tm is calculated using the expression below.
  • pr represents the planetary gear ratio of the rear planetary gear set P2
  • pf represents the planetary gear ratio of the front planetary gear set Pl.
  • Tpc represents the torque required at the propeller shaft PS, i.e., the required propeller shaft torque.
  • Tm -1 / pr x ⁇ Tpc - 1 / (1 + pf) x Te ⁇
  • the electronic control unit ECU After calculating the torque Tm to be generated by the second electric motor MG2, the electronic control unit ECU then ends this cycle of the routine. Incidentally, after that, the ECU controls the engine ENG to the operating point dictated by the engine speed Ne and the engine torque Te calculated in steps S102 and S103 above, and controls the second electric motor MG2 such that the compensation torque Tm calculated in step S 104 is obtained.
  • control apparatus for a vehicle in this first example embodiment described above is able to display the following effects.
  • gear rattle noise suppression control that changes the operating point of the engine ENG so that the engine speed increases is executed to suppress the gear rattle noise of gears provided in a transaxle of the vehicle.
  • the operating point of the engine ENG is changed so that the engine output decreases. That is, in this example embodiment, when executing the gear rattle noise suppression control at this time, the operating point of the engine ENG is changed to the side on which the engine output is decreased with respect to the constant power line of the engine ENG immediately before that gear rattle noise suppression control is executed.
  • the amount of change in the engine speed to the gear rattle noise suppression line is less than it is when the engine operating point is changed while maintaining a constant engine output.
  • the normal operation line can be set farther away from the gear rattle noise suppression line, i.e., closer to the optimum fuel efficiency line. Therefore, this first example embodiment enables gear rattle noise in the transaxle to be suppressed while inhibiting a decrease in fuel efficiency.
  • the driving force of the vehicle is maintained by compensating for the decrease in engine torque that occurs when the gear rattle noise suppression control is executed by increasing the torque Tm generated by the second electric motor MG2.
  • the gear rattle noise suppression control is executed by having the driver to simply depress the accelerator pedal further.
  • the driving force of the vehicle will naturally decrease unless the driver depresses the accelerator pedal further.
  • the electronic control unit ECU calculates the required driving force of the vehicle based on the accelerator operation amount Acc ⁇ , and calculates the required driving force to be lower according to the decrease in the engine torque that occurs when the gear rattle noise suppression control is executed. As a result, deviation between the required driving force of the vehicle that is estimated from the accelerator operation amount Acc ⁇ and the actual required driving force of the vehicle can be avoided.
  • FIG. 5 is a flowchart illustrating gear rattle noise suppression control employed in this second example embodiment. This routine is also executed repeatedly in cycles by the electronic control unit ECU while the vehicle is running.
  • step S201 the electronic control unit ECU first determines in step S201 whether the conditions are such that gear rattle noise of the gears in the transaxle is likely to occur. More specifically, in this example embodiment, if the torque Tm generated by the second electric motor MG2 is equal to or less than a specified determining value TmI, it is determined that the conditions are such that gear rattle noise is likely to occur. Here, if it is determined that the conditions are not such that gear rattle noise is likely to occur (i.e., NO in step S201), then the electronic control unit ECU immediately ends this cycle of the routine.
  • the electronic control unit ECU calculates the engine speed Ne and engine torque Te at which the gear rattle noise can be suppressed, i.e., the operating point of the engine at which the gear rattle noise can be suppressed, in steps S202 and S203.
  • the engine speed Ne at this time is calculated using a two-dimensional map with the vehicle speed Spd and the engine output Pe, while the engine torque Te is calculated using a two-dimensional map with the vehicle speed Spd and the thus calculated engine speed Ne.
  • the operating point (i.e., Ne and Te) of the engine ENG that is the control target at this time is set so that the engine output decreases, as described above.
  • step S204 the electronic control unit ECU calculates the required driving force Tdc of the vehicle so that it is a smaller value than normal by the amount of decrease in the engine torque that occurs when the gear rattle noise suppression control is executed.
  • the required driving force Tdc at , this time is calculated using a two-dimensional map Tdcjmap with the vehicle speed Spd and the accelerator operation amount Acc ⁇ .
  • the required driving force Tdc calculated here is used in various vehicle controls such as shift control, as a parameter indicative of a demand by the driver for driving force of the vehicle.
  • the electronic control unit ECU ends this cycle of the routine.
  • the ECU has a structure that corresponds to the required driving force calculating portion.
  • control apparatus for a vehicle in this second example embodiment described above is able to display the following effects, in addition to the effects described in (1) above.
  • the electronic control unit ECU calculates the required driving force Tdc to be smaller by the amount of the decrease in the engine torque that occurs when that gear rattle noise suppression control is executed. Therefore, according to this example embodiment, the estimated required driving force of the vehicle is able to match the actual required driving force of the vehicle even though the engine output of the engine decreases as a result of the executing the gear rattle noise suppression control.
  • the electronic control unit ECU calculates the required driving force Tdc to be smaller by the amount of the decrease in the engine torque that occurs when that gear rattle noise suppression control is executed.
  • this calculation may also be omitted if the deviation between the required driving force of the vehicle estimated from the accelerator operation amount Acc ⁇ when the gear rattle noise suppression control is being executed and the actual required driving force of the vehicle is negligible.
  • the second electric motor MG2 that is directly connected to the output shaft OS of the transaxle is provided, and the gear rattle noise suppression control is executed when the torque generated by this second electric motor MG2 is close to zero.
  • the gear rattle noise suppression control may be executed at times other than when the torque generated by the second electric motor MG2 is close to zero.
  • gear rattle noise in the transaxle can be suppressed while inhibiting a decrease in fuel efficiency.
  • the invention is applied to a hybrid vehicle that has the engine ENG and two electric motors MGl and MG2 as driving sources, and two planetary gear sets Pl and P2 in the transaxle.
  • the invention may also similarly be applied to a vehicle that has a drive system of another structure, including a non-hybrid vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un appareil de commande de véhicule supprimant le bruit des engrenages du transaxe en modifiant le régime du moteur (ENG). Ledit appareil réduit la puissance du moteur (ENG) lorsque la commande est exécutée.
PCT/IB2010/000860 2009-06-09 2010-04-16 Appareil et méthode de commande d'un véhicule WO2010143030A1 (fr)

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JP2009138177A JP4826657B2 (ja) 2009-06-09 2009-06-09 車両の制御装置
JP2009-138177 2009-06-09

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WO2010143030A1 true WO2010143030A1 (fr) 2010-12-16

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FR3032676A1 (fr) * 2015-02-17 2016-08-19 Peugeot Citroen Automobiles Sa Procede et dispositif de controle du couple fourni par un moteur thermique et une machine motrice de vehicule, en fonction du couple limite supporte par la boite de vitesses
EP3581779A1 (fr) * 2018-06-13 2019-12-18 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif de commande de production d'électricité pour véhicule
US11180132B2 (en) 2018-11-20 2021-11-23 Toyota Jidosha Kabushiki Kaisha Vehicle control device and control method of vehicle
CN114368268A (zh) * 2021-08-24 2022-04-19 华为数字能源技术有限公司 一种动力总成、噪声抑制方法和电动汽车

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JP5673339B2 (ja) * 2011-05-11 2015-02-18 トヨタ自動車株式会社 ハイブリッド車
JP2013082237A (ja) * 2011-10-05 2013-05-09 Toyota Motor Corp ハイブリッド車両の制御装置
JP5747992B2 (ja) * 2011-10-06 2015-07-15 トヨタ自動車株式会社 ハイブリッド車両の制御装置
JP5869385B2 (ja) * 2012-03-15 2016-02-24 トヨタ自動車株式会社 ハイブリッド車両の制御装置およびそれを備えるハイブリッド車両ならびにハイブリッド車両の制御方法
JP7471452B2 (ja) * 2020-09-16 2024-04-19 浙江吉利控股集団有限公司 モータ騒音制御方法、装置、コンピュータデバイス及び記憶媒体

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JP3997944B2 (ja) * 2003-04-22 2007-10-24 トヨタ自動車株式会社 ハイブリッド車両における駆動系歯車装置の歯打ち音低減方法
JP4853281B2 (ja) * 2006-12-28 2012-01-11 日産自動車株式会社 ハイブリッド車両の歯打ち音低減装置
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US5967940A (en) * 1997-09-17 1999-10-19 Toyota Jidosha Kabushiki Kaisha Method and apparatus for reducing backlash sound in gear mechanism
EP0916539A2 (fr) * 1997-11-12 1999-05-19 Toyota Jidosha Kabushiki Kaisha Procédure de régulation pour diminuer les chocs transitoires dans une chaíne de transmission pour véhicules hybrides
WO2006109379A1 (fr) * 2005-03-03 2006-10-19 Toyota Jidosha Kabushiki Kaisha Vehicule hybride et procede de commande du vehicule hybride

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3032676A1 (fr) * 2015-02-17 2016-08-19 Peugeot Citroen Automobiles Sa Procede et dispositif de controle du couple fourni par un moteur thermique et une machine motrice de vehicule, en fonction du couple limite supporte par la boite de vitesses
WO2016132031A1 (fr) 2015-02-17 2016-08-25 Peugeot Citroen Automobiles Sa Procédé et dispositif de contrôle du couple fourni par un moteur thermique et une machine motrice de véhicule, en fonction du couple limite supporté par la boîte de vitesses
EP3581779A1 (fr) * 2018-06-13 2019-12-18 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif de commande de production d'électricité pour véhicule
US11180132B2 (en) 2018-11-20 2021-11-23 Toyota Jidosha Kabushiki Kaisha Vehicle control device and control method of vehicle
CN114368268A (zh) * 2021-08-24 2022-04-19 华为数字能源技术有限公司 一种动力总成、噪声抑制方法和电动汽车
CN114368268B (zh) * 2021-08-24 2023-11-03 华为数字能源技术有限公司 一种动力总成、噪声抑制方法和电动汽车

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