JP6521561B2 - Clutch slip start control device for vehicle - Google Patents

Description

  The present invention relates to a clutch slip start control device for a vehicle that performs control for starting a vehicle by slipping a friction clutch provided in a drive system between a drive source and drive wheels.

  Conventionally, there is known a control device of a friction engagement device for a vehicle which reduces a vibration at the time of starting the vehicle by applying a clutch torque in reverse phase to the vibration (see, for example, Patent Document 1).

JP, 2004-278718, A

  However, in the conventional device, since it is necessary to change the phase at the vibration frequency, it is not sufficient to reduce the drive system torsional resonance frequency vibration simply by giving the clutch torque in the opposite phase to the vibration. There was a problem. That is, the drive system vibration contains vibration components other than the torsional resonance frequency vibration component, and when clutch torque of the opposite phase is given to the drive system vibration including a plurality of vibration components, the drive system torsional resonance frequency vibration is It may be a torque to vibrate.

  The present invention has been made in view of the above problems, and it is possible to achieve reduction in driveline torsional resonance frequency vibration by torque capacity control that does not bounce back on cost and layout when starting clutch slip. It aims at providing a slip start control device.

In order to achieve the above object, the present invention provides a friction clutch provided in a drive system between a drive source and drive wheels, and a clutch slip start control means for performing control to start the vehicle by causing the friction clutch to slip. And.
In the clutch slip start control device of this vehicle, the clutch slip start control means is a drive system torsional resonance frequency vibration that is a vibration component near the drive system torsional resonance frequency from the output rotation of the friction clutch at the time of slip start of the friction clutch. Extract the ingredients,
Calculating a clutch damping torque capacity command to be a clutch torque capacity in the opposite phase to the extracted drive system torsional resonance frequency vibration component;
Calculating a torque command by adding the clutch damping torque capacity command to a clutch torque capacity command which is a base at the time of slip start of the friction clutch;
Control is performed to output the torque command to the friction clutch.

Therefore, at the time of the slip start of the friction clutch, the drive system torsional resonance frequency vibration component is extracted from the output rotation of the friction clutch, and the clutch damping torque capacity command which becomes the clutch torque capacity opposite to the extracted drive system torsion resonance frequency vibration component Is calculated. A torque command is calculated by adding a clutch damping torque capacity command to a clutch torque capacity command that is a base at the time of slip start of the friction clutch. Control is performed to output a torque command to the friction clutch.
That is, in the case of a system without a torque converter or the like for absorbing a rotational difference in the drive system, the vibration is not easily damped, so once it vibrates, it is not settled. Therefore, the diameter of the drive shaft is increased or an active damper is adopted, but such a measure bounces back to cost and layout.
On the other hand, by setting the torque capacity control of the friction clutch, there is no return to the cost and the layout. Then, since the vibration is suppressed by the clutch torque capacity in the opposite phase to the extracted drive system torsional resonance frequency vibration component, the drive system torsional resonance frequency vibration is effectively reduced.
As a result, at the time of clutch slip start, reduction of drive system torsional resonance frequency oscillation can be achieved by torque capacity control that does not bounce back to cost or layout.

FIG. 1 is an entire system diagram showing an FF hybrid vehicle to which a clutch slip start control device of a first embodiment is applied. FIG. 6 is a block diagram showing a control configuration example of a clutch slip start control system under oil pressure control of a start clutch (CL2) included in the hybrid control module of the first embodiment. It is a block diagram showing an example of detailed composition of a starting clutch (CL2) control device among clutch slip starting control systems. 5 is a flowchart showing a flow of a clutch slip start control process executed by the hybrid control module of the first embodiment. It is a rollback determination map figure which shows an example of a rollback determination area | region on the coordinate surface which makes a gradient a horizontal axis and makes balance torque a vertical axis. FIG. 16 is a CL2 facing dynamic friction coefficient characteristic diagram showing that the relationship characteristic between the CL2 differential rotation and the CL2 dynamic friction coefficient changes with the magnitude of the CL2 torque capacity. It is a CL2 oil pressure response characteristic view showing that the relation characteristic of CVT oil temperature and CL2 oil pressure response dead time changes with the size of CL2 torque capacity. It is a delay setting value characteristic view showing a delay setting value by switching of 0.5 / 1 cycle of CL2 damping torque by CVT oil temperature and CL2 torque capacity in 0.5 cycle and 1 cycle respectively. It is a time chart which shows each characteristic of CVT input rotation, vibration extraction signal, CL2 torque capacity (hydraulic pressure) instruction, and target CL2 actual pressure in the case where oil pressure response is quick (0.5 cycle). It is a time chart which shows each characteristic of CVT input rotation, vibration extraction signal, CL2 torque capacity (hydraulic pressure) instruction, and target CL2 actual pressure when the hydraulic pressure response is slow (one cycle). It is a time chart which shows each characteristic of engine number of rotations, CVT input number of rotations, CL2 torque capacity command, and CL2 oil pressure command at the time of performing clutch slip start control by FF hybrid vehicle carrying the device of Example 1.

  Hereinafter, the best mode for realizing the clutch slip start control device for a vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the FF hybrid vehicle (an example of a vehicle) to which the clutch slip start control device of the first embodiment is applied will be described by being divided into “overall system configuration” and “detailed configuration of clutch slip start control”.

[Whole system configuration]
FIG. 1 shows the entire system of the FF hybrid vehicle. The overall system configuration of the FF hybrid vehicle will be described below based on FIG.

  As a drive system of the FF hybrid vehicle, as shown in FIG. 1, a starter motor 1, a horizontal engine 2, a first clutch 3 (abbreviated "CL1") and a motor / generator 4 (abbreviated "MG") And a second clutch 5 (abbreviated as "CL2") and a belt type continuously variable transmission 6 (abbreviated as "CVT"). The output shaft of the belt type continuously variable transmission 6 is drivably connected to the left and right front wheels 10R, 10L via the final reduction gear train 7, the differential gear 8, and the left and right drive shafts 9R, 9L. The left and right rear wheels 11R and 11L are driven wheels.

  The starter motor 1 is a cranking motor which has a gear engaged with an engine start gear provided on a crankshaft of the transversely mounted engine 2 and rotationally drives the crankshaft at the time of engine startup.

  The transversely mounted engine 2 is an engine disposed in the front room with the direction of the crankshaft as the vehicle width direction, and has an electric water pump 12 and a crankshaft rotation sensor 13 for detecting reverse rotation of the laterally mounted engine 2. The laterally-placed engine 2 has a “starter start mode” in which cranking is performed by a starter motor 1 using a 12V battery 22 as a starting method and cranking by the motor / generator 4 while slidingly engaging the first clutch 3 And a start mode. The "starter start mode" is selected when the low temperature condition or the high temperature condition is met, and the "MG start mode" is selected when the engine is started under conditions other than the starter start.

  The motor / generator 4 is a three-phase alternating current permanent magnet synchronous motor connected to the transversely disposed engine 2 via a first clutch 3. The motor / generator 4 uses a high-power battery 21 described later as a power source, and the stator coil converts the direct current to three-phase alternating current during power running, and an inverter 26 converts the three-phase alternating current to direct current during regeneration. Connected through.

  The second clutch 5 is a hydraulically operated wet multi-plate friction clutch interposed between the motor / generator 4 and the left and right front wheels 10R and 10L, which are driving wheels. Slip engagement / release is controlled. The second clutch 5 according to the first embodiment uses the forward clutch 5a and the reverse brake 5b provided in the forward / reverse switching mechanism of the belt-type continuously variable transmission 6 using planetary gears. That is, at the time of forward traveling, the forward clutch 5 a is the second clutch 5, and at the time of backward traveling, the reverse brake 5 b is the second clutch 5.

  The belt type continuously variable transmission 6 is a transmission that obtains a stepless transmission ratio by changing the winding diameter of the belt by the transmission hydraulic pressure to the primary oil chamber and the secondary oil chamber. The belt type continuously variable transmission 6 includes a main oil pump 14 (mechanical drive), a sub oil pump 15 (motor drive), and a line pressure PL generated by adjusting pump discharge pressure from the main oil pump 14. And a control valve unit (not shown) for producing the first and second clutch hydraulic pressures and the shift hydraulic pressure with the source pressure as the source pressure. The main oil pump 14 is rotationally driven by the motor shaft of the motor / generator 4 (= transmission input shaft). The sub oil pump 15 is mainly used as an auxiliary pump for producing lubricating and cooling oil.

  The first clutch 3, the motor / generator 4 and the second clutch 5 constitute a drive system of one motor and two clutches, and "EV mode", "HEV mode" and "HEV WSC" as main drive modes by this drive system "Mode". The "EV mode" is an electric vehicle mode in which the first clutch 3 is released and the second clutch 5 is engaged to have only the motor / generator 4 as a drive source, and traveling in the "EV mode" is referred to as "EV traveling". . The "HEV mode" is a hybrid vehicle mode in which both the clutches 3 and 5 are engaged to have the transversely mounted engine 2 and the motor / generator 4 as drive sources, and traveling in the "HEV mode" is referred to as "HEV traveling". The "HEV WSC mode" is a CL2 slip engagement mode in which the motor / generator 4 performs motor rotation speed control and the second clutch 5 is slip-engaged with a capacity corresponding to a required driving force in the "HEV mode". In this "HEV WSC mode", the drive system does not have a rotational difference absorption joint such as a torque converter, so that the engine 2 (idle speed or higher) or more is placed in a start area from a stop in the "HEV mode". And the rotational difference between the left and right front wheels 10L and 10R is selected to be absorbed by the CL2 slip engagement.

  Note that the regenerative coordinated brake unit 16 in FIG. 1 is a device that controls the total braking torque when performing a regenerative operation in principle when the brake is operated. The regenerative coordinated brake unit 16 includes a brake pedal, a negative pressure booster using an intake negative pressure of the horizontal engine 2, and a master cylinder. Then, at the time of brake operation, cooperative control for regeneration / hydraulic pressure is performed such that the hydraulic braking force shares the amount obtained by subtracting the regenerative braking force from the required braking force based on the pedal operation amount.

  As a power supply system of the FF hybrid vehicle, as shown in FIG. 1, a high-power battery 21 as a power supply of the motor / generator 4 and a 12V battery 22 as a power supply of a 12V load are provided.

  The high power battery 21 is a secondary battery mounted as a power source of the motor / generator 4. For example, a lithium ion battery in which a cell module constituted by a large number of cells is set in a battery pack case is used. The high power battery 21 incorporates a junction box in which relay circuits for supplying / cutoff / distributing high power are integrated, and further includes a cooling fan unit 24 having a battery cooling function, a battery charge capacity (battery SOC), a battery A lithium battery controller 86 is provided to monitor the temperature.

  The high power battery 21 and the motor / generator 4 are connected via a DC harness 25, an inverter 26 and an AC harness 27. The inverter 26 is additionally provided with a motor controller 83 that performs power running / regeneration control. That is, the inverter 26 converts direct current from the DC harness 25 into three-phase alternating current to the AC harness 27 during powering to drive the motor / generator 4 by discharging the high-power battery 21. Further, at the time of regeneration for charging the high-power battery 21 by power generation by the motor / generator 4, the three-phase alternating current from the AC harness 27 is converted into direct current to the DC harness 25.

  The 12V battery 22 is a secondary battery mounted as a power source for the starter motor 1 and a 12V load that is an accessory, and for example, a lead battery mounted on an engine car or the like is used. The high power battery 21 and the 12V battery 22 are connected via the DC branch harness 25 a, the DC / DC converter 37, and the battery harness 38. The DC / DC converter 37 converts several hundreds of volts from the high-power battery 21 into 12 V. The DC / DC converter 37 is controlled by the hybrid control module 81 to charge the 12 V battery 22. It has a configuration to manage.

  As a control system of the FF hybrid vehicle, as shown in FIG. 1, a hybrid control module 81 (abbreviated as “HCM”) is provided as an integrated control means having a function of appropriately managing the energy consumption of the whole vehicle. As control means connected to this hybrid control module 81, an engine control module 82 (abbreviation: "ECM"), a motor controller 83 (abbreviation: "MC"), and a CVT control unit 84 (abbreviation: "CVTCU") , Lithium battery controller 86 (abbreviation: "LBC"). These control means including the hybrid control module 81 are connected so as to allow bidirectional information exchange via a CAN communication line 90 (CAN is an abbreviation for "Controller Area Network").

  The hybrid control module 81 performs various controls based on input information from each control means, the ignition switch 91, the accelerator opening sensor 92, the vehicle speed sensor 93, and the like. The engine control module 82 performs fuel injection control, ignition control, fuel cut control, and the like of the horizontal engine 2. The motor controller 83 performs power running control and regeneration control of the motor generator 4 by the inverter 26. The CVT control unit 84 performs engagement hydraulic control of the first clutch 3, engagement hydraulic control of the second clutch 5, shift hydraulic control of the belt-type continuously variable transmission 6, and the like. The lithium battery controller 86 manages the battery SOC of the high-power battery 21, the battery temperature, and the like.

[Detailed configuration of clutch slip start control]
FIG. 2 shows a control configuration example of a clutch slip start control system under oil pressure control of the start clutch (CL2) included in the hybrid control module 81 of the first embodiment. Hereinafter, a control configuration of the clutch slip start control system will be described based on FIG.

  The clutch slip start control system based on the start clutch (CL2) hydraulic control includes a start clutch (CL2) control device 51 and a hydraulic control circuit 52, as shown in FIG.

  The start clutch (CL2) control device 51 controls engine / MG rotation, CVT input rotation, CVT output rotation (vehicle speed), shift range, CVT oil temperature, CL2 torque capacity command (corresponding to required driving force), road surface gradient, TCS, Input VDC and ABS spin judgment. Then, based on these pieces of information, the CL2 hydraulic pressure command is calculated and output to the hydraulic pressure control circuit 52.

  The hydraulic pressure control circuit 52 has a line pressure PL generated by adjusting the pump discharge pressure from the main oil pump 14 as a source pressure, and has a control valve unit that produces the first and second clutch hydraulic pressure and the transmission hydraulic pressure. Then, based on the CL2 oil pressure command input from the start clutch (CL2) control device 51, the CL2 oil pressure is controlled and output to the second clutch CL2.

  FIG. 3 shows a detailed configuration example of the start clutch (CL2) control device 51 in the clutch slip start control system. Hereinafter, based on FIG. 3, the detailed configuration of the start clutch (CL2) control device 51 will be described.

  The start clutch (CL2) control device 51, as shown in FIG. 3, includes a vibration component extraction unit 51a, a vibration amplitude calculation unit 51b, a rollback determination unit 51c, a rollback processing unit 51d, and a gain calculation unit 51e. , A delay calculation unit 51f, a 0.5 / 1 cycle switching processing unit 51g, an upper / lower limit processing unit 51h, a multiplication unit 51i, and a delay processing unit 51j. A CL2 damping control operation / non-operation determination unit 51k, an operation / non-operation processing unit 51m, an addition unit 51n, and a hydraulic pressure / torque conversion unit 51p.

  The vibration component extraction unit 51a extracts a drive system torsional resonance frequency vibration component (for example, 6 Hz to 7 Hz) from CVT input rotation using a combination of a band pass filter BPF and a high pass filter HPF.

  The vibration amplitude calculator 51b calculates the vibration amplitude from the extracted drive system torsional resonance frequency vibration component.

  The rollback determination unit 51c determines the presence or absence of the rollback of the vehicle based on a sensor signal from the crankshaft rotation sensor 13 capable of detecting reverse rotation or the CL2 torque capacity command and the road surface gradient.

  The rollback processing unit 51d shifts the phase of the vibration extracted by the vibration component extraction unit 51a by 180 degrees when it is determined by the rollback determination unit 51c that there is rollback.

  The gain calculation unit 51e receives the CL2 torque capacity command, the CVT oil temperature, and the CL2 differential rotation, and calculates a gain used for calculation of a CL2 damping torque capacity that attenuates the drive system torsional resonance frequency vibration.

The delay calculation unit 51f receives the CL2 torque capacity command and the CVT oil temperature, and calculates a delay of the CL2 damping torque capacity command for attenuating the drive system torsional resonance frequency vibration.

  When the 0.5 / 1 cycle switching processing unit 51g is switched from the 0.5 cycle after vibration suppression to the 1 cycle after vibration suppression, the gain calculated by the gain calculating unit 51e and the delay calculated by the delay calculating unit 51f are 1 Convert for cycle.

  The upper and lower limit processing unit 51h maintains the shape of the vibration waveform as the CL2 damping torque signal based on the inputs from the vibration component extraction unit 51a, the vibration amplitude calculation unit 51b, and the 0.5 / 1 cycle switching processing unit 51g. Limit the upper and lower limits.

  The multiplication unit 51i multiplies the phase-shifted extraction vibration from the rollback processing unit 51d by the gain to obtain a CL2 damping torque capacity command before delay processing. Alternatively, the CL2 damping torque signal from the upper / lower limit processing unit 51h is multiplied by a gain to obtain a CL2 damping torque capacity command before delay processing.

  The delay processing unit 51j sets the CL2 damping torque capacity command from the multiplying section 51i to a final CL2 damping torque capacity command by delay processing that delays the CL2 damping torque capacity command with the delay setting value from the 0.5 / 1 cycle switching processing section 51g.

  The CL2 damping control operation / non-operation determination unit 51k receives the CL2 slip determination signal, vehicle speed, TCS, VDC, ABS spin determination, and various abnormality signals, and the CL2 damping control operation condition at the time of CL2 slip start is satisfied. It is determined whether the

  The active / inactive processing unit 51m performs processing for outputting the CL2 damping torque capacity command calculated by the delay processing unit 51j when the CL2 damping control is activated, and when the CL2 damping control is not activated, the CL2 damping torque Perform processing to set capacity command = 0.

  The adding unit 51 n adds the CL 2 damping torque capacity command from the operation / non-operation processing unit 51 m to a CL 2 torque capacity command (corresponding to a required driving force) which is a base at the time of CL 2 slip start.

  The hydraulic pressure / torque conversion unit 51p converts the added CL2 torque capacity command from the adding unit 51n into a CL2 hydraulic pressure command.

  FIG. 4 shows a flow of clutch slip start control processing executed by the hybrid control module 81 (clutch slip start control means). Hereinafter, each step of FIG. 4 showing the clutch slip start control processing configuration will be described based on FIG. 4 to FIG.

  In step S01, the CL2 differential rotation (= CL2 slip) is calculated from the input / output rotation of the second clutch CL2, the vehicle speed is calculated from the CVT output rotation, and it is determined whether it is time to start CL2 slip. In the case of YES (at the time of CL2 slip start), the process proceeds to step S02, and in the case of NO (not at the time of CL2 slip start), the process proceeds to return.

  In step S02, following the determination that CL2 slip is started in step S01, the TCS operation flag, the VDC (side slip prevention control device) operation flag, and the ABS operation flag are received from the other calculation units as signals, and the tire slips. Determine if it is. In the case of YES (tire non-slip with operation flag = 0), the process proceeds to step S03, and in the case of NO (during tire slip with operation flag = 1), the process proceeds to return.

In step S03, following to the judgment that tire slip is not performed in step S02, filter processing is performed to extract a vibration component (= drive system torsional resonance frequency vibration component) around the drive system torsional resonance frequency from CVT input rotation, The process proceeds to step S04.
Specifically, only the drive system torsional resonance frequency vibration component is extracted by the combination of the band pass filter BPF and the high pass filter HPF. That is, in the case of the secondary band pass filter BPF, the gain in the low frequency range is high, and the DC component remains, so the BPF output is offset at the time of acceleration / deceleration. Therefore, a high pass filter HPF is added to lower the gain of low frequency components. As described above, when the band pass filter BPF and the high pass filter HPF are combined, the low frequency component can be lowered and only the vicinity of the resonance frequency can be extracted.

In step S04, following to the extraction of the drive system torsional resonance frequency vibration component in step S03, it is determined whether or not the roll back is performed based on a sensor signal from the crankshaft rotation sensor 13 that detects reverse rotation of the engine crankshaft. In the case of YES (no rollback), the process proceeds to step S06, and in the case of NO (with a rollback), the process proceeds to step S05.
Here, “rollback” means that if the motor drive power from the motor / generator 4 is insufficient at the start of the uphill, the vehicle will move backward despite the start request in the D range, or in the R range This is a phenomenon in which the vehicle moves forward despite the request for the start of the vehicle.
When the crankshaft rotation sensor 13 is provided as in the first embodiment, this rollback determination is made based on a sensor signal. However, in the case of not having the rotation sensor for determining the rollback, it is determined that the vehicle is in the rolling state when the vehicle speed is generated with the CL2 torque capacity command less than the slope balance torque. Here, the balancing torque is calculated by the CL2 torque capacity command and the road surface gradient. Vehicle weight is the lightest weight (MinC.W + 1 person). Consider the variance of the estimated slope. The occurrence of the vehicle speed is determined by the increase in primary rotation (rollback determination area in FIG. 5).

In step S05, following the determination in step S04 that there is rollback, the phase of the drive system torsional resonance frequency vibration component extracted in step S03 is shifted by 180 degrees, and the process proceeds to step S06.
Here, the reason for shifting the phase of the extracted vibration component is that, at the time of rollback, the phase is shifted by 180 degrees and the vibration is extracted.

In step S06, following the judgment that rollback is not performed in step S04 or phase shift of the vibration component in step S05, gain used for calculation of CL2 damping torque capacity for damping driving system torsional resonance frequency vibration Is calculated, and the process proceeds to step S07.
That is, when there is a characteristic that the smaller the CL2 torque capacity is, the smaller the gain is, the gain is made variable by the CL2 torque capacity command. In the case of this characteristic, when the CL2 torque capacity is small, the gain is increased. In addition, it is set in consideration of the CL2 facing dynamic friction coefficient characteristic (FIG. 6). In the case of the characteristics shown in FIG. 6, the gain is decreased as the CL2 differential rotation decreases, and the gain is increased when the CL2 torque capacity is increased.

In step S07, following the gain calculation used to calculate the CL2 damping torque capacity in step S06, the delay (hydraulic response dead time) of the CL2 damping torque capacity command to attenuate the drive system torsional resonance frequency vibration is calculated, and the step is executed. Go to S08.
The delay calculation of the CL2 damping torque capacity command is set in consideration of the CL2 hydraulic response characteristic (FIG. 7). That is, the delay is made smaller as the CVT oil temperature is higher, and the delay is made smaller as the CL2 torque capacity is larger.

In step S08, following the delay calculation of the CL2 damping torque capacity command in step S07, it is determined whether vibration suppression is to be performed 0.5 cycles later or 1 cycle later. In the case of YES (vibration suppression after 0.5 cycles), the process proceeds to step S10, and in the case of NO (vibration suppression after one cycle), the process proceeds to step S09.
Here, as shown in FIG. 8, the switching of the 0.5 cycle / 1 cycle is switched under the CVT oil temperature condition, which is most sensitive to the CL2 oil pressure response characteristic. That is, when the CVT oil temperature rises, the CVT oil temperature T2 is set to one cycle counter, and when the CVT oil temperature T2 is exceeded, the 0.5 cycle counter is switched. On the other hand, when the CVT oil temperature drops, the 0.5 cycle counter is used until the CVT oil temperature T1 (<T2), and when it becomes less than the CVT oil temperature T1, the one cycle counter is switched. Note that switching is performed when this control is not operating.

In step S09, following the determination that vibration suppression is performed after one cycle in step S08, the gain calculated in step S06 and the delay calculated in step S07 are converted for one cycle, and the process proceeds to step S10.
Here, in the case of converting the delay into one cycle, as shown in FIG. 8, the delay setting value for 0.5 cycle (dotted line characteristic) is increased to the delay setting value for one cycle.

In step S10, following the determination of vibration suppression after 0.5 cycles in step S08, or conversion for one cycle of gain / delay in step S09, the CL2 torque capacity command (equivalent to the required driving force) serving as a base at the time of CL2 slip start Is added to the CL2 damping torque capacity command subjected to the gain / delay processing. Then, the CL2 hydraulic pressure command obtained by converting the added torque command into a hydraulic pressure command is output, and the process proceeds to return.
Here, when the hydraulic pressure response is quick, as shown in FIG. 9, the CL2 hydraulic pressure command is output so as to suppress the vibration after 0.5 cycles. That is, when the vibration extraction signal is replaced with the CVT input rotation fluctuation waveform in consideration of the phase lead at the time of vibration extraction, the CVT input rotation fluctuation waveform becomes the vibration waveform to be suppressed. Therefore, as shown in the target CL2 actual pressure characteristics, when applying a CL2 actual pressure that fluctuates in the opposite phase to the CVT input rotational fluctuation waveform, the extracted vibration is suppressed, but when obtaining the intended CL2 actual pressure characteristics Outputs the CL2 oil pressure command taking into consideration the oil pressure response delay.
On the other hand, when the hydraulic pressure response is slow, as shown in FIG. 10, the CL2 hydraulic pressure does not respond after 0.5 cycles, so the CL2 hydraulic pressure command is output so as to suppress the vibration after 1 cycle.

Next, the operation will be described.
The operation of the clutch slip start control device of the FF hybrid vehicle of the first embodiment will be described by being divided into [clutch slip start control processing operation] and [clutch slip start control operation in HEV WSC mode].

[Clutch slip start control processing action]
A clutch slip start control processing operation for outputting a CL2 oil pressure command which becomes a CL2 torque capacity opposite to the extracted vibration at the time of CL2 slip start in the HEV WSC mode will be described based on a flowchart shown in FIG.

When the CL2 damping control operating condition that it is CL2 slip start is satisfied and rolling back is not performed and the CVT oil temperature is high, in the flowchart of FIG. 4, step S01 → step S02 → step S03 → step S04 → step S04 → step S06. The flow from step S07 to step S08 to step S10 is repeated.
That is, in step S03, a filter (combination of the band pass filter BPF and the high pass filter HPF) for extracting the drive system torsional resonance frequency vibration component from the CVT input rotation is applied. In step S06, following the determination of no rollback in step S04 in step S04, a gain to be used in calculation of the CL2 damping torque capacity for damping the drive system torsional resonance frequency vibration is calculated. In step S07, a delay (hydraulic pressure response dead time) of the CL2 damping torque capacity command for damping the drive system torsional resonance frequency vibration is calculated. In step S10, following the determination of vibration suppression after 0.5 cycles in step S08, a CL2 damping torque capacity command in which a gain / delay process is performed on a CL2 torque capacity command (corresponding to a required driving force) serving as a base at CL2 slip start. Is added. Then, a CL2 hydraulic pressure command can be obtained by converting the added torque command into a hydraulic pressure command. That is, when the CVT oil temperature is high and the hydraulic pressure response is quick, as shown in FIG. 9, the CL2 hydraulic pressure command is output so as to suppress the vibration after 0.5 cycles.

When the CL2 damping control operating condition that it is CL2 slip start is satisfied and rolling back is not performed and the CVT oil temperature is low, in the flowchart of FIG. 4, step S01 → step S02 → step S03 → step S04 → step S04 → step S06 The flow from step S07 to step S08 to step S09 to step S10 is repeated.
That is, in step S09, following the determination that vibration suppression is performed after one cycle in step S08, the gain calculated in step S06 and the delay calculated in step S07 are converted into one cycle. In step S10, following the conversion for one cycle of gain / delay in step S09, a CL2 damping torque capacity command in which a gain / delay process is performed on a CL2 torque capacity command (corresponding to a required driving force) which becomes a base at CL2 slip start. Is added. Then, a CL2 hydraulic pressure command can be obtained by converting the added torque command into a hydraulic pressure command. When the hydraulic pressure response is slow, as shown in FIG. 10, the CL2 hydraulic pressure does not respond after 0.5 cycles, so the CL2 hydraulic pressure command is output so as to suppress the vibration after 1 cycle. That is, when the CVT oil temperature is low and the hydraulic pressure response is slow, as shown in FIG. 10, the CL2 hydraulic pressure does not respond after 0.5 cycles, so the CL2 hydraulic pressure command is output so as to suppress vibration after 1 cycle.

When the CL2 damping control operating condition that CL2 slip is started is satisfied and rolling back, in the flowchart of FIG. 4, step S01 → step S02 → step S03 → step S04 → step S05 → step S06 → step S07 The flow of proceeding from step S08 (→ step S09) to step S10 is repeated.
That is, in step S05, following the determination that there is rollback in step S04, the phase of the drive system torsional resonance frequency vibration component extracted in step S03 is shifted by 180 degrees. The subsequent flow is the same as the flow when the CVT oil temperature is high or the flow when the CVT oil temperature is low.

  As described above, at the time of CL2 slip start in the HEV WSC mode, a clutch slip start control process is performed to output a CL2 oil pressure command that is CL2 torque capacity that is in opposite phase to the extracted vibration drive system torsional resonance frequency vibration component. However, according to the CVT oil temperature, the gain / delay of the CL2 oil pressure command is made different so as to suppress vibration after 0.5 cycles, and the gain / delay of the CL2 oil pressure command is made different so as to suppress vibration after 1 cycle. Further, at the time of rollback, the vibration component to be damped is the vibration component obtained by shifting the phase of the extracted vibration component by 180 degrees.

[Clutch slip start control action in HEV WSC mode]
A clutch slip start control action to suppress drive system torsional resonance frequency vibration by CL2 oil pressure command to the second clutch CL2 at CL2 slip start in the HEV WSC mode will be described based on a time chart shown in FIG.

  Time t1 is an accelerator depression start time, time t2 is a start start time of the vehicle, and drive system torsional resonance frequency oscillation is generated as shown by a dotted line characteristic of the CVT input rotational speed from time t3. Therefore, as shown by arrow A in FIG. 11, the CL2 damping hydraulic pressure command having a phase opposite to that of the drive system torsional resonance frequency vibration component is superimposed on the CL2 hydraulic pressure command from time t3. Then, at time t4, the drive system torsional resonance frequency oscillation converges with good response, the superposition of the CL2 damping hydraulic pressure command is canceled, and as shown by arrow B in FIG. 11, the drive system torsional resonance from time t3 to time t4. Frequency oscillations are reduced.

As described above, in the first embodiment, at the time of CL2 slip start, the drive system torsional resonance frequency vibration component is extracted from the CVT input rotation of the second clutch CL2, and the vibration component extracted to the second clutch CL2 is in reverse phase It is configured to perform control to output a command to be CL2 torque capacity.
That is, as in the first embodiment, in the case of a system without a torque converter or the like that absorbs a rotational difference in the drive system, the vibration is difficult to damp, so once it vibrates, it is not settled. Therefore, the diameter of the drive shaft is increased or an active damper is adopted, but such a measure bounces back to cost and layout.
On the other hand, there is no reversion to the cost and the layout by adopting the hydraulic control (an example of the torque capacity control) of the second clutch CL2. Then, since the vibration is suppressed by the CL2 torque capacity of the opposite phase to the extracted drive system torsional resonance frequency vibration component, the drive system torsional resonance frequency vibration is effectively reduced.
As a result, at the time of CL2 slip start, reduction of drive system torsional resonance frequency oscillation can be achieved by torque capacity control that does not bounce back to cost or layout.

In the first embodiment, the hydraulic response of the second clutch CL2 is reflected to calculate the gain used to calculate the CL2 damping torque capacity, and the hydraulic response of the second clutch CL2 is reflected to perform CL2 control. And a delay calculation unit 51 f that calculates a delay of the vibration torque capacity command.
For example, the gain / delay of the CL2 hydraulic response characteristic differs depending on the CVT oil temperature and the magnitude of the CL2 torque capacity. As described above, when the gain / delay is different and the same gain / delay value is used, the drive system torsional resonance frequency oscillation can not be effectively reduced when the hardware characteristic deviates from the set gain / delay value.
On the other hand, by reflecting the CL2 oil pressure response and calculating an appropriate gain / delay value according to the change in the hardware characteristics, the drive system torsional resonance frequency vibration is effective regardless of the change in the CL2 oil pressure response. Can be reduced.

In the first embodiment, the gain calculation unit 51f calculates the delay of the CL2 damping torque capacity command that attenuates the driving system torsional resonance frequency vibration by reflecting the CL2 clutch facing dynamic friction coefficient characteristic.
For example, the CL2 facing dynamic friction coefficient differs depending on the magnitude of the CL2 differential rotation. As described above, when the CL2 facing dynamic friction coefficient is different and the same delay value is used, the drive system torsional resonance frequency oscillation can not be effectively reduced when the hard characteristic deviates from the set delay value.
On the other hand, by reflecting the CL2 facing dynamic friction coefficient characteristics and calculating an appropriate delay value according to the change in the hard characteristics, the drive system torsional resonance frequency oscillation is effectively effective regardless of the change in the CL2 facing dynamic friction coefficient. Can be reduced to

In the first embodiment, a rollback determination unit 51c that determines the rollback of the vehicle and a rollback process that shifts the phase of the drive system torsional resonance frequency vibration component extracted from the output rotation of the second clutch CL2 by 180 degrees during the rollback determination. And 51 d.
That is, at the time of rollback, the phase of the extracted vibration component is shifted by 180 degrees. For this reason, if the phase of the original vibration component shifted at the time of rollback is not returned, the CL2 damping torque becomes in phase with the drive system torsional resonance frequency vibration, and the vibration is aggravated.
On the other hand, by determining the roll back and responding to the phase shift of the extracted vibration component, it is possible to reduce the drive system torsional resonance frequency vibration without deteriorating the vibration at the time of rollback.

In the first embodiment, when there is a response delay between the hydraulic pressure command to the second clutch CL2 and the actual torque, the 0.5 / 1 cycle switching processing unit 51g is configured to delay the vibration suppression timing after 0.5 cycles or after 1 cycle. .
For example, when the response delay between the hydraulic pressure command to the second clutch CL2 and the actual torque is small, by selecting vibration suppression after 0.5 cycles, it is possible to match the phase of the vibration suppression torque. On the other hand, when the response delay between the hydraulic pressure command to the second clutch CL2 and the actual torque is large, it is possible to match the phase of the vibration suppression torque by selecting the vibration suppression after one cycle.
Thus, the reduction effect of the drive system torsional resonance frequency vibration can be improved by matching the phase of the vibration suppression torque in accordance with the response delay of the hydraulic pressure command to the second clutch CL2 and the actual torque.

In the first embodiment, the 0.5 / 1 cycle switching processing unit 51g is configured to reflect the control response of the second clutch CL2 and switch between the 0.5 cycle and one cycle depending on whether it is high control response or low control response. And
That is, in the case of a hydraulic system, the control responsiveness of the second clutch CL2 can be detected by monitoring the oil temperature, so that 0.5 cycle and one cycle can be switched by the detected oil temperature.
Therefore, the convergence of the drive system torsional resonance frequency oscillation can be made faster, and the vibration suppression control area is expanded to the area where the response of the actual torque to the torque command is slow (in the case of a hydraulic system, the low temperature area of CVT oil temperature) can do.

The first embodiment is configured to include the CL2 damping control operation / non-operation determination unit 51k that deactivates the CL2 damping control when determining that the tire is slipping.
For example, at the time of tire slip determined by TCS, VDC, ABS, etc., the torsional vibration frequency characteristic of the drive system changes due to the tire slip, and thus the aimed effect is not obtained.
Therefore, at the time of tire slip, by stopping (stopping) the CL2 damping control, it is possible to avoid the vibration suppression control operation at the time of tire slip where the aimed effect is not obtained.

Next, the effects will be described.
In the clutch slip start control device of the FF hybrid vehicle of the first embodiment, the following effects can be obtained.

(1) A friction clutch (second clutch CL2) provided in a drive system between a drive source (horizontal engine 2, motor / generator 4) and drive wheels (left and right front wheels 10L, 10R), and the friction clutch A clutch slip start control device (FF hybrid vehicle) including a clutch slip start control means (hybrid control module 81) for performing control to start the vehicle by slipping the second clutch CL2);
The clutch slip start control means (FIG. 3) is a vibration component around the drive system torsional resonance frequency from the output rotation of the friction clutch (second clutch CL2) at the time of slip start of the friction clutch (second clutch CL2) Extract the drive system torsional resonance frequency vibration component,
Calculating a clutch damping torque capacity command to be a clutch torque capacity in the opposite phase to the extracted drive system torsional resonance frequency vibration component;
Calculating a torque command by adding the clutch damping torque capacity command to a clutch torque capacity command which is a base at the time of slip start of the friction clutch;
The torque command is output to the friction clutch (second clutch CL2).
For this reason, at the time of clutch slip start (at the time of CL2 slip start), reduction of drive system torsional resonance frequency oscillation can be achieved by torque capacity control that does not bounce back to cost or layout.

(2) The clutch slip start control means (FIG. 3)
The gain used for calculation of the clutch damping torque capacity (CL2 damping torque capacity) that attenuates the drive system torsional resonance frequency vibration by reflecting the control responsiveness (CL2 oil pressure responsiveness) of the friction clutch (second clutch CL2) A gain calculation unit 51e that calculates
Calculate the delay of the clutch damping torque capacity command (CL2 damping torque capacity command) that attenuates the drive system torsional resonance frequency vibration by reflecting the control responsiveness (CL2 oil pressure responsiveness) of the friction clutch (second clutch CL2) A delay calculation unit 51f that
Have.
Therefore, in addition to the effect of (1), the drive system torsional resonance frequency oscillation can be effectively reduced regardless of the change in the control response (CL2 oil pressure response) of the friction clutch (second clutch CL2). .

(3) the gain calculator 51e, the friction clutch (second clutch CL2) clutch facing dynamic friction the clutch damping torque capacity command coefficient characteristics are reflected attenuate torsional resonance frequency vibration drive system (CL2 damping torque of Calculate the gain used for the calculation of capacity command.
Therefore, in addition to the effect of (2), the drive system torsional resonance frequency oscillation can be effectively reduced regardless of the change in the facing dynamic friction coefficient of the friction clutch (the second clutch CL2).

(4) The clutch slip start control means (FIG. 3)
A rollback determination unit 51c that determines a rollback of the vehicle;
A rollback processing unit 51d that shifts the phase of the drive system torsional resonance frequency vibration component extracted from the output rotation of the friction clutch (second clutch CL2) by 180 degrees at the time of rollback determination;
Have.
For this reason, in addition to the effects of (1) to (3), at the time of rollback, it is possible to reduce the drive system torsional resonance frequency vibration without deteriorating the vibration.

(5) The clutch slip start control means (FIG. 3), the friction clutch the case where there is a torque command and a response delay in the actual torque (the second clutch CL2) to a 0.5 cycles after vibration suppressing vibration suppressing timing When switched between vibration suppression after one cycle, 0.5 / 1 which delays the gain calculated by the gain calculation unit 51e and the delay calculated by the delay calculation unit 51f after 0.5 cycles or after 1 cycle. A period switching processing unit 51g is provided.
For this reason, in addition to the effects of (2) to (4), by matching the phase of the torque to suppress vibration according to the response delay of the torque command to the friction clutch (second clutch CL2) and the actual torque, the drive system torsion The effect of reducing resonance frequency oscillation can be improved.

(6) The 0.5 / 1 cycle switching processing unit 51g reflects the control response (CL2 oil pressure response) of the friction clutch (second clutch CL2), and has high control response or low control response. Switch 0.5 cycle and 1 cycle depending on
Therefore, in addition to the effect of (5), the convergence of the drive system torsional resonance frequency oscillation can be accelerated, and the vibration suppression control area can be expanded to the area where the response of the actual torque to the torque command is slow.

(7) When the clutch slip start control means (FIG. 3) determines that the tire slip is occurring, the clutch damping torque capacity command that becomes the clutch torque capacity in the opposite phase to the extracted drive system torsional resonance frequency vibration component And a clutch damping control operation / non-operation determination unit (CL2 damping control operation / non-operation determination unit 51k) that deactivates the clutch vibration control (CL2 damping control) that adds the above-described clutch torque capacity command .
For this reason, in addition to the effects of (1) to (6), it is possible to avoid the vibration suppression control operation at the time of tire slip where the aimed effect is not obtained.

  As mentioned above, although the clutch slip start control apparatus of the vehicle of this invention was demonstrated based on Example 1, about a specific structure, it is not limited to this Example 1, It is in each claim of a claim. Changes in design, additions, and the like are permitted without departing from the scope of the invention.

  In the first embodiment, an example in which the second clutch CL2 is controlled by the CL2 oil pressure command by the hydraulic clutch system has been shown as the clutch slip start control means. However, the clutch slip start control means is not limited to a hydraulic clutch system, and includes, for example, a clutch system using a motor actuator, an electromagnetic actuator, or the like.

  In the first embodiment, the gain calculating unit 51e and the delay calculating unit 51f calculate the gain / delay by reflecting the CL2 hydraulic response and the CL2 facing dynamic friction coefficient characteristics regardless of the forward range or the reverse range. However, as the gain calculating unit and the delay calculating unit, if the CL2 hydraulic response characteristic or the CL2 facing dynamic friction coefficient characteristic differs in the forward range or the reverse range, the gain / delay may be switched by the shift range signal. .

  In the first embodiment, an example in which a belt-type continuously variable transmission CVT is mounted as a transmission of a drive system is shown. However, the transmission of the drive system is not limited to the CVT, but an automatic transmission AT that automatically shifts a plurality of gear stages, a dual clutch transmission DCT having two clutches, an automatic manual transmission AMT that automates a manual transmission, clutches, etc. Including everything to slip off.

  In Example 1, the example which applies the clutch slip start control apparatus of this invention to FF hybrid vehicle was shown. However, the control device of the present invention can be applied not only to the FF hybrid vehicle but also to other hybrid vehicles (FR hybrid vehicles and 4WD hybrid vehicles), electric vehicles, engine vehicles and the like. In short, the present invention can be applied to any vehicle that performs control to start the vehicle by slipping the friction clutch provided in the drive system between the drive source and the drive wheels.

2 Horizontal engine (drive source)
3 1st clutch 4 Motor / generator (drive source)
5 Second clutch (friction clutch)
6 Belt type continuously variable transmission 10R, 10L Left and right front wheels (drive wheels)
11R, 11L Left and right rear wheel 81 hybrid control module (clutch slip start control means)
51 Start clutch (CL2) control device 51a Vibration component extraction unit 51b Vibration amplitude calculation unit 51c Rollback determination unit 51d Rollback processing unit 51e Gain calculation unit 51f Delay calculation unit 51g 0.5 / 1 cycle switching processing unit 51h Upper / lower limit processing unit 51i Multiplication unit 51j Delay processing unit 51k CL2 damping control operation / non-operation determination unit 51m Operation / non-operation processing unit 51n Addition unit 51p oil pressure / torque conversion unit

Claims (7)

Clutch slip start control device for a vehicle comprising: a friction clutch provided in a drive system between a drive source and drive wheels; and clutch slip start control means for performing control to start the vehicle by causing the friction clutch to slip. In
The clutch slip start control means
At the time of slip start of the friction clutch, a drive system torsional resonance frequency vibration component, which is a vibration component near the drive system torsional resonance frequency, is extracted from the output rotation of the friction clutch,
Calculating a clutch damping torque capacity command to be a clutch torque capacity in the opposite phase to the extracted drive system torsional resonance frequency vibration component;
Calculating a torque command obtained by adding the clutch damping torque capacity command to a clutch torque capacity command serving as a base at the time of slip start of the friction clutch;
A clutch slip start control device for a vehicle, comprising: outputting the torque command to the friction clutch. In the clutch slip start control device for a vehicle according to claim 1,
The clutch slip start control means
A gain calculation unit that calculates a gain used for calculation of the clutch damping torque capacity command that reflects the control responsiveness of the friction clutch to damp the drive system torsional resonance frequency vibration;
A delay calculation unit that calculates a delay of the clutch damping torque capacity command that reflects the control responsiveness of the friction clutch to damp the drive system torsional resonance frequency vibration;
And a clutch slip start control device for a vehicle. In the clutch slip start control device for a vehicle according to claim 2,
In the vehicle, the gain calculation unit calculates a gain used for calculation of the clutch damping torque capacity command that reflects the clutch facing dynamic friction coefficient characteristic of the friction clutch and attenuates vibration of a drive system torsional resonance frequency. Clutch slip start control device. In the clutch slip start control device for a vehicle according to any one of claims 1 to 3,
The clutch slip start control means
A roll back judging unit which judges roll back of the vehicle;
A rollback processing unit that shifts the phase of the drive system torsional resonance frequency vibration component extracted from the output rotation of the friction clutch by 180 degrees during the rollback determination;
And a clutch slip start control device for a vehicle. In the clutch slip start control device for a vehicle according to any one of claims 2 to 4,
The clutch slip start control means
A gain calculation unit that calculates a gain used for calculation of the clutch damping torque capacity command that reflects the control responsiveness of the friction clutch to damp the drive system torsional resonance frequency vibration;
A delay calculation unit that calculates a delay of the clutch damping torque capacity command that reflects the control responsiveness of the friction clutch to damp the drive system torsional resonance frequency vibration;
Have
If there is a response delay between the torque command to the friction clutch and the actual torque, when the vibration suppression timing is switched between after 0.5 period vibration suppression and after 1 period vibration suppression, it is calculated by the gain calculation unit A clutch slip start control device for a vehicle, comprising a 0.5 / 1 cycle switching processing unit for delaying the gain calculated by the delay calculating unit and the gain after 0.5 cycles or 1 cycle. In the clutch slip start control device for a vehicle according to claim 5,
The 0.5 / 1 cycle switching processing unit reflects the control responsiveness of the friction clutch and switches between 0.5 cycle and 1 cycle depending on whether it is high control responsiveness or low control responsiveness. Clutch slip start control device. In the clutch slip start control device for a vehicle according to any one of claims 1 to 6,
The clutch slip start control means determines that the clutch damping torque capacity command becomes the clutch torque capacity of the opposite phase to the extracted drive system torsional resonance frequency vibration component when it is determined that the tire slip is occurring. A clutch slip start control device for a vehicle, comprising: a clutch damping control operation / non-operation determination unit that deactivates clutch damping control to be added to the vehicle.