Control device for vehicle

Abstract

To provide a control device for a vehicle that suppresses abnormal vibration (judder).SOLUTION: When an abnormal vibration detection unit 44 detects the occurrence of judder, a first resonance suppression control unit performs a first resonance suppression control in which, at the time of switching a clutch WSC from an engaged state to a released state, WSC hydraulic pressure PRwsc of the clutch WSC is reduced to a predetermined resonance suppression hydraulic pressure value P1 or less, and thereafter the MG rotational speed Nmg of a power source is reduced, thereby suppressing resonance between the judder and a vehicle body. As a result, resonance between the judder that occurs during switching of the clutch WSC from the engaged state to the released state and the vehicle body is suppressed, and vibration suppression of a vehicle 10 is achieved.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device for suppressing the occurrence of abnormal vibrations in a starting clutch of a vehicle equipped with a power source and a starting clutch that connects and disconnects power transmission between the power source and drive wheels. [Background technology]

[0002] There are known techniques for determining whether abnormal vibrations (=judder) occur when a clutch transmits power in a slipping state, such as that described in Patent Document 1. Patent Document 1 discloses a technique for determining whether or not judder occurs when a lockup clutch provided in a torque converter performs flex lockup (transmitting power in a slipping state). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2022-122659 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, even in vehicles equipped with a power source and a starting clutch that disconnects power transmission between the power source and the drive wheels, judder occurs when the starting clutch transmits power in a slipping state, and it is therefore necessary to suppress this judder.

[0005] The present invention has been made in light of the above circumstances, and an object of the present invention is to provide a vehicle control device that suppresses the abnormal vibration (judder). [Means for solving the problem]

[0006] The gist of the first invention is that it is a control device for a vehicle having (a) a power source, a pair of drive wheels, and a starting clutch that connects and disconnects power transmission between the power source and the drive wheels, and includes (b) an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission when the starting clutch is in a slipping state, and (c) a first resonance suppression control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration, performs first resonance suppression control to suppress resonance between the abnormal vibration and the vehicle body by reducing the engagement oil pressure of the starting clutch to a predetermined resonance suppression oil pressure value or less when switching the starting clutch from an engaged state to a released state, and then lowering the rotational speed of the power source. [Effects of the Invention]

[0007] According to the first aspect of the present invention, the control device includes an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission with the starting clutch in a slipping state, and a first resonance suppression control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration, performs first resonance suppression control to suppress resonance between the abnormal vibration and the vehicle body by reducing the engagement oil pressure of the starting clutch to a predetermined resonance suppression oil pressure value or less and then lowering the rotational speed of the power source when the starting clutch is switched from an engaged state to a released state. This suppresses resonance between the abnormal vibration and the vehicle body that occurs when the starting clutch is switched from an engaged state to a released state, thereby achieving suppression of vehicle vibration. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a vehicle equipped with an electronic control device according to an embodiment of the present invention, and is also a functional block diagram showing the main parts of control functions for various controls in the vehicle. [Figure 2] 4 is a time chart illustrating the control operation of the first resonance suppression control performed by the first resonance suppression control section. [Figure 3] 5 is a time chart illustrating the control operation of the second resonance suppression control performed by the second resonance suppression control section. [Figure 4]5 is a time chart illustrating the control operation of the hydraulic oil discharge control performed by the hydraulic oil discharge control unit. [Figure 5] 5 is a time chart illustrating the control operation of the axis correction control performed by the axis correction control unit. [Figure 6] FIG. 4 is an example of a flowchart illustrating the control operation of the electronic control device, and is a diagram illustrating an example of transitions between control units for suppressing abnormal vibrations. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that in the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios and shapes of the various parts are not necessarily drawn accurately. [Example]

[0010] FIG. 1 is a schematic diagram of a vehicle 10 equipped with an electronic control device 40 according to an embodiment of the present invention, and is also a functional block diagram showing the main parts of control functions for various controls in the vehicle 10.

[0011] The vehicle 10 includes an engine 12 and an electric motor MG as power sources. The vehicle 10 also includes a power transmission device 16 provided in a power transmission path PT between the electric motor MG and a pair of drive wheels 14. The vehicle 10 also includes a hydraulic control circuit 60, an inverter 62, a battery 64, and an electronic control device 40.

[0012] The engine 12 is a well-known internal combustion engine and corresponds to the "internal combustion engine" of the present invention. The electric motor MG is, for example, a so-called motor generator, a three-phase synchronous motor. The electric motor MG is driven and rotated by receiving electric power stored in a battery 64 via an inverter 62. The power transmission device 16 includes, in order from the engine 12 side within a case 18, a clutch K0, a rotor component MGrt including a rotor of the electric motor MG, a clutch WSC, an input shaft 34, an automatic transmission 22, an output shaft 36, a differential 24, a pair of axles 38, and the like, all of which are well-known components. The clutch K0 is an engagement device that can connect and disconnect power transmission between the engine 12 and the electric motor MG, and the clutch WSC is an engagement device that can connect and disconnect power transmission between the electric motor MG and the automatic transmission 22, and is, for example, a wet-type multi-plate hydraulic friction engagement device. The rotor component MGrt is a component disposed between the clutch K0 and the clutch WSC when both are in a disengaged state, and also includes a component connected to the rotor of the electric motor MG. The engine 12 and the clutch K0 are connected by a crankshaft 30. The center line of rotation of the clutch K0, the rotor part MGrt, and the clutch WSC is the axis line CL. The clutch K0 and the clutch WSC correspond to the "disengagement clutch" and the "starting clutch" in the present invention, respectively.

[0013] The hydraulic control circuit 60 supplies the necessary hydraulic oil to each part in the case 18 using, for example, hydraulic oil discharged from an oil pump (not shown) as the source pressure.

[0014] The vehicle 10 can select an engine driving mode in which the clutch K0 is engaged and the engine 12 is used as a power source for driving. In this specification, the term "engaged state" refers to a fully engaged state. For example, when the engine driving mode is selected, the clutch K0 is engaged and the clutch WSC is released when the vehicle is stopped. When the vehicle starts moving, the clutch WSC slips and then enters an engaged state, thereby transmitting power from the engine 12 to a pair of drive wheels 14.

[0015] 1 is a cross-sectional view of the clutch WSC, showing the radially outer peripheral portion of the clutch WSC in the upper half of the axis CS. The clutch WSC includes a clutch drum 100 on the outer peripheral side, a clutch hub 102 on the inner peripheral side, friction material plates 104, a separator plate 106, a piston 108, a return spring 110, a spring support plate 112, and a snap ring 114.

[0016] The clutch drum 100 and the clutch hub 102 are disposed on the same axis CS. The axis CS is the axis of the rotor part MGrt, the input shaft 34, etc. The clutch drum 100 is connected to, for example, the rotor part MGrt. The clutch hub 102 is connected to, for example, the input shaft 34. The friction material plates 104 are formed of multiple, approximately annular plates, and their outer peripheral edges are spline-fitted to the inner peripheral surface of the cylindrical part 100a of the clutch drum 100. The separator plates 106 are interposed between the multiple friction material plates 104, and their inner peripheral edges are spline-fitted to the outer peripheral surface of the clutch hub 102. The piston 108 has a pressing portion 108a on its outer peripheral edge that extends toward the friction material plates 104. The return spring 110 is interposed between the piston 108 and a spring receiving plate 112, and biases a portion of the piston 108 so that it abuts against the bottom plate portion 100b of the clutch drum 100. In the clutch WSC, an oil chamber 116 is formed between the piston 108 and the bottom plate portion 100b of the clutch drum 100. An oil passage 118 leading to the oil chamber 116 is formed in the clutch drum 100. In the starting clutch WSC, the clutch drum 100, the piston 108, the return spring 110, the spring receiving plate 112, the oil chamber 116, etc. form a clutch actuator 120 as a hydraulic actuator.

[0017] In the clutch WSC, hydraulic oil OIL is supplied from the hydraulic control circuit 60 through an oil passage 118 to an oil chamber 116 as a WSC hydraulic pressure PRwsc, which is the engagement hydraulic pressure of the clutch WSC. The WSC hydraulic pressure PRwsc moves the piston 108 toward the friction material plate 104 against the biasing force of the return spring 110, and the pressing portion 108a of the piston 108 presses the friction material plate 104 and the separator plate 106, thereby transmitting power through the clutch WSC. That is, the clutch WSC's stepped engagement states (released state, slip state, engaged state) are controlled by the WSC hydraulic pressure PRwsc from the hydraulic control circuit 60. Similarly, the K0 clutch's stepped engagement states (released state, slip state, engaged state) are controlled by the K0 hydraulic pressure PRk0 from the hydraulic control circuit 60. Hydraulic oil OIL is also circulated inside the clutch WSC and clutch K0, and the hydraulic oil O cools the internal components and dissipates heat generated by friction and operation.

[0018] The electronic control device 40 includes a so-called microcomputer and executes various controls of the vehicle 10. The electronic control device 40 corresponds to the "control device" in the present invention. Various signals (e.g., engine rotation speed Ne [rpm] which is the rotation speed of the engine 12, input shaft rotation speed Nin [rpm] which is the rotation speed of the input shaft 34 and the rotation speed of the output side of the clutch WSC, output shaft rotation speed Nout [rpm] which is the rotation speed of the output shaft 36 corresponding to the vehicle speed V, MG rotation speed Nmg [rpm] which is the rotation speed of the electric motor MG and the rotation speed of the input side of the clutch WSC, longitudinal acceleration Gx [m / sec2] of the vehicle 10, charge state of charge SOC of the battery 64, oil temperature To [°C] of the hydraulic oil OIL, etc.) are input to the electronic control device 40. The charge value SOC is the ratio of the amount of charge actually stored to a predetermined full charge capacity. The electronic control device 40 outputs various command signals (e.g., an engine control signal Se that controls the engine 12, a shift control signal Sat that controls shifting of the automatic transmission 22, a K0 control signal Sk0 that controls the K0 oil pressure PRk0 to the clutch K0, a WSC control signal Swsc that controls the WSC oil pressure PRwsc to the clutch WSC, an MG control signal Smg that controls the rotation of the electric motor MG via the inverter 62, etc.) to each device (e.g., the engine 12, the hydraulic control circuit 60, the inverter 62, etc.) provided in the vehicle 10.

[0019] The electronic control device 40 functionally includes a vibration suppression control unit 42 that performs control to suppress abnormal vibrations (hereinafter referred to as judder) that occur during power transmission when the clutch WSC is in a slipping state. The vibration suppression control unit 42 also functionally includes an abnormal vibration detection unit 44, a first resonance suppression control unit 46, a second resonance suppression control unit 48, a hydraulic oil discharge control unit 50, and an axis correction control unit 52.

[0020] The abnormal vibration detection unit 44 detects the occurrence of judder when the clutch WSC switches between an engaged state and a released state. The detection of judder occurrence is performed, for example, by frequency analysis using a fast Fourier transform of the input shaft rotation speed Nin, which is the rotation speed on the output side of the clutch WSC, or by analyzing fluctuations in the longitudinal acceleration Gx of the vehicle 10. If it is determined that judder has occurred at a predetermined number of occurrences Jc or for a predetermined occurrence time Jt or more, the abnormal vibration detection unit 44 turns on a judder occurrence flag JF, indicating judder detection, (JF = 1). Furthermore, if judder has not occurred, the abnormal vibration detection unit 44 subtracts the predetermined number of occurrences Jc or the predetermined occurrence time Jt, and if the predetermined number of occurrences Jc or the predetermined occurrence time Jt becomes 0 or less, the abnormal vibration detection unit 44 turns off the judder occurrence flag JF (JF = 0).

[0021] When the abnormal vibration detection unit 44 detects the occurrence of judder, i.e., when the judder occurrence flag is ON (JF=1), the first resonance suppression control unit 46 performs first resonance suppression control to suppress resonance between judder and the body, suspension, output shaft 36, etc. of the vehicle 10 (hereinafter referred to as the vehicle body) when the clutch WSC is switched from an engaged state to a released state. Judder occurs due to changes in μ (friction) characteristics caused by material deterioration of the friction surfaces between the friction material plates 104 and separator plates 106 of the clutch WSC, and since it is difficult to completely predict such changes in μ characteristics that occur depending on the usage environment, resonance between judder and the vehicle body is avoided by performing first resonance suppression control to set the timing of judder occurrence to a point other than the resonance point with the vehicle body.

[0022] Figure 2 is a time chart explaining the control operation of the first resonance suppression control performed by the first resonance suppression control unit 46, where Figure 2(a) shows the control operation of a conventional example and Figure 2(b) shows the control operation of this embodiment.

[0023] In the conventional example of FIG. 2(a), first, from time t21 to time t25, the WSC oil pressure PRwsc of the clutch WSC is reduced, switching the clutch WSC from an engaged state to a disengaged state. Then, from time t22 to time t25, the MG rotation speed Nmg on the input side of the clutch WSC is reduced by drive control of the engine 12 and the electric motor MG. Next, at time t26 after the engine 12 has stopped, the K0 oil pressure PRk0 of the clutch K0 is reduced, disengaging the clutch K0. During this series of control operations, if the MG rotation speed Nmg on the input side of the clutch WSC is within a rotational speed range where resonance inherent to the vehicle body occurs, and power transmission of torque equal to or greater than a predetermined value is performed within that rotational speed range, judder and resonance with the vehicle body will occur. In Figure 2(a), the range of rotational speeds at which resonance occurs is from N1 to N2 of the MG rotational speed Nmg, and since the transmission torque is greater than or equal to the predetermined value Twa during the corresponding period from time t23 to time t24, resonance occurs during the period T1 from time t23 to time t24.

[0024] 2(b), the first resonance suppression control unit 46 maintains the MG rotation speed Nmg on the input side of the clutch WSC by controlling the drive of the engine 12 and the electric motor MG until time t24, when the WSC oil pressure PRwsc falls below a predetermined resonance suppression oil pressure value P1, at which point the torque transmission state is less than the predetermined value Twa. From time t24, the first resonance suppression control unit 46 then controls the MG rotation speed Nmg to decrease. This prevents judder and resonance with the vehicle body when the clutch WSC is switched from an engaged state to a disengaged state. The predetermined resonance suppression oil pressure value P1 is set in advance experimentally or by design.

[0025] In this embodiment, the first resonance suppression control by the first resonance suppression controller performs stepped control of the clutch K0, but the clutch K0 may always be in an engaged state, or the clutch K0 may not be provided in the vehicle 10, and the engine 12 and the electric motor MG (and the battery 64) may be directly connected. Also, only one of the power sources, the engine 12 and the electric motor MG (and the battery 64), may be provided. Also, in the clutch WSC, the clutch drum 100 is connected to the power source side and the clutch hub 102 is connected to the input shaft 34 side, but the respective connections may be reversed.

[0026] When the abnormal vibration detection unit 44 detects the occurrence of judder, i.e., when the judder occurrence flag is ON (JF=1) and the charge value SOC of the battery 64 is equal to or greater than a predetermined charge value SOCa, the second resonance suppression control unit 48 performs second resonance suppression control to suppress resonance between the abnormal vibration and the vehicle body when the starting clutch is switched from the released state to the engaged state.

[0027] Figure 3 is a time chart explaining the control operation of the second resonance suppression control performed by the second resonance suppression control unit 48, where Figure 3(a) shows the control operation of a conventional example and Figure 3(b) shows the control operation of this embodiment.

[0028] In the conventional example of FIG. 3(a), first, at time t31, the K0 oil pressure PRk0 of the clutch K0 is increased, and the clutch K0 is engaged. From time t32 to time t35, the MG rotation speed Nmg on the input side of the clutch WSC is increased by drive control of the engine 12. Furthermore, from time t32 to time t36, the WSC oil pressure PRwsc of the clutch WSC is increased, and the clutch WSC is switched from a released state to an engaged state. During this series of control operations, as in the case of FIG. 2(a), in FIG. 3(a), the transmission torque is equal to or greater than the predetermined value Twa during the period from time t33 to time t34, which corresponds to the range of rotational speeds in which resonance occurs, and therefore resonance occurs during this period T2 from time t33 to time t34.

[0029] Therefore, in this embodiment shown in FIG. 3(b), when the state of charge of the battery 64, SOC, is equal to or greater than a predetermined state of charge, SOCa, the second resonance suppression control unit 48 drives the electric motor MG at time t32. At time t34, when the MG rotational speed Nmg on the input side of the clutch WSC reaches or exceeds a predetermined resonance suppression rotational speed N2, which exceeds the resonance-generating rotational speed range, the second resonance suppression control unit 48 controls the WSC hydraulic pressure PRwsc of the clutch WSC to increase. By driving the electric motor MG, the MG rotational speed Nmg can be increased with a faster response speed than the engine 12 alone. This prevents judder and resonance with the vehicle body when the clutch WSC is switched from a disengaged state to an engaged state. The predetermined resonance suppression rotational speed N2 is set in advance through experimentation or design.

[0030] In this embodiment, the second resonance suppression control by the second resonance suppression controller performs stepped control of the clutch K0, but the clutch K0 may always be in an engaged state, or the clutch K0 may not be provided in the vehicle 10, and the engine 12 and the electric motor MG may be directly connected. Also, in the clutch WSC, the clutch drum 100 is connected to the power source side and the clutch hub 102 is connected to the input shaft 34 side, but the respective connections may be reversed.

[0031] When the abnormal vibration detection unit 44 detects the occurrence of judder, i.e., when the judder occurrence flag is ON (JF = 1), the hydraulic oil discharge control unit 50 performs control to prevent judder caused by insufficient discharge of hydraulic oil from the surfaces of the friction plates 104 of the clutch WSC (hereinafter referred to as hydraulic oil discharge control). Heat generated in the power transmission parts of the clutch WSC (friction plates 104 and separator plates 106) increases integrally depending on the rotational speed difference between the input and output and the transmitted torque in a slip state. To prevent seizure, hydraulic oil is constantly circulated during power transmission in a slip state to cool the parts. If excessive hydraulic oil accumulates on the surfaces of the friction plates 104, an oil film is formed, which reduces the μV characteristics of the friction plates 104 and causes judder. In order to cope with judder caused by poor drainage of hydraulic oil, in the case of the vehicle 10 of this embodiment, in which the friction material plate 104 is fitted to the outer clutch drum 100 and the clutch drum 100 is connected to the power source, it is expected that judder can be suppressed by driving the power source (engine 12, electric motor MG) and using the centrifugal force generated by rotating the friction material plate 104 at a predetermined rotational speed to drain excess hydraulic oil from the surface of the friction material plate 104.

[0032] Fig. 4 is a time chart illustrating the control operation of the hydraulic oil discharge control performed by the hydraulic oil discharge control unit 50. Fig. 4(a) and Fig. 4(b) show the cases where the oil temperature To of the hydraulic oil OIL is low (To=OT1) and high (To=OT2).

[0033] In FIG. 4(a), the dashed line indicates the conventional example, and the solid line indicates the control operation of this embodiment. In the conventional example, first, from time t41 to time t43, the WSC oil pressure PRwsc of the clutch WSC is reduced, switching the clutch WSC from an engaged state to a disengaged state. Furthermore, from time t42 to time t43, the MG rotation speed Nmg on the input side of the clutch WSC is reduced by drive control of the engine 12 and the electric motor MG. If there is a slippage during the process of switching the clutch WSC from an engaged state to a disengaged state and there is poor hydraulic oil discharge, judder will occur. Therefore, in this embodiment, the hydraulic oil discharge control unit 50 sets the MG rotation speed Nmg to a predetermined hydraulic oil discharge rotation speed Ni1 at time t42 and maintains this predetermined hydraulic oil discharge rotation speed Ni1 until time t44 (period T4a). That is, after the clutch WSC is switched from the engaged state to the released state, the MG rotation speed Nmg is maintained at a predetermined hydraulic oil discharge rotation speed Ni1 for a predetermined hydraulic oil discharge period T4 (=T4a), thereby discharging excess hydraulic oil OIL from the surface of the friction material plate 104. The predetermined hydraulic oil discharge rotation speed Ni1 and the predetermined hydraulic oil discharge period T4 are set in advance experimentally or by design.

[0034] 4(b) shows a case where the oil temperature To of the hydraulic oil is higher (To=OT2) than in FIG. 4(a). As the oil temperature To of the hydraulic oil increases, the viscosity decreases, making it easier to discharge excess hydraulic oil from the surface of the friction material plate 104. Therefore, the duration of the period during which the predetermined hydraulic oil discharge rotational speed Ni1 is maintained is shortened from T4a to T4b. In other words, the predetermined hydraulic oil discharge period T4 is suitably changed depending on the oil temperature To of the hydraulic oil.

[0035] In the hydraulic oil discharge control by the hydraulic oil discharge control unit 50 of this embodiment, the clutch K0 (not shown in Fig. 4) is always in an engaged state. The clutch K0 may not be provided in the vehicle 10, and the engine 12 and the electric motor MG may be directly connected. Also, only one of the power sources, the engine 12 and the electric motor MG (and the battery 64), may be provided.

[0036] When the abnormal vibration detection unit 44 detects the occurrence of judder, i.e., when the judder occurrence flag is ON (JF = 1), the shaft correction control unit 52 performs control to suppress judder caused by shaft misalignment or tilt on the input side of the clutch WSC (hereinafter referred to as shaft correction control). In the vehicle 10, when both the clutch K0 and the clutch WSC are in a disengaged state, shaft misalignment or tilt may occur in the rotor part MGrt located between them. The shaft misalignment or tilt is due to product tolerances and is difficult to completely eliminate in industrial products. When power is transmitted in a slipping state while the shaft misalignment or tilt occurs, judder occurs. The shaft correction control unit 52 performs shaft correction control to correct the shaft misalignment or tilt by disengaging both the clutch K0 and the clutch WSC and rotating the rotor part MGrt about its axis at a predetermined rotational speed.

[0037] FIG. 5 is a time chart illustrating the control operation of the axis correction control performed by the axis correction control unit 52.

[0038] In FIG. 5, first, from time t51 to time t53, the WSC hydraulic pressure PRwsc of the clutch WSC is reduced, switching the clutch WSC from an engaged state to a disengaged state. Furthermore, from time t52 to time t53, the engine rotation speed Ne and the MG rotation speed Nmg on the input side of the clutch WSC are reduced by drive control of the engine 12 and the electric motor MG. If there is axial misalignment or tilt of the rotor component MGrt or the input shaft of the connected clutch WSC during slippage during the process of switching the clutch WSC from an engaged state to a disengaged state, judder will occur. Therefore, in this embodiment, the shaft correction control unit 52 switches the clutch K0 to a disengaged state at time t53 and drives the electric motor MG so that the MG rotation speed Nmg becomes a predetermined shaft correction rotation speed Ni2, and maintains the predetermined shaft correction rotation speed Ni2 until time t54. That is, after the clutch WSC is switched from an engaged state to a released state, the MG rotational speed Nmg is maintained at a predetermined shaft correction rotational speed Ni2 for a predetermined shaft correction period T5, thereby correcting the shaft misalignment and shaft tilt on the input side of the rotor component MGrt. Then, at time t54, the shaft correction control unit 52 switches the clutch K0 to an engaged state and stops driving the electric motor MG. The predetermined shaft correction rotational speed Ni2 and the predetermined shaft correction period T5 are set in advance experimentally or by design.

[0039] Preferably, the shaft correction control by the shaft correction control unit 52 is performed when the drive torque required by the driver is small and the vehicle can be driven sufficiently by the electric motor MG. Furthermore, in preparation for sudden acceleration, the engine 12 is not stopped even when the clutch K0 is released, and the engine self-sustaining rotation speed Nej is maintained, thereby performing shaft correction control without reducing drivability.

[0040] In the shaft correction control by the shaft correction control unit 52 of this embodiment, the clutch WSC has the clutch drum 100 connected to the power source side and the clutch hub 102 connected to the input shaft 34 side, but the respective connections may be reversed.

[0041] FIG. 6 is an example of a flowchart illustrating the control operation of the electronic control device 40, and is a diagram illustrating an example of transition between the control units of the vibration suppression control unit 42.

[0042] First, in step S10 (hereinafter, "step" will be omitted) corresponding to the vibration suppression control unit 42, it is determined whether the friction material plate 104 is fitted to the input side of the clutch WSC. If the determination in S10 is affirmative, then in S20 corresponding to the hydraulic oil discharge control unit 50, hydraulic oil discharge control is performed. Then, in S30 corresponding to the abnormal vibration detection unit 44, it is determined whether the judder occurrence flag is OFF (JF=0), i.e., whether the judder has been eliminated. If the determination in S30 is affirmative, this routine is terminated. If the determination in S10 is negative, then in S40 corresponding to the vibration suppression control unit 42, it is determined whether the clutch K0 is provided on the vehicle 10. If the determination in S40 is affirmative, then in S50 corresponding to the shaft correction control unit 52, shaft correction control is performed. Then, in S60 corresponding to the abnormal vibration detection unit 44, it is determined whether the judder occurrence flag is OFF (JF=0), i.e., whether the judder has been eliminated. If the determination in S60 is positive, this routine is terminated. If the determination in S40 is negative, or if the determination in S60 is negative, then in S70 corresponding to the vibration suppression control unit 42, it is determined whether the state of charge SOC is equal to or greater than a predetermined state of charge SOCa, i.e., whether the remaining charge of the battery 64 is sufficient. If the determination in S70 is negative, then in S80 corresponding to the first resonance suppression control unit 46, first resonance suppression control is performed, and this routine is terminated. If the determination in S70 is positive, then in S90 corresponding to the second resonance suppression control unit 48, first resonance suppression control is performed, and this routine is terminated.

[0043] In Figure 6, the order in which the hydraulic oil discharge control, axis correction control, first resonance suppression control, and second resonance suppression control are determined to be performed, as well as the number of times each control is repeated, can be suitably changed depending on the configuration, driving environment, and driving conditions of the vehicle 10.

[0044] According to the electronic control device 40 of this embodiment, if the abnormal vibration detection unit 44 detects the occurrence of judder, the first resonance suppression control unit reduces the WSC oil pressure PRwsc of the clutch WSC to a predetermined resonance suppression oil pressure value P1 or less when the clutch WSC is switched from an engaged state to a released state, and then reduces the MG rotation speed Nmg of the power source, thereby performing first resonance suppression control to suppress resonance between the judder and the vehicle body. This suppresses resonance between the judder and the vehicle body that occurs when the clutch WSC is switched from an engaged state to a released state, thereby achieving vibration suppression of the vehicle 10.

[0045] Furthermore, according to the electronic control device 40 of this embodiment, if the abnormal vibration detection unit 44 detects the occurrence of judder and the state of charge SOC of the battery 64 is equal to or greater than a predetermined state of charge SOCa, the second resonance suppression control unit drives the electric motor MG to increase the MG rotation speed Nmg of the power source to a predetermined resonance suppression rotation speed N2 or greater when the clutch WSC is switched from an engaged state to a disengaged state, and then increases the WSC oil pressure PRwsc of the clutch WSC, thereby performing second resonance suppression control to suppress resonance between the judder and the vehicle body. This suppresses resonance between the judder and the vehicle body that occurs when the clutch WSC is switched from an engaged state to a disengaged state, thereby achieving vibration suppression of the vehicle 10.

[0046] Furthermore, according to the electronic control device 40 of this embodiment, when the abnormal vibration detection unit 44 detects the occurrence of judder, the hydraulic oil discharge control unit 50 switches the clutch WSC from an engaged state to a disengaged state, and then drives the power source at a predetermined hydraulic oil discharge rotational speed Ni1 for a predetermined hydraulic oil discharge period T4, thereby performing hydraulic oil discharge control to discharge excess hydraulic oil from the surfaces of the friction material plates 104. Furthermore, the predetermined hydraulic oil discharge period T4 is suitably changed depending on the hydraulic oil temperature To. This allows excess hydraulic oil from the surfaces of the friction material plates 104 of the clutch WSC to be discharged, thereby preventing the occurrence of judder due to poor hydraulic oil discharge.

[0047] According to the electronic control device 40 of this embodiment, when the abnormal vibration detection unit 44 detects the occurrence of judder, the shaft correction control unit 52 switches the clutch WSC from an engaged state to a released state, then switches the clutch K0 to a released state, and drives the electric motor MG at a predetermined shaft correction rotational speed Ni2 for a predetermined shaft correction period T5, thereby performing shaft correction control to correct shaft misalignment and shaft tilt on the input side of the starting clutch. This corrects shaft misalignment and shaft tilt on the rotor part MGrt and the input side of the connected clutch WSC, and suppresses the occurrence of judder caused by shaft misalignment and shaft tilt.

[0048] The above-described embodiments of the present invention are merely examples, and the present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art without departing from the spirit of the present invention. [Explanation of symbols]

[0049] 10: vehicle, 12: engine (internal combustion engine), 14: pair of drive wheels, 40: electronic control unit (control unit), 44: abnormal vibration detection unit, 46: first resonance suppression control unit, 48: second resonance suppression control unit, 50: hydraulic oil discharge control unit, 52: shaft correction control unit, 64: battery, 100: clutch drum, 102: clutch hub, 104: friction material plate, 106: separator plate, K0: clutch (disengagement clutch), MG: electric motor, Nmg: MG rotation speed (rotation speed of power source), N2: predetermined resonance suppression rotation speed, Ni1: predetermined hydraulic oil discharge rotation speed, Ni2: predetermined shaft correction rotation speed, WSC: clutch (starting clutch), OIL: hydraulic oil, PRwsc: WSC oil pressure, P1: predetermined resonance suppression oil pressure value, SOC: charging value, SOCa: predetermined charging value, To: oil temperature, T4: predetermined hydraulic oil discharge period, T5: predetermined shaft correction period

Claims

1. A control device for a vehicle including a power source, a pair of drive wheels, and a starting clutch that connects and disconnects power transmission between the power source and the drive wheels, an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission in a slip state of the starting clutch; and a first resonance suppression control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration, performs first resonance suppression control to suppress resonance between the abnormal vibration and the vehicle body by reducing the engagement oil pressure of the starting clutch to a predetermined resonance suppression oil pressure value or less when switching the starting clutch from an engaged state to a released state, and then lowering the rotational speed of the power source. A vehicle control device characterized by:

2. A control device for a vehicle including a power source in which an internal combustion engine and an electric motor are connected, a pair of drive wheels, a starting clutch that connects and disconnects power transmission between the power source and the drive wheels, and a battery that exchanges electric power with the electric motor, an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission in a slip state of the starting clutch; and a second resonance suppression control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration and the charge level of the battery is equal to or higher than a predetermined charge level, performs second resonance suppression control to suppress resonance between the abnormal vibration and the vehicle body by driving the electric motor to increase the rotation speed of the power source to a predetermined resonance suppression rotation speed or higher when switching the starting clutch from a released state to an engaged state, and then increasing the engagement hydraulic pressure of the starting clutch. A vehicle control device characterized by:

3. A control device for a vehicle including a power source, a pair of drive wheels, and a starting clutch that connects and disconnects power transmission between the power source and the drive wheels, The starting clutch includes a friction material plate on an outer clutch drum connected to the power source, and a separator plate on an inner clutch hub connected to the drive wheels, an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission in a slip state of the starting clutch; and a hydraulic oil discharge control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration, switches the starting clutch from an engaged state to a released state, and then drives the power source at a predetermined hydraulic oil discharge rotational speed for a predetermined hydraulic oil discharge period, thereby performing hydraulic oil discharge control to discharge excess hydraulic oil from the surface of the friction material plate. A vehicle control device characterized by:

4. 4. The vehicle control device according to claim 3, wherein the hydraulic oil discharge control unit changes a time duration of the predetermined hydraulic oil discharge period in accordance with an oil temperature of the hydraulic oil in the starting clutch as the hydraulic oil discharge control.

5. A control device for a vehicle including an internal combustion engine, an electric motor, a disconnection clutch that connects and disconnects power transmission between the internal combustion engine and the electric motor, a pair of drive wheels, and a start-up clutch that connects and disconnects power transmission between the electric motor and the drive wheels, an abnormal vibration detection unit that detects the occurrence of abnormal vibration during power transmission in a slip state of the starting clutch; and a shaft correction control unit that, when the abnormal vibration detection unit detects the occurrence of the abnormal vibration, switches the starting clutch from an engaged state to a released state, then switches the disengagement clutch to the released state, and drives the electric motor at a predetermined shaft correction rotation speed for a predetermined shaft correction period, thereby performing shaft correction control to correct shaft misalignment and shaft tilt on the input side of the starting clutch. A vehicle control device characterized by:

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