JP2008114634A - Vehicle and control method thereof - Google Patents

Abstract

Vibration is generated in a vehicle when an instruction to generate vibration is given by a driver.
When a vibration generation switch is turned on, the remaining capacity SOC of a battery that exchanges power with a first motor that motors the engine and a second motor that outputs torque to the drive shaft motorizes the engine. Is greater than the necessary remaining capacity SOCref required to start the engine (steps S300 and S310), the torque Tm in which the engine speed stays in the resonance speed band and the torque pulsation acting on the drive shaft accompanying motoring are suppressed. The first motor and the second motor are controlled such that the sum of the suppression torque Tv and the reverse phase torque is output from the first motor, and the torque that increases the torque fluctuation of the drive shaft is output from the second motor. (Steps S320 to S390). In this way, the vehicle can generate vibration when the vibration generation switch is turned on.
[Selection] Figure 7

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, this type of vehicle is equipped with an active suspension provided with a hydraulic cylinder provided between the axle connected to the wheel and the vehicle body, and a flow rate control valve for controlling supply and discharge of hydraulic oil to and from the hydraulic cylinder. In addition, there has been proposed one that absorbs a shock from a road surface by controlling expansion and contraction of a hydraulic cylinder by a flow rate control valve and suppresses vibration of the vehicle body (for example, see Patent Document 1). In this vehicle, by controlling the flow rate control valve so that the hydraulic cylinder expands and contracts when the vehicle is stopped, the vehicle is vibrated, and snow accumulated on the vehicle can be shaken off during snowfall.
Japanese Utility Model Publication No. 3-121006

  In the above-mentioned vehicle, the vehicle is vibrated when the vehicle is stopped. However, there is a demand for generating vibration in the vehicle in order to remove snow or dead leaves attached to the vehicle even during traveling or to massage the occupant using the vibration of the vehicle. is there. Therefore, regardless of whether or not the vehicle is stopped, the vehicle can be controlled to generate vibration when a condition for generating vibration is satisfied, such as when an instruction to generate vibration is given by the driver. desirable.

  An object of the vehicle and the control method thereof according to the present invention is to generate a vibration in the vehicle when a condition for generating the vibration is satisfied.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the above-described object.

In the vehicle of the present invention,
A vehicle that travels using power from an internal combustion engine,
Vibration adjusting means capable of adjusting the vibration of the vehicle caused by rotation of the output shaft of the internal combustion engine;
When the predetermined vibration generation condition is not satisfied, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed, and when the predetermined vibration generation condition is satisfied, the vibration adjustment is performed so that the vehicle generates vibration. Control means for controlling the means;
It is a summary to provide.

  In the vehicle according to the present invention, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed when the predetermined vibration generation condition is not satisfied, and the vehicle is vibrated when the predetermined vibration generation condition is satisfied. Control vibration adjustment means. As a result, the vehicle can be vibrated when a predetermined vibration generation condition is satisfied. The “predetermined vibration generation condition” includes a time when the driver gives an instruction to generate a vibration in the vehicle.

  In such a vehicle according to the present invention, the control means controls the vibration adjusting means so that the vibration of the vehicle caused by the rotation of the output shaft of the internal combustion engine increases when the predetermined vibration generation condition is satisfied. It can also be a means. In this way, a large vibration can be generated in the vehicle.

  Further, in the vehicle according to the aspect of the invention in which the vibration adjusting means is controlled so that the vibration of the vehicle caused by the rotation of the output shaft of the internal combustion engine increases when the predetermined vibration generating condition is satisfied, the vibration adjusting means includes And a motoring means capable of motoring the output shaft of the internal combustion engine, wherein the control means is a torque at which the rotational speed of the internal combustion engine is greater than a resonance rotational speed range when the predetermined vibration generation condition is not satisfied. To control the motoring means so that the output shaft of the internal combustion engine is motored. When the predetermined vibration generation condition is satisfied, the rotational speed of the internal combustion engine is controlled by the torque that stays in the resonance rotational speed range. It may be a means for controlling the motoring means so that the output shaft of the internal combustion engine is motored. When the predetermined vibration generation condition is satisfied, the rotation speed of the internal combustion engine stays in the resonance rotation speed band, so that vibration due to resonance can be generated in the vehicle.

  Further, in the vehicle according to the aspect of the invention in which the vibration adjusting means is controlled so that the vibration of the vehicle generated along with the rotation of the output shaft of the internal combustion engine is increased when the predetermined vibration generating condition is satisfied, the vibration adjusting means includes: And a motoring means capable of motoring the output shaft of the internal combustion engine with torque output on a drive shaft connected to the axle, and the control means is configured to perform the operation when the predetermined vibration generation condition is not satisfied. The motoring means is configured to motor the output shaft of the internal combustion engine while outputting from the motoring means a pulsation suppression torque that suppresses torque pulsation output to the drive shaft accompanying motoring by the motoring means. When the predetermined vibration generation condition is satisfied, a torque having a phase opposite to that of the pulsation suppression torque is output from the motoring means. An output shaft of the internal combustion engine can also be assumed to be a means for controlling said motor ring means to be motoring while. When a predetermined vibration generation condition is satisfied, the motoring is performed while outputting a torque having a phase opposite to that of the pulsation suppression torque from the motoring means, so that the vibration of the vehicle can be further increased.

  In the vehicle of the present invention in which the vibration adjusting means is controlled so that the vibration of the vehicle generated with the rotation of the output shaft of the internal combustion engine increases when a predetermined vibration generating condition is satisfied, the vibration adjusting means includes: And a torque output means capable of outputting torque to a drive shaft connected to the axle, wherein the control means is configured to reduce a torque fluctuation generated from the torque output means to the drive shaft when the predetermined vibration generation condition is not satisfied. The torque output means is controlled to output a torque to be suppressed, and when the predetermined vibration generation condition is satisfied, the torque output means outputs a torque that increases torque fluctuation generated in the drive shaft. It may be a means for controlling the torque output means. When a predetermined vibration generation condition is satisfied, torque output that increases torque fluctuation generated on the drive shaft from the torque output means is output, so that a large vibration can be generated by the vehicle.

  Further, in the vehicle of the present invention in which the vibration adjusting means is controlled so that the vibration of the vehicle caused by the rotation of the output shaft of the internal combustion engine increases when a predetermined vibration generating condition is satisfied, the vibration adjusting means is A motoring means capable of motoring the output shaft of the internal combustion engine with a torque output to a drive shaft connected to the axle; and a torque output means capable of outputting torque to the drive shaft, the control means Is output from the motoring means to the drive shaft in association with the torque at which the rotational speed of the internal combustion engine is greater than the resonance rotational speed range and motoring by the motoring means when the predetermined vibration generation condition is not satisfied. The torque that is the sum of the pulsation suppression torque that suppresses the generated torque pulsation and the torque fluctuation that occurs from the torque output means to the drive shaft are suppressed. The motoring means and the torque output means are controlled so that the output shaft of the internal combustion engine is motored while outputting torque, and when the predetermined vibration generation condition is satisfied, the motoring means A torque that increases the torque fluctuation generated in the drive shaft from the torque output means while outputting a torque that is the sum of the torque that stays in the resonance speed range and the pulsation suppression torque and the reverse phase torque. It may be a means for controlling the motoring means and the torque output means so that the output shaft of the internal combustion engine is motored while outputting. In this way, it is possible to generate a large vibration in the vehicle when a predetermined vibration generation condition is satisfied. In this case, a storage means for storing drive power for driving the motoring means and the torque output means is provided, and the remaining capacity of the storage means is predetermined even when the predetermined vibration generation condition is satisfied. It may be a means for stopping the motoring of the output shaft of the internal combustion engine when it is less than the remaining capacity. In this way, it is possible to prevent the remaining capacity of the power storage unit from being reduced below the predetermined remaining capacity when the predetermined vibration generation condition is satisfied. In this case, the motoring means is connected to three axes of the output shaft of the internal combustion engine, the drive shaft, and the rotary shaft, and is based on power input / output to / from any two of the three shafts. And a three-axis power input / output means for inputting / outputting power to / from the remaining shaft, and a generator for inputting / outputting power to / from the rotary shaft, and the torque output means is an electric motor. You can also.

  Further, in the vehicle of the present invention, the control means is means for controlling the vibration adjustment means so as to stop the suppression of the vibration of the vehicle by the vibration adjustment means when the predetermined vibration generation condition is satisfied. It can also be. In this way, the vehicle can be vibrated.

The vehicle control method of the present invention includes:
A vehicle control method comprising: an internal combustion engine that outputs power for traveling; and a vibration adjustment unit that can adjust vibrations of the vehicle caused by rotation of the output shaft of the internal combustion engine,
When the predetermined vibration generating condition is not satisfied, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed, and when the predetermined vibration generating condition is satisfied, the vibration adjusting means is set so that the vehicle generates vibration. The gist is that it is characterized by control.

  In the vehicle control method of the present invention, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed when the predetermined vibration generation condition is not satisfied, and the vehicle is vibrated when the predetermined vibration generation condition is satisfied. The vibration adjusting means is controlled so that the above occurs. As a result, the vehicle can be vibrated when a predetermined vibration generation condition is satisfied.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. 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 from a crank position sensor 23 attached to the crankshaft 26 as necessary. The data relating to the operation state of the engine 22 such as the signal is output to the hybrid electronic control unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. 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 that detect 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 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. 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 battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  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 position 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, the switch state SW indicating the on / off state of the vibration generation switch 90, etc. Is input via the input 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.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft 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 required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable 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 the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode 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. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured in this manner, particularly the operation when motoring the engine 22 that has been stopped will be described. First, the operation when motoring the engine 22 when the vibration generation switch 90 is turned off will be described. Next, when the engine 22 is motored when the vibration generation switch 90 is turned on. Will be described.

  FIG. 2 shows a start-time drive control executed by the hybrid electronic control unit 70 when the engine 22 is started as an example of an operation when the engine 22 is motored when the vibration generation switch 90 is off. 4 is a flowchart illustrating an example of a routine. When the start-up drive control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first starts with the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. Nm1, Nm2, the rotational speed Ne of the engine 22, the input / output limits Win and Wout of the battery 50, the crank angle CA, and the motoring start elapsed time tm as the elapsed time from the start of engine motoring are necessary for control. A process of inputting data is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23 attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. The crank angle CA calculated based on a signal from the crank position sensor 23 is input from the engine ECU 24 by communication. As the motoring start elapsed time tm, a time measured by a timer (not shown) from when the engine 22 is instructed to start is input.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. And the required power Pr * are set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 3 shows an example of the required torque setting map. The required power Pr * can be calculated as the sum of a value obtained by multiplying the set required torque Tr * by the rotation speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the motoring torque Tm of the motor MG1 is set using the rotational speed Ne of the engine 22 and the motoring start elapsed time tm (step S120). In the embodiment, the motoring torque Tm is stored in advance in the ROM 74 as a switch-off motoring map in advance as a relationship between the motoring torque Tm of the motor MG1 when starting the engine 22 and the motoring start elapsed time tm. When the motoring start elapsed time tm is given, the corresponding motoring torque Tm is derived and set from the stored map. FIG. 4 is an explanatory diagram showing an example of a starting motoring map used when starting the engine 22 and how the engine speed Ne changes. In this motoring map, as shown in FIG. 4, a relatively large torque is quickly applied to the motoring torque Tm using rate processing immediately after the time t <b> 1 when the engine 22 is instructed to start and motoring of the engine 22 is started. And the rotational speed Ne of the engine 22 is rapidly increased. The motor torque Tm is set to a torque that allows the engine 22 to be stably motored at a predetermined rotational speed or higher at a time t2 after the time required for the rotational speed Ne of the engine 22 to pass through the resonance rotational speed band. . Then, the torque that can stably motor the engine 22 at the ignition start rotational speed Nfire or more at time t2 is set to the motoring torque Tm to reduce the power consumption and the reaction force in the ring gear shaft 32a as the drive shaft. From the time t3 when the engine speed Ne reaches the ignition start engine speed Nfire, the motoring torque Tm is quickly set to the value 0 using the rate process, and the power generation is started from the time t4 when the complete explosion of the engine 22 is determined. The torque is set to the motoring torque Tm. Thus, immediately after the motoring of the engine 22 is started, the engine 22 is motored by setting a relatively large torque to the motoring torque Tm. The number of rotations can be increased, and vibration generated in the vehicle due to resonance can be suppressed.

  When the motoring torque Tm is set, the pulsation suppression torque Tv is set based on the crank angle CA (step S130), and the motor pulsation suppression torque Tv added to the set motoring torque Tm is added to the motor torque command Tm1. * Is set (step S140). The pulsation suppression torque Tv is set as a torque that suppresses torque pulsation that occurs when the engine 22 is motored, and the relationship between the torque pulsation that occurs when the engine 22 is motored and the crank angle CA is obtained through experiments. Then, the torque pulsation having the opposite phase to the obtained torque pulsation is set as the pulsation suppression torque Tv, and the relationship between the pulsation suppression torque Tv and the crank angle CA is stored in advance in the ROM 74 as a pulsation suppression torque setting map. If so, the corresponding pulsation suppression torque Tv is derived and set from the map. An example of the pulsation suppression torque setting map is shown in FIG. Thus, by setting the motor torque command Tm1 *, it is possible to suppress torque pulsation that occurs when the engine 22 is motored, and it is possible to suppress vibration that occurs in the vehicle due to torque pulsation.

  When the torque command Tm1 * of the motor MG1 is thus set, the input / output limits Win and Wout of the battery 50 and the torque command Tm1 * of the set motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the power consumption (generated power) by the rotational speed Nm2 of the motor MG2 are expressed by the following equations (1) and (2). (Step S150) and the torque to be output from the motor MG2 calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 plus the fluctuation suppression torque Tα Is calculated as the temporary motor torque Tm2tmp by the following equation (3) (step S160), and the calculated torque limit is calculated. A value obtained by limiting the temporary motor torque Tm2tmp with Tmin and Tmax is set as the torque command Tm2 * of the motor MG2 (step S170). Here, the fluctuation suppression torque Tα is set as a torque in a direction to suppress the torque acting on the ring gear shaft 32a by the motoring of the engine 22, and was input in step S100 when this routine was executed last time. The difference between the rotation speed Nm2 of the motor MG2 and the rotation speed Nm2 of the motor MG2 input in step S100 when this routine is executed this time is set as a torque that makes the rotation speed fluctuation amount equal to or less than a predetermined value. The first term of the following equation (3) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is 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. 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 first term of equation (3) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate torque as a reaction force that acts on the ring gear shaft 32a as a drive shaft when the motor MG1 outputs torque of the torque command Tm1 * and motors the engine 22. The torque Tm2 * output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Thus, by setting the torque command Tm2 * of the motor MG2, the driver waits for the torque as the reaction force acting on the ring gear shaft 32a as the drive shaft when the motor 22 is motored by the motor MG1, and the driver Torque corresponding to the requested torque Tr * that is requested can be output, and torque fluctuation in the ring gear shaft 32a as the drive shaft can be suppressed.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (1)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (2)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tα (3)

  When the torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are thus set, the set torque commands Tm1 * and Tm2 * for the motors MG1 and MG2 are transmitted to the motor ECU 40 (step S180). Receiving the torque commands Tm1 * and Tm2 *, the motor ECU 40 controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. .

  Then, the process of steps S100 to S180 is repeated until the rotation speed Ne of the engine 22 reaches the ignition start rotation speed Nfire for starting the fuel injection control and the ignition control (step S190), and the rotation speed Ne of the engine 22 is changed to the ignition start rotation. When the number Nfire is reached, the engine ECU 24 is instructed to start fuel injection control and ignition control (step S200). The engine ECU 24 that has received an instruction to start fuel injection control or ignition control starts fuel injection control or ignition control in the engine 22. If the complete explosion of the engine 22 cannot be confirmed (step S210), the processes of steps S100 to S200 are repeated. If the complete explosion of the engine 22 can be confirmed (step S210), this routine is terminated. As described above, when the vibration generation switch 90 is off, that is, when the driver is not instructed to generate vibration in the vehicle, vibration, torque pulsation, and driving caused by resonance caused by motoring of the engine 22 are performed. The engine 22 is motored while suppressing torque fluctuations occurring in the ring gear shaft 32a as the shaft.

  Next, an operation when the engine 22 is motored when the vibration generation switch 90 is turned on will be described. FIG. 7 is a flowchart showing an example of a switch-on drive control routine executed by the hybrid electronic control unit 70 when the vibration generating switch 90 is turned on. When this routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed from the vehicle speed sensor 88. V, motors MG1, MG2 rotational speeds Nm1, Nm2, engine 22 rotational speed Ne, battery 50 input / output limits Win, Wout, crank angle CA, motoring as elapsed time since engine motoring started A process of inputting data necessary for control, such as the start elapsed time tm and the remaining capacity SOC of the battery 50, is executed (step S100). Here, the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor 23 attached to the crankshaft 26 and is input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be. Further, the input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do. Here, the accelerator opening Acc, the vehicle speed V, the motor speeds Nm1, Nm2, the engine speed Ne, the battery 50 input / output limits Win, Wout, the crank angle CA, and the motoring start elapsed time tm are: It is assumed that the signal is input to the hybrid electronic control unit 70 in the same manner as in step S100 in the start-up control routine illustrated in FIG. The calculated remaining capacity SOC of the battery 50 is input from the battery ECU 52 by communication.

  When the data is input in this way, it is determined whether or not the input remaining capacity SOC of the battery 50 exceeds the necessary remaining capacity SOCref necessary for next motoring of the engine 22 (step S310). When the remaining capacity SOC of the battery 50 exceeds the required remaining capacity SOCref, it is determined that the remaining capacity SOC of the battery 50 is sufficient, and then, similarly to the processing of step S110, the ring gear shaft 32a as the drive shaft. The required torque Tr * and the required power Pr * to be output are set (step S320), and the motoring torque Tm of the motor MG1 is set using the rotational speed Ne of the engine 22 and the motoring start elapsed time tm. (Step S330). As for the motoring torque Tm, the relationship between the motoring torque Tm of the motor MG1 and the motoring start elapsed time tm when the engine 22 is motored when the vibration generation switch 90 is on is pre-switched motoring. The map is stored in the ROM 74, and when the motoring start elapsed time tm is given, the corresponding motoring torque Tm is derived from the stored map and set. FIG. 8 is an explanatory diagram showing an example of a motoring map at the time of switching on and a state of change in the rotational speed Ne of the engine 22. In the switch-on motoring map, as shown in the drawing, a relatively large torque is quickly set as the motoring torque Tm using a rate process immediately after the time t1 after the motoring of the engine 22 is started. The rotational speed Ne of the engine 22 is rapidly increased, and after the time t5 necessary for the rotational speed of the engine 22 to reach the resonant rotational speed band, the rotational speed Ne of the engine 22 is stably motored in the resonant rotational speed band. The torque that can be applied is set to the motoring torque Tm, and the rotational speed Ne of the engine 22 is retained in the resonance rotational speed range. In this way, by causing the rotation speed Ne of the engine 22 to stay in the resonance rotation speed band, the vehicle can be vibrated by resonance.

  When the motoring torque Tm is set, the pulsation suppression torque Tv is set based on the crank angle CA in the same manner as the process of step S130 (step S340), and the set pulsation suppression torque Tv is subtracted from the motoring torque Tm. The motor torque command Tm1 * is set as a motor torque command Tm1 *, that is, the motoring torque Tm plus the pulsation suppression torque Tv in reverse phase. Thus, by setting the motor torque command Tm1 *, it is possible to increase torque pulsation generated when the engine 22 is motored, and to further increase the vibration of the vehicle.

  When the torque command Tm1 * of the motor MG1 is set in this manner, the input / output limits Win and Wout of the battery 50 and the set torque command Tm1 * of the motor MG1 and the current rotations of the motors MG1 and MG2 are performed as in the process of step S150. The torque limits Tmin and Tmax are calculated using the numbers Nm1 and Nm2 (step S360), and from the motor MG2 calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30. A value obtained by adding the fluctuation increasing torque Tβ to the torque to be output is set as the temporary motor torque Tm2tmp by the following equation (5) (step S370). Here, the fluctuation increasing torque Tβ is set as a torque in a direction to increase the torque acting on the ring gear shaft 32a by the motoring of the engine 22, and was input in step S300 when the routine was executed last time. The difference between the rotation speed Nm2 of the motor MG2 and the rotation speed Nm2 of the motor MG2 input in step S300 when this routine is executed this time is set as a torque that makes the rotation speed fluctuation amount equal to or greater than a predetermined value. Thus, by adding the fluctuation increasing torque Tβ to the torque to be output from the motor MG2, the fluctuation of the torque generated when the engine 22 is motored can be increased, and the vibration of the vehicle can be further increased. .

  Tm2tmp = (Tr * + Tm1 * / ρ) / Gr + Tβ (5)

  When the temporary motor torque Tm2tmp is set in this way, the process proceeds to step S180, and a value obtained by limiting the temporary motor torque Tm2tmp with the calculated torque limits Tmin and Tmax is set as the torque command Tm2 * of the motor MG2 (step S380). Torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S390), and this routine ends. In this way, when the remaining capacity SOC of the battery 50 is greater than or equal to the required remaining capacity SOCref when the vibration generation switch 90 is turned on, vibration due to resonance, vibration due to torque pulsation that occurs when the engine 22 is motored, and the drive shaft As a result, it is possible to vibrate the vehicle more greatly by executing the process of increasing these vibrations without executing the process of suppressing the vibration due to the torque fluctuation generated in the ring gear shaft 32a. Therefore, it is possible to drop snow and dead leaves accumulated on the vehicle using the vibration generated in this way, and to massage the occupant using such vibration.

  On the other hand, when the remaining capacity SOC of the battery 50 is less than or equal to the required remaining capacity SOCref (step S310), when the process of generating vibration in the vehicle after step S320 is executed, the next instruction to motor the engine 22 is made. Since the remaining capacity of the battery 50 is insufficient, the engine 22 cannot be motored. For example, since the engine 22 cannot be started, it is determined that it is not appropriate to execute a process that generates vibration, and is not illustrated. A display instruction signal is transmitted to display “vibration cannot be generated due to insufficient battery capacity” on the display set in the driver's seat (step S400), and this routine ends. In this way, it is possible to prepare for the next instruction to motor the engine 22.

  According to the hybrid vehicle 20 of the embodiment described above, when the vibration generation switch is turned on by the driver, vibration due to resonance, vibration due to torque pulsation generated when the engine 22 is motored, and the ring gear shaft 32a as a drive shaft. The generated vibration can cause the vehicle to vibrate. Further, since the engine 22 and the motors MG1 and MG2 are controlled so as to increase the vibration caused by resonance, the vibration caused by torque pulsation generated when the engine 22 is motored, and the vibration generated in the ring gear shaft 32a as a drive shaft, these vibrations are suppressed. Thus, a larger vibration can be generated in the vehicle than when the vehicle is generated as it is.

  Here, 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 power distribution integration mechanism 30 capable of motoring the crankshaft 26 of the engine 22, the motor MG1, and the motor MG2 capable of outputting torque to the ring gear shaft 32a as the drive shaft correspond to “vibration adjusting means”. When the generation switch 90 is off, the motor 22 is output to the ring gear shaft 32a as the drive shaft along with the motoring torque Tm as a torque for rapidly motoring the engine 22 to a rotational speed higher than the resonance rotational speed band. The process of step S140 for setting the sum of the pulsation suppression torque Tv for suppressing the torque pulsation as the torque command Tm1 * for the motor MG1, the suppression torque Tα for suppressing the rotational speed fluctuation of the ring gear shaft 32a as the drive shaft, and the motor MG2. As the sum of the torque to be output from the temporary motor torque Tm2t Steps S150 to S170 for setting the motor torque command Tm2 * based on p, Step S180 for sending the set torque designations Tm1 * and Tm2 * to the motor ECU 40, and when the vibration generation switch 90 is on. A suppression torque Tv that suppresses torque pulsation that is output to the ring gear shaft 32a as a drive shaft along with motoring to a motoring torque Tm as a torque for motoring the engine 22 so as to stay at a rotational speed in the resonance rotational speed range; The sum of the torque to be output from the motor MG2 and the process increase torque Tβ that increases the rotational speed fluctuation of the ring gear shaft 32a as the drive shaft, and the processing in step S350 for setting the motor torque command Tm1 * to which the reverse phase torque is added Motor based on the temporary motor torque Tm2tmp as the torque of The hybrid electronic control unit 70 or the received torque for executing the processing of steps S360 to S380 for setting the motor torque command Tm2 * of G2, and the processing of step S390 for transmitting the set torque designations Tm1 * and Tm2 * to the motor ECU 40 The motor ECU 40 that executes processing for driving and controlling the motors MG1, MG2 using the commands Tm1 *, Tm2 * corresponds to “control means”. 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. It is an example for specifically explaining the best mode for doing so, and does not limit the elements of the invention described in the column of means for solving the problem. 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.

  In the hybrid vehicle 20 according to the embodiment, when the vibration generation switch 90 is on, the engine 22 has a motoring torque Tm as a torque that causes the engine 22 to stay at the rotational speed of the resonance rotational speed band in order to generate vibration in the vehicle. The motor MG1 outputs a torque having a phase opposite to the torque Tv that suppresses the torque pulsation output to the ring gear shaft 32a as the drive shaft accompanying motoring, and the ring gear shaft 32a as the drive shaft. The three processes of outputting the torque based on the fluctuation increasing torque Tβ that increases the rotation speed fluctuation from the motor MG2 are executed. However, at least one of these three processes may be executed.

  In the hybrid vehicle 20 of the embodiment, the motor 22 is motored using the motor MG1, but any device that can motor the engine 22 may be used and provided separately from the motor MG1. Alternatively, the engine 22 may be motored using a starter motor.

  In the hybrid vehicle 20 of the embodiment, the control for suppressing the vibration generated in the vehicle is executed when the vibration generation switch 90 is turned off, and the control for suppressing the vibration is stopped when the vibration generation switch 90 is turned on. However, when the vibration generation switch 90 is turned on, the control for suppressing the vibration is stopped, and the vibration caused by the motoring is generated in the vehicle as it is. It may be a thing.

  In the hybrid vehicle 20 of the embodiment, the vehicle is caused to generate a vibration on the condition that the vibration generation switch 90 is turned on. However, a different condition may be used to generate the vibration.

  In the hybrid vehicle 20 of the embodiment, when the engine 22 is stopped, the vehicle generates vibration when the vibration generation switch 90 is turned on. However, when the engine 22 is operating, vibration is generated. The vehicle may generate vibration when the switch 90 is turned on. In this case, instead of the processing in steps S330 to S350 for setting the motor torque command Tm1 * using the motoring torque Tm or the pulsation suppression torque Tv, the torque for setting the rotational speed Ne of the engine 22 to a predetermined target rotational speed is used. It is desirable to set a motor torque command Tm1 * and output from the motor MG2 a torque based on a fluctuation increasing torque Tβ that increases a fluctuation in the rotational speed of the ring gear shaft 32a as a drive shaft.

  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 connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 9) 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 of 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, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiments, the case where the present invention is applied to a hybrid vehicle including an engine and a motor as a power source for traveling is illustrated, but the present invention is applied to a normal engine vehicle including only an engine as a power source for traveling. It may be a thing. In this case, it is desirable to use a starter motor capable of motoring the engine so that the engine speed stays in the resonance speed range.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention can be used in the manufacturing industry of vehicles.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the drive control routine at the time of start performed by the hybrid electronic control unit 70 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the motoring map at the time of a vibration generation switch-off, and the change mode of the rotation speed Ne of the engine. It is explanatory drawing which shows an example of the pulsation suppression torque Tv. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30. It is a flowchart which shows an example of the drive control routine at the time of the vibration generation switch ON performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the motoring map at the time of vibration generation switch ON, and the change mode of the rotation speed Ne of the engine. 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.

Explanation of symbols

  20, 120, 220 Hybrid vehicle, 22 engine, 23 crank position sensor, 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) ), 54 power line, 60 gear mechanism, 62 differential gear, 63a, 63b driving wheel, 64a, 64b wheel, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 R M, 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 Vibration generating switch, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor.

Claims (9)

A vehicle that travels using power from an internal combustion engine,
Vibration adjusting means capable of adjusting the vibration of the vehicle caused by rotation of the output shaft of the internal combustion engine;
When the predetermined vibration generation condition is not satisfied, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed, and when the predetermined vibration generation condition is satisfied, the vibration adjustment is performed so that the vehicle generates vibration. Control means for controlling the means;
A vehicle comprising:   2. The control means is means for controlling the vibration adjusting means so as to increase the vibration of the vehicle caused by the rotation of the output shaft of the internal combustion engine when the predetermined vibration generation condition is satisfied. Vehicle. The vehicle according to claim 2,
The vibration adjusting means includes motoring means capable of motoring the output shaft of the internal combustion engine,
The control means controls the motoring means so that the output shaft of the internal combustion engine is motored by a torque at which the rotational speed of the internal combustion engine is larger than a resonance rotational speed range when the predetermined vibration generation condition is not satisfied. And controlling the motoring means so that the output shaft of the internal combustion engine is motored by the torque at which the rotational speed of the internal combustion engine stays in the resonance rotational speed range when the predetermined vibration generation condition is satisfied. Vehicle that is means to do. The vehicle according to claim 2,
The vibration adjusting means includes motoring means capable of motoring the output shaft of the internal combustion engine with torque output to a drive shaft connected to an axle.
The control means outputs, from the motoring means, pulsation suppression torque that suppresses torque pulsation output to the drive shaft accompanying motoring by the motoring means when the predetermined vibration generation condition is not satisfied. However, the motoring means is controlled so that the output shaft of the internal combustion engine is motored. When the predetermined vibration generation condition is satisfied, a torque having a phase opposite to the pulsation suppression torque is output from the motoring means. However, the vehicle is a means for controlling the motoring means so that the output shaft of the internal combustion engine is motored. The vehicle according to claim 2,
The vibration adjusting means includes torque output means capable of outputting torque to a drive shaft connected to an axle.
The control means controls the torque output means so that torque that suppresses torque fluctuation generated in the drive shaft is output from the torque output means when the predetermined vibration generation condition is not satisfied, and the predetermined vibration is generated. A vehicle that controls the torque output means such that when the generation condition is satisfied, the torque output means outputs a torque that increases torque fluctuation generated in the drive shaft. The vehicle according to claim 2,
The vibration adjusting means includes motoring means capable of motoring the output shaft of the internal combustion engine with torque output to a drive shaft connected to an axle, and torque output means capable of outputting torque to the drive shaft. Prepared,
When the predetermined vibration generation condition is not established, the control means drives the torque from the motoring means so that the rotational speed of the internal combustion engine is larger than a resonance rotational speed range and motoring by the motoring means. The output shaft of the internal combustion engine is a motor while outputting torque that suppresses torque fluctuation generated in the drive shaft from the torque output means while outputting torque that is the sum of pulsation suppression torque that suppresses torque pulsation output to the shaft. The motoring means and the torque output means are controlled to ring, and when the predetermined vibration generation condition is satisfied, the rotational speed of the internal combustion engine stays in the resonance rotational speed band from the motoring means. Outputs the sum of the torque, the pulsation suppression torque, and the reverse phase torque, and drives the drive from the torque output means. Vehicle output shaft of the internal combustion engine with output torque to increase the torque variation is means for controlling said torque output means and said motor ring means to be motoring occurring. The vehicle according to claim 6, wherein
Power storage means for storing drive power for driving the motoring means and the torque output means;
A vehicle that stops motoring of the output shaft of the internal combustion engine when the remaining capacity of the power storage means is equal to or less than a predetermined remaining capacity even when the predetermined vibration generation condition is satisfied.   The vehicle according to claim 1, wherein the control means is means for controlling the vibration adjustment means so that suppression of vibration of the vehicle by the vibration adjustment means is stopped when the predetermined vibration generation condition is satisfied. A vehicle control method comprising: an internal combustion engine that outputs power for traveling; and a vibration adjustment unit that can adjust vibrations of the vehicle caused by rotation of an output shaft of the internal combustion engine,
When the predetermined vibration generating condition is not satisfied, the vibration adjusting means is controlled so that the vibration of the vehicle is suppressed, and when the predetermined vibration generating condition is satisfied, the vibration adjusting means is set so that the vehicle generates vibration. A method for controlling a vehicle, comprising: controlling the vehicle.

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