JP6191482B2 - Power control system - Google Patents

Description

  The present invention relates to a power control system that outputs power to a drive shaft of a vehicle.

  Conventionally, as an example of a power control system, there is a control method disclosed in Patent Document 1. This control method relates to control of a hybrid vehicle, and aims to appropriately suppress a torque shock caused by torque loss due to fuel cut. The hybrid vehicle includes an internal combustion engine, an electric motor, a hybrid ECU, a motor ECU, and an engine ECU. In the following, the internal combustion engine is referred to as an engine, the electric motor is referred to as a motor, the hybrid ECU is referred to as an HV-ECU, the engine ECU is referred to as an EFI-ECU, and the motor ECU is referred to as an MG-ECU.

  The HV-ECU is connected to the MG-ECU and the EFI-ECU via a communication port, and exchanges various control signals and data. This HV-ECU predicts the shortest time from the start of fuel cut to the start of torque shock due to fuel cut and the longest time from the start of fuel cut to the start of torque shock due to fuel cut. To do. Further, the HV-ECU sets a correction start time between the shortest time and the longest time.

  The HV-ECU communicates with the EFI-ECU and controls the engine to cut fuel to each cylinder of the engine when the fuel cut condition is satisfied. The HV-ECU communicates with the MG-ECU and controls the motor so that the motor outputs torque based on the cancel torque and the required torque when the correction start time has elapsed from the fuel cut start timing.

Japanese Patent No. 5060370

  However, in the control method of Patent Document 1, since the correction start time is set between the shortest time and the longest time, there is a possibility that the timing at which the actual torque shock occurs and the timing at which the torque correction is performed are shifted. There is.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a power control system capable of improving the synchronization accuracy between the torque loss timing and the timing at which the cancel torque is output from the motor.

In order to achieve the above object, the present invention provides:
A power control system that is mounted on a hybrid vehicle having an internal combustion engine and an electric motor as a drive source and controls the power output to the drive shaft of the hybrid vehicle,
A first control unit (10, 20) for controlling at least the internal combustion engine;
A second control unit (30) for controlling the electric motor,
The first control unit
A synchronization signal, which is a pulse signal for synchronizing itself with the second control unit, is input,
Calculating means (S23) for calculating the timing of torque loss that occurs due to fuel cut in the internal combustion engine as a correction timing based on the synchronization signal;
First transmission means (S13) for transmitting the correction timing to the second control unit,
The second control unit
A synchronization signal is input,
When the correction timing is received, setting means (S52) for setting a cancel torque for canceling the torque loss as an output torque commanded to the electric motor;
Drive means (S53, S57) for confirming that the correction timing has been reached with reference to the synchronization signal and controlling the drive of the electric motor so that a cancel torque is generated at the correction timing. .

  As described above, the power control system includes the first control unit and the second control. The first control unit calculates the torque loss timing that occurs with the fuel cut as a correction timing based on the synchronization signal. Further, the first control unit transmits the calculated correction timing to the second control unit.

  And the 2nd control part will set the cancellation torque for negating the torque omission by a fuel cut as an output torque commanded to an electric motor, if correction timing is received. Furthermore, when the second control unit confirms that the correction timing is reached with reference to the synchronization signal, the second control unit controls the drive of the electric motor so that a cancel torque is generated.

  As described above, the second control unit acquires the correction timing calculated based on the synchronization signal and confirms that the correction timing is reached based on the synchronization signal input to itself. Therefore, the second control unit easily generates a cancel torque in accordance with the timing of torque loss.

  Therefore, the power control system can provide a power control system that can improve the synchronization accuracy between the torque loss timing and the timing at which the cancel torque is output from the motor. Thereby, the power control system can prevent a shock due to torque loss.

  The reference numerals in parentheses described in the claims and in this section indicate the correspondence with the specific means described in the embodiments described later as one aspect, and the technical scope of the invention is as follows. It is not limited.

It is a block diagram showing a schematic structure of a power control system in an embodiment. It is a block diagram which shows schematic structure of each ECU in embodiment. It is a flowchart which shows the processing operation of HV-ECU in embodiment. It is a flowchart which shows the processing operation of EFI-ECU in embodiment. It is a flowchart which shows the processing operation of MG-ECU in embodiment. It is a time chart which shows the relationship between the process of each cylinder in an embodiment, the signal for a synchronization, and each torque. It is a time chart which shows the relationship between the process of each cylinder in an embodiment, the signal for a synchronization, each torque, and each flag.

  Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings. First, the configuration of the power control system 100 will be described with reference to FIGS. 1 and 2. The power control system 100 is mounted on a known hybrid vehicle provided with an engine (not shown), a first motor generator 71, and a second motor generator 72 as a driving source for traveling. The power control system controls the power output to the drive shaft of the hybrid vehicle. In the following description, the first motor generator 71 may be simplified as the first motor 71, and the second motor generator 72 may be simplified as the second motor 72.

  Although this hybrid vehicle is a well-known technique and will not be described in detail, it includes a planetary gear and the like in addition to driving sources such as an engine, a first motor 71, and a second motor 72. In the present embodiment, as an example, a four-cylinder engine having a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder will be described. In the present embodiment, a configuration including two motors, a first motor 71 and a second motor 72, is employed. However, the present invention is not limited to this. In other words, the present invention can be applied to any hybrid vehicle including an engine and one motor as a driving source for traveling.

  In the planetary gear, a carrier that rotates a pinion gear via a damper is connected to a crankshaft as an output shaft of the engine. The first motor 71 is connected to the sun gear of the planetary gear. The second motor 72 is connected to a ring gear shaft as a drive shaft connected to the ring gear of the planetary gear via a reduction gear. A ring gear shaft as a drive shaft is connected to an axle to which drive wheels are attached via a gear mechanism and a differential gear. The power output to the ring gear shaft is used as driving power. Since this planetary gear is a well-known technique, further detailed description is omitted. Note that when the hybrid vehicle includes an engine and one motor as a driving source for traveling, the hybrid vehicle may not include a planetary gear.

  As shown in FIG. 1, the power control system 100 includes an HV-ECU 10, an EFI-ECU 20, an MG-ECU 30, a signal line 40, a communication line 50, and the like. ECU is an abbreviation for Electronic Control Unit. Moreover, when not distinguishing HV-ECU10, EFI-ECU20, and MG-ECU30 in particular, these may be simplified and may be called each ECU. The signal line 40 can also be referred to as a direct line.

  Each of the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30 is connected via a signal line 40. The HV-ECU 10 and the EFI-ECU 20, and the HV-ECU 10 and the MG-ECU 30 are connected via a communication line 50. Therefore, the HV-ECU 10 is configured to be able to communicate with the EFI-ECU 20 and the MG-ECU 30.

  Communication performed via the communication line 50 is performed in accordance with, for example, a network standard that can also be used for in-vehicle devices. In this case, the communication units 15, 25, and 35 provided in each ECU are communication devices compliant with this network standard. For example, a CAN bus can be adopted as the communication line 50. CAN is an abbreviation for Controller Area Network. CAN is a registered trademark.

  The HV-ECU 10 exchanges various signals such as control commands with the EFI-ECU 20 and the MG-ECU 30. Therefore, various signals flow through the communication line 50. On the other hand, only the synchronization signal described later can flow through the signal line 40. That is, the signal line 40 can be a dedicated line for transmitting a synchronization signal from the EFI-ECU 20 to the HV-ECU 10 or the MG-ECU 30. In other words, each ECU is connected by a signal line 40 different from the communication line 50. Therefore, the HV-ECU 10 and the MG-ECU 30 can acquire the synchronization signal from the EFI-ECU 20 without being affected by a delay in the communication line 50 or the like.

  The HV-ECU 10 corresponds to a first control unit and a hybrid control device in the claims. The HV-ECU 10 is for instructing control in the EFI-ECU 20 and the MG-ECU 30 described later. As shown in FIG. 2, the processing unit 11, the storage unit 12, the timer 13, the input / output unit 14, the communication The unit 15 is provided. That is, the HV-ECU 10 can be said to be a control device that performs overall driving control of the hybrid vehicle. The HV-ECU 10 is a device that controls the EFI-ECU 20 and the MG-ECU 30. Note that the control command can also be referred to as a control signal.

  The processing unit 11 performs arithmetic processing based on a program stored in the storage unit 12 and a signal acquired via the input / output unit 14 or the communication unit 15. The processing unit 11 outputs the calculation result via the input / output unit 14 or the communication unit 15. Further, the processing unit 11 uses the timer 13 to determine the elapsed time with reference to the effective edge of the synchronization signal. Further, the HV-ECU 10 may include a counter (counting unit) that counts the number of times of input of the reference edge from when the engine is stopped. It should be noted that the number of valid edge inputs from when the engine is stopped can be rephrased as the number of engine revolutions. The counter counts up every time the reference edge is input, and resets the count value when the synchronization signal is not input for a certain period. For example, in the example of FIG. 6, the HV-ECU 10 counts up at timings t10 and t15. In the example of FIG. 7, the HV-ECU 10 counts up at timings t20, t23, t28, and t29.

  The synchronization signal is a signal for achieving synchronization among the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30, and will be described later. The effective edge corresponds to the reference edge in the claims.

  The signals acquired via the input / output unit 14 and the communication unit 15 are, for example, accelerator opening degree Acc, vehicle speed V, engine speed Ne, motor speed Nm1 of the first motor 71, and motor speed of the second motor 72. Number Nm2, battery input / output limits Win, Wout, and the like. That is, the HV-ECU 10 is configured to receive these signals. Further, the HV-ECU 10 receives a synchronization signal that is transmitted from the EFI-ECU 20 described later via the signal line 40 and serves as a reference for synchronization. In addition to these signals, the HV-ECU 10 may receive an ignition signal from an ignition switch, a shift position signal from a shift position sensor, a brake pedal position signal from a brake pedal position sensor, and the like.

  Further, the HV-ECU 10 exchanges various signals with the EFI-ECU 20 and the MG-ECU 30 via the communication line 50. That is, the HV-ECU 10 transmits various signals such as the calculation result of the processing unit 11 to the EFI-ECU 20 and the MG-ECU 30. For example, the HV-ECU 10 transmits a command indicating fuel injection control, a command indicating start of ignition control, and the like to the EFI-ECU 20. Further, the HV-ECU 10 generates a torque timing T1 for the first motor 71, a torque command Tm2 for the second motor 72, a cancel torque Tfc for the first motor 71, a correction timing t1 that is a timing for generating the cancel torque Tfc, and the like. It transmits to ECU30.

  The cancel torque Tfc is a value for correcting the torque of the first motor 71 in order to cancel out the torque loss that occurs with the fuel cut of the engine. In other words, as shown in FIGS. 6 and 7, the cancel torque Tfc is a correction value for causing the torque to act in a direction to cancel the torque acting on the ring gear shaft as the drive shaft when torque is lost. More specifically, when it is necessary to reduce the torque shock accompanying torque loss, the HV-ECU 10 sets the cancel torque Tfc as the correction torque Tα. On the other hand, when there is no need to reduce the torque shock due to torque loss, the HV-ECU 10 sets 0 as the correction torque Tα. Therefore, HV-ECU 10 transmits cancel torque Tfc or 0 to MG-ECU 30 as correction torque Tα of first motor 71.

  Further, the HV-ECU 10 receives the correction timing t <b> 1 transmitted from the EFI-ECU 20 via the communication line 50. A signal transmitted and received via the communication line 50 can also be referred to as data. The correction timing t1 indicates the timing at which torque loss occurs. For this reason, it can be said that the correction timing t1 is a timing at which the first motor 71 outputs a cancel torque Tfc for reducing a torque shock accompanying torque loss. The correction timing can also be referred to as torque loss occurrence time or torque loss start time.

  The EFI-ECU 20 corresponds to a first control unit and an internal combustion engine control device in claims. The EFI-ECU 20 performs engine control, and includes a processing unit 21, a storage unit 22, a timer 23, an input / output unit 24, a communication unit 25, and the like, as shown in FIG. The processing unit 21 performs arithmetic processing based on a program stored in the storage unit 22 and a signal acquired via the input / output unit 24 or the communication unit 25. Further, the processing unit 21 outputs the calculation result via the input / output unit 24 and the communication unit 25. The processing unit 21 uses the timer 23 to determine the elapsed time with reference to the effective edge of the synchronization signal. Note that the EFI-ECU 20 may include a counter (counting unit) that counts the number of times of input of the valid edge from when the engine is stopped. That is, the EFI-ECU 20 counts the valid edges in the same manner as the HV-ECU 10.

  The EFI-ECU 20 is connected to a crank angle sensor 61, a cam angle sensor 62, and the like. The crank angle sensor 61 detects the rotational position of the crankshaft, and outputs a crank angle signal corresponding to the crank angle. The cam angle sensor 62 detects the rotational position of an intake valve that performs intake and exhaust to the combustion chamber and the rotational position of the camshaft that opens and closes the exhaust valve, and outputs a cam position signal according to the rotational position of the camshaft.

  The processing unit 21 acquires a crank angle signal and a cam position signal via the input / output unit 24. That is, the EFI-ECU 20 is configured to receive these signals. The processing unit 21 calculates the engine speed Ne based on the acquired crank angle signal, or reverses the output every TDC signal that indicates that the cylinder has reached the top dead center from a cam position signal or the like, or every 360 ° CA. G2 signal or the like is generated. The processing unit 21 uses the crank angle signal, the TDC signal, the G2 signal, and the like when performing engine control. CA is an abbreviation for crank angle. TDC is an abbreviation for Top Dead Center.

  Incidentally, each of the crank angle signal, the TDC signal, and the G2 signal is a pulse signal that is generated as the engine rotates and is used for engine control. Therefore, in the present embodiment, any one of the crank angle signal, the TDC signal, and the G2 signal is employed as the synchronization signal. Thus, it is preferable to employ a pulse signal used for engine control as a synchronizing signal because a cancel torque can be generated in accordance with the operation of the engine. However, the synchronization signal is not limited to this. The synchronization signal employed in the present embodiment is used for engine control, and can be rephrased as a signal in which a reference edge is generated in synchronization with a process in the engine cycle. One cycle includes an intake process, a compression process, an expansion process, and an exhaust process, as shown in FIGS. Therefore, the steps in one cycle are these steps.

  As an example, FIGS. 6 and 7 show the waveform of the G2 signal as a synchronization signal. As shown in FIGS. 6 and 7, the G2 signal has an edge at one crank angle rotation, that is, every 720 ° CA. The edge every 720 ° CA is a down edge indicated by a down arrow. The G2 signal is a pulse signal that is generated when the engine is started and rotated by the first motor 71 as shown in FIGS. 6 and 7, the G2 signal is described as a synchronization signal.

  The EFI-ECU 20 transmits this synchronization signal to the HV-ECU 10 and the MG-ECU 30 via the signal line 40. That is, the EFI-ECU 20 transmits a synchronization signal to the HV-ECU 10 and the MG-ECU 30 not via the communication line 50 but via the signal line 40. Therefore, each ECU receives a synchronization signal. In other words, each ECU is configured to be able to acquire the same pulse signal as the synchronization signal. The power control system 100 uses each synchronization signal to synchronize with each ECU. In other words, the power control system 100 performs synchronization correction using the synchronization signal.

  In addition to the crank angle signal and the cam position signal, the EFI-ECU 20 may receive signals from various sensors that detect the state of the engine. Examples of this signal include a cooling water temperature signal from a water temperature sensor, a throttle position signal from a throttle valve position sensor, an air flow meter signal from an air flow meter, an intake air temperature signal from an intake air temperature sensor, and the like.

  As described above, the EFI-ECU 20 exchanges various signals with the HV-ECU 10 via the communication line 50. As a result, the EFI-ECU 20 receives a command indicating fuel injection control, a command indicating start of ignition control, and the like transmitted from the HV-ECU 10. Further, the EFI-ECU 20 transmits a signal such as a correction timing t1 to the HV-ECU 10 as a calculation result of the processing unit 21.

  The MG-ECU 30 corresponds to the second control unit in the claims. The MG-ECU 30 controls the driving of the first motor 71 and the second motor 72, and as shown in FIG. 2, the processing unit 31, the storage unit 32, the timer 33, the input / output unit 34, and the communication unit 35. And so on. The MG-ECU 30 is connected to a first motor 71, a second motor 72, and the like.

  Each of the first motor 71 and the second motor 72 is configured as a well-known synchronous generator motor that can be driven as a generator and driven as an electric motor, and exchanges power with the battery via an inverter (not shown). To do. Note that the first motor 71 is used when starting the engine.

  The processing unit 31 performs arithmetic processing based on a program stored in the storage unit 32 and a signal acquired via the input / output unit 34 or the communication unit 35. Further, the processing unit 31 outputs the calculation result via the input / output unit 34 and the communication unit 35. In addition, the processing unit 31 uses the timer 33 to determine the elapsed time with reference to the effective edge of the synchronization signal. The MG-ECU 30 may include a counter (counting unit) that counts the number of times of input of the reference edge from when the engine is stopped. That is, the MG-ECU 30 counts the valid edges in the same manner as the HV-ECU 10 and the EFI-ECU 20.

  The processing unit 31 receives signals necessary for driving and controlling the first motor 71 and the second motor 72 via the input / output unit 34 and the communication unit 35. This signal is applied to, for example, a signal from a rotation position detection sensor that detects the rotation positions of the rotors of the first motor 71 and the second motor 72, and the first motor 71 and the second motor 72 detected by a current sensor. Phase current. The processing unit 31 outputs a switching control signal to the inverter.

  As described above, the MG-ECU 30 exchanges various signals with the HV-ECU 10 via the communication line 50. Thereby, the MG-ECU 30 receives the torque command Tm1, the torque command Tm2, the correction torque Tα, the correction timing t1, and the like transmitted from the HV-ECU 10. Further, the HV-ECU 10 receives a synchronization signal transmitted from the EFI-ECU 20 via the signal line 40.

  Such a power control system 100 calculates a required torque to be output to the drive shaft based on, for example, the accelerator opening Acc and the vehicle speed V so that the required power corresponding to the required torque is output to the ring gear shaft. The engine, the first motor 71 and the second motor 72 are controlled.

  In the power control system 100, a synchronization signal is input to all of the HV-ECU 10, EFI-ECU 20, and MG-ECU 30. Therefore, each of HV-ECU 10, EFI-ECU 20, and MG-ECU 30 can be synchronized using the synchronization signal.

  Here, the processing operation of the power control system 100 will be described with reference to FIGS. In FIG. 6, the first cylinder timing t15 and after, the third cylinder timing t12 and after, the fourth cylinder timing t13 and after, and the second cylinder timing t14 and after are not implemented. On the other hand, in FIG. 7, the timing is usually not performed after timing t28 of the first cylinder, after timing t24 of the third cylinder, after timing t25 of the fourth cylinder, and after t26 of the second cylinder.

  First, the processing operation of the HV-ECU 10 will be described. The flowchart shown in FIG. 3 is a processing operation of the HV-ECU 10 when the engine fuel cut is performed. The HV-ECU 10 executes the process of the flowchart shown in FIG. 3 every predetermined time. In this flowchart, the HV-ECU 10 issues a torque command to the MG-ECU 30 when the fuel is cut. Therefore, this flowchart can also be called a correction torque calculation routine.

  Note that the HV-ECU 10 is configured to acquire the correction timing t1 and the torque loss start rotation number Nenum output from the EFI-ECU 20 via the communication unit 15 at predetermined time intervals. This torque loss start rotation number Nenum is the number of engine revolutions at which torque loss is started. In the following, the number of rotations at which torque loss starts is sometimes abbreviated as the number of start edges.

  In step S10, it is determined whether or not the fuel cut execution flag Fe = 1. This flag Fe is a flag set by the EFI-ECU 20. If it is not Fe = 1, the processing unit 11 regards that it is not necessary to set the cancel torque Tfc as the correction torque Tα, and proceeds to step S14. Further, when Fe = 1, the processing unit 11 regards that it is necessary to set the cancel torque Tfc as the correction torque Tα, and proceeds to step S11.

  In step S11, it is determined whether or not the correction timing t1 is a reset value. The correction timing t1 is a value set by the EFI-ECU 20. As will be described later, the EFI-ECU 20 resets the correction timing t1 when the engine stop condition is not satisfied, and calculates the correction timing t1 when the engine stop condition is satisfied and the fuel cut is performed. In the present embodiment, the maximum value is adopted as the reset value. Therefore, when the processing unit 11 determines that the correction timing t1 is not a reset value, the processing unit 11 regards that it is necessary to set the cancel torque Tfc as the correction torque Tα, and proceeds to step S12. Further, when determining that the correction timing t1 is the reset value, the processing unit 11 regards that it is not necessary to set the cancel torque Tfc as the correction torque Tα, and proceeds to step S14.

  In step S12, the correction torque Tα is set. At this time, the engine stop condition is satisfied, and it can be considered that torque loss occurs with the fuel cut of the engine. Therefore, the processing unit 11 sets correction torque Tα = cancel torque Tfc in order to reduce torque shock accompanying torque loss (first setting means). That is, the processing unit 11 sets the cancel torque Tfc for canceling the torque due to the fuel cut. The cancel torque Tfc here is, for example, a value determined by adaptation, that is, a constant.

  On the other hand, in step S14, the correction torque Tα is set. At this time, it is a case where the engine stop condition is not satisfied, and it can be considered that the torque loss generated due to the fuel cut of the engine does not occur. Therefore, the processing unit 11 does not need to reduce the torque shock caused by the torque loss, so that the correction torque Tα = 0.

  In step S13, the correction torque Tα set in step S12 or S14, the correction timing t1 acquired from the EFI-ECU 20, and the start edge number Nunum are transmitted (first transmission means). At this time, the processing unit 11 transmits to the MG-ECU 30 via the communication unit 15 and the communication line 50. However, the present invention is not limited to this. When the MG-ECU 30 does not use the starting edge number Nenum, the HV-ECU 10 does not need to transmit the starting edge number Nenum. In this case, the HV-ECU 10 transmits the correction torque Tα and the correction timing t1 to the MG-ECU 30.

  Note that the present embodiment employs an example in which the HV-ECU 10 performs torque distribution by controlling the EFI-ECU 20 and the MG-ECU 30 and determines whether the HV-ECU 10 sets the cancel torque Tfc. Since it is necessary to grasp, the above-described processing is performed. However, the present invention is not limited to this. The present invention can achieve the object even if the HV-ECU 10 does not perform step S10. As will be described later, the EFI-ECU 20 resets the correction timing t1 when the engine stop condition is not satisfied, and calculates the correction timing t1 when the engine stop condition is satisfied and the fuel cut is performed. Then, the EFI-ECU 20 transmits the correction timing t1 to the HV-ECU 10. Therefore, the HV-ECU 10 can determine whether or not the cancel torque Tfc needs to be set by checking the correction timing t1. Therefore, when the correction timing t1 that is not the reset value is acquired, the HV-ECU 10 sets the cancel torque Tfc as the correction torque Tα, and transmits the acquired correction timing t1 and the set correction torque Tα to the MG-ECU 30. That's fine. In this case, when the correction timing t1 that is a reset value is acquired, the HV-ECU 10 sets 0 as the correction torque Tα, and transmits the acquired correction timing t1 and the set correction torque Tα to the MG-ECU 30.

  Next, the processing operation of the EFI-ECU 20 will be described. The EFI-ECU 20 executes the process of the flowchart shown in FIG. 4 every predetermined time in order to perform fuel cut and stop the engine. Therefore, this flowchart can also be called an engine stop control routine.

  In step S20, it is determined whether an engine stop condition is satisfied. The engine stop condition is a fuel injection stop condition for the engine. When it is determined that the engine stop condition is satisfied, the processing unit 21 proceeds to step S21, and when it is determined that the engine stop condition is not satisfied, the process proceeds to step S32. The processing unit 21 determines that the engine stop condition is satisfied, for example, when there is a fuel cut command from the HV-ECU 10 or when it is determined that the fuel cut is performed by itself. Further, the processing unit 21 determines that the fuel cut is to be performed by itself when, for example, more power is output than the power command value from the HV-ECU 10. For this reason, the engine stop condition can be rephrased as a fuel cut condition. The engine stop condition is not limited to these.

  In step S32, the processing unit 21 resets the fuel cut execution flag Fe and the correction timing t1. That is, the processing unit 21 sets the flag Fe = 0 and the correction timing t1 = maximum value.

  In step S31, the fuel cut execution flag Fe, the correction timing t1, and the start edge number Nenum are transmitted to the MG-ECU 30. At this time, the processing unit 21 transmits to the HV-ECU 10 via the communication unit 25 and the communication line 50 (first transmission unit). When executing step S31 via step S32, the processing unit 21 transmits the flag Fe = 0 and the correction timing t1 = maximum value to the HV-ECU 10. In this case, the processing unit 21 transmits, for example, a market value as the starting edge number Nenum.

  As described above, the HV-ECU 10 transmits the correction timing t <b> 1 and the start edge number Nenum acquired from the EFI-ECU 20 to the MG-ECU 30. Therefore, the EFI-ECU 20 can be rephrased as transmitting the correction timing t1 and the start edge number Nunum to the MG-ECU 30 via the HV-ECU 10. That is, the EFI-ECU 20 notifies the MG-ECU 30 of the timing for generating the cancel torque, for example, at the timing t11 or t21. The timing for generating the cancel torque in the present embodiment is the correction timing t1 and the start edge number n or n + 1.

  In step S21, it is determined whether or not a fuel cut execution flag Fe = 0. This flag Fe is a flag indicating whether or not a fuel cut is being performed. When the fuel cut is being performed, 1 is set, and when the fuel cut is not being performed, 0 is set. When determining that the flag Fe = 0, the processing unit 21 proceeds to step S22, and when determining that the flag Fe = 1, the processing unit 21 proceeds to step S33. In addition, the process part 21 sets 1 to the flag Fe by step S30 demonstrated later.

  In step S22, the cylinder number currently in the exhaust process is set to the engine stop start cylinder number Cylfc (cylinder setting means). That is, when the engine stop condition is satisfied, the processing unit 21 sets a cylinder that is in the exhaust process when the fuel cut condition is satisfied among the plurality of cylinders in the engine as a fuel cut start cylinder. For example, in the example of FIG. 6, when the fuel cut condition is satisfied at the timing t11, the processing unit 21 sets the third cylinder as Cylfc.

  In step S23, the correction timing t1 is calculated (calculation means). At this time, the processing unit 21 calculates the timing of torque loss that occurs due to the fuel cut as the correction timing t1 based on the synchronization signal. Specifically, the processing unit 21 calculates the elapsed time from the reference edge in the synchronization signal as the correction timing t1. Therefore, it can be said that the correction timing t1 is an elapsed time from the effective edge in the synchronization signal calculated by the EFI-ECU 20.

  Normally, when the fuel cut condition is satisfied, the engine immediately stops injection, and torque loss occurs from the next expansion step. For example, in the example of FIG. 6, when the fuel cut condition is satisfied at timing t11, the engine stops fuel injection in the suction process at timing t12, and torque loss occurs from the expansion process at timing t14. Therefore, in this case, the processing unit 21 calculates the elapsed time from the timing t10 at which the reference edge in the synchronization signal is input to the timing t14 at which torque loss occurs as the correction timing t1. However, the method for calculating the correction timing t1 is not limited to this.

  Note that the processing unit 21 may calculate the correction timing t1 in accordance with a decrease in the engine speed (calculation means). That is, the processing unit 21 may consider a decrease in the engine speed when calculating the elapsed time from the reference edge in the synchronization signal as the correction timing t1. In this way, the processing unit 21 can calculate the torque loss timing suitable for the current engine speed, that is, the correction timing t1. Therefore, the MG-ECU 30 can drive and control the first motor 71 so that the cancel torque Tfc is generated at the torque loss timing suitable for the current engine speed. The drive control by the MG-ECU 30 will be described later.

  In step S24, the engine speed is set to the fuel cut execution speed Nenumfc. The fuel cut execution speed Nenumfc is the number of engine revolutions at which the fuel cut is executed. In the following description, the number of rotations of fuel cut execution may be abbreviated as the number of execution edges. In step S24, the processing unit 21 sets the current number of engine revolutions as the number of implemented edges Nenumfc. For example, in FIG. 6, the engine speed n is set as the number of implemented edges Nenumfc.

  In step S25, it is determined whether or not 360 ° CA time <communication delay time. The communication delay time is a delay time when a signal is transmitted from the EFI-ECU 20 to the MG-ECU 30 via the communication line 50. In other words, the communication delay time is a time required for the MG-ECU 30 to receive a signal transmitted from the EFI-ECU 20 via the communication line 50. In addition, the communication delay time is a delay time that occurs during normal communication, unlike a delay time that occurs due to an abnormality in the communication line 50 or each of the communication units 15, 25, and 35. Therefore, the processing unit 21 can grasp the communication delay time based on the current communication amount on the communication line 50, for example. The communication delay time can be adopted even if it is the worst value of the processing delay time.

  In the example of FIG. 6, when the fuel cut condition is satisfied at timing t11, the engine stops injection in the suction process at timing t12, and torque loss occurs from the expansion process at timing t14. From the suction process to the expansion process is 360 ° CA. Further, as will be described later, the EFI-ECU 20 transmits the correction timing t1 and the like to the MG-ECU 30 via the communication line 50 in order to generate the cancel torque Tfc at the timing when torque loss occurs. From the stop of fuel injection in the intake process to the stop of ignition in the expansion process, that is, the time from timing t12 to t14 in FIG. 6 and the time from timing t24 to t26 in FIG. 7, the engine speed Ne is about 2000 rpm. The time is about 30 ms.

  Therefore, when the processing unit 21 determines that 360 ° CA time <communication delay time is not satisfied, the MG-ECU 30 receives the correction timing t1 and the like until the expansion process immediately after the engine stop condition is established in the fuel cut start cylinder. Assuming that it is possible, the process proceeds to step S38. On the other hand, when the processing unit 21 determines that 360 ° CA time <communication delay time, the MG-ECU 30 indicates the correction timing t1 and the like until the expansion process immediately after the engine stop condition is established in the fuel cut start cylinder. It is assumed that it cannot be received and the process proceeds to step S26.

  In step S38, a fuel cut is performed. In step S39, the flag Fdelay is reset (in other words, turned off). The flag Fdelay = 1 indicates that the fuel cut is permitted. On the other hand, the flag Fdelay = 0 indicates that the fuel cut is prohibited. Therefore, the EFI-ECU 20 can perform the fuel cut when 1 is set as the flag Fdelay, and cannot perform the fuel cut when 0 is set as the flag Fdelay. That is, the flag Fdelay is provided to adjust the fuel cut execution timing. In other words, the flag Fdelay is provided to adjust whether or not to delay the fuel cut execution timing. In step S39, since the processing unit 21 determines that 360 ° CA time <communication delay time does not hold, it is determined that there is no need to delay the fuel cut execution timing, and 0 is set as the flag Fdelay.

  On the other hand, in step S26, the number of implemented edges Nenumfc is incremented. Since the processing unit 21 satisfies 360 ° CA time <communication delay time, the processing unit 21 increases the number of execution edges Nenumfc in order to delay the timing of performing the fuel cut (timing adjusting unit). That is, when the communication delay time between itself and the MG-ECU 30 is longer than the time from the suction process to the expansion process in the engine, the fuel cut is started so that the fuel cut start timing is delayed than usual. Adjust the timing. For example, when the engine is running at high speed, the power control system 100 may not be able to secure the correction timing t1 sufficiently. However, in the power control system 100, the EFI-ECU 20 can easily secure the correction timing t1 by performing Step S26.

  Here, as an example, the number of implemented edges Nenumfc = the number of implemented edges Nenumfc + 1. That is, the number of implemented edges Nenumfc is reset by adding 1 to the number of implemented edges Nenumfc set in step S24. By adding 1 in this way, the fuel cut is delayed by one cycle. One period here corresponds to 720 ° CA. However, the present invention is not limited to one cycle. According to the present invention, the fuel cut can be delayed even if there are two or more cycles.

  For example, in the example of FIG. 7, when the fuel cut condition is satisfied at timing t21, the processing unit 21 sets the third cylinder as a cylinder for starting the fuel cut. When the processing unit 21 determines in step S25 that 360 ° CA time <communication delay time is not satisfied, injection is stopped in the suction process immediately after timing t21, and torque loss occurs from the expansion process at timing t22. Become. The state of the engine torque in this case is indicated by a broken line in FIG.

  However, when it is determined in step S25 that 360 ° CA time <communication delay time, the processing unit 21 increases the number of execution edges Nenumfc in order to delay the execution of the fuel cut. That is, the processing unit 21 adds 1 to the number of executed edges Nenumfc set in step S24 so that the injection is stopped in the suction process at timing t24 and torque loss occurs from the expansion process at timing t26. If the engine speed is high and there is no time to stop fuel injection, for example, by stopping injection from the same cylinder after one cycle, the correction timing t1 and correction torque Tα are notified to the MG-ECU 30. Time can be secured. The state of the engine torque in this case is indicated by a solid line in FIG. 7, and torque loss occurs from timing t26 to t27.

  Note that if the processing unit 21 determines in step S25 that 360 ° CA time <communication delay time, the starting cylinder set in step S22 may be changed to another cylinder. Also by this, the EFI-ECU 20 can ensure the time until the notification of the correction timing t1 and the correction torque Tα to the MG-ECU 30.

  In step S27, the flag Fdelay is set. Since the processing unit 21 performs step S26, the processing unit 21 considers that it is necessary to delay the execution timing of the fuel cut, and sets 1 as the flag Fdelay. In the example of FIG. 7, the processing unit 21 sets 1 as Fdelay at the timing t21 (in other words, turns on).

  In step S28, it is determined whether or not the elapsed time from the effective edge ≧ the correction timing t1. At this time, the processing unit 21 uses the timer 23 to determine whether or not elapsed time ≧ correction timing t1 based on the elapsed time measured with reference to the effective edge of the synchronization signal. If the processing unit 21 determines that the elapsed time is not greater than or equal to the correction timing t1, it is assumed that the number of engine revolutions is not updated during the period from the suction process to the immediately following expansion process, that is, a valid edge is not input. Proceed to S40. On the other hand, when the processing unit 21 determines that the elapsed time ≧ the correction timing t1, the number of engine revolutions is updated between the intake process and the immediately following expansion process, that is, when an effective edge is input. Accordingly, the process proceeds to step S29.

  For example, when the fuel cut condition is satisfied at timing t21, the processing unit 21 sets the third cylinder as the start cylinder. In this case, the engine stops the injection in the suction process immediately after timing t21, and torque loss occurs from the expansion process at timing t22. At this time, the EFI-ECU 20 does not update the engine speed from n because the valid edge is not input between timings t21 and t22. Therefore, the number of engine revolutions n at the timing when fuel cut is performed is the same as the number of engine revolutions n at the timing when torque loss occurs. Accordingly, the processing unit 21 regards that the number of engine revolutions is not updated between the suction process and the immediately following expansion process, and proceeds to step S40.

  On the other hand, when the fuel cut condition is satisfied immediately before the timing t22, the processing unit 21 sets the second cylinder as the start cylinder. In this case, the engine is stopped in the suction process at timing t22, and torque is lost from the expansion process at timing t24. At this time, the EFI-ECU 20 updates the engine speed from n to n + 1 because a valid edge is input between timings t22 and t24. Therefore, the number of engine revolutions n at the timing of performing the fuel cut is different from the number of engine revolutions n + 1 at the timing at which torque loss occurs. Therefore, the processing unit 21 regards that the number of engine revolutions is updated between the suction process and the immediately following expansion process, and proceeds to step S29.

  In step S40, the number of starting edges Nenum = the number of implemented edges Nenumfc. At this time, the processing unit 21 sets the currently set execution edge number Nenumfc as the start edge number Nenum. On the other hand, in step S29, the starting edge number Nenum = the number of executed edges Nenumfc + 1. At this time, the processing unit 21 sets the starting edge number Nenum by adding 1 to the currently set working edge number Nenumfc. In step S30, the processing unit 21 sets 1 as the flag Fe (in other words, turns on). In addition, as shown in the timings t21 to t27, the processing unit 21 sets 0 as the flag Fe when the torque correction is completed (in other words, turns off).

  When executing step S31 through steps S40 and S30, the processing unit 21 transmits the flag Fe = 1, the correction timing t1 calculated in step S23, and the start edge number Nenum set in step S40 to the HV-ECU 10 (internal combustion). Institutional transmission means). That is, the EFI-ECU 20 informs the HV-ECU 10 that torque loss occurs at the engine speed n + correction timing t1. Receiving this notification, the HV-ECU 10 instructs the MG-ECU 30 to generate the cancel torque Tfc at the engine speed n + correction timing t1. In other words, the EFI-ECU 20 instructs the MG-ECU 30 to indirectly generate the cancel torque Tfc at the engine speed n + correction timing t1 via the HV-ECU 10.

  Further, when executing step S31 via steps S29 and S30, the processing unit 21 transmits the flag Fe = 1, the correction timing t1 calculated in step S23, and the start edge number Nenum set in step S29 to the HV-ECU 10. (Internal combustion engine transmission means). That is, the EFI-ECU 20 notifies the HV-ECU 10 that torque loss occurs at the number of engine revolutions (n + 1) + correction timing t1. Receiving this notification, the HV-ECU 10 instructs the MG-ECU 30 to generate the cancel torque Tfc at the engine rotation number (n + 1) + correction timing t1. In other words, the EFI-ECU 20 instructs the MG-ECU 30 to indirectly generate the cancel torque Tfc at the engine rotation number (n + 1) + correction timing t1 via the HV-ECU 10.

  Thus, in addition to the correction timing t1 calculated in step S23, the EFI-ECU 20 may transmit to the HV-ECU 10 the start edge number Nenum, which is the number of input of valid edges counted by itself. Since the power control system 100 transmits the start edge number Nenum together with the correction timing t1, the MG-ECU 30 can be informed of the timing at which torque loss occurs even when the fuel cut execution timing is delayed. Note that the present invention is not limited to this. The EFI-ECU 20 can achieve the object as long as it transmits at least the correction timing t1 calculated in step S23 to the HV-ECU 10.

  In step S33, it is determined whether Fdelay = 0. If it is determined that Fdelay = 0, the processing unit 21 proceeds to step S31. If it is determined that Fdelay = 0 is not satisfied, the processing unit 21 proceeds to step S34. That is, when the flag Fe is set to 1 and the Fdelay is set to 0, the processing unit 21 proceeds to step S31 in order to execute transmission processing for the HV-ECU 10.

  On the other hand, when Fdelay is set to 1, the fuel cut is prohibited. As described above, the processing unit 21 sets 1 as Fdelay in order to delay the execution of the fuel cut. Accordingly, when the flag Fe is set to 1 and Fdelay is set to 0, the processing unit 21 proceeds to step S34 to determine whether or not the delayed fuel cut execution timing has come. move on.

  In step S34, it is determined whether the number of engine revolutions = the number of implemented edges Nenumfc. At this time, the processing unit 21 compares the current number of engine revolutions with the number of implemented edges Nenumfc set in step S26. The processing unit 21 proceeds to step S35 when it is determined that the number of engine revolutions = the number of implemented edges Nenumfc, and proceeds to step S31 when it is determined that the number of engine revolutions = the number of implemented edges Nenumfc.

  In step S35, it is determined whether or not the cylinder number of the exhaust process is Cylfc. At this time, the processing unit 21 compares the cylinder number of the cylinder that is the current exhaust process with the Cylfc set in step S22. The processing unit 21 proceeds to step S36 if it is determined that the cylinder number in the exhaust process is Cylfc, and proceeds to step S31 if it is determined that the cylinder number in the exhaust process is not Cylfc. Since steps S36 and S37 are the same as steps S38 and S39, the description thereof will be omitted.

  The present invention can achieve the object even if the EFI-ECU 20 does not perform steps S21, S24 to S30, and S33 to S40. That is, the EFI-ECU 20 executes the processes of steps S32 and S31 when the determination at step S20 is NO. Further, when the determination at step S20 is YES, the EFI-ECU 20 performs the processes at steps S22 and S23 without performing the determination at step S21, and thereafter executes the process at S31.

  Next, the processing operation of the MG-ECU 30 will be described. The flowchart shown in FIG. 5 shows the execution process of the correction torque Tα by the MG-ECU 30. The MG-ECU 30 executes the process of the flowchart shown in FIG. 5 every predetermined time. In this flowchart, the MG-ECU 30 executes a process such as generating a cancel torque Tfc as the correction torque Tα. Therefore, this flowchart can also be called a motor torque correction routine. The MG-ECU 30 receives the signal transmitted by the HV-ECU 10 in step S13.

  In step S50, it is determined whether or not the correction torque Tα ≠ 0. The processing unit 31 determines whether the correction torque Tα transmitted from the HV-ECU 10 is 0 or the cancel torque Tfc. In other words, the processing unit 31 determines whether 0 is set as the correction torque Tα or the cancel torque Tfc is set by the HV-ECU 10. If the processing unit 31 determines that the correction torque Tα is 0, the processing unit 31 regards that it is not necessary to execute torque correction for canceling the torque generated due to torque loss and proceeds to step S54. If the processing unit 31 determines that the correction torque Tα is the cancel torque Tfc, the processing unit 31 regards that it is necessary to execute torque correction for canceling the torque generated due to torque loss and proceeds to step S51. .

  In step S54, the motor torque correction execution flag F1 is reset. That is, the processing unit 31 does not need to execute torque correction, and therefore sets 0 as the flag F1. The flag F1 is a flag that can be executed for a certain period of time in order to apply the cancel torque Tfc in accordance with the shape of the torque generated as a result of torque loss.

  In step S55, the motor output torque is set. The processing unit 31 sets the torque command Tm1 as the motor output torque for the first motor 71. At this time, since the correction torque Tα is set to 0, the processing unit 31 sets the torque command Tm1 as the motor output torque for the first motor 71.

  On the other hand, in step S51, it is determined whether or not flag F1 ≠ 0. When it is determined that the flag F1 = 0, the processing unit 31 proceeds to step S52, and when it is determined that the flag F1 is not 0, the processing unit 31 proceeds to step S56.

  In step S52, the motor output torque is set. This step S52 corresponds to setting means in the claims. The processing unit 31 sets the torque command Tm1−correction torque Tα as the motor output torque for the first motor 71. At this time, the cancel torque Tfc is set as the correction torque Tα. Therefore, the processing unit 31 sets the torque command Tm 1 -cancel torque Tfc as the motor output torque for the first motor 71. In other words, when receiving the correction timing t1, the MG-ECU 30 sets the cancel torque Tfc for canceling the torque loss as the output torque commanded to the first motor 71. The torque command Tm1 and the correction torque Tα are both signals transmitted from the HV-ECU 10.

  In step S56, it is determined whether or not the number of engine revolutions = the number of starting edges Nenum (determination means). The processing unit 31 compares the number of engine revolutions counted by the MG-ECU 30 with the start edge number Nenum transmitted from the HV-ECU 10. As described above, the HV-ECU 10 transmits the starting edge number Nenum transmitted from the EFI-ECU 20 to the MG-ECU 30. Therefore, the processing unit 31 compares the number of engine revolutions counted by the MG-ECU 30 with the start edge number Nenum set by the EFI-ECU 20. In other words, the MG-ECU 30 determines whether or not the number of input of the effective edge counted by itself matches the number of input of the effective edge transmitted from the EFI-ECU 20. The processing unit 31 proceeds to step S57 when it is determined that the number of engine revolutions = start edge number Nenum, and proceeds to step S55 when it is determined that the number of engine revolutions = start edge number Nenum.

  In step S57, it is determined whether or not the elapsed time from the effective edge ≧ the correction timing t1. At this time, the processing unit 31 uses the timer 33 to determine whether or not elapsed time ≧ correction timing t1 based on the elapsed time measured with reference to the effective edge of the synchronization signal.

  If the processing unit 31 determines that the elapsed time is not equal to the correction timing t1, the processing unit 31 proceeds to step S55. That is, when elapsed time = correction timing t1, the processing unit 31 regards the cancellation torque Tfc as being output from the first motor 71 in order to cancel the torque associated with torque loss, and proceeds to step S55. On the other hand, if the processing unit 31 determines that the elapsed time ≧ the correction timing t1, the process proceeds to step S58. That is, when the elapsed time = correction timing t1, the processing unit 31 regards it as the timing for outputting the cancel torque Tfc from the first motor 71 in order to cancel the torque accompanying the torque loss, and proceeds to step S58. As described above, the processing unit 31 performs time measurement with reference to the effective edge in the synchronization signal, and confirms that the correction timing t1 has been reached based on the correction timing t1 and the result of the time measurement (driving means). . Note that the processing unit 31 may proceed to step S55 when it is determined that the elapsed time ≧ the correction timing t1, and may proceed to step S58 when it is determined that the elapsed time ≧ the correction timing t1.

  In step S58, the flag F1 is set. That is, the processing unit 31 needs to execute torque correction, and therefore sets 1 as the flag F1. As described above, the flag F1 is set to 1 when the elapsed time from the effective edge of the synchronization signal becomes equal to or greater than the correction timing t1. In addition, when the processing unit 31 sets 1 as the flag F1 in step S58, the processing unit 31 proceeds to step S52.

  In step S53, motor control is executed (driving means). The torque that is output to the first motor 71 differs between the case where the processing unit 31 executes step S53 via step S52 and the case where step S53 is executed via step S55. First, when performing motor control via step S55, the process part 31 drive-controls the 1st motor 71 so that the torque according to torque command Tm1 may be output.

  Next, the case where motor control is performed through step S52 will be described. In this case, the processing unit 31 drives and controls the first motor 71 using signals such as the torque command Tm1 and the cancel torque Tfc transmitted from the HV-ECU 10. More specifically, when performing the motor control via step S52, the processing unit 31 makes a YES determination in step S57. For this reason, the processing unit 31 controls the drive of the first motor 71 so that the torque according to the torque command Tm1−cancel torque Tfc is output at the correction timing t1. That is, the processing unit 31 confirms that the correction timing t1 has been reached with reference to the synchronization signal, and drives the first motor 71 so that the cancel torque Tfc is generated at the correction timing t1 as indicated by the timing t14. Control. More specifically, the processing unit 31 drives and controls the first motor 71 so that the cancel torque Tfc is generated at, for example, the engine rotation number n + correction timing t1 and the engine rotation number (n + 1) + correction timing t1.

  Furthermore, in this case, the processing unit 31 has determined YES in step S56. For this reason, the processing unit 31 controls the drive of the first motor 71 so that the torque corresponding to the torque command Tm1−cancel torque Tfc is output at the number of engine revolutions set by the EFI-ECU 20 and at the correction timing t1. Will do. The MG-ECU 30 corrects the correction timing t1 within 360 ° CA, for example, when the number of engine revolutions at the start of fuel cut is high, when the communication cycle between the ECUs is slow, or when the processing cycle of each ECU is slow. May not be able to receive. That is, even if the MG-ECU 30 receives the correction timing t1, there is a possibility that the first motor 71 cannot be driven and controlled so that the cancel torque Tfc is generated at the timing when torque loss occurs. However, the MG-ECU 30 proceeds to S57 after determining YES in step S56, so that even in the above-described case, the first torque is generated so that the cancel torque Tfc is generated at the correction timing t1, as shown in t26. The drive of the motor 71 can be controlled.

  In step SS53, the processing unit 31 may drive and control the first motor 71 by performing an annealing process or a rate process in accordance with the shape of the torque due to the fuel cut. That is, the processing unit 31 performs the annealing process or the rate process according to the shape of the torque due to the fuel cut, and the fine adjustment torque reflecting the annealing process or the rate process is generated with respect to the cancel torque Tfc. The first motor 71 is driven and controlled. In this case, the HV-ECU 10 transmits a rough torque command Tm1 and a cancel torque Tfc to the MG-ECU 30. Then, the processing unit 31 finely adjusts the cancel torque Tfc by a smoothing process or a rate process according to the magnitude of the torque due to the fuel cut, and causes the first motor 71 to output the finely adjusted fine adjustment torque.

  As a result, the power control system 100 can generate a correction torque that matches the shape of the torque due to the fuel cut. In other words, the power control system 100 can paraphrase that the magnitude of the cancel torque Tfc can be equal to or close to the magnitude in the direction opposite to the magnitude of the torque due to the fuel cut. In addition, the shape of the torque by fuel cut is a shape when the torque by fuel cut is made into a time chart as shown in FIGS. That is, the shape of the torque due to the fuel cut can be rephrased as a temporal change in the magnitude of the torque due to the fuel cut. Therefore, the power control system 100 performs the annealing process and the rate process to make the temporal change in the magnitude of the torque due to the fuel cut and the temporal change in the magnitude of the cancellation torque Tfc coincide with each other. In other words.

  The object of the present invention can be achieved even if MG-ECU 30 does not perform steps S51, S54, S56, and S58. That is, MG-ECU 30 performs the processes of steps S55 and S53 without performing the process of step S54 if NO is determined in step S50. Further, when YES is determined in step S50, the MG-ECU 30 performs the determination in step S57 without performing the processes in steps S51 and S56. Then, if YES is determined in step S57, the MG-ECU 30 executes steps S52 and S53 without performing the process of step S58. If NO is determined in step S57, the MG-ECU 30 performs steps S55 and S53. Execute the process.

  As described so far, the power control system 100 includes the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30. The EFI-ECU 20 calculates the torque loss timing that occurs with the fuel cut as a correction timing t1 with the synchronization signal as a reference. The HV-ECU 20 transmits the calculated correction timing t1 to the MG-ECU 30.

  And MG-ECU30 will set the cancellation torque Tfc for canceling the torque by fuel cut as output torque commanded to the 1st motor 71, if correction timing t1 is received. Further, when confirming that the correction timing t1 has been reached with reference to the synchronization signal, the MG-ECU 30 drives and controls the first motor 71 so that the cancel torque Tfc is generated.

  In this way, the MG-ECU 30 acquires the correction timing t1 calculated with reference to the synchronization signal, and confirms that the correction timing t1 has come with reference to the synchronization signal input to itself. That is, the reference point for determining whether or not the MG-ECU 30 has reached the correction timing t1 is the same as the reference point for the EFI-ECU 20 to calculate the correction timing t1. Therefore, the MG-ECU 30 can easily generate the cancel torque Tfc in accordance with the timing of torque loss.

  Therefore, the power control system 100 can improve the synchronization accuracy between the torque loss timing and the timing at which the cancel torque Tfc is output from the first motor 71. Thereby, the power control system 100 can prevent a shock due to torque loss.

  Further, when the communication delay time exceeds 360 ° CA, the EFI-ECU 20 delays the fuel cut execution timing. Even in this case, the MG-ECU 30 drives and controls the first motor 71 so that the cancel torque Tfc is generated when the elapsed time from the effective edge ≧ the correction timing t1. Therefore, the power control system 100 can improve the synchronization accuracy between the torque loss timing and the timing at which the cancel torque Tfc is output from the first motor 71 even when the communication delay time exceeds 360 ° CA. .

  Furthermore, in this embodiment, each ECU is configured to be able to acquire a synchronization signal. Therefore, the ECUs can synchronize with each other by counting the elapsed time from the reference edge of the synchronization signal. That is, the power control system 100 can be synchronized by all the ECUs of the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30.

  In the present embodiment, as an example, the power control system 100 including the HV-ECU 10, the EFI-ECU 20, and the MG-ECU 30 is employed. That is, in the present embodiment, the HV-ECU 10 and the EFI-ECU 20 are employed as the first control unit in the claims, and the MG-ECU 30 is employed as the second control unit. However, the present invention is not limited to this. In the present invention, the HV-ECU 10 is not included, and the EFI-ECU 20 and the MG-ECU 30 may be provided. That is, the present invention does not employ the EFI-ECU 20 as the first control unit in the claims, the MG-ECU 30 as the second control unit, and the HV-ECU 10 as the first control unit. Good. In this case, the EFI-ECU 20 performs setting of the correction torque Tα, transmission of the correction timing t1 and the correction torque Tα to the MG-ECU 30, and the like. That is, in this case, the EFI-ECU 20 transmits the correction timing t1 and the like directly to the MG-ECU.

  Further, the cancel torque Tfc may be calculated by either the EFI-ECU 20 or the MG-ECU 30.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the embodiments described above, and various modifications can be made without departing from the spirit of the present invention.

(Modification 1)
Here, the power control system 100 of the first modification will be described. In addition, since the power control system 100 of the modification 1 has the same structure as the power control system 100 of the above-mentioned embodiment, the same code | symbol is used for each component for convenience.

  The EFI-ECU 20 calculates the crank angle from the reference edge in the synchronization signal as the correction timing (calculation means). Then, the EFI-ECU 20 transmits this crank angle as the correction timing.

  On the other hand, the MG-ECU 30 detects the crank angle with reference to the reference edge in the synchronization signal (driving means). In addition, the MG-ECU 30 compares the crank angle detection result detected by itself with the crank angle calculated by the EFI-ECU 20. The MG-ECU 30 confirms that the correction timing has come based on the crank angle detected by the MG-ECU 30 and the crank angle calculated by the EFI-ECU 20 (drive means). More specifically, the MG-ECU 30 determines that the correction timing has come when the crank angle calculated by the EFI-ECU 20 ≥ the crank angle detected by itself (driving means).

  Thus, both the EFI-ECU 20 and the MG-ECU 30 detect the crank angle based on the effective edge. That is, the EFI-ECU 20 and the MG-ECU 30 detect the crank angle using the same reference point. The MG-ECU 30 confirms whether or not the correction timing has come based on the crank angle. Therefore, even the power control system 100 according to the first modification can achieve the same effects as those of the above-described embodiment.

(Modification 2)
Here, the power control system 100 of Modification 2 will be described. In addition, since the power control system 100 of the modification 2 has the same structure as the power control system 100 of the above-mentioned embodiment, the same code | symbol is used for each component for convenience.

  The EFI-ECU 20 calculates, as correction timing, a start cylinder for starting fuel cut among a plurality of cylinders in the engine (calculation means). In other words, the EFI-ECU 20 can also be described as setting a cylinder to start fuel cut among a plurality of cylinders in the engine. Then, the EFI-ECU 20 transmits the cylinder number of the start cylinder as the correction timing.

  On the other hand, the MG-ECU 30 confirms the expansion step that is executed first after the intake step in the start cylinder calculated by the EFI-ECU 20 with reference to the effective edge in the synchronization signal (drive means). Then, the MG-ECU 30 determines that the correction timing has come when the start cylinder is in the expansion step that is executed first after the suction step (drive means).

  As described above, torque loss occurs in the expansion process after the intake process in which the fuel is cut. Further, the MG-ECU 30 acquires a synchronization signal that is generated as the engine rotates. Therefore, the MG-ECU 30 can grasp the timing at which torque loss occurs, that is, the timing to output the cancel torque Tfc, by knowing the start cylinder as the correction timing. Therefore, even the power control system 100 according to the second modification can achieve the same effects as those of the above-described embodiment.

  10 HV-ECU, 11 processing unit, 12 storage unit, 13 timer, 14 input / output unit, 15 communication unit, 20 EFI-ECU, 21 processing unit, 22 storage unit, 23 timer, 24 input / output unit, 25 communication unit, 30 MG-ECU, 31 processing unit, 32 storage unit, 33 timer, 34 input / output unit, 35 communication unit, 40 signal line, 50 communication line, 61 crank angle sensor, 62 cam angle sensor, 71 first motor generator, 72 Second motor generator, 100 power control system

Claims (10)

A power control system that is mounted on a hybrid vehicle including an internal combustion engine and an electric motor as a drive source and controls the power output to the drive shaft of the hybrid vehicle,
A first control unit (10, 20) for controlling at least the internal combustion engine;
A second control unit (30) for controlling the electric motor,
The first controller is
A synchronization signal, which is a pulse signal for synchronizing itself with the second control unit, is input,
Calculating means (S23) for calculating the timing of torque loss that occurs due to fuel cut in the internal combustion engine as a correction timing based on the synchronization signal;
First transmission means (S13) for transmitting the correction timing to the second control unit;
The second controller is
The synchronization signal is input,
When receiving the correction timing, setting means (S52) for setting a cancel torque for canceling the torque loss as an output torque commanded to the electric motor;
Drive means (S53, S57) for confirming that the correction timing has been reached with reference to the synchronization signal and controlling the motor so that the cancel torque is generated at the correction timing; A power control system characterized by that. The first controller is
An internal combustion engine control device (20) for controlling the internal combustion engine;
A hybrid control device (10) configured to be communicable with the internal combustion engine control device and the second control unit,
The internal combustion engine control device comprises:
The calculation means, and an internal combustion engine transmission means (S31) for transmitting the correction timing calculated by the calculation means to the hybrid control device,
The hybrid controller is
The first transmission means and the synchronization signal is input;
2. The power control system according to claim 1, wherein the first transmission unit transmits the correction timing transmitted from the internal combustion engine transmission unit to the second control unit.   The power control system according to claim 2, wherein the synchronization signal is a signal that is used for controlling the internal combustion engine and that generates a reference edge in synchronization with a process in a cycle of the internal combustion engine. The calculation means calculates an elapsed time from the reference edge in the synchronization signal as the correction timing,
The driving means performs time measurement based on the reference edge in the synchronization signal, and confirms that the correction timing has been reached based on the elapsed time and the result of the time measurement. The power control system according to claim 3. Each of the internal combustion engine control device and the second control unit includes a counting unit that counts the number of times of input of the reference edge from when the internal combustion engine is stopped,
The internal combustion engine transmission means, in addition to the correction timing, transmits the number of inputs counted by the counting means in the internal combustion engine control device to the hybrid control device;
In addition to the correction timing, the first transmission unit transmits the number of inputs transmitted from the internal combustion engine transmission unit to the second control unit,
The second controller is
Determination means (S56) for determining whether or not the number of times of input counted by the counting means in itself matches the number of times of input transmitted from the first transmission means;
The drive means confirms that the correction timing has been reached with reference to the synchronization signal when the determination means determines that they match, so that the cancel torque is generated at the correction timing. The power control system according to claim 3 or 4, wherein the drive of the electric motor is controlled. The power control system according to any one of claims 2 to 5, wherein the calculation means calculates the correction timing in accordance with a decrease in the rotational speed of the internal combustion engine . The internal combustion engine control device comprises:
When the fuel injection stop condition for the internal combustion engine is satisfied, among the plurality of cylinders in the internal combustion engine, cylinder setting means for setting a cylinder that is in the exhaust process when the stop condition is satisfied as a start cylinder for the fuel cut (S22) )When,
When the communication delay time between itself and the second control unit is longer than the time from the suction process to the expansion process in the internal combustion engine, the fuel is set to be later than the timing at which the fuel cut is started in the start cylinder. The power control system according to any one of claims 2 to 6, further comprising timing adjustment means (S26) for adjusting a cut timing.   The driving means performs a smoothing process or a rate process according to a shape of torque by the fuel cut when driving the motor so that the cancel torque is generated, and The power control system according to any one of claims 1 to 7, wherein the electric motor is driven and controlled so that a fine adjustment torque reflecting the annealing process or the rate process is generated. The calculation means calculates a crank angle from the reference edge in the synchronization signal as the correction timing,
The driving means detects a crank angle with reference to the reference edge in the synchronization signal, and reaches the correction timing based on the crank angle calculated by the calculating means and the detection result of the crank angle. The power control system according to claim 3, wherein the power control system is confirmed. The calculating means calculates, as the correction timing, a cylinder that starts the fuel cut among a plurality of cylinders in the internal combustion engine;
The drive means has reached the correction timing by confirming an expansion process executed first after the intake process in the cylinder calculated by the calculation means with reference to the reference edge in the synchronization signal. It confirms that, The power control system of Claim 3 characterized by the above-mentioned.

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