JP4411795B2 - Drive device and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent generation of noises and to output required output to a drive shaft. SOLUTION: When the output shaft of an engine and a CVT are directly connected mechanically in order not to cause slipping, the target number of revolutions Ni* of an input shaft is set from a target torque Ti* requested by the CVT input shaft and a map for booming noises counter-measure (S106), and a limit torque Tlow is set from the then number of revolutions Ni of an input shaft and the map for the booming noise counter-measure (S106). When the target torque Ti* is larger than the limit torque Tlow, the limit torque is set to the engine target torque Te*, and at the same time, lacking toque is set to the torque command Tm of the motor 40 (S110-S116). When the target toque Ti* is lower than the limit torque Tlow, the target torque Ti* is set to the engine target torque Te* (S118) to execute an operation control of the engine, motor and CVT.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive device, and more particularly, a transmission capable of mechanically connecting an internal combustion engine and an output shaft of the internal combustion engine without slipping and performing a shift between the output shaft and the drive shaft of the internal combustion engine. It is related with a drive device provided with these.
[0002]
[Prior art]
Conventionally, as this type of driving apparatus, an apparatus in which an internal combustion engine, a continuously variable transmission, and a generator motor are connected using a planetary gear has been proposed (for example, JP-A-9-37411). In this drive device, an internal combustion engine is connected to the ring gear of the planetary gear, an electric motor is connected to the sun gear, and a continuously variable transmission is connected to the carrier. The internal combustion engine is operated at the point, and the output from the internal combustion engine is output as a required output to the drive shaft by the rotational speed control of the generator motor and the torque ratio control of the continuously variable transmission. In addition, the drive device includes a clutch that connects and fixes the sun gear and the ring gear to rotate the sun gear, the ring gear, and the carrier as a unit, and by connecting the clutch, the output shaft of the internal combustion engine is continuously connected. The output shaft of the internal combustion engine can be directly output to the drive shaft via a shift by a continuously variable transmission by connecting to the input shaft of the transmission.
[0003]
[Problems to be solved by the invention]
However, in such a drive device, if the required output is changed in a state where the output shaft of the internal combustion engine and the input shaft of the continuously variable transmission are connected, abnormal noise may be generated. The target operating point of the internal combustion engine is also changed by changing the transmission ratio of the continuously variable transmission in response to the change in the required output, but the target operating point is not changed instantaneously. In some cases, an unexpectedly high torque is output from the internal combustion engine during a transition period until the internal combustion engine is operated. At this time, a so-called booming noise may be generated with the output of the high torque. Such abnormal noises such as a booming sound give the operator a sense of incongruity and lead to a deterioration in operation feeling.
[0004]
One of the objects of the drive device of the present invention is to prevent the generation of abnormal noise. Another object of the drive device of the present invention is to reduce the operating state in which abnormal noise occurs. Furthermore, the drive device of the present invention has an object of outputting a required output to the drive shaft.
[0005]
[Means for solving the problems and their functions and effects]
The drive device of the present invention employs the following means in order to achieve at least a part of the above object.
[0006]
The drive device of the present invention is
A drive device comprising: an internal combustion engine; and a transmission capable of mechanical connection without slippage with the output shaft of the internal combustion engine and performing a shift between the output shaft and the drive shaft of the internal combustion engine,
When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, an operation region that does not cause a humming noise is set as a non-humid sound operation region among the operable operation regions of the internal combustion engine. Non-humid sound driving region setting means to
When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is an operation point within the non-overhead noise operation region set by the non-overhead noise operation region setting means. Driving control means for driving and controlling the internal combustion engine and the transmission to be driven;
It is a summary to provide.
[0007]
In the drive device of the present invention, when the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is operated at an operating point in the non-humid noise operation region. Since the transmission and the operation are controlled, it is possible to prevent the generation of abnormal noise such as so-called booming noise. Here, the “non-humid sound operation region” depends on the characteristics of the internal combustion engine, the transmission, and the like constituting the drive device, and can be set by experimentation or the like. In addition, “mechanical connection without slippage with the output shaft of the internal combustion engine is possible” means that mechanical connection without slippage with the output shaft of the internal combustion engine is made by operating the connection mechanism such as the clutch or brake. It is intended to include those that can be made, and is not limited to those that are always mechanically connected without slipping.
[0008]
In such a drive device of the present invention, the operation control means may be means for controlling the operation of the internal combustion engine and the transmission so that the operation efficiency of the internal combustion engine is increased. In this way, the efficiency of the device can be further increased.
[0009]
The drive apparatus of the present invention further includes request output receiving means for receiving a request output to the drive shaft, and the operation control means outputs the request output received by the request output receiving means from the internal combustion engine. The internal combustion engine and the transmission may be means for controlling the operation. In this way, the received request output can be output to the drive shaft.
[0010]
In the drive device of the present invention that receives and controls the request output, the drive device includes an operation state detection unit that detects an operation state of the internal combustion engine or an operation state of the transmission, and the operation control unit detects the operation state detection Operating point calculating means for calculating an operating point for outputting the required output from the internal combustion engine in the operating state detected by the means, and when the calculated operating point is outside the non-humid sound operating area, Operating point correcting means for correcting the operating point so as to be within, and means for controlling the operation of the internal combustion engine and the transmission so that the internal combustion engine is operated at the calculated or corrected operating point. It can also be. In this way, even if the received request output changes suddenly, no abnormal noise such as a booming sound is generated. In this aspect of the drive device of the present invention, the operating point correcting means may be means for correcting the operating point to be within the non-humid sound operating region by correcting the rotational speed. Furthermore, in the driving apparatus of the present invention of this aspect, the operating point correcting means may be means for correcting the operating point so that the required output is output from the internal combustion engine. In this way, the required output can be output to the drive shaft.
[0011]
In the drive device of the present invention in which the operation point is corrected so that the required output is output from the internal combustion engine, the operation control unit is configured to operate the internal combustion engine at the operation point corrected by the operation point correction unit. In a transient state where the operation of the internal combustion engine and the transmission is controlled, the internal combustion engine is operated at an operation point outside the non-humid sound operation region where the required output can be output from the internal combustion engine under predetermined conditions. It may be a means for controlling the operation of the internal combustion engine and the transmission. In this way, the required output can be output to the drive shaft even during a transition, although there is a slight amount of humming noise under a predetermined condition.
[0012]
Further, in the drive device of the present invention in which the operation point is corrected so that the required output is output from the internal combustion engine, the output shaft of the internal combustion engine, the input shaft of the transmission, and the drive shaft as the output shaft of the transmission And an electric power supply means capable of supplying electric power to the electric motor, and the operation control means operates the internal combustion engine at an operation point corrected by the operation point correction means. A transient operation point setting means for setting an operation point of the internal combustion engine at the time of transition in the non-humid noise operation region at the time of transition to control the operation of the internal combustion engine and the transmission. The electric motor is operated such that an output of a deviation between the output of the internal combustion engine and the required output when the internal combustion engine is operated at a set operation point at the time of transition is output from the electric motor. Gosuru may be assumed to be unit. In this way, it is possible to output the required output to the drive shaft without generating a booming noise during the transition. The drive device according to the present invention of this aspect further includes a power supply capability state detection unit that detects a power supply capability state of the power supply unit, and the operation control unit includes the power supply detected by the power supply capability state detection unit. The internal combustion engine at an operating point outside the non-humidity operation region where the required output can be output from the internal combustion engine under a predetermined condition when the capacity state is an inappropriate state of power supply from the power supply means to the motor. It may be a means for controlling the operation of the internal combustion engine and the transmission so that the engine is operated. By doing so, even if the power supply from the power supply means to the electric motor is not appropriate, the required output can be output to the drive shaft under some conditions, although some noise is generated. In the driving apparatus of the present invention having such an electric motor, the power supply means is a secondary battery, the power supply capacity state detection means is means for detecting a remaining capacity of the secondary battery, and the operation control means May be a means for controlling that the power supply from the power supply means to the electric motor is not appropriate when the remaining capacity of the secondary battery is not more than a predetermined value.
[0013]
In the driving apparatus of the present invention in which the internal combustion engine is operated at an operating point outside the non-humid sound operation region under such a predetermined condition, the operation control means includes the operation point outside the non-humid sound operation region as the predetermined condition. The torque may be a means using a condition that makes the torque equal to or lower than the maximum torque that can be output from the internal combustion engine with respect to the rotational speed of the internal combustion engine during the transition. In this way, the load on the internal combustion engine is not excessive.
[0014]
Further, in the driving device of the present invention in which the internal combustion engine is operated at an operation point outside the non-humid sound operation region under a predetermined condition, the operation control means is capable of outputting the required output as the predetermined condition. The deviation between the torque corresponding to the rotational speed of the internal combustion engine at the time of transition and the maximum torque of the operating points in the non-humidity operation region with respect to the rotational speed of the internal combustion engine at the time of transition is predetermined. It can also be a means using a condition that is equal to or greater than the value. In this way, when the required output increases rapidly, priority can be given to the response to the required output even if some abnormal noise such as a booming sound occurs.
[0015]
Alternatively, in the drive device of the present invention in which the internal combustion engine is operated at an operating point outside the non-humid sound operation region under a predetermined condition, request receiving means for receiving an output request from the operator to the drive shaft, and the drive A drive shaft state detection means for detecting a drive state of the shaft, and an outside of the non-humid sound operation region in a transient state set based on an output request to the drive shaft by an operator and the drive state of the drive shaft; An out-of-region operation point storage means for storing the operation point, wherein the operation control means is a request received by the request reception means as the predetermined condition and a drive shaft operation state detected by the drive shaft state detection means. And a condition for deriving the operating point of the internal combustion engine based on the operating point stored in the out-of-region storage means. It can also be. By so doing, it is possible to give priority to the response to the requested output even if some abnormal noise such as a squeaking noise occurs with respect to the sudden increase in the requested output by the operator. In this aspect of the drive device of the present invention, the out-of-range operation point setting means sets the operation point so as to gradually change from the operation point in the non-humid sound operation region in the vicinity of the region boundary of the non-humid sound operation region. It can also be assumed. In this way, it is possible to prevent the operating point set near the region boundary of the non-humid sound operation region from changing suddenly. Further, in the driving apparatus of the present invention having such an aspect, the out-of-range operation point setting means includes an accelerator opening as a request for the output of the drive shaft and an internal combustion engine side of the transmission as an operation state of the transmission. A map showing a relationship between the rotational speed of the rotary shaft and the operating point outside the non-humid sound operation region, and means for setting an operating point outside the non-humid sound operation region using the map; You can also
[0016]
In the drive device of the present invention in which the operation point is corrected so that the required output is output from the internal combustion engine, the operation point correction means includes the accelerator opening as the output request of the drive shaft and the operation state of the transmission. And a map showing the relationship between the rotational speed of the rotary shaft on the internal combustion engine side of the transmission and the operating point in the non-humid sound operating region, and using the map, the operating point that falls within the non-humid sound operating region It can also be a means to correct to.
[0017]
In the driving apparatus of the present invention, the transmission may be a continuously variable transmission. The drive device according to the present invention of this aspect may include a mechanical connection means having a planetary gear mechanism and capable of mechanical connection without slipping between the output shaft of the internal combustion engine and the transmission. .
[0018]
The method for controlling the drive device of the present invention includes:
A control method for a drive device comprising: an internal combustion engine; and a transmission that can be mechanically connected to the output shaft of the internal combustion engine without slipping and that shifts between the output shaft and the drive shaft of the internal combustion engine. And
(A) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, out of the operation areas in which the internal combustion engine can be operated, the operation area without the loud noise is set to be non-humid sound operation. Set as area,
(B) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is operated at an operating point within the set non-humid noise operation region. Operation control of the internal combustion engine and the transmission
This is the gist.
[0019]
In the drive device control method according to the present invention, when the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is operated at an operation point in the non-humid noise operation region. Since the operation of the internal combustion engine and the transmission is controlled, it is possible to prevent the generation of abnormal noise such as a so-called booming noise. Here, the “non-humid operation region” and “mechanical connection without slippage with the output shaft of the internal combustion engine” are the same as described above.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Next, embodiments of the present invention will be described using examples. FIG. 1 is a configuration diagram showing an outline of the configuration of an in-vehicle drive device 20 according to an embodiment of the present invention. As shown in the figure, the drive device 20 of the embodiment includes an engine 22, a planetary gear 30 connected to a crankshaft 24 as an output shaft of the engine 22, a motor 40 capable of generating power connected to the planetary gear 30, and the planetary gear 30. And a CVT 50 as a continuously variable transmission connected to the drive wheels 66a and 66b via a differential gear 64, and a hybrid electronic control unit 70 for controlling the entire apparatus.
[0021]
The engine 22 is an internal combustion engine that outputs power using a hydrocarbon fuel such as gasoline or light oil. The crankshaft 24 of the engine 22 generates electric power to be supplied to an auxiliary machine (not shown) and starts the engine 22. A starter motor 26 is attached by a belt 28. Operation control of the engine 22, for example, fuel injection control, ignition control, intake air amount adjustment control, and the like are performed by an engine electronic control unit (hereinafter referred to as engine ECU) 29. The engine ECU 29 communicates with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.
[0022]
The planetary gear 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a first pinion gear 33 meshing with the sun gear 31, the first pinion gear 33, the ring gear 32, and the like. A meshing second pinion gear 34, a carrier 35 that holds the first pinion gear 33 and the second pinion gear 34 so as to rotate and revolve freely, and perform differential action with the sun gear 31, the ring gear 32, and the carrier 35 as rotational elements. The crankshaft 24 of the engine 22 is connected to the sun gear 31 of the planetary gear 30, and the rotating shaft 41 of the motor 40 is connected to the carrier 35. The output of the engine 22 is input from the sun gear 31 and the motor 40 is connected via the carrier 35. And output can be exchanged. The carrier 35 can be connected to the input shaft 51 of the CVT 50 by the clutch C1 and the ring gear 32 by the clutch C2. By connecting the clutch C1 and the clutch C2, the sun gear 31, the ring gear 32, and the carrier 35 are connected. The differential by the two rotating elements is prohibited, and the crankshaft 24 of the engine 22, the rotary shaft 41 of the motor 40, and the input shaft 51 of the CVT 50 are made a single rotary body. The planetary gear 30 is also provided with a brake B1 that fixes the ring gear 32 to the case 39 and prohibits its rotation.
[0023]
The motor 40 is configured, for example, as a known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges electric power with the secondary battery 44 via an inverter 43. The motor 40 is driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 49. The motor ECU 49 manages signals necessary for driving and controlling the motor 40 and the secondary battery 44. Necessary signals, for example, a signal from a rotational position detection sensor 45 for detecting the rotational position of the rotor of the motor 40, a phase current applied to the motor 40 detected by a current sensor (not shown), and a terminal of the secondary battery 44 The voltage between terminals from the installed voltage sensor 46, the charge / discharge current from the current sensor 47 attached to the power line from the secondary battery 44, the battery temperature from the temperature sensor 48 attached to the secondary battery 44, etc. The motor ECU 49 outputs a switching control signal to the inverter 43. The motor ECU 49 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor 47 in order to manage the secondary battery 44. The motor ECU 49 is in communication with the hybrid electronic control unit 70, and controls the drive of the motor 40 by a control signal from the hybrid electronic control unit 70, and the operation state of the motor 40 and the secondary battery 44 as necessary. Is output to the hybrid electronic control unit 70.
[0024]
The CVT 50 includes a primary pulley 53 that can be changed in groove width and connected to the input shaft 51, a secondary pulley 54 that is also changeable in groove width and connected to an output shaft 52 as a drive shaft, and a primary pulley 53 and a secondary pulley. 54, a belt 55, and a first actuator 56 and a second actuator 57 that change the groove widths of the primary pulley 53 and the secondary pulley 54. The primary actuator 53 and the second actuator 57 By changing the groove width of the secondary pulley 54, the power of the input shaft 51 is steplessly changed and output to the output shaft 52. Control of the transmission ratio of the CVT 50 is performed by a CVT electronic control unit (hereinafter referred to as CVTECU) 59. The CVTECU 59 receives the rotational speed of the input shaft 51 from the rotational speed sensor 61 attached to the input shaft 51 and the rotational speed of the output shaft 52 from the rotational speed sensor 62 attached to the output shaft 52. A drive signal to the first actuator 56 and the second actuator 57 is output from the CVTECU 59. The CVTECU 59 is in communication with the hybrid electronic control unit 70, controls the transmission ratio of the CVT 50 by a control signal from the hybrid electronic control unit 70, and transmits data regarding the operating state of the CVT 50 as necessary. Output to the control unit 70.
[0025]
The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a shift position sensor 81 that detects the rotational speed Ni of the input shaft 51 from the rotational speed sensor 61, the rotational speed No of the output shaft 52 from the rotational speed sensor 62, and the operating position of the shift lever 80. Shift position SP from the accelerator pedal, accelerator pedal position sensor 83 for detecting the depression amount of the accelerator pedal 82, accelerator opening Acc from the pedal position sensor 83, brake pedal position sensor 85 for detecting the depression amount of the brake pedal 84, brake pedal position BP, vehicle speed sensor The vehicle speed V from 86 is input via the input port. Further, the hybrid electronic control unit 70 outputs a drive signal to the clutch C1 and the clutch C2, a drive signal to the brake B1, and the like via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 29, the motor ECU 49, and the CVTECU 59 via the communication port, and exchanges various control signals and data with the engine ECU 29, the motor ECU 49, and the CVTECU 59. ing.
[0026]
Next, the operation of the driving device 20 of the embodiment configured as described above, particularly the operation when the clutch C1 and the clutch C2 are in the connected state will be described. FIG. 2 is a flowchart showing an example of a control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every 8 msec).
[0027]
When the control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first detects the accelerator opening Acc detected by the accelerator pedal position sensor 83, the vehicle speed V detected by the vehicle speed sensor 86, the rotational speed sensor 61, and the rotation. Signals necessary for control, such as the rotational speed Ni of the input shaft 51 detected by the number sensor 62, the rotational speed No of the output shaft 52, the remaining capacity (SOC) of the secondary battery 44 calculated by the motor ECU 49 and input by communication. A reading process is executed (step S100). Subsequently, a target torque To * on the output shaft 52 is calculated based on the read accelerator opening Acc and the vehicle speed V (step S102). The calculation of the target torque To * may be performed by obtaining a relational expression for obtaining the target torque To * through experiments using the accelerator opening Acc and the vehicle speed V as variables, and calculating the target torque To * using the relational expression. The relationship between the degree Acc, the vehicle speed V, and the target torque To * is obtained through experiments and stored in advance in the ROM 74 as a target torque map. When the accelerator opening Acc and the vehicle speed V are given, the target torque stored in the ROM 74 is stored. The corresponding target torque To * may be derived from the map. In the embodiment, the target torque To * is derived using the target torque map. FIG. 3 shows an example of the tendency of the relationship among the accelerator opening Acc, the vehicle speed V, and the target torque To * in the target torque map.
[0028]
When the target torque To * on the output shaft 52 is thus calculated, the target torque Ti * on the input shaft 51 is calculated using the calculated target torque To * and the transmission ratio of the CVT 50 (step S104). This calculation can be performed by the following equation (1) using the rotational speed Ni of the input shaft 51 and the rotational speed No of the output shaft 52.
[0029]
[Expression 1]
Ti * = To * × No / Ni (1)
[0030]
Next, a minimum noise level corresponding to the target torque Ti * is determined by using a muffled noise countermeasure map in which a non-humid noise region in which a muffled noise is not generated with respect to the engine speed and engine torque obtained in advance by experiments or the like for the engine 22 is used. The engine speed is derived, and the derived minimum engine speed is set to the target speed Ni * of the input shaft 51 (step S106). An example of the muffled noise countermeasure map is shown in FIG. In FIG. 4, a solid curve A is a boundary line indicating a boundary represented by the minimum engine speed in the non-humid sound region, and the non-humid sound region is on the upper left side of the solid curve A. A broken line curve B is a curve showing the relationship between the rotational speed of the engine 22 and the maximum torque not considering the booming noise. The operating point of the solid curve A is set as a region where the efficiency of the engine 22 is high, although the efficiency is slightly inferior to the operating point of the operating point of the broken curve B. In the embodiment, the process of step S106 is a process of setting the minimum engine speed Ni * corresponding to the solid curve A as the target speed Ni * for the target torque Ti * as shown in FIG.
[0031]
Next, the torque corresponding to the rotational speed Ni of the input shaft 51 is set as the limit torque Tlow from the muffle noise countermeasure map (curve A in FIG. 4) (step S108). Here, the limit torque Tlow is the maximum torque in the inner region of the booming noise corresponding to the current rotational speed Ni of the input shaft 51. Then, the target torque Ti * and the limit torque Tlow are compared (step S110), and the read remaining capacity (SOC) is compared with the threshold value Sref (step S112). Here, the threshold value Sref is a value of the remaining capacity (SOC) set as a boundary value for stopping power supply from the secondary battery 44 to the motor 40 during acceleration, and depends on the performance of the secondary battery 44 and the motor 40. Is set.
[0032]
When the target torque Ti * is greater than the limit torque Tlow and the remaining capacity (SOC) is equal to or greater than the threshold value Sref, the remaining capacity (SOC) of the secondary battery 44 is sufficient, but the current rotational speed Ni of the input shaft 51 is from the engine 22. When a torque of the target torque Ti * is output, it is determined that a booming noise is generated, the limit torque Tlow is set to the target torque Te * of the engine 22 (step S114), and the deviation between the target torque Ti * and the limit torque Tlow is determined by the motor. The torque command Tm * is set to 40 (step S116), the engine 22 is controlled so that the target torque Te * is output from the engine 22, and the motor 40 is controlled so that the torque of the torque command Tm * is output from the motor 40. CVT 50 so that the input shaft 51 rotates at the target rotational speed Ni *. By controlling the T50 (step S122), and terminates this routine. Specifically, in step S122, the hybrid electronic control unit 70 outputs a target torque Te * to the engine ECU 29, a torque command Tm * to the motor ECU 49, and a target rotational speed Ni * to the CVTECU 59 as control signals. As a result, the engine ECU 29 controls the engine 22 so that the target torque Te * is output from the engine 22, and the motor ECU 49 controls the motor 40 so that the torque of the torque command Tm * is output from the motor 40. The CVT ECU 59 controls the CVT 50 so that the input shaft 51 rotates at the target rotational speed Ni *.
[0033]
When the target torque Ti * is equal to or lower than the limit torque Tlow, it is determined that no booming noise is generated even if the target torque Ti * is output from the engine 22, and the target torque Ti * is set to the target torque Te * (step S118). Then, a value 0 is set to the torque command Tm * of the motor 40 (step S120), the engine 22 is controlled so that the target torque Te * is output from the engine 22, and the torque (value 0) of the torque command Tm * is output from the motor 40. Torque) is output, the CVT 50 is controlled so that the input shaft 51 of the CVT 50 rotates at the target rotational speed Ni * (step S122), and this routine ends.
[0034]
When the target torque Ti * is larger than the limit torque Tlow, but the remaining capacity (SOC) is less than the threshold value Sref, it is determined that a noise is generated but the required torque needs to be output, and the target torque Te * is set to the target torque. Ti * is set (step S118), the torque command Tm * of the motor 40 is set to 0 (step S120), the engine 22 is controlled so that the target torque Te * is output from the engine 22, and the motor 40 This motor 40 is controlled so that the torque command Tm * torque (torque value 0) is output, and the CVT 50 is controlled so that the input shaft 51 of the CVT 50 rotates at the target rotational speed Ni * (step S122). Exit.
[0035]
According to the drive device 20 of the embodiment described above, the input shaft 51 set as the operation point in the operation region where no noise is generated rotates at the target rotational speed Ni * and outputs the target torque Ti * from the engine 22. Since the engine 22 and the CVT 50 are controlled to operate at points, the generation of abnormal noise such as a booming noise from the drive device 20 can be suppressed. In addition, when the remaining capacity (SOC) of the secondary battery 44 is sufficient during the transition until the engine 22 and the CVT 50 are operated at the operation point set in the operation region without the noise, the operation region without the noise In addition, the engine 22 is operated and the insufficient torque is output from the motor 40, so that the requested torque can be output without generating abnormal noise such as a booming noise. Further, when the remaining capacity (SOC) of the secondary battery 44 at the time of transition is not sufficient, the target torque Ti * is set to the target torque Te *, so that the required torque can be output although some noise is generated. it can.
[0036]
In the driving device 20 according to the embodiment, the engine 22 and the CVT 50 are operated at a driving point set in an operating region where there is no humming noise, and are insufficient depending on the remaining capacity (SOC) of the secondary battery 44. Although the torque to be output is output from the motor 40, the torque that is insufficient at the time of transition may not be output from the motor 40. The control routine in this case is shown in FIG. In the control routine of FIG. 5, no torque is output from the motor 40. Therefore, compared to the control routine of FIG. 2, there is no setting process for the torque command Tm * of the motor 40 in steps S116 and S120. 40 control has been deleted (step S122a). By doing this, it is possible to prevent the generation of abnormal noise such as a booming noise, although the torque required during the transition may not be output.
[0037]
In the driving device 20 of the embodiment, it is assumed that a certain amount of time is required for changing the transmission ratio of the CVT 50. That is, it takes a certain amount of time to control the CVT 50 so that the input shaft 51 rotates at the target rotational speed Ni *. For this reason, in consideration of a transition time, when the target torque Ti * is generated when the target torque Ti * is output from the engine 22 rotating at the rotational speed Ni of the input shaft 51, the target torque Ti * is limited to the limit torque Tlow. . However, if the change in the gear ratio of the CVT 50 is instantaneous or about the time required for changing the torque of the engine 22, there is no need to consider the transition. In this case, that is, when it is not necessary to consider a certain amount of time for changing the transmission ratio of the CVT 50, the control routine of FIG. 6 can be executed instead of the control routine of FIG. In the control routine of FIG. 6, the control of the CVT 50 does not greatly lag the control of the engine 22, so the target torque Ti * is simply set to the target torque Te * of the engine 22 (step S 118 b), The CVT 50 is controlled to be a target value (step S122b). Also in this case, it is a matter of course that no abnormal noise such as a booming noise is generated.
[0038]
In the driving device 20 of the embodiment, when the remaining capacity (SOC) of the secondary battery 44 is not sufficient at the time of transition until the engine 22 and the CVT 50 are operated at the operation point set in the operation region where there is no noise, Although the target torque Ti * is set to the target torque Te * of the engine 22 and the requested torque is output even if a booming noise is generated, the target torque Te * of the engine 22 is requested to be set by setting the limit torque Tlow. The generated torque may not be output, but may not generate a muffled sound. Further, according to the requested torque, the requested torque may be output even if a muffled sound is generated, or the requested torque may not be output, but the muffled sound may not be generated. In this case, the control routine of FIG. 7 may be executed instead of the control routine of FIG. In the control routine of FIG. 7, when the target torque Ti * is greater than the limit torque Tlow and the remaining capacity (SOC) is less than the threshold value Sref, the engine 22 is determined from the torque setting map using the accelerator opening Acc and the rotational speed Ni. The target torque Te * is derived and set (step S118c), and a value 0 is set for the torque command Tm * of the motor 40 (step S120c). Here, the torque setting map is a map created by presetting the target torque Te * corresponding to the accelerator opening Acc and the rotational speed Ni. When the accelerator opening Acc is small even at the same rotational speed Ni, the driving is performed. The torque requested by the driver is relatively small, and it can be determined that the driver does not strongly request a change in torque. Therefore, the torque in the non-humid sound operation region, that is, the limit torque Tlow is set as the target torque Te * of the engine 22. When the accelerator opening degree Acc is large, the torque requested by the driver is relatively large, and it can be determined that the driver strongly requests a change in torque. The target torque Ti * is set as the target torque Te * of the engine 22 so as to output. An example of this torque setting map is shown in FIG. In the example of the torque setting map of FIG. 8, when the accelerator opening Acc is less than the opening A1, the limit torque Tlow in the non-humid sound operation region is set to the target torque Te * of the engine 22, and the accelerator opening Acc is When the opening is greater than or equal to the opening A2, the target torque Ti * is set to the target torque Te * of the engine 22 even outside the non-humid sound region. When the accelerator opening Acc is between the opening A1 and the opening A2, the maximum torque is set as an operating point outside the non-humid sound operation range so that the maximum value of the limit torque Tlow gradually matches the maximum value of the engine torque. Then, the target torque Ti * is limited within the range and set to the target torque Te * of the engine 22. FIG. 9 shows an example of the relationship between the accelerator opening Acc and the maximum torque value set as the target torque Te * of the engine 22 when the rotational speed Ni is fixed at a certain rotational speed. In the figure, the broken line C indicates the maximum value of the set torque, the broken line D indicates the maximum torque of the engine 22, and the broken line E indicates the maximum torque in the non-cloudy operation sound region. As shown in the figure, between the opening A1 and the opening A2 of the accelerator opening Acc, the maximum value of the torque that is set gradually changes from the maximum torque in the non-humid sound operation region to the maximum torque of the engine 22. Is set to
[0039]
The process of setting the target torque Te * of the engine 22 using such a torque setting map does not need to be combined with the process of outputting the torque that is insufficient according to the remaining capacity (SOC) of the secondary battery 44 from the motor 40. Even when the target torque Ti * is larger than the limit torque Tlow, the present invention may be applied to processing that does not output torque from the motor 40. The control routine in this case is shown in FIG. When the target torque Te * of the engine 22 is set using the torque setting map, there is no need to compare the target torque Ti * and the limit torque Tlow, so that the limit torque Tlow is set. After the above process, a process for deriving and setting the target torque Te * of the engine 22 from the torque setting map using the accelerator opening Acc and the rotational speed Ni is performed (step S118d), and the engine 22 and the CVT 50 have the target values. It controls to drive (step S122d).
[0040]
In the drive device 20 of the embodiment described above and the modification thereof, the CVT 50 is connected to the crankshaft 24 of the engine 22 via the planetary gear 30. However, the problem that the muffled noise occurs is that the crankshaft 24 and the CVT 50 are mechanically Since it can be considered in the same way as long as it is connected so as to be in a direct connection state, a torque converter with a lock-up mechanism may be used instead of the planetary gear 30. In this case, a mode in which insufficient torque is output from the motor 40 cannot be used. However, if the motor 40 is attached to the crankshaft 24, the input shaft 51, or the output shaft 52, it can be similarly handled. In the embodiment, the CVT 50, which is a belt-type continuously variable transmission, is used as a transmission. However, a configuration using a toroidal-type continuously variable transmission or a configuration using a stepped transmission may be used.
[0041]
In the driving device 20 of the embodiment and its modification, based on a control signal from the hybrid electronic control unit 70, the engine ECU 29 controls the operation of the engine 22, the motor ECU 49 controls the driving of the motor 40, and the CVTECU 59 controls the CVT 50. Although the operation control is performed, the hybrid electronic control unit 70 may directly control the engine 22, the motor 40, and the CVT 50. In this case, each control may be performed by interrupt processing.
[0042]
In the drive device 20 of the embodiment and its modification, the drive device 20 is described as being mounted on a vehicle. However, the drive device 20 can be applied to any drive device in which a humming noise is a problem with respect to a required change in torque. The drive device 20 according to the embodiment may be mounted on a moving body such as a ship or an aircraft other than the vehicle, or may be incorporated into a fixed power device that does not move.
[0043]
The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.
[Brief description of the drawings]
FIG. 1 is a configuration diagram showing an outline of a configuration of an in-vehicle drive device 20 according to an embodiment of the present invention.
FIG. 2 is a flowchart showing an example of a control routine executed by the hybrid electronic control unit 70;
FIG. 3 is an explanatory diagram showing an example of a tendency of a relationship among an accelerator opening Acc, a vehicle speed V, and a target torque To * in a target torque map.
FIG. 4 is an explanatory diagram showing an example of a muffled sound countermeasure map.
FIG. 5 is a flowchart showing a modified control routine;
FIG. 6 is a flowchart showing a control routine of a modified example.
FIG. 7 is a flowchart showing a modified control routine;
FIG. 8 is an explanatory diagram showing an example of a torque setting map.
FIG. 9 is an explanatory diagram for explaining an example of the relationship between the accelerator opening Acc and the maximum torque value set as the target torque Te * of the engine 22 when the rotational speed Ni is fixed to a certain rotational speed.
FIG. 10 is a flowchart showing a modified control routine;
[Explanation of symbols]
20 drive unit, 22 engine, 24 crankshaft, 26 starter motor, 28 belt, 29 engine electronic control unit (engine ECU), 30 planetary gear, 31 sun gear, 32 ring gear, 33 first pinion gear, 34 second pinion gear, 35 carrier , 39 Case, 40 Motor, 41 Rotating shaft, 43 Inverter, 44 Secondary battery, 45 Rotation position detection sensor, 46 Voltage sensor, 47 Current sensor, 48 Temperature sensor, 49 Motor electronic control unit (motor ECU), 50 CVT , 51 Input shaft, 52 Output shaft, 53 Primary pulley, 54 Secondary pulley, 55 Belt, 56 First actuator, 57 Second actuator, 59 CVT electronic control unit (CVTECU), 6 1,62 Rotational speed sensor, 64 Differential gear, 66a, 66b Drive wheel, 70 Hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 Shift lever, 81 Shift position sensor, 82 Accel pedal, 83 Accel pedal position Sensor, 84 brake pedal, 85 brake pedal position sensor, 86 vehicle speed sensor, C1, C2 clutch, B1 brake.

Claims (15)

A drive device comprising: an internal combustion engine; and a transmission capable of mechanical connection without slippage with the output shaft of the internal combustion engine and performing a shift between the output shaft and the drive shaft of the internal combustion engine,
When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, an operation region that does not cause a humming noise is set as a non-humid sound operation region among the operable operation regions of the internal combustion engine. Non-humid sound driving region setting means to
Driving state detecting means for detecting the driving state of the internal combustion engine or the driving state of the transmission;
Request output receiving means for receiving a request output to the drive shaft;
When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is an operation point within the non-overhead noise operation region set by the non-overhead noise operation region setting means. Driving control means for driving and controlling the internal combustion engine and the transmission to be driven;
Equipped with a,
The operation control means includes an operation point calculation means for calculating an operation point for outputting the required output from the internal combustion engine in the operation state detected by the operation state detection means, and the calculated operation point is the non-overhead noise operation. An operation point correcting means for correcting the operation point so as to be within the non-humid noise operation region by correcting the rotational speed so that the required output is output from the internal combustion engine when outside the region; and Means for controlling the internal combustion engine and the transmission so that the internal combustion engine is operated at the calculated or corrected operating point, and the internal combustion engine is operated at the operating point corrected by the operating point correcting means. At the time of a transition in which the internal combustion engine and the transmission are controlled to be operated, the required output is output under the predetermined condition. A means for operation control and as the internal combustion engine the transmission to the internal combustion engine is operated at an output possible the non-muffled sound operating region outside the operating point from,
Drive device.   A drive device comprising: an internal combustion engine; and a transmission capable of mechanical connection without slippage with the output shaft of the internal combustion engine and performing a shift between the output shaft and the drive shaft of the internal combustion engine,
  When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, an operation region that does not cause a booming noise is set as a non-humid noise operation region among the operation regions that can be operated of the internal combustion engine. Non-humid sound driving region setting means to
  Driving state detecting means for detecting the driving state of the internal combustion engine or the driving state of the transmission;
  Request output receiving means for receiving a request output to the drive shaft;
  An electric motor capable of outputting to any one of the output shaft of the internal combustion engine, the input shaft of the transmission, and the drive shaft as the output shaft of the transmission;
  Power supply means capable of supplying power to the motor;
  When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is an operating point within the non-overhead noise operation region set by the non-overhead noise operation region setting means. Driving control means for driving and controlling the internal combustion engine and the transmission to be driven;
  With
  The operation control means includes an operation point calculation means for calculating an operation point for outputting the required output from the internal combustion engine in the operation state detected by the operation state detection means, and the calculated operation point is the non-overhead noise operation. An operation point correcting means for correcting the operation point so as to be within the non-humid noise operation region by correcting the rotational speed so that the required output is output from the internal combustion engine when outside the region; and Means for controlling the internal combustion engine and the transmission so that the internal combustion engine is operated at the calculated or corrected operating point, and the internal combustion engine is operated at the operating point corrected by the operating point correcting means. When the operation of the internal combustion engine and the transmission is controlled so as to be operated, the operation poi of the internal combustion engine at the time of the transition A transient operation point setting means for setting the engine in the non-humid noise operation region, and the output of the internal combustion engine when the internal combustion engine is operated at the set transient operation point and the required output Means for controlling the operation of the motor so that an output of the deviation is output from the motor;
  Drive device. The driving apparatus according to claim 1 or 2 , wherein the operation control means is means for controlling the operation of the internal combustion engine and the transmission so that the operation efficiency of the internal combustion engine is increased. The drive device according to claim 2 ,
A power supply capability state detection unit for detecting a power supply capability state of the power supply unit;
When the power supply capability state detected by the power supply capability state detection unit is in a state where power supply from the power supply unit to the motor is not appropriate, the operation control unit outputs the requested output under the predetermined condition. A driving device that is a means for controlling the operation of the internal combustion engine and the transmission so that the internal combustion engine is operated at an operation point outside the non-humid sound operation region that can be output from the engine. The drive device according to claim 4 ,
The power supply means is a secondary battery,
The power supply capacity state detection means is means for detecting a remaining capacity of the secondary battery,
The operation control means is a means for controlling the power supply from the power supply means to an inappropriate state when the remaining capacity of the secondary battery is a predetermined value or less. The operation control means has a condition that, as the predetermined condition, a torque at an operation point outside the non-humid sound operation region is equal to or less than a maximum torque that can be output from the internal combustion engine with respect to the rotational speed of the internal combustion engine during the transition. 6. The drive device according to claim 1 , wherein the drive device is a means to be used. The operation control means corresponds to the torque corresponding to the rotational speed of the internal combustion engine at the time of transition and the rotational speed of the internal combustion engine at the time of transition among the operating points of the internal combustion engine capable of outputting the required output as the predetermined condition. The drive device according to any one of claims 1 to 4 , wherein the drive device is a means that uses a condition that a deviation from a maximum torque among operating points in the non-humid sound operating region is a predetermined value or more. The drive device according to any one of claims 1, 4 to 6 ,
Request accepting means for accepting an output request to the drive shaft by an operator;
Drive shaft state detecting means for detecting an operation state of the drive shaft;
An operation point that is outside the non-humid sound operation region at the time of transition set based on an output request from the operator to the drive shaft and an operation state of the drive shaft detected by the drive shaft state detection means is set. Out-of-area operation point setting means to perform,
With
The operation control unit is based on the request received by the request reception unit as the predetermined condition, the operation state of the drive shaft detected by the operation state detection unit, and the operation point set by the outside region setting unit. A drive device that is a means using a condition for deriving an operating point of the internal combustion engine. 9. The driving apparatus according to claim 8 , wherein the out-of-range operation point setting means is a means for setting an operation point so as to gradually change from an operation point in the non-humid sound operation region in the vicinity of a region boundary of the non-humid sound operation region. The out-of-range operation point setting means includes an accelerator opening as a request for the output of the drive shaft, a rotational speed of a rotation shaft on the internal combustion engine side of the transmission as an operation state of the transmission, and the non-overhead noise operation region. The drive device according to claim 8 or 9, comprising a map showing a relationship with an outside driving point, and means for setting an operating point outside the non-humid sound driving region using the map. The operating point correcting means includes an accelerator opening as a request for the output of the drive shaft, a rotational speed of a rotating shaft on the internal combustion engine side of the transmission as an operating state of the transmission, and a non-overhead noise operating region. The drive device according to any one of claims 1 to 10, comprising a map showing a relationship with an operation point, and means for correcting the operation point within the non-humid sound operation region using the map. The drive device according to claim 1, wherein the transmission is a continuously variable transmission. The drive device according to claim 12, further comprising mechanical connection means having a planetary gear mechanism and capable of mechanical connection without slipping between the output shaft of the internal combustion engine and the transmission. A control method for a drive device comprising: an internal combustion engine; and a transmission that can be mechanically connected to the output shaft of the internal combustion engine without slipping and that shifts between the output shaft and the drive shaft of the internal combustion engine. And
(A) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, out of the operation areas in which the internal combustion engine can be operated, the operation area without the loud noise is set to be non-humid sound operation. Set as area,
(B) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is operated at an operating point within the set non-humid noise operation region. When controlling the operation of the internal combustion engine and the transmission, an operation point for outputting a request output from the internal combustion engine to the drive shaft in the operation state of the internal combustion engine or the operation state of the transmission is calculated, and the calculated operation When the point is out of the non-humid sound operation region, the operation point is corrected to be within the non-humid sound operation region by correcting the rotational speed so that the required output is output from the internal combustion engine, and the calculation Alternatively, the internal combustion engine and the transmission are controlled to operate at the corrected operating point, and the internal combustion engine is controlled at the corrected operating point. During a transition in which the internal combustion engine and the transmission are controlled to be operated, the internal combustion engine is operated at an operation point outside the non-humid operation region where the required output can be output from the internal combustion engine under a predetermined condition. To control the operation of the internal combustion engine and the transmission,
Control method of drive device.   An internal combustion engine, a transmission capable of mechanical connection without slippage with the output shaft of the internal combustion engine, and performing a shift between the output shaft of the internal combustion engine and a drive shaft, the output shaft of the internal combustion engine, A control method for a drive device comprising: an electric motor capable of outputting to any one of an input shaft of a transmission and the drive shaft as an output shaft of the transmission; and an electric power supply means capable of supplying electric power to the electric motor. ,
(A) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, a non-overhead operation is performed in an operation region in which the internal combustion engine is operable without a loud noise. Set as area,
(B) When the transmission is in a mechanical connection state without slippage with the output shaft of the internal combustion engine, the internal combustion engine is operated at an operating point within the set non-humid noise operation region. When controlling the operation of the internal combustion engine and the transmission, an operation point for outputting a request output from the internal combustion engine to the drive shaft in the operation state of the internal combustion engine or the operation state of the transmission is calculated, and the calculated operation When the point is out of the non-humid sound operation region, the operation point is corrected to be within the non-humid sound operation region by correcting the rotational speed so that the required output is output from the internal combustion engine, and the calculation Alternatively, the internal combustion engine and the transmission are controlled to operate at the corrected operating point, and the internal combustion engine is controlled at the corrected operating point. When the operation of the internal combustion engine and the transmission is controlled so as to be operated, the operation point of the internal combustion engine at the time of the transition is set within the non-humid noise operation region and the set operation at the time of the transition Controlling the motor so that the output of the deviation between the output of the internal combustion engine and the required output when the internal combustion engine is operated at a point is output from the motor;
  Control method of drive device.

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