WO2017094772A1

WO2017094772A1 - Vehicle, and control device and control method therefor

Info

Publication number: WO2017094772A1
Application number: PCT/JP2016/085540
Authority: WO
Inventors: 貴友浅井; 博司川添; 啓介牛田
Original assignee: アイシン精機株式会社
Priority date: 2015-12-02
Filing date: 2016-11-30
Publication date: 2017-06-08
Also published as: JP2017100581A

Abstract

A control device (20) for a vehicle having a transmission, an engine connected to an input shaft of the transmission via a clutch damper, a motor connected to the transmission, and wheels connected to a driveshaft of the transmission, and characterized by being equipped with: an engine torque calculation unit (22) for calculating the engine torque; a frequency calculation unit (23) for calculating an engine explosion primary frequency which corresponds to an engine speed; a band-pass filter unit (24) for applying band-pass filtering processing to the engine torque by using the engine explosion primary frequency as a band-pass frequency; and a command torque calculation unit (25) for calculating a command torque for the motor on the basis of an output from the band-pass filter unit such that an anti-resonance point in a torque transfer characteristic from the engine to the driveshaft falls with a predetermined range which includes the engine explosion primary frequency.

Description

VEHICLE, ITS CONTROL DEVICE AND CONTROL METHOD

The present invention relates to a vehicle having an engine and a motor, and a control device and control method therefor.

Patent Document 1 discloses a torque transmission device that suppresses torque pulsation and fluctuation of an internal combustion engine by generating a torque obtained by multiplying a signal having the same phase as the engine torque by a constant in an automobile equipped with the internal combustion engine.

Patent Document 2 discloses that in an automobile equipped with an internal combustion engine, a torque having an opposite phase and the same amplitude as that of the damper torque is applied to the motor to remove the vibration of the power train, and torsional vibration in the power train is attenuated. An apparatus that can be used is disclosed.

Japanese Patent No. 3958220 JP-A-4-21747

However, while the torque transmission device described in Patent Document 1 can effectively suppress torque pulsation and fluctuation in a limited low rotation range such as engine start and stop, a sufficient effect can be obtained in the travel range. Not exclusively. Rather, there is a risk that a muffled sound will be generated in the running area and the quietness will be impaired.

In addition, the device described in Patent Document 2 can obtain quietness by attenuating torsional vibrations, but also attenuates frequency components for accelerating / decelerating the vehicle, which may result in a slow acceleration / deceleration. is there.

The present invention has been made in view of such problems, and an object of the present invention is to provide a vehicle capable of achieving both acceleration feeling and quietness, and a control device and control method therefor.

According to one aspect of the present invention, a transmission, an engine connected to an input shaft of the transmission via a clutch / damper, a motor connected to the transmission, and a wheel connected to a drive shaft of the transmission The engine control unit calculates the engine torque, the frequency calculation unit calculates the engine explosion primary frequency according to the engine speed, and the engine torque with respect to the engine torque. A band-pass filter unit that performs a band-pass filter process using a primary explosion frequency as a pass frequency, and an anti-resonance point in a transfer characteristic from the engine to the drive shaft based on an output from the band-pass filter unit, Including explosion primary frequency So as to be within a predetermined range, the control device is provided comprising, a command torque calculation unit for calculating a command torque of the motor.
The bandpass filter process passes the primary frequency of the engine explosion, but blocks other frequencies. Therefore, quietness can be improved without impairing the feeling of acceleration. Further, it is not necessary to provide a sensor for detecting the motor angle, and the cost can be reduced.

Preferably, the command torque calculation unit outputs the output from the bandpass filter unit so that an anti-resonance point in a transfer characteristic from the engine to the drive shaft falls within a predetermined range including the engine explosion primary frequency. The command torque of the motor is calculated by adjusting the amplitude and / or phase.
Quietness can be improved by setting the anti-resonance point near the engine explosion primary frequency.

The command torque calculating unit includes the engine speed, the inertia of the engine, the damper rigidity, the gear ratio between the input shaft and the drive shaft of the transmission, the damping factor at the center frequency of the pass band of the bandpass filter, the cylinder of the engine The amplitude may be adjusted based on the number and the number of cycles.
More specifically, the command torque calculation unit may calculate the command torque of the motor by multiplying the amplitude and a gain G expressed by the following equation.
G = K / [A * Z {(n * W / C) ² * JK}]
Where W is the engine speed, J is the inertia of the engine, K is damper rigidity, Z is the gear ratio between the input shaft and drive shaft of the transmission, and A is the center frequency of the pass band of the bandpass filter. Damping magnification, n is the number of cylinders of the engine, and C is the number of cycles.
Thereby, the command torque of the motor can be calculated appropriately.

Preferably, the command torque calculator adjusts the phase according to a change in the engine speed.
More preferably, the command torque calculation unit advances the phase when the engine speed is increasing, and delays the phase when the engine speed is decreasing.
By adjusting the phase in this way, the vibration damping effect can be maintained even when the engine speed changes.

It is desirable that the band-pass filter unit allows the engine explosion primary frequency to pass but does not pass a frequency component for accelerating / decelerating the vehicle.
Thereby, a feeling of acceleration can be maintained.

The frequency calculation unit may calculate the primary frequency of the engine explosion based on the following equation.
f = (N / 60) * (n / C) (2)
Here, f is the engine explosion primary frequency, N is the engine speed [rpm], n is the number of engine cylinders, and C is the number of cycles.
Thereby, the engine explosion primary frequency can be calculated following the engine speed.

The command torque calculation unit preferably applies an offset to the output from the bandpass filter unit so that the sign of the command torque of the motor is constant.
As a result, the sign of the torque of the motor can be kept constant, and the occurrence of gear rattling noise can be suppressed, and quietness can be further improved.

Preferably, the control device includes a vibration suppression necessity determination unit that determines whether vibration suppression control is necessary according to the engine speed, the state of the clutch / damper, and the presence or absence of fuel cut.
Thereby, vibration suppression control can be performed only when necessary.

According to another aspect of the present invention, the control device, the transmission, an engine connected to an input shaft of the transmission via a clutch / damper, and the transmission connected to the transmission and calculated by the control device. A vehicle is provided that includes a motor controlled by command torque and wheels connected to a drive shaft of the transmission.

According to another aspect of the present invention, a transmission, an engine connected to an input shaft of the transmission via a clutch / damper, a motor connected to the transmission, and a wheel connected to a drive shaft of the transmission And an engine torque calculating step for calculating an engine torque, a frequency calculating step for calculating an engine explosion primary frequency according to the engine speed, and the engine torque with respect to the engine torque. A band-pass filter step for performing a band-pass filter process using the primary frequency of the engine explosion as a pass frequency, and an anti-resonance point in the transfer characteristic from the engine to the drive shaft based on the output after the band-pass filter process, Engine So as to be within a predetermined range including the explosion primary frequency, the command torque calculation step of calculating a command torque of the motor, the control method comprising a are provided.

Because the band-pass filter is used, both acceleration and quietness can be achieved.

The block diagram which shows schematic structure of the vehicle which concerns on one Embodiment, and its control apparatus 20. FIG. FIG. 3 is a block diagram illustrating an example of an internal configuration of a control device 20. 7 is a flowchart showing a processing operation of vibration suppression control by the control device 20; The figure which shows the simulation result which compares the case where damping control of this embodiment is performed, and the case where it does not perform. The figure which shows another simulation result which compares the case where it does not perform with the case where damping control of this embodiment is performed.

Hereinafter, embodiments according to the present invention will be specifically described with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle and a control device 20 thereof according to an embodiment. This vehicle includes an engine 1, a clutch / damper 2, a transmission 3, wheels 4, and a motor 5. The engine 1 is connected to the input shaft 3 a of the transmission 3 via the clutch / damper 2, the motor 5 is directly connected to the motor shaft 3 b of the transmission 3, and the wheels 4 are connected to the drive shaft 3 c of the transmission 3. Power from the engine 1 and / or the motor 5 is transmitted to the wheels 4 by the transmission 3.

The vehicle also includes a crank angle sensor 11, an accelerator position sensor 12, and a stroke sensor 13. The crank angle sensor 11 detects the crank angle θ1 of the engine 1. The accelerator position sensor 12 detects the accelerator opening. The stroke sensor 13 detects the state of the clutch / damper 2, that is, whether the clutch is engaged or disengaged. In the present embodiment, a motor angle sensor that detects the rotation angle of the motor 5 may not be provided.

Furthermore, the vehicle is provided with a control device 20, and controls the vibration of the vehicle (particularly, the humming sound of the engine 1) based on the detection result of each sensor.

FIG. 2 is a block diagram illustrating an example of the internal configuration of the control device 20. The control device 20 includes a vibration suppression necessity determination unit 21, an engine torque calculation unit 22, a frequency calculation unit 23, a bandpass filter unit 24, and a command torque calculation unit 25. Some or all of these may be configured by hardware, or may be realized by a processor executing a predetermined program.

The crank angle sensor 11, the accelerator position sensor 12, and the stroke sensor 13 are connected to the vibration suppression necessity determination unit 21 as necessary to determine whether vibration suppression control is necessary. The determination result is transmitted to the command torque calculation unit 25.

The crank angle sensor 11 is connected to the engine torque calculation unit 22 to calculate the engine torque T. The engine torque T includes a primary engine explosion frequency f (about 30 to 60 Hz) and a frequency (about 10 Hz) for accelerating and decelerating the engine 1. The calculated engine torque T is input to the bandpass filter unit 24. Since the engine torque T can be calculated without knowing the angle of the motor 5, the motor angle sensor can be dispensed with and the cost can be reduced.

The frequency calculation unit 23 calculates the primary engine explosion frequency f and sets it as the pass frequency of the bandpass filter unit 24.

The band-pass filter unit 24 performs band-pass filtering on the input signal (that is, engine torque T) using the set engine explosion primary frequency f as a pass frequency. The output from the band pass filter unit 24 is input to the command torque calculation unit 25.

The command torque calculation unit 25 sets the vibration suppression command torque to 0 when vibration suppression control is not required, and sets the vibration suppression command torque based on the output from the bandpass filter unit 24 when vibration suppression control is required. Is calculated. The motor 5 is controlled according to the vibration suppression command torque. The vibration suppression command torque is set to cancel the engine explosion primary frequency f and suppress the torque fluctuation of the drive shaft 3c while leaving the frequency component for accelerating / decelerating the engine 1. In addition, the transmission characteristic from the engine 1 to the drive shaft 3c, more specifically, the anti-resonance point in the transmission characteristic from the torque of the engine 1 to the torque of the drive shaft 3c is controlled so as to be in the vicinity of the engine explosion primary frequency f. Vibration command torque is set.

Here, the vicinity of the primary engine explosion frequency f may be any frequency where the frequency component for accelerating / decelerating the engine 1 remains and the primary engine explosion frequency f is canceled. It may be within a predetermined range including the primary frequency, and more specifically, it may be within the engine explosion primary frequency ± 2 to 4 kHz.

FIG. 3 is a flowchart showing the processing operation of vibration suppression control by the control device 20.
First, the damping necessity determination unit 21 determines whether damping control is necessary based on the detection results of the crank angle sensor 11, the accelerator position sensor 12, and the stroke sensor 13 (step S1). For example, the vibration suppression necessity determination unit 21 estimates the rotational speed N of the engine 1 from the detection result of the crank angle sensor 11, and determines that the vibration suppression control is necessary when the rotational speed is within a rotational speed range where a noise is generated. Also good. Further, the vibration suppression necessity determination unit 21 may determine that the vibration suppression control is unnecessary when the detection result of the stroke sensor 13 indicates that the clutch in the clutch / damper 2 is in the released state. Alternatively, the vibration suppression necessity determination unit 21 may determine that the vibration suppression control is unnecessary at the time of fuel cut based on the detection result of the accelerator position sensor 12.

In addition, the vibration suppression necessity determination unit 21 may not need vibration suppression control when traveling on rough roads, and may determine whether vibration suppression control is necessary using the accelerator opening, shift stage, vehicle speed, gravity sensor, and navigation information. You may judge.

When it is determined that the vibration suppression control is not necessary (NO in step S1), the command torque calculation unit 25 sets the vibration suppression command torque to 0 (step S2). In this case, vibration suppression control is not performed. On the other hand, when it is determined that vibration suppression control is necessary (YES in step S1), the following vibration suppression control is performed.

Engine torque calculation unit 22 calculates engine torque T based on crank angle θ1 of engine 1 (step S3). Further, the engine torque calculation unit 22 may estimate the engine torque T from the rotational speed N of the engine 1, the water temperature of the engine 1, the cylinder internal pressure, or the like, instead of the crank angle θ1, or measure the engine torque T. May be.

Next, the frequency calculation unit 23 calculates an engine explosion primary frequency f that causes a booming noise, based on the number of revolutions N [rpm] of the engine 1, the number of cylinders n of the engine 1, and the number of cycles C (step) S3). More specifically, the engine explosion primary frequency f is calculated by the following equation (1). The rotational speed N of the engine 1 can be grasped from the detection result of the crank angle sensor 11, and the cylinder number n and the cycle number C of the engine 1 are known constants.
f = (N / 60) * (n / C) (1)

The engine explosion primary frequency f is set in the bandpass filter unit 24 as a pass frequency. Thereby, the band pass filter unit 24 passes the frequency component in the vicinity of the engine explosion primary frequency f in the input signal, and blocks other frequency components. Further, since the engine explosion primary frequency f corresponding to the engine speed N is calculated, even if the engine explosion primary frequency f changes due to the engine speed N changing, the change can be followed. .

Then, the engine torque T calculated in step S3 is input to the band pass filter unit 24 (step S5). As a result, a frequency component in the vicinity of the engine explosion primary frequency f is extracted from the engine torque T. Here, the engine torque T includes a frequency component for accelerating / decelerating the vehicle in addition to a frequency component in the vicinity of the engine explosion primary frequency f. Since such a frequency component is lower than the engine explosion primary frequency f, it is blocked by the bandpass filter unit 24.

That is, in the present embodiment, in order to perform the bandpass filter processing, the frequency component for accelerating / decelerating the vehicle is removed, and the component in the vicinity of the engine explosion primary frequency f is extracted. Further, the bandpass filter unit 24 also removes frequency components caused by noise that can be detected by the crank angle sensor 11.

Subsequently, the command torque calculation unit 25 calculates a vibration suppression command torque for controlling the motor 5 based on the output from the bandpass filter unit 24 (step S6). This vibration suppression command torque is set so as to suppress torque fluctuations that occur in the drive shaft 3 c of the transmission 3.

Desirably, the command torque calculation unit 25 adjusts the amplitude of the output from the bandpass filter unit 24 including the engine explosion primary frequency f. That is, the command torque calculation unit 25 obtains the command torque by multiplying the output by a predetermined gain G. The gain G is a value that decreases as the rotational speed of the engine 1 increases. The rotational speed W [rad / s] of the engine 1, inertia J [kg · m ² ] of the engine 1, damper rigidity K [Nm / rad], It can be determined based on the gear ratio Z between the input shaft 3 a and the drive shaft 3 c of the transmission 3, the damping factor A at the center frequency of the pass band of the bandpass filter 24, the number of cylinders n and the number of cycles C of the engine 1. Specifically, it is calculated using the following equation (2).
G = K / [A * Z {(n * W / C) ² * JK}] (2)

By adjusting the amplitude in this way, the anti-resonance point in the transfer characteristic from the torque of the engine 1 to the torque of the drive shaft 3c becomes near the engine explosion primary frequency f, and the engine explosion primary frequency f is canceled. Vibration suppression is realized.

Further, the command torque calculation unit 25 may adjust the phase of the output from the bandpass filter unit 24 including the engine explosion primary frequency f. Specifically, the command torque calculation unit 25 advances the phase when the rotational speed of the engine 1 is increasing, and delays the phase when the rotational speed of the engine 1 is decreasing.

Thereby, even when the rotation speed of the engine 1 changes, the vibration control effect can be maintained.

Further, the command torque calculation unit 25 may set the offset so that the sign of the vibration damping command torque is constant, that is, the sign of the torque of the motor 5 is constant. By making the sign of the vibration suppression command torque constant, it is possible to prevent the gear in the motor torque transmission unit from being separated, so that gear rattling noise can be prevented and durability can be improved. The value of such an offset changes according to the magnitude of the engine explosion primary frequency f.

FIG. 4 is a diagram showing a simulation result comparing the case where the vibration suppression control of the present embodiment is performed with the case where the vibration suppression control is not performed. FIG. 4A shows a case where vibration suppression control is not performed. The horizontal axis represents time, and the vertical axis represents engine speed N, engine torque T, vibration suppression command torque, and torque of drive shaft 3c in transmission 3 in order. is there. FIG. 4B shows a case where vibration suppression control is performed, and the horizontal axis and the vertical axis are the same as those in FIG.

In FIG. 4A, vibration suppression control is not performed, and therefore the torque of the drive shaft 3c fluctuates over time. In this case, a booming sound is generated.
In FIG. 4 (b), it can be seen that by setting the damping command torque, the fluctuation of the torque of the drive shaft 3c is reduced, and the damping effect is obtained.

FIG. 5 is a diagram showing another simulation result comparing the case where the vibration suppression control of the present embodiment is performed with the case where the vibration suppression control is not performed. FIG. 3 is a Bode diagram in which the horizontal axis is the rotational speed N of the engine 1 and the vertical axis is a gain in transfer characteristics. When vibration suppression control is not performed, the antiresonance point is fixed. On the other hand, by performing vibration suppression control, when the rotational speed N of the engine 1 is 1,000 [rpm], 1,200 [rpm], and 1,400 [rpm], the anti-resonance point is set to 1 respectively. , 1,000 [rpm], 1,200 [rpm], and 1,400 [rpm].

Thus, in the present embodiment, the bandpass filter unit 24 is used to extract the primary engine explosion frequency f, and the motor 5 is controlled by setting the vibration suppression command torque so as to cancel it. Therefore, the engine explosion primary frequency f can be removed, and quietness is improved. Further, since the primary engine explosion frequency f is sequentially calculated in accordance with the rotational speed N of the engine 1, a vibration damping effect can be obtained over the entire engine rotation.

Furthermore, the frequency component for accelerating / decelerating the vehicle is removed by the band pass filter unit 24. Therefore, even if the motor 5 is controlled as described above, the frequency for accelerating and decelerating the vehicle is not canceled, and the feeling of acceleration can be maintained.

The above-described embodiments are described for the purpose of enabling the person having ordinary knowledge in the technical field to which the present invention belongs to implement the present invention. Various modifications of the above embodiment can be naturally made by those skilled in the art, and the technical idea of the present invention can be applied to other embodiments. Therefore, the present invention should not be limited to the described embodiments, but should be the widest scope according to the technical idea defined by the claims.

DESCRIPTION OF SYMBOLS 1 Engine 2 Clutch damper 3 Transmission 3a Input shaft

3b Motor shaft

3c Drive shaft 4 Wheel 5 Motor 11 Crank angle sensor 12 Accelerator position sensor 13 Stroke sensor 20 Control device 21 Vibration suppression necessity judgment part 22 Engine torque calculation part 23 Frequency calculation Unit 24 bandpass filter unit 25 command torque calculation unit

Claims

A vehicle control device comprising: a transmission; an engine connected to an input shaft of the transmission via a clutch damper; a motor connected to the transmission; and a wheel connected to a drive shaft of the transmission. And
An engine torque calculator for calculating engine torque;
A frequency calculation unit for calculating the primary frequency of the engine explosion according to the engine speed;
A bandpass filter unit that performs a bandpass filter process with the engine explosion primary frequency as a pass frequency for the engine torque;
Based on the output from the band-pass filter unit, the command torque of the motor is calculated so that the anti-resonance point in the transfer characteristic from the engine to the drive shaft is within a predetermined range including the engine explosion primary frequency. And a command torque calculating unit.
The command torque calculation unit is configured to output the amplitude and / or the output from the bandpass filter unit so that an anti-resonance point in a transfer characteristic from the engine to the drive shaft is within a predetermined range including the engine explosion primary frequency. The control device according to claim 1, wherein the control torque of the motor is calculated by adjusting a phase.
The command torque calculating unit includes the engine speed, the inertia of the engine, the damper rigidity, the gear ratio between the input shaft and the drive shaft of the transmission, the damping factor at the center frequency of the pass band of the bandpass filter, the cylinder of the engine The control device according to claim 2, wherein the amplitude is adjusted based on a number and a cycle number.
The control device according to claim 3, wherein the command torque calculation unit calculates the command torque of the motor by multiplying the amplitude and a gain G expressed by the following equation (1). * Z {(n * W / C) 2 * JK}] (1)
Where W is the engine speed, J is the inertia of the engine, K is damper rigidity, Z is the gear ratio between the input shaft and drive shaft of the transmission, and A is the center frequency of the pass band of the bandpass filter. Decay factor, n is the number of engine cylinders, and C is the number of cycles.
The control device according to any one of claims 2 to 4, wherein the command torque calculation unit adjusts the phase according to a change in the engine speed.
The command torque calculation unit
If the engine speed has increased, advance the phase,
If the engine speed is decreasing, delay the phase;
The control device according to claim 5.
The control device according to any one of claims 1 to 6, wherein the band-pass filter unit passes a primary frequency of the engine explosion but does not pass a frequency component for accelerating and decelerating the vehicle.
The control device according to any one of claims 1 to 7, wherein the frequency calculation unit calculates the primary frequency of the engine explosion based on the following equation (2): f = (N / 60) * (n / C) (2)
Here, f is the engine explosion primary frequency, N is the engine speed [rpm], n is the number of engine cylinders, and C is the number of cycles.
The control device according to any one of claims 1 to 8, wherein the command torque calculation unit applies an offset to an output from the bandpass filter unit so that a sign of the command torque of the motor is constant.
10. The vibration suppression necessity determination unit according to claim 1, further comprising a vibration suppression necessity determination unit that determines whether vibration suppression control is necessary according to the engine speed, the state of the clutch / damper, and the presence or absence of fuel cut. Control device.
A control device according to any one of claims 1 to 10,
Transmission,
An engine connected to the input shaft of the transmission via a clutch damper;
A motor connected to the transmission and controlled by the command torque calculated by the control device;
A vehicle connected to a drive shaft of the transmission.
A vehicle control method comprising: a transmission; an engine connected to an input shaft of the transmission via a clutch damper; a motor connected to the transmission; and a wheel connected to a drive shaft of the transmission. And
An engine torque calculating step for calculating engine torque;
A frequency calculating step for calculating a primary frequency of engine explosion according to the engine speed;
A band-pass filter step for performing a band-pass filter process using the engine explosion primary frequency as a pass frequency for the engine torque;
Based on the output after the band-pass filter processing, the command torque of the motor is calculated so that the anti-resonance point in the transfer characteristic from the engine to the drive shaft is within a predetermined range including the engine explosion primary frequency. A command torque calculating step.