CN113483056B - Control system and method for restraining vehicle torsional vibration by using single mass flywheel - Google Patents
Control system and method for restraining vehicle torsional vibration by using single mass flywheel Download PDFInfo
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- CN113483056B CN113483056B CN202110742351.XA CN202110742351A CN113483056B CN 113483056 B CN113483056 B CN 113483056B CN 202110742351 A CN202110742351 A CN 202110742351A CN 113483056 B CN113483056 B CN 113483056B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/30—Flywheels
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/14—Suppression of vibrations in rotating systems by making use of members moving with the system using masses freely rotating with the system, i.e. uninvolved in transmitting driveline torque, e.g. rotative dynamic dampers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2230/00—Purpose; Design features
- F16F2230/18—Control arrangements
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention discloses a control system and a control method for restraining vehicle torsional vibration by using a single mass flywheel, and relates to a torque control technology of an automobile transmission system. The P2 coaxial type driving module is arranged between an engine and a speed changer and comprises a motor and a single-mass flywheel, the output signal of the adaptive filter is calculated by using a tap weight coefficient vector of the adaptive filter, the output signal of the adaptive filter is used as the compensation torque of the motor, the compensation torque of the motor and the expected torque of the motor are used as the command torque of the motor, and the output torque of the single-mass flywheel and the output torque of the motor are used as the input torque of an input shaft of the speed changer. The motor compensation torque in the input torque of the transmission is used for eliminating the alternating component of the output torque of the single-mass flywheel, so that the vibration level of a transmission system is weakened.
Description
Technical Field
The invention belongs to the torque control technology of an automobile transmission system, and particularly relates to a method for dynamically and adaptively actively controlling torsional vibration of a hybrid vehicle transmission system with a single-mass flywheel by using a P2 motor.
Background
The hybrid electric vehicle is in a vigorous development stage. A hybrid electric vehicle transmission system relates to a dynamic process with multiple field domains and multiple dimensions, such as mechanical, electric, force, magnetic and the like. These multi-source disturbances complicate the vibration of the hybrid vehicle driveline relative to a fuel-powered vehicle. In addition, the hybrid electric vehicle is easy to cause transient shock and high-frequency vibration noise due to frequent starting and stopping of an engine, switching of a transmission driving mode, power coupling of the engine and a motor and the like. High-frequency multi-field coupling vibration caused by new characteristics of the hybrid electric vehicle is an important bottleneck for further improving the NVH performance of the hybrid electric vehicle. On the other hand, compared with the traditional power assembly, the hybrid drive vehicle is additionally provided with three electric systems such as a motor, a battery and an electric control system, so that the product cost and the weight are increased sharply. The increase of the product cost undoubtedly brings huge pressure to vehicle manufacturing enterprises, and the increase of the weight of the hybrid assembly not only increases the oil consumption, but also puts more strict requirements on the safety of the vehicle and the structural design of the whole vehicle.
While the complexity of the driveline torsional phenomena in a hybrid drive vehicle presents challenges to design and NVH control related to dynamic NVH performance, the P2 configuration hybrid technology route presents opportunities for driveline torsional control. The P2 configuration motor is connected with the crankshaft in a coaxial mode. The inertia of the motor rotor is large. When the motor is in a working state, the motor is in a restraining state for the torsional vibration of the transmission system. More noteworthy, the driving motor has the unique advantages of quick response and controllability, can further actively suppress alternating torque generated by an engine end and transmitted to a transmission system by utilizing reverse torque output by the motor, can solve the problem of torque coordination control between a high-frequency response motor and a low-frequency response engine, and further improves the NVH performance of a hybrid power transmission system.
CN109866753A discloses a powertrain system comprising an internal combustion engine and an electric machine configured to generate torque that is transferred via a gear train to a vehicle driveline, an engine torque command and an electric machine torque command are determined based upon a desired output torque. An engine-out NOx set point associated with operating the engine at a desired output torque is determined, and the electric machine is operated in response to an electric machine torque command. In response to an engine torque command, the engine is operated to produce torque and engine operation is controlled to achieve an engine-out NOx set point. The powertrain system includes an internal combustion engine and an electric machine configured to generate a torque that is transferred to a vehicle driveline via a gear train, determining a desired output torque; determining an engine torque command and a motor torque command based on the desired output torque; determining an engine-out NOx set point associated with operating the engine at the desired output torque; operating the electric machine in response to the electric machine torque command; the engine is operated to produce torque in response to the engine torque command, and engine operation is controlled in response to the engine-out NOx set point associated with operating the engine at the desired output torque. However, the method depends on a set point for controlling the torque component, and the dual-mass flywheel has large rotational inertia, so that the dual-mass flywheel has large influence on the rotational inertia and is difficult to control.
The invention discloses a flywheel assembly for a vehicle, an engine of the flywheel assembly and the vehicle, and discloses the flywheel assembly for the vehicle, the engine of the flywheel assembly and the vehicle with the flywheel assembly. The flywheel assembly comprises: the primary flywheel is adapted to be fixed to an engine crankshaft of the vehicle; the secondary flywheel is connected with the primary flywheel through an elastic element and is suitable for being connected with a transmission of the vehicle through a clutch; a switching device configured to selectively synchronize the primary flywheel and the secondary flywheel for synchronous rotation thereof. According to the flywheel assembly for the vehicle, when the engine is started, the primary flywheel and the secondary flywheel are synchronized through the switching device, and the primary flywheel and the secondary flywheel are prevented from generating resonance.
The moment of inertia of a dual mass flywheel is large. Its main function is to store a part of the work transmitted to the crankshaft during the power stroke, ensuring that the angular velocity and output torque of the crankshaft are as uniform as possible. Dual mass flywheels are widely used in the torsional vibration control of hybrid vehicles. After the motor active control technology is introduced, on the premise of not influencing the vibration reduction effect of a hybrid drive vehicle transmission system, the weight of the flywheel is reduced, even the flywheel is cancelled, the vehicle manufacturing cost is reduced, and the development of a hybrid vehicle and the improvement of the NVH control technology of a hybrid assembly have profound influence. But the torsional vibration of the transmission system is not easy to control, and the damping effect is not ideal.
Disclosure of Invention
The invention aims to provide a method for controlling the torsional vibration of a P2-configuration hybrid electric vehicle transmission system and realizing the cost reduction and weight reduction of a hybrid electric vehicle. The motor and the active control technology thereof are used as a vibration damper together with the single mass flywheel carried to the rear end of the engine, so that the output torsional vibration of the flywheel end can be reduced, the vibration damping effect similar to that of the double mass flywheel is achieved, and a feasible scheme is provided for realizing light weight reduction.
For a rotary motion machine, the torque is equal to the moment of inertia multiplied by the angular acceleration, and thus the angular acceleration is used as a physical index for evaluating torsional vibration. Under the premise that the moment of inertia is not changed, the fluctuation of the torque can cause the angular acceleration of the rotary motion system to further cause torsional vibration.
The motor torque active controller provided by the invention can adjust the motor torque control parameters by utilizing the controllability of the permanent magnet synchronous motor, so that the motor compensation torque output by the motor torque active controller counteracts the alternating component of the single mass flywheel output torque, thereby reducing the angular acceleration and inhibiting the torsional vibration phenomenon of a transmission system.
The technical scheme for solving the technical problems is to provide a control system for jointly inhibiting torsional vibration of a P2 configuration hybrid drive vehicle by using a single mass flywheel and a motor torque active controller, wherein the system comprises: the device comprises an engine, a speed changer, a single mass flywheel, a motor, a torque measuring unit and a motor torque active controller. The single mass flywheel is embedded in the motor and serves as a P2 coaxial driving module to be installed between the engine and the transmission. The motor torque active controller comprises a parameter initialization and setting unit, a signal preprocessing unit, a signal receiving unit, a signal filtering unit, an error estimation unit, a coefficient updating unit and a torque superposition unit. The parameter initialization and setting unit initializes an output signal vector, an estimation error vector and a tap weight coefficient matrix of the adaptive filter, and sets the tap weight number, the iteration times and a motor torque transfer function of the adaptive filter; the signal preprocessing unit calculates the direct current component of the output torque of the single mass flywheel by using a moving average algorithm so as to obtain the alternating component of the output torque of the single mass flywheel; the signal receiving unit receives a single mass flywheel output torque alternating component vector block as an adaptive filter input signal; the signal filtering unit calculates an output signal of the adaptive filter; an error estimation unit calculates an estimation error between an input signal and an output signal of the adaptive filter; the coefficient updating unit updates the adaptive filter tap weight coefficient vector; the torque superposition unit calculates a motor torque command and further calculates a transmission input torque.
Further, the system also comprises an error estimation unit for calculating the estimation error between the input signal and the output signal of the motor torque active controller.
Further, adaptive filter tap weight coefficients, convergence factors and iteration numbers are determined. The adaptive filter calculates an instantaneous output torque signal of the adaptive filter using the adaptive filter tap weight coefficient vector, and the coefficient update unit calculates the adaptive filter tap weight coefficient vector.
Further, the adaptive filter updates the tap weight coefficient of the adaptive filter in real time to serve as the tap weight coefficient when the adaptive filter carries out filtering at the next moment, and the adaptive iteration of the tap weight coefficient of the adaptive filter is completed. The adaptive filter calculates an error between input and output torque signals of the adaptive filter, and estimates the calculated error.
The invention also provides a control method for jointly inhibiting the torsional vibration of the P2 configuration hybrid drive vehicle by utilizing the single mass flywheel and the motor torque active controller, which comprises the steps of determining the tap weight coefficient number, the convergence factor and the iteration number of the adaptive filter; the sensor measures the output torque of the single mass flywheel in real time, and the motor torque active controller extracts the alternating component of the output torque of the single mass flywheel; the adaptive filter calculates an output torque signal of the adaptive filter by using the tap weight coefficient vector of the adaptive filter to complete filtering; the adaptive filter updates the tap weight coefficient of the adaptive filter to be used as the tap weight coefficient when the adaptive filter carries out filtering at the next moment; the output torque of the adaptive filter is used as the motor compensation torque, the motor compensation torque and the expected torque of the motor are used as the motor instruction torque together, the output torque of the single mass flywheel and the output torque of the motor are used as the input torque of the input shaft of the transmission together, and the motor compensation torque counteracts the alternating component of the output torque of the single mass flywheel, so that the angular acceleration is reduced.
Further, a single mass flywheel output torque vector X (n) = [ X (1), X (2), \8230;, X (n) is obtained by measuring with a sensor]In the motor torque active controller, the single mass flywheel output torque vector X (n) subtracts the single mass flywheel output torque direct current component to obtain the single mass flywheel output torque alternating component D (n) = [ D (1), D (2), \8230;, D (n)]Where d (i) (i =1,2, \8230;, n) is the i-th iteration single-mass flywheel output torque alternating component. For the ith (i = M, M +1, \8230;, n) iteration, according to the formula: d (i) = [ d (i), d (i-1), \8230;, d (i-M + 1)]Determining a vector block of alternating components of output torque of the single-mass flywheel, calculating an output signal of the adaptive filter according to a formula y (i) = w (i) d (i), and according to the formula: e (i) = d (i) -y (i) the filter error vector e (i) between the input and output signals of the adaptive filter at the i-th iteration is calculated. Further, based on the adaptive filter tap weight coefficient vector w (i) at the ith time and the estimation error, the formula w (i + 1) = w (i) +2 μ e (i) d (i) is called T The adaptive filter tap weight coefficient vector w (i + 1) at the next time instant is calculated, where μ is the convergence factor of the adaptive filter. And (3) according to the expected torque g (i) of the motor at the ith moment, calling a formula h (i) = g (i) -y (i) to calculate the command torque of the motor at the ith moment, and determining the output torque of the motor at the ith moment according to a formula s (i) = h (i) C, wherein C is a motor torque transfer function. The single mass flywheel output torque and the motor output torque are transmitted by the drive shaft to the transmission input shaft where the input torque to the transmission input shaft is calculated according to: t (i) = x (i) + s (i).
The invention utilizes the permanent magnet synchronous motor to carry out self-adaptive active control on the torsional vibration of the hybrid power transmission system. The controllability of the permanent magnet synchronous motor is utilized to adjust the torque control parameters of the motor, so that the output torque alternation is the same as the alternating torque of the output shaft of the engine and has opposite phase, and further, the torque fluctuation component of the transmission system is eliminated, thereby reducing the angular acceleration and inhibiting the torsional vibration phenomenon of the transmission system. Meanwhile, the tap weight coefficient of the filter is dynamically and adaptively adjusted through the adaptive filter based on the Least Mean Square LMS (Least Mean Square) algorithm, so that the alternating torque of the hybrid vehicle transmission system is accurately compensated. The method for actively controlling the torsional vibration of the hybrid power transmission system by using the vibration reduction combination scheme of the permanent magnet synchronous motor and the single mass flywheel can effectively control the torsional vibration of the transmission system, not only improves the NVH (noise, vibration and harshness) performance, but also reduces the vehicle manufacturing cost.
Drawings
FIG. 1 is a schematic illustration of a hybrid vehicle driveline and torsional vibration control;
FIG. 2 is a flow chart of the active control of motor torsional vibration;
FIG. 3 is a schematic block diagram of the active control of motor torsional vibration;
FIG. 4 is a comparison graph of second-order angular acceleration of the transmission input shaft using a dual mass flywheel and a single mass flywheel to carry a motor torque active controller.
Detailed Description
The invention is further described with reference to the following figures and specific embodiments.
FIG. 1 is a schematic diagram of a hybrid vehicle transmission system and an active electric machine control system. The P2 coaxial type driving module is arranged between an engine and a speed changer and integrates a motor and a single mass flywheel.
The sensor measures the output torque of the single mass flywheel in real time. The single mass flywheel output torque is used as an input signal of the motor torque active controller, and the motor torque active controller extracts the single mass flywheel output torque alternating component from the input single mass flywheel output torque. First, a storage unit of the adaptive filter is initialized, including an adaptive filter output signal vector, an adaptive filter estimation error vector, and an adaptive filter tap weight coefficient matrix. And determining the tap weight number of the adaptive filter, the convergence factor of the adaptive filter and the iteration times of the adaptive filter according to the alternating component of the single-mass flywheel output torque. For each instant, the adaptive filter computes an adaptive filter output signal using an adaptive filter tap weight coefficient vector. The adaptive filter calculates an error between the input and output torque signals of the filter, and estimates the calculated error. And the adaptive filter updates the tap weight coefficient vector of the adaptive filter to be used as the tap weight coefficient vector of the adaptive filter when the filter carries out filtering at the next moment, and the adaptive iteration of the tap weight coefficient vector of the adaptive filter is completed. And taking the output torque of the adaptive filter as the compensation torque of the motor. The motor compensation torque and the motor desired torque are used together as a motor command torque. The single mass flywheel output torque and the motor output torque are used as the transmission input torque together. The motor compensation torque in the input torque of the transmission is used for eliminating the alternating component of the output torque of the single-mass flywheel, so that the vibration level of a transmission system is weakened.
A method for dynamically and adaptively controlling torsional vibration of a P2-configuration hybrid power transmission system by using a damping combination of a permanent magnet synchronous motor and a single mass flywheel comprises the following steps:
the memory location of the adaptive filter may be initialized in advance, including the adaptive filter output signal vector, the adaptive filter estimated error vector, and the adaptive filter tap weight coefficient matrix. And determining the tap weight number of the adaptive filter, the convergence factor of the adaptive filter and the iteration number of the adaptive filter according to the alternating component of the output torque of the single-mass flywheel.
And a sensor is used for measuring the output torque of the single mass flywheel in real time. The motor torque active controller extracts the single mass flywheel output torque alternating component from the input single mass flywheel output torque. And for each moment, the motor torque active controller calculates the output signal vector of the adaptive filter by using the tap weight coefficient vector of the adaptive filter at the moment to finish the filtering process. The output torque of the motor torque active controller is used as motor compensation torque, the motor compensation torque and the motor expected torque are used as motor instruction torque together, and the single mass flywheel output torque and the motor output torque are used as transmission input torque together. The motor compensation torque in the input torque of the transmission is used for eliminating the alternating component of the output torque of the single-mass flywheel, so that the vibration level of a transmission system is weakened.
Further, the motor torque active controller may also estimate the calculation error. The motor torque active controller calculates the error between the input and output torque signals of the adaptive filter, and can update the tap weight coefficient vector of the adaptive filter by using an adaptive filtering algorithm to be used as the tap weight coefficient of the adaptive filter at the next moment, so that the adaptive iteration of the tap weight coefficient of the adaptive filter is completed.
Fig. 2 illustrates a process for obtaining an optimal adaptive filter for a P2 configuration hybrid vehicle driveline using an electric machine, comprising the steps of:
s201: before the active control of the torsional vibration by the motor, relevant control parameters need to be set and initialized. And setting control parameters of the adaptive filter, including the number M of tap weights of the adaptive filter, the convergence factor mu of the adaptive filter and the iteration number n of the adaptive filter (namely the length of the single-mass flywheel output torque signal). In addition, a motor torque transfer function C is determined.
S202: initializing an adaptive filter output signal vector Y (n), an adaptive filter estimated error vector E (n), and an adaptive filter tap weight coefficient matrix W (M, n), namely:
Y(n)＝[y(1),y(2),…,y(n)] (1)
E(n)＝[e(1),e(2),…,e(n)] (2)
wherein y (i), e (i), w (i, j) (i =1,2, \ 8230;, n; j =1,2, \ 8230;, M) are the adaptive filter output signal at the ith iteration, the adaptive filter estimation error at the ith iteration, the adaptive filter tap weight coefficient vector at the ith iteration, and the jth tap weight coefficient of the adaptive filter at the ith iteration, respectively.
S203: furthermore, a single mass flywheel output torque vector X (n) can be obtained by adopting a sensor with high precision and high sampling rate:
X(n)＝[x(1),x(2),..,x(i),…x(n)] (4)
where x (i) (i =1,2, \8230;, n) is the ith iteration single-mass flywheel output torque. And transmitting the single-mass flywheel output torque vector X (n) to the motor torque active controller.
S204: the motor torque active controller calculates the single mass flywheel output torque direct current component by using a moving average algorithm. Subtracting the single mass flywheel output torque direct-current component from the single mass flywheel output torque vector X (n) to obtain a single mass flywheel output torque alternating component vector D (n):
D(n)＝[d(1),…d(i),…,d(n)] (5)
where d (i) (i =1,2, \8230;, n) is the i-th iteration single-mass flywheel output torque alternating component.
S205: further, for the i (i = M, M +1, \ 8230;, n) iterations of the tap weights of the adaptive filter or more, determining the input signal of the adaptive filter, namely the vector block d (i) of the alternating component of the single-mass flywheel output torque as follows:
d(i)＝[d(i),d(i–1),…,d(i–M+1)] (6)
s206: calculating the output signal of the adaptive filter:
y(i)＝w(i)d(i) (7)
s207: an adaptive filter estimation error is calculated. The adaptive filter estimation error e (i) is the difference between the i-th iteration single-mass flywheel output torque alternating component d (i) and the adaptive filter output signal y (i), namely:
e(i)＝d(i)–y(i) (8)
s208: calculating the adaptive filter tap weight coefficient vector w (i + 1) at the next moment (i +1 iterations), and finishing the updating of the adaptive filter tap weight coefficient vector:
w(i+1)＝w(i)+2μe(i)d(i) T (9)
where μ is an adaptive filter convergence factor and is a constant that controls the convergence rate and stability.
S209: according to the formula:
h(i)＝g(i)–y(i) (10)
a motor command torque is determined, where g (i) (i =1,2, \8230;, n) is the motor desired torque for the ith iteration and y (i) is the motor compensation torque, i.e., the adaptive filter output signal.
The motor output torque is thus determined to be:
s(i)＝h(i)C (11)
where C is the motor torque transfer function.
S210: the output torque of the single mass flywheel and the output torque of the motor are transmitted to the input shaft of the speed changer by the transmission shaft. At the transmission input shaft, calculating the sum of the single mass flywheel output torque and the motor output torque as the transmission input torque according to:
t(i)＝x(i)+s(i) (12)
s211: steps S205 to S210 are repeated, and the transmission input torque at the next time is calculated.
Fig. 3 is a schematic block diagram of active control of torsional vibration of a motor, where the active controller of torque of the motor includes: the parameter initialization and setting unit 301 initializes an output signal vector, an estimation error vector, and a tap weight coefficient matrix of the adaptive filter, and sets the number of tap weights, the number of iterations, and a motor torque transfer function of the adaptive filter; the signal preprocessing unit 302 calculates a single mass flywheel output torque direct-current component by using a moving average algorithm, so as to obtain a single mass flywheel output torque alternating component; the signal receiving unit 303 receives the single mass flywheel output torque alternating component vector block as an adaptive filter input signal; the signal filtering unit 304 calculates an adaptive filter output signal; the error estimation unit 305 calculates an estimation error between the input signal and the output signal of the adaptive filter; the coefficient updating unit 306 updates the adaptive filter tap weight coefficient vector; the torque superposition unit 307 calculates a motor torque command, and further calculates a transmission input torque.
Taking a 25% load acceleration condition as an example, the calculation is carried out on the torsional vibration self-adaptive active control of the hybrid vehicle transmission system by using the motor. The adaptive filter based on the LMS algorithm has the number of taps of 5 and the convergence factor of 10 -5 . FIG. 4 compares the second order angular acceleration of the transmission input shaft when the motor torque active controller is mounted using a dual mass flywheel and a single mass flywheel, respectively. The rotation speed range of interest is 1000 to 3000r/min. The gear ranges of 1 to 6 can be found, and the gear ranges are between 1000 and 2200r/min and the range close to the gear ranges,the second-order angular acceleration of the input shaft of the transmission when the single mass flywheel is adopted to carry the damping scheme of the motor torque active controller is obviously lower than that when the double mass flywheel is adopted. Compared with a damping scheme adopting a dual-mass flywheel, the second-order angular acceleration is reduced by 73.9% -92.7% when the motor torque active controller is adopted at 1000 r/min. Along with the increase of the rotating speed, the second-order angular acceleration of the input shaft of the transmission when the motor torque active controller is adopted is increased to a certain extent and is slightly higher than that when a dual-mass flywheel is adopted. Generally speaking, within the range of 1000-3000 r/min, the damping effect of the damping scheme of the single mass flywheel carrying the motor torque active controller is similar to that of the double mass flywheel, and the torsional vibration of the transmission system of the hybrid automobile can be obviously inhibited.
Claims (7)
1. A control system for damping vehicle torsional vibrations using a single mass flywheel, the system comprising: engine, derailleur, simple mass flywheel, motor, the initiative controller of motor torque further includes: the device comprises a torque vector measuring unit, a torque alternating component vector calculating module, a torque compensation module and an adaptive filter, wherein a single-mass flywheel is embedded into a motor and is installed between an engine and a transmission as a coaxial driving module;
according to the alternating component of the output torque of the single-mass flywheel at the current moment, determining the tapping weight number of the adaptive filter, the convergence factor of the adaptive filter and the iteration number of the adaptive filter, calculating an output signal of the adaptive filter by the adaptive filter according to a tapping weight coefficient vector of the adaptive filter, estimating the output torque of the current adaptive filter according to the error of an error between an input torque signal and an output torque signal of the filter, updating the tapping weight coefficient vector of the adaptive filter to be used as the tapping weight coefficient vector of the adaptive filter at the next moment, and finishing the adaptive iteration of the tapping weight coefficient of the filter;
the adaptive iteration of filter tap weight coefficients further comprises initializing an adaptive filter output signal vector Y (n), an estimated error vector E (n), a tap weight coefficient matrix W (M, n) comprising:
Y(n)＝[y(1),…y(i),…,y(n)]
E(n)＝[e(1),…e(i),…,e(n)]
wherein n represents the iteration number of the adaptive filter, M represents the tap weight number of the adaptive filter, and y (i), e (i), w (i, j) (i =1,2, \ 8230; n; j =1,2, \ 8230; M) is the output signal, the estimation error, the tap weight coefficient vector and the jth tap weight coefficient of the adaptive filter in the ith iteration respectively;
according to the formula w (i + 1) = w (i) +2 μ e (i) d (i) T Completing the updating of the adaptive filter tap weight coefficient vector, wherein mu is an adaptive filter convergence factor;
the motor torque active controller calculates a single mass flywheel output torque direct-current component by using a moving average algorithm, namely, the single mass flywheel output torque vector X (n) subtracts the single mass flywheel output torque direct-current component to obtain a single mass flywheel output torque alternating component vector D (n), and for the ith (i = M, M +1, \ 8230;, n) iteration single mass flywheel output torque alternating component vector D (i), the vector D (i) is as follows: d (i) = [ d (i), d (i-1), \8230;, d (i-M + 1) ], the adaptive filter output signal is y (i) = w (i) d (i), and the adaptive filter estimate error e (i) = d (i) -y (i).
2. The system of claim 1 wherein the adaptive filter tap weight vector adaptive iteration further comprises the motor torque active controller calculating an instantaneous output torque signal of the adaptive filter using the adaptive filter tap weight vector.
3. The system according to claim 1 or 2, characterized in that, according to the i-th iteration motor compensation torque y (i), the corresponding motor desired torque g (i), the formula is invoked: h (i) = g (i) -y (i) determines the motor torque, and s (i) = h (i) C determines the motor output torque according to the formula.
4. A method for controlling vehicle torsional vibration by using a single mass flywheel is characterized by comprising the steps of initializing and determining a tap weight coefficient, a convergence factor and iteration times of an adaptive filter; measuring the output torque of the single mass flywheel in real time, and extracting the alternating component of the output torque of the single mass flywheel by a motor torque active controller; the adaptive filter calculates an output torque signal of the adaptive filter by using a tap weight coefficient vector of the adaptive filter to complete filtering, the tap weight coefficient vector of the adaptive iterative filter is updated, the tap weight coefficient of the adaptive filter is updated, the output torque of the adaptive filter is obtained in real time to serve as the motor compensation torque, the motor compensation torque is overlapped with the expected torque of the motor to control the motor torque, the output torque of the single-mass flywheel and the output torque of the motor are overlapped to serve as the input torque of an input shaft of the transmission, the motor compensation torque in the input torque is extracted by the transmission to eliminate the alternating component of the output torque of the single-mass flywheel, and the vibration level of a transmission system is weakened;
the sensor measurement obtains a single mass flywheel output torque vector X (n) = [ X (1), X (2), \8230, X (n) ], the single mass flywheel output torque X (n) subtracts a direct current component of the single mass flywheel output torque to obtain a single mass flywheel output torque alternating component D (n) = [ D (1), D (2), \8230, D (n) ], wherein D (i) (i =1,2, \8230, n) is the i-th iteration single mass flywheel output torque alternating component.
5. The method of claim 4, wherein for the i (i = M, M +1, \ 8230;, n) th iteration, the method is performed according to the formula: d (i) = [ d (i), d (i-1), \8230;, d (i-M + 1) ] determines a single mass flywheel output torque alternating component vector, calculates the output signal of the adaptive filter according to the formula y (i) = w (i) d (i), according to the formula: e (i) = d (i) -y (i) calculate a filter error vector e (i) between the input and output signals of the adaptive filter at the i-th iteration, wherein y (i) and w (i) are the output signal of the adaptive filter and the tap weight coefficient vector at the i-th iteration respectively.
6. The method according to claim 5, wherein the formula w (i + 1) = w (i) +2 μ e (i) d (i) is invoked according to the ith iterative adaptive filter tap weight coefficient vector w (i) and the estimation error T And calculating a next moment adaptive filter tap weight coefficient vector w (i + 1), and updating the tap weight coefficient of the adaptive filter, wherein mu is a convergence factor of the adaptive filter.
7. The method according to one of claims 4 to 6, characterized in that the formula h (i) = g (i) -y (i) is called to calculate the ith iteration motor command torque according to the ith iteration motor desired torque g (i), the ith iteration motor output torque is determined according to the formula s (i) = h (i) C, wherein C is a motor torque transfer function, the single mass flywheel output torque and the motor output torque are transferred to the transmission input shaft by the transmission shaft, and the input torque of the transmission input shaft is calculated according to the formula t (i) = x (i) + s (i) at the transmission input shaft.
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