JP2010023790A - Controller for electric motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an electric motor reducing vibration of a drive shaft occurring by a torque pulsation component of a crank shaft regardless of a state that explosion of an internal combustion engine occurs or a state that it does not occur. <P>SOLUTION: This controller for the electric motor controlling the electric motor to reduce the vibration occurring in the drive shaft 18 of a vehicle by the torque pulsation component of the crank shaft 12 of the engine 10 includes: a crank shaft torque estimation part 42 obtaining torque of the crank shaft 12; a torque pulsation component calculation part 44 extracting the torque pulsation component from the torque of the crank shaft 12; a compensation torque calculation part 46 calculating compensation torque removing the torque pulsation component from torque of the drive shaft 18 based on the torque pulsation component and a torque transfer function from a driving source to the drive shaft; and a torque correction part 48 subtracting the compensation torque from a torque instruction value of the electric motor to correct the torque instruction value of the electric motor. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for a motor control device mounted on a vehicle using an internal combustion engine and an electric motor as a power source.

  Conventionally, as a power unit mounted on a hybrid vehicle, power from an engine and a motor is output to a drive shaft via a transmission. In such a power unit, there arises a problem that vibration is transmitted to the drive shaft of the vehicle due to the torque pulsation component generated on the crankshaft of the engine based on the combustion cycle of the engine.

  For example, in Patent Document 1, in order to reduce the vibration of the drive shaft of the vehicle generated by the torque pulsation component of the crankshaft, torque pulsation calculation means for calculating the torque pulsation component generated in the crankshaft of the internal combustion engine, There has been proposed an electric motor control device that includes an electric motor torque control unit that corrects the torque command value by adding the calculated torque pulsation component to the torque command value in an opposite phase.

JP-A-11-336581 JP 2006-187168 A

  However, in the electric motor control device of Patent Document 1, the torque pulsation component of the crankshaft is approximated and calculated by a third-order component or less of the sin function with respect to the order of torque pulsation due to compression and expansion in the internal combustion engine. . This calculation method is limited to a state where there is no explosion of the internal combustion engine (motoring state), and in the state where there is an explosion of the internal combustion engine, the torque pulsation component generated in the crankshaft cannot be absorbed. It becomes difficult to achieve smooth vehicle travel.

  An object of the present invention is to provide an electric motor control device capable of reducing vibration of a drive shaft generated by a torque pulsation component of a crankshaft regardless of whether an internal combustion engine has an explosion or not.

  The present invention is mounted on a vehicle using an internal combustion engine and an electric motor as a drive source, and controls the electric motor so as to reduce vibration generated on the drive shaft of the vehicle by a torque pulsation component of a crankshaft of the internal combustion engine. A control device, comprising: crankshaft torque estimating means for determining the torque of the crankshaft; torque pulsation component calculating means for calculating a torque pulsation component from the determined crankshaft torque; and the calculated torque pulsation component and drive source Compensation torque calculating means for calculating a compensation torque for removing torque pulsation components from the torque of the drive shaft based on a torque transfer function from the drive shaft to the drive shaft, subtracting the calculated compensation torque from the torque command value of the electric motor, Torque correction means for correcting the torque command value of the electric motor.

  In the motor control apparatus, it is preferable that the crankshaft torque estimating means obtains the torque of the crankshaft based on an in-cylinder pressure of the internal combustion engine and a crank angle of the crankshaft.

  In the motor control apparatus, it is preferable that the crankshaft torque estimating means is a crankshaft torque sensor for obtaining a torque of the crankshaft.

  Further, the present invention is mounted on a vehicle having an internal combustion engine and an electric motor as drive sources, and controls the electric motor so as to reduce vibration generated on the drive shaft of the vehicle by a torque pulsation component of a crankshaft of the internal combustion engine. The compensation torque derived from the crankshaft torque obtained based on the in-cylinder pressure and the crank angle is an amplitude and phase depending on the driving conditions of the internal combustion engine such as the rotational speed and output of the internal combustion engine. Although it is different, it has a feature that the waveform with respect to the crank angle does not change. Therefore, a compensation torque (a function of the crank angle) in a driving condition of an arbitrary internal combustion engine is defined as a basic waveform, and a phase adjustment amount with respect to the basic waveform is set as the internal combustion engine. A phase amount adjusting means for calculating from the driving conditions of the internal combustion engine, and an amplitude coefficient for the basic waveform from the driving conditions of the internal combustion engine. Coefficient calculating means; compensation torque calculating means for calculating a compensation torque according to a crank angle of a crankshaft from the calculated phase adjustment amount and the amplitude coefficient; and subtracting the compensation torque from a torque command value of an electric motor; Torque correction means for correcting the command value.

  According to the present invention, it is possible to reduce the vibration of the drive shaft generated by the torque pulsation component of the crankshaft.

  Embodiments of the present invention will be described below.

  FIG. 1 is a schematic diagram illustrating an example of a configuration of a hybrid vehicle according to the present embodiment. As shown in FIG. 1, a hybrid vehicle 1 includes an engine 10, a power split mechanism 16 connected to a crankshaft 12 of the engine 10 (hereinafter sometimes referred to as a crankshaft) via a torsional damper 14, A motor MG1 capable of generating electricity connected to the power split mechanism 16, a speed reducer 20 attached to a drive shaft 18 (hereinafter sometimes referred to as a ring gear shaft) connected to the power split mechanism 16, and a speed reducer 20 , An HV controller 22 for setting a target output of the engine 10 and a torque command value for the motors (MG1, MG2), and an ECU 24 for controlling the motors (MG1, MG2).

  The engine 10 is an internal combustion engine that can output power from a hydrocarbon-based fuel such as gasoline or light oil. The engine 10 is provided with a crank angle sensor 26 that detects a crank angle of the crankshaft 12 and an in-cylinder pressure sensor 28 that detects an in-cylinder pressure of the engine 10. The crank angle detected by the crank angle sensor 26 and the in-cylinder pressure detected by the in-cylinder pressure sensor 28 are output to the ECU 24. The engine 10 is subjected to operation control such as fuel injection control, ignition control, and intake air amount adjustment control of the engine 10 by an engine control unit (not shown) according to a target output set by the HV controller 22. .

  The power split mechanism 16 includes an external gear sun gear 30, an internal gear ring gear 32 arranged concentrically with the sun gear 30, a plurality of pinion gears 34 that mesh with the sun gear 30 and mesh with the ring gear 32, and a plurality of gears. A planetary gear mechanism is provided that includes a carrier 36 that holds the pinion gear 34 so as to rotate and revolve, and that performs a differential action with the sun gear 30, the ring gear 32, and the carrier 36 as rotational elements. The crankshaft 12 of the engine 10 is connected to the carrier 36 of the power split mechanism 16, the motor MG <b> 1 is connected to the sun gear 30, and the speed reducer 20 is connected to the ring gear 32 via the ring gear shaft 18. When motor MG1 functions as a generator, power from engine 10 input from carrier 36 is distributed to the sun gear 30 side and ring gear 32 side according to the gear ratio, and when motor MG1 functions as an electric motor, carrier 36 The power from the engine 10 input from the power and the power from the motor MG1 input from the sun gear 30 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is output from the speed reducer 20 to the drive wheel 40 via the differential gear 38.

  Each of the motor MG1 and the motor MG2 is configured as a known synchronous generator motor that can be driven as a generator and can be driven as an electric motor, and exchanges power with a battery (not shown) via an inverter (not shown). I do. Further, the motor MG1 and the motor MG2 are controlled by the ECU 24 via an inverter (not shown).

  The HV controller 22 sets a target output of the engine 10 and torque command values of the motor MG1 and the motor MG2. The target output of the engine and the torque command value are set by previously recording a map that defines the relationship between the accelerator opening, the vehicle speed, etc., in the HV controller 22 and applying the information on the accelerator opening and the vehicle speed to the map. Is done. Therefore, for example, the accelerator opening from an accelerator pedal position sensor (not shown) for detecting the amount of accelerator depression by the driver, the vehicle speed from a vehicle speed sensor (not shown), and the like are transmitted to the HV controller 22. .

  The hybrid vehicle of this embodiment can travel in various states. For example, in a relatively low speed state in which the hybrid vehicle has started to travel, the ECU 24 causes the motor MG2 to power while the engine 10 is stopped, causing the drive shaft 18 to transmit power and travel. Further, when the hybrid vehicle 1 reaches a predetermined speed, for example, the motor MG1 is used as a starter motor, the engine 10 is started, and is driven by the power of the engine 10. That is, the hybrid vehicle of this embodiment travels by driving the internal combustion engine and the motors MG1, MG2 in various states. The driving of the three parties is appropriately set according to the traveling state of the hybrid vehicle.

  As described above, a torque pulsation component is usually generated on the crankshaft 12 based on the combustion cycle of the engine 10. In response to the torque pulsation component of the crankshaft 12, vibration is generated in the drive shaft 18. In the present embodiment, the motor is controlled to suppress the vibration of the drive shaft 18 due to the torque pulsation component. The motor control will be described below.

  In the present embodiment, first, motor control for suppressing vibration of the drive shaft 18 due to torque pulsation components using the motor MG2 shown in FIG. 1 will be described. As shown in FIG. 1, the ECU 24 includes a crankshaft torque estimation unit 42, a torque pulsation component calculation unit 44, a compensation torque calculation unit 46, and a torque correction unit 48.

In the crankshaft torque estimation unit 42, the crankshaft torque is estimated based on the crank angle detected by the crank angle sensor 26 and the in-cylinder pressure detected by the in-cylinder pressure sensor 28. FIG. 2 is a model diagram of the engine used for calculating the crankshaft torque. In the crankshaft torque estimating unit 42, the following formula 1 defined based on the engine model shown in FIG. Equation 1 below is an equation for calculating the crank shaft torque tau _e, detected crank angle theta _crk, by fitting the cylinder pressure P, the engine torque tau _e is obtained.

数式１及び図２に用いられる記号の説明を下記に示す。
Ｆ：ピストン５０に掛かる力
ｄ：クランク軸１２からピストン５０までの距離
Ｓ：ボア面積
Ｌ_１：クランクアーム５２の長さ
Ｌ_２：コンロッド５４の長さ
δ：クランク軸１２のクランク角度の位相
Φ：コンロッド５４の角度
ｎ：エンジンの気筒数
なお、複数の気筒がある場合には、ピストン５０に掛かる力及びクランク軸１２からピストン５０までの距離ｄは、気筒毎に求められる。

The symbols used in Equation 1 and FIG. 2 are described below.
F: Force applied to piston 50 d: Distance from crankshaft 12 to piston 50 S: Bore area L ₁ : Length of crank arm 52 L ₂ : Length of connecting rod 54 δ: Phase of crank angle of crankshaft 12 Φ : Angle of connecting rod 54 n: Number of cylinders of engine In addition, when there are a plurality of cylinders, the force applied to the piston 50 and the distance d from the crankshaft 12 to the piston 50 are obtained for each cylinder.

FIG. 3 is a schematic diagram showing an example of the configuration of a hybrid vehicle according to another embodiment of the present invention. Although the crankshaft torque τ _e may be obtained from the crank angle θ _crk and the in-cylinder pressure P as described above, a crankshaft torque sensor 56 is provided on the crankshaft 12 of the engine 10 as shown in FIG. The crankshaft torque of the shaft 12 may be obtained. In this case, the crankshaft torque sensor 56 serves as a crankshaft torque estimating unit for obtaining the crankshaft torque of the crankshaft 12.

The crankshaft torque τ _e obtained by the crankshaft torque estimation unit 42 in FIG. 1 or the crankshaft torque sensor 56 as the crankshaft torque estimation unit in FIG. 3 is sent to the torque pulsation component calculation unit 44. The torque pulsation component calculator 44 extracts the torque pulsation component Δτ _e from the crankshaft torque τ _e . Specifically, the torque pulsation component calculation unit 44 performs high-pass filter processing so that the average of the crankshaft torque τ _e during one cycle becomes 0, and the torque pulsation component Δτ _e is calculated.

The torque pulsation component Δτ _e calculated by the torque pulsation component calculation unit 44 is sent to the compensation torque calculation unit 46.

The compensation torque calculator 46 calculates a compensation torque value of the motor MG2 for removing the torque pulsation component from the torque of the drive shaft 18 based on the calculated torque pulsation component Δτ _e and the torque transfer function from the drive source to the drive shaft. Is to be calculated. When the torque pulsation component is removed from the torque of the drive shaft 18 using the motor MG2 as in the present embodiment, the torque from the engine 10 to the drive shaft 18 as a transfer function from the drive source to the drive shaft torque. The transfer function G2 (s) is used.

The compensation torque calculation unit 46 records Equation 2 below for calculating a compensation torque value for removing the torque pulsation component from the torque of the drive shaft 18. By applying the calculated torque pulsation component Δτ _e to Equation 2 below, the compensation torque value τ _{m_ctr} is calculated.

数式３及び図４に用いられる記号の説明を下記に示す。
Ｊ_ｅ：エンジン回転系の慣性モーメント
Ｊ_ｉｓ：クランク軸１２（インプットシャフト）の慣性モーメント
Ｊ_ｇ：モータＭＧ１の慣性モーメント
Ｊ_ｍ：モータＭＧ２の慣性モーメント
ρ：動力分割機構１６（プラネタリギア）の速比
Ｃ_ｄｐ：トーショナルダンパ１４の粘性係数
Ｋ_ｄｐ：トーショナルダンパ１４のばね定数
θ_ｅ：エンジン１０の回転角度
θ_ｉｓ：クランク軸１２（インプットシャフト）の回転角度
θ_ｇ：モータＭＧ１の回転角度
θ_ｍ：モータＭＧ２の回転角度
τ_ｅ：エンジン１０のトルク（クランク軸１２のトルク）
τ_ｐ：動力分割機構１６（プラネタリギア）の内部トルク
τ_ｇ：モータＭＧ１のトルク
τ_ｍ：モータＭＧ２のトルク
τ_ｄｓ：駆動軸１８のトルク（モータＭＧ２軸換算値） Equation 2 is derived as follows. FIG. 4 is a model of a drive system configuration such as an engine, a motor, and a power split mechanism mounted on the hybrid vehicle of this embodiment. The equation of motion from the torque of the crankshaft 12 to the torque of the drive shaft 18 is expressed by the following formula 3 from the model of FIG.

The symbols used in Equation 3 and FIG. 4 are described below.
J _e : Moment of inertia of engine rotation system J _is : Moment of inertia of crankshaft 12 (input shaft) J _g : Moment of inertia of motor MG1 J _m : Moment of inertia of motor MG2 ρ: Speed of power split mechanism 16 (planetary gear) Ratio C _dp : viscosity coefficient of torsional damper 14 K _dp : spring constant of torsional damper 14 θ _e : rotation angle of engine 10 θ _is : rotation angle of crankshaft 12 (input shaft) θ _g : rotation angle of motor MG1 θ _m : rotation angle of motor MG2 τ _e : torque of engine 10 (torque of crankshaft 12)
τ _p : Internal torque of power split mechanism 16 (planetary gear) τ _g : Torque of motor MG 1 τ _m : Torque of motor MG 2 τ _ds : Torque of drive shaft 18 (motor MG 2 axis conversion value)

Ｇ１（ｓ）：モータＭＧ１から駆動軸１８へのトルク伝達関数
Ｇ２（ｓ）：エンジン１０から駆動軸１８へのトルク伝達関数
Ｇ３（ｓ）：モータＭＧ２の回転角加速度から駆動軸１８のトルクへの伝達関数
τ_ｅ１：クランク軸トルクの定常成分 By simultaneously formulating the above formula 3, the following formula 4 is given.

G1 (s): Torque transfer function from motor MG1 to drive shaft 18 G2 (s): Torque transfer function from engine 10 to drive shaft 18 G3 (s): From rotational angular acceleration of motor MG2 to torque of drive shaft 18 Transfer function τ _e1 : Steady component of crankshaft torque

G2 (s) is given by the following equation.
G2 (s) = (J _g / J _e ) (1 + ρ) J _is (C _dp s + K _dp ) / (a ₂ s ² + a ₁ s + a ₀ )
^{_{a 2 = ρ 2 J is 2}} + (1 + ρ) 2 J is J g
a ₁ = (ρ ² (J _is ² / J _e ) + (1 + ρ) ² J _is J _g / J _e + ρ ² J _is ) C _dp
a ₀ = (ρ ² (J _is ² / J _e ) + (1 + ρ) ² J _is J _g / J _e + ρ ² J _is ) K _dp

G1 (s) is given by the following equation.
G1 (s) = (1 / ρ) (J _g / J _is ² ) · J _e J _is (C _dp s + K _dp ) / (J _e J _is s ² + (J _e + J _is ) C _dp s + (J _e + J _is ) K _dp ) − (1 / ρ) (J _g / J _is ) − (ρ / (1 + ρ) ² )
Here, s is a plus operator. These transfer functions are for the hybrid vehicle having the configuration shown in FIG. 1. If the configuration of the hybrid vehicle changes, it is necessary to use a transfer function corresponding to the change.

Further, in Equation 4, the torque τ _{m of the} motor MG2 is the torque command value (output from the HV controller 22) and the compensation torque value τ _{m_ctr} of the motor MG2 described above (removes the pulsation component from the drive shaft torque). If it is described separately as the compensation torque value of the motor MG2 for

From the above equation, the compensation torque value τ _{m_ctr} of the motor MG2 for removing the torque pulsation component Δτ _e from the torque of the drive shaft is obtained from the last term on the right side of the above equation from the torque pulsation component Δτ _e and from the engine 10 to the drive shaft 18. It is expressed by the above formula 2 calculated from the torque transfer function G2 (s).

Compensation torque value tau _{M_ctr} motor MG2 that is calculated by the compensation torque calculation unit 46 is sent to the torque correction unit 48. Further, the torque command value τ _{m_ref} of the motor MG 2 set by the HV controller 22 is also sent to the torque correction unit 48.

Torque correcting unit 48, from the torque command value tau _{M_Ref} motor MG2, subtracting the compensation torque value tau _{M_ctr} motor MG2, and corrects the torque command value of the motor MG2. The corrected torque command value is transmitted to an inverter (not shown), and the motor MG2 is controlled by the inverter according to the corrected torque command value.

  Thus, by controlling the electric motor (motor MG2) according to the corrected torque command value, the torque pulsation component generated in the crankshaft can be removed from the torque of the drive shaft. Therefore, vibration of the drive shaft due to torque pulsation components can be suppressed. In the present embodiment, the motor control for suppressing the vibration of the drive shaft due to the torque pulsation component using the motor MG2 has been described, but the present invention is not limited to this. When there are a plurality of motors, for example, the motor MG1 or both the motor MG1 and the motor MG2 can be used to suppress the motor that suppresses the vibration of the drive shaft due to the torque pulsation component.

  Below, motor control which suppresses the vibration of the drive shaft 18 by a torque pulsation component using motor MG1 is demonstrated. FIG. 5 is a schematic diagram showing an example of the configuration of a hybrid vehicle according to another embodiment of the present invention.

In the crankshaft torque estimation unit 42 of the ECU 24 shown in FIG. 5, the crankshaft torque τ _e is obtained by the same method as described above. The crankshaft torque τ _e is obtained by applying the crank angle detected by the crank angle sensor 26 and the in-cylinder pressure detected by the in-cylinder pressure sensor 28 to the mathematical formula 1 recorded in the crankshaft torque estimation unit 42. Alternatively, although not shown, a crankshaft torque sensor may be provided on the crankshaft 12 of the engine 10 to obtain the crank angle of the crankshaft 12. In this case, the crankshaft torque sensor serves as a crankshaft torque estimating unit for obtaining the crankshaft torque of the crankshaft 12.

The calculated crankshaft torque τ _e is sent to the torque pulsation component calculation unit 44. Then, the torque pulsation component calculation unit 44 calculates the torque pulsation component Δτ _e from the crankshaft torque τ _e by the same method as described above.

The calculated torque pulsation component Δτ _e is sent to the compensation torque calculation unit 46.

The compensation torque calculator 46 calculates a compensation torque value of the motor MG1 for removing the torque pulsation component from the torque of the drive shaft using the calculated torque pulsation component Δτ _e and the torque transfer function from the drive source to the drive shaft. Is done. When the torque pulsation component is removed from the torque of the drive shaft using the motor MG1, the torque transfer function G2 (s) from the engine 10 to the drive shaft 18 and the MG1 motor are used as the transfer function from the drive source to the drive shaft torque. A torque transfer function G1 (s) to the drive shaft 18 is used. Specifically, the compensation torque calculator 46 records the following Equation 6 for calculating the compensation torque value τ _{g_ctr} of the motor MG1 for removing the torque pulsation component from the torque of the drive shaft. by fitting the torque ripple component .DELTA..tau _e was compensation torque value tau _{G_ctr} motor MG1 is calculated.

In Equation 4, the torque τ _{g of the} motor MG1 is a torque command value (output from the HV controller 22) and the compensation torque value τ _{g_ctr} of the motor MG1 (motor MG1 for removing the pulsation component from the drive shaft torque). And the compensation torque value) are expressed separately by the following formula.
τds = τ _m + G1 (s) τ _{g_ref} + G2 (s) τ _e1 + G3 (s) θ _m
+ (G1 (s) τ _{g_ctr} + G2 (s) Δτ _e )
The compensation torque position τ _{g_ctr} of the motor MG1 for removing the torque pulsation component Δτ _e from the torque of the drive shaft is expressed by the above formula 6 from the last term on the right side of the above formula.

The compensation torque value τ _{g_ctr} of the motor MG1 calculated by the compensation torque calculation unit 46 is sent to the torque correction unit 48. Further, the torque command value τ _{g_ref} of the motor MG 1 set by the HV controller 22 is also sent to the torque correction unit 48.

The torque correction unit 48 corrects the torque command value of the motor MG1 by subtracting the calculated compensation torque value τ _{g_ctr} from the torque command value τ _{g_ref of} the motor MG1. The corrected torque command value is transmitted to an inverter (not shown), and the motor MG1 is controlled by the inverter according to the corrected torque command value.

  In this way, the torque pulsation component generated by the crankshaft can also be removed from the torque of the drive shaft by controlling the torque of the motor MG1 in accordance with the corrected torque command value. For this reason, it is possible to suppress the vibration of the drive shaft due to the torque pulsation component.

  Next, motor control that suppresses drive shaft vibration due to torque pulsation components using motors MG1 and MG2 will be described. FIG. 6 is a schematic diagram showing an example of the configuration of a hybrid vehicle according to another embodiment of the present invention.

In the crankshaft torque estimating unit 42 of the ECU 24 shown in FIG. 6, the crankshaft torque τ _e is obtained by the same method as described above. The crankshaft torque τ _e is obtained by applying the crank angle detected by the crank angle sensor 26 and the in-cylinder pressure detected by the in-cylinder pressure sensor 28 to the mathematical formula 1 recorded in the crankshaft torque estimation unit 42. Alternatively, although not shown, a crankshaft torque sensor may be provided on the crankshaft 12 of the engine 10 to obtain the crankshaft torque of the crankshaft 12. In this case, the crankshaft torque sensor serves as a crankshaft torque estimating unit for obtaining the crankshaft torque of the crankshaft 12.

The calculated crankshaft torque τ _e is sent to the torque pulsation component calculation unit 44. Then, the torque pulsation component calculation unit 44 calculates the torque pulsation component Δτ _e from the crankshaft torque τ _e by the same method as described above.

The calculated torque ripple component .DELTA..tau _e is sent to the compensation torque calculation unit 46.

The compensation torque calculation unit 46 uses the calculated torque pulsation component Δτ _e and the torque transfer function from the drive source to the drive shaft to calculate the compensation torque values of MG1 and MG2 for removing the torque pulsation component from the torque of the drive shaft. Each is calculated. Specifically, the compensation torque calculation unit 46 records the following Equation 7 for calculating the compensation torque value for removing the torque pulsation component from the torque of the drive shaft by the motors MG1 and MG2, and the following Equation 7 is calculated. by fitting the torque ripple component .DELTA..tau _e was compensation torque value tau _{M_ctr} motor MG2, the compensation torque value tau _{G_ctr} motor MG1 is calculated. Γ (0 <γ <1) in the following formula 7 is a coefficient for determining a ratio at which the motor MG2 removes the torque pulsation component, and is arbitrarily set.

Compensation torque value tau _{G_ctr} motor MG1 is calculated by the compensation torque calculation unit 46, the compensation torque value tau _{M_ctr} motor MG2 is transmitted to the torque correction unit 48. The torque command value tau _{G_ref} motor MG1 that is set by HV controller 22, the torque command value tau _{M_Ref} motor MG2 is also sent to the torque correction unit 48.

The torque correction unit 48 _subtracts the calculated compensation torque value τ _{m_ctr} of the motor MG2 from the torque command value τ _{m_ref of} the motor MG2, and calculates the compensation torque value τ of the motor MG1 from the torque command value τ _{g_ref of} the motor MG1. _{The g_ctr} is subtracted to correct the torque command values of the motors MG1 and MG2. The corrected torque command values of the motors MG1 and MG2 are transmitted to an inverter (not shown), and the inverters control the motors MG1 and MG2 in accordance with the corrected torque command values of the motors MG1 and MG2. Also by the above, the torque pulsation component generated by the crankshaft can be removed from the torque of the drive shaft. For this reason, it is possible to suppress the vibration of the drive shaft due to the torque pulsation component.

FIG. 7 is a schematic diagram showing an example of the configuration of a hybrid vehicle according to another embodiment of the present invention. As shown in FIG. 7, the engine 10 is provided with a rotation speed sensor 66 for detecting the rotation speed Ne of the engine and a crank angle sensor 26 for detecting the crank angle θ _crk of the crankshaft of the engine. The configuration of the drive system such as the engine, motors MG1, MG2, and power split mechanism 16 shown in FIG. 7 is the same as the configuration shown in FIG.

  Control of the motor in this embodiment will be described. As shown in FIG. 7, the ECU 57 includes a phase amount calculation unit 58, an amplitude coefficient calculation unit 60, a compensation torque calculation unit 62, and a torque correction unit 64.

  FIG. 8A is a diagram showing the relationship between the crank angle of the crankshaft and the in-cylinder pressure of the engine based on the change in engine driving conditions, and FIG. 8B is based on the change in engine driving conditions. It is a figure which shows the relationship between the crank angle of a crankshaft, and the compensation torque of a motor. When engine driving conditions (engine speed, engine output, etc.) change, the in-cylinder pressure changes greatly as shown in FIG. 8A, and the waveform of the in-cylinder pressure with respect to the crank angle of the crankshaft. The shape also changes. On the other hand, as shown in FIG. 8B, the waveform of the compensation torque with respect to the crank angle of the crankshaft has an amplitude (and phase relationship) that changes when the engine driving conditions (engine speed, engine output, etc.) change. Although it changes, the waveform shape does not change. That is, the compensation torque value for removing the torque pulsation component of the crankshaft from the torque of the drive shaft can be calculated from the basic waveform by adjusting the phase and amplitude based on the drive condition of the engine.

  Here, motor control for removing the torque pulsation component of the crankshaft from the torque of the drive shaft using the motor MG2 will be described, but the present invention is not limited to this, and both the motor MG1 or the motors MG1 and MG2 are used. Thus, the torque pulsation component of the crankshaft can be removed from the torque of the drive shaft.

The phase amount calculation unit 58 of the ECU 57 determines a compensation torque as a function of a crank angle when the engine is driven under an arbitrary condition as a basic waveform, and sets a phase adjustment amount with respect to the basic waveform as an engine driving condition (in this embodiment). , Calculated from the rotational speed Ne) of the engine 10. Specifically, the following formula 8 is recorded in the phase amount calculation unit 58, and the engine speed Ne (rpm) detected by the speed sensor 66 in the following formula 8 and the number of cylinders (n) of the engine. Is applied to calculate the primary explosion frequency. Then, using the torque transfer function G2 (s) from the engine to the drive shaft stored in advance, the phase at that frequency is calculated. Then, a difference from the phase of the basic waveform (predetermined) is obtained from the calculated phase, and the phase adjustment amount is calculated.
[Equation 8]
Explosion primary frequency (Hz) = (Ne / 60) × (n / 2)

  The phase adjustment amount calculated by the phase amount calculation unit 58 is sent to the compensation torque calculation unit 62. Further, the crank angle of the crankshaft 12 detected by the crank angle sensor 26 is also sent to the compensation torque calculation unit 62.

  The amplitude coefficient calculator 60 calculates the amplitude coefficient for the basic waveform from the engine drive conditions (in this embodiment, the engine speed Ne and the target output of the engine 10). As the engine driving condition, at least one of the engine speed Ne, the target output of the engine 10, the engine water temperature, the intake / exhaust valve opening / closing timing, the ignition advance angle, and the like is selected.

In the amplitude coefficient calculation unit 60, an amplitude coefficient setting map in which the relationship between the engine rotational speed Ne, the engine target output Pe (output from the HV controller 22), and the amplitude coefficient _{a_ctr} with respect to the basic waveform is recorded Has been. Then, the amplitude coefficient _{a_ctr} for the basic waveform is calculated by applying the engine speed Ne and the engine target output Pe input to the amplitude coefficient calculation unit 60 to the amplitude coefficient setting map.

The amplitude coefficient _{a_ctr} calculated by the amplitude coefficient calculation unit 60 is sent to the compensation torque calculation unit 62.

FIG. 9 is a diagram showing an example of a basic waveform in which the basic value of the compensation torque when the engine is driven under an arbitrary condition (rotation speed, output, etc.) as a function of the crankshaft angle. A basic waveform as shown in FIG. 9 is recorded in the compensation torque calculation unit 62 in advance, and the phase and amplitude of the basic waveform recorded in advance are adjusted based on the calculated phase adjustment amount and amplitude coefficient. Is called. Then, the compensation angle value τ _{m_ctr} of the motor MG2 is calculated by fitting the crank angle θ _crk of the crankshaft 12 sent from the crank angle sensor 26 to the adjustment waveform adjusted in phase and amplitude. Here, a compensation torque waveform under an arbitrary condition is defined as a basic waveform.

The calculation of the compensation torque value in the compensation torque calculation unit 62 is not necessarily limited to the above. For example, first, the phase adjustment of the basic waveform recorded in advance is performed based on the calculated phase adjustment amount. Then, the crank angle θ _crk of the crankshaft 12 sent from the crank angle sensor 26 is applied to the phase-adjusted adjustment waveform, and the reference compensation torque value of the motor MG2 is calculated. Furthermore, the compensation torque value τ _{m_ctr} of the motor MG2 is calculated by multiplying the calculated reference compensation torque value by the amplitude coefficient _{a_ctr} calculated by the amplitude coefficient calculation unit 60.

The compensation torque value τ _{m_ctr} of the motor MG2 calculated by the compensation torque calculation unit 62 is sent to the torque correction unit 64. The torque correction unit 64 subtracts the calculated compensation torque value from the torque command value τ _{m_ref} of the motor MG2 transmitted from the HV controller 22 to correct the torque command value of the motor MG2. The corrected torque command value is transmitted to an inverter (not shown), and the inverter controls the motor MG2 according to the corrected torque command value.

  In this way, by controlling the torque of the motor MG2 in accordance with the corrected torque command value, the torque pulsation component generated by the crankshaft can be removed from the torque of the drive shaft. For this reason, it is possible to suppress the vibration of the drive shaft due to the torque pulsation component.

It is a mimetic diagram showing an example of composition of a hybrid car concerning this embodiment. It is a model figure of the engine used in order to calculate a crankshaft torque. It is a schematic diagram which shows an example of a structure of the hybrid vehicle which concerns on other embodiment of this invention. It is a model of the structure of drive systems, such as an engine, a motor, and a power split mechanism, which are mounted on the hybrid vehicle of this embodiment. It is a schematic diagram which shows an example of a structure of the hybrid vehicle which concerns on other embodiment of this invention. It is a schematic diagram which shows an example of a structure of the hybrid vehicle which concerns on other embodiment of this invention. It is a schematic diagram which shows an example of a structure of the hybrid vehicle which concerns on other embodiment of this invention. (A) is a figure which shows the relationship between the angle of the crankshaft based on the change of the driving condition of an engine, and the in-cylinder pressure of an engine, (B) is the angle of the crankshaft based on the change of the driving condition of the engine, It is a figure which shows the relationship with the compensation torque of a motor. It is a figure which shows an example of the basic waveform which expressed the compensation torque basic value as a function of the angle of a crankshaft at the time of driving an engine on arbitrary conditions (rotation speed, output, etc.).

Explanation of symbols

  1 hybrid vehicle, 10 engine, 12 crankshaft, 14 torsional damper, 16 power split mechanism, 18 drive shaft (ring gear shaft), 20 speed reducer, 22 HV controller, 24, 64 ECU, 26 crank angle sensor, 28 in cylinder Pressure sensor, 30 sun gear, 32 ring gear, 34 pinion gear, 36 carrier, 38 differential gear, 40 drive wheel, 42 crankshaft torque estimation unit, 44 torque pulsation component calculation unit, 46 compensation torque calculation unit, 48 torque correction unit, 50 piston , 52 Crank arm, 54 Connecting rod, 56 Crankshaft torque sensor, 58 Phase amount calculation unit, 60 Amplitude coefficient calculation unit, 62 Compensation torque calculation unit, 64 Torque correction unit, 66 Speed sensor, MG1, MG2 motor.

Claims (4)

An electric motor control device that is mounted on a vehicle using an internal combustion engine and an electric motor as a drive source and controls the electric motor so as to reduce vibration generated on the drive shaft of the vehicle by a torque pulsation component of a crankshaft of the internal combustion engine. And
Crankshaft torque estimating means for obtaining the torque of the crankshaft;
Torque pulsation component calculating means for calculating a torque pulsation component from the obtained crankshaft torque;
Compensation torque calculating means for calculating a compensation torque for removing the torque pulsation component from the torque of the drive shaft, based on the calculated torque pulsation component and a torque transfer function from the drive source to the drive shaft;
A motor control apparatus comprising: a torque correction unit that subtracts the calculated compensation torque from a torque command value of the motor and corrects the torque command value of the motor.   2. The motor control apparatus according to claim 1, wherein the crankshaft torque estimating means obtains the torque of the crankshaft based on an in-cylinder pressure of the internal combustion engine and a crank angle of the crankshaft. An electric motor control device.   The motor control apparatus according to claim 1, wherein the crankshaft torque estimating means is a crankshaft torque sensor for obtaining torque of the crankshaft. An electric motor control device that is mounted on a vehicle using an internal combustion engine and an electric motor as a drive source and controls the electric motor so as to reduce vibration generated on the drive shaft of the vehicle by a torque pulsation component of a crankshaft of the internal combustion engine. And
The compensation torque that is a function of the crank angle when the internal combustion engine is driven under an arbitrary condition in the compensation torque that removes the torque pulsation component from the torque of the drive shaft is defined as a basic waveform, and the phase adjustment amount with respect to the basic waveform is defined as the internal phase A phase amount adjusting means for calculating from engine driving conditions;
Amplitude coefficient calculating means for calculating an amplitude coefficient for the basic waveform from a driving condition of the internal combustion engine;
Compensation torque calculating means for calculating a compensation torque according to a crank angle of a crankshaft from the calculated phase adjustment amount and the amplitude coefficient;
A motor control device comprising: a torque correction unit that subtracts the calculated compensation torque from a torque command value of the motor and corrects the torque command value.

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