JP7433577B2 - Vehicle vibration damping control device - Google Patents

Vehicle vibration damping control device Download PDF

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Publication number
JP7433577B2
JP7433577B2 JP2020058939A JP2020058939A JP7433577B2 JP 7433577 B2 JP7433577 B2 JP 7433577B2 JP 2020058939 A JP2020058939 A JP 2020058939A JP 2020058939 A JP2020058939 A JP 2020058939A JP 7433577 B2 JP7433577 B2 JP 7433577B2
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Japan
Prior art keywords
damping control
vibration damping
vehicle
clutch
internal combustion
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Application number
JP2020058939A
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Japanese (ja)
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JP2021154944A (en
Inventor
良太 宮分
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Suzuki Motor Corp
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Suzuki Motor Corp
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Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP2020058939A priority Critical patent/JP7433577B2/en
Priority to DE102021107081.3A priority patent/DE102021107081A1/en
Publication of JP2021154944A publication Critical patent/JP2021154944A/en
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Publication of JP7433577B2 publication Critical patent/JP7433577B2/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/17—Control strategies specially adapted for achieving a particular effect for noise reduction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
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    • B60W2050/0054—Cut-off filters, retarders, delaying means, dead zones, threshold values or cut-off frequency
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    • B60W2510/00—Input parameters relating to a particular sub-units
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/706—Strategy of control
    • F16D2500/70668—Signal filtering
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7107—Others
    • F16D2500/7108—Engine torque calculation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

本発明は、車両用制振制御装置に関する。 The present invention relates to a vibration damping control device for a vehicle.

特許文献１には、係合装置の係合状態に応じて内燃機関に選択的に駆動連結されるとともに、動力伝達機構を介して車輪に駆動連結される回転電機の制御を行うための制御装置であって、係合装置の係合状態が直結係合状態である場合には、直結用制振制御器により制振制御を実行し、係合装置の係合状態が非直結係合状態である場合には、非直結用制振制御器により制振制御を実行して、動力伝達系の捩れ振動を抑制する制御装置が開示されている。 Patent Document 1 discloses a control device for controlling a rotating electric machine that is selectively drive-coupled to an internal combustion engine depending on the engagement state of an engagement device and that is drive-coupled to wheels via a power transmission mechanism. If the engagement state of the engagement device is a direct coupling engagement state, vibration damping control is executed by the direct coupling vibration damping controller, and the engagement state of the engagement device is a non-direct coupling engagement state. In some cases, a control device has been disclosed that executes vibration damping control using a non-directly coupled vibration damping controller to suppress torsional vibration of a power transmission system.

特開２０１２－７６５３７号公報Japanese Patent Application Publication No. 2012-76537

しかしながら、特許文献１に記載の制御装置にあっては、係合装置の係合状態が非直結係合状態から直結係合状態になるまでの間も非直結用制振制御器により制振制御が実行される。この直結係合状態になるまでの間は、内燃機関と回転電機とが係合装置を介して徐々に接続される状態である。 However, in the control device described in Patent Document 1, vibration damping is controlled by the vibration damping controller for non-direct coupling even during the period when the engagement state of the engagement device changes from the non-direct coupling engagement state to the direct coupling engagement state. is executed. Until this direct engagement state is reached, the internal combustion engine and the rotating electric machine are gradually connected via the engagement device.

このため、上述のように、係合装置の係合状態が非直結係合状態から直結係合状態になるまでの間も制振制御を行うと、動力伝達経路の共振周波数も変化し、制振制御が複雑となってしまう。 Therefore, as mentioned above, if damping control is performed until the engagement state of the engagement device changes from the non-directly coupled state to the directly coupled state, the resonance frequency of the power transmission path will also change, causing the damping to be suppressed. Swing control becomes complicated.

本発明は、上述のような事情に鑑みてなされたもので、制御を複雑化させることなく簡易かつ正確に制振制御を実行することができる車両用制振制御装置を提供することを目的とする。 The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a vibration damping control device for a vehicle that can easily and accurately execute vibration damping control without complicating the control. do.

本発明は、上記目的を達成するため、内燃機関及び電動機の少なくとも一方から出力された動力を駆動輪に伝達することにより走行する車両の車両用制振制御装置であって、前記内燃機関と前記駆動輪との間の動力伝達経路に設けられたクラッチと、前記電動機に対してトルク指令値を出力するトルク指令部と、前記車両の走行モードとして、前記クラッチを解放して前記電動機の動力により走行する第１の走行モードと、前記クラッチを係合して少なくとも前記内燃機関の動力により走行する第２の走行モードとを有し、前記クラッチの解放又は係合を制御する制御部と、前記車両の走行モードが前記第１の走行モードである場合に、前記電動機のトルク指令値を補正することにより前記動力伝達経路における振動を抑制する制振制御を実行する制振制御部と、を備え、前記第１の走行モードから前記第２の走行モードに切り替える条件が成立すると、前記内燃機関が完爆後であって前記クラッチの係合開始前に、前記制振制御が中止される。 In order to achieve the above object, the present invention provides a vehicle vibration damping control device for a vehicle that runs by transmitting power output from at least one of an internal combustion engine and an electric motor to drive wheels, which a clutch provided in a power transmission path between the drive wheels; a torque command section that outputs a torque command value to the electric motor; a control unit that controls disengagement or engagement of the clutch; a vibration damping control section that executes vibration damping control that suppresses vibrations in the power transmission path by correcting a torque command value of the electric motor when the vehicle is in the first driving mode. Furthermore, when the conditions for switching from the first driving mode to the second driving mode are satisfied, the vibration damping control is stopped after the internal combustion engine has completely exploded and before the clutch starts engaging.

本発明によれば、制御を複雑化させることなく簡易かつ正確に制振制御を実行することができる車両用制振制御装置を提供することができる。 According to the present invention, it is possible to provide a vibration damping control device for a vehicle that can easily and accurately perform damping control without complicating control.

図１は、本発明の一実施例に係る車両用制振制御装置を搭載した車両の概略構成図である。FIG. 1 is a schematic configuration diagram of a vehicle equipped with a vehicle vibration damping control device according to an embodiment of the present invention. 図２は、本発明の一実施例に係る車両用制振制御装置によって実行される制振制御の概要を説明する図である。FIG. 2 is a diagram illustrating an overview of vibration damping control executed by a vehicle vibration damping control device according to an embodiment of the present invention. 図３は、本発明の一実施例に係る車両用制振制御装置を搭載した車両の内燃機関の状態に応じた捩り共振周波数と振動レベルの関係を示すグラフである。FIG. 3 is a graph showing the relationship between torsional resonance frequency and vibration level depending on the state of the internal combustion engine of a vehicle equipped with a vehicle vibration damping control device according to an embodiment of the present invention. 図４は、本発明の一実施例に係る車両用制振制御装置によって実行される制振制御実行判定処理の流れを示すフローチャートである。FIG. 4 is a flowchart showing the flow of damping control execution determination processing executed by the vehicle damping control device according to an embodiment of the present invention. 図５は、本発明の一実施例に係る車両用制振制御装置によって実行される制振制御の処理の流れを示すフローチャートである。FIG. 5 is a flowchart showing the flow of vibration damping control processing executed by the vehicle vibration damping control device according to an embodiment of the present invention. 図６は、本発明の一実施例に係る車両用制振制御装置における制振制御の実行状態切替時の一例を示すタイミングチャートである。FIG. 6 is a timing chart showing an example of switching the execution state of damping control in the vehicle damping control device according to the embodiment of the present invention.

本発明の一実施の形態に係る車両用制振制御装置は、内燃機関及び電動機の少なくとも一方から出力された動力を駆動輪に伝達することにより走行する車両の車両用制振制御装置であって、内燃機関と駆動輪との間の動力伝達経路に設けられたクラッチと、電動機に対してトルク指令値を出力するトルク指令部と、車両の走行モードとして、クラッチを解放して電動機の動力により走行する第１の走行モードと、クラッチを係合して少なくとも内燃機関の動力により走行する第２の走行モードとを有し、クラッチの解放又は係合を制御する制御部と、車両の走行モードが第１の走行モードである場合に、電動機のトルク指令値を補正することにより動力伝達経路における振動を抑制する制振制御を実行する制振制御部と、を備えることを特徴とする。これにより、本発明の一実施の形態に係る車両用制振制御装置は、制御を複雑化させることなく簡易かつ正確に制振制御を実行することができる。 A vehicle vibration damping control device according to an embodiment of the present invention is a vehicle vibration damping control device for a vehicle that travels by transmitting power output from at least one of an internal combustion engine and an electric motor to drive wheels. , a clutch installed in the power transmission path between the internal combustion engine and the drive wheels, a torque command unit that outputs a torque command value to the electric motor, and a vehicle driving mode in which the clutch is released and the electric motor uses power. A control unit that controls disengagement or engagement of the clutch, and a control unit that controls disengagement or engagement of the clutch; The present invention is characterized by comprising a vibration damping control unit that executes vibration damping control that suppresses vibrations in the power transmission path by correcting the torque command value of the electric motor when the vehicle is in the first driving mode. Thereby, the vibration damping control device for a vehicle according to an embodiment of the present invention can easily and accurately execute vibration damping control without complicating control.

以下、本発明の一実施例に係る車両用制振制御装置について図面を参照して説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS A vibration damping control device for a vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

図１に示すように、本実施例に係る車両用制振制御装置を搭載した車両１００は、内燃機関１と、電動機としての駆動モータ２と、変速機３と、駆動輪４と、ハイブリッドコントローラ５とを含んで構成されている。 As shown in FIG. 1, a vehicle 100 equipped with a vehicle vibration damping control device according to the present embodiment includes an internal combustion engine 1, a drive motor 2 as an electric motor, a transmission 3, drive wheels 4, and a hybrid controller. 5.

車両１００は、内燃機関１及び駆動モータ２の少なくとも一方から出力された動力を、変速機３を介して駆動輪４に伝達することにより走行する、いわゆるハイブリッド車である。 Vehicle 100 is a so-called hybrid vehicle that travels by transmitting power output from at least one of internal combustion engine 1 and drive motor 2 to drive wheels 4 via transmission 3 .

内燃機関１は、吸気行程、圧縮行程、膨張行程及び排気行程からなる一連の４行程を行うとともに、圧縮行程及び膨張行程の間に図示しない点火装置によって点火を行う４サイクルのガソリンエンジンによって構成されている。内燃機関１は、ガソリンエンジンに限らず、ディーゼルエンジンで構成されてもよい。 The internal combustion engine 1 is a four-cycle gasoline engine that performs a series of four strokes consisting of an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and ignites with an ignition device (not shown) between the compression stroke and the expansion stroke. ing. The internal combustion engine 1 is not limited to a gasoline engine, but may be a diesel engine.

駆動モータ２は、高電圧バッテリ２１から供給される電力によって機械力である駆動力を生成するとともに、変速機３側から入力される機械力によって駆動されることにより電力を生成、すなわち発電を行う。駆動モータ２で発電された電力は、高電圧バッテリ２１に蓄えられる。駆動モータ２には、駆動モータ２のモータ回転数Ｎｍを検出する回転数センサ２０が設けられている。回転数センサ２０は、検出したモータ回転数Ｎｍを示す信号をインバータ２２の制振制御部４０に出力する。 The drive motor 2 generates mechanical driving force using electric power supplied from the high-voltage battery 21, and also generates electric power by being driven by mechanical force input from the transmission 3 side. . Electric power generated by the drive motor 2 is stored in a high voltage battery 21. The drive motor 2 is provided with a rotation speed sensor 20 that detects the motor rotation speed Nm of the drive motor 2. The rotation speed sensor 20 outputs a signal indicating the detected motor rotation speed Nm to the vibration damping control section 40 of the inverter 22.

また、駆動モータ２には、インバータ２２が接続されている。インバータ２２は、高電圧バッテリ２１と駆動モータ２との間における電力の授受を制御する。インバータ２２は、ハイブリッドコントローラ５から入力されるトルク指令値に基づき、高電圧バッテリ２１から駆動モータ２に供給する駆動電力を制御する。 Furthermore, an inverter 22 is connected to the drive motor 2. The inverter 22 controls the transfer of electric power between the high voltage battery 21 and the drive motor 2 . The inverter 22 controls the drive power supplied from the high voltage battery 21 to the drive motor 2 based on the torque command value input from the hybrid controller 5 .

また、インバータ２２は、車両１００の振動又は騒音を抑制するためにハイブリッドコントローラ５から入力された、駆動モータ２に対するトルク指令値を補正する制振制御を実行する制振制御部４０を有する。 The inverter 22 also includes a vibration damping control unit 40 that performs vibration damping control that corrects the torque command value for the drive motor 2 that is input from the hybrid controller 5 in order to suppress vibrations or noise of the vehicle 100.

制振制御部４０は、ＣＰＵ（Central Processing Unit）と、ＲＡＭ（Random Access Memory）と、ＲＯＭ（Read Only Memory）と、フラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The vibration damping control unit 40 is configured by a computer unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port. ing.

制振制御部４０のＲＯＭには、各種制御定数や各種マップ等とともに、当該コンピュータユニットを制振制御部４０として機能させるためのプログラムが記憶されている。すなわち、制振制御部４０において、ＣＰＵがＲＯＭに記憶されたプログラムを実行することにより、当該コンピュータユニットは、制振制御部４０として機能する。制振制御部４０は、ハイブリッドコントローラ５に接続され、相互にデータのやりとりを行う。 The ROM of the vibration damping control section 40 stores various control constants, various maps, etc., as well as a program for causing the computer unit to function as the vibration damping control section 40 . That is, in the vibration damping control section 40, when the CPU executes a program stored in the ROM, the computer unit functions as the vibration damping control section 40. The vibration damping control unit 40 is connected to the hybrid controller 5 and exchanges data with each other.

変速機３は、減速機３１と、変速機構３２と、クラッチ３３と、動力伝達機構３４とを含んで構成されている。減速機３１は、動力伝達機構３４に常時接続されており、駆動モータ２から出力される駆動力を駆動輪４に伝達する。減速機３１は、車両１００の減速時等には、駆動輪４の回転を駆動モータ２に伝達可能となっている。 The transmission 3 includes a reduction gear 31, a transmission mechanism 32, a clutch 33, and a power transmission mechanism 34. The reducer 31 is always connected to the power transmission mechanism 34 and transmits the driving force output from the drive motor 2 to the drive wheels 4. The speed reducer 31 is capable of transmitting the rotation of the drive wheels 4 to the drive motor 2 when the vehicle 100 is decelerated.

変速機構３２は、クラッチ３３を介して内燃機関１と接続されており、クラッチ係合時には、内燃機関１から出力された回転を所定の変速比で変速した後、動力伝達機構３４を介して駆動輪４に出力する。 The transmission mechanism 32 is connected to the internal combustion engine 1 via a clutch 33, and when the clutch is engaged, the rotation output from the internal combustion engine 1 is shifted at a predetermined gear ratio and then driven via the power transmission mechanism 34. Output to wheel 4.

クラッチ３３は、内燃機関１と駆動輪４との間の動力伝達経路、より詳しくは内燃機関１と変速機構３２との間の動力伝達経路に設けられている。クラッチ３３は、図示しないクラッチアクチュエータにより、係合と解放とを切り替えるクラッチ操作を自動で行うよう構成されている。クラッチアクチュエータは、ハイブリッドコントローラ５によってその駆動状態が制御される。 The clutch 33 is provided in a power transmission path between the internal combustion engine 1 and the drive wheels 4, more specifically, in a power transmission path between the internal combustion engine 1 and the transmission mechanism 32. The clutch 33 is configured to automatically perform clutch operation for switching between engagement and release by a clutch actuator (not shown). The driving state of the clutch actuator is controlled by the hybrid controller 5.

クラッチ３３は、係合された場合には、内燃機関１の駆動力を変速機構３２に伝達する。クラッチ３３は、解放された場合には、内燃機関１と変速機構３２との間における動力の伝達を遮断する。 The clutch 33 transmits the driving force of the internal combustion engine 1 to the transmission mechanism 32 when engaged. When the clutch 33 is released, the clutch 33 interrupts the transmission of power between the internal combustion engine 1 and the transmission mechanism 32.

内燃機関１と駆動輪４との間の動力伝達経路上であって、クラッチ３３よりも内燃機関１側には、内燃機関１を始動する始動装置１１が設けられている。本実施例では、始動装置１１は、内燃機関１にベルトやチェーンなどの動力伝達部材を介して連結されている。始動装置１１としては、例えばスタータやＩＳＧ（Integrated Starter Generator）を用いることができる。 A starter device 11 for starting the internal combustion engine 1 is provided on the power transmission path between the internal combustion engine 1 and the driving wheels 4 and closer to the internal combustion engine 1 than the clutch 33 . In this embodiment, the starter 11 is connected to the internal combustion engine 1 via a power transmission member such as a belt or chain. As the starting device 11, for example, a starter or an ISG (Integrated Starter Generator) can be used.

動力伝達機構３４は、例えば遊星歯車機構等によって構成され、駆動モータ２から出力された駆動力と、内燃機関１から出力された駆動力とを合成して、駆動輪４に出力するものである。 The power transmission mechanism 34 is configured by, for example, a planetary gear mechanism, and combines the driving force output from the drive motor 2 and the driving force output from the internal combustion engine 1, and outputs the combined result to the drive wheels 4. .

また、変速機３は、クラッチ３３が解放又は係合のいずれの状態にあるかを検出するクラッチセンサ３６と、変速機構３２において成立している変速段を検出する変速段検出部３７とを、さらに備えている。クラッチセンサ３６は、クラッチ３３が解放又は係合のいずれの状態にあるかを示す信号をクラッチ係合情報としてインバータ２２の制振制御部４０に出力する。 The transmission 3 also includes a clutch sensor 36 that detects whether the clutch 33 is in a disengaged or engaged state, and a gear position detection section 37 that detects the gear position established in the transmission mechanism 32. It also has more. The clutch sensor 36 outputs a signal indicating whether the clutch 33 is in a disengaged or engaged state to the vibration damping control unit 40 of the inverter 22 as clutch engagement information.

変速段検出部３７は、例えば車速やスロットル開度等に基づき変速マップを参照することにより現在の変速段を検出する構成であってもよいし、変速機構３２の変速段を検出する変速段検出センサによって構成されていてもよい。変速段検出部３７は、変速機構３２の変速段を示す信号を変速段情報としてインバータ２２の制振制御部４０に出力する。 The gear stage detection unit 37 may be configured to detect the current gear stage by referring to a gear shift map based on the vehicle speed, throttle opening, etc., or may be configured to detect the current gear stage by referring to a gear shift map based on the vehicle speed, throttle opening, etc. It may be configured by a sensor. The gear stage detection unit 37 outputs a signal indicating the gear stage of the transmission mechanism 32 to the vibration damping control unit 40 of the inverter 22 as gear stage information.

ハイブリッドコントローラ５は、ＣＰＵと、ＲＡＭと、ＲＯＭと、フラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。 The hybrid controller 5 is configured by a computer unit including a CPU, a RAM, a ROM, a flash memory, an input port, and an output port.

ハイブリッドコントローラ５のＲＯＭには、各種制御定数や各種マップ等とともに、当該コンピュータユニットをハイブリッドコントローラ５として機能させるためのプログラムが記憶されている。すなわち、ハイブリッドコントローラ５において、ＣＰＵがＲＯＭに記憶されたプログラムを実行することにより、当該コンピュータユニットは、ハイブリッドコントローラ５として機能する。 The ROM of the hybrid controller 5 stores various control constants, various maps, etc., as well as a program for causing the computer unit to function as the hybrid controller 5. That is, in the hybrid controller 5, when the CPU executes a program stored in the ROM, the computer unit functions as the hybrid controller 5.

また、ハイブリッドコントローラ５は、アクセル開度やスロットル開度、車速等に基づき、車両１００の要求駆動力を算出し、算出した要求駆動力を満たすように内燃機関１及び駆動モータ２を制御する。 Further, the hybrid controller 5 calculates the required driving force of the vehicle 100 based on the accelerator opening, the throttle opening, the vehicle speed, etc., and controls the internal combustion engine 1 and the drive motor 2 so as to satisfy the calculated required driving force.

具体的には、ハイブリッドコントローラ５は、要求駆動力に基づき、内燃機関１又は駆動モータ２に対してトルク指令値を出力する。また、ハイブリッドコントローラ５は、例えば駆動モータ２によるアシストが必要な場合等には、内燃機関１及び駆動モータ２の双方に対してトルク指令値を出力する。このように、ハイブリッドコントローラ５は、内燃機関１及び駆動モータ２のいずれか、又は双方にトルク指令値を出力するトルク指令部５０としての機能を有する。 Specifically, the hybrid controller 5 outputs a torque command value to the internal combustion engine 1 or the drive motor 2 based on the requested driving force. Further, the hybrid controller 5 outputs a torque command value to both the internal combustion engine 1 and the drive motor 2, for example, when assistance by the drive motor 2 is required. In this way, the hybrid controller 5 has a function as the torque command section 50 that outputs a torque command value to either or both of the internal combustion engine 1 and the drive motor 2.

また、ハイブリッドコントローラ５は、車両１００の走行モードとして、クラッチ３３を解放して駆動モータ２の動力により走行する第１の走行モードと、クラッチ３３を係合して少なくとも内燃機関１の動力により走行する第２の走行モードとを有する。第１の走行モードでは、第１の走行モード中に始動要求があった場合を除いて、内燃機関１を停止する。 Further, the hybrid controller 5 selects two driving modes for the vehicle 100: a first driving mode in which the clutch 33 is disengaged and the vehicle is driven by the power of the drive motor 2, and a first driving mode in which the clutch 33 is engaged and the vehicle is driven by at least the power of the internal combustion engine 1. and a second driving mode. In the first driving mode, the internal combustion engine 1 is stopped, except when a start request is made during the first driving mode.

また、ハイブリッドコントローラ５は、図示しないクラッチアクチュエータを制御することによりクラッチ３３の係合又は解放を制御する制御部５１としての機能を有する。 Further, the hybrid controller 5 has a function as a control unit 51 that controls engagement or release of the clutch 33 by controlling a clutch actuator (not shown).

次に、図２から図４を参照して、制振制御部４０によって実行される制振制御について説明する。 Next, vibration damping control executed by the vibration damping control section 40 will be described with reference to FIGS. 2 to 4.

図２は、制振制御の概要を説明するために主要な構成をブロック図で示したものである。図２に示すように、制振制御部４０は、フィルタ４１と、補正トルク算出部４３とを含んで構成されている。 FIG. 2 is a block diagram showing the main configuration for explaining the outline of vibration damping control. As shown in FIG. 2, the damping control section 40 includes a filter 41 and a correction torque calculation section 43.

フィルタ４１は、駆動モータ２の振動又は騒音を示す信号を抽出するものであり、例えば特定の周波数成分を抽出するバンドパスフィルタによって構成されている。具体的には、フィルタ４１は、駆動モータ２の回転数センサ２０から入力されるモータ回転数Ｎｍに基づく周波数成分のうち、車両１００に有害な振動又は騒音を示す周波数成分を特定の周波数成分として抽出する。 The filter 41 extracts a signal indicating vibration or noise of the drive motor 2, and is configured by, for example, a bandpass filter that extracts a specific frequency component. Specifically, the filter 41 selects, as a specific frequency component, a frequency component that indicates vibration or noise harmful to the vehicle 100, among frequency components based on the motor rotation speed Nm input from the rotation speed sensor 20 of the drive motor 2. Extract.

ここで、車両１００の動力伝達経路における捩り共振周波数は、クラッチ３３の解放又は係合の状態に応じて変化する。ここで捩り共振周波数とは、動力伝達経路の捩り振動に基づく共振が発生する周波数を指す。動力伝達経路は内燃機関１や駆動モータ２等の駆動源からのトルクを受け、捩り振動が発生する。この動力伝達経路の捩り振動の周波数と駆動源のトルク変動の周波数とが一致すると共振が発生する。例えば、図３に示すように、クラッチ３３の解放時の捩り共振周波数を「ｆ１」とすると、クラッチ３３の係合時の捩り共振周波数は「ｆ２」へと大きく変化する。このような捩り共振周波数の変化は、クラッチ３３が係合しているか、解放しているかによって動力伝達経路に対して内燃機関１が接続されるか非接続されるかにより、動力伝達経路における捩り共振周波数が変化するためと考えられる。 Here, the torsional resonance frequency in the power transmission path of vehicle 100 changes depending on the disengaged or engaged state of clutch 33. Here, the torsional resonance frequency refers to a frequency at which resonance based on torsional vibration of the power transmission path occurs. The power transmission path receives torque from a drive source such as the internal combustion engine 1 or the drive motor 2, and torsional vibration occurs. Resonance occurs when the frequency of torsional vibration of the power transmission path matches the frequency of torque fluctuation of the drive source. For example, as shown in FIG. 3, if the torsional resonance frequency when the clutch 33 is disengaged is "f1", the torsional resonance frequency when the clutch 33 is engaged changes significantly to "f2". Such a change in the torsional resonance frequency is caused by torsion in the power transmission path depending on whether the internal combustion engine 1 is connected or disconnected from the power transmission path depending on whether the clutch 33 is engaged or disengaged. This is thought to be due to a change in the resonance frequency.

また、振動レベルについても、クラッチ３３の解放時と係合時とでは大きく異なり、捩り共振周波数ｆ１のときの振動レベルに対して、捩り共振周波数ｆ２のときの振動レベルが低い。これは、駆動源のトルク変動の周波数が低い程、その振動振幅が大きくなるためと考えられる。 Further, the vibration level also differs greatly between when the clutch 33 is disengaged and when it is engaged, and the vibration level when the torsional resonance frequency f2 is lower than the vibration level when the torsional resonance frequency f1 is applied. This is considered to be because the lower the frequency of the torque fluctuation of the drive source, the larger the vibration amplitude.

このように、クラッチ３３が係合している第２の走行モードよりもクラッチ３３が解放している第１の走行モードの方が、車両１００の動力伝達経路における捩り共振周波数が低く、かつ振動レベルが大きい。 In this way, the torsional resonance frequency in the power transmission path of the vehicle 100 is lower and the vibration is lower in the first driving mode in which the clutch 33 is disengaged than in the second driving mode in which the clutch 33 is engaged. The level is big.

そこで、本実施例では、車両１００の走行モードが第１の走行モードである場合に、駆動モータ２のトルク指令値を補正することにより車両１００の動力伝達経路における振動を抑制する制振制御を実行するものとした。 Therefore, in this embodiment, when the driving mode of the vehicle 100 is the first driving mode, vibration damping control is performed to suppress vibrations in the power transmission path of the vehicle 100 by correcting the torque command value of the drive motor 2. It was decided that it would be implemented.

図２に示すように、補正トルク算出部４３は、フィルタ４１で抽出された特定の周波数成分に補正ゲインを乗算することにより、車両１００に有害な振動又は騒音を示す周波数成分を打ち消すための補正トルクを算出する。 As shown in FIG. 2, the correction torque calculation unit 43 performs correction for canceling frequency components indicating harmful vibrations or noise to the vehicle 100 by multiplying a specific frequency component extracted by the filter 41 by a correction gain. Calculate torque.

制振制御部４０は、補正トルク算出部４３によって算出された補正トルクをトルク指令値にフィードバックする。これにより、駆動モータ２に対するトルク指令値が補正される。このように、制振制御部４０は、フィルタ４１によって抽出された特定の周波数成分に基づき、ハイブリッドコントローラ５から出力されるトルク指令値を補正する。インバータ２２は、補正後のトルク指令値に基づき駆動モータ２に対する駆動電力を制御する。 The damping control section 40 feeds back the correction torque calculated by the correction torque calculation section 43 to the torque command value. As a result, the torque command value for the drive motor 2 is corrected. In this way, the damping control unit 40 corrects the torque command value output from the hybrid controller 5 based on the specific frequency component extracted by the filter 41. The inverter 22 controls the drive power to the drive motor 2 based on the corrected torque command value.

次に、図４を参照して、制振制御部４０によって実行される制振制御実行判定処理の流れについて説明する。この制振制御実行判定処理は、所定の時間間隔で繰り返し実行される。 Next, with reference to FIG. 4, the flow of the damping control execution determination process executed by the damping control unit 40 will be described. This damping control execution determination process is repeatedly executed at predetermined time intervals.

図４に示すように、制振制御部４０は、ハイブリッドコントローラ５から得られる情報に基づき、内燃機関１が停止しているか否かを判定する（ステップＳ１）。制振制御部４０は、ステップＳ１において内燃機関１が停止していないと判定した場合には、今回の本制振制御実行判定処理を終了する。 As shown in FIG. 4, the damping control unit 40 determines whether the internal combustion engine 1 is stopped based on information obtained from the hybrid controller 5 (step S1). If the damping control unit 40 determines in step S1 that the internal combustion engine 1 is not stopped, it ends the current main damping control execution determination process.

制振制御部４０は、ステップＳ１において内燃機関１が停止していると判定した場合には、ハイブリッドコントローラ５から得られる情報に基づき、クラッチ３３が解放されているか否かを判定する（ステップＳ２）。制振制御部４０は、ステップＳ２においてクラッチ３３が解放されていないと判定した場合には、今回の本制振制御実行判定処理を終了する。 If it is determined in step S1 that the internal combustion engine 1 is stopped, the damping control section 40 determines whether the clutch 33 is released based on information obtained from the hybrid controller 5 (step S2). ). If the damping control unit 40 determines in step S2 that the clutch 33 is not released, it ends the current main damping control execution determination process.

制振制御部４０は、ステップＳ２においてクラッチ３３が解放されていると判定した場合には、制振制御を実行して（ステップＳ３）、今回の本制振制御実行判定処理を終了する。なお、ステップＳ３移行時に既に制振制御が実行されている場合には、ステップＳ３においては制振制御の実行が維持される。 If the damping control unit 40 determines in step S2 that the clutch 33 is released, it executes damping control (step S3), and ends the current main damping control execution determination process. Note that if the damping control is already being executed at the time of transition to step S3, the execution of the damping control is maintained in step S3.

ここで、車両１００の走行モードが第１の走行モードから第２の走行モードに移行する場合には、クラッチ３３の係合開始前に、制御部５１によって始動装置１１を介して内燃機関１が始動される。さらに、クラッチ３３は、内燃機関１の始動後、内燃機関１が完爆に至った場合に、係合が開始される。これにより、クラッチ３３は、内燃機関１の完爆後に係合することとなる。なお、内燃機関１の完爆とは、始動装置１１による内燃機関１の始動後であって、始動装置１１の補助なく内燃機関１の自立回転が可能となった状態を指す。 Here, when the driving mode of the vehicle 100 shifts from the first driving mode to the second driving mode, the internal combustion engine 1 is activated by the control unit 51 via the starter 11 before the engagement of the clutch 33 is started. is started. Further, the clutch 33 starts to be engaged when the internal combustion engine 1 reaches a complete explosion after the internal combustion engine 1 is started. Thereby, the clutch 33 will be engaged after the internal combustion engine 1 has completely exploded. Note that a complete explosion of the internal combustion engine 1 refers to a state in which the internal combustion engine 1 is able to rotate independently without assistance from the starter 11 after the internal combustion engine 1 has been started by the starter 11.

制振制御は、車両１００の走行モードが第１の走行モードから第２の走行モードに移行する場合には中止される。より詳細には、車両１００の走行モードが第１の走行モードから第２の走行モードに移行する場合には上述の通り内燃機関１の完爆に至った場合にクラッチ３３の係合が開始されるが、制振制御は内燃機関１の完爆に至った場合であってクラッチ３３の係合開始前に中止される。 The damping control is stopped when the driving mode of the vehicle 100 shifts from the first driving mode to the second driving mode. More specifically, when the driving mode of the vehicle 100 shifts from the first driving mode to the second driving mode, engagement of the clutch 33 is started when the internal combustion engine 1 reaches a complete explosion as described above. However, the damping control is stopped when the internal combustion engine 1 reaches complete explosion and before the clutch 33 starts engaging.

次に、図５を参照して、図４のステップＳ３にて実行される制振制御部４０による制振制御の処理の流れについて説明する。 Next, with reference to FIG. 5, the flow of the vibration damping control process performed by the vibration damping control unit 40 in step S3 of FIG. 4 will be described.

図５に示すように、制振制御部４０は、回転数センサ２０からモータ回転数Ｎｍを取得する（ステップＳ１１）。その後、制振制御部４０は、フィルタ４１を介して、モータ回転数Ｎｍに基づく周波数成分のうち、車両１００に有害な振動又は騒音を示す周波数成分を特定の周波数成分として抽出する（ステップＳ１２）。 As shown in FIG. 5, the vibration damping control unit 40 acquires the motor rotation speed Nm from the rotation speed sensor 20 (step S11). Thereafter, the vibration damping control unit 40 extracts, as a specific frequency component, a frequency component that indicates vibration or noise harmful to the vehicle 100 from among the frequency components based on the motor rotation speed Nm via the filter 41 (step S12). .

次いで、制振制御部４０は、ステップＳ１２で抽出した特定の周波数成分に対して補正ゲインを乗算することによって補正トルクを算出する（ステップＳ１３）。その後、制振制御部４０は、ステップＳ１３で算出した補正トルクに基づき、ハイブリッドコントローラ５から出力される、駆動モータ２のトルク指令値を補正して（ステップＳ１４）、制振制御を終了する。 Next, the damping control unit 40 calculates a correction torque by multiplying the specific frequency component extracted in step S12 by a correction gain (step S13). Thereafter, the damping control unit 40 corrects the torque command value of the drive motor 2 output from the hybrid controller 5 based on the corrected torque calculated in step S13 (step S14), and ends the damping control.

ここで、制振制御部４０は、例えば車両１００の要求駆動力が小さくなって車両１００の走行モードを第２の走行モードから第１の走行モードに移行するような場合には、係合中のクラッチ３３が解放されたら制振制御を再開する。 Here, the vibration damping control unit 40 is configured to control the vibration damping control unit 40 during engagement when, for example, the required driving force of the vehicle 100 becomes small and the driving mode of the vehicle 100 is shifted from the second driving mode to the first driving mode. When the clutch 33 is released, vibration damping control is restarted.

次に、図６のタイミングチャートを参照して、制振制御の実行状態切替時の一例について説明する。 Next, an example of switching the execution state of damping control will be described with reference to the timing chart of FIG. 6.

図６に示すように、時刻ｔ０においては、車両１００の走行モードが第１の走行モードであり、クラッチ３３が解放され、かつ内燃機関１が停止した状態である。このとき、制振制御は、ＯＮ、すなわち実行されている。 As shown in FIG. 6, at time t0, the driving mode of vehicle 100 is the first driving mode, clutch 33 is released, and internal combustion engine 1 is stopped. At this time, the damping control is ON, that is, is being executed.

その後、車両１００の走行モードを第１の走行モードから第２の走行モードに切り替える条件が成立すると、内燃機関１が始動され、これに伴い内燃機関１の回転数が徐々に上昇する。 Thereafter, when the conditions for switching the driving mode of the vehicle 100 from the first driving mode to the second driving mode are satisfied, the internal combustion engine 1 is started, and the rotational speed of the internal combustion engine 1 is gradually increased accordingly.

次いで、時刻ｔ１において、内燃機関１の回転数が完爆と判定する回転数まで達すると、その直後に制振制御がＯＦＦ、すなわち制振制御が中止される。 Next, at time t1, when the rotational speed of the internal combustion engine 1 reaches a rotational speed at which a complete explosion is determined, the damping control is immediately turned off, that is, the damping control is stopped.

その後、時刻ｔ２において、クラッチ３３が解放から半係合に移行し、クラッチ３３の係合が開始される。このように、制振制御は内燃機関１の完爆後（図６中、時刻ｔ１後）であってクラッチ３３の係合開始前（図６中、時刻ｔ２前）に中止される。クラッチ３３の半係合とは、フライホイールに対してクラッチ板がスリップした状態で係合している状態をいう。その後、時刻ｔ３において、クラッチ３３が係合する。 Thereafter, at time t2, the clutch 33 shifts from disengaged to half-engaged, and engagement of the clutch 33 is started. In this way, the damping control is stopped after the complete explosion of the internal combustion engine 1 (after time t1 in FIG. 6) and before engagement of the clutch 33 starts (before time t2 in FIG. 6). Half-engagement of the clutch 33 refers to a state in which the clutch plate is engaged with the flywheel in a slipping state. Thereafter, at time t3, the clutch 33 is engaged.

以上のように、本実施例に係る車両用制振制御装置は、車両１００の走行モードが第１の走行モードである場合に、駆動モータ２のトルク指令値を補正することにより動力伝達経路における振動を抑制する制振制御を実行するので、駆動モータ２の振動に起因した動力伝達経路における共振を抑制することができる。 As described above, the vehicle vibration damping control device according to the present embodiment corrects the torque command value of the drive motor 2 when the vehicle 100 is in the first driving mode. Since vibration damping control is executed to suppress vibrations, resonance in the power transmission path caused by vibrations of the drive motor 2 can be suppressed.

このように、本実施例に係る車両用制振制御装置は、駆動モータ２の振動に起因した動力伝達経路における共振を抑制するだけでよいので、制御を複雑化させることなく簡易かつ正確に制振制御を実行することができる。 In this way, the vehicle vibration damping control device according to this embodiment only needs to suppress the resonance in the power transmission path caused by the vibration of the drive motor 2, so it can be easily and accurately controlled without complicating the control. It is possible to perform vibration control.

また、本実施例に係る車両用制振制御装置は、第１の走行モードから第２の走行モードに移行する場合には、クラッチ３３の係合開始前に、内燃機関１を始動させ、かつ制振制御を中止するよう構成されている。 Further, in the case of transitioning from the first driving mode to the second driving mode, the vehicle vibration damping control device according to the present embodiment starts the internal combustion engine 1 before starting engagement of the clutch 33, and The vibration damping control is configured to be canceled.

このため、本実施例に係る車両用制振制御装置は、クラッチ３３の係合開始に伴い動力伝達経路の捩り共振周波数が変化する前に制振制御を中止できる。例えば、内燃機関１の振動が影響して動力伝達経路の捩り共振周波数が変化するような場合に制振制御を行うと、制振制御を行うことで内燃機関１の振動等の駆動モータ２以外に起因した外乱によってかえって振動が発生するおそれがある。本実施例の車両用制振制御装置によれば、上述のように動力伝達経路の捩り共振周波数が変化する前に制振制御を中止できるので、制振制御による不要な振動が発生することを抑制することができる。 Therefore, the vehicle vibration damping control device according to the present embodiment can stop vibration damping control before the torsional resonance frequency of the power transmission path changes with the start of engagement of the clutch 33. For example, if vibration damping control is performed when the torsional resonance frequency of the power transmission path changes due to the vibrations of the internal combustion engine 1, vibrations of the internal combustion engine 1, etc. There is a risk that vibrations may be generated due to disturbances caused by this. According to the vehicle vibration damping control device of this embodiment, as described above, vibration damping control can be stopped before the torsional resonance frequency of the power transmission path changes, thereby preventing unnecessary vibrations from occurring due to vibration damping control. Can be suppressed.

また、本実施例に係る車両用制振制御装置は、内燃機関１の完爆に至った場合にクラッチ３３を係合するので、上述の通りクラッチ３３の係合開始に伴い動力伝達経路の捩り共振周波数が変化する前に制振制御を中止できる。 In addition, since the vehicle vibration damping control device according to the present embodiment engages the clutch 33 when the internal combustion engine 1 reaches a complete explosion, the power transmission path is torsioned as the clutch 33 starts to engage as described above. Damping control can be stopped before the resonance frequency changes.

また、本実施例に係る車両用制振制御装置は、係合中のクラッチ３３が解放されたら制振制御を実行する、すなわち再開するので、不要な制振制御の実行を抑制しつつ、制振制御が有効な場合に制振制御を実行することができる。 In addition, the vehicle vibration damping control device according to the present embodiment executes the damping control, that is, restarts it, when the engaged clutch 33 is released, so that the vibration damping control device according to the present embodiment can suppress the vibration damping control while suppressing the execution of unnecessary vibration damping control. Vibration damping control can be executed when vibration control is effective.

なお、本実施の形態では、フィルタ４１としてバンドパスフィルタを用いたが、これに限らず、フィルタ４１としてハイパスフィルタを用いてもよい。 Note that in this embodiment, a bandpass filter is used as the filter 41, but the present invention is not limited to this, and a high-pass filter may be used as the filter 41.

上述の通り、本発明の実施の形態を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。 Although embodiments of the present invention have been disclosed as described above, it is apparent that modifications can be made by those skilled in the art without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

１ 内燃機関
２ 駆動モータ（電動機）
３ 変速機
４ 駆動輪
５ ハイブリッドコントローラ
１１ 始動装置
２０ 回転数センサ
３３ クラッチ
３６ クラッチセンサ
４０ 制振制御部
４１ フィルタ
４３ 補正トルク算出部
５０ トルク指令部
５１ 制御部
１００ 車両 1 Internal combustion engine 2 Drive motor (electric motor)
3 Transmission 4 Drive wheel 5 Hybrid controller 11 Starting device 20 Rotation speed sensor 33 Clutch 36 Clutch sensor 40 Damping control section 41 Filter 43 Correction torque calculation section 50 Torque command section 51 Control section 100 Vehicle

Claims (1)

内燃機関及び電動機の少なくとも一方から出力された動力を駆動輪に伝達することにより走行する車両の車両用制振制御装置であって、
前記内燃機関と前記駆動輪との間の動力伝達経路に設けられたクラッチと、
前記電動機に対してトルク指令値を出力するトルク指令部と、
前記車両の走行モードとして、前記クラッチを解放して前記電動機の動力により走行する第１の走行モードと、前記クラッチを係合して少なくとも前記内燃機関の動力により走行する第２の走行モードとを有し、前記クラッチの解放又は係合を制御する制御部と、
前記車両の走行モードが前記第１の走行モードである場合に、前記電動機のトルク指令値を補正することにより前記動力伝達経路における振動を抑制する制振制御を実行する制振制御部と、を備え、
前記第１の走行モードから前記第２の走行モードに切り替える条件が成立すると、前記内燃機関が完爆後であって前記クラッチの係合開始前に、前記制振制御が中止されることを特徴とする車両用制振制御装置。 A vehicle vibration damping control device for a vehicle that runs by transmitting power output from at least one of an internal combustion engine and an electric motor to drive wheels,
a clutch provided in a power transmission path between the internal combustion engine and the drive wheels;
a torque command unit that outputs a torque command value to the electric motor;
The driving modes of the vehicle include a first driving mode in which the clutch is disengaged and the vehicle is driven by the power of the electric motor, and a second driving mode in which the vehicle is driven by at least the power of the internal combustion engine with the clutch engaged. and a control unit that controls release or engagement of the clutch;
a vibration damping control unit that executes vibration damping control that suppresses vibrations in the power transmission path by correcting a torque command value of the electric motor when the driving mode of the vehicle is the first driving mode; Prepare,
When a condition for switching from the first driving mode to the second driving mode is satisfied, the vibration damping control is stopped after the internal combustion engine has completely exploded and before the clutch starts to engage. A vibration damping control device for vehicles.
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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012076537A (en) 2010-09-30 2012-04-19 Aisin Aw Co Ltd Control device
JP2018058453A (en) 2016-10-04 2018-04-12 スズキ株式会社 Control device of hybrid vehicle

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012076537A (en) 2010-09-30 2012-04-19 Aisin Aw Co Ltd Control device
JP2018058453A (en) 2016-10-04 2018-04-12 スズキ株式会社 Control device of hybrid vehicle

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