阅读说明：本技术 车辆的减振控制装置 (Vibration damping control device for vehicle ) 是由 水口博贵 小久保聪 寺田阳介 于 2021-03-15 设计创作，主要内容包括：本发明提供一种能够有效地减少减振器转矩引起的振动的车辆的减振控制装置。车辆的减振控制装置(100)具备电动发电机(50)和电动发电机控制部(60),电动发电机控制部具备减振器转矩计算部(61)、计算发动机(10)的爆发周期(Ts)的爆发周期计算部(62)、计算与减振器转矩反相的反相转矩的反相转矩计算部(63)、计算滞后时间的滞后时间计算部(64)、计算用于补偿滞后时间的补偿时间(Tc)的补偿时间计算部(65)、参照补偿时间以及控制周期时间(Tx)而计算第1补偿时间(Tc1)的第1补偿时间计算部(66)、计算转矩校正量的转矩校正量计算部(67)、和输出基于第1补偿时间的第1相位校正以及基于转矩校正量的第2相位校正的电动机转矩指令的指令输出部(68)。(The invention provides a vibration damping control device for a vehicle, which can effectively reduce vibration caused by torque of a damper. A vehicle vibration damping control device (100) is provided with a motor generator (50) and a motor generator control unit (60), wherein the motor generator control unit is provided with a vibration damper torque calculation unit (61), an explosion period calculation unit (62) that calculates an explosion period (Ts) of an engine (10), an inverse torque calculation unit (63) that calculates an inverse torque in phase opposition to the vibration damper torque, and a lag time calculation unit (64) that calculates a lag time, the motor control device comprises a compensation time calculation unit (65) for calculating a compensation time (Tc) for compensating for a lag time, a 1 st compensation time calculation unit (66) for calculating a 1 st compensation time (Tc1) with reference to the compensation time and a control cycle time (Tx), a torque correction amount calculation unit (67) for calculating a torque correction amount, and a command output unit (68) for outputting a motor torque command for a 1 st phase correction based on the 1 st compensation time and a 2 nd phase correction based on the torque correction amount.)

1. A vibration damping control device for a vehicle, comprising:

a motor generator connected to a power transmission path between a crankshaft of the engine and a drive shaft that transmits drive torque to a tire via a motor shaft; and

a motor generator control unit that performs control of an output torque actually output by the motor generator,

the motor generator control unit includes:

a damper torque calculation unit that acquires information on a crank angle and a motor angle, and calculates a damper torque, which is generated by a damper that is provided on the power transmission path and reduces vibration transmitted to the crankshaft, based on a difference between the crank angle and the motor angle;

an explosion cycle calculation unit that calculates an explosion cycle of the engine based on the crank angle;

a reverse phase torque calculation unit that calculates a reverse phase torque formed in a reverse phase to the damper torque based on the damper torque;

a lag time calculation unit that calculates a lag time that occurs between a specified command for giving an output torque to the motor generator output and an output torque that follows the specified command being actually output by the motor generator;

a compensation time calculation unit that calculates a compensation time for adjusting a time for outputting the output torque to compensate for the lag time, based on the explosion cycle and the lag time;

a 1 st compensation time calculation unit that refers to the compensation time and a preset control cycle time of the motor/generator control unit, and calculates a 1 st compensation time corresponding to a time of an integer multiple other than 0 of the control cycle time among the compensation times when the compensation time occurs at a zero number time that is not an integer multiple of the control cycle time;

a torque correction amount calculation unit that calculates a torque correction amount for the 1 st torque value based on a 2 nd compensation time, which is a time obtained by subtracting a 1 st compensation time from the compensation time, a 1 st torque value, and a 2 nd torque value, when the zero number time occurs, the 1 st torque value being a torque value at a time point of the phase-inverted torque that is traced back by the 1 st compensation time, the 2 nd torque value being a torque value in the phase-inverted torque at a predetermined time point of the phase-inverted torque that is traced back by an integral multiple of the control cycle time beyond the compensation time; and

a command output unit that outputs a motor torque command to be given to the motor generator based on the reverse torque whose phase is corrected by a 1 st phase correction and a 2 nd phase correction, the 1 st phase correction being based on the 1 st compensation time, the 2 nd phase correction applying the torque correction amount to the 1 st torque value.

2. The vibration damping control device of a vehicle according to claim 1,

the 1 st compensation time is a time shorter than the compensation time, and is calculated by multiplying the control cycle time by a maximum integer.

3. The vibration damping control device of a vehicle according to claim 2,

the specified time point is a time point obtained by tracing back a time calculated by multiplying the integer obtained by adding 1 to the maximum integer by the control cycle time.

4. The vibration damping control device of a vehicle according to any one of claims 1 to 3,

the torque correction amount is calculated by linear interpolation based on the slope of a straight line connecting the 1 st torque value and the 2 nd torque value, the 1 st torque value being a torque value at a time point of the reverse phase torque after the 1 st compensation time, and the 2 nd torque value being a torque value at the specified time point.

5. The vibration damping control device of a vehicle according to any one of claims 1 to 4,

the lag time includes:

a 1 st lag in control response until the motor generator outputs an output torque according to the motor torque command from the command output portion; and

based on the 2 nd hysteresis of the torque generated by the damper.

Technical Field

The technology disclosed in the present application relates to a vibration damping control device for a vehicle.

Background

Conventionally, as disclosed in patent documents 1 to 3, there are known techniques of: in a vehicle including an engine and a motor generator as power sources, a damper (damper) is provided to reduce vibration transmitted to a crankshaft of the engine, and the motor generator is caused to output a motor torque (motor torque) in opposite phase to a damper torque (damper torque) generated by the damper, thereby reducing vibration caused by the damper torque.

Patent document

Patent document 1: japanese patent laid-open No. 2012 and 71792

Patent document 2: japanese patent laid-open publication No. 2018-95169

Patent document 3: japanese patent laid-open No. 2020 and 26237

Disclosure of Invention

In the techniques disclosed in patent documents 1 to 3, a lag time for various reasons is calculated, a compensation time for which the lag time is estimated is calculated, and when the motor torque in the opposite phase is output, only phase adjustment is performed for a time corresponding to the compensation time so that the cycle of the damper torque coincides with the cycle of the motor torque in the opposite phase.

However, since the phase adjustment is performed by a control device such as an ECU (Electronic control unit) that controls the motor generator, a control cycle of the control device needs to be considered, and the techniques disclosed in patent documents 1 to 3 do not consider the control cycle. Therefore, if the time at which the phase should be adjusted does not coincide with the time of the control cycle, the cycle of the damper torque and the cycle of the motor torque in opposite phase may deviate from each other, and as a result, there is a problem that the vibration caused by the damper torque cannot be effectively reduced.

Therefore, the present application provides, in various embodiments, a vibration damping control device for a vehicle capable of effectively reducing vibration caused by damper torque.

A vehicle vibration damping control device according to one aspect includes:

a motor generator connected to a power transmission path between a crankshaft of the engine and a drive shaft that transmits drive torque to a tire via a motor shaft; and

a motor generator control unit that controls an output torque actually output by the motor generator,

the motor generator control unit includes:

a damper torque calculation unit that acquires information on a crank angle and a motor angle, and calculates a damper torque based on a difference between the crank angle and the motor angle, the crank angle being a rotation angle of the crankshaft, the motor angle being a rotation angle of the motor shaft, the damper torque being generated by a damper that is provided in the power transmission path and reduces vibration transmitted to the crankshaft;

an explosion cycle calculation unit that calculates an explosion cycle of the engine based on the crank angle;

a reverse phase torque calculation unit that calculates a reverse phase torque that is formed in a reverse phase to the damper torque, based on the damper torque;

a lag time calculation unit that calculates a lag time that occurs between a specified command for giving an output torque to the motor generator output and an output torque that follows the specified command being actually output by the motor generator;

a compensation time calculation unit that calculates a compensation time for adjusting a time for outputting the output torque to compensate for the lag time, based on the explosion cycle and the lag time;

a 1 st compensation time calculation unit that refers to the compensation time and a preset control cycle time of the motor generator control unit, and calculates a 1 st compensation time corresponding to a time of an integer multiple other than 0 of the control cycle time among the compensation times when the compensation time does not occur within a zero number (break number) time of the integer multiple of the control cycle time;

a torque correction amount calculation unit that calculates a torque correction amount for the 1 st torque value based on a 2 nd compensation time, a 1 st torque value, and a 2 nd torque value when the zero number time occurs, the 2 nd compensation time being a time obtained by subtracting the 1 st compensation time from the compensation time, the 1 st torque value being a torque value at a time point of the phase reversal torque that is traced back by the 1 st compensation time, the 2 nd torque value being a torque value in the phase reversal torque at a predetermined time point that is traced back by an integral multiple of the control cycle time after exceeding the compensation time; and

and a command output unit that outputs a motor torque command to be given to the motor generator based on the phase-reversed torque whose phase has been corrected by a 1 st phase correction and a 2 nd phase correction, wherein the 1 st phase correction is based on the 1 st compensation time, and the 2 nd phase correction applies the torque correction amount to the 1 st torque value.

In the vehicle vibration damping control device having the above configuration, in short, when the zero number time in which the compensation time is not an integral multiple of the control cycle time occurs, the phase correction is performed so as to convert the 2 nd compensation time, which is the zero number time in which the compensation cannot be completely performed in the control cycle, into the torque correction amount. Thus, the vehicle vibration damping control device having such a configuration can effectively reduce vibration due to the damper torque by matching the period of the damper torque with the period of the reverse phase torque actually output by the motor generator (by not causing a deviation), taking into account the control period.

In the vibration damping control device for a vehicle according to one aspect of the present invention, the 1 st compensation time is a time shorter than the compensation time, and is calculated by multiplying the control cycle time by a maximum integer.

With this configuration, the accuracy of the torque correction amount can be ensured by maximizing the 1 st compensation time that can be compensated for in the control cycle among the compensation times and minimizing the 2 nd compensation time. As a result, the period of the damper torque and the period of the reverse phase torque actually output by the motor generator can be ensured to coincide with each other, and the vibration caused by the damper torque can be further effectively reduced.

In the vibration damping control device for a vehicle according to one aspect of the present invention, the predetermined time point is a time point obtained by tracing back a time calculated by multiplying the control cycle time by an integer obtained by adding 1 to the maximum integer.

With this configuration, the accuracy of the torque correction amount can be ensured. As a result, the period of the damper torque and the period of the reverse phase torque actually output by the motor generator can be made consistent, and the vibration caused by the damper torque can be further effectively reduced.

In the vibration damping control device for a vehicle according to one aspect of the present invention, the torque correction amount is calculated by linear interpolation based on a slope of a straight line connecting the 1 st torque value and the 2 nd torque value, the 1 st torque value is a torque value at a time after the 1 st compensation time in the reverse phase torque, and the 2 nd torque value is a torque value at the predetermined time.

With this configuration, the torque correction amount can be accurately and reliably calculated.

In the vibration damping control device for a vehicle according to one aspect of the present invention,

the lag time includes:

a 1 st lag in control response between the output of the motor torque command from the command output unit and the output of the output torque according to the motor torque command from the motor generator; and

based on the 2 nd hysteresis of the torque generated by the damper.

With this configuration, the lag time of the entire device can be grasped without omission, and the correct compensation time can be calculated, and as a result, the period of the damper torque and the period of the reverse phase torque actually output by the motor generator can be made consistent, and the vibration caused by the damper torque can be further effectively reduced.

According to the various aspects, a vibration damping control device for a vehicle capable of effectively reducing vibration caused by damper torque can be provided.

Drawings

Fig. 1 is a schematic diagram illustrating a configuration of a vehicle drive system including a vehicle vibration damping control device according to a first embodiment.

Fig. 2 is a diagram illustrating the damper torque, the ideal reverse phase torque formed in a reverse phase to the damper torque, and the reverse phase torque having a phase deviation from the damper torque.

Fig. 3 is a diagram illustrating the phase-reversed torque before the phase correction, the phase-reversed torque after the phase correction based on the control cycle, and the ideal phase-reversed torque after the phase correction.

Fig. 4 is a block diagram schematically illustrating an example of the function of the motor generator control unit shown in fig. 1.

Fig. 5 is a diagram illustrating calculation of the torque correction amount by the torque correction amount calculation unit and phase 1 correction and phase 2 correction for the reverse torque by the command output unit.

Fig. 6 is a flowchart showing a process performed by the motor-generator control unit.

Fig. 7 is a diagram showing effective reduction of vibration due to damper torque in a vehicle including the vibration damping control device of the vehicle shown in fig. 1, shown on a simulation (simulation).

Fig. 8 is a diagram showing evaluation results of effective reduction of vibration due to damper torque in a vehicle including the vibration damping control device of the vehicle shown in fig. 1.

Detailed Description

Hereinafter, each embodiment will be described with reference to the drawings. In the drawings, the same reference numerals are used for the common components. Note that, for convenience of description, structural elements shown in some drawings are omitted in other drawings. It should be noted that the drawings are not necessarily drawn to scale.

1. Structure of drive system including vibration damping control device for vehicle

An outline of the overall configuration of the vehicle vibration damping control device according to the first embodiment will be described with reference to fig. 1. Fig. 1 is a schematic diagram illustrating a configuration of a drive system 1 including a vehicle vibration damping control device 100 according to a first embodiment.

As shown in fig. 1, a drive system 1 according to the first embodiment mainly includes an engine 10, a damper 20, a clutch 30, a transmission mechanism (transmission)40, and a motor generator 50.

Engine 10 and motor generator 50 are power sources of vehicle V. The engine 10 outputs engine torque under the control of an engine ECU (not shown) to rotate a crankshaft 11. Similarly, the motor generator 50 outputs a motor torque under the control of the motor generator control unit 60, and rotates the motor shaft 51.

The transmission mechanism 40 transmits at least one of an engine torque transmitted to the crankshaft 11 of the engine 10 and a motor torque transmitted to the motor shaft 51 of the motor generator 50 to the wheels 200 via the drive shaft 201 at a predetermined gear ratio. The motor shaft 51 is connected to a power transmission path between the crankshaft 11 and the drive shaft 201.

The damper 20 is provided to reduce (absorb) vibration caused by a change in engine torque and transmitted to the crankshaft 11. Like a general damper, the damper 20 is mainly composed of an elastic member and a friction material, and generates a damper torque including a torsional torque (torsional torque) and a hysteresis torque (hysteresis torque) according to a change in the engine torque.

The clutch 30 is provided between the engine 10 and the transmission mechanism 40, and switches between connection and disconnection of the crankshaft 11 of the engine 10 and the input shaft 41 of the transmission mechanism 40. In a connected state in which the clutch 30 connects the crankshaft 11 and the input shaft 41, a part or all of the engine torque transmitted to the crankshaft 11 is transmitted to the input shaft 41 in accordance with the degree of connection of the clutch 30. On the other hand, in the disconnected state in which the clutch 30 disconnects the crankshaft 11 from the input shaft 41, as literally described, the transmission of the engine torque transmitted to the crankshaft 11 to the input shaft 41 is disconnected.

2. Structure of vibration damping control device for vehicle

Next, referring to fig. 1, a detailed description will be given of a vehicle vibration damping control device 100 included in the drive system 1.

The vehicle vibration damping control device 100 according to the first embodiment is mainly configured by the motor generator 50 and the motor generator control unit 60. The motor generator 50 is connected to a power transmission path between the crankshaft 11 and the drive shaft 201 via a motor shaft 51.

The motor generator 50 may use a general motor generator mainly composed of a stator and a rotor.

The motor generator control unit 60 may be an ECU including a microcomputer such as a processor and a memory, for example. The motor generator control unit 60 outputs a motor torque command to the motor generator 50 to control the motor generator 50.

Motor generator control unit 60 CAN receive various information from various sensors provided in vehicle V via CAN (Controller Area Network) communication, for example. Specifically, as shown in fig. 1, the crank angle sensor 15, the accelerator position sensor 17, the clutch position sensor 35, the shift position sensor 45, and the motor angle sensor 55 can be exemplified as various sensors.

The accelerator position sensor 17 detects information on an acceleration operation performed by the driver of the vehicle V by detecting, for example, an operation amount (or an operation position) of an accelerator pedal provided to accelerate the vehicle V.

The clutch position sensor 35 detects information as to whether the clutch 30 is in the connected state (and the degree of connection thereof) or in the disconnected state by detecting an operation amount (or an operation position) of an actuator or the like that operates the clutch 30.

3. Control performed by the motor generator control unit 60

Next, the control executed by the motor/generator control unit 60 will be described in detail with reference to fig. 2 to 5. Fig. 2 is a diagram illustrating a damper torque L1, an ideal reverse phase torque M1 formed in a reverse phase to the damper torque, and a reverse phase torque M2 out of phase with respect to the damper torque. Fig. 3 is a diagram showing the phase-reversed torque M2 before the phase correction (the same as M2 in fig. 2), the phase-reversed torque M3 whose phase is corrected based on the control cycle, and the ideal phase-reversed torque M1 after the phase correction (the same as M1 in fig. 2). Fig. 4 is a block diagram illustrating an example of the function of the motor generator control unit 60 shown in fig. 1. Fig. 5 is a diagram illustrating the calculation of the torque correction amount Tqx by the torque correction amount calculation unit 67, and the 1 st phase correction and the 2 nd phase correction for the reverse phase torque by the command output unit 68.

First, when the damper torque of the damper 20 changes with time as shown by a solid line D1 in fig. 2, the motor generator 50 is expected to output a motor torque that is an ideal reverse torque in the opposite phase of the solid line D1 as shown by a dashed-dotted line M1 in fig. 2 in order to cancel the damper torque. This can effectively reduce vibration caused by damper torque generated in response to a change in engine torque.

However, when the motor generator is controlled by the motor generator control unit 60 to output the ideal reverse phase torque, a delay occurs due to various factors (details of the delay will be described later), and a reverse phase torque having a phase deviated from that shown by a broken line M2 shown in fig. 2 is actually output from the motor generator 50. In such a case, the time change D1 of the damper torque cannot be completely cancelled out by the time change M2 of the actually output reverse phase torque, and the vibration due to the damper torque remains, and the remaining vibration propagates to the drive shaft. Therefore, in order to improve such a situation, that is, to completely cancel out the damper torque, the motor generator control unit 60 needs to give a command to output the phase-adjusted reverse torque (motor torque) to the motor generator 50 in consideration of the hysteresis based on the above-described various factors.

Further, for example, as shown in fig. 3, it is assumed that a lag time Td seconds is deviated between an ideal reverse phase torque (motor torque that matches the cycle of the damper torque) M1 shown in fig. 2 and a reverse phase torque M2 that is deviated in phase due to a lag. In this case, the motor generator control unit 60 needs to give a command to the motor generator 50 to output a reverse torque (having a period matching the separately calculated engine explosion period Ts) in accordance with the output of the motor generator. Therefore, in order to match the explosion period Ts with the period of the reverse torque, the motor generator control unit 60 may give a command to delay the compensation time obtained from "the explosion period Ts — the delay time Td" to the motor generator 50 and output the reverse torque. However, the motor/generator control unit 60 has a control cycle time Tx that is unique to the device, and even if the device is set to a compensation time that lags behind the "explosion cycle Ts to the lag time Td" as described above, the device can actually lag behind the control cycle time Tx × a (a is an arbitrary integer other than 0) calculated from the "explosion cycle Ts to the control cycle time Tx × a".

That is, if the "lag time Td" is the same as the "control cycle time Tx × a" (Td is a multiple of Tx), no problem arises, but when the two are not the same, even if it is assumed that the motor generator control portion 60 is set to give a command to the motor generator 50 to lag the aforementioned compensation time, it is actually a command to give a "explosion cycle Ts — control cycle time Tx × a" to lag a time different from the compensation time. As a result, as shown in fig. 3, the phase-shifted reverse torque M2 is not corrected to the ideal reverse torque M1, but a reverse torque M3 is generated that is shifted from the ideal reverse torque by Te seconds. In this case, the time change D1 of the damper torque is not completely cancelled by the time change M3 of the actually output reverse phase torque, and the vibration due to the damper torque remains, and the remaining vibration propagates to the drive shaft. Therefore, in order to completely cancel the damper torque (in order to generate the ideal reverse phase torque M1), the motor/generator control unit 60 issues a command to output the phase-adjusted reverse phase torque (motor torque) to the motor/generator 50, taking into account not only the hysteresis due to the above-described various factors but also the control cycle of the motor/generator control unit 60.

Therefore, the motor generator control unit 60 in the vibration damping control device 100 for a vehicle according to the first embodiment is configured to give a command to apply the reverse-phase torque M2 as shown in fig. 2 and 3 to the motor generator 50 by causing the processor to execute a predetermined program stored in the memory or the like to cause each of the functional groups shown in fig. 4 to function.

That is, as shown in fig. 4, the motor generator control unit 60 mainly includes a damper torque calculation unit 61, an explosion cycle calculation unit 62, a reverse phase torque calculation unit 63, a lag time calculation unit 64, a compensation time calculation unit 65, a 1 st compensation time calculation unit 66, a torque correction amount calculation unit 67, and a command output unit 68. The motor generator control unit 60 further includes a sensor information acquisition unit 69 that receives various information from the various sensors described above. These functional groups are stored in one or more dedicated hardware, and are configured such that all functional groups are capable of communicating information with each other.

3-1 sensor information acquisition section 69

The sensor information acquisition unit 69 receives various information from the crank angle sensor 15, the accelerator position sensor 17, the clutch position sensor 35, the shift position sensor 45, the motor angle sensor 55, and the like, and transmits the information to other functional units. Further, the sensor information acquisition portion 69 also performs determination as to whether or not the reverse phase torque that cancels the damper torque should be output, based on the information received from the accelerator position sensor 17 and the clutch position sensor 35.

The determination as to whether or not the reverse torque that cancels out the damper torque should be output may be appropriately set based on various information, for example, in the case where the clutch 30 is in the disconnected state, or the acceleration operation is not performed even if the clutch 30 is in the connected state, or the like, since the change in the engine torque is not transmitted to the power transmission path, the reverse torque does not need to be output. Therefore, in such a case, the sensor information acquisition unit 69 notifies the command output unit 68, which will be described later, that the reverse phase torque is not output. The determination may be set such that information received from the shift position sensor 45 (for example, the shift position is neutral), information on fuel cut, and the like are executed together.

3-2 damper torque calculation section 61

The damper torque calculation unit 61 acquires information on a crank angle, which is a rotation angle of the crankshaft, and a motor angle, which is a rotation angle of the motor shaft, from the crank angle sensor 15 and the motor angle sensor 55 via the sensor information acquisition unit 69, and calculates the damper torque generated by the damper 20 based on a difference between the crank angle (θ 1) and the motor angle (θ 2). More specifically, the damper torque calculation unit 61 calculates the damper torque Tdamp by multiplying the spring constant K of the elastic member constituting the damper 20 by the difference (θ 1- θ 2) between the crank angle and the motor angle (θ 1- θ 2) ("θ 1- θ 2" × K).

Since the damper torque Tdamp calculated by the damper torque calculation unit 61 also includes a drive component for driving the vehicle V, in the first embodiment, the damper torque Tdamp is filtered by an additional filter processing unit (not shown) in order to extract only a component that makes the driver of the vehicle V feel unpleasant vibrations.

The filter processing unit performs filter processing using a band pass filter (bandpass filter) that passes a predetermined frequency component. In the first embodiment, the filter processing unit extracts the filter processing end damper torque Tdamp-bpf by passing the explosion primary frequency fe of the engine 10 for the damper torque Tdamp. The explosion primary frequency fe of the engine 10 is calculated by an explosion period calculator 62, which will be described later, together with the explosion period Ts of the engine 10.

3-3 explosion cycle calculating part 62

The explosion cycle calculation unit 62 calculates an explosion primary frequency fe of the engine 10 by the following equation 1 based on the rotation speed ne (rpm) of the engine 10, the number n of cylinders of the engine 10, and the number C of cycles calculated from the information on the crank angle. The information on the crank angle is received from the crank angle sensor 15 via the sensor information acquiring unit 69, and the number of cylinders n and the number of cycles C are specific values determined (stored) in advance by the vehicle V.

[ mathematical formula 1]

fe ═ (Ne × n)/(60 × C) … (formula 1)

The explosion cycle calculation unit 62 calculates an explosion cycle Ts of the engine 10 by the following expression 2 based on the explosion primary frequency fe of the engine 10 calculated by the expression 1.

[ mathematical formula 2]

Ts 1/fe … (formula 2)

3-4. reverse phase torque calculating part 63

The reverse phase torque calculation unit 63 calculates a reverse phase torque for canceling the filter-processed damper torque Tdamp-bpf, which is extracted by the filter processing unit by passing the explosion primary frequency fe of the engine 10, with respect to the damper torque Tdamp calculated by the damper torque calculation unit 61, based on the filter-processed damper torque Tdamp-bpf. Specifically, the inversion torque can be calculated by performing the filtering process to end the inversion process of the sign (phase) of the absorber torque Tdamp-bpf.

3-5 lag time calculating part 64

The lag time calculator 64 calculates all lag times (for example, lag time T1 and lag time T2 described later) that are generated until the motor generator 50 actually outputs the output torque in accordance with the designated command from the motor generator controller 60 to the motor generator 50 to provide the output torque, and calculates a total lag time (sum of the lag time T1 and the lag time T2) obtained by summing up the all lag times.

Specifically, the lag time calculation unit 64 first calculates a 1 st lag time T1 in the control response until the motor generator 50 outputs the output torque corresponding to the motor torque command after the motor torque command is output from the command output unit 68, which will be described later. In the first embodiment, the 1 st lag time T1 in the control response may be a total time of a temperature lag time of the motor generator 50, a control calculation lag time required for outputting the motor torque command executed by the motor generator control unit 60, and a communication lag time until the motor generator 50 receives the motor torque command, but is not limited thereto, and a lag time based on other elements may be further considered. The temperature lag time, the control calculation lag time, and the communication lag time may be calculated in advance by a known method when the vehicle V is operating properly, and stored in the memory of the motor generator control unit 60, or the lag times stored in the memory may be updated by acquiring various lag times at appropriate times.

Further, the lag time calculation section 64 secondly calculates a 2 nd lag time T2 based on the torque generated by the damper 20. According to the structure of the damper 20, the 2 nd lag time includes a lag time by hysteresis torque, a lag by dynamic damping, and the like. For example, when the 2 nd lag time T2 is a lag time based on a hysteresis torque, the lag time based on the hysteresis torque can be calculated using a known method, for example, predetermined for each vehicle V based on the engine speed ne (rpm) of the engine 10 calculated based on the crank angle, the engine torque tq (nm) of the engine 10, and the gear position of the transmission mechanism 40. Specifically, a map (map) for calculating all the hysteresis times T2 based on hysteresis torques corresponding to various combinations of the engine speed ne (rpm) of the engine 10, the engine torque tq (nm) of the engine 10, and the shift position of the transmission mechanism 40 calculated based on the crank angle is prepared in advance, and the map is stored in the memory of the motor/generator control unit 60. Therefore, the lag time calculation portion 64 can calculate the lag time based on the hysteresis torque at an arbitrary time (the 2 nd lag time T2) based on the map.

Note that, when calculating the hysteresis time based on the hysteresis torque (2 nd hysteresis time T2), the hysteresis time calculating unit 64 may use other known methods. For example, the delay time based on the hysteresis torque may be calculated based on the difference between the reference phase difference corresponding to the phase difference between the crank angle and the motor angle estimated on the assumption that no hysteresis torque is generated and the actual phase difference corresponding to the phase difference of the vibration component corresponding to the primary explosion frequency fe of the engine 10 at the crank angle and the motor angle.

In this case, the actual phase difference can be calculated by extracting only the vibration components corresponding to the explosion primary frequency fe of the engine 10 for each of the crank angle, which is the detection result of the crank angle sensor 15, and the motor angle, which is the detection result of the motor angle sensor 55, by the processing of the filter processing unit, and comparing the extraction results.

Further, the reference phase difference may be calculated based on the detection results of various sensors such as the accelerator position sensor 17 and the shift position sensor 45 and at least one or more maps that are prepared in advance. Details thereof are disclosed in, for example, patent document 3 mentioned above, and detailed description thereof is omitted here.

3-6 compensation time calculating part 65

The compensation time calculation unit 65 calculates a compensation time Tc for adjusting the time during which the motor generator 50 outputs the output torque to compensate for the total lag time, based on the total lag time calculated as described above and the explosion period Ts of the engine 10, and based on the following expression 3.

[ mathematical formula 3]

Tc ═ Ts- (T1+ T2) … (formula 3)

3-7, 1 st compensation time calculating part 66

The 1 st compensation time calculation unit 66 refers to the compensation time Tc described above and the control cycle time Tx that is inherent to the motor/generator control unit 60 and that is set in advance, and calculates the 1 st compensation time Tc1 corresponding to the time that is the integral multiple of the control cycle time Tx other than 0 among the compensation time Tc. Specifically, for example, when the compensation time Tc is 10.0(msec) and the control cycle time Tx is 3.0(msec), the 1 st compensation time Tc1 is 3 times (integral multiple) of the control cycle time 3.0(msec), that is, 9.0 (msec). In this case, the 1 st compensation time Tc1 may be set to 6.0(msec) which is 2 times (integral multiple) of the control cycle time 3.0(msec), but from the viewpoint of ensuring the accuracy of the torque correction amount described later, the 1 st compensation time Tc1 is preferably shorter than the compensation time Tc and calculated by multiplying the control cycle time Tx by the largest integer (in the above example, 3 instead of 2).

3-8 Torque correction amount calculation section 67

The torque correction amount calculation unit 67 first calculates the 2 nd compensation time Tc2(Tc2 is Tc-Tc1) obtained by subtracting the 1 st compensation time Tc1 from the aforementioned compensation time Tc. In addition, as shown in fig. 5, the torque correction amount calculation unit 67 calculates the torque correction amount Tqx for the 1 st torque value based on the 2 nd compensation time Tc2, the 1 st torque value Tq1, and the 2 nd torque value Tq2, wherein the 1 st torque value Tq1 is the torque value at the time point t10 after the 1 st compensation time out of the phase-reversed torques calculated by the phase-reversed torque calculation unit 63, and the 2 nd torque value Tq2 is the torque value at the predetermined time point t20 after the time of tracing back the integral multiple of the control cycle time Tx beyond the compensation time Tc out of the phase-reversed torques calculated by the phase-reversed torque calculation unit 63.

The torque correction amount calculation unit 67 calculates the torque correction amount Tqx described above when the compensation time Tc does not occur at zero times that are integral multiples of the control cycle time Tx. Conversely, when the compensation time Tc is an integral multiple of the control cycle time Tx, for example, when the compensation time Tc is 12.0(msec) and the control cycle time Tx is 3.0(msec) (the compensation time Tc is 4 times the control cycle time Tx), "the compensation time Tc is the 1 st compensation time Tc 1", and since the 2 nd compensation time is 0, the torque correction amount calculation unit 67 does not need to calculate the torque correction amount Tqx (even if it calculates, it simply calculates the torque correction amount Tqx as 0).

That is, when the compensation time Tc is an integral multiple of the control cycle time Tx, if the motor generator control unit 60 outputs the motor torque command to be applied to the motor generator 50 via the command output unit 68 described later based on the phase torque calculated by the phase torque calculation unit 63 and corrected by only the phase of the compensation time Tc, the motor generator 50 outputs the motor torque M2 that is the ideal phase torque described with reference to fig. 2 and 3.

In other words, the torque correction amount calculation section 67 has the following functions: when the zero time occurs, the phase adjustment corresponding to the zero time (2 nd compensation time) in the compensation time Tc is completed by the correction of the torque value.

Specifically, as shown in fig. 5, the torque correction amount calculation unit 67 refers to the 1 st torque value Tq1 at a time point t10 after the 1 st compensation time Tc1 is traced from an arbitrarily set reference time ta on the reverse phase torque M0 calculated by the reverse phase torque calculation unit 63. Next, the torque correction amount calculation unit 67 refers to the 2 nd torque value Tq2 at the specified time t20 after the compensation time Tc is exceeded and the time corresponding to the integral multiple of the control cycle time Tx is traced back to the reverse phase torque M0. As shown in fig. 5, the 1 st compensation time Tc1 corresponds to 5 times the control cycle time Tx (time t10 is a time counted from the reference time ta by 5 times the control cycle time Tx, 5 times 5 is the maximum integer described above), and the predetermined time t20 corresponds to a time counted from the compensation time Tc by 6 times the control cycle time Tx.

As shown in fig. 5, the torque correction amount calculation unit 67 may calculate the torque correction value Tqy by linear interpolation based on the slope of a straight line connecting the 1 st torque value Tq1 and the 2 nd torque value Tq2 in the reverse phase torque M0, and the torque correction value Tqy is an adjustment of the phase corresponding to the 2 nd compensation time. Further, torque correction amount calculation unit 67 may simultaneously calculate torque correction amount Tqx for 1 st torque value Tq1 (in the case shown in fig. 5, "Tqx ═ Tq 1-Tqy") based on torque correction value Tqy corresponding to the 2 nd correction time. When the torque correction value Tqy and the torque correction value Tqx are calculated, other approximation methods such as spline interpolation may be used instead of linear interpolation.

3-9 command output unit 68

When the sensor information acquiring unit 69 determines that the reverse torque for canceling the damper torque should be output, the command output unit 68 outputs the motor torque command to be given to the motor generator 50 based on the reverse torque whose phase is corrected by the 1 st phase correction based on the 1 st compensation time Tc1 calculated by the 1 st compensation time calculating unit 66 and the 2 nd phase correction based on the torque correction amount Tqx calculated by the torque correction amount calculating unit 67 applied to the 1 st torque value Tq1 (the torque correction amount Tqx is subtracted from the 1 st torque value Tq 1).

The phase-reversed torque obtained by performing the 1 st phase correction on the phase-reversed torque M0 calculated by the phase-reversed torque calculation unit 63 is represented by phase-reversed torque M10 in fig. 5. Further, the reverse phase torque to which the 2 nd phase correction is applied to the reverse phase torque M10 is represented by a reverse phase torque M20 in fig. 5.

In addition, in the 2 nd phase correction, a method of directly converting the 1 st torque value Tq1 into the torque correction value Tqy may be adopted instead of the method of applying the torque correction amount Tqx to the 1 st torque value Tq 1.

As described above, the motor generator control unit 60 according to the first embodiment performs the two-stage phase correction including the 1 st phase correction and the 2 nd phase correction in consideration of the control cycle time Tx of the motor generator control unit 60, thereby enabling the motor generator 50 to output the motor torque which is the ideal reverse torque in the opposite phase of the damper torque.

4. Processing of motor torque command by motor generator control unit 60

Next, a detailed procedure (flow) of processing up to the motor torque command performed by the motor generator control unit 60 according to the first embodiment will be described with reference to fig. 6 to 8. Fig. 6 is a flowchart showing a process performed by the motor/generator control unit 60. Fig. 7 is a diagram showing effective reduction of vibration due to damper torque in a vehicle V including the vibration damping control device 100 of the vehicle shown in fig. 1, shown on a simulation (simulation). Fig. 8 is a diagram showing the evaluation results of effectively reducing vibration due to damper torque in a vehicle V including the vibration damping control device 100 of the vehicle shown in fig. 1.

First, in step (hereinafter referred to as "ST") 100, the sensor information acquisition portion 69 performs determination as to whether or not an opposite phase torque that cancels the damper torque should be output, based on information acquired from various sensors, for example, information received from the accelerator position sensor 17 and the clutch position sensor 35.

If it is determined by sensor information acquisition unit 69 that it is not necessary to output the reverse torque (no in ST 100), the process of motor-generator control unit 60 ends.

On the other hand, if it is determined by the sensor information acquisition unit 69 that the output of the reverse torque is required (yes in ST 100), the process proceeds to ST 101. In ST101, the damper torque calculation unit 61 acquires information on the crank angle, which is the rotation angle of the crankshaft, and the motor angle, which is the rotation angle of the motor shaft, from the crank angle sensor 15 and the motor angle sensor 55 via the sensor information acquisition unit 69, and calculates the damper torque Tdamp generated by the damper 20 as described above based on the difference between the crank angle (θ 1) and the motor angle (θ 2).

Subsequently, the process moves from ST101 to ST 102. In ST102, the explosion cycle calculation unit 62 calculates the explosion one-time frequency fe of the engine 10 and the explosion cycle Ts of the engine 10 as described above. Note that the order of ST101 and ST102 may be reversed.

Then, the process proceeds from ST102 to ST 103. In ST103, the filter processing unit extracts the damper torque Tdamp-bpf by passing the primary explosion frequency fe of the engine 10 through the band-pass filter with respect to the damper torque Tdamp as described above.

Then, the process moves from ST103 to ST 104. In ST104, the reverse phase torque calculation portion 63 calculates the reverse phase torque for canceling the filter process end damper torque Tdamp-bpf as described above based on the filter process end damper torque Tdamp-bpf.

Subsequently, the process proceeds from ST104 to ST 105. In ST105, the lag time calculator 64 calculates the total lag time (the sum of the lag time T1 and the lag time T2) after calculating the lag time T1 in the control response and the lag time T2 based on the hysteresis torque, respectively, as described above. When the increased delay time relating to other elements occurs, the increased delay time is also summed up, and the total delay time is calculated.

Then, the process proceeds from ST105 to ST 106. In ST106, the compensation time calculation unit 65 calculates the compensation time Tc for adjusting the time point at which the output torque of the motor generator 50 is output in order to compensate for the total lag time, as described above, based on the total lag time and the explosion period Ts of the engine 10.

Subsequently, the process moves from ST106 to ST 107. In ST107, the 1 ST compensation time calculation unit 66 refers to the compensation time Tc and the preset control cycle time Tx inherent to the motor/generator control unit 60, and calculates the 1 ST compensation time Tc1 corresponding to the time of the integral multiple of the control cycle time Tx other than 0 out of the compensation time Tc as described above.

Subsequently, the process moves from ST107 to ST 108. In ST108, the torque correction amount calculation unit 67 calculates the torque correction amount Tqx (and the torque correction value Tqy) for the 1 ST torque value as described above based on the 2 nd compensation time Tc2, the 1 ST torque value Tq1 at the time point t10 after tracing back the 1 ST compensation time from the reverse torque calculated by the reverse torque calculation unit 63, and the 2 nd torque value Tq2 at the predetermined time point t20 after tracing back the integer times of the control cycle time Tx exceeding the compensation time Tc from the reverse torque calculated by the reverse torque calculation unit 63, after calculating the 2 nd compensation time Tc2(Tc 2-Tc 1) after subtracting the 1 ST compensation time Tc1 from the compensation time Tc.

Subsequently, the process proceeds from ST108 to ST 109. In ST109, the command output unit 68 outputs the motor torque command to be given to the motor generator 50 based on the phase-reversed torque whose phase is corrected by the 1 ST phase correction based on the 1 ST compensation time Tc1 calculated by the 1 ST compensation time calculation unit 66 and the 2 nd phase correction based on the torque correction amount Tqx calculated by the torque correction amount calculation unit 67 applied to the 1 ST torque value Tq1 (the 1 ST torque value Tq1 minus the torque correction amount Tqx). This ends the process of the motor/generator control unit 60.

The motor generator 50 according to the first embodiment based on the series of processes can output the motor torque that is the ideal reverse torque in which the damper torque is reversed, by outputting the motor torque command from the motor generator control unit 60.

As a result, as shown in fig. 7 and 8, it is shown that the vibration due to the damper torque is effectively reduced in the simulation and the evaluation result using the actual machine, according to the motor generator 50 according to the first embodiment that outputs the motor torque command from the motor generator control unit 60 based on the series of processes. In fig. 7 and 8, the solid line indicated by Z1 is comparative example 1 in which the reverse phase torque is not generated, the broken line indicated by Z2 is comparative example 2 in which the reverse phase torque is output from the motor generator 50 by the conventional vehicle vibration damping control device in which the control cycle time Tx is not considered, and the chain line indicated by Z3 is an example in which the reverse phase torque is output from the motor generator 50 by the vehicle vibration damping control device 100 according to the first embodiment.

As shown in fig. 7 and 8, in comparative example 1, the torque change (vibration) is large regardless of the engine speed. In comparative example 2, the torque change (vibration) was overall relaxed as compared with comparative example 1, but in fig. 7 and 8, the torque change (vibration) was increased particularly in the region surrounded by the broken line (the engine speed was around R12 to R14rpm, around R18 to R20rpm, around R26 to R28rpm, and around R36 to R38 rpm). In fig. 7 and 8, R10 < R20 < R30 < R40 < R50, and dB1 < dB2 < dB3 < dB4 < dB 5.

On the other hand, it is understood that the embodiment has a generally small value of torque variation (vibration) in all engine speeds. That is, the vehicle vibration damping control device 100 according to the first embodiment can effectively reduce vibration caused by the damper torque.

While various embodiments have been described above, the above embodiments are merely examples and are not intended to limit the scope of the invention. The above embodiment can be implemented by other various embodiments, and various omissions, substitutions, and changes can be made without departing from the spirit of the invention. Further, the structure, shape, size, length, width, thickness, height, number, and the like may be appropriately changed and implemented.

Description of the symbols

10 engines

11 crankshaft

20 vibration damper

30 clutch

40 speed change mechanism

50 motor generator

60 motor generator control unit

61 damper torque calculation section

62 explosion cycle calculating part

63 reverse phase torque calculating part

64 lag time calculating part

65 compensation time calculating part

66 1 st compensation time calculating part

67 torque correction amount calculation unit

68 Command output part

69 sensor information acquisition unit

200 tire (vehicle wheel)

201 drive shaft

T1 control lag time on response

T2 hysteresis time based on hysteresis torque

Ts burst period

Tc compensation time

Tc 11 st compensation time

Tc2 2 nd compensation time

Td lag time (total lag time)

Tx control cycle time

Tq1 No. 1 torque value

Tq2 Torque No. 2 value

Tqx Torque correction amount