JP6693377B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  BACKGROUND ART Conventionally, there is known a vehicle including an internal combustion engine and an electric motor capable of outputting driving power for traveling, and a clutch arranged between the internal combustion engine and the electric motor (for example, see Patent Document 1).

  Such a vehicle is configured to intermittently operate an internal combustion engine, and an EV drive mode in which a clutch is released to travel by a driving force output from an electric motor, and a clutch is engaged to output the internal combustion engine. It is possible to switch between the HV traveling mode in which the vehicle travels according to the driving force generated. In the HV traveling mode, the assist torque is output from the electric motor according to the traveling state.

  Then, when the vehicle is shifted from the EV traveling mode to the HV traveling mode, when the internal combustion engine is started during traveling, the clutch is engaged while sliding and the rotational speed of the internal combustion engine is increased. Has been done. At this time, the compensating torque is output from the electric motor so as to cancel the deceleration torque generated by the engagement of the clutch. That is, in order to suppress the occurrence of shock due to the torque being deprived to the internal combustion engine side due to the engagement of the clutch, the output from the electric motor is increased by the amount of the deprived torque.

JP, 2014-073705, A

  Here, the clutch has variations in characteristics due to individual differences during manufacturing and aging due to long-term use. Specifically, the delay time from the engagement start instruction for the clutch until the actual engagement is started and the actual magnitude (height) with respect to the instruction value of the clutch torque vary. Such variations may cause a shock when the internal combustion engine is started.

  Therefore, it is conceivable to perform timing learning for correcting the deviation between the generation timing of the clutch torque (deceleration torque) and the generation timing of the compensation torque, and to perform the size learning for correcting the deviation of the magnitudes of the clutch torque and the compensation torque. Be done. The timing learning and the size learning can be performed based on the deviation amount of the actual rotation speed from the reference rotation speed of the electric motor at the time of starting the internal combustion engine while the vehicle is traveling.

  However, it is difficult to accurately separate the amount of deviation (rotational fluctuation of the motor) due to the timing deviation and the amount of deviation due to the size deviation, and if timing learning and size learning are performed in parallel. , There is a risk that learning accuracy will decrease. In particular, when the size learning is performed, if the deviation amount due to the timing shift is included, the learning accuracy for the size learning is reduced. Incidentally, such a problem is not known.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle control device capable of improving learning accuracy.

  The control device for a vehicle according to the present invention is applied to a vehicle including an internal combustion engine and an electric motor capable of outputting a driving force for traveling, and a clutch arranged between the internal combustion engine and the electric motor. The vehicle is configured to intermittently operate the internal combustion engine, and is configured to generate the clutch torque of the clutch and to output the starting motor torque from the electric motor when the internal combustion engine is started. A control device for a vehicle corrects a deviation between a timing at which a clutch torque is generated and a timing at which a motor torque is output, based on a deviation amount of an actual rotation speed from a reference rotation speed of an electric motor at the time of starting an internal combustion engine. 1 learning means, and 2nd learning means for correcting the deviation of the magnitude of the clutch torque and the motor torque based on the deviation amount of the actual rotation speed from the reference rotation speed of the electric motor at the time of starting the internal combustion engine, The learning by the second learning unit is performed after the deviation between the timing at which the clutch torque is generated and the timing at which the motor torque is output is converged by the progress of the learning by the first learning unit.

  With this configuration, it is possible to prevent the amount of deviation due to the timing deviation from being included in the learning by the second learning unit, so that the learning accuracy can be improved.

  According to the vehicle control device of the present invention, learning accuracy can be improved.

FIG. 1 is a schematic configuration diagram for explaining a vehicle including an ECU according to an embodiment of the present invention. 2 is a block diagram showing an electrical configuration of the vehicle of FIG. 1. FIG. 6 is a timing chart when the timing of clutch torque generation is late with respect to MG torque and the clutch torque is small with respect to MG torque when the internal combustion engine is started while the vehicle is traveling. 6 is a timing chart when the timing of clutch torque generation is late with respect to MG torque and the clutch torque is large with respect to MG torque when the internal combustion engine is started while the vehicle is traveling. 6 is a timing chart when the timing of clutch torque generation is earlier than the MG torque and the clutch torque is smaller than the MG torque when the internal combustion engine is started while the vehicle is traveling. 6 is a timing chart when the timing of clutch torque generation is earlier than MG torque and the clutch torque is larger than MG torque when the internal combustion engine is started while the vehicle is traveling. 6 is a flowchart for explaining learning control by the ECU of the present embodiment. 8 is a flowchart for explaining timing learning in step S10 of FIG. 7. 8 is a flowchart for explaining size learning in step S11 of FIG. 7.

  An embodiment of the present invention will be described below with reference to the drawings.

-Mechanical configuration-
First, a mechanical configuration (drive system) of a vehicle 100 including an ECU 50 according to an embodiment of the present invention will be described with reference to FIG.

  As shown in FIG. 1, the vehicle 100 includes an internal combustion engine 1, a clutch 2, a motor generator 3, a torque converter 4, and a transmission 5. This vehicle 100 is, for example, an FR (front engine rear drive) type hybrid vehicle. The motor generator 3 is an example of the "electric motor" in the present invention.

  The internal combustion engine 1 is, for example, a multi-cylinder gasoline engine, and is configured to be able to output a driving force for traveling. The internal combustion engine 1 is a direct injection type, and an injector 11 (see FIG. 2) is provided in the combustion chamber. The crankshaft 1a of the internal combustion engine 1 is connected to the rotor shaft 3a of the motor generator 3 via the clutch 2.

  The clutch 2 is, for example, a wet multi-plate type friction engagement device, and is arranged between the internal combustion engine 1 and the motor generator 3. The clutch 2 is configured to selectively connect the internal combustion engine 1 and the motor generator 3 to each other. Specifically, when the clutch 2 is engaged, the power transmission path between the internal combustion engine 1 and the motor generator 3 is connected, and when the clutch 2 is released, the internal combustion engine 1 and the motor generator 3 are connected. The power transmission path between them is cut off. That is, when the clutch 2 is released, the internal combustion engine 1 is disengaged from the drive wheels (rear wheels) 9.

  The motor generator 3 is configured to function as an electric motor and a generator. Therefore, the motor generator 3 can output a driving force for traveling and can also convert kinetic energy (rotation of the rotor 31) into electric energy to generate electricity. This motor generator 3 is, for example, an AC synchronous motor, and includes a rotor 31 having a permanent magnet and a stator 32 around which a three-phase winding is wound. A rotor shaft 3a is integrally provided on the rotor 31, and the rotor shaft 3a is connected to the torque converter 4.

  The torque converter 4 has a pump impeller 41 on the input side, a turbine runner 42 on the output side, and the like. Power is transmitted between the pump impeller 41 and the turbine runner 42 via a fluid (hydraulic oil). Is configured. The pump impeller 41 is connected to the rotor shaft 3a, and the turbine runner 42 is connected to the transmission 5 via the turbine shaft 4a. Further, the torque converter 4 is provided with a lock-up clutch 43, and when the lock-up clutch 43 is engaged, the pump impeller 41 and the turbine runner 42 rotate integrally.

  The transmission 5 is, for example, a stepped automatic transmission, has a friction engagement element, a planetary gear device, and the like, and selectively engages the friction engagement element to change a plurality of gears. It is configured to hold. The transmission 5 is configured to automatically switch the gear (gear ratio) according to the vehicle speed and the accelerator opening, for example. The output of the transmission 5 is transmitted to the drive wheels 9 via the propeller shaft 6, the differential device 7 and the drive shaft 8.

-Electrical configuration-
Next, an electrical configuration (control system) of the vehicle 100 will be described with reference to FIG.

  The vehicle 100 includes an ECU 50, a battery 51, and an inverter 52.

  The ECU 50 is configured to control the vehicle 100. As shown in FIG. 2, the ECU 50 includes a CPU 50a, a ROM 50b, a RAM 50c, a backup RAM 50d, and an input / output interface 50e, which are connected via a bus. The ECU 50 is an example of the "vehicle control device" in the present invention. Then, the CPU 50a executes the program stored in the ROM 50b, whereby the "first learning means" and the "second learning means" of the present invention are realized.

  The CPU 50a executes arithmetic processing based on various control programs and maps stored in the ROM 50b. The ROM 50b stores various control programs and maps referred to when executing the various control programs. The RAM 50c is a memory that temporarily stores the calculation result by the CPU 50a, the detection result of each sensor, and the like. The backup RAM 50d is a non-volatile memory that stores data to be saved when the vehicle system is stopped.

  The input / output interface 50e has a function of receiving a detection result of each sensor and the like and outputting a control signal and the like to each unit. A crank position sensor 61, a throttle opening sensor 62, an accelerator opening sensor 63, an MG rotation speed sensor 64, a turbine rotation speed sensor 65, a vehicle speed sensor 66, etc. are connected to the input / output interface 50e. Then, the ECU 50, based on the detection result of each sensor, etc., the rotational position (crank angle) of the crankshaft 1a, the rotational speed of the crankshaft 1a per unit time (engine speed), the opening degree of the throttle valve (throttle opening). Degree), the accelerator opening degree that is the operation amount of the accelerator pedal, the rotation speed of the rotor shaft 3a per unit time (MG rotation speed), the rotation speed of the turbine shaft 4a per unit time (turbine rotation speed), the vehicle speed, etc. To calculate.

  Moreover, the injector 11, the igniter 12, and the throttle motor 13 are connected to the input / output interface 50e. Then, the ECU 50 is configured to control the operating state of the internal combustion engine 1 by controlling the fuel injection amount, the ignition timing, the throttle opening (intake air amount), and the like based on the detection result of each sensor. ing.

  A hydraulic control circuit 70 is connected to the input / output interface 50e. Then, the ECU 50 adjusts the hydraulic pressure output from the hydraulic pressure control circuit 70 to control the engagement / disengagement of the clutch 2, the engagement / disengagement control of the lock-up clutch 43, the shift control of the shift stage of the transmission 5, and the like. Is configured to do. In the engagement / disengagement control of the clutch 2, by adjusting the hydraulic pressure supplied to a hydraulic actuator (not shown) that controls the clutch 2 by a solenoid valve (not shown) of the hydraulic control circuit 70, the torque capacity of the clutch 2 ( It is possible to adjust the clutch torque).

  A battery 51 and an inverter 52 are connected to the input / output interface 50e. The battery 51 is a chargeable / dischargeable power storage device, and is configured to supply electric power for driving the motor generator 3 and also store electric power generated by the motor generator 3. Inverter 52 is, for example, a three-phase bridge circuit having an IGBT and a diode, and is controlled by the drive signal supplied from ECU 50 to control the on / off state of the IGBT to perform powering control or power generation control. Specifically, the inverter 52 converts the direct current supplied from the battery 51 into an alternating current to drive the motor generator 3 (power running control), and at the same time converts the alternating current generated by the motor generator 3 into a direct current. And outputs it to the battery 51 (power generation control).

-Running mode-
Next, the traveling mode of the vehicle 100 will be described. The vehicle 100 is configured to be able to switch between an EV traveling mode and an HV traveling mode.

  In the EV traveling mode, the clutch 2 is disengaged and the driving force is output from the motor generator 3 while the internal combustion engine 1 is stopped, so that the vehicle travels only by the driving force of the motor generator 3. During braking, the motor generator 3 can generate electric power.

  In the HV traveling mode, the internal combustion engine 1 is operated with the clutch 2 engaged, so that the vehicle travels with the driving force output from the internal combustion engine 1. In this case, it is possible to output a driving force (assist torque) for traveling from the motor generator 3 or to generate power by the motor generator 3.

  That is, the vehicle 100 is configured to intermittently operate the internal combustion engine 1 according to the traveling state and the like.

-Starting the internal combustion engine while the vehicle is running-
The vehicle 100 is configured such that when the internal combustion engine 1 is started during traveling when the EV traveling mode is changed to the HV traveling mode, the clutch 2 is engaged while sliding and the engine speed is increased. ing. At this time, the compensation torque is output from the motor generator 3 so as to cancel the deceleration torque generated by the engagement of the clutch 2. In other words, in order to suppress the occurrence of shock due to the torque being deprived to the internal combustion engine 1 side by the engagement of the clutch 2, the output from the motor generator 3 is increased by the deprived torque. The deceleration torque (negative torque) is generated when the internal combustion engine 1 is dragged, and can be adjusted by the clutch torque.

  Here, in the clutch 2, variations in characteristics occur due to individual differences in manufacturing, secular change due to long-term use, and the like. Specifically, the delay time from the engagement start instruction to the clutch 2 until the actual engagement is started and the actual size (height) with respect to the instruction value of the clutch torque vary. Such variations may cause a shock when the internal combustion engine 1 is started.

  Therefore, the ECU 50 according to the present embodiment performs timing learning for correcting the deviation between the generation timing of the clutch torque (deceleration torque) and the generation timing of the compensation torque, and the magnitude for correcting the deviation between the magnitudes of the clutch torque and the compensation torque. It is configured to do learning. Further, the ECU 50 is configured to perform the size learning after the timing deviation is converged by the timing learning. In the timing learning, the generation timing of the compensation torque is corrected so that the deviation between the generation timing of the clutch torque and the generation timing of the compensation torque is reduced. In the magnitude learning, the magnitude of the clutch torque is corrected so that the deviation between the magnitudes of the clutch torque and the compensation torque is reduced.

  Further, as a method for starting the internal combustion engine 1 while the vehicle 100 is traveling, there are, for example, a first starting method and a second starting method. In the first starting method, the fuel injection and the ignition are started after engaging the clutch 2 to raise the engine speed to a predetermined speed at which complete explosion is possible. The second starting method is so-called ignition starting, in which fuel injection and ignition are started from the beginning when the clutch 2 is engaged and the internal combustion engine 1 starts rotating. In ignition start, fuel is injected from the injector 11 into the combustion chamber of the cylinder stopped in the expansion stroke in which both the intake valve and the exhaust valve are closed, and ignited to burn and explode in the cylinder to rotate. The driving force is output from the beginning. In this second starting method (ignition starting), the compensating torque from the motor generator 3 required at the time of starting the internal combustion engine 1 can be reduced compared to the first starting method. It is possible to expand the driving range in which the vehicle can travel. The method of starting the internal combustion engine 1 while the vehicle is traveling is selected according to the state of the vehicle 100, for example.

  When the ignition start is performed, if the timing at which the clutch 2 starts engaging (the timing at which the clutch torque is generated) deviates from the start timing of the ignition start, the combustion conditions deteriorate and the engine speed stalls. May occur. Therefore, the ECU 50 is configured to correct the deviation between the timing at which the clutch 2 starts engaging and the timing at which ignition starts. The ignition start timing is synchronized with the compensation torque generation timing and is learned together with the compensation torque generation timing.

  3 to 6 are examples of timing charts when the internal combustion engine 1 is started while the vehicle 100 is traveling. Next, with reference to FIGS. 3 to 6, an operation example when the internal combustion engine 1 is started while the vehicle 100 is traveling will be described.

  3 to 6, the instruction value of the hydraulic pressure supplied to the hydraulic actuator of the clutch 2, the clutch torque that is the torque capacity of the clutch 2, and the MG torque (motor torque) that is the output torque from the motor generator 3. And the start timing of ignition start, the number of revolutions of the internal combustion engine 1 per unit time (engine revolution number Ne), and the number of revolutions per unit time of the motor generator 3 (MG revolution number Nmg). 3 to 6, when clutch torque is generated, the internal combustion engine 1 is dragged, so deceleration torque (negative torque) corresponding to the clutch torque is generated. Further, in FIGS. 3 to 6, MG torque corresponds to compensation torque.

  Further, FIG. 3 shows a case where the clutch torque generation timing is later than the MG torque and the clutch torque is smaller than the MG torque. FIG. 4 shows a case where the clutch torque generation timing is late with respect to the MG torque and the clutch torque is large with respect to the MG torque. FIG. 5 shows a case where the clutch torque is generated earlier than the MG torque and the clutch torque is smaller than the MG torque. FIG. 6 shows a case where the generation timing of the clutch torque is earlier than the MG torque and the clutch torque is larger than the MG torque.

[When the clutch torque generation timing is late and the clutch torque is small]
First, before the internal combustion engine 1 is started while the vehicle is traveling, the EV drive mode is set, the clutch 2 is released, and the operation of the internal combustion engine 1 is stopped. Further, the lockup clutch 43 of the torque converter 4 is slipping. In addition, in the example of FIG. 3, the driving force for traveling is not output from the motor generator 3 and the vehicle 100 is coasting, but the driving force for traveling is output from the motor generator 3. As a result, vehicle 100 may be traveling.

  When the internal combustion engine 1 is started when the EV traveling mode is shifted to the HV traveling mode, the instruction torque for the clutch 2 is set in the ECU 50 at the time point t11 in FIG. The control of the hydraulic actuator of the clutch 2 is started so as to obtain the torque. Specifically, the ECU 50 sets a predetermined value after a temporarily high value for fast fill is set as the instruction value of the hydraulic pressure supplied to the hydraulic actuator of the clutch 2. The predetermined value is, for example, a value calculated based on the instruction torque or the like. The ECU 50 controls the solenoid valve of the hydraulic control circuit 70 so that the hydraulic pressure supplied to the hydraulic actuator of the clutch 2 reaches the set instruction value.

  Next, at time t12, MG torque rises and ignition start is started. After that, at time t13, the clutch torque rises. That is, in the example of FIG. 3, the delay time from the output of the engagement start instruction (hydraulic pressure instruction) to the rise of the clutch torque is longer than in the examples of FIGS. 5 and 6 described later. The clutch torque rises after a delay in the engagement start instruction, and the MG torque rises when the ECU 50 controls the inverter 52 at time t12. Thus, when the MG torque rises earlier than the clutch torque, the MG rotation speed Nmg rises due to the MG torque. That is, the actual MG rotation speed Nmg deviates from the reference rotation speed Nmgb of the motor generator 3. The reference rotation speed Nmgb is calculated by performing a smoothing process (for example, a smoothing process using a moving average filter) on the MG rotation speed Nmg. Further, since the clutch torque is smaller than the MG torque, the compensating torque is larger than the deceleration torque, and the MG rotational speed Nmg is kept higher than the reference rotational speed Nmgb.

  Here, it is difficult to accurately separate the deviation (rotational fluctuation of the motor generator 3) due to the timing deviation and the deviation due to the size deviation. However, in the timing learning, by limiting the period (range) in which the deviation of the MG rotational speed Nmg from the reference rotational speed Nmgb is limited, it is possible to reduce the influence of the deviation of the torque magnitude. For example, in a predetermined period T1 including the time point t12 when the MG torque rises, by integrating the deviation of the MG rotation speed Nmg from the reference rotation speed Nmgb, it is possible to reduce the influence of the torque magnitude deviation.

  Therefore, in this case, timing learning is prioritized. The timing learning is performed, for example, based on the rotation fluctuation of the motor generator 3 during the predetermined period T1. Therefore, when the internal combustion engine 1 is started next time, the MG torque rising timing and the ignition start timing are corrected so as to be delayed. After that, the timing learning is performed, and then the magnitude learning is performed after the deviation between the clutch torque generation timing and the MG torque generation timing converges. Specifically, the clutch torque (instruction torque) is corrected to be increased so that the deviation between the magnitudes of the clutch torque and the MG torque is reduced.

[When the timing of clutch torque generation is late and clutch torque is large]
Up to time t21 in FIG. 4, it is the same as in the case of FIG. 3 described above. Then, at a time point t21, the ECU 50 sets the instruction torque for the clutch 2 and starts control of the hydraulic actuator of the clutch 2 so that the clutch torque becomes the instruction torque.

  Next, at time t22, the MG torque rises and the ignition start is started. After that, at time t23, the clutch torque rises. Thus, when the MG torque rises earlier than the clutch torque, the MG rotation speed Nmg rises due to the MG torque. After that, since the clutch torque is larger than the MG torque, the deceleration torque becomes larger than the compensation torque, and the MG rotation speed Nmg decreases and falls below the reference rotation speed Nmgb.

  In this case, timing learning is prioritized. The timing learning is performed, for example, based on the rotation fluctuation of the motor generator 3 during the predetermined period T2 including the time point t22. Therefore, when the internal combustion engine 1 is started next time, the MG torque rising timing and the ignition start timing are corrected so as to be delayed. After that, the timing learning is performed, and then the magnitude learning is performed after the deviation between the clutch torque generation timing and the MG torque generation timing converges. Specifically, the clutch torque (instruction torque) is corrected to be small so that the deviation between the magnitudes of the clutch torque and the MG torque is reduced.

[When clutch torque is generated early and clutch torque is small]
Up to time t31 in FIG. 5, it is the same as in the case of FIG. 3 described above. Then, at a time point t31, the ECU 50 sets the instruction torque for the clutch 2 and starts control of the hydraulic actuator of the clutch 2 so that the clutch torque becomes the instruction torque.

  Next, at time t32, the clutch torque rises. After that, at time t33, the MG torque rises and the ignition start is started. That is, in the example of FIG. 5, the delay time from the output of the engagement start instruction (hydraulic pressure instruction) to the rise of the clutch torque is shorter than in the examples of FIGS. 3 and 4 described above. As described above, when the clutch torque rises earlier than the MG torque, the MG rotational speed Nmg decreases due to the clutch torque (deceleration torque). After that, since the clutch torque is smaller than the MG torque, the compensation torque becomes larger than the deceleration torque, and the MG rotation speed Nmg rises above the reference rotation speed Nmgb.

  In this case, timing learning is prioritized. The timing learning is performed, for example, based on the rotation fluctuation of the motor generator 3 during the predetermined period T3 including the time point t33. Therefore, when the internal combustion engine 1 is started next time, the MG torque rising timing and the ignition start timing are corrected so as to be advanced. After that, the timing learning is performed, and then the magnitude learning is performed after the deviation between the clutch torque generation timing and the MG torque generation timing converges. Specifically, the clutch torque (instruction torque) is corrected to be increased so that the deviation between the magnitudes of the clutch torque and the MG torque is reduced.

[When the clutch torque is generated early and the clutch torque is large]
Up to time t41 in FIG. 6, it is the same as in the case of FIG. Then, at a time point t41, the ECU 50 sets the command torque for the clutch 2 and starts control of the hydraulic actuator of the clutch 2 so that the clutch torque becomes the command torque.

  Next, at time t42, the clutch torque rises. After that, at time t43, the MG torque rises and the ignition start is started. As described above, when the clutch torque rises earlier than the MG torque, the MG rotational speed Nmg decreases due to the clutch torque (deceleration torque). Further, since the clutch torque is larger than the MG torque, the deceleration torque is larger than the compensation torque, and the MG rotational speed Nmg is kept lower than the reference rotational speed Nmgb.

  In this case, timing learning is prioritized. The timing learning is performed, for example, based on the rotation fluctuation of the motor generator 3 during the predetermined period T4 including the time point t43. Therefore, when the internal combustion engine 1 is started next time, the MG torque rising timing and the ignition start timing are corrected so as to be advanced. After that, the timing learning is performed, and then the magnitude learning is performed after the deviation between the clutch torque generation timing and the MG torque generation timing converges. Specifically, the clutch torque (instruction torque) is corrected to be small so that the deviation between the magnitudes of the clutch torque and the MG torque is reduced.

-Learning control by ECU-
As described above, the ECU 50 is configured to give priority to the timing learning and perform the size learning after the timing learning converges.

  Specifically, the ECU 50 is configured to calculate the deviation amount of the actual MG rotation speed Nmg from the reference rotation speed Nmgb of the motor generator 3 when the internal combustion engine 1 is started while the vehicle is traveling. This deviation amount is, for example, an integrated value of the difference between the MG rotational speed Nmg and the reference rotational speed Nmgb when the internal combustion engine 1 is started while the vehicle is traveling.

  Then, the ECU 50 is configured to perform timing learning and size learning based on the deviation amount. It should be noted that the timing learning and the size learning have different periods in which the difference between the MG rotational speed Nmg and the reference rotational speed Nmgb is accumulated. For example, in the timing learning, the difference in a predetermined period before the MG torque (compensation torque) stabilizes is integrated, and in the magnitude learning, the difference in the predetermined period after the MG torque stabilizes is integrated. As a result, it is possible to reduce the influence of the deviation in the magnitude of the torque when the timing learning is performed with priority, and to appropriately perform the magnitude learning after the timing learning converges.

  FIG. 7 is a flowchart for explaining learning control by the ECU 50 of the present embodiment. Next, the learning control by the ECU 50 of the present embodiment will be described with reference to FIG. 7. Note that the following flow is repeated at predetermined time intervals. Further, the following steps are executed by the ECU 50.

  First, in step S1 of FIG. 7, the number of times of learning is read. The number of times of learning is, for example, the number of times of performing timing learning and size learning, and is stored in the backup RAM 50d. Therefore, when the ECU 50 is in the initial state due to replacement or the like, or when the learning number is reset due to the replacement of the clutch 2, the learning number is zero.

  Next, in step S2, it is determined whether or not the number of times of learning is less than or equal to a predetermined value. This predetermined value is, for example, a preset value, and is a threshold value for determining whether or not it is necessary to give priority to timing learning. If it is determined that the number of times of learning is less than or equal to the predetermined value, timing learning needs to be performed, and thus the process proceeds to step S5. On the other hand, when it is determined that the learning count is not less than or equal to the predetermined value (when the learning count exceeds the predetermined value), the process proceeds to step S3.

  Then, in step S3, it is determined whether or not the timing learning has converged. Whether or not the timing learning has converged is determined, for example, based on the absolute value of the deviation amount calculated at the previous timing learning. Specifically, when the absolute value of the deviation amount at the time of the previous timing learning is equal to or larger than the predetermined value, the timing deviation is out of the allowable range and the timing learning progresses insufficiently. Move. On the other hand, when the absolute value of the deviation amount at the time of the previous timing learning is less than the predetermined value, the timing deviation is within the allowable range, and the progress of the timing learning is sufficient. Therefore, the process proceeds to step S4. Note that this predetermined value is, for example, a preset value, and is a threshold value for determining whether or not the timing deviation is within the allowable range.

  In step S4, it is determined whether the size learning has diverged. Whether or not the size learning has diverged is determined, for example, based on the absolute value of the deviation amount calculated at the previous size learning. Specifically, when the absolute value of the deviation amount at the time of the previous size learning is equal to or larger than the predetermined value, it is necessary to give priority to the timing learning, so that the process proceeds to step S5. On the other hand, when the absolute value of the deviation amount at the time of the previous size learning is less than the predetermined value, it is not necessary to perform the timing learning, so the process proceeds to step S6. The predetermined value is, for example, a preset value and is a threshold value for determining whether or not the timing learning needs to be performed again.

  Then, in step S5, the timing learning flag is set to ON, and the process proceeds to step S7. In step S6, the timing learning flag is set to off, and the process proceeds to step S7.

  Next, in step S7, it is determined whether the internal combustion engine 1 is started. Then, when it is determined that the internal combustion engine 1 is started, the process proceeds to step S8. On the other hand, if it is determined that the internal combustion engine 1 is not started, the process returns.

  Next, in step S8, it is determined whether or not the timing learning flag is on. Then, when it is determined that the timing learning flag is ON, the process proceeds to step S9. On the other hand, when it is determined that the timing learning flag is not on (when the timing learning flag is off), the process proceeds to step S11.

  Next, in step S9, it is determined whether or not a predetermined time has elapsed since the start of the internal combustion engine 1 was started. The predetermined time is, for example, a preset time, and is a standby time for the purpose of stabilizing the rotation of the motor generator 3. Then, when it is determined that the predetermined time has elapsed, the process proceeds to step S10. On the other hand, if it is determined that the predetermined time has not elapsed, the process returns.

  Then, in step S10, timing learning is executed, and then the process proceeds to step S12. In step S11, size learning is executed, and the process proceeds to step S12. The details of the timing learning in step S10 and the size learning in step S11 will be described later. Further, the ECU 50 realizes the "first learning means" of the present invention by executing step S10, and the ECU 50 realizes the "second learning means" of the present invention by executing step S11.

  Then, in step S12, the number of times of learning is counted up, and the process returns.

  Therefore, the timing learning is performed each time the internal combustion engine 1 is started when the ECU 50 is in the initial state due to the replacement or the like, or when the learning number is reset due to the replacement of the clutch 2. Then, when the timing deviation has converged due to the progress of the timing learning, the size learning is performed every time the internal combustion engine 1 is started. After that, even though the size learning is in progress, if the absolute value of the deviation amount is equal to or greater than the predetermined value and the size learning diverges, the rotation fluctuation due to the timing deviation is large. As such, the timing learning is performed again.

[Timing learning]
FIG. 8 is a flowchart for explaining the timing learning in step S10 of FIG. Next, the timing learning by the ECU 50 will be described with reference to FIG. The following steps are executed by the ECU 50.

  First, in step S21 of FIG. 8, it is determined whether the calculation start condition of the deviation amount is satisfied. For example, it is determined that the calculation start condition is satisfied when a predetermined time before the output start time of the MG torque (compensation torque) from the motor generator 3 is reached. The predetermined time is, for example, a preset time, and is set to detect the rotation fluctuation of the motor generator 3 caused by the timing shift. Then, when it is determined that the calculation start condition of the deviation amount is satisfied, the process proceeds to step S22. On the other hand, when it is determined that the calculation start condition of the deviation amount is not satisfied, step S21 is repeated. That is, it waits until the calculation start condition of the deviation amount is satisfied.

  Next, in step S22, the MG rotation speed Nmg is calculated based on the detection result of the MG rotation speed sensor 64. Then, in step S23, the reference rotation speed Nmgb is calculated by performing the smoothing process on the MG rotation speed Nmg. Then, in step S24, the difference between the MG rotation speed Nmg and the reference rotation speed Nmgb (the value obtained by subtracting the reference rotation speed Nmgb from the MG rotation speed Nmg) is calculated, and in step S25, the MG rotation speed Nmg and the reference rotation speed Nmgb. The integrated value of the difference between and is calculated.

  Next, in step S26, it is determined whether or not the condition for ending the calculation of the deviation amount is satisfied. For example, it is determined that the calculation end condition is satisfied when a predetermined time has elapsed from the start of the MG torque output from motor generator 3. This predetermined time is, for example, a preset time, which is set to detect the rotation fluctuation of the motor generator 3 due to the timing shift, and the time required for the MG torque to stabilize (the MG torque It is the time required to rise. When it is determined that the condition for ending the calculation of the deviation amount is not satisfied, the process returns to step S22, and the calculation of the deviation amount is continued. On the other hand, when it is determined that the condition for ending the calculation of the deviation amount is satisfied, the calculation of the deviation amount is ended, and the process proceeds to step S27. That is, steps S22 to S25 are repeated until the calculation end condition is satisfied, and the final integrated value (the integrated value calculated in step S25 immediately before the calculation end condition is satisfied) is used as the deviation amount.

  Next, in step S27, the correction amount is calculated by multiplying the deviation amount by a predetermined gain.

  Then, in step S28, the rising timing of the MG torque at the next start of the internal combustion engine 1 is corrected. Specifically, when the internal combustion engine 1 is started next time, the waiting time from the output of the engagement start instruction (hydraulic pressure instruction) of the clutch 2 until the MG torque is started is calculated by the following equation (1). To be done.

Tmg (n + 1) = Tmg (n) + Co1 (1)
In the formula (1), Tmg (n + 1) is a waiting time until the MG torque is started at the next start of the internal combustion engine 1, and Tmg (n) is the time at the present start of the internal combustion engine 1. Is a waiting time until the MG torque is started. Co1 is the correction amount calculated in step S27.

  Therefore, when the MG torque rise timing is earlier than the clutch torque rise timing and the MG rotation speed Nmg rises (see FIGS. 3 and 4), a positive correction amount is calculated in step S27. Therefore, the next standby time becomes long, and the MG torque rising timing at the next start is delayed compared to this time. Further, when the MG torque rising timing is delayed with respect to the clutch torque rising timing and the MG rotational speed Nmg decreases (see FIGS. 5 and 6), a negative correction amount is calculated in step S27. The next waiting time is shortened, and the MG torque rising timing at the next start is made earlier than this time.

  Further, the start timing of ignition start when the internal combustion engine 1 is started next time is also corrected. The start timing of the ignition start is synchronized with the rising timing of the MG torque, and the learning correction is performed similarly to the rising timing of the MG torque.

  After that, the timing learning is finished, and the process goes to the end.

[Size learning]
FIG. 9 is a flowchart for explaining the size learning in step S11 of FIG. Next, size learning by the ECU 50 will be described with reference to FIG. The following steps are executed by the ECU 50.

  First, in step S31 of FIG. 9, it is determined whether or not the calculation start condition of the deviation amount is satisfied. For example, it is determined that the calculation start condition is satisfied when a predetermined time elapses from the output start time of the MG torque (compensation torque) from the motor generator 3. The predetermined time is, for example, a preset time, and is a time required for the MG torque to stabilize (time required for the MG torque to rise). Then, when it is determined that the calculation start condition of the deviation amount is satisfied, the process proceeds to step S32. On the other hand, when it is determined that the calculation start condition of the deviation amount is not satisfied, step S31 is repeated. That is, it waits until the calculation start condition of the deviation amount is satisfied.

  Since steps S32 to S35 are the same as steps S22 to S25 described above, respectively, description thereof will be omitted.

  Next, in step S36, it is determined whether or not the condition for ending the calculation of the deviation amount is satisfied. For example, it is determined that the calculation end condition is satisfied when a predetermined time has elapsed since the calculation of the deviation amount was started. This predetermined time is, for example, a preset time. When it is determined that the condition for ending the calculation of the deviation amount is not satisfied, the process returns to step S32, and the calculation of the deviation amount is continued. On the other hand, when it is determined that the condition for ending the calculation of the deviation amount is satisfied, the calculation of the deviation amount is ended, and the process proceeds to step S37. That is, steps S32 to S35 are repeated until the calculation end condition is satisfied, and the final integrated value (the integrated value calculated in step S35 immediately before the calculation end condition is satisfied) is used as the deviation amount.

  Next, in step S37, the correction amount is calculated by multiplying the deviation amount by a predetermined gain.

  Then, in step S38, the instruction torque for the clutch 2 at the next start of the internal combustion engine 1 is corrected. Specifically, the instruction torque at the next start of the internal combustion engine 1 is calculated by the following equation (2).

Tr (n + 1) = Tr (n) + Co2 (2)
In the formula (2), Tr (n + 1) is an instruction torque when the internal combustion engine 1 is started next time, and Tr (n) is an instruction torque when the internal combustion engine 1 is started this time. Co2 is the correction amount calculated in step S37.

  Therefore, when the clutch torque is smaller than the MG torque and the MG rotational speed Nmg rises, a correction value having a positive value is calculated in step S37, so that the instruction torque at the next start of the internal combustion engine 1 becomes It is corrected to be larger. Further, when the clutch torque is larger than the MG torque and the MG rotational speed Nmg decreases, a negative correction amount is calculated in step S37, and therefore the instruction torque at the next start of the internal combustion engine 1 becomes small. Is corrected as follows.

  Then, the size learning is completed, and the process goes to the end.

-Effect-
In the present embodiment, as described above, when the timing learning and the size learning are performed based on the deviation amount, the timing learning is preferentially performed, and the size learning is performed after the timing deviation is converged by the progress of the timing learning. By performing the above, it is possible to suppress the inclusion of the deviation amount due to the timing deviation at the time of the size learning, so that the learning accuracy can be improved. In the timing learning, the influence due to the deviation of the torque magnitude is reduced by setting the period for integrating the difference between the MG rotation speed Nmg and the reference rotation speed Nmgb to a predetermined period including the time point at which the compensation torque rises. Therefore, learning can be appropriately performed. As a result, when the internal combustion engine 1 is started, it is possible to suppress the deviation of the generation timing of the clutch torque and the compensation torque and the deviation of the magnitudes of the clutch torque and the compensation torque. can do.

-Other embodiments-
The embodiment disclosed this time is an example in all respects, and is not a basis for a limited interpretation. Therefore, the technical scope of the present invention should not be construed only by the above-described embodiments, but should be defined based on the claims. The technical scope of the present invention includes meanings equivalent to the scope of the claims and all modifications within the scope.

  For example, in the present embodiment, the example in which the vehicle 100 is the FR (front engine rear drive) system is shown, but the invention is not limited to this, and the vehicle may be the FF (front engine front drive) system or the 4WD system. ..

  Further, in the present embodiment, the example in which the direct injection type internal combustion engine 1 capable of ignition start is provided, but the present invention is not limited to this, and another internal combustion engine that cannot start ignition may be provided.

  Further, in the present embodiment, the example in which the wet multi-plate clutch 2 is provided has been described, but the present invention is not limited to this, and other clutches such as a dry type clutch may be provided.

  Further, in the present embodiment, an example in which the torque converter 4 is provided has been described, but the present invention is not limited to this, and instead of the torque converter, a fluid coupling having no torque amplification action may be provided.

  Further, in the present embodiment, an example in which the transmission 5 is a stepped automatic transmission has been shown, but the present invention is not limited to this, and the transmission may be a continuously variable transmission or the like.

  Further, in the present embodiment, the example in which the integrated value of the difference between the MG rotational speed Nmg and the reference rotational speed Nmgb is used as the deviation amount is shown, but the present invention is not limited to this, and the maximum difference between the MG rotational speed and the reference rotational speed is obtained. A value or the like may be used as the deviation amount.

  Further, in the present embodiment, the example in which the reference rotation speed Nmgb is calculated by performing the smoothing process on the MG rotation speed Nmg has been shown, but the present invention is not limited to this, and the MG at the time when the engagement start instruction is output. The rotation speed may be used as the reference rotation speed.

  Further, in the present embodiment, an example in which the size learning is determined to diverge when the absolute value of the deviation amount at the time of the previous size learning is equal to or larger than a predetermined value has been shown, but the present invention is not limited to this. When the absolute value of the deviation amount at the time of learning becomes larger than the absolute value of the deviation amount at the time of the size learning two times before, the size learning may be determined to diverge.

  Further, in the timing learning and the size learning of this embodiment, a predetermined execution condition may be set. The execution conditions include, for example, that the lockup clutch 43 of the torque converter 4 is slipping, that the temperature of the ATF is within a predetermined range, that there is no sudden acceleration, or that the vehicle is not traveling on a rough road. The learning may be executed when all or all of them are satisfied. Further, the execution condition of the magnitude learning may include that the clutch torque is stable.

  Further, in the timing learning of the present embodiment, an example in which it is determined that the calculation start condition is satisfied when the time point is a predetermined time before the output start time point of the MG torque from the motor generator 3 has been described. Alternatively, it may be determined that the calculation start condition is satisfied when the MG torque output from the motor generator is started. That is, the period in which the deviation amount is integrated in the timing learning may be set to a period after the output of the MG torque is started and a predetermined period elapses.

  Further, in the timing learning of the present embodiment, an example in which the generation timing of the compensation torque is corrected has been described, but the present invention is not limited to this, and the generation timing of the clutch torque may be corrected.

  Further, in the size learning of the present embodiment, an example in which the instruction torque is corrected is shown, but the invention is not limited to this, and the hydraulic instruction value for the hydraulic actuator of the clutch may be corrected, or a solenoid valve for controlling the hydraulic actuator may be corrected. It is also possible to correct the instruction current and the instruction duty for.

  Further, in the size learning of the present embodiment, an example is shown in which the calculation end condition is determined to be satisfied when a predetermined time has elapsed after the calculation of the deviation amount was started, but the present invention is not limited to this. In the case where the clutch torque is temporarily set to zero in order to suppress the rapid increase in the number, the calculation end condition may be determined to be satisfied when a predetermined time has elapsed after the clutch torque became zero. ..

  Further, in the present embodiment, the ECU 50 may be composed of an HV (hybrid) ECU, an engine ECU, an MG (motor generator) ECU, a battery ECU, etc., and these ECUs may be communicably connected to each other.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle control device that controls a vehicle that includes an internal combustion engine and an electric motor that can output a driving force for traveling, and a clutch that is arranged between the internal combustion engine and the electric motor.

1 Internal combustion engine 2 Clutch 3 Motor generator (electric motor)
50 ECU (vehicle control device)
100 vehicles

Claims (1)

A control device for a vehicle applied to a vehicle comprising an internal combustion engine and an electric motor capable of outputting driving force for traveling, and a clutch arranged between the internal combustion engine and the electric motor,
The vehicle is configured to intermittently operate the internal combustion engine, and is configured to generate a clutch torque of the clutch when the internal combustion engine is started and to output a starting motor torque from the electric motor. ,
First learning for correcting a deviation between a timing at which the clutch torque is generated and a timing at which the motor torque is output, based on a deviation amount of an actual rotation speed from a reference rotation speed of the electric motor when the internal combustion engine is started. Means and
A second learning unit that corrects a deviation in magnitude of the clutch torque and the motor torque based on a deviation amount of an actual rotation speed from a reference rotation speed of the electric motor at the time of starting the internal combustion engine,
The learning by the second learning unit is performed after the deviation between the timing at which the clutch torque is generated and the timing at which the motor torque is output is converged by the progress of the learning by the first learning unit. A vehicle control device characterized by the above.

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