WO2023095738A1 - 制御装置 - Google Patents
制御装置 Download PDFInfo
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- WO2023095738A1 WO2023095738A1 PCT/JP2022/042972 JP2022042972W WO2023095738A1 WO 2023095738 A1 WO2023095738 A1 WO 2023095738A1 JP 2022042972 W JP2022042972 W JP 2022042972W WO 2023095738 A1 WO2023095738 A1 WO 2023095738A1
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- torque
- filter
- damping
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Classifications
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- 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
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- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
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- 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
- 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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
- 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
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- 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
- B60W20/10—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
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- 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
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
-
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
-
- 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/40—Regulating or controlling the amount of current drawn or delivered by the motor for controlling the mechanical load
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- 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
Definitions
- the present invention provides a drive for a vehicle comprising an input member drivingly connected to an internal combustion engine, an output member drivingly connected to wheels, and a rotating electric machine provided to transmit torque to a power transmission path connecting these members.
- the present invention relates to a control device that controls a device.
- Japanese Patent Laying-Open No. 2020-116978 discloses a vehicle drive system having an internal combustion engine and a rotating electrical machine, in which torque vibrations transmitted to an input member drivingly connected to a crankshaft of the internal combustion engine are converted into opposite phases by the rotating electrical machine.
- a torque reducing controller is disclosed.
- This control device estimates a torque (damper torque) in a damper drivingly connected to a crankshaft of an internal combustion engine based on the crank angle of the crankshaft and the rotational position (electrical angle) of the rotor of the rotary electric machine, and estimates the damper torque after filtering. is output to the rotary electric machine.
- the torque fluctuation that causes muffled noise in the vehicle is reduced in the damper torque.
- the damping torque is a torque that is in the opposite phase of the filtered damper torque. may be amplified by damping torque. For example, in relatively rapid step-response changes in accelerator opening, wheel slip, and traveling on wavy roads, vibration components other than the first explosion period cannot be sufficiently reduced, and vehicle vibration may increase. be.
- an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and a power transmission path connecting the input member and the output member are provided to transmit torque.
- a control device for controlling a vehicle drive device including a rotating electric machine, an input torque detection unit that detects an input torque fluctuation value, which is a time-varying value of the torque transmitted from the internal combustion engine to the input member; a first filter processing unit that performs a first filter process for extracting a torque component that fluctuates in a specific fluctuation period according to the rotation speed of the internal combustion engine from the input torque fluctuation value, and acquires a fluctuation value after the first filter; Calculating an anti-phase torque fluctuation value, which is a torque fluctuation value opposite in phase to the first post-filter fluctuation value, and executing vibration suppression processing for superimposing a torque corresponding to the anti-phase torque fluctuation value on the output torque of the rotating electrical machine.
- a damping control unit that a second filter processing unit that performs a second filter process for extracting a torque component that fluctuates in a period longer than the specific fluctuation period from the first filtered fluctuation value, and obtains a second filtered fluctuation value.
- the damping control unit puts the damping process into a non-execution state based on the post-second-filter variation value.
- the damping process By executing the damping process, it is possible to reduce the torque component that fluctuates in a specific fluctuation period according to the rotational speed of the internal combustion engine. However, depending on the filter characteristics of the first filter process, it is not possible to appropriately remove the torque component with a period different from the specific fluctuation period, especially the torque component with a period longer than the specific fluctuation period. There is a risk of amplifying the fluctuations. According to this configuration, since the damping process is set to the non-execution state based on the post-second-filter variation value, the damping process is not executed when the long-cycle torque fluctuation is amplified by the damping process.
- control device for controlling a vehicle drive device will become clear from the following description of exemplary and non-limiting embodiments described with reference to the drawings.
- Schematic configuration diagram of a vehicle drive system Schematic block diagram of the controller Flowchart showing an example of control by a control device Flowchart showing another example of control by the control device
- driving connection refers to a state in which two rotating elements are connected so as to be able to transmit driving force, and the two rotating elements are connected so as to rotate integrally, or the two rotating elements It includes a state in which two rotating elements are connected so as to be able to transmit driving force via one or more transmission members.
- transmission members include various members that transmit rotation at the same speed or at different speeds, such as shafts, gear mechanisms, belts, and chains.
- the transmission member may include an engagement device for selectively transmitting rotation and driving force, such as a friction engagement device and a mesh type engagement device.
- FIG. 1 shows an example of a vehicle drive system 100.
- the vehicle drive system 100 of this embodiment includes an internal combustion engine 1, a damper DP, a clutch CL, a rotating electric machine 3, an automatic transmission 4, and a differential gear device 5.
- the internal combustion engine 1 and the rotary electric machine 3 are drivingly connected via a damper DP and a clutch CL.
- the rotary electric machine 3 functions as an electric motor (powering) and also functions as a generator (regeneration).
- a member for inputting power to the rotating electrical machine 3 will be described as an input member 2 in the vehicle drive device 100 .
- the output shaft 9 of the internal combustion engine 1 and the input member 2 connected to the rotor shaft (not shown) of the rotary electric machine 3 are drivingly connected via the damper DP and the clutch CL.
- the clutch CL is an engagement device capable of connecting and disconnecting power transmission between the internal combustion engine 1 and the rotating electrical machine 3 . Power is transmitted between the internal combustion engine 1 and the rotating electrical machine 3 when the clutch CL is engaged, and power is transmitted between the internal combustion engine 1 and the rotating electrical machine 3 when the clutch CL is released. Not transmitted.
- the rotary electric machine 3 can function as an electric motor and drive the wheels W (electric vehicle mode (EV mode)).
- hybrid mode When the clutch CL is engaged, mainly the hybrid mode (HV mode) and charging mode can be executed.
- the rotary electric machine 3 functions as an electric motor.
- the vehicle drive system 100 can drive the wheels W with the torque of the internal combustion engine 1 and the torque of the rotating electric machine 3 .
- the rotary electric machine 3 In the charge mode, the rotary electric machine 3 functions as a generator.
- the vehicle drive system 100 can drive the wheels W with the torque of the internal combustion engine 1 and cause the rotating electric machine 3 to generate electric power with the torque of the internal combustion engine 1 to charge a power storage device (not shown).
- the output shaft 9 of the internal combustion engine 1 and the input member 2 connected to the rotor shaft of the rotary electric machine 3 are drivingly connected via the damper DP and the clutch CL.
- the vehicle drive device 100 controlled by the control device 10 includes an input member 2 drivingly connected to the internal combustion engine 1, an output member 6 drivingly connected to the wheels W, the input member 2 and the output member 6. and a rotating electrical machine 3 provided to transmit torque to the power transmission path connecting the . That is, the vehicle drive system 100 does not have to include at least one of the damper DP and the clutch CL. If the clutch CL is not provided, the electric vehicle mode (specifically, the electric vehicle mode in which the internal combustion engine 1 does not co-rotate) cannot be executed, and the hybrid mode and the charge mode can be executed.
- the torque from the internal combustion engine 1 and the rotary electric machine 3 is distributed to the pair of output members 6 by the differential gear device 5, and each of the pair of output members 6 is coupled to the pair of Drivingly connected to each of the wheels W. Therefore, it can be considered that the differential gear device 5 also corresponds to the output member 6 .
- the form shown in FIG. may be configured.
- the control device 10 of the present embodiment includes an input torque detection section 11, a first filter processing section 12, and a damping control section 15, as shown in FIG.
- the input torque detection unit 11 detects an input torque fluctuation value F0, which is a value that changes with time of torque transmitted from the internal combustion engine 1 side to the input member 2 .
- an input torque fluctuation value F0 which is a value that changes with time of torque transmitted from the internal combustion engine 1 side to the input member 2 .
- the damper DP is provided between the internal combustion engine 1 and the input member 2 as in this embodiment, the rotation of the output shaft 9 of the internal combustion engine 1 and the input member 2 are different.
- the input torque detection unit 11 is based on the internal combustion engine output angle, which is the rotation angle of the output shaft 9 of the internal combustion engine 1, and the input member angle, which is the rotation angle of the input member 2 (specifically, these two angles ), the fluctuation value of the torque transmitted from the damper DP to the input member 2 can be calculated according to the torque fluctuation of the internal combustion engine 1, and the calculation result can be detected as the input torque fluctuation value F0. That is, even when the damper DP is provided between the internal combustion engine 1 and the input member 2, the control device 10 appropriately detects the input torque fluctuation value F0, and the damping control unit 15 performs the damping process. can be executed.
- the internal combustion engine output angle is detected by a crank angle sensor 31 that detects the crank angle of the internal combustion engine 1, for example.
- the input member angle is detected by a rotation sensor 21 such as a resolver that detects the rotation of the rotor of the rotating electrical machine 3 (rotational speed and position of the rotor (corresponding to the magnetic pole position in the case of a permanent magnet type rotating electrical machine)). be done.
- the rotor shaft of the rotating electrical machine 3 is connected to the input member 2 .
- the rotating electrical machine 3 is controlled by a rotating electrical machine control device 20 based on the detection result of a rotation sensor 21 such as a resolver. Therefore, the rotation sensor 21 can detect the input member angle.
- the input torque detection unit 11 can detect the input torque fluctuation value F0 based on the detection results of the rotation sensor 21 and the crank angle sensor 31.
- a sensor for detecting the rotation angle of the input member 2 may be provided separately, and the input member angle may be detected by the sensor.
- the output shaft 9 of the internal combustion engine 1 and the input member 2 are directly drivingly connected (including the case where they are drivingly connected via the clutch CL).
- the input torque fluctuation A value F0 may be estimated.
- the first filter processing unit 12 performs a first filter process for extracting a torque component that fluctuates in a specific fluctuation period according to the rotation speed of the internal combustion engine 1 from the input torque fluctuation value F0, and obtains a first filtered fluctuation value F1. get.
- the specific fluctuation period is the first explosion period in the combustion stroke described above.
- the first filter processing unit 12 is, for example, a low-pass filter that passes a torque component having a period equal to or greater than a specific fluctuation period (passes a torque component having a frequency equal to or lower than a specific fluctuation frequency corresponding to the specific fluctuation period), or a specific It is configured with a band-pass filter that passes a torque component having a period (approximately 0.8 to 1.2 times) in the vicinity of the fluctuation period (passes a torque component with a frequency corresponding to the period in the vicinity).
- the damping control unit 15 calculates an anti-phase torque variation value F3, which is a torque variation value in the opposite phase to the first post-filter variation value F1, and adds a torque corresponding to the anti-phase torque variation value F3 to the output torque of the rotary electric machine 3. is superimposed on the damping process.
- the rotary electric machine control device 20 drives and controls the rotary electric machine 3 based on a torque command (required torque) given from a vehicle control device (not shown).
- the damping control unit 15 calculates an anti-phase torque fluctuation value F3 as damping torque superimposed on the torque command, and provides it to the rotary electric machine control device 20 .
- the rotary electric machine control device 20 drives and controls the rotary electric machine 3 by superimposing an anti-phase torque fluctuation value F3 as damping torque on the torque command.
- the control device 10 extracts the torque component that is included in the input torque fluctuation value F0 and fluctuates in a specific fluctuation period corresponding to the primary explosion period as the first filtered fluctuation value F1, and extracts the extracted first filtered fluctuation
- the post-first-filter fluctuation value F1 is reduced by causing the rotary electric machine 3 to output a torque having an antiphase torque fluctuation value F3 that is in opposite phase to the value F1. In other words, it reduces the vibration of the first explosion period.
- the filter provided in the first filter processing unit 12 has a certain range of frequencies to be passed, and the fluctuation value F1 after the first filter includes torque components of cycles other than the vibration of the first explosion cycle.
- vibration components other than the primary explosion period may remain in the fluctuation value F1 after the first filter.
- a torque component having a period longer than the primary explosion period may remain in the post-first-filter fluctuation value F1.
- the filter is composed of a band-pass filter, if the amplitude of the torque component with a period longer than the primary explosion period is large, this torque component is not sufficiently attenuated by the filter. In other words, it may remain in the fluctuation value F1 after the first filter.
- the vibration component other than the first explosion period may not be reduced, or may be amplified by the damping torque.
- the first explosion cycle A vibration component different from the vibration component may occur.
- the torque vibration component not sufficiently reduced by the anti-phase torque fluctuation value F3, but the vibration of the vehicle may increase.
- control device 10 of the present embodiment further performs a second filter process for extracting a torque component that fluctuates in a period longer than the specific fluctuation period from the first filtered fluctuation value F1, and the second filtered fluctuation value
- a second filter processing unit 13 for acquiring F2 is provided.
- a period longer than the specific fluctuation period is, for example, a period that is twice, preferably three times or more the specific fluctuation period.
- the second filter processing unit 13 is, for example, a low-pass filter that passes a torque component having a period of two to three times or more than the specific fluctuation period (passes a torque component with a frequency below the frequency corresponding to the period), It is configured with a band-pass filter that passes torque components having a period (about 0.8 to 1.2 times) in the vicinity of the period (passes torque components with a frequency corresponding to the period in the vicinity).
- the second filter processing unit 13 determines the period of torque fluctuation that occurs in the power transmission path due to at least one of a step-like change in the accelerator opening of the vehicle and a state transition between the slip state and the grip state of the wheel W. is preferably configured to extract the torque component fluctuating at . Appropriately extract the torque component that is difficult to remove by the first filter process, and in a situation where it is preferable not to execute the damping process (a situation where the damping process must be in a non-execution state), properly perform the damping process. You can prevent it from running.
- the damping control unit 15 puts the damping process described above into a non-execution state and does not execute the damping process. That is, the damping control unit 15 does not provide the anti-phase torque fluctuation value F3 to the rotating electric machine control device 20, and the rotating electric machine control device 20 provides the torque command based on the anti-phase torque fluctuation value F3 (damping torque ) is superimposed to drive and control the rotating electric machine 3 . As shown in FIG.
- a configuration including an amplitude determination unit 14 that determines whether or not the amplitude of the second filtered fluctuation value F2 is equal to or greater than a specified determination threshold value is exemplified.
- the amplitude determination section 14 is also included in the damping control section 15 .
- the above-described determination threshold value is set to, for example, five times or more, for example, about five to ten times the torque amplitude of the first explosion period of the internal combustion engine 1 .
- the damping process is not executed.
- the torque vibration in the first explosion period is reduced by the damping process. Therefore, it is possible to reduce the vibration of the vehicle due to fluctuations in the torque transmitted from the internal combustion engine 1, and to appropriately avoid the deterioration of the vibration of the vehicle due to the damping torque output by the rotary electric machine 3 in order to reduce the vibration. .
- the determination threshold value may be defined by an absolute value of torque based on experiments or simulations (for example, 15 to 25 [Nm] or more, etc.) instead of the ratio to the torque amplitude of the first explosion cycle. .
- damping processing is not executed when the torque component with a period longer than the specific fluctuation period is large. Therefore, it is possible to avoid amplifying the long-period torque fluctuation, and to avoid worsening the vibration of the vehicle.
- the flowchart of FIG. 3 thus shows an example of the control procedure by the control device 10, including the case where the damping process is not executed (non-execution of the damping process/abortion of the damping process).
- the control device 10 is configured with, for example, a microcomputer as a core, and the control device 10 is realized by cooperation of such hardware and software such as programs.
- the control device 10 first executes input torque detection processing in which the input torque detection unit 11 detects an input torque fluctuation value F0, which is a value that changes with time of the torque transmitted from the internal combustion engine 1 side to the input member 2. (#1). Next, the control device 10 causes the first filter processing section 12 to perform first filter processing (#2 )I do. As a result of the first filtering process (#2), the post-first filtered variation value F1 is obtained. Next, the control device 10 performs a second filter process (#3) for extracting a torque component that fluctuates in a period longer than the specific fluctuation period from the first filtered fluctuation value F1 by the second filter processor 13. . As a result of the second filter processing (#3), the post-second-filter variation value F2 is acquired.
- the control device 10 uses the amplitude determining section 14 (vibration suppression control section 15) to determine whether or not the amplitude of the second filtered fluctuation value F2 is equal to or greater than a prescribed determination threshold value (#5).
- a prescribed determination threshold value (#5).
- the damping control section 15 of the control device 10 does not execute the damping process (#6). That is, the damping control by the damping control unit 15 is put into a non-execution state.
- to put the damping process into a non-execution state means to shift from an execution state in which the damping process is already being executed to a non-execution state, that is, to stop the damping process, and to restart the vehicle. It includes both the fact that the vibration damping process is not executed in a situation such as immediately after the vehicle starts running.
- the damping control unit 15 of the control device 10 executes damping processing (#7).
- the damping control by the damping control unit 15 is put into an execution state. That is, the control device 10 causes the damping control unit 15 to calculate an anti-phase torque fluctuation value F3, which is a torque fluctuation value in the opposite phase to the first post-filter fluctuation value F1, and adds the anti-phase torque to the output torque of the rotary electric machine 3.
- a damping process is executed to superimpose a torque corresponding to the fluctuation value F3.
- the amplitude of the post-second-filter fluctuation value F2 is equal to or greater than the determination threshold value, the non-execution state in which the damping process is not immediately executed becomes. Therefore, deterioration of vibration of the vehicle is quickly suppressed.
- the reason why the torque component in a period longer than the specific fluctuation period becomes large is that a relatively rapid step-response change in the accelerator opening degree, the slip of the wheel W, the grip of the wheel W after the slip, This is the case when traveling on a wavy road or the like occurs. Therefore, for example, based on a sudden change in the accelerator opening detected by an accelerator sensor or the like, a sudden change in the detection result of the rotation sensor of the wheel W, the detection result of the vibration sensor of the vehicle when traveling on a wavy road, etc. , it is also possible to determine whether or not to execute the damping process by the damping control unit 15 so as not to execute the damping process.
- step #6 (or step #7) is repeatedly executed.
- step #6 (or step #7) is repeatedly executed.
- the damping process is immediately put into a non-execution state. becomes (#6).
- step #7 when it is determined in step #5 that the amplitude of the second filtered fluctuation value F2 is less than the determination threshold in the non-execution state in which the damping process is not executed, the damping process is immediately executed. (#7).
- the control device 10 can appropriately perform damping control according to the situation.
- the amplitude of the post-second-filter fluctuation value F2 is in the vicinity of the determination threshold value, the execution (#7) and non-execution (#6) of the damping process are frequently repeated, and the control is stopped. May lack stability.
- the vibration suppression control unit 15 immediately performs the vibration suppression process. It is preferable to start (restart) the execution of the damping process after a predetermined specified time Tref has elapsed instead of starting the execution of the process (restarting when the execution state changes to the non-execution state). That is, as will be described below with reference to the flowchart of FIG. 4, the damping control unit 15 is in a non-executing state of the damping process, and the amplitude of the post-second-filter fluctuation value F2 is less than the determination threshold value.
- the damping process it is preferable to start the damping process when a certain period T continues for a specified time Tref or longer. For example, when the period T in which the amplitude of the second filtered fluctuation value F2 is less than the determination threshold continues for a specified time Tref or longer after the damping process is in a non-execution state, the damping process is started again.
- the specified time Tref can be, for example, approximately 500 times (250 to 1000 times) the execution cycle (control cycle) described above (when the execution cycle is 2 [ms], 0.5 to 2 seconds degree).
- the damping control unit 15 performs damping when the damping process is not executed and the period T in which the amplitude of the second filtered fluctuation value F2 is less than the determination threshold continues for a specified time Tref or longer. Set vibration processing to the execution state. Therefore, the execution state (#7) and non-execution state (#6) of the damping process are repeated for each control cycle (execution cycle), and the lack of control stability is suppressed.
- step #3 of FIG. ⁇ $1 ⁇ #4 After obtaining the second filtered variation value F2 in step #3 of FIG. ⁇ $1 ⁇ #4). If the damping process is not in the non-executing state, that is, if the damping process is being executed (if the damping process is in the executing state), as described above with reference to FIG.
- the determination unit 14 determines whether or not the amplitude of the post-second-filter variation value F2 is equal to or greater than the determination threshold value (#4 ⁇ $2 ⁇ #5).
- the processing following step #5 is as described above with reference to FIG.
- step #4 Even if it is determined in step #4 that the damping process is not being executed, the control device 10 causes the amplitude determination unit 14 to determine the amplitude of the second filtered fluctuation value F2 in the same manner as in step #5. It is determined whether or not it is equal to or greater than the threshold value (#4 ⁇ #41). Step #5 and step #41 have the same processing content (determination criteria), but differ in post-determination processing.
- step #41 if the amplitude of the post-second-filter variation value F2 is equal to or greater than the determination threshold value, the non-execution state of the damping process is continued. That is, the damping control unit 15 of the control device 10 puts the damping process into a non-execution state as described with reference to FIG. 3 (#41 ⁇ $3 ⁇ #6).
- the damping control unit 15 controls the post-filter fluctuation value F2 as will be described later with reference to FIG. is less than the determination threshold value for a period of time Tref or longer, the damping process is executed (#41 ⁇ ... ⁇ $4 ⁇ #7).
- the damping control section 15 sets the variable indicating the period T (initial value “0” ) is incremented by “1” (#41 ⁇ #42).
- the damping control unit 15 determines whether or not the period T is longer than or equal to the specified time Tref (#43). As described above, when the specified time Tref is about 500 times the execution cycle (control cycle), for example, the specified time Tref is "500", and in step #43, it is determined whether or not the period T is 500 or more. be judged. At step #43, if the period T is less than the specified time Tref, the non-execution state of the damping process is continued.
- the damping control section 15 of the control device 10 does not execute the damping process (#43 ⁇ $3 ⁇ #6).
- step #43 if the period T is equal to or longer than the specified time Tref, the variable indicating the period T is reset to the initial value of "0", and the damping process is started (#43 ⁇ #44 ⁇ $4 ⁇ # 7). That is, as described with reference to FIG. 3, the damping control section 15 of the control device 10 executes damping processing based on the post-first-filter variation value F1 (#6).
- the embodiment with reference to FIG. 4 exemplifies the embodiment using an increment type counter.
- the elapse of the period T may be determined using a decrement-type counter or timer with the specified time Tref of "500" as the initial value of the period T.
- the damping torque output by the rotary electric machine 3 is used to reduce the vibration of the vehicle. deterioration of vibration can be avoided.
- the internal combustion engine 1, the input member 2, the rotating electric machine 3, and the output member 6 are arranged in the order described in the power transmission path from the internal combustion engine 1 to the wheels W.
- a so-called one-motor parallel hybrid vehicle drive system 100 has been exemplified and explained.
- the vehicle drive device 100 to be controlled by the control device 10 is not limited to this form, and rotates in parallel with a power transmission path in which the internal combustion engine 1, the input member 2, and the output member 6 are arranged in the order described.
- An electric machine 3 may be arranged, and the rotary electric machine 3 may be in a form (so-called parallel hybrid) capable of transmitting torque to its power transmission path.
- the internal combustion engine 1, the input member 2, the rotating electric machine on one side, the clutch, the rotating electric machine on the other side, and the output member 6 are arranged in the order described (so-called series-parallel hybrid). good too.
- FIG. A torque converter may be arranged.
- an input member (2) drivingly connected to an internal combustion engine (1), an output member (6) drivingly connected to a wheel (W), the input member (2) and the output member (6
- a control device (10) for controlling a vehicle drive device (100) comprising a rotary electric machine (3) provided to transmit torque to a power transmission path connecting the an input torque detector (11) for detecting an input torque fluctuation value (F0), which is a value that changes with time of the torque transmitted from the internal combustion engine (1) to the input member (2); From the input torque fluctuation value (F0), a first filter process (#2) is performed to extract a torque component that fluctuates in a specific fluctuation period according to the rotation speed of the internal combustion engine (1), and a first filtered fluctuation value A first filtering unit (12) that acquires (F1); An anti-phase torque fluctuation value (F3), which is a torque fluctuation value opposite in phase to the first post-filter fluctuation value (F1), is calculated, and the anti-phase torque fluctuation value (F3) is added to the output torque of the rotating electric
- a damping control unit (15) that executes damping processing that superimposes a torque equivalent to A second filter process (#3) is performed to extract a torque component that fluctuates in a period longer than the specific fluctuation period from the first filtered fluctuation value (F1), and a second filtered fluctuation value (F2) is obtained.
- a second filtering unit (13) for The damping control section (15) puts the damping process into a non-execution state based on the second post-filter variation value (F2).
- the damping process By executing the damping process, it is possible to reduce the torque component that fluctuates in a specific fluctuation period according to the rotation speed of the internal combustion engine (1).
- the filter characteristics of the first filter process (#1) it is not possible to appropriately remove the torque component with a period different from the specific fluctuation period, particularly a period longer than the specific fluctuation period, and the damping process may There is a risk of amplifying long-cycle torque fluctuations.
- the damping process is set to the non-execution state based on the post-second-filter variation value (F2), when the long-cycle torque fluctuation is amplified by the damping process, the damping process can be prevented from running.
- the damping control section (15) puts the damping process into a non-execution state when the amplitude of the second post-filter variation value (F2) is equal to or greater than a specified determination threshold value. is.
- the control device (10) can appropriately determine that the torque component with a period longer than the specific fluctuation period is large, and perform control so that the damping process is not executed. Therefore, it is possible to avoid amplifying the long-period torque fluctuation, and to avoid worsening the vibration of the vehicle.
- the damping control unit (15) is configured such that the damping process is in a non-execution state and the period (T) during which the amplitude of the second post-filter fluctuation value (F2) is less than the determination threshold is It is preferable to set the vibration damping process to an execution state when it continues for a specified time (Tref) or more.
- an execution state in which the damping process is executed and a non-execution state in which the vibration damping process is not executed are repeated for each control cycle (execution cycle), and the lack of control stability is suppressed.
- the determination threshold value is set to be at least five times the torque amplitude of the first explosion period of the internal combustion engine (1).
- the damping process when the amplitude of the post-second-filter fluctuation value (F2) is five times or more the torque amplitude of the first explosion cycle, the damping process is not performed. In addition, when it is less than 5 times, the torque vibration in the first explosion period is reduced by the damping process. Therefore, it is possible to reduce the vibration of the vehicle due to fluctuations in the torque transmitted from the internal combustion engine (1), and prevent the vibration of the vehicle from being exacerbated by the damping torque output by the rotary electric machine (3) in order to reduce the vibration. can be properly avoided.
- the second filter processing unit (#3) filters the power due to at least one of a step-like change in the accelerator opening of the vehicle and a state transition between the slip state and the grip state of the wheel (W). It is preferable to extract a torque component that fluctuates with the period of torque fluctuation that occurs in the transmission path.
- the second filter processing section (#3) appropriately extracts the torque component that is difficult to remove by the first filter processing (#2), and it is necessary that the damping process is in a non-execution state. Circumstances may prevent the damping process from being performed properly.
- a damper (DP) is provided between the internal combustion engine (1) and the input member (2), and the input torque detector (11) detects the output shaft (9 ) and the input member angle, which is the rotation angle of the input member (2), from the damper (DP) according to the torque fluctuation of the internal combustion engine (1). It is preferable to calculate the fluctuation value of the torque transmitted to the input member (2) and detect the calculation result as the input torque fluctuation value (F0).
- the control device (10) controls the input torque detection section (11). appropriately detects the input torque fluctuation value (F0), and the damping control section (15) can perform the damping process.
- vibration suppression control unit 100 vehicle drive device DP: damper F0: input torque fluctuation value F1: post-first filter fluctuation value F2 : Fluctuation value after the second filter, F3: Antiphase torque fluctuation value, T: Period in which the amplitude of the fluctuation value after the second filter is less than the judgment threshold value, Tref: Specified time, W: Wheel, #2: First Filtering, #3: second filtering
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Abstract
Description
前記内燃機関の側から前記入力部材に伝達されるトルクの経時変化する値である入力トルク変動値を検出する入力トルク検出部と、
前記入力トルク変動値から、前記内燃機関の回転速度に応じた特定変動周期で変動するトルク成分を抽出する第1フィルタ処理を行い、第1フィルタ後変動値を取得する第1フィルタ処理部と、
前記第1フィルタ後変動値と逆位相のトルク変動値である逆位相トルク変動値を演算し、前記回転電機の出力トルクに前記逆位相トルク変動値に相当するトルクを重畳する制振処理を実行する制振制御部と、
前記第1フィルタ後変動値から、前記特定変動周期よりも長い周期で変動するトルク成分を抽出する第2フィルタ処理を行い、第2フィルタ後変動値を取得する第2フィルタ処理部と、を備え、
前記制振制御部は、前記第2フィルタ後変動値に基づいて、前記制振処理を非実行状態とする。
以下、その他の実施形態について説明する。尚、以下に説明する各実施形態の構成は、それぞれ単独で適用されるものに限られず、矛盾が生じない限り、他の実施形態の構成と組み合わせて適用することも可能である。
以下、上記において説明した制御装置(10)の概要について簡単に説明する。
前記内燃機関(1)の側から前記入力部材(2)に伝達されるトルクの経時変化する値である入力トルク変動値(F0)を検出する入力トルク検出部(11)と、
前記入力トルク変動値(F0)から、前記内燃機関(1)の回転速度に応じた特定変動周期で変動するトルク成分を抽出する第1フィルタ処理(#2)を行い、第1フィルタ後変動値(F1)を取得する第1フィルタ処理部(12)と、
前記第1フィルタ後変動値(F1)と逆位相のトルク変動値である逆位相トルク変動値(F3)を演算し、前記回転電機(3)の出力トルクに前記逆位相トルク変動値(F3)に相当するトルクを重畳する制振処理を実行する制振制御部(15)と、
前記第1フィルタ後変動値(F1)から、前記特定変動周期よりも長い周期で変動するトルク成分を抽出する第2フィルタ処理(#3)を行い、第2フィルタ後変動値(F2)を取得する第2フィルタ処理部(13)と、を備え、
前記制振制御部(15)は、前記第2フィルタ後変動値(F2)に基づいて前記制振処理を非実行状態とする。
Claims (6)
- 内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、前記入力部材と前記出力部材とをつなぐ動力伝達経路にトルクを伝達するように設けられた回転電機と、を備えた車両用駆動装置を制御対象とする制御装置であって、
前記内燃機関の側から前記入力部材に伝達されるトルクの経時変化する値である入力トルク変動値を検出する入力トルク検出部と、
前記入力トルク変動値から、前記内燃機関の回転速度に応じた特定変動周期で変動するトルク成分を抽出する第1フィルタ処理を行い、第1フィルタ後変動値を取得する第1フィルタ処理部と、
前記第1フィルタ後変動値と逆位相のトルク変動値である逆位相トルク変動値を演算し、前記回転電機の出力トルクに前記逆位相トルク変動値に相当するトルクを重畳する制振処理を実行する制振制御部と、
前記第1フィルタ後変動値から、前記特定変動周期よりも長い周期で変動するトルク成分を抽出する第2フィルタ処理を行い、第2フィルタ後変動値を取得する第2フィルタ処理部と、を備え、
前記制振制御部は、前記第2フィルタ後変動値に基づいて前記制振処理を非実行状態とする、制御装置。 - 前記制振制御部は、前記第2フィルタ後変動値の振幅が規定の判定しきい値以上である場合には、前記制振処理を非実行状態とする、請求項1に記載の制御装置。
- 前記制振制御部は、前記制振処理が非実行状態であり、前記第2フィルタ後変動値の振幅が前記判定しきい値未満である期間が、規定時間以上連続した場合に、前記制振処理を実行状態とする、請求項2に記載の制御装置。
- 前記判定しきい値は、前記内燃機関の爆発1次周期のトルク振幅の5倍以上に設定されている、請求項2又は3に記載の制御装置。
- 前記第2フィルタ処理部は、車両のアクセル開度のステップ状変化、及び、前記車輪のスリップ状態とグリップ状態との状態移行の少なくとも一方に起因して前記動力伝達経路に生じるトルク変動の周期で変動するトルク成分を抽出するように構成されている、請求項1から4の何れか一項に記載の制御装置。
- 前記内燃機関と前記入力部材との間にダンパが設けられており、
前記入力トルク検出部は、前記内燃機関の出力軸の回転角度である内燃機関出力角度と、前記入力部材の回転角度である入力部材角度と、に基づいて、前記内燃機関のトルク変動に応じて前記ダンパから前記入力部材に伝達されるトルクの変動値を演算し、その演算結果を前記入力トルク変動値として検出する、請求項1から5の何れか一項に記載の制御装置。
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