JP4192833B2 - Driving force control device - Google Patents

Description

  The present invention relates to an improvement in a driving force control device for suppressing vibration used in a vehicle or the like.

  A device that suppresses drive system vibration (for example, rattling vibration) caused by torsion of a drive shaft accompanying a torque change of a drive source such as a motor or an engine is known in Patent Document 1 or the like.

This is because the rotational speed (vibration frequency component) of a motor in a predetermined frequency band is fed back and PD (proportional / derivative) control is performed so that the target torque is realized. ) And stability (trackability to the target value).
JP 2002-171778 A

  However, in the above conventional example, since both the standard response and the stability are realized by a single PD compensator, for example, when it is desired to change the standard response, the PD compensator while considering the influence on the stability. Had to be redesigned and there was a problem of poor development efficiency.

  Therefore, the present invention has been made in view of the above problems, and an object thereof is to suppress vehicle vibration while performing compensation for stability and compensation for normative response independently.

The present invention relates to a driving force control device that transmits torque of at least one of a first power source and a second power source having different responsiveness to a driving wheel, and a first power source based on a driving state of the vehicle. The basic command value of torque for the second power source is calculated as the first basic command value and the second basic command value, respectively, and the reference response Gm (s) to the drive wheel torque is input using the first basic command value. and the drive and the first torque reference value which is calculated based on the actual first transmission characteristic Ge up torque of the power source (s) from the final first torque command value, the second basic command value as an input A torque reference value for correcting the first basic command value and the second basic command value is obtained from the second torque reference value calculated based on the reference response Gm (s) to the wheel torque . And based on this torque reference value, the driving wheel rotational speed reference value is calculated, the deviation of the driving wheel rotational speed reference value and the actual driving wheel rotational speed is obtained, and only the vibration frequency component is extracted from this deviation, A torque correction value is calculated based on the deviation and the vibration frequency component. Then, at least one of the first basic command value or the second basic command value is corrected based on the torque correction value, and the final first torque command value and the final second torque command value are output, and the first power source The second power source is controlled.

Therefore, according to the present invention, when a vehicle is driven by combining a plurality of power sources having different responsiveness, for example, the first power source is constituted by an engine having low responsiveness, and the second power source is responsive. If the motor is configured with a high motor, the driving wheel rotation speed reference value generated by the engine torque can be calculated more accurately. Therefore, the first basic command value is used under traveling conditions in which only the first basic command value is generated. When Te ^* changes stepwise, the inherent delay of the engine is not corrected by the torque correction value calculation means. Therefore, the occurrence of overshoot can be avoided and vibration can be suppressed. It is possible to achieve good vibration damping performance while performing stability compensation and compensation for normative response independently without causing a steady deviation between the value and the actual torque.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 shows an example of a hybrid vehicle to which the present invention is applied, taking a series / parallel hybrid vehicle as an example.

  An AC synchronous motor 1 serving as a first drive source as a drive source and an engine 2 serving as a second drive source including a power generation motor 4 are arranged in series via an electromagnetic clutch 3, and the subsequent stage of the AC synchronous motor 1. The drive shaft 60 and the tire 61 are connected to each other via the continuously variable transmission 5 and the final gear 50. A series is driven as a parallel hybrid when the electromagnetic clutch 3 controlled by the clutch controller 12 is engaged, and the AC synchronous motor 1 is driven by the electric power from the motor 4 for generation when the electromagnetic clutch 3 is released. Become hybrid.

  The AC synchronous motor 1 recovers vehicle kinetic energy by driving of the vehicle by driving torque control and regenerative brake control to the battery 8 and is controlled by the motor controller 14. The motor controller 14 controls driving and regeneration of each motor via the high voltage inverter 7.

  The engine 2 is controlled by the engine controller 13 so that the engine torque matches the command value by controlling the intake air amount by the throttle actuator 20, the fuel injection amount by the injector, and the ignition timing by the spark plug, and lean combustion is possible. It has become.

  The power generation motor 4 converts the engine output torque into electrical energy according to the state of charge of the battery 8 in the above-described series travel mode, and charges the battery 8 via the inverter 7. The power generation motor 4 is controlled by a motor controller 14.

  The continuously variable transmission 5 is controlled by the transmission controller 11 so that the gear ratio matches the command value by changing the radius of the primary pulley 5p and the secondary pulley 5s by hydraulic control.

  The battery 8 is composed of a high-voltage battery, is monitored and controlled by the battery controller 15, and stores regenerative energy from the AC synchronous motor 1 and electric energy generated by the power generation motor 4.

  The transmission controller 11, clutch controller 12, engine controller 13, motor controller 14, and battery controller 15 are connected to the integrated controller 10 via the communication line 100, and are controlled in accordance with commands from the integrated controller 10. Do.

  The integrated controller 10 calculates a drive torque command value from the state of the battery 8, the operation state such as the accelerator operation amount APO and the vehicle speed VSP. Then, the result is distributed as each torque command value (motor, engine) and transmission ratio command value, and transmitted to each controller. Further, the clutch state is determined from the battery state and the vehicle speed, and is transmitted to the clutch controller. For this reason, the integrated controller 10 is connected with an accelerator sensor 9 for detecting the accelerator pedal operation amount (or accelerator opening) APO and a vehicle speed sensor 6 for detecting the vehicle speed VSP, and the detection values of the sensors are input. .

  That is, the transmission controller 11 controls the continuously variable transmission 5 so as to achieve the gear ratio command value from the integrated controller 10, and the clutch controller 12 engages / disengages the electromagnetic clutch 3 by the clutch control signal from the integrated controller 10. Open. The engine controller 13 performs engine torque control so as to achieve the engine torque command value from the integrated controller 10, and the motor controller 14 performs motor torque control so as to achieve the motor torque command value from the integrated controller 10. The battery controller 15 manages the state of charge of the battery 8 and transmits the information to the integrated controller 10.

  Next, an example of the control performed by the integrated controller 10 will be described using the flowchart shown in FIG. The processing content shown in FIG. 2 is executed at a constant cycle (for example, several milliseconds).

  In step Sl, the vehicle state measured by the other controllers 11 to 15 such as the battery charge amount SOC and the gear ratio Ip of the continuously variable transmission is received. In step S2, the accelerator operation amount APO and the vehicle speed VSP are measured based on signals from the sensors.

In step S3, a drive torque command value Td ^* is calculated from the accelerator operation amount APO and the vehicle speed VSP. The driving torque command value Td ^* calculation, for example, based on the map as shown in FIG. 3, the accelerator operation amount calculating (the figure accelerator opening) the drive torque command value Td to APO from the relationship between the vehicle speed VSP which is a parameter ^* To do.

  In step S4, the clutch control signal CLsig of the electromagnetic clutch 3 is calculated based on the vehicle state quantity such as the battery charge amount SCO and the vehicle speed. The clutch control signal CLsig is calculated by setting the control signal CLsig so as to engage the electromagnetic clutch 3 when the vehicle speed VSP exceeds a predetermined value or when the battery charge amount SCO is lowered, and is driven by the engine 2. On the other hand, when the vehicle speed VSP is less than a predetermined value and the battery charge amount SCO is sufficient, a control signal CLsig that releases the electromagnetic clutch 3 is set and the AC synchronous motor 1 is driven. Do.

In step S5, the drive torque command value Td ^* is distributed to the engine basic torque command value Te ^{* and the} motor basic torque command Tm ^* . For example, the drive torque command value Td ^* may be distributed according to the vehicle speed, the battery charge amount SCO, or the like.

In step S6, phase compensation is applied to the engine basic torque command value Te ^* and the motor torque command value Tm ^* based on the phase compensation filter W _e (s) shown in the following equation, and the engine torque command value Te_FF and the motor torque command value are calculated. Tm_FF is calculated.

here,

However,
G ′ _P (s): Transfer function of drive shaft torque with respect to accelerator operation amount G _m (s): Reference response of drive torque ωp: Natural frequency of own vehicle ωm: Natural frequency of target vehicle ζp: Decay of own vehicle Coefficient ζm: Damping coefficient of target vehicle s: Laplace operator.

G _m (s) is a non-vibration model (ζ _m = 1.0), and ωm = ωp is set so as not to cause a delay in response. This calculation can be performed in the same manner as in Japanese Patent Laid-Open No. 10-227231. The actual calculation is calculated using a recurrence formula obtained by discretization by Dustin approximation or the like.

  The constants of the phase compensation filter are determined using maps as shown in FIGS. 4 and 5 based on the speed ratio Ip of the continuously variable transmission and the clutch control signal CLsig of the electromagnetic clutch 3. 4 shows a map of the natural frequency ω according to the gear ratio Ip, and FIG. 5 shows a map of the damping coefficient ζ according to the gear ratio Ip.

  Next, motor torque correction value calculation processing will be described in steps S7 to S9.

In step S7, the motor basic torque command value Tm ^* is input, and the motor torque reference value Tm_ref is calculated based on the following equation. Actually, calculation is performed using a recurrence formula obtained by discretization by Dustin approximation or the like as described above.

In step S8, the engine basic torque command value Te ^* is input, and the engine torque reference value Te_ref is calculated based on the following equation.

Here, Ge (s) is an engine delay model.

Where τe: time constant Le: dead time.

  Since the engine time constant τe decreases as the engine speed or engine torque command value actually increases, the engine delay model time constant τe is the engine speed or engine torque command value as shown in FIG. Adjust according to (sampled engine torque command value in the figure). FIG. 6 is a map showing the relationship of the time constant τe according to the engine speed, and FIG. 7 is a map of the time constant τe according to the engine torque command value. Here, either one of the maps in FIG. 6 or FIG. 7 may be used.

  Further, if the time constant τe of the engine delay model is set smaller than the actual engine delay time, the torque correction value calculation unit (feedback described later) is set so that the delay of the engine 2 becomes the time constant and dead time set by the model. Therefore, the delay of the engine 2 can be reduced. Therefore, vibration can be suppressed and the response of the drive torque can be improved (fast).

  Next, in step S9, based on the clutch control signal CLsig (the engagement state of the electromagnetic clutch 3) from the engine torque reference value Te_ref and the motor torque reference value Tm_ref, the torque reference value transmitted to the continuously variable transmission 5 from the following equation. Tme_ref is calculated.

  (1) When electromagnetic clutch 3 is engaged (parallel hybrid)

(2) When electromagnetic clutch 3 is released (series hybrid)

In step S10, the drive wheel rotational acceleration standard value αωd_ref is calculated from the torque standard value Tme_ref and the gear ratio ip based on the following equation.

Where M: vehicle mass Ra: tire radius if: final reduction ratio. This calculation is performed by a drive wheel rotation speed reference value calculation unit 106 described later, and the details correspond to blocks 61, 62, and 63 in FIG.

  In step S11, the drive wheel rotational speed reference value ωd_ref (vehicle speed equivalent reference value) is calculated by integrating the drive wheel rotational acceleration reference value αωd_ref as shown in the following equation. The actual integration operation is calculated using a recurrence formula obtained by discretization by Dustin approximation or the like as described above.

Further, the drive wheel rotational speed reference value ωd_ref may be calculated in consideration of the running resistance as shown in the following equation. This corresponds to the blocks 64 and 65 in FIG.

Here, Kr is set to a value corresponding to the running resistance. By adopting such a configuration, pure integration processing is eliminated and instability of internal variables (integrator divergence) can be prevented.

  Next, in step S12, a deviation ωd_err between the drive wheel rotation speed reference value ωd_ref and the drive wheel rotation speed measurement value ωd (= measured value of the vehicle speed VSP / Ra, the vehicle speed equivalent value) After extracting only the vibration frequency component ωd_err_bpf by passing, the result of multiplication by the proportional gain Kp is calculated as a correction value Tm_FB of the motor torque command value.

Actually, it is calculated using a recurrence formula obtained by discretization by Dustin approximation or the like as described above. The constants τ _H and τ _L and the proportional gain Kp of the band pass filter BPF are set according to the vibration frequency to be controlled. These constants and gains are actually calculated using maps such as those shown in FIGS. 8, 9, and 10 according to the gear ratio ip and the clutch control signal CLsig.

Here, FIG. 8 shows a map of the time constant τ _H according to the gear ratio ip. When the electromagnetic clutch 3 is in the disengaged state, a broken line map is used. Use a map. In this map, the time constant τ _H is set so as to increase as the gear ratio ip becomes the Lo (large) side, and the value at the time of engagement is set to be larger than that at the time of release. 8 to 10, the 0 side in the figure is the Hi side of the gear ratio, and the larger value side is the Lo side.

FIG. 9 shows a map of the time constant τ _L according to the gear ratio ip. When the electromagnetic clutch 3 is disengaged, a broken-line map is used. When the electromagnetic clutch 3 is engaged, a solid-line map is used. Use. In this map, the speed ratio ip is set as constant tau _L increases when as becomes Lo (large) side, and the time constant tau _L is set larger than the time towards the time of fastening is released.

  FIG. 10 shows a map of the proportional gain Kp according to the gear ratio ip. When the electromagnetic clutch 3 is disengaged, a broken-line map is used, and when the electromagnetic clutch 3 is engaged, a solid-line map is used. In this map, the proportional gain Kp is set to become smaller as the gear ratio ip becomes the Lo (large) side, and on the Hi side of the gear ratio, the proportional gain is greater when the electromagnetic clutch 3 is released than when the clutch is engaged. Kp is set large.

Next, at step 13, a correction value Tm_FB of the motor torque command value is added to the motor torque command value Tm_FF obtained at step S6 to obtain a final motor torque command value Tm ^* '. Tm ^* ′ = Tm_FF + Tm_FB.

In step S14, the distributed final motor torque command value Tm ^* 'and the engine torque command value Te ^* ' (= Te_FF) are transmitted to each controller.

  The contents of the control are shown in the block diagram of FIG.

In FIG. 11, the phase compensation unit 110 (dynamic characteristic compensation means) applies the engine basic torque command value Te ^* and the motor basic torque command value Tm ^* to the filters We (s) and Wm (s) of the above equation (1), respectively. An engine phase compensation unit 101 that performs phase compensation and a motor phase compensation unit 102 are provided. The engine phase compensation unit 101 outputs an engine torque command value Te_FF, and the motor phase compensation unit 102 outputs a motor torque command value Tm_FF. Is output.

The torque reference value calculation unit 120 receives a non-vibration model 103 that calculates a torque reference value Tm_ref from the above-described equation (2) from the motor basic torque command Tm ^*, and an engine basic torque command value Te ^* as inputs. An engine torque reference value Te_ref is calculated from the engine delay model 105. Based on the clutch control signal CLsig, the torque reference value Tme_ref to be transmitted to the continuously variable transmission 5 is calculated from the engine torque reference value Te_ref and the motor torque reference value Tm_ref.

  Here, when the engine phase compensation unit 101, the motor phase compensation unit 102, and the non-vibration models 103 and 104 have the same driving torque normative response Gm (s), the amount to be corrected by feedback compensation can be increased. Since it decreases, the followability to a normative response can be improved.

  With this torque reference value Tme_ref as an input, the drive wheel rotation speed reference value calculation unit 106 calculates the drive wheel rotation speed ωd_ref from the above equation (7). The drive wheel rotation speed deviation calculation unit 111 obtains a deviation ωd_err between the drive wheel rotation speed ωd_ref and the drive wheel rotation speed measurement value ωd (= vehicle speed VSP / Ra), and the torque correction value calculation unit 107 calculates the above equation (10). Only the vibration frequency component ωd_err_bpf is extracted by passing through the bandpass filter BPF, and the motor torque correction value Tm_FB is output by multiplying the proportional gain Kp by the above equation (11).

In the final torque command value calculation unit 112, the (target command value calculation means) adds the motor torque correction value Tm_FB from the torque correction value calculation unit 107 to the motor torque command value Tm_FF from the phase compensation unit 110, and the final motor The torque command value Tm ^* ′ is obtained and output.

As described above, the motor basic torque command value Tm ^* is input, the motor torque standard value calculation unit (103) that calculates the motor torque standard value Tm_ref from the transmission characteristic Gm (s) of the driving torque standard response, and the engine basic torque Engine torque for calculating the engine torque reference value Te_ref using the command value Te ^* as input and the transfer characteristic Gm (s) of the drive torque reference response and the transfer characteristic Ge (s) from the engine torque command value Te ^* ′ to the actual engine torque A reference value calculator (104, 105), a torque reference value calculator that calculates the torque reference value Tme_ref using the engine torque reference value Te_ref and the motor torque reference value Tm_ref, and a drive wheel using the torque reference value Tme_ref Drive wheel rotation speed reference value calculation unit 1 for calculating the rotation speed reference value ωd_ref Since the driving wheel rotation speed reference value ωd_ref generated by the engine torque can be calculated more accurately by providing the value 06, the basic torque command value is distributed only to the engine, for example, as shown by the broken line A in FIG. Under such traveling conditions, when the engine torque command value Te ^* changes stepwise, the inherent delay of the engine is not corrected by the torque correction value calculation unit 107 (feedback). Therefore, vibration can be suppressed without causing overshoot.

  On the other hand, in the conventional example, as indicated by the dotted line in the figure, a component that is irrelevant to vibration suppression such as steady acceleration by the engine is generated in the deviation from the drive wheel rotational speed measurement value ωd, This will adversely affect the steady driving torque.

  On the other hand, in the present invention, good vibration damping performance can be realized without causing a steady deviation of the drive torque command value.

  Further, by approximating the engine transmission characteristic Ge (s) with the first order lag and dead time model of the above equation (4), the engine response delay (intake system fuel transport delay) is taken into account. The response characteristics can be improved.

Further, as shown in FIGS. 6 and 7, the time constant τe of the engine delay model is set to be smaller as the engine speed or the final engine torque command value Te ^* ′ is larger. The suppression performance can be improved.

Further, by setting the time constant τe of the engine delay model to be smaller than the actual engine delay time, the torque correction value calculation unit 107 (feedback) is set so that the engine delay becomes the time constant and dead time set by the model. Because it works, engine delay can be reduced. Therefore, the vibration can be suppressed and the response of the driving torque can be improved (faster). For example, as shown in FIG. 18, when the engine torque command value Te ^* changes stepwise under traveling conditions in which the basic torque command value is distributed only to the engine as in FIG. This makes it possible to improve the responsiveness compared to the solid line.

Further, as shown in the above equation (1), the inverse system of the drive torque transfer characteristic Gp ′ (s) with respect to the torque generated by the drive source and the drive characteristic reference response transfer characteristic Gm (s) (desired by the designer) The engine phase compensator 101 having the product of the non-vibration model performs phase compensation on the engine basic torque command value Te ^* to calculate the engine torque command value Te_FF, and has the same characteristics as the engine phase compensator 101 A phase compensation unit 102 for the motor that calculates the motor torque command value Tm_FF by performing phase compensation on the motor torque command value Tm * ′ using the motor phase compensation transfer characteristic Wm (s) having the torque compensation value calculation unit The correction value Tm_FF of the motor torque command value is corrected by the correction value Tm_FB of the motor torque command value from 107 to obtain the final motor torque command value Te *. By providing the final torque command value calculation unit 112 that calculates', feedforward compensation is performed in advance on the basic torque command value, so that followability to the norm response can be improved. For example, as shown by a one-dot chain line C in FIG. 12, it is possible to prevent the occurrence of a steady deviation while improving the responsiveness.

  Furthermore, since the common reference response transfer characteristic Gm (s) is matched between the engine phase compensation unit 101, the motor phase compensation unit 102, and the torque reference value calculation unit 120, the amount of correction by the feedback compensation unit is reduced. , Followability to normative response is improved.

  FIGS. 13 and 14 show the second embodiment, and FIG. 13 is an example of the control performed by the integrated controller 10. Steps S7 and S8 in the flowchart of FIG. 2 of the first embodiment are replaced with step S7A. Therefore, the control block diagram of FIG. 13 is obtained by changing the engine phase compensation unit 101 and the torque reference value calculation unit 120 of the control block diagram of FIG. 11 of the first embodiment.

  First, in the flowchart of FIG. 12, Steps S1 to S5 and Steps S9 to S14 are the same as those in the first embodiment, and the description thereof is omitted.

After performing the same processing as described above until step S5, in step S6, the phase compensation unit 120 performs phase compensation on the engine torque command value Te ^* and the motor torque command value Tm ^* , and the engine torque command value Te_FF and the motor torque. Command value Tm_FF is calculated.

  Here, the transfer characteristic We (s) of the engine phase compensator 101 ′ (see FIG. 14) is a drive torque transfer characteristic Gpe ′ (s) with respect to the final engine torque command value Te_FF, as shown in the following equation. And the product of the transfer characteristic Gm (s) (non-vibration model) of the drive torque reference response.

By setting the phase compensation unit 110 in consideration of the response delay of the engine, the reverse system Gpe ′ (S) to be controlled more closely matches the actual condition, so that the vibration suppression performance is improved by the phase compensation.

In step S7, the input torque command value Tme ^* of the primary pulley 5p is calculated based on the following equation.

1) When the clutch is engaged (parallel running) Tme ^* = Tm ^* + Te ^* (13)
2) When the clutch is disengaged (series running) Tme ^* = Tm ^* ... (14)
Next, in step S9, the primary pulley input torque command value Tme ^* is input, and a torque reference value Tme_ref is calculated based on the following equation.

In addition, since it is the process similar to the above after step S10, the overlapping description is abbreviate | omitted.

  Next, in the block diagram of FIG. 14, the phase compensation unit 101 ′ of the phase compensation unit 110 is an inverse system of the drive torque transmission characteristic Gpe ′ (s), which is the phase compensation of the first embodiment. Unlike the unit 110, the torque reference value calculation unit 120 is different only in that it has only the drive torque reference response transfer characteristic Gm (s) (non-vibration model).

  Thus, when setting the transfer characteristic of the engine phase compensation unit 101 ′, the constant (G′pe (s)) of the phase compensation unit 101 ′ is set in consideration of the delay characteristic of the engine. Since the physical delay characteristic of the engine is considered in advance in the transfer characteristic Gp ′ (s) to be controlled in the phase compensation unit 101 ′, the vibration suppression performance by the phase compensation (feed forward) and the control responsiveness are further improved. It improves.

FIGS. 15 and 16 show a third embodiment of the present invention, in which the phase compensation unit 110 of the block diagram shown in FIG. 11 of the first embodiment is deleted, while the torque correction value calculation unit 107 The correction value Tme_FB is distributed to the engine basic torque command value Te ^* and the motor basic torque command value Tm ^* . FIG. 15 is a block diagram showing a main part of the integrated controller 10, and FIG. 16 is a block diagram showing the torque correction value calculation unit 107. In addition, the same code | symbol is attached | subjected to the thing similar to the said 1st Embodiment, and duplication description is abbreviate | omitted.

The torque correction value calculation unit 107 calculates a torque command value correction value Tme_FB from the deviation ωd_err and distributes it to the engine basic torque command value Te ^* and the motor basic torque command value Tm ^* based on the following equations.

Here, k is a distribution ratio (0 ≦ k ≦ 1), and detailed description of a method for setting the ratio is omitted, but is set based on a vehicle state quantity such as a battery charge amount SOC. The engine torque command value correction value Te_FB and the motor torque command value correction value Tm_FB are calculated from the torque command value correction value Tme_FB at the distribution ratio k, and the engine torque command value Te_FF and the motor torque command are calculated using these torque correction values. The value Tm_FF is corrected, and the final engine torque command value Te ^* 'and the motor torque command value Tm ^* ' are output to the control target (final torque command value calculation unit 112 ').

  The torque correction value calculation unit 107 is the same as that in the first or second embodiment. As shown in FIG. 16, the torque correction value calculation unit 107 is obtained from the bandpass filter 1071 and the proportional gain Kp (1072) expressed by the above equation (10). The torque command value correction value Tme_FB is calculated from the deviation ωd_err.

As described above, according to the third embodiment, in the hybrid vehicle capable of outputting torque from at least two power sources (the engine 2 and the motor 1) to the drive wheels via the power transmission mechanism, the engine 2 and the motor 1 are connected. A basic torque command value calculation unit for calculating an engine basic torque command value Te ^* and a motor basic torque command value Tm ^* based on an acceleration request, an engine basic torque command value Te ^* , and a motor basic torque command value Tm. A torque reference value calculation unit 120 that calculates a torque reference value Tme_ref with ^* as an input; a drive wheel rotation speed reference value calculation unit 106 that calculates a drive wheel (or drive shaft) rotation speed reference value ωd_ref from the torque reference value Tme_ref; The drive wheel rotational speed reference value ωd_ref and the drive wheel rotational speed measured value ωd are calculated by calculating a deviation ωd_err. A wheel rotational speed deviation calculating unit 111, a torque correction value calculating unit 120 for extracting only a vibration frequency component from the deviation ωd_err and calculating a correction value Tme_FB of the torque command value, and an engine using the correction value Tme_FB of the torque command value A torque correction value distribution calculation unit 130 that distributes a torque command value correction value Te_FB and a motor torque command value correction value Tm_FB, and an engine using the engine torque command value correction value Te_FB and the motor torque command value correction value Tm_FB. A vehicle having a final torque command value calculation unit 112 ′ that corrects the basic torque command value Te ^* and the motor basic torque command value Tm ^* and calculates the final engine torque command value Te ^* ′ and the final motor torque command value Tm ^* ′. The basic torque command value for multiple power sources (engine and motor) The torque reference value Tme_ref is calculated as an input of the threshold value calculation unit 120.

Accordingly, by switching the input to the torque reference value calculation unit 120 according to the running state (such as the engagement state of the electromagnetic clutch 3), for example, the running state as shown in FIG. 12 (the basic torque command value is distributed only to the engine). ), The driving wheel rotational speed reference value ωd_ref is calculated using the engine basic torque command value Te ^* and the motor basic torque command value Tm ^*, and therefore, as shown by the solid line B in the figure, the driving wheel rotational speed measured value ωd. The control can be performed without generating a component that is irrelevant to vibration suppression such as steady acceleration by the engine. Therefore, good vibration damping performance can be realized without affecting the steady driving torque regardless of the running state.

  Then, the torque correction value calculation unit 120 uses, for example, a result (proportional element) obtained by multiplying at least a proportional gain Kp after extracting only a vibration frequency component by a bandpass filter (BPF) as shown in the above equation (10). By calculating the correction value of the torque command value, vibration suppression control can be performed without generating a component unrelated to vibration suppression.

FIG. 17 shows a fourth embodiment of the present invention, in which the phase compensation unit 110 in the block diagram shown in FIG. 11 of the first embodiment is deleted, and the correction value from the torque correction value calculation unit 107 is shown. The point that Tme_FB is fed back only to the motor basic torque command value Tm ^* is the same as in the first embodiment.

  In this case, by correcting only the motor torque command value Tm_FF, it is possible to accurately control the drive torque by using a motor having high responsiveness to the engine 2, and the responsiveness is fast. Performance can be realized. When feedback is performed on the engine 2, since the response is low, the integral value is accumulated in the integral element of the feedback, and the control system becomes unstable. Can be avoided.

  As described above, in the driving force control apparatus according to the present invention, it is possible to achieve both vehicle norm response and compensation for stability while reliably suppressing vibration of the driving system, and to easily change the design. Thus, the present invention can be applied to a vehicle driving force control system equipped with a prime mover such as an internal combustion engine or a motor.

1 is a schematic diagram of a vehicle drive system showing an embodiment of the present invention. The flowchart which shows an example of the control performed by an integrated controller. A map of drive torque command values according to vehicle speed with the accelerator opening as a parameter. Map of natural frequency according to gear ratio. A map of the damping rate according to the gear ratio. Map of time constant according to gear ratio. A map of the time constant according to the final engine torque command value. A map of the time constant τ _H according to the gear ratio and the engagement state of the electromagnetic clutch. A map of the time constant τ _H according to the gear ratio and the engagement state of the electromagnetic clutch. The map of the proportional gain Kp according to the gear ratio and the engagement state of the electromagnetic clutch. The control block diagram which shows the principal part of an integrated controller. The graph which shows the relationship between engine torque command value, motor torque command value, drive torque command value, and time. The flowchart which shows 2nd Embodiment and shows an example of the control performed by an integrated controller. The control block diagram which shows the principal part of an integrated controller. The control block diagram which shows 3rd Embodiment and shows the principal part of an integrated controller. The control block diagram of a torque correction value calculating part similarly. The control block diagram which shows 4th Embodiment and shows the principal part of an integrated controller. The graph which shows the relationship between engine torque command value, motor torque command value, drive torque command value, and time. FIG. 4 is a control block diagram of a drive wheel rotation speed reference value calculation unit.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motor 2 Engine 3 Electromagnetic clutch 10 Integrated controller 110 Phase compensation part 120 Torque reference value calculation part 106 Drive shaft rotational acceleration reference value calculation part 107 Torque correction value calculation part

Claims (9)

A first power source and a second power source having different responsiveness;
A power transmission mechanism that transmits torque of at least one of the first power source and the second power source to the drive wheels;
In the vehicle driving force control apparatus for controlling the torque of the first power source and the second power source,
Basic command value calculation means for calculating a basic command value of torque for the first power source and the second power source as a first basic command value and a second basic command value, respectively, based on the driving state of the vehicle;
Torque reference value calculation means for calculating a torque reference value from the first basic command value and the second basic command value;
Drive wheel rotation speed reference value calculation means for calculating a rotation speed reference value of the drive wheel or the drive shaft based on the torque reference value;
Deviation calculation means for calculating a deviation between the drive wheel rotation speed reference value and the actual drive wheel rotation speed;
A torque correction value calculating means for extracting only a vibration frequency component from the deviation and calculating a torque correction value based on the deviation and the vibration frequency component;
And correcting means for correcting at least one of the torque correction value of the first basic command value or the second basic command value based on,
Based on the torque correction value, the first torque command value obtained by performing phase compensation on the first basic command value is corrected to calculate a final first torque command value, and based on the torque correction value, the Final torque command value computing means for computing a final second torque command value by correcting a second torque command value obtained by performing phase compensation on the second basic command value;
With
The torque reference value calculation means includes
Based on the reference response Gm (s) to the driving wheel torque and the transfer characteristic Ge (s) from the final first torque command value to the actual torque of the first power source with the first basic command value as an input. A first torque reference value calculating unit for calculating the first torque reference value;
A second torque reference value calculation unit for calculating a second torque reference value based on a reference response Gm (s) to the drive wheel torque with the second basic command value as an input;
A driving force control apparatus for a vehicle, comprising: a torque reference value calculation unit that calculates the torque reference value based on the first torque reference value and the second torque reference value .   The torque correction value calculation means calculates a torque correction value using at least a result obtained by multiplying a proportional gain after extracting only the vibration frequency component by a preset bandpass filter. The driving force control apparatus for a vehicle as described. The first power source is composed of an engine, and the second power source is composed of a motor;
3. The vehicle driving force control apparatus according to claim 1, wherein the correction unit corrects only the second basic command value based on the torque correction value. 4. A first system comprising a product of an inverse system of a transmission characteristic Gp ′ (s) to driving wheel torque with respect to torque generated by the first power source and a reference response Gm (s) to driving wheel torque set in advance. a phase compensating portion, a first phase compensating means which the subjected to phase compensation in the first basic command value by the first phase compensation section calculates the first torque command value,
A second phase compensator having a characteristic equal to that of the first phase compensator and having a transmission characteristic Wm (s) to the driving wheel torque with respect to the torque generated by the second power source; a second phase compensating means for computing a second torque command value subjected to a phase compensation to the second basic command value by the compensation unit,
Driving force control apparatus for a vehicle according to any one of claims 1 to 3, comprising the.   5. The vehicle according to claim 4, wherein the first phase compensation unit, the second phase compensation unit, and the torque reference value calculation unit include a reference response Gm (s) to a common drive wheel torque. Driving force control device. The first power source includes an engine, and the transfer characteristic Ge (s) is approximated by a first-order lag model and a dead time model. Vehicle driving force control device. The vehicle driving force control apparatus according to claim 6, wherein the time constant τe of the first-order lag model is set to be smaller as the engine rotation speed or the final first torque command value becomes larger. The vehicle driving force control apparatus according to claim 7, wherein a time constant τe of the first-order lag model is set to be smaller than an actual engine lag time. 5. The vehicle driving force control according to claim 4, wherein the first phase compensation unit sets a constant of the transfer characteristic Gp ′ (s) in consideration of a delay characteristic of the first power source. apparatus.