CN113212409B

CN113212409B - Vehicle control device

Info

Publication number: CN113212409B
Application number: CN202110158501.2A
Authority: CN
Inventors: 辻忠明; 川原田博美; 须永义弘
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2020-02-05
Filing date: 2021-02-04
Publication date: 2024-07-26
Anticipated expiration: 2041-02-04
Also published as: JP2021123217A; CN113212409A; JP7426250B2

Abstract

The invention provides a vehicle control device. A control unit (48) monitors a variable (motor torque command value) related to any one of the deceleration of the vehicle, the regeneration amount of the motor (2 nd), and the displacement amount of the engine mount (20), and when it detects that the variable changes from less than the 1 st threshold to 1 st threshold or more, performs control to position the operating point (80) of the engine (16) outside the booming noise generation region (78). Accordingly, the rolling noise generated in the vehicle when the hybrid vehicle is strongly decelerated can be reduced.

Description

Vehicle control device

Technical Field

The present invention relates to a vehicle control device for a hybrid vehicle having an engine, a motor for generating electric power, and a motor for driving.

Background

Japanese patent laying-open No. 5971188 discloses a hybrid vehicle that suppresses a driver's uncomfortable feeling due to exhaust noise of an engine when a generator is operated (worked) by power of the engine to charge a battery in a stopped state. Japanese patent application laid-open No. 5971188 discloses: a plurality of operation lines (operation lines) are set in a coordinate system of the rotational speed of the engine and the torque of the engine, and the engine is controlled using an operation line (exhaust noise suppression operation line) that prioritizes suppression of exhaust noise over driving efficiency in a stopped state.

Disclosure of Invention

The Engine is fixed to the vehicle body by a plurality of Engine mounts (Engine Mount). The engine mount suppresses vibration of the engine transmitted from the engine to the vehicle body, and suppresses noise generated by the vibration of the engine. However, in the case of strong deceleration in which the deceleration of the vehicle is large, the displacement amount of the reference position of the engine mount becomes large, and the amount of vibration or noise that can be reduced by the engine mount is reduced. Therefore, a booming noise (booming noise) is generated in the vehicle cabin at the time of strong deceleration. Japanese patent application laid-open No. 5971188 discloses a technique for suppressing exhaust noise in a stopped state, and does not disclose a technique for suppressing booming noise generated when a vehicle is strongly decelerated.

The present invention has been made in view of such a problem, and an object thereof is to provide a vehicle control device capable of reducing the booming noise generated in the vehicle when the hybrid vehicle is strongly decelerated.

The invention provides a vehicle control device comprising an engine, a1 st motor, a 2 nd motor and a control unit, wherein,

The engine is fixed on the vehicle body through an engine suspension;

The 1 st motor can generate electricity by the power of the engine;

The 2 nd motor is capable of driving a drive shaft of a vehicle by power running and generating electricity by regeneration;

The control unit controls respective operations of the engine, the 1 st motor, and the 2 nd motor,

The control unit monitors a variable related to any one of the deceleration of the vehicle, the regeneration amount of the 2 nd motor, and the displacement amount of the engine suspension, and when detecting that the variable changes from less than a1 st threshold to not less than a1 st threshold, performs control to position the operating point of the engine outside a rolling noise generation region.

According to the present invention, the rolling noise generated in the vehicle when the hybrid vehicle is strongly decelerated can be reduced.

The above objects, features and advantages should be easily understood from the following description of the embodiments with reference to the attached drawings.

Drawings

Fig. 1 is a diagram showing a configuration of a vehicle control device.

Fig. 2 is a diagram showing a configuration of a control system of the vehicle control apparatus.

Fig. 3 is a diagram showing engine characteristic information.

Fig. 4 is a flowchart showing a process of the vehicle control apparatus.

Fig. 5 is a timing chart showing changes in vehicle speed, an accelerator pedal operation amount, an engine speed, a motor torque command value of a traction motor, and a charge amount of a battery.

Detailed Description

The vehicle control device according to the present invention will be described in detail below with reference to the drawings, by taking a preferred embodiment.

[1. Structure of vehicle control device 10 ]

The structure of the vehicle control device 10 will be described with reference to fig. 1 and 2. The vehicle described in the present embodiment is a hybrid vehicle that drives the traction motor 30 by the power of the engine 16 and runs by the power of the traction motor 30. The vehicle control device 10 has an engine 16, an engine drive section 22, a battery 24, a generator 26, a generator PDU28, a traction motor 30, a motor PDU32, a1 st power transmission mechanism 34a, a 2 nd power transmission mechanism 34b, a sensor group 36, a hybrid ECU46, an engine ECU68, and a battery ECU72.

The engine 16 is secured to the vehicle body 18 by a plurality of engine mounts 20. The engine driving unit 22 includes various devices (a fuel injection valve, a throttle valve, an ignition coil, and the like) for controlling the operation of the engine 16.

The battery 24 is electrically connected to the generator PDU28 and the motor PDU32. The battery 24 is charged by electric power generated by the generator PDU28 and the motor PDU32. The battery ECU72 has a processor, various memories, an a/D conversion circuit, and a communication interface. The battery ECU72 manages the battery 24. For example, the battery ECU72 calculates an SOC (State Of Charge) and outputs the target charging power Of the battery 24 to the hybrid ECU46.

The generator 26 corresponds to the 1 st motor. The rotation shaft of the generator 26 is connected to the rotation shaft of the engine 16 through a 1 st power transmission mechanism 34 a. The generator PDU28 has: a converter that converts ac power output when the generator 26 generates power into dc power and outputs the dc power to the battery 24; and a switching element for adjusting the power. Also, the generator PDU28 has a generator ECU70 (fig. 2) that controls the switching elements.

Traction motor 30 corresponds to motor 2. The rotation shaft of the traction motor 30 is connected to the drive shaft 14 through a 2 nd power transmission mechanism 34 b. The motor PDU32 has: a converter that converts ac power output from the traction motor 30 during regeneration into dc power and outputs the dc power to the battery 24; a switching element that adjusts the power output to the battery 24; an inverter that converts the dc power output from the battery 24 during power running into ac power and outputs the ac power to the traction motor 30; and a switching element that adjusts the power output to the traction motor 30. The motor PDU32 includes a motor ECU66 (fig. 2) for controlling the switching elements.

The 1 st power transmission mechanism 34a and the 2 nd power transmission mechanism 34b have gears, clutches, and power distribution mechanisms.

As shown in fig. 2, the sensor group 36 has an AP sensor 38, a vehicle speed sensor 40, a motor rotation sensor 42, and an engine rotation sensor 44. The AP sensor 38 is a displacement sensor provided near an accelerator pedal (also referred to as AP), detects an operation amount of the AP, and outputs the detected value to the hybrid ECU46. The vehicle speed sensor 40 is a resolver (resolver) or an encoder (encoder) provided in the drive shaft 14 or the like of the vehicle, detects the rotational position of the drive shaft 14, and outputs the detected value to the hybrid ECU46. The motor rotation sensor 42 is a resolver or an encoder provided in the traction motor 30, detects the rotational position of the rotation shaft of the traction motor 30, and outputs the detected value to the hybrid ECU46. The engine rotation sensor 44 is a resolver or an encoder provided in the engine 16, detects a rotation position of a rotation shaft (a crankshaft or the like) of the engine 16, and outputs a detection value to the hybrid ECU46.

The hybrid ECU46 has an a/D conversion circuit and a communication interface, not shown, in addition to the control unit 48 and the storage unit 50. The control unit 48 is constituted by a processor having a CPU or the like, for example. The control section 48 realizes various functions by executing programs stored in the storage section 50. In the present embodiment, the control unit 48 functions as a target driving force calculation unit 52, a motor torque command value calculation unit 54, a vehicle required electric power calculation unit 56, an engine target output calculation unit 58, an engine target rotation speed calculation unit 60, an engine torque command value calculation unit 62, and a generator torque command value calculation unit 64.

The target driving force calculation portion 52 calculates the target driving force of the vehicle using the detection value of the AP sensor 38 and the detection value of the vehicle speed sensor 40. The motor torque command value calculation portion 54 converts the target driving force into a target torque of the traction motor 30, and outputs the motor torque command value to the motor ECU66. The vehicle-required-power calculating unit 56 calculates the vehicle required power, which is the power to be generated by the power generation, using the target torque of the traction motor 30, the detection value of the motor rotation sensor 42, the power consumption of the electrical components, and the like. The engine target output calculation portion 58 calculates an engine target output using the vehicle-required electric power and the target charging electric power of the battery 24. The engine target rotation speed calculation portion 60 calculates an engine target rotation speed using the engine target output. The engine torque command value calculation portion 62 calculates an engine target torque using the engine target output and the detection value of the engine rotation sensor 44, and outputs the engine torque command value to the engine ECU68. The generator torque command value calculation portion 64 calculates a target torque of the generator 26 using the engine target rotational speed and the detection value of the engine rotation sensor 44, and outputs the generator torque command value to the generator ECU70.

The storage unit 50 is composed of a memory such as a RAM, a ROM, and a hard disk. The storage unit 50 stores various programs and various information used for processing performed by the control unit 48. Here, the storage unit 50 stores the 1 st threshold value and the 2 nd threshold value. The 1 st threshold is a value of motor torque for determining whether or not rolling noise occurs. The 2 nd threshold value is a value of the motor torque for determining whether or not the booming noise disappears. The 1 st threshold and the 2 nd threshold are obtained in advance by simulation or the like.

The motor ECU66, the engine ECU68, and the generator ECU70 have a processor, various memories, a/D conversion circuits, a communication interface, and a driver. The motor ECU66 controls the switching elements of the motor PDU32 in accordance with the motor torque command value. The engine ECU68 controls the engine driving section 22 in accordance with the engine torque command value. The generator ECU70 controls each switching element of the generator PDU28 in accordance with the generator torque command value.

[2 ] Operation of the vehicle control device 10 ]

When a strong deceleration occurs in the vehicle, the engine mount 20 disposed on the front side is compressed. When the engine 16 generates high torque in this state, the vibration of the engine 16 is not reduced by the engine mount 20 but propagates to the vehicle body 18. As a result, booming noise is generated.

In the present embodiment, the control unit 48 performs processing for suppressing the booming noise. The respective calculation units of the control unit 48 calculate the respective values at predetermined time intervals. At this time, the control unit 48 monitors a variable related to any one of the deceleration of the vehicle, the regeneration amount of the traction motor 30, and the displacement amount of the engine mount 20. For example, the vehicle required electric power calculation unit 56 of the control unit 48 monitors the motor torque command value output from the motor torque command value calculation unit 54. The motor torque command value is an index for determining whether or not rolling noise is generated.

Here, the operation of the engine 16 will be described with reference to fig. 3. When the AP is operated, the vehicle required electric power output from the vehicle required electric power calculation portion 56 increases, and the engine target output from the engine target output calculation portion 58 also increases. Then, the output of the engine 16 (engine speed×engine torque) increases, and the generated power of the generator 26 increases. At this time, as shown in fig. 3, the output of the engine 16 (engine speed×engine torque) rises along the operation line 76 (arrow 82 a). In fig. 3, the equal output line 74 corresponds to the generated power of the generator 26.

The control unit 48 performs the processing shown in fig. 4, that is, the processing for suppressing the booming noise. The process shown in fig. 4 is repeatedly executed during the vehicle operation.

In step S1, the vehicle required power calculation portion 56 uses the detection value of the AP sensor 38 to determine whether the AP is being operated. For example, as shown in time points t1 to t4 of FIG. 5, when the AP is not operated (step S1: yes), the process proceeds to step S2. In this case, the traction motor 30 functions as a regenerative brake, and therefore the vehicle decelerates. On the other hand, for example, as shown in time points t0 to t1 of fig. 5, when the AP is being operated (no in step S1), the process ends, and the process in step S1 is executed again when the timing for performing the series of processes next comes.

In step S2, the vehicle required electric power calculation unit 56 compares the latest motor torque command value calculated by the motor torque command value calculation unit 54 with the 1 st threshold value stored in the storage unit 50 in advance. The motor torque command value is positive in power running and negative in regeneration. The 1 st threshold value is a negative threshold value indicating the regenerative torque. Here, for convenience of explanation, the absolute values of the motor torque command value and the various threshold values are used. For example, as shown in time t2 of fig. 5, when the state change from the |motor torque command value | < |1st threshold| to the |motor torque command value |+|1st threshold| (yes in step S2), the process proceeds to step S3. In fig. 3, the output of the engine 16 at this time is indicated as an operating point 80a. On the other hand, for example, as shown in time points t1 to t2 of fig. 5, when the |motor torque command value | < |1st threshold value| (step S2: no), the process ends, and the process of step S1 is executed again when the next timing for performing a series of processes comes.

In step S3, the vehicle required electric power calculation portion 56 executes the electric power generation amount reduction control. For example, the storage unit 50 stores a map indicating a relationship between the deceleration, the rotational speed of the engine 16, and the like, and the electric power required for the vehicle that can suppress the booming noise. The vehicle-required-power calculation unit 56 uses the map to obtain the target power 74a (fig. 3) as the vehicle-required power that can suppress the booming noise. The engine target output calculation portion 58 calculates an engine target output corresponding to the target electric power 74 a. Then, the engine torque command value calculation unit 62 outputs the engine torque command value to the engine ECU68, and the generator torque command value calculation unit 64 outputs the generator torque command value to the generator ECU70.

At this time, since the responsiveness of the engine torque is high, the engine torque is reduced relatively early in response to a reduction in the vehicle required electric power (target electric power 74 a) and the engine target output. On the other hand, the engine speed is affected by inertia, and therefore the required time is reduced compared with the engine torque. Therefore, the output of the engine 16 (operation point 80) is such that, first, the engine torque decreases from the operation point 80a (arrow 82 b), and then the engine speed decreases (arrow 82 c). The equal output line 74 corresponding to the target electric power 74a is set so as not to intersect the rolling noise generation region 78. Thus, the booming noise is suppressed.

When the output of the engine 16 decreases, the charge amount of the battery 24 decreases as at a time point just exceeding the time point t2 of fig. 5. In fig. 5, the charge amount in the case where the power generation amount reduction control is executed is indicated by a solid line, and the charge amount in the case where the power generation amount reduction control is not executed is indicated by a broken line. Fig. 5 shows the charge amount by negative values, and shows that the charge amount is higher as the charge amount is lower as the charge amount is higher. The determination of step S4 is performed in parallel with the process of step S3.

In step S4, the vehicle required electric power calculation unit 56 compares the latest motor torque command value calculated by the motor torque command value calculation unit 54 with the 2 nd threshold value stored in the storage unit 50 in advance. The 2 nd threshold is a negative threshold representing the regenerative torque, and the absolute value thereof is smaller than the 1 st threshold, similarly to the 1 st threshold. For example, as shown in time t3 of fig. 5, when the state change from the |motor torque command value| > |2nd threshold value| to the |motor torque command value|+|2nd threshold value| (yes in step S4), the process proceeds to step S5. On the other hand, for example, as shown in time points t2 to t3 of fig. 5, when the |motor torque command value| > |2nd threshold value| (step S4: no), the process of step S4 is repeatedly executed.

In step S5, the vehicle required electric power calculation portion 56 releases the electric power generation amount reduction control. At this time, the vehicle-required-power calculating unit 56 calculates the vehicle required power using the target torque of the traction motor 30, the detection value of the motor rotation sensor 42, the power consumption of the electrical components, and the like, as usual. When step S5 ends, the series of processing ends.

[3. Modification ]

In the above embodiment, the vehicle-required-power calculating unit 56 obtains the target power 74a that can suppress the booming noise. Alternatively, the engine target output may be calculated by the engine target output calculating unit 58 by reducing the output of the engine 16 by a predetermined amount.

For example, in the above-described embodiment, the vehicle-required-power calculating unit 56 performs control to position the operating point 80 of the engine 16 outside the boom noise generation region 78 so that the vehicle-required power becomes the target power 74a that is suppressed as compared with normal. However, as shown in fig. 3, the vehicle-required-power calculating unit 56 may control the engine-target-rotation-speed calculating unit 60 and the engine-torque-command-value calculating unit 62 to operate the engine 16 in the vicinity of the boundary 74c of the boom noise generating region 78, with the vehicle-required-power as the normal target power 74 b. In this case, the operating point 80 is maintained near the boundary 74c of the rolling noise generation region 78.

[4 ] Technical ideas obtainable according to the embodiments ]

The following describes technical ideas that can be grasped according to the above embodiments.

The mode of the invention is a vehicle control apparatus 10 having an engine 16, a1 st motor (generator 26), a 2 nd motor (traction motor 30), and a control portion 48, wherein,

The engine 16 is secured to the vehicle body 18 by an engine mount 20;

the 1 st motor (generator 26) is capable of generating electricity by the power of the engine 16;

the 2 nd electric motor (traction motor 30) is capable of driving the drive shaft 14 of the vehicle by power running and generating electric power by regeneration;

The control unit 48 controls the respective operations of the engine 16, the 1 st motor, and the 2 nd motor,

The control unit 48 monitors a variable (motor torque command value) related to any one of the deceleration of the vehicle, the regeneration amount achieved by the 2 nd motor, and the displacement amount of the engine mount 20, and when detecting that the variable changes from less than the 1 st threshold to not less than the 1 st threshold, performs control to position the operating point 80 of the engine 16 outside the rolling noise generation region 78.

According to the above configuration, since the control is performed such that the operating point 80 of the engine 16 is located outside the rolling noise generation region 78, rolling noise generated in the vehicle when the hybrid vehicle is strongly decelerated can be reduced.

In the mode of the present invention, it is also possible that,

As a control to locate the operating point 80 of the engine 16 outside the rolling noise generation region 78, the control unit 48 performs a power generation amount reduction control that reduces the power generation amount of the 1 st motor (generator 26) as compared with when the 1 st threshold is smaller.

According to the above configuration, since the power generation amount reduction control is performed, the booming noise generated in the vehicle when the hybrid vehicle is strongly decelerated can be reduced. In particular, the occurrence of the rolling noise can be predicted by comparing a variable related to any one of the deceleration of the vehicle, the regeneration amount of the 2 nd electric motor (traction motor 30), and the displacement amount of the engine mount 20, for example, the motor torque command value with the 1 st threshold value. Therefore, the power generation amount reduction control for suppressing the booming noise can be started promptly.

In the mode of the present invention, it is also possible that,

The control unit 48 reduces the output of the engine 16 by a predetermined amount in the power generation amount reduction control.

In the mode of the present invention, it is also possible that,

When the variable is detected to be equal to or smaller than the 2 nd threshold value, the control unit 48 releases the power generation amount reduction control and performs power generation amount recovery control for recovering the power generation amount of the 1 st motor (generator 26) to the normal power generation amount when the power generation amount reduction control is performed, wherein the 2 nd threshold value is smaller than the 1 st threshold value.

According to the above configuration, the battery 24 can be charged by the power generation of the 1 st motor (the generator 26).

The vehicle control device according to the present invention is not limited to the above-described embodiment and modification examples, and various configurations can be adopted without departing from the gist of the present invention.

Claims

1. A vehicle control device (10) is provided with an engine (16), a1 st motor (26), a 2 nd motor (30), and a control unit (48),

The engine (16) is fixed on the vehicle body (18) through an engine suspension (20);

the 1 st motor (26) is capable of generating electricity by the power of the engine;

The 2 nd motor (30) is capable of driving a drive shaft (14) of a vehicle by power running and generating electricity by regeneration;

The control unit (48) controls the respective operations of the engine, the 1 st motor, and the 2 nd motor,

The vehicle control device (10) is characterized in that,

The control unit monitors the torque command value of the 2 nd motor, and when detecting that the torque command value is changed from less than the 1 st threshold value to not less than the 1 st threshold value, reduces the operating point (80) of the engine to a predetermined output,

The predetermined output is an output of the engine outside a rolling noise generation region regardless of the rotation speed of the engine.

2. The vehicle control apparatus according to claim 1, characterized in that,

As a control to cause the operating point of the engine to be located outside the boom noise generation region, the control unit performs power generation amount reduction control that reduces the power generation amount of the 1 st motor as compared with when the 1 st motor is smaller than a 1 st threshold.

3. The vehicle control apparatus according to claim 2, characterized in that,

The control unit reduces the output of the engine by a predetermined amount in the power generation amount reduction control.

4. The vehicle control apparatus according to claim 2, characterized in that,

The control unit, when performing the power generation amount reduction control and detecting that the torque command value has changed to a value equal to or less than a2 nd threshold, releases the power generation amount reduction control and performs power generation amount recovery control for recovering the power generation amount of the 1 st motor to be normal, wherein the 2 nd threshold is smaller than the 1 st threshold.