JP2015089787A - Control device for hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid-vehicular control apparatus capable of suppressing a tooth-clattering noise generated by an engine isolation clutch when the clutch is engaged.SOLUTION: In a case where an amplitude of pulsation of engine torque is equal to or more than a given value so that a tooth-clattering noise is predicted to occur in engagement of an engine isolation clutch K0, additional torque is output from a first motor MG1 so that a pulsation range of input torque of the engine isolation clutch K0 falls in one of positive and negative zones, and therefore a state where a backlash of engaged tooth of the engine isolation clutch K0 diminished is maintained. Accordingly, it is possible to suppress the tooth-clattering noise generated by the engine isolation clutch K0 immediately after the clutch K0 is engaged.

Description

  The present invention switches from hybrid motor traveling by starting an engine using an electric motor via the engine disconnecting clutch from a motor traveling in which an engine disconnecting clutch comprising a dog clutch that connects or disconnects driving wheels from the engine. More particularly, the present invention relates to a technique for suppressing rattling noise generated from the engine disconnecting clutch.

  An engine, a first electric motor (for example, a starter motor) that can output power to the crankshaft of the engine, an engine disconnecting clutch that connects or disconnects driving wheels from the engine, and an engine disconnecting clutch that A hybrid vehicle is known that includes a second electric motor that can input and output power therebetween. For example, this is the hybrid vehicle shown in Patent Document 1. In Patent Document 1, it is shown that when the engine is started, the pulsation of the engine torque is canceled using a second electric motor connected to the engine via an engine disconnecting clutch.

JP 2013-75591 A

  By the way, in the hybrid vehicle of Patent Document 1, a friction clutch is used as the engine disconnecting clutch. However, instead of the friction clutch, a configuration of a meshing clutch that does not drag and is expected to improve fuel consumption is adopted. It is considered. However, when connecting the engine disconnection clutch constituted by the meshing clutch, when the rotational speed of the input / output shaft of the engine disconnection clutch is synchronized and the input torque to the engine disconnection clutch is substantially zero, The engine torque pulsation changes its input torque across both the positive and negative regions, causing the meshing teeth backlash of the engine disconnecting clutch to open or clog. Sound).

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to control a hybrid vehicle that suppresses rattling noise generated from the engine disconnecting clutch when the engine disconnecting clutch is connected. To provide an apparatus.

  To achieve the above object, the gist of the present invention is that: (a) an engine, a first electric motor capable of inputting / outputting power to / from a crankshaft of the engine, and a connection between the engine and driving wheels; In a hybrid vehicle including an engine disconnecting clutch including a meshing clutch to be disconnected and a second electric motor capable of inputting and outputting power between the engine disconnecting clutch and a drive wheel, the motor traveling from which the engine disconnecting clutch is disconnected A control device for a hybrid vehicle that is connected to the hybrid vehicle by starting the engine using the first electric motor by connecting the engine disconnect clutch, and (b) when connecting the engine disconnect clutch, When the pulsation of the output torque of the engine is greater than a predetermined value, The torque of the second motor is controlled so that the additional torque from the first motor is output so that the pulsation range of the force torque is one of the positive region and the negative region, and at the same time, the additional torque is canceled out. It is in.

  According to the control apparatus for a hybrid vehicle configured as described above, when the engine disconnecting clutch is connected, when the pulsation of the output torque of the engine is greater than or equal to a predetermined value and the occurrence of rattling noise is predicted, Since the additional torque from the first electric motor is controlled so that the pulsation range of the input torque of the engine disconnecting clutch is one of the positive region and the negative region, the backlash of the meshing teeth of the engine disconnecting clutch is prevented. Clogged state is maintained. This suppresses rattling noise generated from the engine disconnection clutch when the engine disconnection clutch is engaged. At the same time, since the torque of the second motor is controlled so that the additional torque from the first motor is offset, the driving torque of the vehicle corresponds to the required driving force, and the driver does not feel uncomfortable.

  Preferably, when the engine disconnecting clutch is disengaged, the throttle opening, the engine ignition timing, and the valve timing are controlled so that the pulsation width of the output torque of the engine is reduced, and the engine The torque of the first electric motor is controlled so that the input torque of the disengagement clutch approaches zero. As a result, when the engine disconnection clutch is disengaged, control is performed so that the pulsation width of the output torque of the engine is reduced, so that rattling noise generated from the engine disconnection clutch is suitably suppressed. The In addition, even if the throttle opening, engine ignition timing, and valve timing are controlled so that the pulsation width of the output torque of the engine is reduced, the first torque is set so that the input torque of the engine disconnecting clutch goes to zero. Since the torque of the motor is controlled, the driver does not feel uncomfortable.

1 is a skeleton diagram schematically illustrating a configuration of an example of a hybrid vehicle to which the present invention is applied. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the input torque etc. of the engine disconnection clutch after an engine disconnection clutch starts connection, and is a figure which shows the case where the control action of the electronic controller of FIG. 1 is not performed. It is a figure which shows the input torque etc. of the engine disconnection clutch after an engine disconnection clutch starts connection, and is a figure which shows the case where the control action of the electronic controller of FIG. 1 is performed. It is a figure which shows the electronic control apparatus of the hybrid vehicle of the other Example of this invention, and is a figure corresponding to FIG. It is a flowchart explaining the principal part of the control action of the electronic controller of FIG. It is a figure which shows the input torque etc. of the engine disconnection clutch when an engine disconnection clutch is cut | disconnected, and is a figure which shows the case where the control action of the electronic controller of FIG. 6 is not performed. It is a figure which shows the input torque of the engine disconnection clutch, etc. when an engine disconnection clutch is cut | disconnected, and is a figure which shows the case where the control action of the electronic controller of FIG. 6 is performed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 14 constituting a hybrid vehicle 10 (hereinafter referred to as a vehicle 10) to which the present invention is preferably applied. It is a figure explaining the principal part of the control system for various controls.

  In FIG. 1, a vehicle power transmission device 16 (hereinafter referred to as a power transmission device 16) is a meshing clutch in order from the engine 12 side in a transmission case (not shown) as a non-rotating member attached to a vehicle body by bolting or the like. An engine disconnecting clutch device (engine disconnecting clutch) K0 including a (dog clutch), a second electric motor MG2, an automatic transmission 18 and the like are provided. Further, the power transmission device 16 includes a propeller shaft 22 connected to a transmission output shaft 20 that is an output rotating member of the automatic transmission 18, a differential gear device 24 connected to the propeller shaft 22, and a difference between them. A pair of axles 26 and the like connected to the dynamic gear device 24 are provided. In the power transmission device 16, the power of the engine 12 is supplied from the engine connecting shaft 28 that connects the crankshaft of the engine 12 and the engine disconnecting clutch device K0 when the engine disconnecting clutch device K0 is connected. The disengagement clutch device K0, the second electric motor MG2, the automatic transmission 18, the propeller shaft 22, the differential gear device 26, the pair of axles 26, and the like are sequentially transmitted to the pair of drive wheels 14. Yes. The power transmission device 16 is provided with a first electric motor MG1 having a rotor 30 that is integrally connected to the crankshaft of the engine 12.

  Although not shown, the vehicle 10 includes, for example, a hydraulic control circuit that controls the shift operation of the automatic transmission 18, an inverter that controls the operation of the first electric motor MG 1 and the second electric motor MG 2, and the inverter. And a power storage device that exchanges power with the first electric motor MG1 and the second electric motor MG2.

  The automatic transmission 18 is, for example, a stepped automatic transmission having a plurality of planetary gear units and a plurality of friction engagement devices (clutch, brake), and a transmission belt is wound around a pair of variable pulleys having variable effective diameters. A continuously variable transmission or a continuously meshing parallel shaft transmission in which a plurality of gear pairs are automatically selected by a shift select actuator.

  The first electric motor MG1 and the second electric motor MG2 are so-called motor generators having a function as a motor that generates mechanical power from electric energy and a function as a generator that generates electric energy from mechanical energy. The first electric motor MG1 controls, for example, the rotational speed of the engine 12 and the torque output from the engine 12 when the engine 12 is started. The second electric motor MG2 generates driving power using electric power supplied from the power storage device via the inverter instead of or in addition to the engine 12. The first electric motor MG1 is disposed in the power transmission device 16 so that power can be input to and output from the crankshaft of the engine 12, and the second electric motor MG2 transmits power between the engine disconnecting clutch device K0 and the drive wheels 14. It is arranged in the power transmission device 16 so that input / output is possible.

  As shown in FIG. 1, the engine disconnecting clutch device K0 is provided integrally with an end portion of the engine connecting shaft 28, and has a substantially disc-shaped first gear 32 having first outer peripheral engagement teeth 32a on the outer periphery. The second gear having a substantially disc shape, which is integrally provided at the end of the second motor connecting shaft 36 integrally connected to the rotor 34 of the second motor MG2, and has second outer peripheral fitting teeth 38a on the outer periphery. 38, a sleeve 40 provided with inner peripheral teeth 40a that can be engaged with the first outer peripheral engaging teeth 32a and the second outer peripheral engaging teeth 38a, and provided so as to be movable in the direction of the axis C1. It is a meshing-type meshing clutch (connecting / disconnecting device) including an actuator 42 that moves in the direction of the axis C1. That is, the engine disconnecting clutch device K0 is a fitting clutch for selectively connecting the first gear 32 and the second gear 38, that is, a meshing clutch for connecting or disconnecting between the engine 12 and the drive wheels 14. It is. The actuator 42 drives the sleeve 40 in the direction of the axis C1 by a command signal output from an electronic control device (control device) 44 described later. The engine disconnecting clutch device K0 is preferably provided with a well-known synchronization mechanism.

  In the engine disengagement clutch device K0 configured as described above, the connection between the first gear 32 and the second gear 38 is cut off when the engine disengagement clutch device K0 is disconnected as shown in FIG. Therefore, power from the engine 12 is not transmitted to the drive wheels 14. On the other hand, when the sleeve 40 is moved in the direction of the axis C1 by the actuator 42 and both the first outer peripheral engagement tooth 32a and the second outer peripheral engagement tooth 38a mesh with the inner peripheral tooth 40a of the sleeve 40, the engine disconnecting clutch. The device K0 is connected, and the first gear 32 and the second gear 38 are connected. As a result, power from the engine 12 is transmitted to the drive wheels 14.

  In the hybrid vehicle 10 configured as described above, for example, when the required driving force requested by the driver is in a range that can be covered only by the output of the second electric motor MG2, the traveling mode is set to the motor traveling mode (EV traveling mode), In the state where the engine disconnection clutch device K0 is disconnected, the engine 12 is stopped, and motor travel (EV travel) is performed in which only the second electric motor MG2 is traveled. Further, during the motor running, for example, when the required driving force requested by the driver is in a range that cannot be covered unless at least the output of the engine 12 is used, the engine 12 is driven to rotate (cranking) using the first electric motor MG1. The engine 12 is started by executing the electronic throttle valve opening / closing control, the fuel supply control, and the ignition timing control. Thereafter, the first motor MG1 is controlled so that the rotational speeds of the engine connecting shaft 28 and the second motor connecting shaft 36 are substantially matched, that is, the input / output shafts of the engine disconnecting clutch device K0 are substantially matched, and the engine is disconnected. The input torque TKi of the clutch device K0 is made substantially zero, and the engine disconnecting clutch device K0 is connected. As a result, the travel mode is switched from the motor travel mode to the engine travel mode, that is, the hybrid travel mode (HV travel mode), and the engine 12 and the second electric motor MG2 are traveled while the engine disconnecting clutch device K0 is connected. Hybrid traveling (HV traveling) that travels as a driving source is performed. Further, during the hybrid traveling, for example, when the required driving force requested by the driver is within a range that can be covered only by the output of the second electric motor MG2, the engine connecting shaft 28 (first gear 32) of the engine disconnecting clutch device K0 is used. The engine, that is, the total torque of the engine 12 and the first electric motor MG1 is controlled to be substantially zero, and the engine disconnecting clutch device K0 is disconnected. Then, engine fuel cut is performed and the engine 12 is stopped. As a result, the travel of the vehicle 10 is switched from the hybrid travel to the motor travel.

  The vehicle 10 is provided with an electronic control device 44 as illustrated in FIG. The electronic control unit 44 includes, for example, a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, the driving state of the vehicle 10 is controlled in accordance with the traveling state of the vehicle. In addition, information detected by various sensors is supplied to the electronic control unit 44. For example, the engine speed NE (rpm) detected by the engine speed sensor 46, the second motor speed Nm2 (rpm) detected by the second motor speed sensor 48, and the accelerator detected by the accelerator opening sensor 50 Accelerator opening degree Acc, which is the operation amount of the pedal 52, throttle opening degree θth detected by the throttle opening degree sensor 54, intake air amount Q detected by the intake air amount sensor 56, vehicle speed V detected by the vehicle speed sensor 58, etc. Is supplied.

  FIG. 2 is a functional block diagram for explaining a main part of the control function provided in the electronic control unit 44. The MG1 torque setting control unit 60 shown in FIG. 2 performs switching from the motor travel mode to the hybrid travel mode based on, for example, a change in the required drive torque (required drive force) Ti from the driver. When the engine 12 is started by MG1, the first electric motor is set so that the rotational speed of the input / output shaft of the engine disconnecting clutch device K0 is synchronized and the input torque TKi of the engine disconnecting clutch device K0 is substantially zero. The torque TM1 of MG1 is controlled.

  When the MG1 torque setting control unit 60 synchronizes the rotational speed of the input / output shaft of the engine disconnection clutch device K0 and the input torque TKi of the engine disconnection clutch device K0 becomes substantially zero, the clutch engagement determination unit 62 It is determined whether or not the connection operation of the disengagement clutch device K0 has been started, that is, whether or not the sleeve 40 has been moved in the direction of the axis C1 by the actuator 42. For example, the clutch engagement determination unit 62 determines whether or not the start operation of the engine disengagement clutch device K0 has been started based on a command signal supplied from the electronic control device 44 to the actuator 42.

  When the clutch engagement determination unit 62 determines that the engine disengagement clutch device K0 is connected, the TE and TE pulsation amount estimation unit 64 determines the average value (average TE) of the engine torque TE and the pulsation of the engine torque TE. Is estimated from the related values of the pumping state and the combustion state of the engine 12. In the TE and TE pulsation amount estimation unit 64, for example, the pulsation amplitude dTe is estimated to be smaller as the in-cylinder air amount is smaller or as the ignition timing retardation amount is larger. The in-cylinder air amount is estimated from, for example, an elapsed time t after engine start, an engine speed NE, an intake air amount Q, a throttle opening θth, and the like. In addition, in the TE and TE pulsation amount estimation unit 64, the engine torque TE is estimated using, for example, a map from the engine speed NE and the accelerator opening Acc.

  When the TE and TE pulsation amount estimation unit 64 estimates the average value of the engine torque TE and the amplitude dTe of the pulsation of the engine torque TE, the TE and TE pulsation amount determination unit 66 determines the estimated engine torque TE. It is determined whether or not the pulsation amplitude dTe is equal to or larger than a predetermined value ΔT1, and whether or not the estimated average value of the engine torque TE is equal to or smaller than the predetermined value T1. The predetermined value ΔT1 is, for example, a determination value that is experimentally determined to determine whether the amplitude dTe of the pulsation of the engine torque TE that requires suppression of rattling noise (abnormal noise). The predetermined value T1 is a determination value determined experimentally, for example, to determine whether the average value of the input torque TKi of the engine disconnection clutch device K0 is in a positive region or a negative region.

  The upper limit value / lower limit value setting unit 68 determines that the pulsation amplitude dTe of the engine torque TE estimated by the TE / TE pulsation amount determination unit 66 is greater than or equal to a predetermined value ΔT1, and the average value of the estimated engine torque TE. Is determined to be equal to or less than the predetermined value T1, an experimentally determined upper limit value A of the input torque TKi of the engine disengagement clutch device K0 is set. Further, the upper limit value / lower limit value setting unit 68 determines that the pulsation amplitude dTe of the engine torque TE estimated by the TE / TE pulsation amount determination unit 66 is greater than or equal to a predetermined value ΔT1 and the estimated engine torque TE. When it is determined that the average value is greater than the predetermined value T1, that is, not less than the predetermined value T1, an experimentally determined lower limit value B of the input torque TKi of the engine disengagement clutch device K0 is set.

  The MG1 torque setting control unit 60 determines that the clutch disengagement determination unit 62 determines that the engine disengagement clutch device K0 is connected, and the TE and TE pulsation amount determination unit 66 estimates the pulsation amplitude dTe of the engine torque TE. If it is determined that it is smaller than the predetermined value ΔT1, that is, not greater than or equal to the predetermined value ΔT1, the rotational speed of the input / output shaft of the engine disconnect clutch device K0 executed by the first electric motor MG1 is synchronized and the engine disconnect clutch device Torque control for making the input torque TKi of K0 substantially zero is stopped. For example, the torque TM1 of the first electric motor MG1 is set to zero.

Further, the MG1 torque setting control unit 60 determines that the engine disengagement clutch device K0 is connected by the clutch engagement determination unit 62, and the pulsation amplitude dTe of the engine torque TE is predetermined by the TE and TE pulsation amount determination unit 66. When it is determined that the value ΔT1 or more and the upper limit value A of the input torque TKi of the engine disconnecting clutch device K0 is set by the upper limit value / lower limit value setting unit 68, the input torque TKi of the engine disconnecting clutch device K0 is set. The torque TM1 of the first electric motor MG1, that is, the additional torque is set so that the set upper limit value A is not exceeded, that is, the pulsation range of the input torque TKi is in the negative region, and the torque TM1 that is the set additional torque is set. The first electric motor MG1 is controlled so as to be output. For example, the MG1 torque setting control unit 60 determines the torque TM1 of the first electric motor MG1 according to the following equation (1). For example, the torque TM1 of the first electric motor MG1, that is, the additional torque is negative (minus).
TM1 <upper limit value A- (engine torque TE + pulsation amplitude dTe) (1)

Further, the MG1 torque setting control unit 60 determines that the engine disengagement clutch device K0 is connected by the clutch engagement determination unit 62, and the pulsation amplitude dTe of the engine torque TE is predetermined by the TE and TE pulsation amount determination unit 66. When it is determined that the value ΔT1 or more and the lower limit value B of the input torque TKi of the engine disconnection clutch device K0 is set by the upper limit value / lower limit value setting unit 68, the input torque TKi of the engine disconnection clutch device K0 is The torque TM1 of the first electric motor MG1, that is, the additional torque is set so that the lower limit value B is not exceeded, that is, the pulsation range of the input torque TKi is in the positive region, and the set torque TM1 that is the set additional torque is output. The first electric motor MG1 is controlled as described above. For example, the MG1 torque setting control unit 60 determines the torque TM1 of the first electric motor MG1 according to the following equation (2). For example, the torque TM1, that is, the additional torque, of the first electric motor MG1 is positive (plus).
TM1> Lower limit value B- (Engine torque TE-Pulsation amplitude dTe) (2)

  The MG2 torque setting control unit 70 determines that the pulsation amplitude dTe of the engine torque TE is greater than or equal to a predetermined value ΔT1 by the TE and TE pulsation amount determination unit 66, and the MG1 torque setting control unit 60 determines the engine disconnection clutch device K0. When the torque TM1 of the first electric motor MG1, that is, the additional torque is determined so that the input torque TKi of the motor does not exceed the upper limit value A or the lower limit value B, the sum of the determined additional torque and the engine torque TE is The torque TM2 of the second electric motor MG2 is set based on the difference from the required driving torque (requested driving force) Ti required by the motor, that is, the torque TM2 of the second electric motor MG2 is set so that the additional torque is canceled out. The second electric motor MG2 is controlled so that the set torque TM2 is output.

  FIG. 3 shows the control operation of the traveling control of the vehicle 10 that suppresses the rattling noise (abnormal noise) generated from the engine disconnecting clutch device K0 when the engine disconnecting clutch device K0 is connected. It is a flowchart explaining an example. In FIG. 3, for example, switching from the motor travel mode to the hybrid travel mode is executed based on a change in the required drive torque Ti from the driver, and the engine 12 is started by the first motor MG1, and then the first motor 7 is a flowchart for explaining the control operation after the MG1 is controlled so that the rotational speed of the input / output shaft of the engine disconnecting clutch device K0 is synchronized and the input torque TKi of the engine disconnecting clutch device K0 is substantially zero. is there.

  As shown in FIG. 3, first, in step S1 corresponding to the MG1 torque setting control unit 60 and the clutch engagement determination unit 62 (hereinafter, step is omitted), the first motor MG1 turns on the engine disconnecting clutch device K0. When the rotation speed of the output shaft is synchronized and the input torque TKi of the engine disconnection clutch device K0 is made substantially zero, it is determined whether or not the connection of the engine disconnection clutch device K0 is started. When the determination of S1 is negative, that is, when connection of the engine disconnection clutch device K0 has not started, in S2 corresponding to the MG1 torque setting control unit 60, the engine disconnection clutch device K0 is the same as S1 described above. The torque TM1 of the first electric motor MG1 is controlled so that the input / output shaft rotation speed is synchronized and the input torque TKi of the engine disconnecting clutch device K0 is substantially zero.

  When the determination in S1 is affirmative, that is, when connection of the engine disconnection clutch device K0 is started, in S3 corresponding to TE, TE pulsation amount estimation unit 64, the average value of engine torque TE and engine torque TE The pulsation amplitude dTe is estimated. Next, in S4 corresponding to the TE and TE pulsation amount determination unit 66, it is determined whether or not the pulsation amplitude dTe of the engine torque TE estimated in S3 is equal to or greater than a predetermined value ΔT1. If the determination in S4 is negative, that is, if the amplitude dTe of the pulsation of the engine torque TE is smaller than the predetermined value ΔT1, in S5 corresponding to the MG1 torque setting control unit 60, the engine separation executed from S1 is performed. Torque control in the first electric motor MG1 for synchronizing the rotational speed of the input / output shaft of the clutch device K0 is stopped.

  If the determination in S4 is affirmative, that is, if the amplitude dTe of the pulsation of the engine torque TE is greater than or equal to a predetermined value ΔT1, the engine estimated in S3 in S6 corresponding to the TE and TE pulsation amount determination unit 66 It is determined whether or not the average value of the torque TE is equal to or less than a predetermined value T1. If the determination in S6 is affirmative, that is, if the average value of the estimated engine torque TE is equal to or less than the predetermined value T1, in S7 corresponding to the upper limit / lower limit setting unit 68, the engine disconnect clutch device K0. An upper limit value A of the input torque TKi is set. If the determination in S6 is negative, that is, if the average value of the estimated engine torque TE is larger than the predetermined value T1, the engine disconnection clutch device in S8 corresponding to the upper limit / lower limit setting unit 68. A lower limit value B of the input torque TKi for K0 is set.

  Next, in S9 corresponding to the MG1 torque setting control unit 60 and the MG2 torque setting control unit 70, the pulsation range of the input torque TKi of the engine disconnection clutch device K0 is set so as not to exceed the upper limit value A set in S7. The torque TM1 of the first electric motor MG1, that is, the additional torque, is determined so that is in the negative region or does not exceed the lower limit B set in S8, that is, the pulsation range of the input torque TKi is in the positive region. And the torque TM2 of the second electric motor MG2 is set so as to cancel the determined additional torque. Then, the first electric motor MG1 and the second electric motor MG2 are controlled so that the torques TM1 and TM2 set as described above are output.

  4 and 5 show the input torque TKi and average value (average TKi) of the engine disengagement clutch device K0 after the connection of the engine disengagement clutch device K0 is started, the driver's required drive torque Ti, the first FIG. 4 is a diagram showing the torque TM1 of the electric motor MG1 and the torque TM2 of the second electric motor MG2, FIG. 4 shows a case where the control operation shown in the flowchart of FIG. 3 is not executed, and FIG. The case where the control as shown to a flowchart is performed is shown. 4 and 5, before the connection of the engine disconnection clutch device K0 is started, the rotation speed of the input / output shaft of the engine disconnection clutch device K0 is synchronized by the first electric motor MG1 and the engine disconnection is performed. Control is performed so that the input torque TKi of the disengagement clutch device K0 becomes substantially zero. 4 and FIG. 5, the amplitude of the pulsation of the input torque TKi of the engine disconnecting clutch device K0 is attenuated from the time t1 to the time t2 by the operation of the synchronization mechanism provided in the engine disconnecting clutch device K0. ing.

  As shown in FIG. 4, after the connection of the engine disconnection clutch device K0 is started, the input torque TKi of the engine disconnection clutch device K0 spans both the positive region and the negative region due to the pulsation of the engine torque TE. In the engine disconnection clutch device K0, for example, backlash between the second outer peripheral engagement tooth 38a and the inner peripheral tooth 40a of the sleeve 40, and the second outer periphery engagement tooth 38a and the engine disconnection clutch device K0. Since the backlash with the synchronizer ring of the synchronization mechanism provided in the motor is opened or clogged, a rattling sound is generated from the engine disconnecting clutch device K0.

  As shown in FIG. 5, after the connection of the engine disconnection clutch K0 is started, the torque TM1 of the first electric motor MG1, that is, the additional torque is output so as not to exceed the lower limit B, and the engine disconnection clutch device K0 Since the input torque TKi is in the positive region, the backlash is clogged and the rattling noise is suitably suppressed from the engine disconnecting clutch device K0. Further, even if the torque TM1 of the first electric motor MG1, that is, the additional torque is output, a negative torque is applied by the second electric motor MG2 so that the additional torque is offset, so that the driving torque of the vehicle 10 is required by the driver. This corresponds to the required driving torque Ti, and the driver does not feel uncomfortable.

  As described above, according to the electronic control device 44 of the vehicle 10 of the present embodiment, when the engine disconnection clutch device K0 is connected, the rattling noise is generated when the amplitude dTe of the pulsation of the engine torque TE is equal to or greater than the predetermined value ΔT1. When predicted, the additional torque from the first electric motor MG1 is output so that the pulsation range of the input torque TKi of the engine disconnection clutch device K0 is one of the positive region and the negative region. A backlash between the second outer peripheral engaging tooth 38a of K0 and the inner peripheral tooth 40a of the sleeve 40, and a synchronizer ring of the synchronizer provided in the second outer peripheral engaging tooth 38a and the engine disconnecting clutch device K0; The backlash between the two is kept clogged. This suppresses rattling noise generated from the engine disconnect clutch device K0 when the engine disconnect clutch device K0 is connected. At the same time, even if the additional torque is output from the first electric motor MG1, the torque TM2 of the second electric motor MG2 is controlled so as to cancel the additional torque, so that the driving torque of the vehicle 10 corresponds to the required driving torque Ti. It becomes a thing and the driver does not feel uncomfortable.

  Next, another embodiment of the present invention will be described. In the following description, portions common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  In the electronic control device of the vehicle 10 of the present embodiment, the switching control from the motor travel mode to the hybrid travel mode executed by the electronic control device 44 of the first embodiment, that is, the connection control of the engine disconnection clutch device K0 is performed. In addition, it is different in that the switching control from the hybrid travel mode to the motor travel mode, that is, the disengagement control of the engine disengagement clutch device K0 is executed, and the rest is substantially the same as the electronic control device 44 of the first embodiment. It has the function of

  FIG. 6 is a functional block diagram illustrating a main part of the control function provided in the electronic control device of this embodiment. The clutch engagement determination unit 72 shown in FIG. 6 is provided in the sleeve 40 on the first outer periphery engagement tooth 32a of the first gear 32 and the second outer periphery engagement tooth 38a of the second gear 38 in the engine disconnection clutch device K0. It is determined whether or not the peripheral teeth 40a are engaged, that is, whether or not the engine disconnecting clutch device K0 is connected.

  When the clutch disengagement determination unit 72 determines that the engine disengagement clutch device K0 is connected, the clutch release operation determination unit 74 starts from the hybrid travel mode based on, for example, a change in the required drive torque Ti from the driver. Switching to the motor running mode is executed, and it is determined whether or not the engine disconnecting clutch device K0 is being released (stopping the engine 12). For example, in the clutch release operation determination unit 74, when switching from the hybrid travel mode to the motor travel mode is executed based on a change in the requested drive torque Ti from the driver, the engine disconnecting clutch device K0 is performing the release operation. Is determined.

  The TE pulsation reduction processing unit 76 determines that the engine disconnection clutch device K0 is connected by the clutch engagement determination unit 72, and the engine disconnection clutch device K0 is performing the release operation by the clutch release operation determination unit 74. Is determined, the throttle opening degree θth, the engine ignition timing, and the valve timing are controlled so that the pulsation amplitude dTe of the engine torque TE is reduced. For example, in the TE pulsation reduction processing unit 76, the throttle opening degree θth is small, the engine ignition timing is late, and the valve timing is controlled so as to reduce the actual compression ratio, thereby reducing the pulsation amplitude dTe of the engine torque TE.

When the TE pulsation reduction processing unit 76 controls the throttle opening θth, the engine ignition timing, and the valve timing so that the pulsation amplitude dTe of the engine torque TE is reduced, the MG1 torque setting control unit 78 performs the TE pulsation reduction processing. The average value of the engine torque TE in the engine state operated so that the amplitude dTe of the pulsation of the engine torque TE is reduced by the unit 76 so that the input torque TKi of the engine disconnecting clutch device K0 becomes substantially zero. That is, the torque TM1 of the first electric motor MG1 is set so as to go to zero, and the first electric motor MG1 is controlled so that the set torque TM1 is output. For example, the MG1 torque setting control unit 76 sets the torque TM1 of the first electric motor MG1 so as to satisfy, for example, the following expression (3).
TM1 = − (average value of the engine torque TE) (3)

  In addition, when the clutch engagement determination unit 72 determines that the engine disengagement clutch device K0 is released, the MG1 torque setting control unit 78 sets the torque TM1 of the first electric motor MG1 to zero. Further, the MG1 torque setting control unit 78 determines that the engine disengagement clutch device K0 is connected by the clutch engagement determination unit 72, and the engine disengagement clutch device K0 is performing the disengagement operation by the clutch disengagement operation determination unit 74. If not, the torque TM1 of the first electric motor MG1 is set to zero.

  In the engine stop unit 80, the clutch release operation determination unit 74 determines that the engine disengagement clutch device K0 is in the release operation, and the TE pulsation reduction processing unit 76 decreases the amplitude dTe of the pulsation of the engine torque TE. The throttle opening θth, the engine ignition timing, and the valve timing are controlled, and the torque TM1 of the first electric motor MG1 is controlled by the MG1 torque setting control unit 78 so that the input torque TKi of the engine disconnection clutch device K0 becomes substantially zero. Then, the sleeve 40 is moved by the actuator 42 to disconnect the engine disconnecting clutch device K0, and then the engine fuel cut is executed to stop the engine 12.

  FIG. 7 shows a travel control of the vehicle 10 that suppresses rattling noise (abnormal noise) generated from the engine disconnecting clutch device K0 when the engine disconnecting clutch device K0 is disconnected in the electronic control device of this embodiment. It is a flowchart explaining an example of this control action. In FIG. 7, for example, switching from the hybrid travel mode to the motor travel mode is executed based on a change in the required drive torque Ti from the driver, the engine disconnecting clutch device K0 is disconnected, and then the engine 12 is stopped. It is a flowchart explaining up to.

  As shown in FIG. 7, first, in S10 corresponding to the clutch engagement determination unit 72, it is determined whether or not the engine disconnection clutch device K0 is connected. If the determination in S10 is negative, that is, if the engine disconnection clutch device K0 is disconnected, the torque TM1 of the first electric motor MG1 is made zero in S11 corresponding to the MG1 torque setting control unit 78.

  If the determination in S10 is affirmative, that is, if the engine disconnection clutch device K0 is connected, in S12 corresponding to the clutch release operation determination unit 74, based on the change in the requested drive torque Ti from the driver. Switching from the hybrid travel mode to the motor travel mode is executed, and it is determined whether or not the engine disconnecting clutch device K0 is in a releasing operation. If the determination in S12 is negative, that is, if it is determined that the engine disconnection clutch device K0 is not in a release operation, the torque TM1 of the first electric motor MG1 is determined in S13 corresponding to the MG1 torque setting control unit 78. It is made zero.

  If the determination in S12 is affirmative, that is, if it is determined that the engine disengagement clutch device K0 is in the disengagement operation, the pulsation amplitude dTe of the engine torque TE in S14 corresponding to the TE pulsation reduction processing unit 76. The throttle opening θth, the engine ignition timing, and the valve timing are controlled so as to decrease.

  Next, in S15 corresponding to the MG1 torque setting control unit 78 and the engine stop unit 80, the torque TM1 of the first electric motor MG1 is controlled so that the input torque TKi of the engine disconnection clutch device K0 becomes substantially zero, and the engine cut-off. The disengagement clutch device K0 is disconnected. Thereafter, engine fuel cut is executed, and the engine 12 is stopped.

  8 and 9 show the engine torque TE and its average value (average TE) when the engine disconnection clutch device K0 is disengaged, the input torque TKi and its average value (average TKi) of the engine disconnection clutch device K0, FIG. 8 shows a case where the control operation shown in the flowchart of FIG. 7 is not executed, and FIG. 9 shows the control shown in the flowchart of FIG. It shows the case where it is executed.

  As shown in FIG. 8, when the engine disconnection clutch device K0 is disengaged, the pulsation amplitude dTKi of the input torque TKi of the engine disconnection clutch device K0 is relatively large, so the input torque of the engine disconnection clutch device K0 When TKi changes across both the positive region and the negative region, a relatively loud rattling sound is generated from the engine disconnect clutch device K0.

  As shown in FIG. 9, when the engine disconnection clutch device K0 is disengaged, the throttle opening θth, the engine ignition timing, and the valve timing are set so that the pulsation amplitude dTe of the engine torque TE is reduced in S14 of FIG. Since it is controlled, the amplitude dTKi of the input torque TKi of the engine disconnecting clutch device K0 is preferably smaller than that of FIG. For this reason, the rattling sound generated from the engine disconnecting clutch device K0 is suppressed. Further, when the throttle opening θth, the engine ignition timing, and the valve timing are controlled so that the amplitude dTe of the pulsation of the engine torque TE is reduced as described above, the average value of the engine torque TE becomes a negative region. Since the torque TM1 of the first electric motor MG1 is controlled so that the input torque TKi of the engine disconnecting clutch device K0 becomes substantially zero, that is, toward zero, the driver does not feel uncomfortable.

  As described above, according to the electronic control device of the vehicle 10 of the present embodiment, when the engine disconnection clutch device K0 is disconnected, the throttle opening is reduced so that the amplitude dTe of the pulsation of the engine torque TE of the engine 12 becomes small. The engine ignition timing and the valve timing are controlled, and the torque TM1 of the first electric motor MG1 is controlled so that the input torque TKi of the engine disconnection clutch device K0 is zero. Thereby, when the engine disconnection clutch device K0 is disconnected, the amplitude dTe of the pulsation of the engine torque TE of the engine 12 is controlled to be small, so that the rattling sound generated from the engine disconnection clutch device K0 is generated. It is preferably suppressed. Further, even if the throttle opening degree, the engine ignition timing, and the valve timing are controlled so that the pulsation amplitude dTe of the engine torque TE of the engine 12 is reduced, the input torque TKi of the engine disconnecting clutch device K0 is directed toward zero. Further, since the torque TM1 of the first electric motor MG1 is controlled, the driver does not feel uncomfortable.

  As mentioned above, although the Example of this invention was described in detail based on drawing, it is applied also in another aspect.

  In this embodiment, the engine disconnecting clutch device K0 is provided with the synchronization mechanism, but the synchronization mechanism is not necessarily provided.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10: Vehicle (hybrid vehicle)
12: Engine 14: Drive wheel 44: Electronic control device (control device)
K0: Engine disconnection clutch device (engine disconnection clutch)
MG1: first electric motor MG2: second electric motor TM1, TM2: torque Ti: required driving torque (required driving force)

Claims (1)

An engine, a first electric motor capable of inputting / outputting power to / from a crankshaft of the engine, an engine disconnecting clutch including a meshing clutch for connecting or disconnecting the driving wheels from the engine, and an engine disconnecting clutch from the engine disconnecting clutch. In a hybrid vehicle comprising a second electric motor capable of inputting / outputting power between them, the engine is used by using the first electric motor by connecting the engine disconnecting clutch from a motor running with the engine disconnecting clutch disconnected. A hybrid vehicle control device that can be started and switched to hybrid driving,
When the engine disconnection clutch is connected, if the magnitude of the pulsation of the output torque of the engine is greater than or equal to a predetermined value, the pulsation range of the input torque of the engine disconnection clutch is one of a positive region and a negative region. The hybrid vehicle control device according to claim 1, wherein the torque of the second motor is controlled so that the additional torque is offset simultaneously with the output of the additional torque from the first motor.

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