JP2019031196A - Control device of vehicle - Google Patents

Abstract

To provide a control device of a vehicle for properly damping the vibration generated in a power train by taking hysteresis characteristics of a torsion damper into consideration.SOLUTION: A control device 30 includes: a torsional angle calculation part 32 for calculating a torsional angle of a torsion damper part 12b; a torsional torque calculation part 33 for calculating first torsional torque Tdamp_p of the torsion damper part 12b; a hysteresis torque calculation part 35 for calculating first hysteresis torque Htemp by using the torsional angle; a hysteresis torque correction part 36 for correcting the torque Htemp and calculating second hysteresis torque Hdamp_c; a torque calculation part 37 for calculating a torque command Tm so that the phase becomes a reverse phase with respect to the torque Tdamp_p and the torque Hdamp_c; a command torque determination part 38 for determining a damping control torque command Tm_req; and a driving control part 39 for causing an electric motor 15 to generate damping control torque Tv.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control device that controls vibrations of a vehicle.

  Conventionally, for example, a device for attenuating torsional vibration in a power train of an automobile disclosed in Patent Document 1 below is known. In a vehicle equipped with this conventional device, an engine crankshaft and a transmission input shaft are connected via a torsional vibration damper, and an electric motor is connected to the input shaft. This conventional device generates torque having the same phase and amplitude as the torque fluctuation in the electric motor against the torque fluctuation of the damper torque input to the input shaft from the crankshaft of the engine via the torsional vibration damper. By doing so, the vibration of the power train is removed.

  Conventionally, for example, a torque estimation device for an internal combustion engine disclosed in Patent Document 2 below is also known. A vehicle on which this conventional torque estimation device is mounted includes an engine and an electric motor that are connected to each other via a damper, an input shaft that is connected to the damper and transmits the power of each of the engine and the electric motor, It comes to be equipped with. The conventional torque estimation device detects the torsion angle of the damper, and estimates the engine torque based on the detected torsion angle and an approximate expression indicating the damper characteristic of the damper.

JP-A-4-21747 JP 2009-293481 A

  Generally, a torsional damper such as a torsional vibration damper and a damper includes an outer plate that rotates integrally with an engine crankshaft, an inner plate that rotates integrally with an input shaft, and a thrust member that slides against the outer plate or the inner plate. And a plurality of compression coil springs arranged in the circumferential direction so as to connect the outer plate and the inner plate. Then, the torsion damper generates a torsional torque generated from the frictional force generated by the thrust member and the elastic force generated by the compression coil spring in a situation where the outer plate (crankshaft) and the inner plate (input shaft) rotate relative to each other. Occur. Thereby, the torsion damper attenuates the torque fluctuation of the damper torque (engine torque).

  By the way, the direction and magnitude of the torsional torque change as the relative rotational direction of the outer plate (crankshaft) and the inner plate (input shaft) changes. That is, the torsional torque generated by the torsion damper mainly includes a hysteresis torque having a hysteresis characteristic due to the frictional force generated by the thrust member. For this reason, when torsional torque including hysteresis torque is transmitted to the input shaft together with damper torque, vibration occurs in the input shaft.

  However, in the apparatus disclosed in Patent Document 1, since the hysteresis torque (hysteresis characteristic) is not considered for the torsional torque generated by the torsion damper, the torsional torque cannot be accurately estimated. As a result, even if the electric motor generates a torque having the opposite phase and the same amplitude as the torsional torque, the varying torsional torque cannot be offset. Therefore, the apparatus disclosed in Patent Document 1 cannot sufficiently damp (dampen) vibrations generated in the input shaft (power train) due to fluctuations in torsional torque and, consequently, engine torque fluctuations. .

  In the torque estimation device disclosed in Patent Document 2 as well, since the hysteresis torque (hysteresis characteristic) is not taken into account for the torsion torque, the torsion torque cannot be estimated with high accuracy. The fluctuation cannot be estimated accurately. Therefore, even if the torsional torque is estimated based on the torque fluctuation of the engine estimated by the torque estimating device of Patent Document 2 in the device of Patent Document 1, the vibration generated in the input shaft (power train). Cannot be sufficiently attenuated (vibrated).

  The present invention has been made to solve the above problems. That is, an object of the present invention is to provide a vehicle control apparatus that can satisfactorily suppress vibration generated in a power train in consideration of hysteresis characteristics of a torsion damper provided in a power train that transmits engine power to wheels. Is to provide.

  In order to solve the above problems, an invention of a vehicle control device according to claim 1 includes an engine, a transmission, a clutch that connects and disconnects the crankshaft of the engine and the input shaft of the transmission, A torsion damper that allows the relative rotation of the input shaft by torsional deformation, a wheel connected to the drive shaft of the transmission, and any of the input shaft, transmission, and drive shaft that constitute the power train that transmits engine power to the wheel A torsional angle calculating unit that is applied to a vehicle having a connected electric motor and controls driving of the electric motor, wherein the control device calculates a torsional angle associated with torsional deformation of the torsion damper And twist A torsion torque calculation unit for calculating a first torsion torque generated by the torsion damper using the torsion angle calculated by the calculation unit, and a torsion having a predetermined relationship with a torsion angle of the torsion damper and a torsion direction of the torsion damper; Estimates the hysteresis torque calculation unit that calculates the first hysteresis torque generated by the damper using the torsion angle calculated by the torsion angle calculation unit, and changes in the frictional force generated by the torsion damper due to torsional deformation. The first hysteresis torque is corrected based on the changed frictional force to calculate the second hysteresis torque, the first torsion torque calculated by the torsion torque calculation unit, and the hysteresis torque correction unit. The electric motor so that it is in opposite phase to the second hysteresis torque A torque calculation unit that calculates a torque command to be moved, and a vibration suppression control torque command that causes the electric motor to generate vibration suppression control torque for suppressing vibration generated in the power train were calculated by the torque calculation unit. A command torque determining unit that determines based on a torque command, and a drive control unit that drives and controls the electric motor based on the vibration suppression control torque command and generates vibration control torque for the power train in the electric motor, Prepare.

  According to this, the control device can determine the vibration suppression control torque command in consideration of the hysteresis characteristic of the torsion damper, and can generate the vibration suppression control torque in the electric motor. Further, the control device estimates a change (specifically, a decrease) in the frictional force of the torsion damper that determines the first hysteresis torque for the first hysteresis torque generated according to the torsion angle and the torsion direction of the torsion damper. The damping control torque command can be determined using the second hysteresis torque obtained by correcting the first hysteresis torque based on the estimated change in the frictional force. Therefore, the control device can more accurately estimate the second hysteresis torque generated by the torsion damper and determine the vibration suppression control torque command, and can effectively suppress the vibration generated in the power train. .

1 is a block diagram schematically showing a configuration of a vehicle according to an embodiment. FIG. 2 is a functional block diagram schematically showing a configuration of a control device in FIG. 1. It is a graph which shows roughly the hysteresis characteristic of a torsion damper part. It is a graph which shows the relationship between a sliding distance and a 1st gain. It is a graph which shows the relationship between temperature and a 2nd gain. It is a graph which shows the relationship between damping control torque command and a target electric current value. It is a flowchart of the vibration suppression control program executed by the control device. It is a graph explaining the magnitude | size of the torque fluctuation (amplitude) of a drive shaft when the torque for damping control input into a power train and the damping control torque are inputted. It is a graph explaining the magnitude | size of the torque fluctuation (amplitude) of a drive shaft in case the damping control torque which does not consider the hysteresis characteristic input into a power train, and the damping control torque are input.

  Embodiments of the present invention (hereinafter also referred to as “present embodiments”) will be described below with reference to the drawings. Each figure used for explanation is a conceptual diagram, and the shape of each part may not necessarily be exact.

  As shown in FIG. 1, the vehicle 10 of the present embodiment includes an engine 11 as a drive source, a clutch / damper 12, a transmission 13, wheels 14, and an electric motor 15 as a drive source. The engine 11 is a multi-cylinder internal combustion engine having a plurality of cylinders and pistons, and generates power (engine torque) using gasoline, light oil, or the like as fuel. The engine 11 includes a crankshaft 16 as an output shaft that outputs engine torque. The crankshaft 16 is connected to the clutch / damper 12 via a flywheel 16 a that rotates integrally with the crankshaft 16.

  The clutch damper 12 has an annular clutch portion 12a and an annular torsion damper portion 12b connected to the inner periphery of the clutch portion 12a. The clutch portion 12a is sandwiched between a flywheel 16a and a pressure plate (not shown) of a clutch cover fixed to the flywheel 16a. The clutch portion 12a transmits the engine torque to the input shaft 17 of the transmission 13 by friction engagement with the flywheel 16a, and the engine torque input shaft 17 (transmission) by releasing the friction engagement with the flywheel 16a. 13) Block transmission to. That is, the clutch portion 12 a connects and disconnects the crankshaft 16 of the engine 11 and the input shaft 17 of the transmission 13.

  The torsion damper portion 12b is connected to the input shaft 17 of the transmission 13 on the inner periphery. The torsion damper portion 12b includes an outer plate (not shown) that rotates integrally with the clutch portion 12a (that is, the flywheel 16a and the crankshaft 16), an inner plate (not shown) that rotates integrally with the input shaft 17, A thrust member 12b1 fixed to the inner plate and sliding with respect to the outer plate, a plurality of compression coil springs (not shown) arranged at equal intervals in the circumferential direction so as to connect the outer plate and the inner plate; This is a well-known torsion damper.

  The torsion damper portion 12b is configured such that the inner plate rotates relative to the outer plate when the clutch portion 12a is frictionally engaged (that is, transmitting engine torque in the connected state). Thereby, the torsion damper portion 12b allows the relative rotation of the input shaft 17 with respect to the crankshaft 16 by causing torsional deformation.

  When the crankshaft 16 and the input shaft 17 are rotated relative to each other, in other words, when the torsional damper portion 12b is torsionally deformed, the thrust member 12b1 slides relative to the outer plate in the circumferential direction and is compressed. The coil spring is elastically deformed in the circumferential direction. As a result, the torsion damper portion 12b attenuates torque fluctuation (torsional vibration) input from the engine 11 side by the frictional force generated by the thrust member 12b1 and the elastic force generated by expansion and contraction of the compression coil spring. The torsion damper portion 12 b transmits engine torque (hereinafter, this engine torque is referred to as “damper torque”) in which torque fluctuation is attenuated to the input shaft 17.

  Here, as will be described later, the torsion damper portion 12b is provided with a torque Tdamp () associated with a torsional deformation that generates a relative angular difference between the crankshaft 16 and the input shaft 17, that is, a twist angle θdamp in the circumferential direction of the torsion damper portion 12b. Hereinafter, this torque is referred to as “torsion torque Tdamp”. Further, since the torsion damper portion 12b generates a frictional force by the thrust member 12b1, hysteresis is generated according to the twist angle θdamp and the twist direction (direction of action). In this case, as will be described later, the torsion damper section 12b generates a torque Hdamp associated with hysteresis (hereinafter, this torque is referred to as “hysteresis torque Hdamp”). Accordingly, the damper torque transmitted to the input shaft 17 includes the torsion torque Tdamp and the hysteresis torque Hdamp. As will be described later, the torsion torque Tdamp can change depending on the hysteresis torque Hdamp.

  The transmission 13 has an input shaft 17 and a drive shaft 18. The transmission 13 is a known stepped transmission (such as an automatic transmission or a manual transmission) having a plurality of (for example, six) forward gears, one reverse gear, and a neutral gear. . The gear position of the transmission 13 is switched according to the operation of a shift lever or the like (not shown). Specifically, the gear stage of the transmission 13 is formed by changing the reduction ratio (ratio of the rotational speed of the input shaft 17 to the rotational speed of the drive shaft 18).

  The electric motor 15 is driven and controlled by a control device 30 described later. In the present embodiment, the electric motor 15 is directly connected to the transmission 13 of the input shaft 17, the transmission 13, and the drive shaft 18 via the motor shaft 19. The electric motor 15 is connected to the control device 30 via the drive circuit 20.

  In the vehicle 10, the transmission 13 outputs from the drive shaft 18 the damper torque input via the input shaft 17 and the power (motor torque) of the electric motor 15 input via the motor shaft 19. The drive shaft 18 transmits a damper torque and a motor torque to the wheels 14 via a differential (not shown) or the like. In the following description, the crankshaft 16, the clutch / damper 12, the input shaft 17, the transmission 13, the drive shaft 18 and the motor shaft 19 that transmit the power (engine torque) of the engine 11 to the wheels 14 are collectively referred to as “power train”. ".

  The vehicle 10 includes a crank angle sensor 21, a motor rotation angle sensor 22, an accelerator position sensor 23, a stroke sensor 24, and a temperature sensor 25. The crank angle sensor 21 is provided in the engine 11. The crank angle sensor 21 detects a crank angle θ1 representing the rotation angle of the crankshaft 16 and outputs it to the control device 30. The motor rotation angle sensor 22 is provided on the electric motor 15 (more specifically, the motor shaft 19). The motor rotation angle sensor 22 detects a motor rotation angle θ <b> 2 representing the rotation angle of the electric motor 15 and outputs it to the control device 30.

  The accelerator position sensor 23 is provided in the accelerator. The accelerator position sensor 23 detects an accelerator opening degree Pa that represents the accelerator opening degree and outputs it to the control device 30. The stroke sensor 24 is provided in the clutch / damper 12. The stroke sensor 24 detects a clutch stroke amount Sc representing a position (a position in the axial direction of the crankshaft 16) in the connecting direction of the clutch portion 12 a with respect to the flywheel 16 a and outputs the detected clutch stroke amount Sc to the control device 30. The temperature sensor 25 is provided in the clutch / damper 12. The temperature sensor 25 detects the temperature t of the torsion damper part 12 b and outputs it to the control device 30.

  The control device 30 to which the vehicle 10 is applied has a microcomputer having a CPU, ROM, RAM, input / output interface, timer, and the like as main components. The control device 30 controls the drive of the electric motor 15 via the drive circuit 20 based on the detection values detected by the sensors 21 to 25.

  Incidentally, a damper torque including a torsion torque Tdamp and a hysteresis torque Hdamp is input to the power train from the clutch damper 12. When the torsion torque Tdamp and the hysteresis torque Hdamp are transmitted to the power train, they generate vibrations in the power train.

  Therefore, the control device 30 controls the drive of the electric motor 15 in order to control the vibration generated in the power train. As shown in FIG. 2, the control device 30 includes a vibration suppression necessity determination unit 31, a torsion angle calculation unit 32, a torsion torque calculation unit 33, a filter processing unit 34, a hysteresis torque calculation unit 35, and a hysteresis torque. A correction unit 36, a torque calculation unit 37, a command torque determination unit 38, and a drive control unit 39 are included.

  The vibration suppression necessity determination unit 31 determines whether vibration due to damper torque input (transmitted) from the engine 11 side to the power train after the input shaft 17 via the clutch / damper 12 is to be suppressed. To do. Specifically, the vibration suppression necessity determination unit 31 inputs the accelerator opening degree Pa from the accelerator position sensor 23 and the clutch stroke amount Sc from the stroke sensor 24.

  And when accelerator opening degree Pa is "0" showing the state where the operation of an accelerator is not made, or the clutch stroke amount Sc is a predetermined value showing the state where the clutch part 12a is separated from the flywheel 16a. When Sc0 or less, the damper torque is not input to the power train after the input shaft 17. For this reason, the vibration suppression necessity determination unit 31 sets the value of the flag FRG indicating whether the vibration suppression control is necessary to “0” indicating that the vibration suppression control is unnecessary.

  On the other hand, if the accelerator opening degree Pa is not “0” and the clutch stroke amount Sc is larger than the predetermined value Sc0, the vibration damping necessity determination unit 31 inputs the damper torque to the power train. For this reason, the vibration suppression necessity determination unit 31 sets the value of the flag FRG to “1” indicating that the vibration suppression control is necessary. The vibration suppression necessity determination unit 31 outputs a flag FRG having a value set to “0” or “1” to the command torque determination unit 38.

尚、前記式１の右辺第二項は、インプットシャフト１７の回転角に相当する。捩れ角算出部３２は、算出した捩れ角θｄａｍｐを、捩れトルク算出部３３、ヒステリシストルク算出部３５及びヒステリシストルク補正部３６に連続的に出力する。 The torsion angle calculation unit 32 calculates the torsion angle θdamp in the torsion damper portion 12 b of the clutch / damper 12. The torsion angle calculation unit 32 inputs the crank angle θ1 of the crankshaft 16 from the crank angle sensor 21 and the motor rotation angle θ2 of the electric motor 15 from the motor rotation angle sensor 22. Then, the torsional angle calculating unit 32 determines that the torsion damper unit 12b has the torsional angle θdamp according to the following equation 1 using the crank angle θ1 and the motor rotation angle θ2 and the motor gear ratio z set in advance for the electric motor 15. Is calculated.

Note that the second term on the right side of Equation 1 corresponds to the rotation angle of the input shaft 17. The torsion angle calculation unit 32 continuously outputs the calculated torsion angle θdamp to the torsion torque calculation unit 33, the hysteresis torque calculation unit 35, and the hysteresis torque correction unit 36.

  The torsion torque calculation unit 33 calculates the torsion torque Tdamp generated by the torsion damper portion 12 b of the clutch / damper 12. Specifically, the torsion torque calculation unit 33 refers to the torsion characteristic map (hysteresis characteristic map) shown in FIG. 3 using the torsion angle θdamp input from the torsion angle calculation unit 32, and the damper rigidity of the torsion damper unit 12b. Calculate Kdamp.

  Here, the damper rigidity Kdamp is determined by the frictional force by the thrust member 12b1 provided in the torsion damper portion 12b and the elastic force by the compression coil spring. Therefore, the damper rigidity Kdamp may change depending on, for example, the secular change of the frictional force generated by the thrust member 12b1 and the temperature t of the thrust member 12b1 (torsion damper portion 12b). For this reason, as will be described later, it is possible to correct the damper rigidity Kdamp in the same manner as the hysteresis torque correction unit 36 corrects the first hysteresis torque Htemp.

捩れトルク算出部３３は、前記式２に従って算出した第一捩れトルクＴｄａｍｐ＿ｐをフィルタ処理部３４に出力する。 The torsion torque calculation unit 33 then adds the torsion angle θdamp input from the torsion angle calculation unit 32 and the damper rigidity Kdamp calculated with reference to the torsion characteristic map according to the following equation 2 to One torsion torque Tdamp_p is calculated.

The torsion torque calculation unit 33 outputs the first torsion torque Tdamp_p calculated according to Equation 2 to the filter processing unit 34.

  Returning to FIG. 2 again, the filter processing unit 34 performs band-pass filter processing on the first torsion torque Tdamp_p input from the torsion torque calculation unit 33. The filter processing unit 34 calculates an engine pulsation frequency fe of torque pulsation that occurs in association with the torque fluctuation of the engine torque output from the engine 11 and is generated in the engine 11 in proportion to the rotational speed Ne of the engine 11. Then, the filter processing unit 34 sets a band pass filter F (s) having the engine pulsation frequency fe as a pass band. Hereinafter, the setting of the bandpass filter F (s) will be specifically described.

  As described above, since the engine 11 is a four-cycle (stroke) gasoline engine, combustion occurs in a specific cylinder once while the crankshaft 16 rotates twice. For example, when the engine 11 is a four-cylinder gasoline engine, combustion occurs in any one of the cylinders while the crankshaft 16 rotates 180 °. When combustion occurs in the cylinder, a force that pushes down the piston is generated, and this force is converted into torque that rotates the crankshaft 16. Therefore, the engine pulsation frequency fe is proportional to the rotational speed Ne of the engine 11 (hereinafter referred to as “engine rotational speed Ne”) and the cylinder number n of the engine 11 and inversely proportional to the cycle number c of the engine 11. Have

尚、前記式３中の「Ｎｅ」はクランク角θ１から算出されるエンジン回転数であり、「ｎ」はエンジン１１の気筒数（例えば、ｎ＝４）であり、「ｃ」はエンジン１１のサイクル数（例えば、ｃ＝２）である。 For this reason, the filter processing unit 34 continuously inputs the crank angle θ1 from the crank angle sensor 21, and calculates the engine speed Ne based on the change in the crank angle θ1. Then, the filter processing unit 34 calculates the engine pulsation frequency fe according to the following formula 3.

Note that “Ne” in Equation 3 is the engine speed calculated from the crank angle θ1, “n” is the number of cylinders of the engine 11 (for example, n = 4), and “c” is the engine 11 speed. The number of cycles (for example, c = 2).

  The filter processing unit 34 sets a band-pass filter F (s) having a pass band (frequency band) that allows the engine pulsation frequency fe calculated according to Equation 3 to pass therethrough. Here, the torsion torque Tdamp is included in the damper torque and input to the power train. Therefore, in addition to the engine pulsation frequency fe component, the first torsional torque Tdamp_p included in the damper torque includes a frequency component (for example, a frequency component lower than the engine pulsation frequency fe) for the engine 11 to accelerate and decelerate the vehicle 10. Is also included. Accordingly, the first torsional torque Tdamp_p is bandpass-filtered using the bandpass filter F (s) whose passband is the engine pulsation frequency fe, thereby attenuating the frequency component for the engine 11 to accelerate / decelerate the vehicle 10. Is prevented.

そして、フィルタ処理部３４は、第一捩れトルクＴｄａｍｐ＿ｐをバンドパスフィルタ処理した第二捩れトルクＴｄａｍｐ＿ｂｐｆをトルク算出部３７に出力する。 The filter processing unit 34 receives the first torsion torque Tdamp_p calculated by the torsion torque calculation unit 33, and performs a bandpass filter process on the input first torsion torque Tdamp_p according to the following equation 4.

Then, the filter processing unit 34 outputs the second torsion torque Tdamp_bpf obtained by band-pass filtering the first torsion torque Tdamp_p to the torque calculation unit 37.

The hysteresis torque calculator 35 calculates the first hysteresis torque Htemp based on the torsion characteristic map (hysteresis characteristic map) of FIG. 3 set in advance. Specifically, the hysteresis torque calculation unit 35 refers to the torsion characteristic map (hysteresis characteristic map) using the torsion angle θdamp of the torsion damper unit 12b input from the torsion angle calculation unit 32, and the hysteresis torque corresponding to the torsion angle θdamp. The absolute value Hp is calculated. Then, the hysteresis torque calculation unit 35 multiplies the hysteresis torque absolute value Hp by the positive / negative sign or “0” corresponding to the change amount Δθdamp of the torsion angle θdamp according to the following equation 5 to obtain the first hysteresis torque Htemp. calculate. The hysteresis torque calculation unit 35 then outputs the calculated first hysteresis torque Htemp to the hysteresis torque correction unit 36.

  Here, the second term on the right side of Equation 5 is a sign function. Thereby, when the value of the change amount Δθdamp is a positive value (Δθdamp> 0), the second term on the right side is “+1”, and thus the first hysteresis torque Htemp is calculated as a positive value. When the change amount Δθdamp is a negative value (Δθdamp <0), the second term on the right side is “−1”, so the first hysteresis torque Htemp is calculated as a negative value. Furthermore, since the second term on the right side is “0” when the value of the change amount Δθdamp is “0”, the first hysteresis torque Htemp is calculated as “0”.

  The hysteresis torque correction unit 36 corrects the first hysteresis torque Htemp calculated by the hysteresis torque calculation unit 35 based on the torsion characteristic map (hysteresis characteristic map) of FIG. 3 to calculate the second hysteresis torque Hdamp_c. Hereinafter, this correction will be specifically described.

  As described above, the hysteresis characteristic of the torsion damper portion 12b is mainly determined by the thrust member 12b1 provided in the torsion damper portion 12b. More specifically, the hysteresis characteristic of the torsion damper portion 12b is determined by the frictional force (more specifically, static frictional force and dynamic frictional force) generated by the thrust member 12b1. However, the frictional force generated by the thrust member 12b1 varies depending on wear of the thrust member 12b1 generated with the passage of time and the temperature (or ambient temperature) of the thrust member 12b1. As a result, even if the first hysteresis torque Htemp is calculated based on a preset torsional characteristic map (hysteresis characteristic map), there is a case where the first hysteresis torque Htemp actually deviates from the hysteresis torque Hdamp generated by the torsion damper part 12b. In this case, there is a possibility that vibration generated in the power train cannot be properly suppressed.

  Therefore, the hysteresis torque correction unit 36 estimates the change in the hysteresis characteristic, that is, the change (decrease) in the frictional force generated by the thrust member 12b1, corrects the first hysteresis torque Htemp, and calculates the second hysteresis torque Hdamp_c. . The hysteresis torque correction unit 36 inputs the clutch stroke amount Sc from the stroke sensor 24 and also inputs the temperature t of the clutch damper 12 from the temperature sensor 25.

尚、前記式６中の「θｄａｍｐ」は捩れ角算出部３２によって算出されたトーションダンパ部１２ｂの捩れ角であり、前記式６中の「ｒ」はトーションダンパ部１２ｂの半径方向においてトーションダンパ部１２ｂの中心軸からスラスト部材１２ｂ１が配置された位置までの径方向距離を表す。尚、径方向距離ｒは予め設定されて既知の値である。 The hysteresis torque correction unit 36 is a sliding device that accumulates the distance the thrust member 12b1 slides in a state where the clutch stroke amount Sc is larger than the predetermined value Sc0, that is, in a state where the thrust member 12b1 slides with respect to the outer plate. The distance L is calculated according to the following formula 6.

Note that “θdamp” in Equation 6 is the torsion angle of the torsion damper portion 12b calculated by the torsion angle calculator 32, and “r” in Equation 6 is the torsion damper portion in the radial direction of the torsion damper portion 12b. This represents the radial distance from the central axis of 12b to the position where the thrust member 12b1 is disposed. The radial distance r is set in advance and is a known value.

  The hysteresis torque correction unit 36 refers to the sliding distance-gain map shown in FIG. 4 using the sliding distance L calculated according to the above equation 6, and calculates the first gain G1 related to the sliding distance L. The sliding distance-gain map is set so that the first gain G1 decreases as the sliding distance L increases. Further, the hysteresis torque correction unit 36 refers to the temperature-gain map shown in FIG. 5 using the temperature t input from the temperature sensor 25, and calculates the second gain G2 related to the temperature t. The temperature-gain map is set so that the second gain G2 decreases as the temperature t increases.

ヒステリシストルク補正部３６は、算出した第二ヒステリシストルクＨｄａｍｐ＿ｃをトルク算出部３７に出力する。 The hysteresis torque correction unit 36 corrects the first hysteresis torque Htemp calculated by the hysteresis torque calculation unit 35 according to the following expression 7 using the calculated first gain G1 and second gain G2, and sets the second hysteresis torque Hdamp_c. calculate.

The hysteresis torque correction unit 36 outputs the calculated second hysteresis torque Hdamp_c to the torque calculation unit 37.

The torque calculation unit 37 calculates a torque command Tm for controlling the torque generated by the electric motor 15 so as to control the vibration generated in the power train by the torsion torque Tdamp and the hysteresis torque Hdamp included in the damper torque. The torque calculation unit 37 calculates a torque command Tm according to the following equation 8 using the second torsion torque Tdamp_bpf input from the torsion torque calculation unit 33 and the second hysteresis torque Hdamp_c input from the hysteresis torque correction unit 36.

  According to the torque command Tm expressed by Equation 8, the torque component of the first term on the right side acts as a reverse phase with respect to the torsion torque Tdamp input to the power train together with the damper torque, and the damper torque (first torsion torque Tdamp_p). At the same time, the torque component of the second term on the right side acts as an opposite phase to the hysteresis torque Hdamp input to the power train. The torque calculation unit 37 outputs the calculated torque command Tm to the command torque determination unit 38.

  The command torque determination unit 38 determines a vibration suppression control torque command Tm_req to be generated by the electric motor 15 according to the determination result by the vibration suppression necessity determination unit 31. That is, if the value of the flag FRG input from the vibration suppression necessity determination unit 31 is “0”, the command torque determination unit 38 does not generate vibration in the power train and does not require vibration suppression control. The vibration control torque command Tm_req is determined to be “0”. Then, the command torque determination unit 38 outputs the vibration suppression control torque command Tm_req determined to “0” to the drive control unit 39.

  On the other hand, if the value of the flag FRG input from the vibration suppression necessity determination unit 31 is “1”, the command torque determination unit 38 generates vibration in the power train and needs vibration suppression control. For this reason, the command torque determination unit 38 sets the torque command Tm input from the torque calculation unit 37 within the range of the upper and lower limit values determined by the performance of the electric motor 15 and the vibration suppression performance target set in advance. The upper and lower limits are processed to determine the vibration suppression control torque command Tm_req. Then, the command torque determination unit 38 outputs the vibration suppression control torque command Tm_req subjected to the upper and lower limit processing to the drive control unit 39.

  The drive control unit 39 refers to the vibration suppression control torque command-target current value map shown in FIG. 6 using the vibration suppression control torque command Tm_req input from the command torque determination unit 38, and the target current value supplied to the electric motor 15 Id is determined. The target current value Id is determined to be “0” when the vibration suppression control torque command Tm_req is “0”, and is determined to increase as the vibration suppression control torque command Tm_req increases.

  The drive control unit 39 controls the drive circuit 20 based on the determined target current value Id. In this case, the drive control unit 39 feedback-inputs the current value that flows to the electric motor 15 from the current detector 20 a provided in the drive circuit 20, and the drive circuit 20 so that the current of the target current value Id flows to the electric motor 15. To control. Thereby, the electric motor 15 outputs the vibration suppression control torque Tv corresponding to the vibration suppression control torque command Tm_req to the transmission 13, that is, the power train via the motor shaft 19. For example, when the driving torque is determined according to the accelerator opening degree Pa and the electric motor 15 is driven to drive the vehicle 10, the drive control unit 39 controls the vibration suppression according to the vibration suppression control torque command Tm_req. It is also possible to drive the electric motor 15 so as to generate a running torque in addition to the control torque Tv.

  Here, the operation of the above-described control device 30 will be described according to the flowchart of the “vibration control program” shown in FIG. The “vibration control program” is executed by a CPU constituting the control device 30 (microcomputer). The “vibration suppression control program” is stored in advance in a ROM constituting the control device 30 (microcomputer). The control device 30 repeatedly starts the execution of the “vibration control program” at step S10 every time a predetermined short time elapses.

  When the control device 30 (more specifically, the CPU) starts executing the “vibration control program” in step S10, the crank angle sensor 21, the motor rotation angle sensor 22, the accelerator position sensor 23, and the stroke are detected in step S11. A detection value is input from each of the sensor 24 and the temperature sensor 25. When the crank angle θ1, the motor rotation angle θ2, the accelerator opening degree Pa, the clutch stroke amount Sc, and the temperature t are input from the sensors 21 to 25, the control device 30 proceeds to step S12.

  In step S12, the control device 30 (vibration suppression necessity determination unit 31) determines whether vibration suppression control is necessary for the power train based on the accelerator opening degree Pa and the clutch stroke amount Sc input in step S11. . Specifically, if the accelerator opening degree Pa is not “0” and the clutch stroke amount Sc is larger than the predetermined value Sc0, the control device 30 inputs the damper torque and needs vibration control. It determines with "Yes" and progresses to step S13. On the other hand, if the accelerator opening degree Pa is “0” or the clutch stroke amount Sc is equal to or less than the predetermined value Sc0, the control device 30 determines that “No” because the damper torque is not input and the damping control is unnecessary. Then, the process proceeds to step S20. In step S20, the control device 30 sets the vibration suppression control torque command Tm_req to zero (“0”).

  In step S <b> 13, the control device 30 (torsion angle calculation unit 32) calculates the torsion angle θdamp of the torsion damper portion 12 b of the clutch / damper 12. That is, the control device 30 uses the crank angle θ1 and the motor rotation angle θ2 input in step S11 and the motor gear ratio z that is set in advance and the known motor gear ratio z, so that the torsion damper portion 12b is twisted according to the equation 1. θdamp is calculated. After calculating the torsion angle θdamp, the control device 30 proceeds to step S14.

  In step S <b> 14, the control device 30 (torsion torque calculation unit 33) calculates the damper rigidity Kdamp of the torsion damper unit 12 b of the clutch / damper 12. That is, the control device 30 calculates the damper rigidity Kdamp by referring to the torsion characteristic map (hysteresis characteristic map) shown in FIG. 3 using the torsion angle θdamp calculated in step S13. And the control apparatus 30 will progress to step S15, if damper rigidity Kdamp is calculated.

  In step S15, the control device 30 (torsion torque calculation unit 33) calculates the first torsion torque Tdamp_p of the torsion damper portion 12b of the clutch / damper 12. That is, the control device 30 calculates the first torsional torque Tdamp_p of the torsion damper portion 12b according to the equation 2 using the torsion angle θdamp calculated in step S13 and the damper rigidity Kdamp calculated in step S14. calculate. After calculating the first torsion torque Tdamp_p, the control device 30 proceeds to step S16.

  In step S16, the control device 30 (filter processing unit 34) uses the first torsion torque Tdamp_p calculated in step S15 as a bandpass filter F (s) having the engine pulsation frequency fe as a pass band. Perform bandpass filtering. For this reason, the control device 30 calculates the engine pulsation frequency fe. That is, the control device 30 calculates the engine speed Ne based on the crank angle θ1 input in step S11, and calculates the engine pulsation frequency fe according to the equation 3 using the calculated engine speed Ne.

  The control device 30 performs bandpass filter processing by multiplying the first torsion torque Tdamp_p by the bandpass filter F (s) having the calculated engine pulsation frequency fe as a pass band in accordance with the above equation 4. Then, when the control device 30 calculates the second torsional torque Tdamp_bpf by performing the bandpass filter process on the first torsional torque Tdamp_p using the bandpass filter F (s), the process proceeds to step S17.

  In step S17, the control device 30 (hysteresis torque calculator 35) calculates a first hysteresis torque Htemp based on the torsion characteristic map (hysteresis characteristic map) of FIG. Specifically, the control device 30 refers to the torsion characteristic map (hysteresis characteristic map) using the torsion angle θdamp calculated in step S13, and calculates the hysteresis torque absolute value Hp corresponding to the torsion angle θdamp. . Further, the control device 30 calculates the first hysteresis torque Htemp by adding a sign corresponding to the change amount Δθdamp of the torsion angle θdamp to the hysteresis torque absolute value Hp according to the equation 5.

  The twist angle θdamp calculated in step S13 is stored in a ROM (more specifically, a non-volatile memory such as an EEPROM) constituting the control device 30 (microcomputer) after the completion of the step process. Therefore, the change amount Δθdamp is calculated, for example, by subtracting the twist angle θdamp calculated by the step processing of the current step S13 from the twist angle θdamp calculated during the previous step processing of the step S13. And the control apparatus 30 will progress to step S18, if the 1st hysteresis torque Htemp is calculated.

  In step S18, the control device 30 (hysteresis torque correction unit 36) corrects the first hysteresis torque Htemp calculated in step S17 and calculates the second hysteresis torque Hdamp_c. The control device 30 estimates the change in the friction force generated by the thrust member 12b1 of the torsion damper portion 12b, and more specifically, the friction force in consideration of the wear generated in the thrust member 12b1 and the temperature t of the thrust member 12b1. Is estimated and the first hysteresis torque Htemp is corrected.

  The control device 30 accumulates the sliding distance of the thrust member 12b1 in a state where the clutch stroke amount Sc input in step S11 is larger than the predetermined value Sc0 (that is, the state where the thrust member 12b1 slides). The moving distance L is calculated according to Equation 6 above. Here, the sliding distance L is related to the amount of wear of the thrust member 12b1, and as the sliding distance L increases, the amount of wear of the thrust member 12b1 increases, and as a result, the frictional force generated by the thrust member 12b1 decreases. It is estimated that The temperature t is related to the friction coefficient of the thrust member 12b1, and it is estimated that the friction coefficient of the thrust member 12b1 decreases as the temperature t increases, and as a result, the friction force generated by the thrust member 12b1 decreases.

  The sliding distance L calculated in step S18 is stored in an updatable manner in a ROM (more specifically, a non-volatile memory such as an EEPROM) constituting the control device 30 (microcomputer) after the completion of the step process. The Then, the distance that the thrust member 12b1 is newly slid is added to the sliding distance L that is read out and read out during the next step processing of step S18.

  The control device 30 refers to the sliding distance-gain map shown in FIG. 4 using the calculated sliding distance L, and calculates the first gain G1 corresponding to the sliding distance L. The first gain G1 is set so as to decrease as the sliding distance L increases. The control device 30 calculates a second gain G2 corresponding to the temperature t by referring to the temperature-gain map shown in FIG. 5 using the temperature t input from the temperature sensor 25 in step S11. The second gain G2 is set to decrease as the temperature t increases.

  The control device 30 calculates the second hysteresis torque Hdamp_c by correcting the first hysteresis torque Htemp according to the equation 7 using the calculated first gain G1 and second gain G2. Then, after calculating the second hysteresis torque Hdamp_c, the control device 30 proceeds to step S19.

  In step S19, the control device 30 (torque calculation unit 37) calculates the torque command Tm so as to suppress the vibration generated in the power train by the torsion torque Tdamp and the hysteresis torque Hdamp included in the damper torque. That is, the control device 30 calculates the torque command Tm according to the equation 8 using the second torsion torque Tdamp_bpf calculated in step S16 and the second hysteresis torque Hdamp_c calculated in step S18. The torque command Tm is a command for causing the electric motor 15 to generate torque having a phase opposite to that of the second torsion torque Tdamp_bpf and the second hysteresis torque Hdamp_c. Then, after calculating the torque command Tm, the control device 30 proceeds to step S20.

  In step S20, the control device 30 (command torque determination unit 38) performs upper / lower limit processing on the torque command Tm calculated in step S19 to determine the vibration suppression control torque command Tm_req. When control device 30 determines damping control torque command Tm_req, control device 30 proceeds to step S22.

  If the control device 30 (vibration necessity determination unit 31) determines “No” in step S12, the control device 30 (command torque determination unit 38) executes step processing of step S21. In step S21, control device 30 determines damping control torque command Tm_req to be zero (“0”). When control device 30 determines vibration suppression control torque command Tm_req to be “0”, control device 30 proceeds to step S22.

  In step S22, the control device 30 (drive control unit 39) drives and controls the electric motor 15 according to the vibration suppression control torque command Tm_req determined in step S20 or step S21. That is, the control device 30 determines the target current value Id to be supplied to the electric motor 15 with reference to the vibration suppression control torque command-target current value map shown in FIG. 6 using the determined vibration suppression control torque command Tm_req. . If the vibration suppression control torque command Tm_req is determined to be “0” in step S21, the target current value Id is determined to be “0”.

  Then, the control device 30 feedback-inputs the current value that flows to the electric motor 15 from the current detector 20 a of the drive circuit 20 and controls the drive circuit 20 so that the current of the target current value Id flows to the electric motor 15. Thereby, the electric motor 15 outputs the vibration suppression control torque Tv corresponding to the vibration suppression control torque command Tm_req to the power train.

  When the control of the electric motor 15 is controlled in step S21, the control device 30 proceeds to step S23. Then, the control device 30 once ends the execution of the “vibration suppression control program” in step S23, and once the predetermined short time has elapsed, starts the execution of the “vibration suppression control program” again in step S10. .

  By the way, when the control device 30 determines the vibration suppression control torque command Tm_req using the second hysteresis torque Hdamp_c and drives and controls the electric motor 15, the vibration generated in the power train is suppressed. This will be described with reference to FIGS.

  As shown by a solid line in FIG. 8, the control device 30 supplies a vibration control torque Tv having a phase opposite to the vibration control torque command Tm_req to the electric motor 15 in the power train with respect to the damper torque indicated by the broken line. Against it. As shown in the upper graph of FIG. 8, the electric motor 15 generates the vibration suppression control torque Tv reflecting the second hysteresis torque Hdamp_c.

  On the other hand, for reference, the upper graph of FIG. 9 shows a case where the electric motor inputs a damping control torque that does not consider the hysteresis characteristics of the torsion damper portion 12b with respect to the damper torque. As is clear from the comparison between the lower graph of FIG. 8 and the lower graph of FIG. 9, the torque fluctuation (amplitude) of the torque Td (D / S torque Td) in the drive shaft 18 is In the case of the graph, that is, the case where the vibration suppression control torque Tv is input becomes smaller. This indicates that the vibration generated in the power train is effectively reduced by the vibration suppression control torque Tv.

  As can be understood from the above description, the vehicle control device 30 of the above embodiment includes the clutch 11 that connects the engine 11, the transmission 13, the crankshaft 16 of the engine 11, and the input shaft 17 of the transmission 13. Wheels connected to the clutch portion 12a, the torsion damper portion 12b of the clutch / damper 12 allowing torsional deformation of the crankshaft 16 and the input shaft 17 in the connected state of the clutch portion 12a, and the drive shaft 18 of the transmission 13 14 and an electric motor connected to the transmission 13 which is one of the input shaft 17, the transmission 13 and the drive shaft 18 constituting a power train for transmitting the power of the engine 11 to the wheels 14. And over motor 15, it is applied to a vehicle 10 having a.

  The control device 30 controls the driving of the electric motor 15, and a torsion angle calculation unit 32 that calculates a torsion angle θdamp accompanying torsional deformation of the torsion damper unit 12 b and a torsion angle calculated by the torsion angle calculation unit 32. The torsion torque calculation unit 33 that calculates the first torsion torque Tdamp_p generated by the torsion damper unit 12b using θdamp, the torsion angle θdamp of the torsion damper unit 12b, and the torsion direction of the torsion damper unit 12b have a preset relationship. The hysteresis torque calculating unit 35 that calculates the first hysteresis torque Htemp generated by the torsion damper unit 12b using the torsion angle θdamp calculated by the torsion angle calculating unit 32, and the torsion damper unit 12b is generated by the torsional deformation. Change of the friction force to be Accordingly, the first hysteresis torque Htemp is corrected to calculate the second hysteresis torque Hdamp_c, the first torsion torque Tdamp_p calculated by the torsion torque calculation unit 33, and the hysteresis torque correction unit 36. A torque calculation unit 37 for calculating a torque command Tm for driving the electric motor 15 so as to have a phase opposite to the second hysteresis torque Hdamp_c, and for damping control for damping vibration generated in the power train A command torque determining unit 38 that determines a vibration suppression control torque command Tm_req for causing the electric motor 15 to generate the torque Tv based on the torque command Tm calculated by the torque calculation unit 37, and an electric motor based on the vibration suppression control torque command Tm_req. The motor 15 is driven and controlled. And a drive control unit 39 for generating vibration control torque Tv with respect to the power train.

  In this case, the command torque determination unit 38 can determine the vibration suppression control torque command Tm_req by performing upper / lower limit processing on the torque command Tm. Further, the torsion torque calculation unit 33 calculates the first torsion torque Tdamp_p from the damper rigidity Kdamp set in advance in the torsion damper unit 12b in the torsion direction, the crank angle θ1 of the crankshaft 16, and the motor rotation angle θ2 of the electric motor 15. Can be used to calculate.

  According to these, the control device 30 can determine the vibration suppression control torque command in consideration of the hysteresis characteristic of the torsion damper portion 12b, and can cause the electric motor 15 to generate the vibration suppression control torque Tv. Further, the control device 30 changes the frictional force of the torsion damper portion 12b that determines the first hysteresis torque Htemp to be generated with respect to the first hysteresis torque Htemp that the torsion damper portion 12b generates according to the twist angle θdamp and the twist direction ( Specifically, the damping control torque command Tm_req can be determined using the second hysteresis torque Hdamp_c in which the first hysteresis torque Htemp is corrected based on the estimated frictional force. Therefore, the control device 30 can more accurately estimate the second hysteresis torque Hdamp_c generated by the torsion damper portion 12b and determine the vibration suppression control torque command Tm_req, and effectively suppress the vibration generated in the power train. Can shake.

  Further, the vibration control torque Tv can be reliably generated in the electric motor 15 by determining the vibration control torque command Tm_req by performing upper / lower limit processing on the torque command Tm. Furthermore, the first torsion torque Tdamp_p can be calculated by simplifying the configuration of the control device 30.

  In these cases, the hysteresis torque correction unit 36 includes the sliding distance L obtained by accumulating the distance that the thrust member 12b1 that forms the torsion damper portion 12b and generates the frictional force slides in the torsional direction, and the temperature t in the thrust member 12b1. Based on the above, the change in the frictional force can be estimated. In this case, more specifically, the hysteresis torque correction unit 36 calculates the first gain G1 that decreases as the sliding distance L increases, and calculates the second gain G2 that decreases as the temperature t increases. The first hysteresis torque Htemp can be corrected by multiplying the first hysteresis torque Htemp by the first gain G1 and the second gain G2 to calculate the second hysteresis torque Hdamp_c.

  According to these, the hysteresis torque correction unit 36 reduces the frictional force generated by the thrust member 12b1 as the sliding distance L increases or the temperature t increases, so that the frictional force of the thrust member 12b1 is more accurate. Change, that is, a decrease in frictional force can be correctly estimated. Then, the hysteresis torque correction unit 36 can calculate the second hysteresis torque more accurately by correcting the first hysteresis torque reflecting the decrease in the frictional force. Therefore, the control device 30 can effectively suppress the vibration generated in the power train.

  In these cases, the control device 30 sets a band-pass filter F (s) whose pass band is the engine pulsation frequency fe representing the frequency of torque pulsation generated in the engine 11 in proportion to the engine speed Ne of the engine 11. The first torsion torque Tdamp_p has a filter processing unit 34 that calculates a second torsion torque Tdamp_bpf by performing bandpass filter processing. The torque calculation unit 37 has a second torsion torque Tdamp_bpf calculated by the filter processing unit 34. , And the torque command Tm can be calculated so as to be in opposite phase to the second hysteresis torque Hdamp_c. In this case, the filter processing unit 34 can calculate the engine pulsation frequency fe using the engine speed Ne of the engine 11 calculated from the crank angle θ1 of the crankshaft 16.

  According to these, the vibration suppression control torque Tv input from the electric motor 15 to the power train does not include a frequency band for the engine 11 to accelerate and decelerate the vehicle 10. Thereby, the vibration suppression control torque Tv can satisfactorily suppress (suppress) the vibration generated in the power train without affecting the acceleration / deceleration of the vehicle 10. Further, the engine speed Ne can be calculated by simplifying the configuration of the control device 30.

  In these cases, the control device 30 determines whether or not the vibration suppression control torque Tv is generated in the electric motor 15 in accordance with the clutch stroke amount Sc in the connection direction of the clutch portion 12a of the clutch / damper 12. If the vibration suppression necessity determination unit 31 determines that the generation of the vibration suppression control torque Tv is unnecessary, the command torque determination unit 38 performs vibration suppression control. The torque command Tm_req can be determined to be zero (“0”).

  According to this, the vibration control torque Tv can be generated in the electric motor 15 only when vibration occurs in the power train. Thereby, the structure of the control apparatus 30 can be simplified.

  In carrying out the present invention, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

  For example, in the above-described embodiment, the transmission 13 mounted on the vehicle 10 is a stepped transmission (such as an automatic transmission (AT), a manual transmission (MT), or an automated manual transmission (AMT)). It was. In this case, the transmission 13 may be a continuously variable transmission (CVT or the like).

  In the above embodiment, the control device 30 (filter processing unit 34) calculates the engine speed Ne by inputting the crank angle θ1 from the crank angle sensor 21, and the engine speed Ne is calculated using the engine speed Ne. The engine pulsation frequency fe is calculated. Thus, instead of using the crank angle θ1, for example, the engine rotation speed Ne of the engine 11 is directly detected, the rotation speed of the electric motor 15, the rotation speed of the input shaft 17 or the output shaft of the transmission 13, It is also possible to calculate the engine rotational speed Ne from the rotational speed of the drive shaft 18 or the propeller shaft, the wheel speed of the wheel 14, and the like. Even in this case, the engine pulsation frequency fe can be calculated using the engine speed Ne according to the equation (1).

  In the above embodiment, the command torque determination unit 38 determines the vibration suppression control torque command Tm_req by performing upper and lower limit processing on the torque command Tm. However, for example, when the calculated torque command Tm is within the range of the performance of the electric motor 15 and the preset damping performance target, the command torque determination unit 38 omits the upper and lower limit processing. It is also possible to determine the vibration control torque command Tm_req.

  In the above embodiment, the control device 30 includes the filter processing unit 34. However, for example, if the first torsion torque Tdamp_p calculated by the torsion torque calculation unit 33 does not include a frequency component for the engine 11 to accelerate or decelerate the vehicle 10, the filter processing unit 34 can be omitted. In this case, the torque calculation unit 37 calculates the torque command Tm using the first torsion torque Tdamp_p and the second hysteresis torque Hdamp_c that have not been subjected to the bandpass filter process. Further, the command torque determination unit 38 can determine the vibration suppression control torque command Tm_req by performing upper / lower limit processing on the torque command Tm including the first torsion torque Tdamp_p that has not been subjected to the bandpass filter process, as necessary.

  In the above embodiment, the control device 30 includes the vibration suppression necessity determination unit 31. However, the vibration suppression necessity determination unit 31 can be omitted. In this case, the control device 30 always causes the electric motor 15 to generate the vibration suppression control torque Tv to suppress the vibration generated in the power train.

  In the above embodiment, the control device 30 calculates (acquires) a desired value by referring to various preset maps as shown in FIG. 3, FIG. 4, FIG. 5, and FIG. I did it. Instead of this, it is also possible for the control device 30 to directly calculate a desired value by using a preset function representing the relationship shown in the maps of FIGS.

  Furthermore, in the above embodiment, the electric motor 15 is connected to the transmission 13 constituting the power train via the motor shaft 19. Alternatively, the electric motor 15 can be connected to the input shaft 17 or the drive shaft 18 constituting the power train via the motor shaft 19 or directly. Even in this case, the electric motor 15 can obtain the same effect as that of the above embodiment by inputting the vibration damping control torque Tv to the input shaft 17 or the drive shaft 18.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Engine, 12 ... Clutch damper, 12a ... Clutch part, 12b ... Torsion damper part, 12b1 ... Thrust member, 13 ... Transmission, 14 ... Wheel, 15 ... Electric motor, 16 ... Crankshaft, 16a ... Flywheel, 17 ... input shaft, 18 ... drive shaft, 19 ... motor shaft, 20 ... drive circuit, 20a ... current detector, 21 ... crank angle sensor, 22 ... motor rotation angle sensor, 23 ... accelerator position sensor, 24 ... Stroke sensor 25 ... Temperature sensor 30 ... Control device 31 ... Damping necessity determination unit 32 ... Torsion angle calculation unit 33 ... Torsion torque calculation unit 34 ... Filter processing unit 35 ... Hysteresis torque calculation unit 36 ... Hysteresis torque correction part, 37 ... Torque calculation part, 38 ... Command torque decision 39, drive control unit, F (s), band pass filter, fe, engine pulsation frequency, G1, first gain, G2, second gain, Hdamp, hysteresis torque, Htemp, first hysteresis torque, Hdamp_c, first. Two hysteresis torques, Hp ... absolute hysteresis torque value, Id ... target current value, L ... sliding distance, M ... shift position, Ne ... engine speed, Pa ... accelerator opening, r ... radial distance, Sc ... clutch stroke Amount, Sc0 ... predetermined value, t ... temperature, Tdamp ... torsion torque, Tdamp_p ... first torsion torque, Tdamp_bpf ... second torsion torque, Td ... D / S torque, Tm ... torque command, Tm_req ... damping control torque command, Tv: Torque for damping control, θ1: Crank angle, θ2: Motor rotation angle, θdamp: Torsion angle, Δ θdamp ... change amount

Claims (5)

Engine,
Transmission,
A clutch for connecting and disconnecting the crankshaft of the engine and the input shaft of the transmission;
A torsion damper that allows relative rotation of the crankshaft and the input shaft by torsional deformation in the engaged state of the clutch;
Wheels connected to the drive shaft of the transmission;
Applied to a vehicle having the input shaft constituting the power train for transmitting the power of the engine to the wheels, the electric motor connected to any of the transmission and the drive shaft,
A vehicle control device for controlling the driving of the electric motor,
A torsion angle calculation unit for calculating a torsion angle associated with the torsional deformation of the torsion damper;
A torsion torque calculation unit for calculating a first torsion torque generated by the torsion damper using the torsion angle calculated by the torsion angle calculation unit;
A first hysteresis torque generated by the torsion damper in a preset relationship with the torsion angle of the torsion damper and the torsion direction of the torsion damper is calculated using the torsion angle calculated by the torsion angle calculation unit. A hysteresis torque calculating unit,
A hysteresis torque correcting unit that estimates the frictional force generated by the torsion damper with the torsional deformation, corrects the first hysteresis torque based on the estimated frictional force, and calculates a second hysteresis torque;
A torque command for driving the electric motor so as to have a phase opposite to the first torsion torque calculated by the torsion torque calculation unit and the second hysteresis torque calculated by the hysteresis torque correction unit is calculated. A torque calculator that
A command torque for determining a vibration control torque command for causing the electric motor to generate vibration control torque for controlling vibration generated in the power train based on the torque command calculated by the torque calculation unit. A decision unit;
A vehicle control device comprising: a drive control unit that drives and controls the electric motor based on the vibration suppression control torque command, and causes the electric motor to generate the vibration suppression control torque for the power train. The hysteresis torque correction unit is
A change in the frictional force is estimated based on a sliding distance obtained by accumulating a distance in which the thrust member that forms the torsion damper and generates the frictional force slides in the torsional direction, and a temperature in the thrust member. The vehicle control device according to claim 1. The hysteresis torque correction unit is
Calculating a first gain that decreases as the sliding distance increases, and calculates a second gain that decreases as the temperature increases;
The vehicle control device according to claim 2, wherein the first hysteresis torque is corrected by multiplying the first hysteresis torque by the first gain and the second gain to calculate the second hysteresis torque. A band pass filter having a pass band of an engine pulsation frequency representing a frequency of torque pulsation generated in the engine in proportion to the rotational speed of the engine is set, and the first torsion torque is subjected to a band pass filter process to perform a second torsion. A filter processing unit for calculating torque;
The torque calculator
The torque command is calculated according to any one of claims 1 to 3, wherein the torque command is calculated so as to have a phase opposite to the second torsional torque and the second hysteresis torque calculated by the filter processing unit. The vehicle control device according to Item. A vibration suppression necessity determination unit that determines whether or not to generate the vibration suppression control torque in the electric motor according to a clutch stroke amount toward the clutch connection direction;
The command torque determining unit
The vibration suppression control torque command is determined to be zero when the vibration suppression necessity determination unit determines that generation of the vibration suppression control torque is unnecessary. The vehicle control device according to one item.

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