CN103717467A - 扭矩控制装置 - Google Patents
扭矩控制装置 Download PDFInfo
- Publication number
- CN103717467A CN103717467A CN201280037464.9A CN201280037464A CN103717467A CN 103717467 A CN103717467 A CN 103717467A CN 201280037464 A CN201280037464 A CN 201280037464A CN 103717467 A CN103717467 A CN 103717467A
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- rotating speed
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- electrical generator
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Abstract
在具备由发动机(1)驱动的发电机的混合动力型车辆所使用的扭矩控制装置中,具备:指令值运算单元,其基于与混合动力型车辆的行驶状态相应地设定的发电机(2)的目标发电电力,来运算发动机扭矩指令值和发电机的转速指令值;发电机扭矩指令值运算单元,其运算用于使转速运算值与转速指令值一致的发电机扭矩指令值;发电机控制单元,其基于发电机扭矩指令值来控制发电机(2);转速检测单元,其检测发电机(2)的转速;以及脉动去除滤波器,其从由转速检测单元检测出的转速检测值中去除由于发动机(1)的脉动产生的转速的脉动成分,并运算转速运算值。
Description
技术领域
本发明涉及扭矩控制装置。
本申请主张2011年8月5日申请的日本专利申请特愿2011-171554的优先权,针对文献参考中记载的指定国,通过参照而将上述申请中记载的内容编入本申请,来作为本申请的记载的一部分。
背景技术
已知一种电动汽车,具备:内燃机;发电机,其与内燃机相连接,被内燃机旋转驱动,基于利用磁场电流进行的磁场控制来产生与所驱动的转速相应的电力;蓄电装置,其蓄积由发电机产生的电力;行驶马达,其基于从蓄电装置提供的电力来进行旋转驱动;以及发电控制装置,其使内燃机基于最佳的扭矩特性进行旋转驱动,并且基于不同时刻的行驶状态来运算所需的发电量,基于该发电量和内燃机的最佳扭矩特性来运算与发电量对应的控制发电机的目标即目标转速,基于该目标转速对发电机进行磁场控制,以使发电机的驱动扭矩相对于由内燃机的旋转产生的发生扭矩而平衡的转速来对发电机进行旋转驱动(专利文献1)。
专利文献1:日本特开平10-178705号公报
发明内容
发明要解决的问题
然而,存在以下问题:由于发动机的扭矩脉动导致由发电机产生的电力发生变动。
本发明要解决的问题是,提供一种抑制由于发电机产生的电力变动的扭矩控制装置。
用于解决问题的方案
本发明通过具备脉动去除滤波器来解决上述问题,该脉动去除滤波器根据由旋转检测单元检测出的转速检测值来去除由于发动机的脉动产生的转速脉动值,并运算转速运算值。
发明的效果
根据本发明,控制发电机的扭矩,使得去除由于发动机的扭矩脉动引起的脉动成分而得到的转速与转速指令值一致,因此能够抑制发电机的扭矩脉动,从而抑制发电机的电力变动。
附图说明
图1是包括本发明的实施方式所涉及的扭矩控制装置的车辆的框图。
图2表示图1的发动机、发电机、发动机控制器、发电机控制器以及发电控制部的框图。
图3的(a)是表示图1的发电机2的发电电力的特性的曲线图,(b)是表示图1的发电机2的转速的特性的曲线图,(c)是表示图1的发电机2的扭矩特性的曲线图,(d)是表示图1的发动机1的扭矩特性的曲线图。
图4表示本发明的其它实施方式所涉及的扭矩控制装置包括的发动机、发电机、发动机控制器、发电机控制器以及发电控制部的框图。
图5表示本发明的其它实施方式所涉及的扭矩控制装置包括的发动机、发电机、发动机控制器、发电机控制器以及发电控制部的框图。
图6是表示图5的增益调整部的增益特性的曲线图。
图7表示本发明的其它实施方式所涉及的扭矩控制装置包括的发动机、发电机、发动机控制器、发电机控制器以及发电控制部的框图。
具体实施方式
下面,基于附图来说明本发明的实施方式。
<第一实施方式>
图1是表示包括发明的实施方式所涉及的扭矩控制装置的车辆的概要的框图。以下,列举了将本例的扭矩控制装置提供给串联型的混合动力型车辆的例子来进行说明,但本例的扭矩控制装置例如还能够应用于以发动机和马达为驱动源的并联型的混合动力型车辆。
如图1所示,包括本例的扭矩控制装置的车辆具备:发动机1、发电机2、旋转角传感器3、发电机逆变器4、电池5、驱动逆变器6、驱动马达7、减速机8、驱动轮9、发动机控制器21、发电机控制器22、电池控制器23、驱动马达控制器24以及系统控制器100。
发动机1使汽油、轻油及其它燃料燃烧而向输出轴输出能量,基于来自发动机控制器21的控制信号来控制节气门的阀开度、燃料喷射阀的燃料喷射量等并进行驱动。发电机2与发动机1的输出轴相连接,由发动机1驱动。另外,在启动发动机1时发电机2使发动机1进行曲轴转动,或者通过利用发电机2的驱动力使发动机1进行动力运转旋转而消耗电力。旋转角传感器3是由检测发电机2的转子的旋转角的旋转变压器等构成,是检测发电机2的转速的传感器,将检测值输出到系统控制器100。
发电机逆变器4是如下的一种转换电路:具备多个IGBT等开关元件,根据来自发电机控制器22的开关信号使该开关元件切换为接通和断开,由此将从发电机2输出的交流电力转换为直流电力,或者从直流电力逆转换为交流电力。发电机逆变器4与电池5和驱动逆变器6相连接。另外,发电机逆变器4中设置有未图示的电流传感器,电流传感器等的检测值被输出到发电机控制器22。电池5是如下的一种二次电池:被连接于发电机逆变器4与驱动逆变器6之间,对驱动逆变器6提供电力,并利用来自发电机逆变器4的电力来进行充电。驱动逆变器6是如下的一种转换电路:将从发电机逆变器4或者电池5输出的直流电力转换为交流电力,并将该交流电力输出到驱动马达7。基于驱动马达控制器24的控制信号来控制驱动逆变器6。另外,驱动逆变器6中设置有未图示的电流传感器,电流传感器等的检测值被输出到驱动马达控制器24。
驱动马达7是利用来自驱动逆变器6的交流电力进行驱动,来驱动车辆的驱动源。另外,驱动马达7与未图示的旋转角传感器相连接,该旋转角传感器的检测值被输出到驱动马达控制器24。驱动马达7的输出轴经由减速机8和左右驱动轴与左右驱动轮9相连接。另外,驱动马达7通过驱动轮9的旋转而产生再生驱动力,由此来再生能量。
发动机控制器21是如下一种控制器:用于基于从系统控制器100发送的发动机扭矩指令值(TeCMD)以及设置于发动机1的空燃比传感器(未图示)、氧传感器(未图示)的检测值、温度传感器等来设定节气门的阀开度、燃料喷射阀的燃料喷射量、点火时期等,从而控制发动机1。发电机控制器22基于从系统控制器100发送的发电机扭矩指令值(TmCMD)以及设置于发电机逆变器4的电流传感器(未图示)的检测值来设定发电机逆变器4中包括的开关元件的开关信号,从而控制发电机逆变器4。
电池控制器23根据检测电池5的电压的电压传感器、检测电池5的电流的电流传感器等的检测值来测量电池5的充电状态(SOC:State of Charge),从而管理电池5的可输出的电力量以及可充电的充电电力量。驱动马达控制器24基于来自系统控制器100的控制信号以及设置于驱动马达7的电流传感器(未图示)的检测值、转速来控制驱动逆变器。
系统控制器100是具有发电控制部10,控制车辆整体的控制器,并且控制发动机控制器21、发电机控制器22、电池控制器23以及驱动马达控制器24。系统控制器100通过发动机控制器21来管理发动机的状态,通过发电机控制器22来管理发电机逆变器4的控制状态,通过电池控制器23来管理电池5的状态,通过驱动马达控制器24来管理驱动逆变器6和驱动马达7。
另外,系统控制器100根据由未图示的车速传感器检测的车速、由未图示的加速器踏板开度传感器检测的加速踏板操作量以及由倾斜传感器检测的斜率来检测车辆的行驶状态,与利用电池控制器23管理的电池5的可输入输出电力、发电机2的发电电力相应地设定由发电机2产生的发电电力的目标值,以对驱动马达7提供电力。为了实现发电电力的目标值(Pm(以下称为目标发电电力)),发电控制部10运算发动机扭矩指令值(TeCMD)和发电扭矩指令值(TmCMD)。
接着,使用图2来说明发电控制部10的结构。图2表示发动机1、发电机2、发动机控制器21、发电机控制器22以及发电控制部10的框图。发电控制部10具备运转点运算部11、转速控制部12以及脉动去除滤波器13。
为了由发电机2产生目标发电电力(Pm),运转点运算部11设定发动机扭矩指令值(TeCMD)和发电机2的转速指令值(ωCMD),并输出到发动机控制器21和转速控制部12,以使发动机1成为最佳扭矩。运转点运算部11中预先存储有与目标发电电力(Pm)相对地表示发动机1的最佳的扭矩特性的对应表,运转点运算部11通过将目标发电电力(Pm)作为输入并参照该对应表,来运算发动机扭矩指令值(TeCMD)和发电机2的转速指令值(ωCMD)。
转速控制部12输入转速指令值(ωCMD)和从后述的脉动去除滤波器13输出的转速运算值(ωp),并将发电机扭矩指令值(TmCMD)输出到发电机控制器22。转速控制部12由PID补偿器构成,使用以下式(1)来输出发电机扭矩指令值(TmCMD)。
[式1]
其中,KP是比例增益,KI是积分增益,KD是微分增益,TD是近似微分的时间常数,s是拉普拉斯运算符。
如后所述,转速运算值(ωp)是将发电机2的转速导入脉动去除滤波器13,通过反馈控制而运算出的值,因此转速控制部12通过使用式(1)来运算发电机扭矩指令值(TmCMD),以使转速运算值(ωp)与转速指令值(ωCMD)一致。
脉动去除滤波器13具备控制对象模型(Gp)131、减法器132、134以及带通滤波器133。通过将本例中的控制对象模型化(线性化)而得到的传递函数来表示控制对象模型131,用以下式(2)表示。
[数2]
J是发电机2的输出轴的绕轴惯性,D是润滑油的粘性摩擦系数。
控制对象模型131将发电机扭矩指令值(TmCMD)作为输入,并使用式(2)来估计估计值(Gp·TmCMD)。
减法器132从与旋转角传感器3的检测值相当的发电机2的转速检测值(ωG)中减去控制对象模型131的估计值,将转速(ω1)输出到带通滤波器133。即,利用以下式(3)来运算转速(ω1)。
[数3]
ω1=ωG-Gp·TmCMD (3)
带通滤波器133是用于对由发动机1的扭矩脉动引起的、发电机2的转速中包含的脉动成分进行过滤的滤波器,至少由将发动机1的间歇燃烧频率作为通带频率的滤波器构成,成为用于去除转速脉动值(ωs)的反馈元件。通过以下式(4)来表示带通滤波器133的传递特性(GBPF)。
[数4]
ζ是衰减系数。ωn是固有振动频率,相当于带通滤波器133的通带频率中的中心频率。固有振动频率(ωn)是被调整为与发动机1的间歇燃烧频率一致的频率。发动机1的间歇燃烧频率是基于多气缸的发动机1的燃烧周期而设定的频率。
作为减法器132的输出值的转速(ω1)通过带通滤波器133,从带通滤波器133输出转速(ω2)。通过式(5)来表示转速(ω2)。
[数5]
ω2=GBPF·ω1 (5)
转速(ω2)相当于转速检测值(ωG)的脉动量,相当于转速脉动值(ωs)。
减法器134通过从转速检测值(ωG)中减去转速(ω2)来计算出转速运算值(ωp)。而且,使转速运算值(ωp)反馈到转速控制部12。由此,通过脉动去除滤波器13来去除转速检测值(ωG)中含有的脉动成分,通过转速控制部12来运算用于使不包含脉动成分的检测值(ωp)与转速指令值(ωCMD)一致的发电机扭矩指令值(TmCMD)。
接着,使用作为模拟结果的图3来说明本例的扭矩控制装置的发电电力的特性、转速的特性以及扭矩特性。作为模拟的前提条件,从发动机1为停止状态而发电机2以固定的转速进行旋转的时间点起开始,在1秒后的时间点施加发动机扭矩脉动。另外,图3中的曲线图a表示本例的扭矩控制装置的特性,曲线图b是相对于本例的比较例,是不进行使用了脉动去除滤波器13的反馈控制时的特性。另外,曲线图c表示转速运算值(ωp)的特性。图3的(a)表示发电机2的发电电力的时间特性,图3的(b)表示发电机2的转速(或者发动机1的转速)的时间特性,图3的(c)表示发电机2的扭矩的时间特性,图3的(d)表示发动机1的扭矩的时间特性。
如果在时刻为1秒的时间点施加如图3的(d)所示的发动机扭矩脉动,则如图3的(b)和图3的(c)所示,在比较例中在发电机扭矩和转速中含有脉动,因此如图3的(a)所示,发电电力发生大的变动。另一方面,在本例中,如图3的(b)和图3的(c)所示那样抑制了发电机扭矩和转速的脉动,如图3的(a)所示那样抑制了发电电力的变动。另外,如图3的(b)所示,本例中的转速相对于发动机扭矩的输入的超调(Overshoot)量与比较例相同,因此本例能够不损害抗干扰性地抑制发电电力的变动。
如上所述,本例具备:转速控制部12,其运算用于使转速运算值(ωp)与转速指令值(ωCMD)一致的发电机扭矩指令值(TmCMD);以及脉动去除滤波器13,其从由旋转角传感器3检测的转速检测值(ωG)去除由于发动机1的脉动产生的转速的脉动,并运算转速运算值(ωp)。由此,基于去除了由于发动机扭矩脉动引起的转速的脉动而得到的值来控制扭矩,由此能够抑制发电机2的扭矩脉动,从而能够抑制发电电力的变动。
另外,与本例不同,在不使用脉动去除滤波器13而控制发电机2的扭矩以使转速指令值与转速检测值一致的情况下,在发动机转速高的运转区域内,由于发动机扭矩脉动引起的脉动转速的频率高,存在转速的检测延迟,因此不能抑制转速的脉动,发电机扭矩也发生脉动,发电电力的变动变大。还能够考虑在这种运转区域内通过减小转速控制时的增益来减小发电机扭矩脉动,从而抑制发电电力的脉动。但是,在将增益减小的情况下,存在抗干扰性劣化的问题。
另外,即使在发动机转速低的运转区域内发动机扭矩脉动也大于发电机2所能产生的最大扭矩的情况下,不能抑制发动机扭矩脉动。在发电时通过发动机1的扭矩来驱动发电机2,一边维持目标转速一边连续地产生与发动机扭矩相配合的再生扭矩。因此,期望将发电机2的最大扭矩设计得尽量小。因而,在以通过发电机2抑制过大的发动机扭矩脉动的方式来设计发电机2的情况下,存在发电机2的尺寸、成本增加之类的问题。
进而,已知如下一种混合动力原动机的扭矩变动控制装置:将电动发电机接合于内燃机的输出轴,在前馈控制下计算出该电动发电机的脉动补偿扭矩,来抑制输出轴上产生的扭矩脉动。在该扭矩变动控制装置中,在发动机转速高的情况下存在以下问题:由于电动发电机的响应延迟,电动发电机的输出扭矩不能跟随发动机的扭矩脉动,不能抑制扭矩脉动。另外,即使在发动机转速低的情况下也存在以下问题:当发动机扭矩脉动大于电动发电机所能产生的最大扭矩时,不能抑制发动机扭矩脉动。
在本例中,通过脉动去除滤波器13来去除由于发动机1的脉动产生的转速的脉动,使用不包含脉动成分的转速运算值(ωp)和转速指令值(ωCMD)运算发电机扭矩指令值(TmCMD),来控制发电机2的扭矩。即,在本例中,即使是由于发动机扭矩脉动引起的脉动转速的频率高的情况,也能够通过脉动去除滤波器13去除脉动转速中含有的脉动成分,因此能够抑制发电机2的扭矩脉动。另外,为了抑制扭矩脉动,没有以降低增益的方式进行反馈控制,因此抗干扰性不会劣化。另外,本例不需要为了通过发电机2抑制发动机扭矩脉动而设计发电机2,因此能够使发电机2的尺寸小型化,并抑制发电机2的成本。
另外,本例不像上述以往那样进行使发电机2的输出扭矩跟随发动机1的输出扭矩的控制,即使由于发动机转速高且发电机2的响应延迟等导致发动机扭矩发生脉动、转速发生脉动,也能够在反馈控制时使用脉动去除滤波器13去除转速的脉动,因此能够抑制发电机2的扭矩脉动,抑制发电电力的变动。
另外,本例具备:带通滤波器133,其根据由控制对象模型131估计的估计值与转速检测值(ωG)之差来运算转速脉动值(ωs),且其通带频率与发动机1的间歇燃烧频率一致;以及第一减法器134,其基于转速检测值(ωG)与上述转速脉动值(ωs)之差来运算转速运算值(ωp)。由此,本例不会使控制的稳定性和抗干扰性劣化,能够抑制发电机2的扭矩脉动,抑制发电电力的变动。
即,与本例不同,当为了从转速检测值中去除转速脉动而使用了简单的带阻滤波器(陷波滤波器)时,在脉动的转速的频带与控制频带非常接近的情况下,存在转速的检测延迟、稳定性显著劣化的问题。另一方面,在本例中,根据转速检测值(ωG)来运算包含脉动成分的转速,将减去了根据转速检测值(ωG)运算出的转速而得到的运算值用于反馈元件来进行控制,因此能够一边解决上述问题一边维持控制的稳定性,并且能够防止抗干扰性的劣化。
此外,上述运转点运算部11相当于本发明所涉及的“指令值运算单元”,转速控制部12相当于本发明的“发电机扭矩指令值运算单元”,旋转角传感器3相当于本发明的“转速检测单元”,减法器134相当于本发明的“第一减法单元”,控制模型131相当于本发明的“控制模型估计单元”。
<第二实施方式>
图4表示发明的其它实施方式所涉及的扭矩控制装置中的发动机1、发电机2、发动机控制器21、发电机控制器22以及发电控制部10的框图。在本例中,相对于上述第一实施方式的不同点在于,基于转速检测值(ωG)或者转速指令值(ωCMD)来设定带通滤波器133的固有振动频率(ωn)。除此以外的结构与上述第一实施方式相同,因此引用其记载。
如图4所示,对带通滤波器133输入转速检测值(ωG),基于转速检测值(ωG)来设定与带通滤波器133的通带频率相当的固有振动频率(ωn)。在发动机1为四气缸的发动机的情况下,使用转速检测值(ωG),通过以下式(6)来表示固有振动频率(ωn)。此外,ωn的单位是rad/s,ωG或者ωCMD的单位是1/min。
[数6]
ωn=2·2π·ωG/60 (6)
发动机1的间歇燃烧频率根据发动机1的转速而变化,发动机1的转速相当于发电机2的转速。而且在本例中,使用发电机2的转速来调整带通滤波器133的通带频率,因此即使在发动机1的转速发生变化且发动机1的间歇燃烧频率发生变化的情况下,也能够在带通滤波器133的通带频率的频带中包含发动机1的间歇燃烧频率。
如上所述,本例基于转速检测值(ωG)来设定带通滤波器133的通带频率。发动机1的间歇燃烧频率与发动机1的转速相应地变化,在本例中与发动机1的转速(相当于转速检测值(ωG))相应地调整带通滤波器133的通带频率,因此即使在发动机转速发生变化的情况下也能够抑制发电机2的扭矩脉动,抑制发电电力的变动。
此外,本例基于转速检测值(ωG)设定了带通滤波器133的通带频率,但也可以基于转速指令值(ωCMD)来进行设定。即,在式(6)中,取代转速检测值(ωG)而使用转速指令值(ωCMD)来计算出固有振动频率(ωn)即可。
<第三实施方式>
图5表示发明的其它实施方式所涉及的扭矩控制装置中的发动机1、发电机2、发动机控制器21、发电机控制器22以及发电控制部10的框图。图6是表示增益调整部135中的相对于转速检测值(ωG)的增益特性的曲线图。在本例中,相对于上述第二实施方式的不同点在于,在脉动抑制滤波器13中设置增益调整部135。除此以外的结构与第二实施方式相同,因此引用其记载。
如图5所示,脉动去除滤波器13具备控制对象模型(Gp)131、减法器132、134、带通滤波器133以及增益调整部135。增益调整部135被设置在带通滤波器133与减法器134之间,对从带通滤波器133输出的转速(ω2)的增益进行调整,并将转速(ω2)输出到减法器134。
增益调整部135中设置有用于与转速的频率相应地调整增益的阈值频率(ω0)。如图6所示,在转速检测值(ωG)为0至ω0之间,增益(k)与转速检测值(ωG)为比例关系,在转速检测值(ωG)为ω0以上的情况下,增益(k)为1。即,在转速检测值(ωG)小于ω0的情况下,将增益设定为小于1并进行增益调整,在转速检测值(ωG)为ω0以上的情况下,将增益设定为1,不对输入值进行增益调整。
而且,通过以下式(7)来表示从减法器134输出的转速运算值(ωp)。
[数7]
ωFB=ωG-k(ωG)·ω2 (7)
在发动机1为停止的状态下使发电机2进行动力运转而使发动机1的转速上升的情况下,发动机1的转速处于低转速区域,转速检测值(ωG)小于ω0。在这种低转速区域中,增益(k)被设定为小于1的值,因此从转速检测值(ωG)去除的旋转脉动的比例变少。由此,本例通过发电机2的扭矩来抑制低转速区域内的转速的脉动。
如上所述,本例在脉动去除滤波器13中设置增益调整部135,该增益调整部135对带通滤波器133的输出值乘以基于发电机2的转速而设定的增益。由此,即使在发动机1在低转速区域内具有共振点的情况下,也能够一边抑制转速的脉动一边防止该共振点处的振动和噪声,作为其结果,能够抑制发电机2的发电电力的变动。
此外,在本例中,在带通滤波器133的输出侧设置有增益调整部135,但也可以在带通滤波器133的输入侧设置增益调整部135,与上述同样地对转速(ω1)进行增益调整。
<第四实施方式>
图7表示发明的其它实施方式所涉及的扭矩控制装置中的发动机1、发电机2、发动机控制器21、发电机控制器22以及发电控制部10的框图。在本例中,相对于上述第二实施方式的不同点在于,在脉动抑制滤波器135中设置高通滤波器136、137。除此以外的结构与上述第二实施方式相同,因此引用其记载。
如图7所示,脉动去除滤波器13具备控制对象模型(Gp)131、减法器132、134、带通滤波器133、高通滤波器136、137、减法器138以及加法器139。高通滤波器136将从减法器132输出的转速(ω1)作为输入,使其通过具有后述的滤波器特性的滤波器,并将转速(ω3)输出到减法器138。带通滤波器133将运算出的转速(ω2)输出到高通滤波器137和加法器139。高通滤波器137将从带通滤波器133输出的转速(ω2)作为输入,使其通过具有后述的滤波器特性的滤波器,将转速(ω4)输出到减法器138。减法器138从转速(ω3)中减去转速(ω4)并输出到加法器139。加法器139将由减法器138运算出的运算值与转速(ω2)相加并输出到减法器134。
通过以下式(8)来表示高通滤波器136、137的传递特性(GHPF)。
[数8]
ωH是高通滤波器136、137的截止频率,被设定为比发动机1的间歇燃烧频率高的频率,在发动机1为四气缸的发动机的情况下,ωH用以下式(9)来表示。
[数9]
ωH=α·2π·ωG/60,(α>2) (9)
其中,在被发电机2控制的控制频带是0以上ωGN以下的频带的情况下,将截止频率(ωH)的下限值设为ωGN。由此,高通滤波器136、137的截止频率(ωH)是高于发动机1的间歇燃烧频率并且大于等于发电机2的控制频带的上限频率的频率。
高通滤波器136是用于从转速检测值(ωG)中滤出由于发动机1的活塞和曲轴机构的往复运动引起的扭矩脉动所产生的转速的脉动成分和高频噪声成分的滤波器。通过以下式(10)来计算出相当于该脉动成分的转速(ω3)。
[数10]
ω3=GHPF·ω1 (10)
高通滤波器137是对转速(ω3)中含有的、由发动机1的间歇燃烧引起的发动机扭矩脉动所产生的转速的脉动成分进行过滤的滤波器。通过以下式(11)来计算出相当于该脉动成分的转速(ω4)。
[数11]
ω4=GHPF·ω2 (11)
而且,通过从转速检测值(ωG)中减去加法器139的运算值来计算出从减法器134输出的转速运算值(ωp),通过以下式(12)来计算出。
[数12]
ωp=ωG-ω2-ω3+ω4 (12)
由此,被反馈到转速控制部12的转速运算值(ωp)是从转速检测值(ωG)去除了由于发动机1的间歇燃烧引起的转速的脉动成分和由于发动机1的活塞和曲轴机构的往复运动引起的转速的脉动成分及高频噪声而得到的值。
如上所述,具备:高通滤波器136,其根据控制对象模型131的估计值与转速检测值(ωG)之差来运算转速(ω3);高通滤波器137,其根据转速(ω2)来运算转速(ω4);减法器138,其获取转速(ω3)与转速(ω4)之差;以及加法器139,其将减法器138的运算值与转速(ω2)相加。由此,本例在从转速检测值(ωG)中去除了由于发动机1的间歇燃烧引起的脉动成分和由于发动机1的活塞和曲轴机构的往复运动引起的脉动成分及高频噪声成分之后进行反馈控制,因此能够抑制发电机2的扭矩脉动,抑制发电电力的变动。
另外,在本例中,高通滤波器136、137的截止频率被设定为高于发动机1的间歇燃烧频率且大于等于发电机2的控制频带的上限频率的频率。在将高通滤波器136、137的截止频率设定为发电机2的控制频带内的频率的情况下,有时发电机2的扭矩响应性变差,抗干扰性发生劣化。在本例中,将高通滤波器136、137的截止频率的下限频率设定为该控制频带的上限频率以上,因此能够改善发电机2的扭矩响应性,防止抗干扰性的劣化,防止转速的脉动。
上述的高通滤波器136相当于本发明所涉及的“第一高通滤波器”,转速(ω3)相当于本发明的“第一高频转速脉动值”,高通滤波器137相当于本发明的“第二高通滤波器”,转速(ω4)相当于“第二高频转速脉动值”,减法器138相当于“第二减法单元”,加法器139相当于“加法单元”。
附图标记说明
1:发动机;2:发电机;3:旋转角传感器;4:发电机逆变器;5:电池;6:驱动逆变器;7:驱动马达;8:减速机;9:驱动轮;21:发动机控制器;22:发电机控制器;23:电池控制器;24:驱动马达控制器;100:系统控制器;10:发电控制部;11:运转点运算部;12:转速控制部;13:脉动去除滤波器;131:控制对象模型;132、134、138:减法器;133:带通滤波器;135:增益调整部;136、137:高通滤波器;139:加法器。
Claims (6)
1.一种扭矩控制装置,在具备由发动机驱动的发电机的混合动力型车辆中使用,其特征在于,具备:
指令值运算单元,其基于与上述混合动力型车辆的行驶状态相应地设定的上述发电机的目标发电电力,来运算发动机扭矩指令值和上述发电机的转速指令值;
发电机扭矩指令值运算单元,其运算用于使转速运算值与上述转速指令值一致的发电机扭矩指令值;
发电机控制单元,其基于上述发电机扭矩指令值来控制上述发电机;
转速检测单元,其检测上述发电机的转速;以及
脉动去除滤波器,其从由上述转速检测单元检测出的转速检测值中去除由于上述发动机的脉动产生的转速的脉动成分,运算上述转速运算值。
2.根据权利要求1所述的扭矩控制装置,其特征在于,
上述脉动去除滤波器具备:
控制对象模型估计单元,其将上述发电机扭矩指令值作为输入,来估计将控制对象模型化而得到的控制对象模型的输出;
带通滤波器,其根据由上述控制对象模型估计单元估计出的估计值与上述转速检测值之差来运算转速脉动值;以及
第一减法单元,其基于上述转速检测值与上述转速脉动值之差来运算上述转速运算值,
其中,上述带通滤波器的通带频率与上述发动机的间歇燃烧频率一致。
3.根据权利要求2所述的扭矩控制装置,其特征在于,
基于上述转速检测值来设定上述通带频率。
4.根据权利要求2或3所述的扭矩控制装置,其特征在于,
上述脉动去除滤波器还具备增益调整单元,该增益调整单元对向上述带通滤波器的输入值或者输出值乘以基于上述发电机的转速而设定的增益,
上述第一减法单元基于上述增益调整单元的输出值来运算上述转速运算值。
5.根据权利要求2至4中的任一项所述的扭矩控制装置,其特征在于,
上述脉动去除滤波器还具备:
第一高通滤波器,其根据上述估计值与上述转速检测值之差来运算第一高频转速脉动值;
第二高通滤波器,其根据上述转速脉动值来运算第二高频转速脉动值;
第二减法单元,其计算上述第一高频转速脉动值与上述第二高频转速脉动值之差;以及
加法单元,其将上述转速脉动值与由上述第二减法单元运算出的值相加,
其中,上述第一减法单元基于由上述加法单元运算出的值来运算上述转速运算值。
6.根据权利要求5所述的扭矩控制装置,其特征在于,
上述第一高通滤波器的截止频率和上述第二高通滤波器的截止频率是比上述发动机的间歇燃烧频率高的频率,并且是上述发电机的控制频带的上限频率以上的频率。
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CN103717467B (zh) | 2016-01-20 |
JP5899695B2 (ja) | 2016-04-06 |
EP2740642A1 (en) | 2014-06-11 |
JP2013038868A (ja) | 2013-02-21 |
EP2740642B1 (en) | 2017-12-13 |
WO2013021731A1 (ja) | 2013-02-14 |
EP2740642A4 (en) | 2017-03-22 |
US20140188319A1 (en) | 2014-07-03 |
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