JP2012192904A - Automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a rotational fluctuation of an internal combustion engine and an electric motor from becoming large.SOLUTION: When an absolute value of a difference between an explosion frequency Fex according to engine revolutions Ne and a rear axis side resonance frequency Fd which is a resonance frequency on a rear axis side including a damper is a threshold Fref or less (S130), a motor MG1 is controlled by setting a torque command Tm1* of the motor MG1 so that the engine revolutions Ne become target revolutions Ne* by the feed back control using gains Kp and Ki in which predetermined values Kp2 and Ki2 smaller than the values when the absolute value of the difference between the explosion frequency Fex and the rear axis side resonance frequency Fd is larger than the threshold Fref are set (S150 and S160). Accordingly, the rotational fluctuation of the engine and the motor MG1 can be prevented from becoming large, so that the vibration of the vehicle is suppressed.

Description

  The present invention relates to an automobile, and more specifically, an internal combustion engine in which an output shaft is connected to a rear shaft coupled to an axle via a torsion element, an electric motor capable of inputting and outputting power to the rear shaft, and exchange of electric power with the motor. The present invention relates to an automobile provided with a rechargeable battery.

  Conventionally, as this type of automobile, an engine and a power distribution integrated mechanism in which a carrier in which a plurality of pinion gears are connected to a crankshaft of an engine via a damper are connected and a ring gear is connected to a drive shaft connected to an axle. And a motor MG1 whose rotor is connected to the sun gear of the power distribution and integration mechanism, a motor MG2 whose rotor is connected to the drive shaft, and a battery that exchanges power with the motors MG1 and MG2, and the shift position is reversed. When in the range, the gain of the feedback term used for setting the torque command of the motor MG1 is set to a value larger than usual, and the motor MG1 is set so that the rotational speed of the motor MG1 matches the target rotational speed by feedback control using the set gain. Those that control MG1 have been proposed (for example, patents) Document reference 1). In this hybrid vehicle, by setting the gain of the feedback term in this way, when the motor MG1 and the pinion gear of the power distribution and integration mechanism are likely to over-rotate, the responsiveness of the rotational speed control of the motor MG1 is increased, and these Over-rotation is suppressed.

JP 2008-265652 A

  In such an automobile, when the frequency related to the engine explosion overlaps with a torsional element such as a damper or the resonance frequency on the axle side of the torsional element, the rotational fluctuation of the motor MG1 or the engine 22 varies depending on the magnitude of the gain used for feedback control. May be greatly encouraged. Such rotational fluctuations may cause the driver to feel uncomfortable due to the vibration of the vehicle.

  The main purpose of the automobile of the present invention is to suppress an increase in rotational fluctuations of the internal combustion engine and the electric motor.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
An internal combustion engine in which an output shaft is connected to a rear stage shaft connected to an axle via a torsion element, an electric motor capable of inputting and outputting power to the rear stage shaft, a secondary battery capable of exchanging electric power with the electric motor, A car equipped with
The difference between the explosion frequency, which is a frequency related to the explosion of the internal combustion engine according to the rotational speed of the internal combustion engine, and the rear shaft side resonance frequency, which is the resonance frequency of the rear shaft side including the torsion element, is predetermined. A gain setting means for setting a smaller value as a gain used for feedback control compared to when the difference between the explosion frequency and the rear shaft side resonance frequency is outside the predetermined range when within the range;
Electric motor control means for controlling the electric motor so that the rotational speed of the internal combustion engine becomes a target rotational speed by feedback control using the set gain;
It is a summary to provide.

  In the automobile according to the present invention, the explosion frequency, which is a frequency related to the explosion of the internal combustion engine according to the rotational speed of the internal combustion engine, and the resonance frequency on the rear shaft side including the twist element (the rear shaft side from the twist element and the twist element). When the difference between the rear shaft side resonance frequency is within a predetermined range, a smaller value is used for the feedback control than when the difference between the explosion frequency and the rear shaft side resonance frequency is outside the predetermined range. The electric motor is controlled so that the rotational speed of the internal combustion engine becomes the target rotational speed by feedback control using the set gain. Thereby, when the difference between the explosion frequency and the rear shaft side resonance frequency is within a predetermined range, it is possible to suppress an increase in rotational fluctuation of the internal combustion engine or the electric motor.

  In such an automobile of the present invention, the gain setting means is configured such that when the difference between the explosion frequency and the rear-stage shaft side resonance frequency is within the predetermined range, the difference between the explosion frequency and the rear-stage shaft side resonance frequency is the predetermined value. The gain may be a means for setting a value of 0.5 times or less as compared to when it is out of the range.

  In the automobile according to the present invention, the explosion frequency may be a frequency that is a ratio of once per two rotations of the internal combustion engine.

  Further, in the automobile of the present invention, a planetary gear mechanism in which three rotating elements are connected to three axes of a driving shaft connected to the axle, the rear shaft, and a rotating shaft of the electric motor, the secondary battery, and the electric power A second electric motor connected to the drive shaft, and the rear shaft side resonance frequency is a frequency based on at least one of a shift position and a driving state of the second electric motor. Can also be. In this case, the rear shaft side resonance frequency may be a frequency that is higher when the shift position is the parking position than when the shift position is not the parking position. Further, the rear shaft side resonance frequency may be a frequency that is larger when torque is output from the second motor than when torque is not output from the second motor. it can.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. 5 is a flowchart showing an example of a torque command setting routine executed by a hybrid electronic control unit 70. FIG. 3 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30 when power is output from an engine 22; FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and a crankshaft 26 serving as an output shaft of the engine 22. A carrier 34 in which a plurality of pinion gears 33 are connected to a carrier shaft 34a as a rear stage shaft connected through a damper 28 is connected, and is connected to driving wheels 63a and 63b through a differential gear 62 and a gear mechanism 60. A three-shaft power distribution and integration mechanism 30 configured as a planetary gear mechanism with a ring gear 32 connected to a ring gear shaft 32a as a drive shaft, and a sun gear 31 of the power distribution and integration mechanism 30 configured as a known synchronous generator motor, for example. A motor MG1 having a rotor connected to the motor, and a known synchronous generator motor, for example A motor MG2 having a rotor connected to a ring gear shaft 32a as a drive shaft via a reduction gear 35, inverters 41 and 42 for driving the motors MG1 and MG2, and a lithium ion secondary battery, for example. A battery 50 configured to exchange electric power with motors MG1 and MG2 via inverters 41 and 42 and a hybrid electronic control unit 70 for controlling the entire vehicle are provided.

  The gear mechanism 60 is provided with a parking lock mechanism 90 including a parking gear 92 attached to the final gear 60a and a parking lock pole 94 that engages with the parking gear 92 and locks in a state in which the rotational drive is stopped. Yes. In the parking lock pole 94, an actuator (not shown) is driven and controlled by the hybrid electronic control unit 70 that receives an operation signal from another position to the parking position (P position) or an operation signal from the parking position to another position. The parking lock and the release thereof are performed by engaging with and releasing the parking gear 92. Since the final gear 60a is mechanically connected to the drive wheels 63a and 63b, the parking lock mechanism 90 indirectly locks the drive wheels 63a and 63b.

  The engine 22 is subjected to operation control such as intake air amount adjustment control, fuel injection control, and ignition control by an engine electronic control unit (hereinafter referred to as engine ECU) 24. The engine ECU 24 receives signals from various sensors that detect the operating state of the engine 22, for example, a crank position from a crank position sensor (not shown) that detects the crank angle of the crankshaft 26 of the engine 22. The engine ECU 24 outputs various control signals for controlling the operation of the engine 22, for example, a drive control signal for a throttle valve, a fuel injection valve, a spark plug, and a variable valve timing mechanism. The engine ECU 24 is in communication 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. The engine ECU 24 also calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on a crank position from a crank position sensor (not shown).

  The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 for detecting the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 is input, and the motor ECU 40 outputs a switching control signal to the inverters 41 and 42. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 has a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between terminals of the battery 50, and an illustration attached to an output terminal on the positive side of the battery 50. The charging / discharging current from the current sensor, the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input, and data regarding the state of the battery 50 is communicated to the hybrid electronic control unit 70 as necessary. Output. In addition, the battery ECU 52 manages the battery 50, and the power storage that is the ratio of the stored power amount stored in the battery 50 based on the integrated value of the charge / discharge current detected by the current sensor to the total capacity (power storage capacity). The ratio SOC is calculated, and the input / output limits Win and Wout, which are the maximum allowable power that may charge / discharge the battery 50, are calculated based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  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 an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Acc from the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. From the hybrid electronic control unit 70, a drive control signal to an actuator (not shown) of the parking lock mechanism 90 is output via an output port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing. In the hybrid vehicle 20 of the embodiment, the position of the shift lever 81 detected by the shift position sensor 82 includes a parking position (P position), a neutral position (N position), a drive position (D position), and a reverse position (R Position).

  In the hybrid vehicle 20 of the embodiment thus configured, the required torque to be output to the ring gear shaft 32a as the drive shaft is calculated based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the sum of the required power and the power required for charging and discharging the battery 50 The engine 22 is operated and controlled so that power corresponding to the power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is performed by the power distribution and integration mechanism 30 and the motor MG1. The required power is converted to the ring gear shaft 3 by torque conversion with the motor MG2. a charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to a, and a motor operation in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. There are modes. Note that both the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the ring gear shaft 32a with the operation of the engine 22. Can be considered as an engine operation mode.

  When traveling in the engine operation mode, the hybrid electronic control unit 70 should output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. The required torque Tr * is set, and the rotation speed obtained by dividing the rotation speed Nr of the ring gear shaft 32a (for example, the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35) to the set required torque Tr *. Of the battery 50 obtained based on the storage ratio SOC of the battery 50 from the calculated traveling power Pdrv *. The charging / discharging required power Pb * (a positive value when discharging from the battery 50) is reduced, and the engine 22 A required power Pe * as a power to be output is set, and an operation line (for example, an optimum fuel consumption operation) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22 The target rotational speed Ne * and the target torque Te * of the engine 22 are set using a line), and the rotational speed Ne of the engine 22 is set to the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. The torque command Tm1 * as the torque to be output from the motor MG1 is set by the rotational speed feedback control for achieving the same, and when the motor MG1 is driven by the torque command Tm1 *, the ring gear as the drive shaft is connected via the planetary gear 30. The torque applied to the motor MG2 is reduced by subtracting the torque acting on the shaft 32a from the required torque Tr *. Set Tm2 *, the target rotation speed Ne * and the target torque Te * TMG sends to the engine ECU 24, the torque command Tm1 *, the Tm2 * is sent to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount and the fuel injection control in the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. In this engine operation mode, when the required power Pe * of the engine 22 falls below a threshold value Pstop determined that it is better to stop the engine 22 in order to operate the engine 22 efficiently, the engine 22 is operated. Stop and shift to motor operation mode.

  When traveling in the motor operation mode, the hybrid electronic control unit 70 sets the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V, and the torque of the motor MG1. A value 0 is set for the command Tm1 *, and a torque command Tm2 * for the motor MG2 is set so that the required torque Tr * is output to the ring gear shaft 32a as the drive shaft within the range of the input / output limits Win and Wout of the battery 50. These are transmitted to the motor ECU 40. Then, the motor ECU 40 that receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. In this motor operation mode, the engine 22 obtained by subtracting the charge / discharge required power Pb * of the battery 50 from the travel power Pdrv * obtained by multiplying the required torque Tr * by the rotational speed Nr of the ring gear shaft 32a as the drive shaft. When the required power Pe * reaches or exceeds a threshold value Pstart determined that it is better to start the engine 22 in order to operate the engine 22 efficiently, the engine 22 is started to shift to the engine operation mode.

  Further, in the hybrid vehicle 20 of the embodiment, when the shift position SP is the parking position (P position), the engine 22 is stopped and the storage ratio SOC of the battery 50 is the threshold value Slo as the storage ratio SOC for starting charging (for example, , 35%, 40%, etc.) until the engine 22 is started and the storage ratio SOC of the battery 50 reaches or exceeds a threshold Shi (for example, 60%, 65%, etc.) as the storage ratio SOC at the end of charging. Electric power is generated by the motor MG1 using the power from the motor 22 to charge the battery 50. When charging the battery 50, the hybrid electronic control unit 70 sets the engine speed Nch and the torque Tch of the engine 22 for charging the battery 50 as the target engine speed Ne * and the target torque Te * of the engine 22 and sets the engine. The torque command Tm1 * of the motor MG1 is set and transmitted to the motor ECU 40 by the rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne *. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * then controls the intake air amount and the fuel injection control in the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Perform ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. At this time, with respect to the motor MG2, a cancel torque as a torque for canceling a torque output from the motor MG1 and acting on the ring gear shaft 32a as the drive shaft via the power distribution and integration mechanism 30 or the gear mechanism 60 The backlash torque as backlash torque may be controlled by setting the torque command Tm2 *, or the torque is output in consideration that the final gear 60a is locked by the parking lock mechanism 90. It is good also as what does not do (set value 0 to torque instruction Tm2 *).

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the torque command Tm1 * of the motor MG1 is set and controlled by the rotational speed feedback control will be described. FIG. 2 is a flowchart showing an example of a torque command setting routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the torque command setting routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts the shift position SP from the shift position sensor 82, the rotational speed Ne of the engine 22, the target torque Te * of the engine 22, and the motor MG2. A process of inputting data such as torque command Tm2 * is executed (step S100). Here, the rotation speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) and is input from the engine ECU 24 by communication. Further, the target torque Te * of the engine 22 and the torque command Tm2 * of the motor MG2 are input as set by the above processing.

  When the data is input in this way, the engine speed Ne [rpm] of the input engine 22 is divided by the product of 60 [s] and the value 2 (one explosion for every two rotations of the engine 22). The explosion frequency Fex [Hz], which is a frequency related to the explosion for each cylinder, is calculated (step S110), and the rear shaft side including the damper 28 (the damper 28 and the damper 28 and the torque command Tm2 * of the motor MG2) is calculated. A rear shaft side resonance frequency Fd [Hz], which is a resonance frequency of the damper 28 on the carrier shaft 34a side), is set (step S120). Here, the explosion frequency Fex is, for example, 8.33 Hz when the engine 22 is operated at 1000 rpm, and 10.83 Hz when the engine 22 is operated at 1300 rpm. In the embodiment, the rear shaft side resonance frequency Fd is set according to whether or not the shift position SP is the parking position (P position) and whether or not the torque command Tm2 * of the motor MG2 is 0 (torque is output from the motor MG2). Whether or not) and the rear shaft side resonance frequency Fd are determined in advance by experiments or analysis and a rear shaft side resonance frequency setting map is stored in the ROM 74, and the torque command Tm2 of the shift position SP and the motor MG2 is stored. When * is given, the corresponding rear shaft side resonance frequency Fd is derived and set from the stored map. The rear shaft side resonance frequency Fd varies depending on the specification of the vehicle. However, in the embodiment, in consideration of the fact that the rear shaft side resonance frequency Fd changes according to the mass of the rear shaft side, the spring rigidity, etc. When the shift position SP is in the parking position, the damper 28 to the final gear 60a are considered in the parking position and the damper 28 to the driving wheels 63a and 63b are considered in the driving position as the targets that affect the side resonance frequency Fd. A value larger by several hundred mHz to several Hz is set than when the parking position is not set, and when the torque command Tm2 * of the motor MG2 is not zero, it is several hundred mHz to several Hz larger than when the value is zero. The value was to be set.

  Subsequently, the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is compared with a predetermined threshold value Fref (step 130). Here, the threshold value Fref is a threshold value used for determining whether or not the rotational fluctuation of the engine 22 or the motor MG1 may be periodically promoted, for example, 0.3 Hz, 0.5 Hz, 0.7 Hz or the like can be used. Considering that periodic rotation fluctuations occur in the engine 22 due to explosion combustion of each cylinder of the engine 22, torque for canceling the periodic rotation fluctuations of the engine 22 is set in the torque command Tm1 * of the motor MG1. However, the timing at which torque is actually output from the motor MG1 due to a delay in computation of the hybrid electronic control unit 70 and the motor ECU 40, a communication delay between the hybrid electronic control unit 70 and the motor ECU 40, and the like is the motor MG1. When the deviation between the explosion frequency Fex and the rear shaft side resonance frequency Fd is small due to a delay from the timing of setting the torque command Tm1 *, the rotational fluctuation of the engine 22 causes the explosion cycle of one cylinder of the engine 22 (engine 22 1 explosion cycle for 2 rotations) There is a possibility that the Mau. The process of step S130 is a process for determining whether or not there is such a possibility.

  When the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is larger than the threshold value Fref, the predetermined value Kp1 is set to the proportional term gain Kp and the predetermined value Ki1 is set to the integral term gain Ki (step) S140) When the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is equal to or smaller than the threshold value Fref, a predetermined value Kp2 smaller than the predetermined value Kp1 is set as the gain Kp of the proportional term and a predetermined value smaller than the predetermined value Ki1. The value Ki2 is set as the integral term gain Ki (step S150). The torque command Tm1 * of the motor MG1 is set by the following equation (1) using the set gains Kp and Ki, the engine speed Ne and the target engine speed Ne * (step S160), and this routine is executed. finish. Here, FIG. 3 shows an example of a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when power is output from the engine 22. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. The two thick arrows on the R axis indicate that the torque Tm1 output from the motor MG1 acts on the ring gear shaft 32a and the torque Tm2 output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Torque. The first term on the right side of Equation (1) can be easily derived by using this alignment chart. Further, the predetermined values Kp2 and Ki2 use values that are 0.5 times or less of the predetermined values Kp1 and Ki1, for example, values that are 0.4 times or 0.5 times the predetermined values Kp1 and Ki1, respectively. It was. Further, when the torque command Tm1 * is set in this way, the hybrid electronic control unit 70 transmits the torque command Tm1 * to the motor ECU 40, and the motor ECU 40 that receives the torque command Tm1 * drives the motor MG1 with the torque command Tm1 *. The switching element of the inverter 41 is controlled to be switched. When the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is equal to or less than the threshold value Fref, the rotational speed Ne of the engine 22 is controlled by feedback control using gains Kp and Ki in which relatively large predetermined values Kp1 and Ki1 are set. If the motor MG1 is controlled by setting the torque command Tm1 * of the motor MG1 so that becomes the target rotational speed Ne *, the rotational fluctuation of the engine 22 may be greatly promoted. On the other hand, in the embodiment, when the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is equal to or less than the threshold value Fref, the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is greater than the threshold value Fref. The torque command Tm1 * of the motor MG1 is set so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * by feedback control using the gains Kp and Ki that set small predetermined values Kp2 and Ki2 as compared to when large. By controlling the motor MG1, it is possible to suppress an increase in rotational fluctuations of the engine 22 and the motor MG1. As a result, the vibration of the vehicle can be suppressed. In addition, when the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is equal to or less than the threshold value Fref, the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is larger than the threshold value Fref. Then, by controlling the motor MG1 by setting the torque command Tm1 * of the motor MG1 by feedback control using the gains Kp and Ki of 0.5 times or less, the vibration of the vehicle can be more reliably suppressed. Of course, when the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is larger than the threshold value Fref, the rotation of the engine 22 is performed by feedback control using gains Kp and Ki in which relatively large predetermined values Kp1 and Ki1 are set. By controlling the motor MG1 by setting the torque command Tm1 * of the motor MG1 so that the number Ne becomes the target rotational speed Ne *, the followability of the rotational speed Ne of the engine 22 to the target rotational speed Ne * is improved. can do.

  Tm1 * =-ρ ・ Te * / (1 + ρ) + Kp ・ (Nm1 * -Nm1) + Ki ・ ∫ (Nm1 * -Nm1) dt (1)

  According to the hybrid vehicle 20 of the embodiment described above, the explosion frequency Fex according to the rotational speed Ne of the engine 22 and the resonance frequency on the rear shaft side including the damper 28 (the rear shaft side from the damper 28 and the damper 28). When the absolute value of the difference from the rear shaft side resonance frequency Fd is equal to or smaller than the threshold value Fref, the predetermined value Kp2 is smaller than when the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is larger than the threshold value Fref. By setting the torque command Tm1 * of the motor MG1 and controlling the motor MG1 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * by feedback control using the gains Kp and Ki for which Ki2 is set. 22 and the motor MG1 can be prevented from increasing in rotational fluctuation, and vehicle vibration can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the predetermined values Kp2 and Ki2 are 0.5 times or less of the predetermined values Kp1 and Ki1, for example, 0.4 times and 0.5 times the predetermined values Kp1 and Ki1. However, the value is larger than 0.5 and less than 1 times the predetermined values Kp1 and Ki1, for example, 0.6 times and 0.7 times the predetermined values Kp1 and Ki1. May be used.

  In the hybrid vehicle 20 of the embodiment, the rear shaft side resonance frequency Fd is set based on the shift position SP and the torque command Tm2 * of the motor MG2. However, the rear shaft side resonance frequency Fd is based only on the shift position SP. May be set, or the rear shaft side resonance frequency Fd may be set based only on the torque command Tm2 * of the motor MG2. Moreover, it is good also as what sets the fixed value defined according to the specification of the vehicle to the back | latter stage side resonance frequency Fd.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be output to an axle (an axle connected to the wheels 64a and 64b in FIG. 4) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, and the power from the motor MG2 is reduced to the reduction gear. 35, the motor MG is connected to the drive shaft connected to the drive wheels 63a and 63b via the transmission 230, as illustrated in the hybrid vehicle 220 of the modified example of FIG. The engine 22 is connected to the rotation shaft of the motor MG via the clutch 229, and the power from the engine 22 is output to the drive shaft via the rotation shaft of the motor MG and the transmission 230, and from the motor MG. This power may be output to the drive shaft via the transmission 230.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 22 corresponds to the “internal combustion engine”, the motor MG1 corresponds to the “electric motor”, the battery 50 corresponds to the “secondary battery”, and the explosion frequency Fex corresponding to the rotational speed Ne of the engine 22 When the absolute value of the difference between the rear shaft side resonance frequency Fd, which is the frequency of the rear shaft side resonance including the damper 28, is equal to or less than the threshold Fref, the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is The hybrid electronic control unit 70 that executes the process of step S150 of the torque command setting routine of FIG. 2 for setting the predetermined values Kp2, Ki2 to the gains Kp, Ki smaller than when the threshold value Fref is greater is “gain setting means”. Motor MG so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * by feedback control using the set gains Kp and Ki. The hybrid electronic control unit 70 that executes the process of step S160 of the torque command setting routine of FIG. 2 for setting the torque command Tm1 * and the motor MG1 is received based on the torque command Tm1 *. The motor ECU 40 to be controlled corresponds to “motor control means”. The power distribution and integration mechanism 30 corresponds to a “planetary gear mechanism”, and the motor MG2 corresponds to a “second electric motor”.

  Here, the “internal combustion engine” is not limited to the engine 22 configured as an internal combustion engine that outputs power by a hydrocarbon-based fuel such as gasoline or light oil, but is twisted by a rear stage shaft connected to an axle. Any type of internal combustion engine may be used as long as the output shaft is connected via an element. The “motor” is not limited to the motor MG1 configured as a synchronous generator motor, and may be any type of motor, such as an induction motor, as long as it can input and output power to the rear shaft. . The “secondary battery” is not limited to the battery 50 configured as a lithium ion secondary battery, and can exchange electric power with an electric motor such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery. Any type of secondary battery may be used. As the “gain setting means”, the absolute value of the difference between the explosion frequency Fex corresponding to the rotational speed Ne of the engine 22 and the rear shaft side resonance frequency Fd that is the resonance frequency of the rear shaft side including the damper 28 is equal to or less than the threshold value Fref. When the absolute value of the difference between the explosion frequency Fex and the rear shaft side resonance frequency Fd is larger than the threshold value Fref, the predetermined values Kp2 and Ki2 are limited to those for setting the gains Kp and Ki. Rather, the difference between the explosion frequency, which is a frequency related to the explosion of the internal combustion engine according to the rotational speed of the internal combustion engine, and the rear shaft side resonance frequency, which is the frequency of the rear shaft side resonance including the torsion element, is determined in a predetermined range. If the difference between the explosion frequency and the rear shaft side resonance frequency is outside the predetermined range, a smaller value is set for the gain used for feedback control. It may be as things. The “motor control means” is not limited to the combination of the hybrid electronic control unit 70 and the motor ECU 40, and may be configured by a single electronic control unit. Further, the “motor control means” sets the torque command Tm1 * of the motor MG1 so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * by feedback control using the set gains Kp and Ki, and controls the motor MG1. It is not limited to what is controlled, and it may be anything as long as it controls the electric motor so that the rotational speed of the internal combustion engine becomes the target rotational speed by feedback control using a set gain. In addition, the “planetary gear mechanism” is not limited to the power distribution and integration mechanism 30 described above, and uses a double pinion type planetary gear mechanism or a combination of a plurality of planetary gear mechanisms to connect to four or more shafts. As long as the three rotating elements are connected to the three axes of the driving shaft connected to the axle, the rear shaft, and the rotating shaft of the electric motor, any configuration may be used. The “second electric motor” is not limited to the motor MG2 configured as a synchronous generator motor, and may be any type of electric motor such as an induction motor that can input and output power to the drive shaft. It doesn't matter.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention is applicable to the hybrid vehicle manufacturing industry.

  20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 60 gear mechanism 62, differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever -, 82 Shift position sensor, 83 Accelerator pedal, 84 Accelerator pedal position sensor, 85 Brake pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 90 Parking lock mechanism, 92 Parking gear, 94 Parking lock pole, 229 Clutch, 230 Shift Machine, MG, MG1, MG2 motor.

Claims (6)

An internal combustion engine in which an output shaft is connected to a rear stage shaft connected to an axle via a torsion element, an electric motor capable of inputting and outputting power to the rear stage shaft, a secondary battery capable of exchanging electric power with the electric motor, A car equipped with
The difference between the explosion frequency, which is a frequency related to the explosion of the internal combustion engine according to the rotational speed of the internal combustion engine, and the rear shaft side resonance frequency, which is the resonance frequency of the rear shaft side including the torsion element, is predetermined. A gain setting means for setting a smaller value as a gain used for feedback control compared to when the difference between the explosion frequency and the rear shaft side resonance frequency is outside the predetermined range when within the range;
Electric motor control means for controlling the electric motor so that the rotational speed of the internal combustion engine becomes a target rotational speed by feedback control using the set gain;
Automobile equipped with. The automobile according to claim 1,
The gain setting means compares the difference between the explosion frequency and the rear shaft side resonance frequency within the predetermined range, and when the difference between the explosion frequency and the rear shaft side resonance frequency is outside the predetermined range. Is a means for setting a value of 0.5 times or less to the gain.
Automobile. The automobile according to claim 1 or 2,
The explosion frequency is a frequency of a ratio of once per two rotations of the internal combustion engine.
Automobile. The automobile according to any one of claims 1 to 3,
A planetary gear mechanism in which three rotating elements are connected to three axes of a driving shaft coupled to the axle, the rear-stage shaft, and a rotating shaft of the electric motor;
A second electric motor capable of exchanging electric power with the secondary battery and connected to the drive shaft;
With
The rear shaft side resonance frequency is a frequency based on at least one of a shift position and a driving state of the second electric motor.
Automobile. The automobile according to claim 4,
The rear shaft side resonance frequency is a frequency that is larger when the shift position is the parking position than when the shift position is not the parking position.
Automobile. The automobile according to claim 4 or 5,
The rear shaft side resonance frequency is a frequency that is larger when torque is output from the second motor than when torque is not output from the second motor.
Automobile.

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