JP2018095172A - Vehicle vibration control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve an effect of vibration control of a vehicle.SOLUTION: A vibration control device of a vehicle of an embodiment comprises: a motor which is connected to a shaft of a power transmission system provided between an engine and a differential gear; a battery for supplying power to the motor; a sensor information acquisition part for acquiring a crank angle detected by a crank angle sensor provided on the engine and a rotation angle detected by a motor angle sensor provided on the motor; a torque calculation part for calculating a torsion torque generated on a shaft between the engine and the differential gear based on difference between the crank angle and the rotation angle; a gain setting part for setting a gain for adjusting a torque based on whether or not a battery is charged, and temperature of the battery; and an output part for outputting a value calculated based on the torsion torque and the gain, as a torque command value to the motor.SELECTED DRAWING: Figure 3

Description

  Embodiments described herein relate generally to a vehicle vibration damping device.

  Conventionally, in a vehicle including an internal combustion engine, torsional vibration is transmitted from the internal combustion engine to the power train. Various techniques have been proposed to suppress this torsional vibration.

  For example, in recent years, a hybrid drive device mounted on a vehicle tends to include an engine such as an internal combustion engine that operates by burning fuel and a motor that assists the output of the engine. Therefore, in the hybrid drive device, a technique for suppressing torsional vibration transmitted from the internal combustion engine with torque output from the motor has been proposed.

JP-A-4-21747 JP 2004-222439 A

  However, in the prior art, when a command is issued to the motor to generate a torque that suppresses torsional vibration, the intended torque output may not be performed based on the state of the battery that supplies power to the motor. There is a problem that there is.

  A vehicle vibration damping device according to an embodiment includes a motor connected to a shaft of a power transmission system provided between an engine and a differential gear, a battery that supplies power to the motor, and a crank provided to the engine A sensor information acquisition unit that acquires a crank angle detected by the angle sensor and a rotation angle detected by a motor angle sensor provided in the motor, and an engine and a differential gear based on the difference between the crank angle and the rotation angle. A torque calculation unit that calculates a torsion torque generated in the shaft between the gain, a gain setting unit that sets a gain for adjusting torque based on whether or not the battery is charged, and a temperature of the battery, and a torsion torque And an output unit that outputs a value calculated based on the gain to the motor as a torque command value. According to this configuration, for example, by outputting an actual torque in accordance with a torque command corrected with a gain corresponding to the battery state, an appropriate torque can be output, so that the effect of the vehicle vibration suppression control can be improved. .

  In the vehicle vibration damping device of the embodiment, the sensor information acquisition unit further acquires a current value flowing between the battery and the motor, and the gain setting unit determines whether or not the battery is charged. Set the gain based on the value. According to this configuration, for example, an appropriate torque can be output by outputting an actual torque in accordance with a torque command corrected with a gain according to whether or not the battery is charged. Can be improved.

  In the vehicle vibration damping device of the embodiment, the gain setting unit sets a large value as the gain as the current value for charging the battery increases. According to this configuration, for example, an appropriate torque can be output by setting a large value as the gain as the charging current to the battery increases and outputting the actual torque according to the torque command corrected by the gain. In addition, the effect of vibration suppression control of the vehicle can be improved.

  In the vehicle vibration damping device of the embodiment, the sensor information acquisition unit further acquires the SOC of the battery, and the gain setting unit determines whether the battery is charged based on the change in the SOC. Set. According to this configuration, for example, by outputting the actual torque in accordance with the torque command corrected with the gain based on the change in the SOC, an appropriate torque can be output, so that the effect of the vibration suppression control of the vehicle can be improved. it can.

  In the vehicle vibration damping device of the embodiment, the gain setting unit sets a large value as the gain as the SOC decreases when the SOC change amount increases. According to this configuration, for example, by outputting the actual torque in accordance with the torque command corrected with the gain based on the SOC of the battery, an appropriate torque can be output, so that the effect of the vibration suppression control of the vehicle can be improved. it can.

Drawing 1 is a figure showing the example of composition of vehicles of an embodiment. FIG. 2 is a simplified diagram of FIG. 1 showing an example of suppression of torsional vibration that cannot be alleviated by the damper device transmitted to the transmission in the embodiment. FIG. 3 is a diagram illustrating a configuration example of the motor control unit of the embodiment. FIG. 4 is a diagram illustrating a correspondence relationship between the current value and the gain according to the embodiment. FIG. 5 is a diagram illustrating a correspondence relationship between the temperature and the gain according to the embodiment. FIG. 6 is a diagram illustrating the amount of change in SOC in the modification. FIG. 7 is a diagram illustrating the correspondence relationship between the SOC change amount, the SOC, and the gain in the modification. FIG. 8 is a flowchart illustrating a procedure of torque command output processing in the motor control unit of the embodiment. FIG. 9 shows changes in engine speed in the simulation. FIG. 10 is a diagram exemplifying a torque change when the adjustment of the torque according to the battery state shown in the embodiment is not performed when the engine speed as shown in FIG. 9 changes. FIG. 11 is a diagram illustrating a torque change when the torque is adjusted according to the battery state shown in the embodiment when the engine speed as shown in FIG. 9 changes.

  Hereinafter, exemplary embodiments of the present invention are disclosed. The configuration of the embodiment shown below and the operations, results, and effects brought about by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. .

  In the present embodiment, the vehicle 1 equipped with the vibration damping device may be, for example, a hybrid vehicle that uses both the internal combustion engine and the electric motor as drive sources, or an automobile that includes other drive sources. Good. Further, the vehicle 1 can be mounted with various transmissions, and various devices necessary for driving the internal combustion engine and the electric motor, such as systems and components, can be mounted. In addition, the method, number, layout, and the like of devices related to driving of wheels in the vehicle 1 can be set in various ways.

  In the present embodiment, as illustrated in FIG. 1, the vehicle 1 (for example, a four-wheel automobile) includes an engine 2 as a drive source. In the vehicle 1, the torque (rotation) of the engine 2 is applied to the wheels 6 via the shaft 11, the clutch 16 (including the damper device 3), the shaft 12, the transmission 4, the shaft 13, the differential gear 5, the drive shaft 14, and the like. Communicated. In FIG. 1, the vehicle 1 is illustrated as a so-called FR vehicle in which an engine 2 is mounted in front of the vehicle and the rear wheels are driven. The present embodiment does not limit the vehicle to an FR vehicle. For example, the configuration including the motor control unit 100 shown in the present embodiment is a so-called FF vehicle in which an engine is mounted in front of the vehicle and the front wheels are driven. Even when applied to a four-wheel drive vehicle, the same effects can be obtained.

  The vehicle 1 includes a motor 7 as a drive source. The motor 7 is connected in the transmission 4 to the shaft of the power transmission system between the engine 2 and the differential gear 5.

  Thereby, in the vehicle 1, the torque (rotation) of the motor 7 is transmitted to the shafts of the power transmission system (input shaft, counter shaft, output shaft, etc.) in the transmission 4 via the shaft 15 and the gear (not shown). One of them). The torque of the motor 7 can be used for torque assist of the engine 2 and torque assist during shifting. The motor 7 is controlled by the motor control unit 100. In the present embodiment, the motor 7 is arranged on the wheel 6 side with respect to the damper device 3.

  The battery 8 supplies (discharges) electric power that generates torque to the motor 7 and stores (charges) electric power regenerated from rotation (torque) of the motor 7.

  The battery ECU 9 monitors the voltage and current of the battery 8, calculates the state of charge (SOC) based on the monitoring result, and performs charge / discharge control of the battery 8. Further, the battery ECU 9 transmits information such as the SOC of the battery 8 to the motor control unit 100.

  In this embodiment, the transmission 4 (transmission device) is configured as a manual transmission that changes gears by manual operation of the driver.

  The engine 2 (internal combustion engine) is an internal combustion engine that uses fuel such as gasoline, light oil, alcohol, and hydrogen, and is, for example, a port injection type or an in-cylinder injection type (direct injection type) engine. The engine 2 is controlled by an engine control device (not shown). The engine control device can control, for example, the torque (engine torque) of the engine 2 and the rotational speed (rotation speed).

  The engine 2 is provided with a crank angle sensor 21 for detecting the crank angle and the rotational speed of the engine 2. The crank angle sensor 21 outputs a signal indicating the rotation speed of the engine 2 and the crank angle to the motor control unit 100 and the engine control unit.

  The accelerator position sensor 22 detects an accelerator opening of an accelerator (not shown), and outputs a signal indicating the accelerator opening to the motor control unit 100 and the engine control unit.

  The stroke sensor 23 is a sensor that measures the stroke of the clutch 16, and outputs a signal indicating the stroke of the clutch 16 to the motor control unit 100 and the engine control unit. The clutch 16 is provided with at least one of a flywheel damper and a clutch disk damper as the damper device 3. It is assumed that the damper device 3 of this embodiment also serves as a component part of the clutch 16. The clutch 16 is provided between the engine 2 and the transmission 4, and is a device that switches whether torque from the engine 2 is transmitted to the transmission 4.

  The motor temperature sensor 24 is provided in the vicinity of the motor 7 and outputs a signal indicating the temperature of the motor 7 to the motor control unit 100.

  The motor current sensor 25 outputs a signal indicating the value of the current flowing through the motor 7 to the motor control unit 100.

  The motor angle sensor 26 outputs a signal indicating the rotation speed and rotation angle of the motor 7 to the motor control unit 100.

  The current sensor 27 outputs a signal indicating a current value flowing between the battery 8 and the motor 7 to the motor control unit 100.

  The battery temperature sensor 28 is provided in the vicinity of the battery 8 and outputs a signal indicating the temperature of the battery 8 to the motor control unit 100.

  The clutch 16 is provided, for example, between a shaft 11 that is an output side of the engine 2 and a shaft 12 that is an input side of the transmission, and the damper device 3 is generated by a twist between the shaft 11 and the shaft 12. Reduces torque fluctuations and torsional vibrations. The damper device 3 can also be referred to as a torque fluctuation absorber. However, the damper device 3 cannot alleviate all torque fluctuations and torsional vibrations. Therefore, in the present embodiment, vibration suppression control is performed using the motor 7.

  FIG. 2 is a simplified diagram of FIG. 1 showing an example of suppression of torsional vibration that cannot be alleviated by the damper device 3 transmitted to the transmission 4 in the present embodiment. As shown in FIG. 2, a torsional vibration 201 that cannot be alleviated by the damper device 3 is transmitted to the transmission 4. On the other hand, the motor 7 connected to the transmission 4 outputs a reverse torque 202 that cancels the torque of the torsional vibration 201. Thereby, the torsional vibration torque 203 transmitted to the drive shaft 14 that connects the differential gear 5 and the wheels (tires) 6 is suppressed.

  By the way, when the motor 7 outputs torque according to the torque command from the motor control unit 100, whether or not the motor 7 can output the actual torque according to the torque command value depends on the battery 8 that supplies power to the motor 7. The state of is greatly affected.

  For example, when the battery 8 receives a torque command for outputting torque while charging, the battery 8 is switched from charging to discharging compared to when the battery 8 receives a torque command for outputting torque while discharging. Therefore, there is a delay until the actual torque according to the torque command is output.

  Therefore, in the present embodiment, when the motor 7 outputs torque, the motor control unit 100 outputs the torque command after multiplying the torque command value by a gain corresponding to the state of the battery 8.

  FIG. 3 is a diagram illustrating a configuration example of the motor control unit 100 of the present embodiment. The motor control unit 100 is configured as an ECU (Electronic Control Unit), for example. The ECU has, for example, an MCU (Micro Control Unit). The MCU includes a central processing unit (CPU), a main storage device (memory), an auxiliary storage device, an interface (input / output device), a communication device, a bus, and the like (all not shown). The main storage device is, for example, a ROM (Read Only Memory) or a RAM (Random Access Memory). The auxiliary storage device is, for example, a flash memory. In the MCU, the CPU executes arithmetic processing in accordance with a program installed in the main storage device and controls each unit such as the motor 7. The MCU may include a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), and the like.

  The motor control unit 100 is configured to control the motor 7 and outputs a torque command for canceling torsional vibration to the motor 7 when a predetermined condition is satisfied. The motor control unit 100 according to the present embodiment executes a program to obtain a sensor information acquisition unit 701, a determination unit 702, a torque calculation unit 703, a battery state determination unit 704, a gain setting unit 705, and torque correction. A unit 706, a filter processing unit 707, and an output unit 708 are realized.

  The sensor information acquisition unit 701 acquires various information from various connected sensors. For example, the sensor information acquisition unit 701 acquires the rotation speed and rotation angle of the motor 7 detected by the motor angle sensor 26, and acquires the rotation speed and crank angle of the engine 2 detected by the crank angle sensor 21. .

  The sensor information acquisition unit 701 acquires the temperature of the motor 7 from the motor temperature sensor 24 provided in the motor 7. Further, the sensor information acquisition unit 701 acquires a current value flowing from the motor current sensor 25 to the motor 7. Further, the sensor information acquisition unit 701 acquires the accelerator opening from the accelerator position sensor 22 and acquires the stroke of the clutch 16 from the stroke sensor 23.

  Further, the sensor information acquisition unit 701 acquires the temperature of the battery 8 from the battery temperature sensor 28 provided in the battery 8. Further, the sensor information acquisition unit 701 acquires a current value flowing between the motor 7 and the battery 8 from the current sensor 27.

  The determination unit 702 determines whether or not to perform vibration suppression control based on the information acquired by the sensor information acquisition unit 701. For example, the crank angle sensor 21 of the engine 2, the stroke sensor 23 of the clutch 16, the accelerator position sensor 22, and the fuel cut sensor signal may be used as a reference for determining whether to perform the vibration suppression control. It may be based on G sensor, navigation information, etc.

  For example, when the determination unit 702 can determine from the stroke sensor 23 of the clutch 16 that the clutch 16 is not engaged or from the accelerator position sensor 22 that the accelerator is not depressed, Since the torque fluctuation of the engine 2 is not transmitted, it is determined that the vibration suppression control is unnecessary.

  As another example, the determination unit 702 may determine whether or not to perform vibration suppression control based on whether or not the transmission 4 is in the high speed stage. For example, it is conceivable to control the motor 7 to perform torque assist at the low speed stage and to perform vibration suppression control on the motor 7 at the high speed stage. When traveling at a high speed, the vibration of the engine 2 often feels uncomfortable. Therefore, it is conceivable to perform vibration suppression control when it is determined that the speed is high. As a criterion for determining whether or not the gear is in the high speed stage, it may be based on whether or not the gear ratio is less than 1 (for example, 5th to 6th gears).

  In the present embodiment, for example, the following three methods are conceivable as a method by which the determination unit 702 determines which gear stage the transmission 4 is in.

(1) Judgment from signal received from shift lever position sensor (not shown) (2) Judgment from signal from shift position sensor (sensing the stroke of moving parts inside transmission 4) (not shown) (3) Engine speed and Judgment from wheel (shaft) rotation speed

  In the determination methods shown in (1) and (2), the correspondence between each sensor value and the gear position is stored in an auxiliary storage device of the motor control unit 100 (for example, ECU). Then, the determination unit 702 identifies the gear position based on the sensor value received by the sensor information acquisition unit 701 from the shift lever position sensor or the shift position sensor.

  In the determination method shown in (3), the sensor information acquisition unit 701 performs the determination based on the acquired engine speed and wheel speed. The wheel rotation speed is acquired from a sensor provided on the wheel shaft. The following formula (1) is established between the engine speed and the wheel speed.

Engine speed ÷ gear ratio ÷ final reduction ratio (diff gear ratio) = wheel speed ... (1)
(However, the clutch 16 is connected and the clutch 16 is not slipped.)

Then, the following formula (2) can be derived by modifying the formula (1).
Each gear ratio = engine speed / wheel speed / final reduction ratio (2)

  The auxiliary storage device of the motor control unit 100 (for example, ECU) stores the final reduction ratio in advance. Thereby, the determination part 702 can obtain | require each gear ratio based on Formula (2).

  Furthermore, the auxiliary storage device stores in advance the correspondence between each gear ratio and the gear position. Thereby, the determination part 702 can specify a gear stage from each gear ratio.

  Note that the present embodiment is not limited to a method for determining whether or not the specified shift speed is 5th to 6th, and whether or not the calculated gear ratio is greater than the threshold value 1.0. It may be determined. The present embodiment is not limited to the three determination methods described above, and other methods may be used.

The torque calculation unit 703 calculates a torsion torque Tdamp that is output from the damper device 3 and transmitted to the shaft between the engine 2 and the differential gear 5 based on the difference between the crank angle θ1 and the motor rotation angle θ2. To do. In this embodiment, it calculates from the following formula (1). The spring constant K of the damper device 3 is assumed.
Tdamp = K * (θ1-θ2) (1)

  The battery state determination unit 704 determines whether or not the battery 8 is in a charged state or a discharged state based on information acquired by the sensor information acquisition unit 701. The battery state determination unit 704 of the present embodiment determines the battery state based on the value of current flowing between the motor 7 and the battery 8 acquired by the sensor information acquisition unit 701.

  In the present embodiment, when the current value flowing between the motor 7 and the battery 8 is positive, power is flowing from the battery 8 to the motor 7, in other words, discharging is performed, and in the negative case In addition, power is flowing from the motor 7 to the battery 8, in other words, charging is performed.

  Further, the battery state determination unit 704 of the present embodiment regards the battery 8 as a discharged state when the current value i ≧ 0.01, and determines that the battery 8 is in the charged state when the current value i ≦ −0.01. I reckon. In this embodiment, the case where the threshold value is set to ± 0.01 will be described. However, the threshold value ± 0.01 is described as an example, and an appropriate threshold value is set according to the embodiment. And

  The gain setting unit 705 sets a gain for adjusting the torsion torque based on the battery state determined by the battery state determination unit 704 (whether the battery 8 is charged) and the temperature of the battery 8. In the present embodiment, an example in which the torsion torque is adjusted in order to adjust the torque command value output as the torque command in accordance with the state of the battery 8 will be described.

  The gain setting unit 705 of the present embodiment derives a gain Ki based on the battery state and a gain Ktemp based on the temperature of the battery 8.

  By the way, when torque is output from the motor 7 in accordance with the torque command, the torque is output according to the torque command when the battery 8 is charged, compared to when the battery 8 is discharged. difficult. Therefore, in this embodiment, the gain is set according to whether or not the battery 8 is charged. Furthermore, when the battery 8 is charged, it is more difficult to output torque according to the torque command when the charging current is larger. Therefore, in the present embodiment, the gain is set according to the charging current value.

  The gain setting unit 705 of the present embodiment sets the gain Ki according to the value of the current flowing between the motor 7 and the battery 8 in addition to whether or not the battery 8 determined by the battery state determination unit 704 is charged. Set. The gain setting unit 705 acquires the gain Ki corresponding to the acquired current value i based on the correspondence relationship between the current value i and the gain Ki.

  FIG. 4 is a diagram illustrating the correspondence between the current value i and the gain Ki. The association between the current value i and the gain Ki as shown in FIG. 4 is stored in the auxiliary storage device. The information indicating the correspondence relationship stored in the auxiliary storage device is associated with the gain Ki so that the gain Ki increases as the charging current increases. On the other hand, the discharge current is associated so that the gain Ki is “1” regardless of the magnitude. The gain setting unit 705 according to the present embodiment derives the gain Ki with reference to information indicating the corresponding relationship stored in the auxiliary storage device.

  Furthermore, the gain setting unit 705 of the present embodiment acquires the gain Ktemp based on the temperature T of the battery 8 based on the correspondence relationship between the temperature T and the gain Ktemp.

  FIG. 5 is a diagram illustrating a correspondence relationship between the temperature T and the gain Ktemp. As shown in FIG. 5, the association between the temperature T and the gain Ktemp is stored in the auxiliary storage device. The gain setting unit 705 of the present embodiment can derive the gain Ktemp from the temperature T acquired by the sensor information acquisition unit 701 with reference to the information indicating the corresponding relationship stored in the auxiliary storage device.

Furthermore, the gain setting unit 705 sets a correction gain Kcomp for correcting the torque from the gain Ki and the gain Ktemp. In the present embodiment, the correction gain Kcomp is derived from the following equation (2).
Kcomp = Ki * Ktemp (2)

  In the present embodiment, the example in which the gain Ki is acquired from the state of the battery 8 based on the current value has been described. However, the state of the battery 8 is not limited to the method of acquiring based on the current value. Thus, as a modification, an example in which the gain Ksoc is acquired based on SOC (State Of Charge) will be described.

  The sensor information acquisition unit 701 of the modified example acquires the SOC of the battery 8 from the battery ECU 9. Then, gain setting section 705 derives the change amount of the SOC from the previously acquired SOC and the currently acquired SOC.

  FIG. 6 is a diagram illustrating the amount of change in SOC. As shown in FIG. 6, the amount of change in the SOC can be derived from the difference between the SOC acquired at time t1 and the SOC acquired at time t2. And the gain setting part 705 of a modification derives a gain from the variation | change_quantity of SOC. Further, in the battery 8, the difficulty of flowing current differs according to the charging rate (SOC). Thus, in the present embodiment, a gain corresponding to the charging rate (SOC) is further set.

  FIG. 7 is a diagram illustrating the correspondence relationship between the SOC change amount, the SOC, and the gain. By referring to the correspondence shown in FIG. 7, the gain setting unit 705 can specify the gain Ki from the SOC change amount [%] and the SOC [%].

  In the example shown in FIG. 7, when the battery 8 is being charged, the gain Ki is set to a larger value as the SOC change amount increases. Further, as the SOC becomes smaller, the voltage of the battery 8 becomes lower and the current hardly flows, so the gain Ki is set to a larger value. In the modification, an appropriate setting of the gain Ki is realized by setting the gain Ki based on the SOC of the battery 8 in addition to the charging current value as to whether the battery 8 is in the charging state. it can. Note that after calculating the gain Ki, the correction gain Kcomp is calculated by the same method as in the embodiment, and the description thereof is omitted.

Returning to the embodiment, the torque correction unit 706 calculates the correction torsion torque by multiplying the torsion torque Tdamp calculated by the torque calculation unit 703 by the correction gain Kcomp. In the present embodiment, the following formula (3) is used.
Tdamp '= Tdamp * Kcomp (3)

  The filter processing unit 707 performs a filtering process of the corrected torsional torque Tdamp ′ using a bandpass filter that passes a predetermined frequency component. Since the correction torsion torque Tdamp 'includes a useful component for driving the vehicle 1, in this embodiment, only a component unpleasant to the passenger is removed.

  The filter processing unit 707 of the present embodiment is an example that passes the primary frequency component f [Hz] of the engine explosion. For this reason, the filter processing unit 707 performs a calculation process of the primary frequency component f [Hz] of the engine explosion. For the calculation, the following formula (4) is used. It is assumed that the engine speed N [rpm], the cylinder number n, and the cycle number C. The engine speed N [rpm] is calculated from the crank angle acquired by the sensor information acquisition unit 701. Further, the cylinder number n and the cycle number C are stored in advance.

  f = (N / 60) * (n / C) (4)

  Then, the output unit 708 sets a value that cancels the value extracted by the filter processing unit 707 (for example, the sign is inverted) as a value output as a torque command.

  The output unit 708 outputs to the motor 7 a torque command that cancels the primary frequency component f of the engine explosion that is included in the corrected torsional torque.

  Next, torque command output processing in the motor control unit 100 of the present embodiment will be described. FIG. 8 is a flowchart showing the above-described processing procedure in the motor control unit 100 of the present embodiment.

  First, the sensor information acquisition unit 701 acquires various information from various connected sensors (S801).

  Next, the determination unit 702 determines whether to perform vibration suppression control based on the information acquired by the sensor information acquisition unit 701 (S802). If it is determined not to perform vibration suppression control (S802: No), '0' is set to the value of the torque command (S803), and the process proceeds to S812.

  On the other hand, when the determination unit 702 determines that the vibration suppression control is to be performed (S802: Yes), the sensor information acquisition unit 701 acquires the crank angle θ1 and the motor rotation angle θ2 (S804).

  Then, the torque calculation unit 703 calculates the torsion torque Tdamp from the crank angle θ1 and the motor rotation angle θ2 (S805).

  The sensor information acquisition unit 701 acquires the temperature of the battery 8 from the battery temperature sensor 28 provided in the battery 8, and acquires the current value flowing between the motor 7 and the battery 8 from the current sensor 27 (S806).

  Then, the battery state determination unit 704 determines the state of the battery 8 (whether the battery 8 is in a charged state or a discharged state) based on the information acquired by the sensor information acquisition unit 701 (S807).

  The gain setting unit 705 corrects the torsion torque Tdamp based on the state of the battery 8 (whether the battery 8 is charged) determined by the battery state determination unit 704 and the temperature of the battery 8. Is set (S808).

  The torque correction unit 706 calculates a correction torsion torque Tdamp 'by multiplying the torsion torque Tdamp calculated by the torque calculation unit 703 by the correction gain Kcomp (S809).

  The filter processing unit 707 performs a filtering process of the corrected torsional torque Tdamp 'using a bandpass filter that passes the primary frequency component f of the engine explosion (S810).

  The output unit 708 sets a torque command value based on the value extracted by the filter processing unit 707 (S811). In the present embodiment, the torque that cancels the value extracted in the filtering process is set as a value that becomes a torque command.

  Then, the output unit 708 outputs a torque command (S812).

  In the present embodiment, a torque command according to the state of the battery 8 can be realized by outputting a torque command in accordance with the above-described processing procedure, so that a reduction in the vibration suppression effect can be prevented.

  Next, simulation results when the torque command of this embodiment is output will be described. FIG. 9 shows changes in engine speed in the simulation.

  FIG. 10 is a diagram exemplifying a torque change when the adjustment of the torque according to the battery state shown in the present embodiment is not performed when the engine speed as shown in FIG. 9 changes. In the example shown in FIG. 10, when the torsional torque 1001 is positive, electric power is supplied to the motor 7, in other words, the battery 8 is discharged. When the torsion torque 1001 is negative, regenerative electric power is generated from the motor 7, in other words, the battery 8 is charged.

  A torque 1002 indicates a torque output from the motor 7 when a torque command is output so as to cancel the torsional torque 1001. As shown in FIG. 10, the peak of the wave of torque 1002 is output to a value close to the peak of the wave of torsion torque 1001 on the positive side, but is considerably smaller than the peak of the wave of torsion torque 1001 on the negative side. Get smaller.

  Torque 1003 indicates the torsion torque generated in the drive shaft 14. As shown in FIG. 10, the torque 1003 has a large variation.

  FIG. 11 is a diagram illustrating the torque change when the torque is adjusted according to the battery state shown in the present embodiment when the engine speed as shown in FIG. 9 changes. The torsion torque 1001 shown in FIG. 11 is the same as that in FIG.

  The torque 1101 indicates the torque output from the motor 7 when a torque command is output so as to cancel the torsional torque 1001. As shown in FIG. 11, the peak of the torque 1101 wave has a value closer to the torsional torque 1001 compared to the torque 1002 in FIG. 10.

  Torque 1102 indicates a torsion torque generated in the drive shaft 14. The torque 1102 shown in FIG. 11 has a smaller fluctuation in value than the torque 1003 in FIG. 10, and thus it can be confirmed that vibration is suppressed.

  As described above, in this embodiment, by providing the above-described configuration, it is possible to suppress a change in torsional torque generated in the drive shaft 14. In other words, the effect of vibration suppression control of the vehicle 1 can be improved. Therefore, since unpleasant vibration generated in the vehicle 1 can be suppressed, unpleasant feeling given to the passenger can be suppressed.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Engine, 3 ... Damper apparatus, 4 ... Transmission, 5 ... Differential gear, 6 ... Wheel, 7 ... Motor, 8 ... Battery, 9 ... Battery ECU, 11, 12, 13, 15 ... Shaft, 14 DESCRIPTION OF SYMBOLS ... Drive shaft, 16 ... Clutch, 21 ... Crank angle sensor, 22 ... Accelerator position sensor, 23 ... Stroke sensor, 24 ... Motor temperature sensor, 25 ... Motor current sensor, 26 ... Motor angle sensor, 27 ... Current sensor, 28 ... Battery temperature sensor, 100 ... motor control unit, 701 ... sensor information acquisition unit, 702 ... determination unit, 703 ... torque calculation unit, 704 ... battery state determination unit, 705 ... gain setting unit, 706 ... torque correction unit, 707 ... filter Processing unit, 708... Output unit.

Claims (5)

A motor connected to the shaft of the power transmission system provided between the engine and the differential gear;
A battery for supplying power to the motor;
A sensor information acquisition unit for acquiring a crank angle detected by a crank angle sensor provided in the engine and a rotation angle detected by a motor angle sensor provided in the motor;
Based on the difference between the crank angle and the rotation angle, a torque calculation unit that calculates a torsion torque generated in a shaft between the engine and the differential gear;
A gain setting unit for setting a gain for adjusting torque based on whether or not the battery is charged and the temperature of the battery;
An output unit that outputs a value calculated based on the torsional torque and the gain to the motor as a torque command value;
A vehicle vibration control device comprising: The sensor information acquisition unit further acquires a current value flowing between the battery and the motor,
The gain setting unit sets the gain based on the current value as to whether or not the battery is charged.
The vehicle vibration damping device according to claim 1. The gain setting unit sets a large value as the gain as the current value at which the battery is charged increases.
The vehicle vibration damping device according to claim 2. The sensor information acquisition unit further acquires SOC (State Of Charge) of the battery,
The gain setting unit sets the gain based on a change in the SOC as to whether or not the battery is charged.
The vehicle vibration damping device according to claim 1. The gain setting unit sets a large value as the gain as the SOC decreases when the amount of change in the SOC increases.
The vehicle vibration damping device according to claim 4.

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