JP3168990B2 - Control device for hybrid electric vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

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

[0002]

2. Description of the Related Art A control apparatus for a hybrid electric vehicle includes an engine, a power storage means, a power transmission means for transmitting energy between the engine and the power storage means and a vehicle drive shaft, and a control means for controlling the power transmission means. JP-A-9-20
This is known from Japanese Patent Publication No. 1005 and the like.

This power transmission means includes a first rotating electric machine for determining an engine speed and a second rotating electric machine for generating a vehicle driving torque, more specifically, assisting the insufficient torque of the first rotating electric machine. Rotary electric machine. First
The rotary electric machine has a first rotor mechanically connected to an output shaft of the engine through an input shaft of the power transmission means, and a mechanically connected to the output shaft of the power transmission means while being coupled to the first rotor so as to be able to exchange electromagnetic energy. , And transfers energy between the engine and the power storage means. The second rotating electric machine has a rotor mechanically connected to an output shaft of the power transmission means, and transmits electromagnetic energy between the power storage means and the output shaft of the power transmission means.

In this hybrid electric vehicle, the engine speed can be set regardless of the speed of the vehicle drive shaft corresponding to the vehicle speed. Has achieved a significant improvement. However, when the vehicle drive power demand value is small, such as during idling, the engine speed further decreases, the frequency of the periodic fluctuation component of the engine torque approaches the resonance frequency of the engine, and the engine vibration increases. This causes a problem.For example, during idling when the vehicle drive power demand value is small, the engine vibration is forcibly shifted from the operating point at which the engine efficiency is the highest to a higher rotation speed and a lower torque side, thereby causing the engine vibration to resonate. Try not to be in the frequency range.
Japanese Patent Application Laid-Open No. 63-167640 proposes to reduce the engine vibration by giving the power generation output of an alternator a periodic variation in the opposite phase to the periodic variation of the engine torque of the vehicular internal combustion engine.

[0005]

However, in the former publication, the forced shift of the engine operating point from the highest efficiency point at the time of low vehicle driving power driving negates the problem of improving the fuel efficiency, which is the advantage of a hybrid electric vehicle. Cause. In addition, as in the latter publication, it is conceivable to perform a vibration damping operation using a rotating electric machine that serves as power transmission means of a hybrid electric vehicle. Necessary vehicle drive power is generated while driving, and even if a rotating electric machine attached to the engine is given a period opposite in phase to the engine torque, vehicle vibration will occur.

The present invention has been made in view of the above problems, and has as its object to realize a reduction in engine vibration and an improvement in engine efficiency while avoiding a complicated control system.

[0007]

According to a first aspect of the present invention, there is provided a hybrid electric vehicle control apparatus for determining an engine speed for transmitting and receiving torque between an engine and a vehicle drive shaft. A first rotating electrical machine, and a second rotating electrical machine for generating a vehicle drive torque for transmitting and receiving torque to and from the vehicle drive shaft. In the control thereof, an engine power required value is calculated based on driving operation information and vehicle speed ; The en
An engine speed command value is determined based on the gim power request value, and a deviation is determined based on a measured actual engine speed value and a parameter relating to a function value of a deviation between the engine speed command value and a gain. A torque command value of the first rotating electric machine is determined in a direction in which the first rotating electric machine converges.

[0008] In the configuration of the first aspect, the first rotating electrical machine gives the engine a damping torque that fluctuates in a phase opposite to the periodic fluctuation of the engine torque. In other words, the first rotating electric machine gives a torque that fluctuates in the same phase as the periodic fluctuation of the engine torque to the vehicle drive shaft, and gives a torque of the opposite phase to the engine as a reaction force. However, with this alone, the first rotating electric machine is given to the vehicle drive shaft a torque having the same phase as the periodic fluctuation of the engine torque, and the driving feeling is deteriorated. The cyclic variation is provided to the vehicle drive shaft to compensate for the periodic variation in the torque of the vehicle drive shaft. In addition, the engine
In an area where engine vibration is large due to
Only when there is an engine operating point,
Perform vibration control.

By doing so, the engine speed can be reduced.
Just strengthen the feedback control to follow the required value
Engine vibration is reduced by a simple configuration.
Vibration can be reduced and engine efficiency can be improved. According to the configuration of the second aspect, the control device for a hybrid electric vehicle according to the first aspect further includes an engine.
Engine speed is low and engine torque is low.
If there is an engine operating point in the
You.

In this manner, in another operating region in which the periodic fluctuation of the engine torque is far from the resonance frequency of the engine and the engine vibration does not cause a problem, the frequent repetition of charging / discharging of the power storage means due to this can be omitted. It is possible to reduce loss caused by repeated charge and discharge. According to the configuration of the third aspect, the engine vibration
Determined based on the position of the relevant engine operating point
Based on the gain and the deviation, the first rotating electric
The torque command value of the machine and the previously calculated torque command value
Determining the amount of change in the torque command value that is the difference from
Fluctuates in the opposite phase to the periodic fluctuation of the engine torque.
From the first rotating electrical machine to the engine
And converge the deviation, and
Before the torque generated in the opposite phase to the vibration generated by the reaction of the damping torque
The control to be generated in the second rotating electric machine is performed. Claim
Particularly in the configuration described in 4 , the gain is increased when the engine operating point is in a region where the engine vibration due to the periodic fluctuation of the engine torque is large.

With this configuration, the feeder-back control for causing the engine speed to follow the required value is merely strengthened, so that the control system itself of the first rotating electric machine can be made the same as the conventional one and can be simplified. With such a configuration, reduction of engine vibration and improvement of engine efficiency can be realized.
According to the configuration of the fifth aspect, in the control device for the hybrid electric vehicle according to the fourth aspect, a torque having a phase opposite to the vibration suppression torque is generated in the second rotating electric machine. Therefore, the torque of the vehicle drive shaft does not fluctuate, and the driving feeling does not deteriorate.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the control apparatus for a hybrid electric vehicle according to the present invention will be described with reference to the following embodiments.

[0013]

Embodiment 1 An embodiment of a control device for a hybrid electric vehicle according to the present invention will be described below with reference to FIG. FIG. 1 shows a system diagram of the hybrid vehicle of this embodiment. (Configuration) 1 is an internal combustion engine (engine), 2 is an output shaft of the internal combustion engine 1, 3 is an intake pipe, 4 is a fuel injection valve, 5 is a throttle valve, 6 is intake air amount adjusting means, 7 is an accelerator sensor, 8
Is a brake sensor, 9 is a shift switch, 10 is power transmission means, and the power transmission means 10 is a first rotating electric machine 10.
10 and a second rotating electric machine 1020. 11
Is a differential device, 12 is an IG switch, 13 is an internal combustion engine control device, 14 is a drive device of the first rotary electric machine 1010 and the second rotary electric machine 1020, 15 is a power storage device including a battery, and 16 is a hybrid control device. is there.

FIG. 2 is a sectional view of the power transmission means 10. As shown in FIG.
The power transmission means 10 includes two rotating electric machines 1010, 102
It has 0. The first rotating electric machine 1010 includes an input shaft 1011 rotatably held by the housing 1000 and mechanically connected to the output shaft 2 of the internal combustion engine 1;
11 is fixed to the inner rotor (the first rotor referred to in the present invention).
Rotor) 2010 and an outer rotor (second rotor in the present invention) 2310 facing the outer peripheral surface of the inner rotor 2010 and rotatably held in the housing. The inner rotor 2010 includes a three-phase armature coil. The permanent magnet type synchronous generator is provided with a permanent magnet on the inner peripheral surface side of the outer rotor 2310 facing the outer rotor 2310. The three-phase armature coil is supplied with a three-phase AC voltage from the driving device 14 through the slip ring device 2610. I have.

The second rotating electric machine 1020 includes a stator 3010 fixed to the inner peripheral surface of the housing and provided facing the outer peripheral surface of the outer rotor 2310;
And a permanent magnet provided with a permanent magnet provided on the outer peripheral surface side of the outer rotor 2310. The three-phase armature coil wound around the stator is supplied with a three-phase AC voltage from the driving device 14. The outer rotor 2310 is fixedly fastened to the output shaft 2311 and is connected to the differential device 11 through the output shaft 2311 via the reduction gear mechanism 4000.

Reference numeral 2911 denotes a rotation position sensor for detecting the rotation angle position of the inner rotor 2010, and reference numeral 2912 denotes a rotation position sensor for detecting the rotation angle position of the outer rotor 2310. The internal combustion engine control device 13 stores a fuel consumption rate map of the internal combustion engine 1 and determines an engine operating point at which the internal combustion engine 1 has the highest efficiency based on the received engine power request value and the received fuel consumption rate map. An intake air amount (engine torque required value) and an engine speed required value corresponding to the engine operating point are determined. Further, the internal combustion engine control device 1
3 controls the throttle valve opening based on the determined intake air amount, and transmits the engine speed request value to the hybrid control device 16. Note that the internal combustion engine control device 13 drives the electronic control fuel injection device mounted on the internal combustion engine 1 to execute fuel injection control, and also executes known ignition control.

The driving device 14 is a hybrid control device 1
6, current control is performed in the field direction of the first rotating electrical machine 1010 and the second rotating electrical machine 1020 in the direction orthogonal thereto, based on the torque demand values of the first and second rotating electrical machines received from Generate torque as required. More specifically, the driving device 14 includes an inner rotor rotation angle position signal of the inner rotor 2010 input from the rotation position sensor 2911 and the rotation position sensor 29
Controlling the three-phase AC voltage applied to the three-phase armature coil of the inner rotor 2010 based on the outer rotor rotation angle position signal of the outer rotor 2310 input from the second rotor 12 and the torque request value of the first rotating electric machine. As a result, the first rotating electric machine 1010 generates a torque corresponding to the required torque value. Further, the driving device 14 is provided with the rotational position sensor 2.
By controlling the three-phase AC voltage applied to the three-phase armature coil of the stator 3010 based on the outer rotor rotation angle position signal of the outer rotor 2310 input from the 912 and the torque request value of the second rotating electrical machine, Of the rotating electric machine 1020 generates a torque corresponding to the required torque value.

The hybrid controller 16 calculates a required engine power value based on vehicle operation information input from the accelerator sensor 7, the brake sensor 8, and the shift switch 9 and a vehicle speed from a vehicle speed sensor (not shown). Is transmitted to the internal combustion engine control device 13. The hybrid control device 16 controls the rotation of both rotors of the first rotating electric machine 1010 transmitted from the driving device 14 so as to control the rotation speed of the first rotating electric machine 1010 so as to satisfy the received engine rotation speed request value. The drive device 1 calculates a torque request value of the first rotating electric machine 1010 based on the angular speed difference.
Command 4 Further, the hybrid control device 16 calculates a required torque value of the second rotating electric machine 1020 from a difference between the required driving torque value of the vehicle and the required torque value of the first rotating electric machine 1010, and outputs it to the driving device 14. I do. (Running Control) Next, the running control of this device will be described with reference to FIG.
This will be described with reference to the flowchart shown in FIG.

In this flowchart, after calculating the vehicle driving torque request value Td ', the torque request values T1 and T1 of the first rotating electric machine 1010 and the second rotating electric machine 1020 are calculated.
2 shows the control operation up to calculating 2. First, a vehicle drive torque request value Td 'is calculated based on the accelerator opening input from the accelerator sensor 7 (S100), and the vehicle speed (or the output shaft rotation speed of the power transmission means 10) V from a vehicle speed sensor (not shown) is calculated. Vehicle drive power demand value Pd '
Is calculated (S102). Note that the required vehicle drive power value Pd 'is calculated by kTd'V. k is a proportionality constant.

Next, the remaining charge of the battery is read from the SOC meter 17, and the charge / discharge power required value Pb ', that is, the charge / discharge power value required by the battery is determined based on the remaining charge (S103). The calculation of the required charge / discharge power value Pb ′ based on the remaining capacity will be described in further detail. The power storage device 15 can always perform a predetermined amount of charge / discharge (so that the remaining capacity is in an appropriate range). If the remaining capacity is excessively large, the charge / discharge power demand value Pb ′ is set on the discharge side,
If the remaining capacity is excessively small, the required charge / discharge power value P
b 'is set on the charging side, and even when the remaining capacity is within the above-mentioned appropriate range, the battery is slightly discharged when the remaining capacity is relatively large, and is slightly charged when the remaining capacity is relatively small. I do. The required charge / discharge power value Pb ′ is, for example, the remaining capacity stored in advance and the required charge / discharge power value Pb ′.
And can be obtained from the map.

Next, the required engine power value Pe ′ is
It is calculated from the equation e '= Pd' + Pb '(S104), and the determined required engine power value Pe' is transmitted to the internal combustion engine controller 13 (S106). Internal combustion engine control device 13
Determines an engine operating point for outputting the received engine power demand value Pe 'at the best engine efficiency based on a map that stores in advance, determines an intake air amount corresponding to the engine operating point, and determines The throttle valve opening is controlled based on the determined intake air amount, and an engine speed request value Ne ′, which is the value of the engine speed at the determined engine operating point, is transmitted to the hybrid controller 16.

The hybrid controller 16 receives the required engine speed Ne '(S108), and requests the torque T1' of the first rotating electric machine 1010 and the second rotating electric machine 10 '.
20 (S110), and outputs the required torque values T1 'and T2' to the drive device 14 (S112). Next, vibration suppression control which is a feature of the present embodiment will be described with reference to the flowchart shown in FIG. Although the vibration suppression control of this embodiment is performed in S1110 of the hybrid control device 16, it is needless to say that the drive device 14 may execute it.

First, it is checked whether or not the required engine speed Ne 'is 0 (S1100). If it is 0, the torque request value T1' is set to 0 and the routine proceeds to S1116, where the torque request value T 'is set.
2 ′ is calculated. If the required engine speed Ne 'is not 0, the actual engine speed Ne is read (S1).
104), a deviation Δω (= Ne−Ne ′) between the required engine speed Ne ′ and the actual engine speed Ne is obtained (S1106).

Next, it is determined whether or not the engine operating point is in a region where the engine vibration is large (here, a small torque low speed region such as an idling region) (S110).
8) If it is within the range, the control gain (also simply referred to as gain) G in the feedback control of the first rotating electrical machine is set to a large value G1 (S1110); otherwise, it is set to a small value G2 (S1112).

Next, a torque request value T1 'which is a torque to be generated by the first rotating electric machine 1010 is calculated. This torque request value T1 'is calculated as follows. T1 ′ = T1′o + ΔT1 = T1′o + (G + k) Δω−GΔωo where T1′o is the previous value of the torque request value T1 ′ and Δω.
o is the previous value of Δω, and k is a constant.

Thus, if the actual engine speed value Ne is larger than the engine speed request value Ne ', the torque request value T1' increases, and the torque T1 of the first rotating electric machine is increased.
(The torque transmitted from the first rotor to the second rotor) increases, and the engine is decelerated to approach the required engine speed Ne ′. Conversely, the actual engine speed Ne becomes equal to the required engine speed Ne. If it is smaller than '1', the torque request value T1 'becomes smaller, and the torque T1
(Torque transmitted from the first rotor to the second rotor) decreases, and the engine is accelerated to approach the engine speed required value Ne '. That is, the first rotating electric machine 1010
Engine speed Ne by the torque feedback control of
Converges to the required engine speed Ne ′.

What is important here is that the gain G1 is set larger than the gain G2. As a result, the engine damping effect can be enhanced in a region where the engine operating point is large, such as when the engine is idling. This will be described in more detail. The cycle variation of the engine torque due to each stroke of the engine 1 is S1
A periodic fluctuation of the engine speed detected at 104 and a periodic fluctuation of the deviation Δω calculated at S1106.

Therefore, in an operation region in which engine vibration due to the periodic fluctuation of the engine torque becomes large, the deviation Δ including the periodic fluctuation of the engine speed is obtained.
By setting the gain G to be multiplied by ω larger than the gain G in the other operation region and performing feedback control on the torque of the first rotating electric machine 1010, the fluctuation of the engine speed in the operation region where the engine vibration becomes large is strongly suppressed. As a result, engine vibration can be reduced.

This means that the engine vibration does not increase even in such a region where the engine vibration increases.
This means that the engine can be operated at the operating point where the engine vibration becomes large, and the fuel efficiency of the engine can be improved. In S1114, after determining the torque request value T1 'for the first rotating electric machine 1010, the torque request value T1' is subtracted from the vehicle driving torque request value Td 'and the torque request value to be output by the second rotating electric machine 1020. T2 'is calculated (S1116), and the process returns to step S112 of the routine shown in FIG. 3 to output these torque request values T1' and T2 'to the drive device 14.

Therefore, for the purpose of engine damping, the gain G is strengthened in the operating region where the engine vibration is large, so that the periodic fluctuation of the torque applied to the output shaft 2311 by the first rotating electric machine 1010 increases. However, this means that the second rotating electric machine 1020 applies an opposite phase and an equal amount of torque to the output shaft 2311, thereby preventing the vehicle driving torque from fluctuating and deteriorating the driving feeling.

[0031]

Embodiment 2 Another embodiment will be described with reference to the flowchart shown in FIG. This flowchart is a modification of the flowchart shown in FIG. 3, and only the modified S1120 and subsequent steps will be described. S112
0, the deviation Δω between the calculated required engine speed value Ne ′ and the actual engine speed value Ne (= Ne−N
e ′) is obtained (S1106).

Next, a torque request value T1 'which is a torque to be generated by the first rotating electric machine 1010 is calculated. This torque request value T1 'is calculated as follows. T1 ′ = T1′o + ΔT1 = T1′o + (G + k) Δω−GΔωo where T1′o is the previous value of the torque request value T1 ′ and f
(G · Δω) is a function value of the product of the gain G and the rotational speed deviation Δω.

Thus, as described above, the engine speed Ne converges to the required engine speed value Ne 'by the torque feedback control of the first rotating electric machine 1010.

Next, the required torque value T2 'to be output by the second rotary electric machine 1020 is calculated by subtracting the required torque value T1' from the required vehicle drive torque value Td '(S112).
0) Next, it is determined whether or not the engine operating point is in a region where the engine vibration is large (here, a small torque low rotation speed region such as an idling region) (S1124). Torque change amount Δ to be added to torque request value T1 ′ for damping the periodic fluctuation component
T1 and a torque change amount ΔT2 = −ΔT1 for canceling the influence of the change on the output shaft 2311 are obtained (S11).
26).

Here, the maximum value Tmax of the periodic fluctuation component of the engine torque is a function value of the engine speed and the engine torque and is obtained from the map. And the crank angle (or the rotation angle position of the first rotor)
The sine value sin2θ of θ is multiplied by the maximum value Tmax of the periodic variation component of the engine torque to obtain the current value of the maximum value Tmax of the periodic variation component of the engine torque. Since this embodiment uses a four-cylinder engine, it explodes twice during one revolution of the crankshaft.
θ, but is sin3θ for a six-cylinder engine. Also,
Here, the periodic variation component of the engine torque is a sine wave. However, if a more complicated waveform is used, the same calculation may be further performed for each harmonic component to obtain the sum of the components.

Next, the torque change values ΔT1 and T2 ′ are added to the required torque values T1 ′ and T2 ′ obtained in S1106 and S1120.
ΔT2 is added, and the current torque demand value T
1 ′ and T2 ′. In this manner, as in the case of the first embodiment, it is possible to reduce the driving feeling without deteriorating the driving feeling and operate the engine at the engine operating point where fuel consumption is high, even in the operating region where engine vibration increases. You can see that you can do it.

[Brief description of the drawings]

FIG. 1 is a system diagram of a control device for a hybrid electric vehicle according to a first embodiment.

FIG. 2 is a sectional view of the power transmission means 10 of FIG.

FIG. 3 is a flowchart illustrating a control operation of the control device of FIG. 1;

FIG. 4 is a flowchart illustrating a vibration suppression control operation of the control device of FIG. 1;

FIG. 5 is a flowchart showing a control operation of the control device of FIG. 1 in another embodiment.

[Explanation of symbols]

1 is an internal combustion engine (engine), 10 is power transmission means, 15
Is a power storage means, 2010 is a first rotor, 2310 is a second rotor of the first rotating electric machine and a rotor of the second rotating electric machine, 3
010 is a stator, 1010 is a first rotating electric machine, 102
0 is a second rotating electric machine, 13 is an internal combustion engine control device (control means), 14 is a drive device (control means), and 16 is a hybrid control device (control means).

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 11/14 B60K 6/02 F02D 29/02 F02D 29/06

Claims (5)

(57) [Claims] An engine, power storage means, power transmission means for transmitting energy between the engine and the power storage means and a vehicle drive shaft, and control means for controlling the power transmission means; A first rotating electric machine for determining an engine speed for transmitting and receiving torque between the engine and the vehicle drive shaft, and a second rotating electric machine for generating vehicle driving torque for transmitting and receiving torque to and from the vehicle drive shaft. The control means includes an engine based on the driving operation information and the vehicle speed.
A power demand value is calculated, and the power demand value is calculated based on the engine power demand value.
The engine speed command value is determined based on the measured actual engine speed value and a parameter relating to a function value between the deviation and the gain of the engine speed command value. In the control device for a hybrid electric vehicle that determines a torque command value of the electric machine, the control unit causes the first rotating electric machine to transmit a vibration suppression torque that fluctuates in a phase opposite to a periodic fluctuation of the engine torque to the engine, and wherein the torque of the vibration in opposite phase produced by the reaction of the damping torque conduct damping control for generating the second rotary electric machine, an engine vibration due to the periodic variation of the engine torque is large
Only when the engine operating point is within the threshold
A control device for a hybrid electric vehicle, wherein the vibration suppression control is performed by increasing the number of vehicles. 2. The control apparatus for a hybrid electric vehicle according to claim 1, wherein said control means has a low engine speed and a torque of said engine.
When the engine operating point is in an area where
A control device for a hybrid electric vehicle, wherein a gain is increased . 3. An engine, a power storage means, and the engine and the power storage means.
Of energy transmission between the power storage means and the vehicle drive shaft
Force transmission means, and control means for controlling the power transmission means
Wherein the power transmission means includes the engine and the vehicle.
Determining engine speed to transfer torque to and from drive shaft
For transmitting and receiving torque to and from the first rotating electrical machine for the vehicle
A second rotating electric machine for generating vehicle driving torque,
The control means controls the engine based on the driving operation information and the vehicle speed.
A power demand value is calculated, and the power demand value is calculated based on the engine power demand value.
The engine speed command value is determined based on the
Engine speed and the engine speed command value deviation and
Based on a parameter relating to a function value with a gain.
A torque command value of the first rotating electric machine in a direction to converge the difference.
Determine hybrid electric vehicle control device
The control means may determine a position of the engine operating point related to the engine vibration.
Based on the gain and the deviation determined based on
Calculating the torque command value of the first rotating electric machine and a previous calculation.
Of the torque command value, which is the difference from the torque command value
By determining the change amount, the cycle of the engine torque is determined.
The vibration damping torque that fluctuates in a phase opposite to the fluctuation
Machine to the engine and
Vibration caused by bundling and reaction caused by the vibration damping torque
For generating torque in the second rotating electric machine in a phase opposite to that of the second rotating electric machine.
A hybrid electric vehicle
Control device. 4. An engine, a power storage means, a power transmission means for transmitting energy between the engine and the power storage means and a vehicle drive shaft, and a control means for controlling the power transmission means, wherein the power transmission means Comprises a first rotating electric machine for determining an engine speed and a second rotating electric machine for generating a vehicle driving torque, wherein the control means controls the engine speed based on driving operation information and vehicle speed. A command value and an engine torque command value are determined, and the first rotation is performed in a direction to converge the difference based on a measured actual engine speed value and a parameter relating to a function value of a difference between the engine speed command value and a gain. In a control apparatus for a hybrid electric vehicle that determines a torque command value of an electric machine, the control unit may be configured to control a region in which engine vibration due to a periodic fluctuation of engine torque is large. Control apparatus for a hybrid electric vehicle, characterized in if there is an engine operating point, to increase the gain within. 5. The hybrid electric vehicle according to claim 4, wherein said control means causes said second rotating electric machine to generate a torque having a phase opposite to said vibration damping torque. Control device.