Hybrid vehicle controller

Abstract

To provide a vehicle controller that suitably suppresses occurrence of gear rattling sound of a transmission gear mechanism.SOLUTION: A hybrid vehicle controller is applied to a hybrid vehicle 10 which comprises an internal combustion engine 110 having a plurality of cylinders 112 and a crank shaft AX, and a second motor generator 140 coupled to the crank shaft AX and capable of generating power according to rotation of the crank shaft AX. The hybrid vehicle controller refers to information that indicates a correspondence between a rotational frequency of the second motor generator 140 set per gear ratio of a transmission gear mechanism 160 transmitting torque outputted from the internal combustion engine 110 by converting an output ratio, and pressurization torque outputted from the second motor generator 140, and transmits the pressurization torque according to the rotational frequency of the second motor generator 140 from the second motor generator 140 to the transmission gear mechanism 160, during a stop of the hybrid vehicle 10, in order to conduct brake control of the transmission gear mechanism 160 at start-up of the internal combustion engine 110.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for a hybrid vehicle. [Background technology]

[0002] Conventionally, various hybrid vehicles having an internal combustion engine and an electric motor as drive sources have been proposed. For example, in the hybrid vehicle described in Patent Document 1, when the internal combustion engine is started while the hybrid vehicle is stopped, pressing control is executed to apply a predetermined pressing torque to the transmission gear mechanism based on the output from the electric motor, thereby eliminating backlash in the transmission gear mechanism and maintaining a state in which the gear teeth are pressed against each other, thereby suppressing the generation of teeth rattle noise in the transmission gear mechanism. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2010-264853 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in conventional technology, the conditions under which the transmission gear mechanism generates rattle noise differ depending on the gear stage of the transmission gear mechanism, so there is still room for improvement in suppressing the generation of rattle noise in the transmission gear mechanism.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide a control device for a hybrid vehicle that can effectively suppress the occurrence of gear rattle noise in a speed change gear mechanism. [Means for solving the problem]

[0006] A hybrid vehicle control device that solves the above-mentioned problems is applied to a hybrid vehicle that includes an internal combustion engine having a plurality of cylinders and a crankshaft, and an electric motor connected to the crankshaft and capable of generating electricity by rotation of the crankshaft, and while the hybrid vehicle is stopped, refers to information that indicates the correspondence between the electric motor rotation speed and the electric motor pressing torque, which is set for each gear ratio of the transmission gear mechanism that converts the output ratio and transmits the torque output from the internal combustion engine, and transmits the pressing torque according to the electric motor rotation speed from the electric motor to the transmission gear mechanism, thereby performing braking control of the transmission gear mechanism when the internal combustion engine is started. Effect of the Invention

[0007] According to the present invention, the occurrence of teeth rattle noise in a speed change gear mechanism can be suitably suppressed. [Brief description of the drawings]

[0008] [Figure 1] 2 is a block diagram showing the peripheral configuration of the control device for the hybrid vehicle according to the embodiment; FIG. [Diagram 2] 1 is a graph showing the correlation between the frequency of teeth rattle noise of a transmission gear mechanism and the power transmission rate of the transmission gear mechanism. [Diagram 3] FIG. 4 is a schematic diagram showing an example of a map showing a correspondence relationship between the rotation speed of the motor and the pressing torque of the motor. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of a control device for a hybrid vehicle will be described with reference to the drawings.

[0010] 1 shows an example of a hybrid vehicle 10 equipped with a control device 100 according to the present embodiment. In the present embodiment, the hybrid vehicle 10 will be simply referred to as a "vehicle 10".

[0011] The vehicle 10 includes an internal combustion engine 110, a power distribution integration mechanism 120, a first motor generator 130, and a second motor generator 140 as an example of an electric motor. A crankshaft AX of the internal combustion engine 110 is connected to the first motor generator 130. The second motor generator 140 as an example of an electric motor is connected to the power distribution integration mechanism 120 via a speed change gear mechanism 160. Drive wheels 180 are connected to the power distribution integration mechanism 120 via a differential 170.

[0012] The first motor generator 130 exchanges electric power with the battery via a first inverter 190. The second motor generator 140 exchanges electric power with the battery via a second inverter 200.

[0013] The internal combustion engine 110 has a plurality of cylinders 112. A piston reciprocates in each cylinder 112. Each piston receives and transmits electric power to and from a battery via a connecting rod.

[0014] The intake passage of the internal combustion engine 110 is provided with a throttle valve that adjusts the intake air volume, which is the flow rate of the intake air flowing through the intake passage. The internal combustion engine 110 also has a fuel injection valve that injects fuel into the intake port, and a mixture containing fuel and intake air is burned in each cylinder, and exhaust gas generated in each cylinder by the combustion of the mixture is discharged to the exhaust passage. A three-way catalyst is provided in the exhaust passage.

[0015] The control device 100 is realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components may be realized by hardware (including circuitry) such as an LSI (Large Scale Integration), an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a GPU (Graphics Processing Unit), or may be realized by a combination of software and hardware. The program may be stored in advance in a storage device such as an HDD or flash memory of the control device 100, or may be stored in a removable storage medium such as a DVD or CD-ROM, and installed in the HDD or flash memory of the control device 100 by mounting the storage medium in a drive device.

[0016] The control device 100 has an overall control unit 102 that controls the vehicle 10 overall, an internal combustion engine control unit 104 that controls the internal combustion engine 110, and a motor control unit 106 that controls the first motor generator 130 and the second motor generator 140.

[0017] The overall control unit 102 receives an accelerator operation amount, which is the amount of accelerator pedal operation by the driver of the vehicle 10, detected by an accelerator pedal 20, and a vehicle speed, which is the traveling speed of the vehicle 10, detected by a vehicle speed sensor 30. Then, the overall control unit 102 calculates a vehicle required power, which is a required value of the driving force of the vehicle 10, based on the accelerator operation amount and the vehicle speed.

[0018] The motor control unit 106 controls the first motor generator 130 by operating the first inverter 190. That is, the motor control unit 106 operates the first inverter 190 based on the first motor required torque. The motor control unit 106 also controls the second motor generator 140 by operating the second inverter 200. That is, the motor control unit 106 operates the second inverter 200 based on the second motor required torque.

[0019] While the vehicle 10 is stopped, the motor control unit 106 transmits a pressing torque corresponding to the rotation speed of the second motor generator 140 from the second motor generator 140 to the transmission gear mechanism 160, and performs braking control of the transmission gear mechanism 160 by eliminating backlash of the transmission gear mechanism 160 at the start of the internal combustion engine 110 and maintaining a state in which the gear teeth are pressed against each other. This suppresses the generation of teeth rattle noise in the transmission gear mechanism 160.

[0020] The internal combustion engine control unit 104 controls various actuators provided in the internal combustion engine 110 based on detection signals from various sensors such as an air flow meter, a crank angle sensor, a first air-fuel ratio sensor, and a second air-fuel ratio sensor.

[0021] The internal combustion engine control unit 104 derives a fuel injection amount reference value, which is a reference value of the fuel injection amount, based on the engine required torque, the intake air amount, and the engine rotation speed. The internal combustion engine control unit 104 also derives a correction amount of the fuel injection amount by feedback control that inputs a deviation between an air-fuel ratio target value, which is a target value of the air-fuel ratio, and a first air-fuel ratio. For example, the stoichiometric air-fuel ratio is set as the air-fuel ratio target value. Then, the internal combustion engine control unit 104 sets the sum of the fuel injection amount reference value and the correction amount of the fuel injection amount, or a value according to the sum, as a required fuel injection amount, and controls each fuel injection valve based on the required fuel injection amount.

[0022] 2 is a graph showing frequency characteristics of the rattle noise of the transmission gear mechanism 160 before and after executing braking control of the transmission gear mechanism 160. As shown in the figure, when the braking control of the transmission gear mechanism 160 is executed, the occurrence of the rattle noise of the transmission gear mechanism 160 is suppressed especially in the high frequency band, compared to before the braking control of the transmission gear mechanism 160 is executed.

[0023] The condition under which the gear rattle noise of the transmission gear mechanism 160 occurs varies depending on the gear ratio of the transmission gear mechanism 160. Therefore, as shown in FIG. 3, the motor control unit 106 stores in a storage unit a map indicating the correspondence relationship between the rotation speed of the second motor generator 140 and the pressing torque of the second motor generator 140 for each gear ratio of the transmission gear mechanism 160. When executing the braking control of the transmission gear mechanism 160, the motor control unit 106 reads out from the storage unit the map indicating the correspondence relationship between the rotation speed of the second motor generator 140 set for each gear ratio of the transmission gear mechanism and the pressing torque of the second motor generator 140, and transmits the pressing torque according to the rotation speed of the second motor generator 140 from the second motor generator 140 to the transmission gear mechanism 160, thereby performing the braking control of the transmission gear mechanism 160 at the start of the internal combustion engine 110. As a result, the occurrence of teeth rattle noise in the speed change gear mechanism 160 is effectively suppressed, and braking control of the speed change gear mechanism 160 is performed accurately.

[0024] The above-described embodiments are intended to facilitate understanding of the present invention, and are not intended to limit the present invention. The present invention may be modified / improved without departing from the spirit thereof, and equivalents are also included in the present invention. That is, those in which a person skilled in the art appropriately changes the design of each embodiment are also included in the scope of the present invention as long as they have the characteristics of the present invention. For example, the elements and their arrangements, materials, conditions, shapes, sizes, etc. of each embodiment are not limited to those exemplified, and can be appropriately changed. In addition, each embodiment is an example, and it goes without saying that partial replacement or combination of the configurations shown in different embodiments is possible, and these are also included in the scope of the present invention as long as they include the characteristics of the present invention. [Explanation of symbols]

[0025] 10... hybrid vehicle, 20... accelerator pedal, 30... vehicle speed sensor, 100... control device, 102... overall control unit, 104... internal combustion engine control unit, 106... motor control unit, 110... internal combustion engine, 112... cylinder, 130... first motor generator, 140... second motor generator, 160... transmission gear mechanism, 170... differential, 180... drive wheels, 190... first inverter, 200... second inverter.

Claims

[Claim 1] The present invention is applied to a hybrid vehicle including an internal combustion engine having a plurality of cylinders and a crankshaft, and an electric motor connected to the crankshaft and capable of generating electricity by rotation of the crankshaft, while the hybrid vehicle is stopped, referring to information indicating a correspondence relationship between the rotation speed of the electric motor, which is set for each gear ratio of a transmission gear mechanism that converts an output ratio and transmits the torque output from the internal combustion engine, and a pressing torque output from the electric motor, a pressing torque corresponding to the rotation speed of the electric motor is transmitted from the electric motor to the transmission gear mechanism, thereby performing a braking control of the transmission gear mechanism at the start of the internal combustion engine; A control device for a hybrid vehicle.

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