JP7127553B2 - motor controller - Google Patents

Description

The present disclosure relates to motor control devices.

Conventionally, a damper for reducing vibration of a crankshaft of an engine is used, in which a damper torque generated by a damper including an input inertia member and an output inertia member is estimated, and a motor torque opposite in phase to the estimated damper torque is output by a motor generator. There is known a technique for reducing vibration generated according to the damper torque. In such conventional techniques, the damper torque is estimated, for example, as torsional torque corresponding to the torsional angle between the input inertia member and the output inertia member.

JP 2013-169953 A

Here, as the configuration of the damper, a configuration including a dynamic vibration reducer in addition to the input inertia member and the output inertia member is also conceivable. In order to estimate the damper torque of this configuration, it is necessary to further consider the characteristics of the dynamic vibration absorber, that is, the dynamic vibration damping torque generated by the dynamic vibration damper, in addition to the torsional torque.

However, the conventional techniques described above only consider torsional torque without considering dynamic damping torque. Therefore, even if the conventional technique described above is applied to a damper including a dynamic vibration absorber, the damper torque cannot be accurately estimated, and the vibration generated according to the damper torque cannot be effectively reduced. .

Accordingly, one of the objects of the present disclosure is to provide a motor control device capable of reducing vibrations generated according to the damper torque of a damper including a dynamic vibration reducer.

A motor control device according to the present disclosure provides an engine and a motor generator as power sources, and a drive torque based on at least one of engine torque of a crankshaft of the engine and motor torque of a motor shaft of the motor generator at a selected gear ratio. a transmission that transmits power to the wheels; an input inertia member connected to the crankshaft; an output inertia member connected to the input inertia member via an elastic member; and a damper for reducing vibration of the crankshaft, wherein the crank as a rotation angle of the crankshaft detected by a first sensor provided in the vehicle A damper torque for calculating a calculated damper torque generated by a damper according to fluctuations in engine torque, based on a difference between the angle and a motor angle as a rotation angle of the motor shaft detected by a second sensor provided in the vehicle. a calculation unit; a reverse phase torque calculation unit that calculates a reversed phase torque that is opposite in phase to the calculated damper torque calculated by the damper torque calculation unit; and at least a crank angle detected by the first sensor and a second sensor. for correcting the phase shift and amplitude shift between the actual damper torque generated by the damper and the calculated damper torque, which is caused by the dynamic vibration damping torque generated by the dynamic damper, based on the motor angle and a correction amount calculator that calculates at least one of the phase correction amount and the amplitude correction amount; and a motor torque that is applied to the motor generator based on the reverse phase torque corrected based on at least one of the phase correction amount and the amplitude correction amount. and a motor torque command output unit that outputs a command.

According to the motor control device described above, the negative phase torque is generated based on at least one of the phase correction amount and the amplitude correction amount so as to cancel at least one of the phase shift and the amplitude shift caused by the dynamic damping torque. can be corrected, and a motor torque command corresponding to the reversed-phase torque after correction can be output. Therefore, vibration generated according to the damper torque of a damper including a dynamic vibration absorber can be reduced.

Further, in the motor control device described above, the motor torque command output unit outputs the A motor torque command is output, and when the clutch is in a disconnection state of disconnecting the crankshaft and the input shaft, a motor torque command for zeroing the motor torque is output. According to such a configuration, whether or not to generate the motor torque for reducing the influence of the damper torque can be switched depending on whether or not the damper torque is transmitted to the wheel side via the clutch.

In this case, the motor torque command output unit outputs a motor torque command that makes the motor torque zero when the acceleration operation for accelerating the vehicle is not performed even when the clutch is in the engaged state. Output. According to such a configuration, the influence of the damper torque is reduced depending on whether or not the damper torque is transmitted to the wheel side via the clutch, further considering the presence or absence of the acceleration operation in addition to the state of the clutch. It is possible to switch whether or not to generate the motor torque for.

Further, in the above-described motor control device, the correction amount calculation unit calculates the first value corresponding to the phase difference between the crank angle and the motor angle assumed when it is assumed that the dynamic vibration absorption torque does not occur, and the first sensor Phase correction amount based on the difference between the crank angle detected by and the motor angle detected by the second sensor, and the second value corresponding to the phase difference of the vibration component corresponding to the primary frequency of the engine explosion Calculate According to such a configuration, it is possible to easily acquire the phase correction amount corresponding to the phase shift caused by the dynamic damping torque based on the difference between the first value and the second value.

In this case, the correction amount calculation unit calculates the first speed based on the engine speed detected by a third sensor provided in the vehicle and the gear position of the transmission detected by a fourth sensor provided in the vehicle. get the value of According to such a configuration, it is possible to acquire an appropriate first value in consideration of the number of revolutions of the engine and the shift stage of the transmission, which are considered factors that change the first value.

Further, in this case, the motor control device further includes a first map indicating the relationship between the engine speed, the gear stage of the transmission, and the first value, and the correction amount calculation unit calculates the A first value is obtained by referring to the first map based on the detected engine speed and the gear position of the transmission detected by the fourth sensor. According to such a configuration, it is possible to easily obtain an appropriate first value using the first map.

Further, in the above-described motor control device, the correction amount calculation unit is configured to calculate the rotation speed of the engine detected by the third sensor provided in the vehicle and the shift speed of the transmission detected by the fourth sensor provided in the vehicle. Based on this, the amplitude correction amount is obtained. According to such a configuration, an appropriate amplitude is obtained in consideration of the engine speed and transmission speed, which are considered to be factors that change the amplitude correction amount corresponding to the amplitude deviation caused by the dynamic vibration absorption torque. A correction amount can be obtained.

In this case, the motor control device further includes a second map indicating the relationship between the engine speed, the gear stage of the transmission, and the amplitude correction amount, and the correction amount calculation unit is detected by the third sensor. The amplitude correction amount is obtained by referring to the second map based on the engine speed and the gear stage of the transmission detected by the fourth sensor. According to such a configuration, it is possible to easily obtain an appropriate amplitude correction amount using the second map.

Further, in the motor control device described above, the correction amount calculation unit acquires both the phase correction amount and the amplitude correction amount, the motor torque command output unit adds or subtracts the phase correction amount to or from the phase component, and , outputs a motor torque command based on the reversed-phase torque corrected so that the amplitude component is multiplied by the amplitude correction amount. According to such a configuration, it is possible to appropriately correct the anti-phase torque based on both the phase correction amount and the amplitude correction amount, and to output an appropriate motor torque command according to the corrected anti-phase torque.

FIG. 1 is an exemplary and schematic block diagram showing the configuration of a vehicle drive system including a motor control device according to an embodiment. FIG. 2 is an exemplary schematic diagram showing the configuration of the damper according to the embodiment; FIG. 3 is an exemplary schematic diagram showing characteristics of the damper according to the embodiment. FIG. 4 is an exemplary schematic block diagram showing functional module groups of the motor control device according to the embodiment. FIG. 5 is an exemplary and schematic diagram showing an example of the phase difference between the crank angle and the motor angle in the embodiment. FIG. 6 is an exemplary schematic diagram showing an example of a phase correction map in the embodiment. FIG. 7 is an exemplary schematic diagram showing an example of an amplitude correction map according to the embodiment; FIG. 8 is an exemplary and schematic flowchart illustrating a series of processes executed by the motor control device according to the embodiment; FIG. 9 is an exemplary schematic diagram showing simulation results for the effect of the embodiment.

Hereinafter, embodiments of the present disclosure will be described based on the drawings. The configurations of the embodiments described below and the actions and results (effects) brought about by the configurations are merely examples, and are not limited to the following descriptions.

FIG. 1 is an exemplary and schematic block diagram showing the configuration of a drive system 100 for a vehicle V including a motor control device 110 according to the embodiment.

As shown in FIG. 1, a vehicle V drive system 100 according to the embodiment includes an engine 101, a motor generator 102, a transmission 103, a damper 104, a clutch 105, and a motor control device 110. there is

The engine 101 and the motor generator 102 are power sources of the vehicle V. FIG. The engine 101 outputs engine torque under the control of an engine ECU (not shown) to rotate the crankshaft 121 . Similarly, motor generator 102 outputs motor torque under the control of motor control device 110 to rotate motor shaft 122 .

Transmission 103 transmits drive torque based on at least one of engine torque of crankshaft 121 of engine 101 and motor torque of motor shaft 122 of motor generator 102 to wheel W side at a selected gear ratio. The driving torque is transmitted to the wheel W side as drive shaft torque via the drive shaft 123 .

The damper 104 is a torque fluctuation absorbing device that reduces (absorbs) vibrations of the crankshaft 121, that is, fluctuations in engine torque. The damper 104 generates damper torque based on torsional torque and dynamic damping torque according to fluctuations in engine torque, based on the configuration shown in FIG. 2 below.

FIG. 2 is an exemplary schematic diagram showing the configuration of the damper 104 according to the embodiment. As shown in FIG. 2, the damper 104 according to the embodiment includes an input inertia member 201, an output inertia member 202, a dynamic vibration reducer 211, and an elastic member 221. The input inertia member 201 and the output inertia member 203 have structures that are relatively rotatable about the same center of rotation, for example.

Input inertia member 201 is connected to crankshaft 121 of engine 101 . That is, the input inertia member 201 is provided on the input side of the damper 104 to which fluctuations in engine torque are input.

Output inertia member 202 is connected to input inertia member 201 via elastic member 221 . As a result, a torsional torque (see arrow A201) generated due to torsional deformation of the elastic member 221 is transmitted between the input inertia member 201 and the output inertia member 202 .

A dynamic vibration reducer 211 is provided on the output inertia member 202 . Dynamic damper 211 includes, for example, a vibrating mass, and reduces vibration of output inertia member 202 by dynamic damping torque (see arrow A202) generated due to vibration of the mass.

With such a configuration, the damper 104 according to the embodiment, as shown in the following FIG. , is generated as (total) damper torque.

FIG. 3 is an exemplary schematic diagram showing characteristics of the damper 104 according to the embodiment. In the example shown in FIG. 3, the solid line L300 corresponds to the change over time of the (total) damper torque generated by the damper 104, and the dashed-dotted line L301 corresponds to the change over time of the torsional torque generated by the elastic member 221 among the damper torques. Correspondingly, a two-dot chain line L302 corresponds to the dynamic damping torque generated by the dynamic damper 211 among the damper torques.

As can be seen from the relationship between the dashed-dotted line L301 and the dashed-two dotted line L302 shown in FIG. 3 (and the arrows A201 and A202 shown in FIG. 2), the dynamic damping torque shows a mode of canceling out the torsional torque. However, the amplitude of the dynamic damping torque is smaller than the amplitude of the torsional torque, and the phase of the dynamic damping torque and the torsional torque phase are not in a completely opposite phase relationship.

Therefore, in the embodiment, the damper torque as a composite torque of the torsional torque and the dynamic damping torque has a phase shift indicated by the dimension D301 and an amplitude shift indicated by the dimension D302 with respect to the torsional torque. change (see solid line L300 and dashed-dotted line L301).

Returning to FIG. 1 , the clutch 105 is provided between the engine 101 and the transmission 103 and switches connection/disconnection between the crankshaft 121 of the engine 101 and the input shaft 124 of the transmission 103 .

More specifically, the clutch 105 prevents transmission of (at least part of) torque between the crankshaft 121 and the input shaft 124 when the clutch 105 is in a connected state connecting the crankshaft 121 and the input shaft 124 . When the connection between the crankshaft 121 and the input shaft 124 is cut off, transmission of torque between the crankshaft 121 and the input shaft 124 is cut off.

Motor control device 110 is, for example, an ECU (Electronic Control Unit) configured as a microcomputer having hardware such as a processor, memory, and the like similar to those of a normal computer. Motor control device 110 controls the motor torque of motor generator 102 by giving a motor torque command as a command value to motor generator 102 .

The motor control device 110 can use various sensors provided on the vehicle V for control. In the example shown in FIG. 1, a crank angle sensor 131, a motor angle sensor 132, an accelerator position sensor 133, a clutch position sensor 134, and a shift position sensor 135 are illustrated as various sensors.

A crank angle sensor 131 detects a crank angle as a rotation angle of the crankshaft 121 . By using the detection result of the crank angle sensor 131, it is possible to detect the rotation speed of the engine 101 as well. The crank angle sensor 131 is an example of a "first sensor" and an example of a "third sensor".

A motor angle sensor 132 detects a motor angle as the rotation angle of the motor shaft 122 . The motor angle sensor 132 is an example of a "second sensor."

Accelerator position sensor 133 detects an operation amount (operation position) of an acceleration operation unit (not shown) for performing an acceleration operation for accelerating vehicle V, such as an accelerator pedal, so that acceleration operation is performed by the driver. Detects whether or not

Clutch position sensor 134 detects an operation amount (operation position) of a clutch operation unit (not shown) for operating clutch 105, such as a clutch pedal, to determine whether clutch 105 is engaged or disengaged. Detect if the state is

A shift position sensor 135 detects the gear stage (shift stage) currently set in the transmission 103 . The shift position sensor 135 is an example of a "fourth sensor".

By the way, conventionally, there is a damper that does not include a configuration corresponding to the dynamic vibration reducer 211 according to the embodiment, that is, a damper that includes (only) a configuration corresponding to the input inertia member 201 and a configuration corresponding to the output inertia member 203. A known technique is to reduce vibration caused by the damper torque by estimating the damper torque that causes the motor to move, and outputting a motor torque that is in phase opposite to the estimated damper torque. In such conventional technology, the damper torque is estimated as torsional torque corresponding to the torsional angle between the input inertia member 201 and the output inertia member 203 based on the difference between the crank angle and the motor angle.

However, in the configuration including the dynamic vibration absorber 211, such as the damper 104 according to the embodiment, in addition to the torsional torque, the characteristics of the dynamic vibration absorber 211, that is, the dynamic vibration damping torque generated by the dynamic vibration absorber 211 is further considered. Otherwise, the vibration generated according to the damper torque cannot be reduced appropriately.

More specifically, the damper 104 including the dynamic damper 211 generates a damper torque having a phase shift and an amplitude shift with respect to the torsional torque as a combined torque of the torsional torque and the dynamic damping torque, as described above. . However, the conventional techniques described above only consider torsional torque. Therefore, even if the conventional technique described above is applied to the damper 104 including the dynamic vibration reducer 211 as it is, the damper torque to be canceled by the motor torque cannot be accurately estimated. cannot be adequately reduced.

Therefore, in the embodiment, a group of functional modules as shown in the following FIG. to realize a reduction.

FIG. 4 is an exemplary and schematic block diagram showing functional modules of the motor control device 110 according to the embodiment. The functional module group shown in FIG. 4 is realized by cooperation of hardware and software, for example, as a result of the processor of motor control device 110 reading out a control program stored in a memory or the like. However, in the embodiment, part or all of the functional module group shown in FIG. 4 may be implemented by dedicated hardware (circuits).

As shown in FIG. 4 , motor control device 110 includes determination unit 401 , damper torque calculation unit 402 , filter processing unit 403 , reverse phase torque calculation unit 404 , filter processing unit 405 , correction amount calculation unit 406 . , a correction processing unit 407 , a command determination unit 408 , and a control unit 409 . The motor control device 110 also has a phase correction map 411 and an amplitude correction map 412 as data used for control.

Based on the detection results of accelerator position sensor 133 and clutch position sensor 134 , determination unit 401 determines whether it is necessary to output motor torque for canceling damper torque and reducing vibration of drive shaft 123 . Note that, hereinafter, the motor torque for reducing vibration of the drive shaft 123 may be expressed as damping torque.

For example, when clutch 105 is disengaged, or when acceleration is not performed even if clutch 105 is engaged, fluctuations in engine torque are not transmitted to drive shaft 123. There is no need to output damping torque. Therefore, in such a case, the determination unit 401 notifies the command determination unit 408 that it is not necessary to output the damping torque so that the damping torque becomes zero.

On the other hand, when the clutch 105 is in the engaged state and the acceleration operation is being performed, fluctuations in the engine torque are transmitted to the drive shaft 123, so it is necessary to reduce vibrations with damping torque. Therefore, in such a case, determination unit 401 notifies command determination unit 408 that it is necessary to output damping torque so as to output damping torque for canceling the damper torque.

Based on the detection results of the crank angle sensor 131 and the motor angle sensor 132, the damper torque calculation unit 402 calculates the input inertia member 201 and the output inertia member 201 similarly to the technique according to the above-described comparative example. 203 to calculate (estimate) a calculated damper torque as torsion torque corresponding to the torsion angle between 203 and 203 .

That is, assuming that the crank angle as the detection result of the crank angle sensor 131 is θ1 and the motor angle as the detection result of the motor angle sensor 132 is θ2, the damper torque calculator 402 expresses the difference between θ1 and θ2 (θ1- θ2), the torsion angle between the input inertia member 201 and the output inertia member 203 is calculated. Assuming that the rotational spring constant of the damper 104 is K, the damper torque calculator 402 multiplies the torsion angle of the damper 104 represented by the formula (θ1−θ2) by the rotational spring constant K of the elastic member 221. to calculate the calculated damper torque.

A filter processing unit 403 filters the calculation result of the damper torque calculation unit 402 to extract a vibration component corresponding to the primary frequency of the explosion of the engine 101 . Filter processing unit 403 realizes such extraction processing by, for example, a band-pass filter having a pass band of a frequency band corresponding to the primary frequency of the explosion of engine 101 .

The anti-phase torque calculation unit 404 performs phase inversion processing, etc. on the extraction result of the filter processing unit 403 to obtain the anti-phase torque opposite in phase to the estimated damper torque, which is the basis for calculating the damping torque. calculate.

By the way, as described above, the damper torque to be truly canceled in the damper 104 according to the embodiment is the combined torque of the torsional torque generated by the elastic member 221 and the dynamic damping torque generated by the dynamic damper 211 .

On the other hand, the calculated damper torque input to the negative phase torque calculation unit 404 as a basis for calculating the negative phase torque is calculated based on the torsion angle between the input inertia member 201 and the output inertia member 203. This value corresponds only to the torsional torque generated by the elastic member 221 .

Therefore, in order to effectively reduce the vibration generated according to the damper torque, it is necessary to reduce the negative phase torque calculated by the negative phase torque calculation unit 404 by It is necessary to correct the deviation (phase deviation and amplitude deviation described above).

Therefore, the embodiment calculates the phase correction amount and the amplitude correction amount for correcting the phase shift and the amplitude shift, respectively, with the configuration described below, and based on the calculation result, the negative phase torque calculation unit The negative phase torque calculated by 404 is corrected.

Filter processing unit 405 filters the detection results of crank angle sensor 131 and motor angle sensor 132 to extract vibration components corresponding to the primary frequency of explosion of engine 101 . Similar to the filter processing unit 403 described above, the filter processing unit 405 realizes such extraction processing by, for example, a bandpass filter having a passband of a frequency band corresponding to the primary frequency of the explosion of the engine 101 .

Correction amount calculation unit 406 generates a torque generated due to the dynamic vibration damping torque generated by dynamic damper 211 based on the extraction result of filter processing unit 405 and the detection results of accelerator position sensor 133 and shift position sensor 135. , the phase correction amount and the amplitude correction amount for correcting the phase shift and the amplitude shift between the actual damper torque generated by the damper 104 and the calculated damper torque (torsion torque generated by the elastic member 221), respectively. do.

First, a method of calculating a phase correction amount to be added to or subtracted from the phase component of the reverse phase torque will be described.

Correction amount calculation unit 406 calculates a first value corresponding to the phase difference between the crank angle and the motor angle assumed when it is assumed that no dynamic vibration damping torque is generated, the crank angle detected by crank angle sensor 131 and A phase correction amount is calculated based on the difference between the motor angle detected by the motor angle sensor 132 and a second value corresponding to the phase difference of the vibration component corresponding to the primary frequency of the explosion of the engine 101 . Note that hereinafter, the first value may be referred to as a reference phase difference, and the second value may be referred to as an actual phase difference.

The actual phase difference can be calculated based on the extraction result of the filtering section 405 . That is, as described above, the filtering unit 405 detects the primary frequency of the explosion of the engine 101 for each of the crank angle as the detection result of the crank angle sensor 131 and the motor angle as the detection result of the motor angle sensor 132. Since the vibration component corresponding to is extracted, the correction amount calculation unit 406 compares these extraction results to calculate the phase correction amount in the form shown in FIG. 5, for example.

FIG. 5 is an exemplary and schematic diagram showing an example of the phase difference between the crank angle and the motor angle in the embodiment. In the example shown in FIG. 5, the solid line L501 represents the time change of the vibration component of the crank angle corresponding to the primary frequency of the explosion of the engine 101, and the solid line L502 represents the motor angle of the primary frequency of the explosion of the engine 101. It represents the time change of the vibration component corresponding to the frequency.

As shown in FIG. 5, there is a predetermined time difference Δta (=T1−T2) between the timing T1 when the crank angle exceeds a predetermined threshold Th and the timing T2 when the motor angle exceeds the predetermined threshold Th. exist. The correction amount calculation unit 406 acquires the time difference Δta based on the extraction result of the filter processing unit 405, and calculates the actual phase difference based on the time difference Δta. Since the actual phase difference calculated in this way is based on the actual measured values of the information regarding the motor angle and the crank angle, it is a value reflecting the actual structure of the damper 104, that is, both the torsional torque and the dynamic damper torque. It is a value that takes into account the impact.

In the example shown in FIG. 5, the actual phase difference may be calculated based on the difference between the timing when the crank angle falls below the predetermined threshold Th and the timing when the motor angle falls below the predetermined threshold Th.

On the other hand, the reference phase difference can be calculated based on the detection results of crank angle sensor 131 and shift position sensor 135, and phase correction map 411 as shown in FIG. The phase correction map 411 is an example of the "first map".

FIG. 6 is an exemplary schematic diagram showing an example of the phase correction map 411 according to the embodiment. As shown in FIG. 6, the phase correction map 411 is data set in advance as information indicating the relationship between the rotational speed of the engine 101, the speed of the transmission 103, and the reference phase difference.

In the phase correction map 411, the relationship between the rotational speed of the engine 101 and the reference phase difference is shown as a plurality of lines (a solid line L601, a broken line L602, a one-dot chain line L603, and a two-dot chain line L604) corresponding to the stage of the gear stage. defined. A solid line L601 corresponds to the relationship between the rotational speed of the engine 101 and the reference phase difference in the gear stages from low speed to medium speed (for example, first speed to third speed). This corresponds to the relationship between the rotational speed of engine 101 and the reference phase difference in the gear stage (for example, fourth gear). A dashed-dotted line L603 corresponds to the relationship between the rotational speed of the engine 101 and the reference phase difference at a gear stage that is higher than the gear stage of the dashed line L602 (for example, fifth gear), and a two-dotted chain line L604 corresponds to the maximum speed. This corresponds to the relationship between the rotational speed of engine 101 and the reference phase difference in the gear stage (for example, sixth gear).

According to the phase correction map 411, one line is selected from the above-described plurality of lines according to the gear stage acquired based on the detection result of the shift position sensor 135, and then the detection result of the crank angle sensor 131 is selected. By extracting a point corresponding to the rotational speed of the engine 101 obtained based on , it is possible to easily specify an appropriate reference phase difference according to the situation.

As described above, in the embodiment, the correction amount calculation unit 406 calculates the phase correction map based on the rotational speed of the engine 101 detected by the crank angle sensor 131 and the gear stage of the transmission 103 detected by the shift position sensor 135. By referring to 411, a reference phase difference is obtained. Note that the reference phase difference is a value based on the assumption that no dynamic vibration damping torque is generated, so it can be said that it is a value that takes into consideration the influence of only the torsional torque, out of the torsional torque and the dynamic vibration damping torque.

In the embodiment, the correction amount calculation unit 406 calculates the phase correction amount to be added or subtracted from the phase component of the reverse phase torque based on the difference between the actual phase difference and the reference phase difference obtained by the above method. . As described above, the actual phase difference is a value that considers the effects of both torsional torque and dynamic vibration absorber torque, and the reference phase difference is a value that considers the effect of only torsional torque. Assuming that Δta is the reference phase difference and Δtb is the reference phase difference, the phase correction amount calculated by the formula (Δta−Δtb) representing the difference between the two corresponds to the phase shift caused by the influence of the dynamic damping torque.

Next, a method of calculating the amplitude correction amount to be multiplied by the amplitude component of the antiphase torque will be described.

Correction amount calculation unit 406 performs amplitude correction shown in FIG. The amplitude correction amount is calculated by referring to the amplitude correction map 412 . The amplitude correction map 412 is an example of the "second map".

FIG. 7 is an exemplary schematic diagram showing an example of the amplitude correction map 412 according to the embodiment. As shown in FIG. 7, the amplitude correction map 412 is data set in advance as information indicating the relationship between the number of rotations of the engine 101, the speed of the transmission 103, and the amount of amplitude correction.

In the amplitude correction map 412, the relationship between the rotational speed of the engine 101 and the amount of amplitude correction is shown as a plurality of lines (a solid line L701, a broken line L702, a one-dot chain line L703, and a two-dot chain line L704) corresponding to the stage of the gear stage. defined. A solid line L701 corresponds to the relationship between the rotation speed of the engine 101 and the amplitude correction amount in the gear stages from low to medium (for example, 1st to 3rd). This corresponds to the relationship between the number of rotations of engine 101 and the amplitude correction amount in the gear stage (for example, 4th gear). A dashed-dotted line L603 corresponds to the relationship between the rotational speed of the engine 101 and the amplitude correction amount at a gear stage higher than the gear stage of the dashed line L702 (for example, fifth gear), and a two-dotted chain line L704 corresponds to the maximum speed. This corresponds to the relationship between the number of rotations of engine 101 and the amplitude correction amount in the gear stage (for example, 6th gear).

According to the amplitude correction map 412, one line is selected from the above-described plurality of lines according to the shift stage acquired based on the detection result of the shift position sensor 135, and then the detection result of the crank angle sensor 131 is selected. By extracting a point corresponding to the rotational speed of the engine 101 obtained based on , it is possible to easily specify an appropriate amplitude correction amount according to the situation.

By such a method, in the embodiment, the correction amount calculation unit 406 calculates the extraction result of the filter processing unit 405, the detection results of the crank angle sensor 131 and the shift position sensor 135, the phase correction map 411 and the amplitude correction map. Based on 412 and , a phase correction amount and an amplitude correction amount respectively corresponding to the phase shift and amplitude shift between the actual damper torque and the calculated damper torque caused by the dynamic damping torque are obtained.

Then, returning to FIG. 2, the correction processing unit 407 converts the phase component and the amplitude component of the anti-phase torque calculated by the anti-phase torque calculation unit 404 to the phase correction amount and the amplitude correction amount calculated by the correction amount calculation unit 406, respectively. are corrected based on More specifically, the correction processing unit 407 shifts (delays) the phase component of the anti-phase torque by the amount of phase correction, and multiplies the amplitude component of the anti-phase torque by the amplitude correction amount. As a result, the effects of phase shift and amplitude shift generated in the negative phase torque (calculated damper torque) due to the dynamic vibration absorption torque are canceled, and the actual damper torque as a composite torque of both the torsional torque and the dynamic vibration absorption torque is calculated. A damping torque that can be appropriately canceled can be calculated.

Note that the correction process as described above uses the delay operator z ⁻¹ to obtain G×Tq×( z ⁻¹ ) ^Δt/Ts .

The command determining unit 408 determines a motor torque command to be given to the motor generator 102 based on the damping torque calculated by the correction processing unit 407 when the determining unit 401 determines that it is necessary to output the damping torque. decide.

Control unit 409 then drives motor generator 102 based on the motor torque command determined by command determination unit 408 .

In this way, command determination unit 408 and control unit 409 provide a motor torque command to motor generator 102 based on the reverse phase torque corrected by the phase correction amount and the amplitude correction amount as the calculation results of correction amount calculation unit 406. It functions as a motor torque command output unit that outputs

Based on the above configuration, the motor control device 110 according to the embodiment executes a series of processing according to the processing flow shown in FIG. 8 below.

FIG. 8 is an exemplary and schematic flow chart showing a series of processes executed by the motor control device 110 according to the embodiment.

As shown in FIG. 8, in the embodiment, first, in S801, the determination unit 401 of the motor control device 110 determines whether damping by damping torque is necessary. As described above, this determination is made based on the detection result of accelerator position sensor 133 and the detection result of clutch position sensor 134 .

If it is determined in S801 that damping is necessary, the process proceeds to S802. Then, in S802, the damper torque calculator 402 of the motor control device 110 performs the above-described calculation based on the detection result of the crank angle sensor 131, the detection result of the motor angle sensor 132, and the rotational spring constant of the damper 104. Calculate the upper damper torque.

Then, in S803, the filtering unit 403 of the motor control device 110 performs filtering on the calculated damper torque calculated in S802. The filtering process executed in S803 is, as described above, a process of extracting the vibration component corresponding to the primary frequency of the explosion of the engine 101 from the calculated damper torque.

Then, in S804, the anti-phase torque calculation unit 404 of the motor control device 110 performs phase reversal processing or the like on the result of the processing of S803, thereby calculating anti-phase torque opposite in phase to the calculated damper torque. .

Then, in S805, filter processing unit 405 of motor control device 110 performs filtering processing on the crank angle and the motor angle as detection results of crank angle sensor 131 and motor angle sensor 132, respectively. The filtering process executed in S805 is, as described above, a process of extracting the vibration component corresponding to the primary frequency of the explosion of the engine 101 from the crank angle and the motor angle.

Then, in S806, the correction amount calculation unit 406 of the motor control device 110 calculates the torsional torque generated by the elastic member 221 and the dynamic vibration absorption generated by the dynamic vibration reducer 211 based on the difference between the two vibration components extracted in S805. The actual phase difference is calculated as a value considering the effects of both the device torque.

Then, in S807, the correction amount calculation unit 406 of the motor control device 110 calculates the rotational speed of the engine 101 obtained from the detection result of the crank angle sensor 131 and the gear shift of the transmission 103 obtained from the detection result of the shift position sensor 135. By referring to the phase correction map 411 based on , and , the reference phase difference is calculated as a value that takes into consideration the influence of only the torsional torque generated by the elastic member 221 .

Then, in S808, the correction amount calculation unit 406 of the motor control device 110 calculates the difference between the actual phase difference calculated in S806 and the reference phase difference calculated in S807. A phase correction amount corresponding to the phase shift is calculated.

Then, in S809, the correction amount calculation unit 406 of the motor control device 110 calculates the rotational speed of the engine 101 obtained from the detection result of the crank angle sensor 131 and the gear shift of the transmission 103 obtained from the detection result of the shift position sensor 135. By referring to the amplitude correction map 412 based on , and , the amplitude correction amount corresponding to the amplitude deviation caused by the influence of the dynamic damping torque is calculated.

Then, in S810, the correction processing unit 407 of the motor control device 110 corrects the reverse phase torque calculated in S804 using the phase correction amount and the amplitude correction amount calculated in S808 and S809, respectively. More specifically, the correction processing unit 407 adds or subtracts the phase correction amount to or from the phase component of the anti-phase torque, and multiplies the amplitude component of the anti-phase torque by the amplitude correction amount. As a result, the effects of phase shift and amplitude shift generated in the negative phase torque (calculated damper torque) due to the dynamic vibration absorption torque are canceled, and the actual damper torque as a composite torque of both the torsional torque and the dynamic vibration absorption torque is calculated. A damping torque that can be appropriately canceled can be calculated.

Then, in S811, the command determination unit 408 of the motor control device 110 determines a motor torque command for generating damping torque, which is motor torque corresponding to the reverse phase torque corrected in S810.

Then, in S812, control unit 409 of motor control device 110 outputs the motor torque command determined in S811 to motor generator . Then the process ends.

Note that in the embodiment, if it is determined in S801 that damping is necessary, the process proceeds to S813. In this case, since damping torque is not required to be output, in S813 the command determination unit 408 of the motor control device 110 determines a motor torque command for zeroing the motor torque.

After the process of S813, the process advances to S812 as after the process of S811. Then, in S812, control unit 409 of motor control device 110 outputs to motor generator 102 the motor torque command for setting the motor torque determined in S813 to zero. Then the process ends.

As described above, the motor control device 110 according to the embodiment includes the input inertia member 201 connected to the crankshaft 121 and the output inertia member 203 connected to the input inertia member 201 via the elastic member 221. , and a dynamic vibration absorber 211 provided on the output inertia member 203 .

Further, the motor control device 110 according to the embodiment includes a damper torque calculation unit 402, a reverse phase torque calculation unit 404, a correction amount calculation unit 406, a command determination unit 408 and a control unit 409 as a motor torque command output unit, It has A damper torque calculator 402 calculates a calculated damper torque generated by the damper 104 according to fluctuations in engine torque, based on the difference between the crank angle detected by the crank angle sensor 131 and the motor angle detected by the motor angle sensor 132. Calculate The negative phase torque calculator 404 calculates a negative phase torque that is in phase opposite to the calculated damper torque calculated by the damper torque calculator 402 . The correction amount calculation unit 406 calculates the torque generated by the dynamic vibration damping torque generated by the dynamic damper 211 based on at least the crank angle detected by the crank angle sensor 131 and the motor angle detected by the motor angle sensor 132. , a phase correction amount and an amplitude correction amount for correcting a phase shift and an amplitude shift between the actual damper torque generated by the damper 104 and the calculated damper torque, respectively. Command determination unit 308 and control unit 309 output a motor torque command to motor generator 102 based on the reverse phase torque corrected based on the phase correction amount and the amplitude correction amount.

According to the above configuration, based on the phase correction amount and the amplitude correction amount, the reverse phase torque is corrected so as to cancel the phase shift and the amplitude shift caused by the dynamic damping torque, and the reverse phase torque after the correction is corrected. Since it is possible to output a motor torque command according to the phase torque, it is possible to reduce the vibration generated according to the damper torque of the damper including the dynamic vibration absorber.

In the embodiment, command determination unit 308 and control unit 309 operate when clutch 105 provided between engine 101 and transmission 103 is in a connected state in which crankshaft 121 and input shaft 124 are connected. , outputs a motor torque command, and outputs a motor torque command for zeroing the motor torque when the clutch 105 is in a disconnection state in which the connection between the crankshaft 121 and the input shaft 124 is disconnected. According to such a configuration, it is possible to switch whether to generate the motor torque for reducing the influence of the damper torque depending on whether the damper torque is transmitted to the wheel W side via the clutch. .

Further, in the embodiment, even when the clutch 105 is in the engaged state, the command determination unit 308 and the control unit 309 reduce the motor torque when the acceleration operation for accelerating the vehicle V is not performed. Output the motor torque command to zero. According to such a configuration, in addition to the state of the clutch 105, the presence or absence of the acceleration operation is further considered, and the influence of the damper torque is determined according to whether the damper torque is transmitted to the wheel W side via the clutch. It is possible to switch whether or not to generate the motor torque for reduction.

In the embodiment, the correction amount calculation unit 406 also includes a reference phase difference (first value) corresponding to the phase difference between the crank angle and the motor angle assumed when it is assumed that no dynamic vibration damping torque is generated; Actual phase difference (second value) corresponding to the phase difference of the vibration component corresponding to the primary frequency of the explosion of the engine 101 between the crank angle detected by the crank angle sensor 131 and the motor angle detected by the motor angle sensor 132 , and the phase correction amount is calculated based on the difference between . According to such a configuration, it is possible to easily acquire the phase correction amount corresponding to the phase shift caused by the dynamic damping torque based on the difference between the reference phase difference and the actual phase difference.

Further, in the embodiment, the correction amount calculation unit 406 calculates the reference phase difference based on the rotational speed of the engine 101 detected by the crank angle sensor 131 and the gear position of the transmission 103 detected by the shift position sensor 135. to get According to such a configuration, it is possible to obtain an appropriate reference phase difference in consideration of the rotation speed of the engine 101 and the shift stage of the transmission 103, which are considered factors that change the reference phase difference.

More specifically, in the embodiment, the motor control device 110 further includes a phase correction map 411 that indicates the relationship between the engine 101 speed, the gear position of the transmission 103, and the reference phase difference. Quantity calculation unit 406 refers to phase correction map 411 based on the rotational speed of engine 101 detected by crank angle sensor 131 and the gear stage of transmission 103 detected by shift position sensor 135 to obtain the reference phase difference. to get With such a configuration, it is possible to easily obtain an appropriate reference phase difference using the phase correction map 411 .

In addition, in the embodiment, the correction amount calculation unit 406 calculates the amplitude correction amount based on the rotational speed of the engine 101 detected by the crank angle sensor 131 and the gear position of the transmission 103 detected by the shift position sensor 135. to get According to such a configuration, considering the rotation speed of the engine 101 and the shift stage of the transmission 103, which are considered to be factors that change the amplitude correction amount corresponding to the amplitude deviation generated due to the dynamic vibration absorption torque, an appropriate amplitude correction amount can be acquired.

More specifically, in the embodiment, the motor control device 110 further includes an amplitude correction map 412 that indicates the relationship between the rotation speed of the engine 101, the shift stage of the transmission 103, and the amplitude correction amount. A unit 406 acquires an amplitude correction amount by referring to an amplitude correction map 412 based on the rotational speed of the engine 101 detected by the crank angle sensor 131 and the gear stage of the transmission 103 detected by the shift position sensor 135. do. With such a configuration, it is possible to easily acquire an appropriate amplitude correction amount using the amplitude correction map 412 .

A further explanation of the advantages of the embodiments is briefly described below.

FIG. 9 is an exemplary schematic diagram showing simulation results for the effect of the embodiment. The expression "D/S torque" on the vertical axis of FIG. 9 means drive shaft torque.

In the example shown in FIG. 9, a solid line L901 represents the relationship between the rotation speed of the engine 101 and the drive shaft torque fluctuation, which is realized by the technique according to the embodiment that calculates the damping torque in consideration of the influence of the dynamic damping torque. represents a relationship. A dashed line L902 represents the number of rotations of the engine 101 and the drive shaft, which is realized by the technique according to the comparative example in which the damping torque is calculated without considering the influence of the dynamic damping torque based on the same technical idea as the conventional one. It represents the relationship with torque fluctuation. A dashed-dotted line L900 represents the relationship between the rotational speed of engine 101 and the variation in drive shaft torque when damping by damping torque is not performed at all.

As can be seen by comparing the dashed-dotted line L900, the solid line L901, and the dashed line L902, the technique according to the embodiment can make the drive shaft torque fluctuation smaller than the technique according to the comparative example. This is because, in the technology according to the embodiment, unlike the technology according to the comparative example, the reverse phase torque based on the calculated damper torque corresponding to the torsional torque is eliminated from the phase and amplitude deviations caused by the dynamic damping torque. This is because the damping torque is determined after considering and correcting appropriately.

Thus, according to the technique according to the embodiment, it is possible to obtain a higher damping effect than the technique according to the comparative example.

<Modification>
It should be noted that in the above-described embodiment, the reverse phase torque is corrected based on both the phase correction amount and the amplitude correction amount. However, even if the antiphase torque is corrected based on only one of the phase correction amount and the amplitude correction amount, the damping torque capable of canceling the actual damper torque at a certain level can be obtained compared to the case where no correction is made at all. It is possible to obtain

Further, in the above-described embodiments, an example is shown in which the technique of the present disclosure is applied to a damper in which a dynamic vibration reducer is provided on an output inertia member. However, the technology of the present disclosure can also be applied to a configuration in which at least one of the input inertia member and the output inertia member is provided with a dynamic vibration reducer.

Further, in the above-described embodiment, the engine speed may be determined by a method other than the method using the detection result of the crank angle sensor, and the transmission speed may be determined using the detection result of the shift position sensor. It may be obtained by other methods. For example, when the drive system is in a transmission state in which torque is transmitted to the drive shaft, the engine speed and the gear stage of the transmission can be obtained from the motor generator speed and the like. Also, the gear stage of the transmission can be obtained from the ratio of the number of revolutions of the input shaft and the output shaft (not shown in the embodiment) of the transmission.

Although the embodiments and modifications of the present disclosure have been described above, the embodiments and modifications described above are merely examples, and are not intended to limit the scope of the invention. The novel embodiments and modifications described above can be implemented in various forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. The embodiments and modifications described above are included in the scope and gist of the invention, and are included in the invention described in the claims and their equivalents.

101 Engine 102 Motor Generator 103 Transmission 104 Damper 105 Clutch 110 Motor Control Device 121 Crankshaft 122 Motor Shaft 124 Input Shaft 402 Damper Torque Calculator 404 Negative Phase Torque Calculator 406 Correction Amount Calculator 408 Command Determination Unit (Motor Torque Command Output Unit)
409 control unit (motor torque command output unit)
411 phase correction map (first map)
412 Amplitude correction map (second map)

Claims (9)

an engine and a motor generator as power sources; and a transmission that transmits driving torque based on at least one of engine torque of a crankshaft of the engine and motor torque of a motor shaft of the motor generator to the wheels at a selected gear ratio. an input inertia member connected to the crankshaft; an output inertia member connected to the input inertia member via an elastic member; and a dynamic vibration absorber provided to at least one of the input inertia member and the output inertia member. and a damper for reducing vibration of the crankshaft, comprising:
A difference between a crank angle as a rotation angle of the crankshaft detected by a first sensor provided in the vehicle and a motor angle as a rotation angle of the motor shaft detected by a second sensor provided in the vehicle. a damper torque calculation unit that calculates a calculated damper torque generated by the damper according to the fluctuation of the engine torque, based on;
a reverse phase torque calculation unit that calculates a reverse phase torque that is in reverse phase with the calculated damper torque calculated by the damper torque calculation unit;
The damper is generated due to the dynamic vibration damping torque generated by the dynamic damper based on at least the crank angle detected by the first sensor and the motor angle detected by the second sensor. a correction amount calculation unit that calculates at least one of a phase correction amount and an amplitude correction amount for correcting a phase shift and an amplitude shift between the actual damper torque and the calculated damper torque, respectively;
a motor torque command output unit that outputs a motor torque command to be given to the motor generator based on the reverse phase torque corrected based on at least one of the phase correction amount and the amplitude correction amount;
A motor controller. The motor torque command output unit outputs the motor torque when a clutch provided between the engine and the transmission is in a connected state connecting the crankshaft of the engine and the input shaft of the transmission. outputting a command, and outputting the motor torque command that makes the motor torque zero when the clutch is in a disconnection state that disconnects the crankshaft and the input shaft;
The motor control device according to claim 1. The motor torque command output unit outputs the motor torque command to reduce the motor torque to zero when an acceleration operation for accelerating the vehicle is not performed even when the clutch is in an engaged state. which outputs
3. A motor control device according to claim 2. The correction amount calculator calculates a first value corresponding to a phase difference between the crank angle and the motor angle assumed when it is assumed that the dynamic vibration damping torque is not generated, and the first value detected by the first sensor. The phase correction is performed based on the difference between the crank angle and the motor angle detected by the second sensor and a second value corresponding to the phase difference of the vibration component corresponding to the primary frequency of the engine explosion. calculate the amount,
A motor control device according to any one of claims 1 to 3. The correction amount calculation unit, based on the rotational speed of the engine detected by a third sensor provided in the vehicle and the shift stage of the transmission detected by a fourth sensor provided in the vehicle, get a first value;
5. A motor control device according to claim 4. further comprising a first map showing the relationship between the engine speed, the gear stage of the transmission, and the first value;
The correction amount calculation unit refers to the first map based on the rotation speed of the engine detected by the third sensor and the gear position of the transmission detected by the fourth sensor, thereby calculating the first to get the value of
A motor control device according to claim 5 . The correction amount calculation unit, based on the rotational speed of the engine detected by a third sensor provided in the vehicle and the shift stage of the transmission detected by a fourth sensor provided in the vehicle, to get the amplitude correction amount,
A motor control device according to any one of claims 1 to 6. further comprising a second map showing the relationship between the engine speed, the gear stage of the transmission, and the amplitude correction amount;
The correction amount calculation unit refers to the second map based on the rotation speed of the engine detected by the third sensor and the gear stage of the transmission detected by the fourth sensor, thereby performing the amplitude correction. get the amount,
The motor control device according to claim 7. The correction amount calculation unit obtains both the phase correction amount and the amplitude correction amount,
The motor torque command output unit adds or subtracts the phase correction amount to or from the phase component and multiplies the amplitude component by the amplitude correction amount based on the reversed-phase torque corrected such that the output the motor torque command,
A motor control device according to any one of claims 1 to 8.

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