Vibration damping control device for a vehicle

Abstract

The present invention provides a shock absorber control device for a vehicle that can effectively reduce vibrations caused by shock absorber torque. The shock absorber control device (100) of the vehicle includes an electric generator (50) and an electric generator control unit (60). The electric generator control unit includes a shock absorber torque calculation unit (61), a firing cycle calculation unit (62) that calculates the firing cycle (Ts) of the engine (10), a reverse torque calculation unit (63) that calculates a reverse torque opposite to the shock absorber torque, a lag time calculation unit (64) that calculates a lag time, a compensation time calculation unit (65) that calculates a compensation time (Tc) for compensating the lag time, a first compensation time calculation unit (66) that calculates a first compensation time (Tc1) with reference to the compensation time and a control cycle time (Tx), a torque correction amount calculation unit (67) that calculates a torque correction amount, and a command output unit (68) that outputs a motor torque command for a first phase correction based on the first compensation time and a second phase correction based on the torque correction amount.

Description

Technical Field

[0001] The technology disclosed in the present application relates to a vibration damping control device for a vehicle. Background Art

[0002] Conventionally, as disclosed in Patent Documents 1 to 3, there is known a technology in which, in a vehicle having an engine and an electric generator as power sources, a damper is provided to reduce vibrations transmitted to the crankshaft of the engine, and by causing the electric generator to output a motor torque that is out of phase with the damper torque generated by such a damper, the vibrations caused by the damper torque are reduced.

[0003] Patent Documents

[0004] Patent Document 1: Japanese Patent Application Laid-Open No. 2012-71792

[0005] Patent Document 2: Japanese Patent Application Laid-Open No. 2018-95169

[0006] Patent Document 3: Japanese Patent Application Laid-Open No. 2020-26237 Summary of the Invention

[0007] In the technologies disclosed in Patent Documents 1 to 3, a compensation time that anticipates the lag time is calculated based on the lag time due to various reasons, and when outputting the out-of-phase motor torque, only a phase adjustment corresponding to the time of the compensation time is made so that the period of the damper torque coincides with the period of the out-of-phase motor torque.

[0008] However, since this phase adjustment is performed by a control device such as an ECU (Electronic Control Unit) that controls the electric generator, the control cycle of this control device also needs to be considered. In this regard, the technologies disclosed in Patent Documents 1 to 3 do not consider this control cycle. Therefore, when the time at which the phase should be adjusted does not coincide with the time of the control cycle, there will be a deviation between the period of the damper torque and the period of the out-of-phase motor torque. As a result, there is a problem that the vibrations caused by the damper torque cannot be effectively reduced.

[0009] Therefore, through various embodiments, the present application provides a vibration damping control device for a vehicle that can effectively reduce the vibrations caused by the damper torque.

[0010] A vibration damping control device for a vehicle according to one aspect of the technology includes:

[0011] An electric generator, which is connected via a motor shaft to a power transmission path between the crankshaft of an engine and a drive shaft that transmits driving torque to a tire; and

[0012] An electric generator control unit that controls the output torque actually output by the electric generator,

[0013] The electric generator control unit includes:

[0014] A damper torque calculation unit that obtains information on the crankshaft angle and the motor angle, and calculates a damper torque based on the difference between the crankshaft angle and the motor angle. The crankshaft angle is the rotation angle of the crankshaft, the motor angle is the rotation angle of the motor shaft, and the damper torque is generated by a damper provided on the power transmission path and that reduces the vibration transmitted to the crankshaft;

[0015] An explosion cycle calculation unit that calculates the explosion cycle of the engine based on the crankshaft angle;

[0016] An in-phase torque calculation unit that calculates an in-phase torque that is formed to be in the opposite phase to the damper torque based on the damper torque;

[0017] A lag time calculation unit that calculates the lag time from when a specified command for outputting an output torque to the electric generator is given until the electric generator actually outputs an output torque that follows the specified command;

[0018] A compensation time calculation unit that calculates a compensation time for adjusting the time for outputting the output torque in order to compensate for the lag time based on the explosion cycle and the lag time;

[0019] A first compensation time calculation unit that refers to the compensation time and a control cycle time of the electric generator control unit set in advance, and calculates a first compensation time corresponding to an integer multiple (excluding zero) of the control cycle time in the compensation time when a broken number time of the compensation time not being an integer multiple of the control cycle time occurs;

[0020] A torque correction amount calculation unit that, when the fractional time occurs, calculates a torque correction amount for the first torque value based on a second compensation time, a first torque value, and a second torque value. The second compensation time is the time obtained by subtracting the first compensation time from the compensation time. The first torque value is the torque value at a time point after tracing back the first compensation time in the reverse torque. The second torque value is the torque value in the reverse torque at a specified time point after tracing back a time that exceeds the compensation time and is an integer multiple of the control cycle time; and

[0021] An instruction output unit that outputs a motor torque instruction given to the electric generator based on the reverse torque whose phase has been corrected by the first phase correction and the second phase correction. The first phase correction is based on the first compensation time, and the second phase correction applies the torque correction amount to the first torque value.

[0022] In short, for the vibration damping control device of a vehicle with such a structure, when a fractional time occurs where the compensation time is not an integer multiple of the control cycle time, phase correction is performed in a form that converts the fractional time, i.e., the second compensation time, which cannot be fully compensated in the control cycle in the compensation time, into a torque correction amount. Thus, the vibration damping control device of a vehicle with this structure also takes the control cycle into account. By making the cycle of the shock absorber torque consistent with the cycle of the reverse torque actually output by the electric generator (by not having a deviation), it is possible to effectively reduce the vibration caused by the shock absorber torque.

[0023] Furthermore, in the vibration damping control device of the vehicle according to one aspect, the first compensation time is a time shorter than the compensation time and is calculated by multiplying the control cycle time by the largest integer.

[0024] By adopting this structure, by maximizing the first compensation time that can be compensated in the control cycle in the compensation time and minimizing the second compensation time at the same time, the correctness of the torque correction amount can be ensured. As a result, it is possible to ensure the consistency between the cycle of the shock absorber torque and the cycle of the reverse torque actually output by the electric generator, thereby further effectively reducing the vibration caused by the shock absorber torque.

[0025] Furthermore, in the vibration damping control device of the vehicle according to one aspect, the specified time point is the time point after tracing back a time calculated by multiplying the integer obtained by adding 1 to the largest integer by the control cycle time.

[0026] By adopting this structure, the correctness of the torque correction amount can also be ensured. As a result, it is possible to ensure the consistency between the cycle of the shock absorber torque and the cycle of the reverse torque actually output by the electric generator, thereby further effectively reducing the vibration caused by the shock absorber torque.

[0027] In addition, in the vibration damping control device of the vehicle according to one aspect of the present technology, the torque correction amount is calculated by linear interpolation based on the slope of a straight line obtained by connecting the first torque value and the second torque value. The first torque value is the torque value at the time point after tracing back the first compensation time in the reverse torque, and the second torque value is the torque value at the specified time point.

[0028] With this configuration, the torque correction amount can be calculated correctly and reliably.

[0029] In addition, in the vibration damping control device of the vehicle according to one aspect of the present technology,

[0030] the dead time includes:

[0031] a first dead time in the control response from when the motor torque command is output from the command output unit to when the output torque according to the motor torque command is output from the motor generator; and

[0032] a second dead time based on the torque generated by the shock absorber.

[0033] With this configuration, the dead time of the entire device can be grasped without omission, and the compensation time can be calculated correctly. As a result, the consistency between the cycle of the shock absorber torque and the cycle of the reverse torque actually output by the motor generator can be ensured, and thus the vibration caused by the shock absorber torque can be further effectively reduced.

[0034] According to various aspects of the present technology, a vibration damping control device for a vehicle that can effectively reduce the vibration caused by the shock absorber torque can be provided. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram showing the structure of a drive system of a vehicle including a vibration damping control device of a vehicle according to a first embodiment.

[0036] Figure 2 A diagram schematically showing a shock absorber torque, an ideal reverse torque formed to be opposite in phase to the shock absorber torque, and a reverse torque having a phase deviation with respect to the shock absorber torque.

[0037] Figure 3 A diagram schematically showing a reverse torque before phase correction, a reverse torque having its phase corrected based on a control cycle, and an ideal reverse torque after phase correction.

[0038] Figure 4 Schematic of Figure 1 An example block diagram showing the functions of the motor generator control unit shown in.

[0039] Figure 5 A diagram for schematically showing the calculation of the torque correction amount performed by the torque correction amount calculation unit, and the first-phase correction and second-phase correction of the reverse torque performed by the command output unit.

[0040] Figure 6 A flowchart showing the processes performed in the motor generator control unit.

[0041] Figure 7 A diagram shown in a simulation, in a vehicle including Figure 1 the vibration caused by the shock absorber torque in the vehicle of the shock absorber control device shown in is effectively reduced.

[0042] Figure 8 A diagram showing Figure 1 the evaluation result that the vibration caused by the shock absorber torque is effectively reduced in the vehicle including the shock absorber control device shown in. Detailed Description of the Invention

[0043] Hereinafter, each embodiment will be described with reference to the drawings. It should be noted that the same reference numerals are assigned to the common structural elements in the drawings. In addition, note that, for convenience of explanation, some structural elements shown in certain drawings may be omitted in other drawings. Furthermore, note that the drawings are not necessarily drawn to the correct scale.

[0044] 1. Structure of drive system including vibration damping control device of vehicle

[0045] Refer to Figure 1 to explain the outline of the overall structure of the shock absorber control device for a vehicle according to the first embodiment. Figure 1 A schematic diagram showing the structure of the drive system 1 including the shock absorber control device 100 for a vehicle according to the first embodiment.

[0046] As Figure 1 shown, the drive system 1 according to the first embodiment mainly includes an engine 10, a shock absorber 20, a clutch 30, a transmission 40, and a motor generator 50.

[0047] The engine 10 and the motor generator 50 are power sources for the vehicle V. The engine 10 outputs an engine torque under the control of an engine ECU (not shown) to rotate the crankshaft 11. Similarly, the motor generator 50 outputs a motor torque under the control of the motor generator control unit 60 to rotate the motor shaft 51.

[0048] The speed change mechanism 40 transmits at least one of the engine torque transmitted to the crankshaft 11 of the engine 10 and the motor torque transmitted to the motor shaft 51 of the motor generator 50 to the wheels 200 via the drive shaft 201 at a specified gear ratio. It should be noted that the motor shaft 51 is connected to the power transmission path between the crankshaft 11 and the drive shaft 201.

[0049] The damper 20 is provided to reduce (absorb) the vibration caused by the change in the engine torque and transmitted to the crankshaft 11. Similar to a general damper, the damper 20 is mainly composed of an elastic member and a friction material, and generates a damper torque including torsional torque and hysteresis torque according to the change in the engine torque.

[0050] The clutch 30 is provided between the engine 10 and the speed change mechanism 40, and switches the connection or disconnection between the crankshaft 11 of the engine 10 and the input shaft 41 of the speed change mechanism 40. In the connected state where the clutch 30 connects the crankshaft 11 and the input shaft 41, a part or all of the engine torque transmitted to the crankshaft 11 is transmitted to the input shaft 41 according to the connection degree of the clutch 30. On the other hand, in the disconnected state where the clutch 30 disconnects the crankshaft 11 and the input shaft 41, as the literal meaning, the transmission of the engine torque transmitted to the crankshaft 11 to the input shaft 41 is disconnected.

[0051] 2. Structure of vibration damping control device of vehicle

[0052] Next, with reference to Figure 1 , the details of the vibration damping control device 100 of the vehicle included in the drive system 1 will be described.

[0053] The vibration damping control device 100 of the vehicle according to the first embodiment mainly includes a motor generator 50 and a motor generator control unit 60. The motor generator 50 is connected to the power transmission path between the crankshaft 11 and the drive shaft 201 via the motor shaft 51.

[0054] The motor generator 50 can use a general motor generator mainly composed of a stator and a rotor.

[0055] The motor generator control unit 60 can be understood as an ECU constituted by, for example, a microcomputer including a processor, a memory, etc. The motor generator control unit 60 controls the motor generator 50 by outputting a motor torque command to the motor generator 50.

[0056] The motor generator control unit 60 can receive various information from various sensors provided in the vehicle V via, for example, CAN (Controller Area Network) communication. Specifically, asFigure 1 As shown, examples of various sensors may include a crank angle sensor 15, an accelerator position sensor 17, a clutch position sensor 35, a gear position sensor 45, and a motor angle sensor 55.

[0057] The accelerator position sensor 17 detects information on the acceleration operation performed by the driver of the vehicle V, for example, by detecting the operation amount (or operation position) of an accelerator pedal provided to accelerate the vehicle V.

[0058] The clutch position sensor 35 detects information on whether the clutch 30 is in a connected state (and the degree of connection) or a disconnected state by detecting the operation amount (or operation position) of an actuator that operates the clutch 30 or the like.

[0059] 3. Control executed by electric generator control unit 60

[0060] Next, with reference to Figures 2 to 5 , details of the control executed by the motor generator control unit 60 will be described. Figure 2 It is a diagram showing a damping torque L1, an ideal anti-phase torque M1 formed in antiphase to the damping torque, and an anti-phase torque M2 having a phase deviation with respect to the damping torque. Figure 3 It is a diagram showing the anti-phase torque M2 before phase correction (the same as M2 in Figure 2 ), the anti-phase torque M3 whose phase has been corrected based on the control cycle, and the ideal anti-phase torque M1 after phase correction (the same as M1 in Figure 2 ). Figure 4 It is Figure 1 a block diagram showing an example of the function of the motor generator control unit 60 shown in Figure 5 It is a diagram showing the calculation of the torque correction amount Tqx executed by the torque correction amount calculation unit 67, and the first phase correction and the second phase correction of the anti-phase torque executed for the command output unit 68.

[0061] First, when the damping torque of the damper 20 changes over time and forms a solid line D1 as shown in Figure 2 , in order to cancel out this damping torque, it is desired that the motor generator 50 outputs a motor torque of an ideal anti-phase torque formed like a dotted line M1 as shown in Figure 2 and in antiphase to the solid line D1. Thereby, it is possible to effectively reduce the vibration caused by the damping torque generated according to the change in the engine torque.

[0062] However, when the motor generator outputs the aforementioned ideal anti-phase torque by the control of the motor generator control unit 60, a lag occurs due to various main factors (details of the lag will be described later). Actually, the output from the motor generator 50 will be different from Figure 2An inverted torque with a phase deviation, such as the dashed line M2 shown. In such a case, the time change D1 of the damper torque cannot completely cancel out the time change M2 of the actually output inverted torque, and the vibration caused by the damper torque will remain, and this remaining vibration will also be transmitted to the drive shaft. Therefore, in order to improve such a situation, that is, in order to completely cancel out the damper torque, the motor generator control unit 60 needs to consider the lag based on the various main factors described above and issue an instruction to the motor generator 50 to output an inverted torque (motor torque) with an adjusted phase.

[0063] Furthermore, for example, as Figure 3 shown, assume that a deviation of Td seconds of lag occurs between the ideal inverted torque (motor torque with the same period as the damper torque) M1 shown in Figure 2 and the inverted torque M2 with a phase deviation due to lag. In this case, the motor generator control unit 60 needs to issue an instruction to the motor generator 50 to output an inverted torque (with the same period) that matches the firing period Ts of the engine calculated separately. Therefore, in order to make the firing period Ts match the period of the inverted torque, the motor generator control unit 60 only needs to issue an instruction to the motor generator 50 to output an inverted torque with a lag of the compensation time obtained from "firing period Ts - lag time Td". However, in the motor generator control unit 60, there is a control cycle time Tx inherent to the device. Even if the lag is set as described above to the compensation time of "firing period Ts - lag time Td", actually, it can only be made to lag by the time calculated from "firing period Ts - control cycle time Tx × A (A is any integer other than 0)".

[0064] That is to say, if the "lag time Td" is the same as "control cycle time Tx × A" (Td is a multiple of Tx), there will be no problem. But when the two are different, even if it is assumed that the motor generator control unit 60 is set to issue an instruction to the motor generator 50 to give a lag of the aforementioned compensation time, actually, an instruction with a lag different from the compensation time, that is, "firing period Ts - control cycle time Tx × A", is given. As a result, as Figure 3As shown, the inverted torque M2 with a phase deviation is not corrected to the ideal inverted torque M1, but an inverted torque M3 that deviates from the ideal inverted torque by Te seconds is generated. In this case, the time change D1 of the damper torque cannot be completely offset by the time change M3 of the actually output inverted torque, and the vibration caused by the damper torque remains. This remaining vibration is also transmitted to the drive shaft. Therefore, in order to completely offset the damper torque (to generate the ideal inverted torque M1), the motor generator control unit 60 not only has to consider the lag based on the various main factors described above, but also has to consider the control cycle of the motor generator control unit 60 and issue an instruction to the motor generator 50 to output an inverted torque (motor torque) with an adjusted phase.

[0065] Therefore, the motor generator control unit 60 in the damper control device 100 of the vehicle according to the first embodiment is set to cause a processor to execute a specified program stored in a memory or the like, so that Figure 4 the respective functional groups shown play their roles, thereby issuing an instruction to give the inverted torque M2 as shown in Figure 2 and Figure 3 to the motor generator 50.

[0066] That is to say, as shown in Figure 4 , the motor generator control unit 60 mainly includes a damper torque calculation unit 61, an explosion cycle calculation unit 62, an inverted torque calculation unit 63, a lag time calculation unit 64, a compensation time calculation unit 65, a first compensation time calculation unit 66, a torque correction amount calculation unit 67, and an instruction output unit 68. In addition, the motor generator control unit 60 also has a sensor information acquisition unit 69 that receives various information from the various sensors described above. These functional groups are stored in one or more dedicated hardware, and it is set that all the functional groups can communicate with each other.

[0067] 3-1. Sensor information acquisition unit 69

[0068] The sensor information acquisition unit 69 receives various information from the crankshaft angle sensor 15, the accelerator position sensor 17, the clutch position sensor 35, the gear position sensor 45, the motor angle sensor 55, etc., and sends this information to other functional units. Moreover, the sensor information acquisition unit 69 also executes a determination on whether an inverted torque for offsetting the damper torque should be output based on the information received from the accelerator position sensor 17 and the clutch position sensor 35.

[0069] The determination of whether to output the reverse torque that cancels the damper torque can be appropriately set based on various information. For example, when the clutch 30 is in the disengaged state, or even when the clutch 30 is in the engaged state but no acceleration operation is performed, etc., since the change in the engine torque is not transmitted to the power transmission path, there is no need to output the reverse torque. Therefore, in such a case, the sensor information acquisition unit 69 notifies the instruction output unit 68 described later not to output the reverse torque. In addition, this determination can also be set to execute the information received from the aforementioned gear sensor 45 (for example, the gear is in neutral), information about fuel cut-off, etc.

[0070] 3-2. Shock absorber torque calculation unit 61

[0071] The damper torque calculation unit 61 obtains information on the crankshaft angle as the rotation angle of the crankshaft and the motor angle as the rotation angle of the motor shaft from the crankshaft angle sensor 15 and the motor angle sensor 55 via the sensor information acquisition unit 69, and calculates the damper torque generated by the damper 20 based on the difference between the crankshaft angle (θ1) and the motor angle (θ2). More specifically, the damper torque calculation unit 61 calculates the damper torque Tdamp by multiplying the spring constant K of the elastic member constituting the damper 20 by the difference between the crankshaft angle and the motor angle (θ1 - θ2) ("θ1 - θ2" × K).

[0072] It should be noted that since the damper torque Tdamp calculated by the damper torque calculation unit 61 also includes the driving component for driving the vehicle V, in the first embodiment, in order to extract only the component of the vibration that makes the driver of the vehicle V feel unpleasant, the damper torque Tdamp is filtered by an additionally provided filtering processing unit (not shown).

[0073] The filtering processing unit performs filtering processing using a bandpass filter that allows specified frequency components to pass through. In the first embodiment, the filtering processing unit allows the firing primary frequency fe of the engine 10 to pass through the damper torque Tdamp, thereby extracting the damper torque Tdamp-bpf after the filtering processing. The firing primary frequency fe of the engine 10 and the firing cycle Ts of the engine 10 are calculated by the firing cycle calculation unit 62 described later.

[0074] 3-3. Burst cycle calculation unit 62

[0075] The explosion cycle calculation unit 62 calculates the engine 10's explosion frequency fe once per explosion through the following formula 1 based on the engine 10's rotational speed Ne (rpm) calculated from the information on the crankshaft angle, the number of cylinders n of the engine 10, and the number of cycles C. It should be noted that the information on the crankshaft angle comes from the crankshaft angle sensor 15 and is received via the sensor information acquisition unit 69, and the number of cylinders n and the number of cycles C are inherent values (stored) determined in advance by the vehicle V.

[0076] [Mathematical formula 1]

[0077] fe = (Ne × n) / (60 × C) … (Formula 1)

[0078] In addition, the explosion cycle calculation unit 62 calculates the engine 10's explosion cycle Ts through the following formula 2 based on the engine 10's explosion frequency fe once per explosion calculated based on formula 1.

[0079] [Mathematical formula 2]

[0080] Ts = 1 / fe … (Formula 2)

[0081] 3-4. Inverse torque calculation unit 63

[0082] The in-phase torque calculation unit 63 calculates the in-phase torque for eliminating the filtered end shock absorber torque Tdamp-bpf based on the filtered end shock absorber torque Tdamp-bpf. The above-mentioned filtered end shock absorber torque Tdamp-bpf is obtained by passing the engine 10's explosion frequency fe once per explosion calculated by the shock absorber torque calculation unit 61 through the filter processing unit and extracting it. Specifically, the in-phase torque can be calculated by performing an inversion process on the sign (phase) of the filtered end shock absorber torque Tdamp-bpf.

[0083] 3-5. Delay time calculation unit 64

[0084] The lag time calculation unit 64 calculates all the lag times (for example, the lag time T1 and the lag time T2 described later) generated from when the electric generator control unit 60 outputs a specified command for imparting an output torque to the electric generator 50 until the electric generator 50 actually outputs an output torque following the specified command, and calculates the total lag time (the sum of the lag time T1 and the lag time T2) after aggregating all these lag times.

[0085] Specifically, the lag time calculation unit 64 first calculates the first lag time T1 in terms of control response from the output of the motor torque command by the instruction output unit 68 described later until the output torque corresponding to the motor torque command is output by the motor generator 50. In the first embodiment, the first lag time T1 in terms of control response may be set as the sum of the temperature lag time of the motor generator 50, the control operation lag time required for the motor generator control unit 60 to execute the output motor torque command, and the communication lag time until the motor generator 50 receives the motor torque command, but is not limited thereto, and lag times based on other factors may also be further considered. In addition, for the aforementioned temperature lag time, control operation lag time, and communication lag time, they can be pre-calculated using known methods during appropriate operation of the vehicle V and stored in the memory of the motor generator control unit 60. Furthermore, various lag times can also be obtained at an appropriate time to update the respective lag times stored in the memory.

[0086] In addition, the lag time calculation unit 64 secondly calculates the second lag time T2 based on the torque generated by the shock absorber 20. According to the structure of the shock absorber 20, the second lag time includes the lag time based on the hysteresis torque, the lag based on dynamic vibration damping, etc. For example, when the second lag time T2 is the lag time based on the hysteresis torque, this lag time based on the hysteresis torque can be calculated using known methods. For example, for each vehicle V, it is pre-determined based on the engine speed Ne (rpm) of the engine 10 calculated based on the crankshaft angle, the engine torque TQ (Nm) of the engine 10, and the gear position of the transmission mechanism 40. Specifically, a map that calculates all the lag times T2 based on the hysteresis torque corresponding to various combinations is prepared in advance, and this map is stored in the memory of the motor generator control unit 60. The above various combinations are composed of the engine speed Ne (rpm) of the engine 10 calculated based on the crankshaft angle, the engine torque TQ (Nm) of the engine 10, and the gear position of the transmission mechanism 40. Therefore, the lag time calculation unit 64 can calculate the lag time based on the hysteresis torque (the second lag time T2) at any time based on this map.

[0087] It should be noted that when calculating the lag time based on the hysteresis torque (the second lag time T2), the lag time calculation unit 64 can also use other known methods. For example, the lag time based on the hysteresis torque can also be calculated based on the difference between the reference phase difference and the actual phase difference. The reference phase difference corresponds to the phase difference between the crankshaft angle and the motor angle estimated assuming no hysteresis torque is generated, and the actual phase difference corresponds to the phase difference of the vibration component corresponding to the first firing frequency fe of the engine 10 with respect to the crankshaft angle and the motor angle.

[0088] In this case, the actual phase difference can be calculated by extracting only the vibration components corresponding to the first firing frequency fe of the engine 10 for each of the crankshaft angle and the motor angle by using the processing of the aforementioned filter processing unit, and comparing the extraction results. The above-mentioned crankshaft angle is the detection result of the crankshaft angle sensor 15, and the above-mentioned motor angle is the detection result of the motor angle sensor 55.

[0089] In addition, the reference phase difference can be calculated based on the detection results of various sensors such as the accelerator position sensor 17 and the gear position sensor 45 and at least one or more pre-made maps. The detailed situation is also disclosed in the aforementioned Patent Document 3, and the detailed description thereof is omitted here.

[0090] 3-6. Compensation time calculation unit 65

[0091] The compensation time calculation unit 65 calculates a compensation time Tc for adjusting the time for outputting the output torque of the motor generator 50 to compensate for the total delay time based on the total delay time calculated as described above and the firing cycle Ts of the engine 10, and based on the following Equation 3.

[0092] [Mathematical Formula 3]

[0093] Tc = Ts - (T1 + T2) … (Equation 3)

[0094] 3-7. First compensation time calculation unit 66

[0095] The first compensation time calculation unit 66 calculates a first compensation time Tc1 corresponding to the time that is an integer multiple (excluding zero) of the control cycle time Tx in the compensation time Tc with reference to the aforementioned compensation time Tc and the control cycle time Tx that inherently exists in the motor generator control unit 60 and is set in advance. Specifically, for example, when the compensation time Tc is 10.0 (msec) and the control cycle time Tx is 3.0 (msec), the first compensation time Tc1 is 3 times (an integer multiple) of the control cycle time 3.0 (msec), that is, 9.0 (msec). It should be noted that in this case, the first compensation time Tc1 can also be set to 2 times (an integer multiple) of the control cycle time 3.0 (msec), that is, 6.0 (msec). However, from the viewpoint of ensuring the correctness of the torque correction amount described later, the first compensation time Tc1 is preferably a time shorter than the compensation time Tc, and is calculated by multiplying the maximum integer (in the aforementioned example, not 2 but 3) with respect to the control cycle time Tx.

[0096] 3-8. Torque correction amount calculation unit 67

[0097] The torque correction amount calculation unit 67 first calculates the second compensation time Tc2 (Tc2 = Tc - Tc1) obtained by subtracting the first compensation time Tc1 from the aforementioned compensation time Tc. On this basis, as Figure 5 shown, the torque correction amount calculation unit 67 calculates the torque correction amount Tqx for the first torque value based on the second compensation time Tc2, the first torque value Tq1, and the second torque value Tq2. The first torque value Tq1 is the torque value at the time point t10 after tracing the first compensation time in the reverse torque calculated by the reverse torque calculation unit 63. The second torque value Tq2 is the torque value at the specified time point t20 after tracing an integer multiple of the control cycle time Tx beyond the compensation time Tc in the reverse torque calculated by the reverse torque calculation unit 63.

[0098] The torque correction amount calculation unit 67 calculates the aforementioned torque correction amount Tqx only when the fractional time occurs where the compensation time Tc is not an integer multiple of the control cycle time Tx. Conversely, when the compensation time Tc is an integer multiple of the control cycle time Tx, for example, when the compensation time Tc is 12.0 (msec) and the control cycle time Tx is 3.0 (msec) (the compensation time Tc is 4 times the control cycle time Tx), then "compensation time Tc = first compensation time Tc1", and since the second compensation time is 0, the torque correction amount calculation unit 67 does not need to calculate the torque correction amount Tqx (even if it is calculated, it is only calculated as the torque correction amount Tqx being 0).

[0099] That is to say, when the compensation time Tc is an integer multiple of the control cycle time Tx, if the electric generator control unit 60 outputs a motor torque command given to the aforementioned electric generator 50 via the instruction output unit 68 described later based on the reverse torque obtained by correcting only the phase of the compensation time Tc in the reverse torque calculated by the reverse torque calculation unit 63, the electric generator 50 will output a motor torque M2 that has been referred to Figure 2 and Figure 3 described and formed into an ideal reverse torque.

[0100] In other words, the torque correction amount calculation unit 67 has the following function: when the fractional time occurs, by correcting the torque value, it complements the adjustment of the phase corresponding to the fractional time (second compensation time) in the compensation time Tc.

[0101] Specifically, as Figure 5As shown, the torque correction amount calculation unit 67 refers to the reverse torque M0 calculated by the reverse torque calculation unit 63 and the first torque value Tq1 at the time point t10 after tracing back the first compensation time Tc1 from an arbitrarily set reference time ta. Next, the torque correction amount calculation unit 67 refers to the second torque value Tq2 at the specified time point t20 after tracing back the integer multiple of the control cycle time Tx by more than the compensation time Tc on the reverse torque M0. It should be noted that, as Figure 5 shown, the first compensation time Tc1 corresponds to 5 times the control cycle time Tx (the time point t10 is the time point after tracing back the time corresponding to 5 times the control cycle time Tx from the reference time ta, and 5 times 5 corresponds to the aforementioned maximum integer), and the specified time point t20 corresponds to the time point after tracing back the time of 6 times the control cycle time Tx by more than the compensation time Tc.

[0102] Moreover, as Figure 5 shown, the torque correction amount calculation unit 67 can calculate the torque correction value Tqy by linear interpolation based on the slope of the straight line connecting the first torque value Tq1 and the second torque value Tq2 on the reverse torque M0. The above torque correction value Tqy is the adjustment of the phase corresponding to the second compensation time. In addition, the torque correction amount calculation unit 67 can calculate the torque correction amount Tqx for the first torque value Tq1 based on the torque correction value Tqy corresponding to the second correction time (in the case shown in Figure 5 "Tqx = Tq1 - Tqy"). It should be noted that when calculating the aforementioned torque correction value Tqy and torque correction amount Tqx, other approximation methods such as spline interpolation can also be used instead of linear interpolation.

[0103] 3-9. Command output unit 68

[0104] When the sensor information acquisition unit 69 determines that the reverse torque for canceling the shock absorber torque should be output, the command output unit 68 outputs a motor torque command given to the electric generator 50 based on the reverse torque whose phase has been corrected by the first phase correction and the second phase correction. The first phase correction is based on the first compensation time Tc1 calculated by the first compensation time calculation unit 66, and the second phase correction applies the torque correction amount Tqx calculated by the torque correction amount calculation unit 67 to the first torque value Tq1 (subtracting the torque correction amount Tqx from the first torque value Tq1).

[0105] It should be noted that the reverse torque after the first phase correction of the reverse torque M0 calculated by the reverse torque calculation unit 63 is represented by the reverse torque M10 in Figure 5 . Moreover, the reverse torque after the second phase correction of the reverse torque M10 is represented by the reverse torque M20 in Figure 5 .

[0106] In addition, in the second phase correction, a method of directly converting the first torque value Tq1 into a torque correction value Tqy can also be adopted, instead of the method of applying the torque correction amount Tqx to the first torque value Tq1.

[0107] As described above, the electric generator control unit 60 according to the first embodiment performs two-stage phase correction including the aforementioned first phase correction and second phase correction on the basis of considering the control cycle time Tx of the electric generator control unit 60. Thus, a motor torque that is an ideal reverse torque formed as a reverse of the damper torque can be output from the electric generator 50.

[0108] 4. Processing of motor torque command by electric generator control unit 60

[0109] Next, with reference to Figures 6 to 8 , the detailed process (flow) of the processing up to the motor torque command performed by the electric generator control unit 60 according to the first embodiment will be described. Figure 6 FIG. is a flowchart showing the processing performed in the electric generator control unit 60. Figure 7 FIG. is a diagram showing that vibrations caused by the damper torque in the vehicle V including the damper control device 100 of the vehicle shown in Figure 1 are effectively reduced in simulation. Figure 8 FIG. is an evaluation result diagram showing that vibrations caused by the damper torque in the vehicle V including the damper control device 100 of the vehicle shown in Figure 1 are effectively reduced.

[0110] First, in step (hereinafter referred to as "ST") 100, the sensor information acquisition unit 69 executes a determination on whether an inverse torque for canceling the damper torque should be output based on information acquired from various sensors, such as information received from the accelerator position sensor 17 and the clutch position sensor 35.

[0111] If it is determined by the sensor information acquisition unit 69 that the inverse torque does not need to be output ("No" in ST100), the processing of the electric generator control unit 60 ends.

[0112] On the other hand, if it is determined by the sensor information acquisition unit 69 that the inverse torque needs to be output ("Yes" in ST100), the processing moves to ST101. In ST101, the damper torque calculation unit 61 acquires information on the crankshaft angle as the rotation angle of the crankshaft and the motor angle as the rotation angle of the motor shaft from the crankshaft angle sensor 15 and the motor angle sensor 55 via the sensor information acquisition unit 69, and calculates the damper torque Tdamp generated by the damper 20 as described above based on the difference between the crankshaft angle (θ1) and the motor angle (θ2).

[0113] Next, the process moves from ST101 to ST102. In ST102, the explosion cycle calculation unit 62 calculates the explosion frequency fe of the engine 10 and the explosion cycle Ts of the engine 10 as described above. It should be noted that the order of ST101 and ST102 can also be reversed.

[0114] Next, the process moves from ST102 to ST103. In ST103, as described above, for the shock absorber torque Tdamp, the band-pass filter is used to pass the explosion frequency fe of the engine 10, thereby extracting the shock absorber torque Tdamp-bpf after the filtering process.

[0115] Next, the process moves from ST103 to ST104. In ST104, the reverse torque calculation unit 63 calculates the reverse torque for canceling the shock absorber torque Tdamp-bpf after the filtering process based on the shock absorber torque Tdamp-bpf after the filtering process, as described above.

[0116] Next, the process moves from ST104 to ST105. In ST105, the lag time calculation unit 64 calculates the total lag time (the sum of the lag time T1 and the lag time T2) based on the lag time T1 in the control response and the lag time T2 based on the hysteresis torque, as described above. It should be noted that when there is an additional lag time related to other elements, the additional lag time is also added up and the total lag time is calculated.

[0117] Next, the process moves from ST105 to ST106. In ST106, the compensation time calculation unit 65 calculates the compensation time Tc for adjusting the output torque time point of the motor generator 50 to compensate for the total lag time based on the total lag time and the explosion cycle Ts of the engine 10, as described above.

[0118] Next, the process moves from ST106 to ST107. In ST107, the first compensation time calculation unit 66 calculates the first compensation time Tc1 corresponding to the non-zero integer multiple of the control cycle time Tx in the compensation time Tc with reference to the compensation time Tc and the control cycle time Tx inherent in the motor generator control unit 60 set in advance, as described above.

[0119] Next, the process moves from ST107 to ST108. In ST108, based on calculating the second compensation time Tc2 (Tc2 = Tc - Tc1) obtained by subtracting the first compensation time Tc1 from the compensation time Tc, the torque correction amount calculation unit 67 calculates the torque correction amount Tqx (and the torque correction value Tqy) for the first torque value according to the foregoing, based on the second compensation time Tc2, the first torque value Tq1 at the time point t10 after tracing the first compensation time in the reverse torque calculated by the reverse torque calculation unit 63, and the second torque value Tq2 at the specified time point t20 after tracing an integer multiple of the control cycle time Tx beyond the compensation time Tc in the reverse torque calculated by the reverse torque calculation unit 63.

[0120] Next, the process moves from ST108 to ST109. In ST109, the command output unit 68 outputs a motor torque command given to the electric generator 50 based on the reverse torque whose phase has been corrected by the first phase correction and the second phase correction. The first phase correction is based on the first compensation time Tc1 calculated by the first compensation time calculation unit 66, and the second phase correction applies the torque correction amount Tqx calculated by the torque correction amount calculation unit 67 to the first torque value Tq1 (the first torque value Tq1 minus the torque correction amount Tqx). Thus, the process of the electric generator control unit 60 ends.

[0121] The electric generator 50 that outputs a motor torque command from the electric generator control unit 60 according to the first embodiment of the foregoing series of processes can output a motor torque of an ideal reverse torque that is the reverse of the shock absorber torque.

[0122] As a result, as Figure 7 and Figure 8 shown, according to the electric generator 50 that outputs a motor torque command from the electric generator control unit 60 according to the first embodiment of the foregoing series of processes, it also shows effectively reducing the vibration caused by the shock absorber torque in both simulation and the evaluation results using a real machine. In Figure 7 and Figure 8 , the solid line shown by Z1 is Comparative Example 1 where no reverse torque is generated, the dashed line shown by Z2 is Comparative Example 2 where a reverse torque is output from the electric generator 50 according to a conventional vehicle shock absorber control device that does not consider the control cycle time Tx, and the dotted line shown by Z3 is an example where a reverse torque is output from the electric generator 50 through the vehicle shock absorber control device 100 according to the first embodiment.

[0123] As Figure 7 and Figure 8As shown, in Comparative Example 1, the torque variation (vibration) has a relatively large value regardless of the engine speed. Compared with Comparative Example 1, the overall torque variation (vibration) in Comparative Example 2 is mitigated, but in Figure 7 and Figure 8 , especially in the regions surrounded by the dashed lines (near the engine speeds of R12 to R14 rpm, R18 to R20 rpm, R26 to R28 rpm, and R36 to R38 rpm), the torque variation (vibration) becomes larger. It should be noted that in Figure 7 and Figure 8 , R10 < R20 < R30 < R40 < R50, and dB1 < dB2 < dB3 < dB4 < dB5.

[0124] On the other hand, it can be seen that in all engine speeds of the embodiment, the torque variation (vibration) is generally a relatively small value. That is to say, the vibration damping control device 100 of the vehicle according to the first embodiment can effectively reduce the vibration caused by the damper torque.

[0125] As described above, various embodiments have been exemplified as mentioned before, but the above embodiments are only examples and are not intended to limit the scope of the invention. The above embodiments can be implemented in various other ways, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. In addition, each structure, shape, size, length, width, thickness, height, quantity, etc. can be appropriately changed and implemented.

[0126] Symbol description

[0127] 10 Engine

[0128] 11 Crankshaft

[0129] 20 Damper

[0130] 30 Clutch

[0131] 40 Transmission mechanism

[0132] 50 Motor generator

[0133] 60 Motor generator control unit

[0134] 61 Damper torque calculation unit

[0135] 62 Firing period calculation unit

[0136] 63 Reverse torque calculation unit

[0137] 64 Delay time calculation unit

[0138] 65 Compensation time calculation unit

[0139] 66 First compensation time calculation unit

[0140] 67 Torque correction amount calculation unit

[0141] 68 Instruction output unit

[0142] 69 Sensor information acquisition unit

[0143] 200 Tire (wheel)

[0144] 201 Drive shaft

[0145] T1 Hysteresis time on control response

[0146] T2 Hysteresis time based on hysteresis torque

[0147] Ts Burst period

[0148] Tc Compensation time

[0149] Tc1 First compensation time

[0150] Tc2 Second compensation time

[0151] Td Hysteresis time (total hysteresis time)

[0152] Tx Control cycle time

[0153] Tq1 First torque value

[0154] Tq2 Second torque value

[0155] Tqx Torque correction amount

Claims

1. A vibration damping control device for a vehicle, comprising: An electric generator connected to a power transmission path between a crankshaft of an engine and a drive shaft that transmits driving torque to a tire via a motor shaft; and An electric generator control unit that controls the output torque actually output by the electric generator. The electric generator control unit includes: A shock absorber torque calculation unit that obtains information on the crankshaft angle and the motor angle, and calculates a shock absorber torque based on the difference between the crankshaft angle and the motor angle. The crankshaft angle is the rotation angle of the crankshaft, the motor angle is the rotation angle of the motor shaft, and the shock absorber torque is generated by a shock absorber provided on the power transmission path and reducing the vibration transmitted to the crankshaft. An explosion cycle calculation unit that calculates the explosion cycle of the engine based on the crankshaft angle. An inverse torque calculation unit that calculates an inverse torque formed to be in the opposite phase to the damper torque based on the damper torque; A lag time calculation unit that calculates a lag time from when a specified command for outputting an output torque is given to the electric generator until the electric generator actually outputs an output torque that follows the specified command; A compensation time calculation unit that calculates a compensation time for adjusting the time for outputting the output torque to compensate for the lag time based on the burst period and the lag time; A first compensation time calculation unit that refers to the compensation time and the control cycle time of the electric generator control unit set in advance, and calculates a first compensation time corresponding to an integer multiple (other than zero) of the control cycle time in the compensation time when the non-integer time of the control cycle time occurs in the compensation time; A torque correction amount calculation unit that, when the non-integer time occurs, calculates a torque correction amount for the first torque value based on a second compensation time, a first torque value, and a second torque value. The second compensation time is the time obtained by subtracting the first compensation time from the compensation time. The first torque value is the torque value at a time point after tracing the first compensation time in the inverse torque. The second torque value is the torque value in the inverse torque at a specified time point after tracing an integer multiple of the control cycle time beyond the compensation time; and A command output unit that outputs a motor torque command given to the electric generator based on the inverse torque whose phase has been corrected by a first phase correction and a second phase correction. The first phase correction is based on the first compensation time, and the second phase correction applies the torque correction amount to the first torque value.

2. The vibration damping control device for a vehicle according to claim 1, wherein The first compensation time is a time shorter than the compensation time and is calculated by multiplying the control cycle time by the largest integer.

3. The vibration damping control device for a vehicle according to claim 2, wherein The specified time point is a time point after tracing a time calculated by multiplying the integer obtained by adding 1 to the largest integer by the control cycle time.

4. The vibration damping control device for a vehicle according to any one of claims 1 to 3, wherein The torque correction amount is calculated by linear interpolation based on the slope of a straight line obtained by connecting the first torque value and the second torque value. The first torque value is the torque value at a time point after tracing the first compensation time in the inverse torque, and the second torque value is the torque value at the specified time point.

5. The vibration damping control device for a vehicle according to any one of claims 1 to 4, wherein The lag time includes: A first lag in control response from when the command output unit outputs the motor torque command until the electric generator outputs an output torque according to the motor torque command; and A second lag based on the torque generated by the damper.

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