JP2001037006A - Damping device for vehicle equipped with plural driving force sources - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent vibration of a vehicle equipped with a plurality of driving force sources when the output torque of the vehicle is changed for acceleration or deceleration. SOLUTION: A damping device is equipped with a plurality of driving force sources/which can output a torque to at least two driving force sources through a power transmission system. The damping device is also provided with a feed- forward controller 13 constituted based on the transfer function of a plant model, a required output torque amount calculating means 10 which finds required output torque amounts based on acceleration and deceleration demands, and a first required torque amount calculating means 11, which finds the torque to be outputted from the first driving force source out of the required output torque amounts. The damping device is also provided with a second required torque amount calculating means 12, which finds the torque to be outputted from the other driving force source, based on the value obtained by processing the required output torque amount found by means of the calculating means 10 through the feed-forward controller 13 and the value found by means of the first required torque amount calculating means 11.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration damping device for a vehicle having a plurality of driving power sources such as a hybrid vehicle having an internal combustion engine and a motor as driving power sources, and more particularly to a vibration damping device output from the driving power source. The present invention relates to a vibration damping device for suppressing or preventing vehicle vibration when changing torque for acceleration and deceleration.

[0002]

2. Description of the Related Art A power transmission system from a driving force source to a driving wheel in a vehicle is not completely rigid, and an elastic member is interposed to prevent vibration and noise. Therefore, the whole constitutes an elastic system. For this reason, if the torque input to the power transmission system fluctuates, vibrations are generated along with the fluctuations, which may cause deterioration of ride comfort and unstable behavior of the vehicle.

On the other hand, recently, in order to reduce exhaust gas and improve fuel efficiency, in addition to an internal combustion engine such as a gasoline engine or a diesel engine, a power unit which outputs power without burning fuel such as a motor or a motor generator has been developed. Vehicles equipped with a driving force source have been developed. In this type of vehicle, the output torque of each driving force source can be controlled, and particularly in an electric device such as a motor generator, a negative torque can be generated by regenerative control such as power generation. Therefore, by making the output torques of these driving force sources different from each other, it is possible to suppress fluctuations in the output torque of the entire vehicle.

[0004] An example of an apparatus for performing control for suppressing such fluctuations in output torque is described in Japanese Patent Application Laid-Open No. 9-109694. The device described in this publication is
A device configured to suppress fluctuations in output torque when the engine is started during traveling, in which a planetary gear mechanism is connected to an engine, a generator, and an output shaft. The motor is connected. In such a configuration, when traveling with the engine stopped,
When the engine is started with the inertia force while the generator is rotating or fixed, the torque to rotate the engine acts as a negative torque to the output torque, and the output torque decreases and the running feeling is disturbed. There is. Therefore, in the device described in the above publication, when starting the engine during traveling, the fluctuation of the output torque is calculated, and the torque of the motor connected to the output shaft is corrected based on the calculation result. Thus, a variation in output torque is suppressed.

[0005]

There are various factors or modes of vehicle vibration. The vehicle vibration starts the engine during traveling as described above, and the output torque decreases due to the negative torque at that time. In addition to this, when the output torque of the driving force source is changed for acceleration, etc., or when the torque itself output by the driving force source is accompanied by vibration, May also occur. The device described in the above publication is a device configured so that the torque for starting the engine acts as a negative torque and suppresses a decrease in output torque,
Therefore, it does not function effectively to suppress the vibration caused by the fluctuation of the torque output from the driving force source.

That is, when the engine start control is executed during traveling, a negative torque acts on a power transmission system from the engine to the power wheels, and the above-described conventional device uses a motor to counter the negative torque. Outputs positive torque. As a result, the torque generated by the motor becomes a torque corresponding to a decrease in the output torque. Further, since the above-described conventional device is a device that controls so that a torque is output by a motor in order to correct a decrease or a change in output torque accompanying a start of the engine during traveling, the engine and the motor are not connected to each other as in the case of acceleration. Output a positive torque, the conventional device does not function effectively.

SUMMARY OF THE INVENTION The present invention has been made in view of the above technical problem, and is directed to a change in a required amount of torque for acceleration and deceleration in a vehicle having at least two driving power sources such as an engine and a motor. It is an object of the present invention to provide a device capable of effectively suppressing or preventing accompanying vibration.

[0008]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention controls at least one of the driving forces in controlling the output torque of each driving force source based on a torque request for a vehicle. The output torque of the source is configured to be feed-forward controlled. More specifically, the invention of claim 1
In a vibration damping device for a vehicle having a plurality of driving force sources capable of outputting torque from at least two driving force sources to driving wheels via a power transmission system, a plant that models an actual plant related to the vehicle A feedforward controller configured based on a transfer function of a model, an output torque required amount calculating means for obtaining a required amount of output torque based on an acceleration / deceleration request, and a first driving force source among the output torque required amounts. A first torque request amount calculating means for obtaining a torque to be output; a value obtained by processing the output torque request amount obtained by the output torque request amount calculating means by the feedforward controller; and a first torque request amount calculating means. A second torque request amount calculating means for obtaining a torque to be output by another driving force source based on the obtained value.

Therefore, in the first aspect of the present invention, the required amount of output torque is obtained based on the acceleration / deceleration request, and the torque to be assigned to the first driving force source among the required amount of output torque is calculated by the first required torque calculating means. Is required. On the other hand, based on the value obtained by processing the output torque demand by the feedforward controller and the value obtained by the first torque demand calculation means, the torque to be taken by another driving force source is changed to the second torque. It is determined by the required amount calculation means. That is, the first
Is controlled based on the torque request amount based on the acceleration / deceleration request, and the other driving force sources are controlled by control values obtained by feedforward processing the torque request amount. Therefore, the torque obtained by integrating the output torques of the respective driving force sources transmitted to the driving wheels via the power transmission system is subjected to feedforward control, and the content of the feedforward control is a model of an actual plant. Since the output torque is based on the transfer function in the plant, the output torque is controlled so as to suppress vibration accompanying acceleration / deceleration.

According to a second aspect of the present invention, there is provided a vibration damping device for a vehicle comprising a plurality of power sources capable of outputting torque from at least two driving force sources to driving wheels via a power transmission system. A feedforward controller configured based on a transfer function of a plant model in which a real plant related to the vehicle is modeled, and an output torque request amount calculating unit that obtains an output torque request amount for the drive wheels;
First torque demand value calculation means for obtaining a torque demand value for a first drive power source from a value obtained by processing the output torque demand quantity obtained by the output torque demand quantity calculation means by the feedforward controller; Second torque request value calculating means for obtaining a torque request value for another driving force source from a value obtained by processing the output torque request amount obtained by the request amount calculating means by the feedforward controller. It is a vibration device.

According to the second aspect of the present invention, the required output torque is determined based on the acceleration / deceleration request, the required output torque is processed by the feedforward controller, and the required output torque is calculated based on the value. Of these, the torque to be served by the first driving force source and the torque to be served by another driving force source are required. As a result, the output torques of the first driving force source and the other driving force sources are both feedforward controlled based on the acceleration / deceleration request. Then, since the content of the feedforward control is based on the transfer function in the model plant that models the actual plant, the output torque is controlled so as to suppress the vibration accompanying the acceleration / deceleration.

According to a third aspect of the present invention, in the configuration of the first or second aspect, the plant model corresponding to an observation amount obtained by detecting a predetermined output value of the real plant and a predetermined output value of the real plant. Means for obtaining a relationship with an estimated value based on a predetermined output value, a disturbance estimating means for estimating a disturbance based on the relationship between the observed amount and the estimated value, and a processing obtained by the feedforward controller. Correction means for correcting a required value for one of the driving force sources based on the disturbance based on the disturbance estimated by the disturbance estimation means.

According to the third aspect of the present invention, the disturbance contained in the output of the actual plant is estimated based on the relationship between the output value of the actual plant and the corresponding estimated value which is the output value of the model plant. The feedforward control value is corrected based on the estimation result. Therefore, the disturbance included in the output torque obtained by integrating the output torques of the respective driving force sources is removed or suppressed, so that the vibration accompanying acceleration / deceleration is prevented or suppressed.

According to a fourth aspect of the present invention, in the configuration according to any one of the first to third aspects, a control value related to a torque command value for the first driving power source or another driving power source is set in the vehicle. And a means for adjusting based on a predetermined control gain based on the state.

Therefore, according to the present invention, the torque command value for the first driving force source or another driving force source is a value adjusted based on a predetermined control gain based on the state of the vehicle. It is possible to reflect the running state of the vehicle, the performance of each driving force source, and the like in the distribution of the required amount of torque to each driving force source, thereby improving the vibration suppression effect.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. First, an example of a power transmission system of a vehicle according to the present invention will be described. FIG. 3 shows a power transmission of a hybrid vehicle having an engine (internal combustion engine) 1 and a motor generator (electric motor) 2 as driving force sources. 1 schematically shows a system in which an output shaft of an engine 1 is connected to an input member of a transmission 3, and an output member of a motor generator 2 is directly or indirectly connected to the engine 1.
Are connected to the output member. That is, the power is input from the engine 1 and the motor generator 2 to the transmission 3. Accordingly, the output member of the motor / generator 2 may be directly connected to the output member of the engine 1, or the engine 1 and the motor / motor may be connected via a torque combining / distributing mechanism including a planetary gear mechanism as described in the above-mentioned publication. The generator 2 may be connected. The transmission 3 is a mechanism capable of appropriately changing the ratio between the input rotation speed and the output rotation speed, and employs a manual transmission, an automatic transmission, a continuously variable transmission, or the like. be able to. The output member of the transmission 3 is connected to a differential (final speed reducer) 4, which transmits torque to the left and right drive wheels 5, and transmits the differential rotation of the left and right drive wheels 5 to the differential 4.
It is configured to be absorbed by.

The engine 1 and the motor / generator 2 are configured so that their outputs can be electrically controlled, and an electronic control unit (ECU) 6 for the control is provided. The electronic control unit 6 is mainly configured by a microcomputer, and is configured to output a command signal regarding an output torque to an engine electronic control unit and a motor / generator electronic control unit. This is a configuration in which a control device and an electronic control device for a motor / generator are integrated, and are configured to simultaneously control output torques of the engine 1 and the motor / generator 2. The electronic control unit 6 receives a torque request signal. This torque request signal is a signal (accelerator opening signal Ac) output in accordance with the depression angle of an accelerator pedal (not shown).
In addition to c), a signal from a cruise control computer (not shown) for maintaining the vehicle speed at the set vehicle speed or the like.

Inevitably, there is an unavoidable play between the components in the power transmission system from the engine 1 to the drive wheels 5, and each component is not completely rigid, and An elastic material for absorbing vibration may be interposed in a coupling (not shown) provided between them. Further, an elastic mechanism such as a suspension or a mount (each not shown) is interposed between the power transmission system and the vehicle body (body). Therefore, the entire vehicle such as the power transmission system and the vehicle body mounted thereon constitutes an elastic system, and an actual plant to be controlled, which is configured as described above, is modeled and shown in FIG. is there. That is, the inertial mass of the power transmission system from the engine 1 and the motor / generator 2 to the differential 4 is m ₁ , the inertial mass from the wheel to the body is m _2, and these masses are formed by a drive shaft having an elastic system number k _1. It is connected, and the resistance (viscous damping coefficient) c ₁ present to vibration during its mass.

FIG. 1 is a block diagram showing a vibration damping device according to the present invention for the control object shown in FIG. 4 described above. A required torque detector 10 for calculating a required torque based on an acceleration / deceleration request such as an accelerator operation is provided. The detection signal output from the required torque detector 10 is an instruction value of torque required to be output by the entire power source, and the engine torque required value for calculating the engine torque required value based on the detected signal. A calculator 11 and a required motor torque value calculator 12 for calculating a required motor torque value are provided.

A hybrid vehicle equipped with the engine 1 and the motor / generator 2 as a driving force source includes:
An electric motor is provided to reduce the amount of fuel consumed by the engine 1 as much as possible and at the same time to reduce the emission of exhaust gas, and the driving distance limitation in the case of running only with the electric motor is eliminated by driving the engine 1. Therefore, the engine torque demand value estimator 1
1 and the required motor torque calculator 12 calculate the required torque values so as to achieve the main purpose of the hybrid vehicle. Specifically, the required torque value is calculated so that the engine 1 operates along the previously determined optimum fuel consumption line, and the required torque value exceeding the required torque value is calculated as the required motor torque value. In such a case, if there is a motor torque limiting factor such as an insufficient amount of power of the battery (power storage device) for the motor generator 2, a torque corresponding to the factor is added to the required motor torque value. On the other hand, when the engine 1 is rotating at a high speed, for example, during warm-up, the increase in the engine torque is subtracted from the required motor torque value.

The engine 1 is controlled based on the required engine torque value among the required torque values thus obtained, and the output torque Te is input to the actual plant (vehicle) 15. On the other hand, a feedforward controller 13 that performs feedforward control based on the sum of the required engine torque value and the required motor torque value is provided.

Here, the feedforward controller 13
Will be described. Assuming that the input to the plant model shown in FIG. 4 is the forcing force u, the equation of motion is expressed by the following equation 1.

(Equation 1)

Where ω_n1 ²= K₁/ M₁, Ζ₁= C
₁ / 2 (m₁・ K₁)^1/2, Ω _n2 ²= K₁/
m₂, Ζ₂= C₁/ 2 (m₂・ K₁)^1/2Set aside
When plus conversion is performed, it is expressed as the following equation 2.

(Equation 2)

Therefore, the transfer function G (s) for forcing input and drive shaft torque output is given by the following equation (3).

(Equation 3)

Since the transfer function G (s) has a second-order denominator, the feedforward controller 13 is configured as shown by the following equation 4 by combining a second-order delay system in order to enhance stability. .

(Equation 4)

That is, the feedforward controller 13
Is configured based on a transfer function of a plant model, specifically, an inverse function thereof or a configuration in which a predetermined delay system is combined therewith.

As shown in FIG. 1, the feedforward controller 13 receives a sum of a required engine torque value and a required motor torque value. This means that the output from the required torque detector 10 is fed to the feedforward controller 1
Thus, the torque command value output from the feedforward controller 13 is a command value corresponding to the output torque required for the vehicle. In order to obtain a torque command value for the motor / generator 2 from the command value, a subtractor 14 for subtracting the engine torque request value output from the engine torque request value calculator 11 from the output value of the feedforward controller 13 is provided. Have been.

Therefore, the feedforward controller 13 corresponds to the feedforward controller described in claim 1, and the demanded torque detector 10 corresponds to the output torque demanded amount calculating means described in claim 1. The engine torque demand value calculator 11 corresponds to a first torque demand amount calculating means according to claim 1, and the subtractor 14 corresponds to a second torque demand amount according to claim 1. It corresponds to the calculation means.

Next, the operation of the above-described vibration damping device will be described. Referring to FIG. 2, first, a required torque Tdrv is calculated from a signal based on an accelerator operation by a driver (driver) or a signal from a cruise control computer (step). S1). This is the same as the required torque detector 10 described above.
It is done by. Next, the required torque Tdrv
Is distributed to the required engine torque value Tereq and the required motor torque value Tmreq (step S2). As described above, the distribution amount, that is, the required torque values Tereq and Tmreq are determined based on the fuel efficiency and warm-up state of the engine 1 or the SOC (State of Charge) of the battery.

The sum of the required engine torque value Tereq and the required motor torque value Tmreq is input to the feed forward controller 13 (step S3). Accordingly, the required torque value T1 processed and output by the feedforward controller 13 is as follows: T1 = (Tereq + Tmreq) .F (s). The torque demand value T1 output from the feedforward controller 13 is a value corresponding to the total torque demand of the vehicle. Therefore, in order to calculate the motor torque demand value T2, the engine torque demand value T1 is calculated from the torque demand value T1. The process of subtracting the value Tereq is executed by the subtractor 14 (step S4). Then, a motor control torque is calculated based on the required motor torque value T2 (step S5), and the motor torque is controlled based on the calculation result (step S6). The engine torque is controlled based on the required engine torque value Tereq.

The above feedforward controller 13
It is an inverse function of a transfer function in a plant model obtained by modeling an actual plant or a combination of the inverse function and a second-order lag system. Therefore, according to the above-described vibration damping device, the torque processed by the feedforward controller 13 The output torque of motor generator 2 is controlled based on the required value. Therefore, when the required torque of the entire vehicle changes due to an acceleration request or the like, and the output torque of the entire vehicle deviates from the target torque, the output torque of the motor / generator 2 is controlled so as to correct this. Is done. As a result, fluctuations in the output torque during acceleration and deceleration and vibrations of the vehicle body caused by the fluctuations are suppressed or prevented. In the above-described control including the feedforward control, since the resonance point basically disappears, the delay time constant when executing the torque control during acceleration / deceleration can be reduced. As a result, for example, the torque during acceleration can be reduced. The rise (increase) is quick and smooth, and the control response is improved.

FIG. 5 shows the results of a simulation performed to confirm the effect of the above-described vibration damping device. FIG. 5A shows a simulation result of the above-described vibration damping device, in which the engine torque Te is increased based on the acceleration request, while the motor torque is reduced in order to suppress the fluctuation of the output torque. Tm is controlled in the negative direction. The engine torque Te inevitably rises with a delay, and thereafter stabilizes at the target torque. On the other hand, since the motor torque Tm is controlled by the command value processed by the feedforward controller 13, the motor torque Tm is increased in the positive direction (decreased in the negative direction) with a delay time determined by design. , Finally to zero. FIG. 5 also shows the longitudinal acceleration G occurring in the vehicle in that case, and the longitudinal acceleration G increases with the increase of the engine torque Te, and when the motor torque Tm returns to zero, it stabilizes to a substantially constant value. ing. That is, no longitudinal vibration occurs.

FIG. 5B shows a comparative example in which the above-mentioned vibration suppression control is not executed. That is, although the engine torque Te increases with an acceleration request,
In order to satisfy the torque requirement with engine torque, the motor torque is not controlled and is kept at zero. In this case, the longitudinal acceleration G of the vehicle rapidly increases with an increase in the engine torque Te, but decreases immediately thereafter. Such an increase / decrease is repeated for a considerably long time, and the increase / decrease amount gradually decreases, and Stabilizes to the value of. That is, the longitudinal vibration of the vehicle body is large and continues for a long time. From these results, according to the above vibration damping device according to the present invention,
It is recognized that the vibration of the vehicle can be effectively prevented even when the required torque amount for the vehicle changes due to an acceleration operation or the like.

In the above-described power transmission system, torque fluctuation due to intermittent combustion of fuel in the engine 1 or torque irregularly input from wheels when traveling on uneven terrain may act as disturbance. . If a configuration for removing these disturbances is added to the configuration shown in FIG. 1, the vibration damping effect is further improved. The example shown in FIG. 6 shows an example in which such a configuration for removing disturbance is added.
The rotation angle (motor rotation angle) θ1 of the motor / generator 2 is detected as an observation amount in the actual plant 15.
Further, an estimated value θ1e in the plant model 16 corresponding to the observation amount is detected. This estimated value θ1e is calculated by the transfer function G
(s) is obtained as the output value of the plant model when the output value of the subtractor 14, that is, the required motor torque value T2 is input to the plant model 16 represented by the above equation (3).

A comparator 1 for calculating a deviation e between the observed quantity θ1 of the actual plant 15 and the estimated value θ1e of the plant model 16
7 are provided. A disturbance torque estimator 18 for estimating a disturbance torque based on the deviation e is provided. This is the case where the deviation e a disturbance estimated inverse model is determined by an angle is configured to convert it into a torque by the second order differentiator Js ^2. The estimated disturbance torque calculated by the disturbance torque estimator 18 is equal to the filter L
(s), where the disturbance torque in a predetermined frequency region is removed.
And the motor torque command value is corrected. The filter L (s) is for removing a predetermined frequency component from the replaced disturbance estimation torque. For example, in a differential operation, the S / N in a high frequency region is reduced.
Since the ratio deteriorates, a low-pass filter is used to prevent this. In addition, a high-pass filter can be used together to prevent an adverse effect on braking performance due to feedback of braking torque as a disturbance. Note that the other configuration shown in FIG. 6 is the same as the configuration shown in FIG. 1, and a description thereof will be omitted.

Accordingly, the comparator 17 shown in FIG. 6 corresponds to the means for obtaining the relationship between the output value of the actual plant and the output value of the plant model described in claim 3, and the disturbance torque estimator 18 corresponds to claim 3. The corrector 19 corresponds to the disturbance estimating means described in (3), and the corrector 19 corresponds to the correcting means described in claim 3.

The removal of disturbance in the vibration damping device shown in FIG. 6 is performed as described below. In FIG.
Steps S1 to S6 are the same as those in the flowchart shown in FIG. 2. Therefore, by controlling the motor torque in step S6, a predetermined observation amount is detected in the actual plant 15. Specifically, the motor rotation angle θ1 is detected (step S7). On the other hand, by performing the calculation with the required motor torque value T2 as an input to the plant model 16, the estimated value θ1e of the motor torque is obtained as the output value (step S8).

Since this estimated value θ1e is the target output, the deviation e (= θ1e−θ1) is calculated by the comparator 17 in order to obtain the vibration component due to the disturbance occurring in the actual plant 15 (step). S9). Since the deviation e is caused by disturbance, it is replaced with torque (step S10). This can be performed by the disturbance torque estimator 18. In this case, since the deviation e is calculated as the rotation angle in step S9, the disturbance torque estimator 18 performs the second-order differentiation and performs a predetermined The estimated disturbance torque T3 is multiplied by the moment of inertia. Then, the motor control torque is calculated in consideration of the disturbance estimation torque T3 (step S5), and the motor torque is controlled according to the calculated value (step S5).
6).

Therefore, when the above-described structure for removing disturbance is additionally provided, the influence of disturbance can be suppressed to a minimum and vibration of the vehicle body can be effectively prevented. That is, FIG. 8 shows a simulation result of the vibration damping device shown in FIG. 6, in which after increasing the motor torque Tm in the negative direction and returning it to zero, the motor torque Tm fluctuates slightly due to disturbance. Even if the longitudinal acceleration G
, But stabilizes within a short time.
That is, the vibration of the vehicle body is suppressed or prevented.

Next, another example of the present invention will be described. The example shown in FIG. 9 is an example in which the required torque value processed by the feedforward controller is distributed to the required engine torque value and the required motor torque value.
That is, a signal based on an accelerator operation or the like is input, and an output signal of the required torque detector 10 for calculating the required torque is input to the feedforward controller 13. An engine torque request value calculator 11A for obtaining an engine torque request value based on an output signal of the feedforward controller 13 and a motor torque request value calculator 12A for obtaining a motor torque request value are provided. Then, the output torque of the engine 1 is controlled based on the required engine torque calculated by the required engine torque calculator 11A,
Further, the motor torque generator 12A is configured to control the output torque of the motor generator 2 based on the required motor torque calculated by the required motor torque calculator 12A. When this configuration is compared with the configuration shown in FIG. 1, in the configuration shown in FIG.
The difference is that the engine torque request value is obtained based on the output signal of the feedforward controller 13 without being based on the output of the above, and that a subtractor is not provided.

Therefore, the feedforward controller 13 shown in FIG. 9 corresponds to the feedforward controller described in claim 2, and the demanded torque detector 10 calculates the output torque demanded amount described in claim 2. Equivalent to means,
Further, the engine torque demand value calculator 11 corresponds to a first torque demand amount calculating means described in claim 2, and the motor torque demand value calculator 12 corresponds to a second torque demand amount described in claim 2. It corresponds to the calculation means.

FIG. 10 shows an example of control by the vibration damping device shown in FIG. First, the required torque Tdrv is calculated from a signal based on the accelerator operation of the driver (driver) or a signal from the cruise control computer (step S11). This is the required torque detector 1 described above.
Performed by 0. Next, the required torque Tdr
v is input to the feedforward controller 13, and a torque request value T1 (= Tdrv · F (s)) for the entire vehicle is calculated (step S12). Next, the required torque value T1 is distributed to the required engine torque value Tereq and the required motor torque value Tmreq (step S13). In this case, as described above, the hybrid vehicle controls the combustion of the fuel in the engine 1 as efficiently as possible and reduces the fuel consumption. Required engine torque Ter
eq is first determined.

Therefore, in step S14, the torque request value T1 output from the feedforward controller 13
The required motor torque value Tmreq (= T1 -Tereq) is obtained by subtracting the required engine torque value Tereq from. Then, a motor control torque is calculated based on the required motor torque value T2 (step S15), and the motor torque is controlled based on the calculation result (step S16). The engine torque is controlled based on the required engine torque value Tereq.

The above feedforward controller 13
It is an inverse function of a transfer function in a plant model obtained by modeling an actual plant or a combination of the inverse function and a second-order lag system. Therefore, according to the above-described vibration damping device, the torque processed by the feedforward controller 13 The output torque of motor generator 2 is controlled based on the required value. At the same time, the engine torque is controlled based on the required torque value processed by the feedforward controller 13. Therefore, when the required torque of the entire vehicle changes due to an acceleration request or the like, and the output torque of the entire vehicle deviates from the target torque, each output torque is controlled to correct the target torque. As a result, fluctuations in the output torque during acceleration and deceleration and vibrations of the vehicle body caused by the fluctuations are suppressed or prevented. In the above-described control including the feedforward control, since the resonance point basically disappears, the delay time constant when executing the torque control during acceleration / deceleration can be reduced. As a result, for example, the torque during acceleration can be reduced. The rise (increase) is quick and smooth, and the control response is improved.

A configuration for removing disturbance can be added to the apparatus having the configuration shown in FIG. An example is shown in FIG. The rotation amount of the motor / generator 2 (motor rotation angle) θ1 as an observation amount in the actual plant 15
Has been detected. Further, an estimated value θ1e in the plant model 16 corresponding to the observation amount is detected. The estimated value θ1e is obtained as the output value of the plant model when the transfer function G (s) is the output value of the subtractor 14, that is, the motor torque request value T2, is input to the plant model 16 represented by the above equation (3). .

A comparator 1 for calculating a deviation e between the observed quantity θ1 of the actual plant 15 and the estimated value θ1e of the plant model 16
7 are provided. A disturbance torque estimator 18 for estimating a disturbance torque based on the deviation e is provided. This is the case where the deviation e a disturbance estimated inverse model is determined by an angle is configured to convert it into a torque by the second order differentiator Js ^2. The estimated disturbance torque calculated by the disturbance torque estimator 18 is equal to the filter L
(s), where the disturbance torque in a predetermined frequency region is removed.
And the motor torque command value is corrected. The filter L (s) is for removing a predetermined frequency component from the replaced disturbance estimation torque. For example, in a differential operation, the S / N in a high frequency region is reduced.
Since the ratio deteriorates, a low-pass filter is used to prevent this. In addition, a high-pass filter can be used together to prevent an adverse effect on braking performance due to feedback of braking torque as a disturbance. The other configuration shown in FIG. 11 is the same as the configuration shown in FIG. 9, and a description thereof will be omitted.

Therefore, the comparator 17 shown in FIG. 11 corresponds to the means for determining the relationship between the output value of the actual plant and the output value of the plant model described in claim 3, and the disturbance torque estimator 18 corresponds to claim 3. The corrector 19 corresponds to the disturbance estimating means described in (3), and the corrector 19 corresponds to the correcting means described in claim 3.

The control for removing the disturbance in the vibration damping device shown in FIG. 11 is executed in the same manner as the device shown in FIG. 6 described above. Therefore, the control flowchart for removing the disturbance is shown in FIG. Same as the example. That is, as shown in FIG. 12, the motor rotation angle θ1 is detected as an observation amount (step S17), and the output estimation amount θ1e is obtained by the plant model 16 (step S18), and the deviation e (= θ1e−θ1) is obtained. Is calculated (step S1
9) The disturbance torque T3 is estimated based on the deviation e (step S20), and the motor torque command value T2 is corrected by the estimated value T3 (step S15). By adding such control for removing disturbance, the vibration damping effect is further improved.

In the configuration shown in FIG.
Is controlled based on the required engine torque calculated by the required engine torque calculator 11, and the output torque of the motor generator 2 is changed to the required motor torque processed by the feedforward controller 13. The control is performed based on this. That is, the motor generator 2 is configured as a control device for vibration suppression. In other words, the engine 1 is not particularly controlled for damping. However, in an actual vehicle, the performance of the engine 1 and running conditions are various, so if the required torque is distributed uniformly as the required engine torque, the required engine torque is
May be incompatible with An example in which such a problem is solved will be described below.

FIG. 13 shows a modification of the configuration shown in FIG. 1. The controller 20 adjusts the output of the engine torque demand value calculator 10 with a predetermined gain K (0 ≦ K ≦ 1).
The required engine torque value corrected by the regulator 20 is used as an engine torque command value, and is subtracted from the output value T1 of the feedforward controller 13 to obtain the required motor torque value T2. ing. Other configurations are the same as those shown in FIG.

Therefore, in the case of the structure shown in FIG. 13, the required amount of engine torque and the required amount of motor torque can be determined by reflecting the performance and running conditions of the engine 1 and the motor / generator 2. The distribution of demand is optimized. As a result, it is possible to improve the fuel efficiency and the vibration damping effect.

It should be noted that the vibration damping device of the present invention only requires one of the plurality of driving force sources to function as a device for vibration damping control.
In contrast to the example shown in FIG. 3, a torque command value for controlling the output torque of the engine 1 may be obtained by feedforward control. An example is shown in FIG. That is, the sum of the required engine torque value Tereq by the required engine torque value calculator 10 and the required motor torque value Tmreq by the required motor torque value calculator 11 is input to the feedforward controller 13. Further, the required motor torque value Tmreq obtained by the required motor torque value calculator 11 is input to the regulator 20 having a predetermined gain K (0 ≦ K ≦ 1), and its output value is used as the motor torque command value. A subtractor 14 subtracts the output value of the feedforward controller 13 from the output value, and a required engine torque value is obtained. Other configurations are shown in FIG.
Is the same as that shown in FIG.

Even with such a configuration, the required amount of engine torque and the required amount of motor torque can be determined by reflecting the performance and running conditions of the engine 1 and the motor / generator 2, so that the distribution of the required amount of torque is optimized. Be transformed into As a result, it is possible to improve the fuel efficiency and the vibration damping effect.

Further, in the example shown in FIG. 9 described above, the value processed by the feedforward controller 13 is used as a control signal for the output torque of the engine 1 and the motor generator 2, so that both the engine 1 and the motor generator 2 Functions as a device for vibration suppression control.
In order to optimize the distribution of the required torque amount by reflecting the performance of the engine 1 or the motor / generator 2 or the driving conditions in the device configured as described above, the respective required torque values are set to predetermined gains K1 and K2. It is preferable that the correction is performed by the adjusters 21 and 22. An example is shown in FIG.

That is, in the example shown in FIG. 15, the output value of the feedforward controller 13 is input to the first regulator 21, where it is multiplied by a predetermined gain K1 (0 ≦ K1 ≦ 1) to obtain the required engine torque. Tereq is required. Also,
Similarly, the output value of the feedforward controller 13 is the second
Is input to the regulator 22 where a predetermined gain K2 (K
1 + K2 = 1) to obtain the required motor torque value Tmreq. The other configuration is the same as the configuration shown in FIG.

Even with such a configuration, the required amount of engine torque and the required amount of motor torque can be determined by reflecting the performance and running conditions of the engine 1 and the motor / generator 2, so that the distribution of the respective required torque amounts is optimized. Be transformed into As a result, it is possible to improve the fuel efficiency and the vibration damping effect.

Each of the regulators 20, 21 and 22 corresponds to a means for determining a torque command value based on a predetermined control gain.

As described in the example shown in FIG. 6 and the example shown in FIG. 11, if a configuration for removing disturbance is added in addition to the feedforward control of the required torque, the vibration damping effect is improved. This is because the control for disturbance removal has a vibration suppression function. Therefore, it is possible to perform the vibration suppression control only with the above-described configuration for disturbance removal.

FIG. 16 shows an example. That is, the output value of the required torque detector 10 is distributed to the required engine torque Tereq and the required motor torque Tmreq by the required engine torque calculator 11 and the required motor torque calculator 11. The required engine torque value Tereq is an engine torque command value, and the required motor torque value Tmreq is a motor torque command value. In other words, none of the torque request values is processed by the feedforward controller.

Further, the motor rotation angle θ1e, which is the output value of the plant model (transfer function G (s)) 16 which receives the motor rotation angle θ1 as the output of the actual plant 15 and the required motor torque value Tmreq, is used. Comparator 17 for calculating deviation e
When a disturbance torque estimator 18 for the second-order differentiator Js ² for estimating the disturbance torque on the basis of the deviation e mainly, a filter L (s), the motor torque demand value by the output value of the filter L (s) A corrector 19 for correcting Tmreq is provided.

An example of control by the device shown in FIG. 16 is shown in FIG.
It is shown in FIG. That is, since this damping device causes the motor generator 2 to function as a device for damping control, the motor rotation angle θ1 in the actual plant 15 is detected as an observation amount (step S31), and the output estimation amount is obtained by the plant model 16. θ1e is obtained (step S3
2) The deviation e (= .theta.1e-.theta.1) is calculated (step S33), and the disturbance torque T3 is estimated based on the deviation e (step S34), and the motor torque is calculated based on the estimated value T3 and the required motor torque Tmreq. The torque command value is calculated (step S35), and the motor torque is controlled based on the calculation result (step S36).

Even with such a configuration, the torque fluctuation due to the disturbance is suppressed by the feedback control, so that the vehicle body vibration when the driving torque of the vehicle is changed by an acceleration request or the like can be effectively suppressed.

Although the present invention has been described with reference to specific embodiments, the present invention is not limited to the above-described specific embodiments. The structure of the power transmission system including the engine 1 and the motor / generator 2 may be changed as required. Any suitable one can be adopted. Further, the driving force source is not limited to the engine and the motor generator, and may further include another driving force source. Further, as an observation amount for feedback control for removing disturbance, an engine rotation angle and an output shaft rotation angle can be adopted in addition to the above-described motor rotation angle. In that case, if the observed amount is shifted by the transmission, it is necessary to perform equivalent conversion to the motor shaft to be controlled, and to process the observed amount with a gain corresponding to the gear ratio as a means for that. become.

[0064]

As described above, according to the first aspect of the present invention, the required amount of output torque is obtained based on the acceleration / deceleration request, and the torque to be assigned to the first driving force source among the required amount of output torque is obtained. It is obtained by the first torque request amount calculating means.
On the other hand, based on the value obtained by processing the output torque demand by the feedforward controller and the value obtained by the first torque demand calculation means, the torque to be taken by another driving force source is changed to the second torque. It is determined by the required amount calculation means. That is, the first driving force source is controlled based on the torque request amount based on the acceleration / deceleration request, and the other driving force sources are controlled based on the control value obtained by feedforward processing the torque request amount. Therefore, the torque obtained by integrating the output torques of the respective driving force sources transmitted to the driving wheels via the power transmission system is subjected to feedforward control, and the content of the feedforward control is a model of an actual plant. Since it is based on the transfer function in the plant, it is possible to effectively suppress or prevent vibration accompanying acceleration / deceleration.

According to the second aspect of the present invention, the required output torque is obtained based on the acceleration / deceleration request, and the required output torque is processed by the feedforward controller, and the output torque is determined based on the value. Among the required amounts, the torque to be served by the first driving force source and the torque to be served by another driving force source are obtained. As a result, the output torques of the first driving force source and the other driving force sources are feedforward controlled based on the acceleration / deceleration request. Since the content of the feedforward control is based on a transfer function in a model plant obtained by modeling an actual plant, it is possible to effectively suppress or prevent vibration accompanying acceleration / deceleration.

Further, according to the third aspect of the present invention, the disturbance included in the output of the real plant is estimated based on the relationship between the output value of the real plant and the corresponding estimated value which is the output value of the model plant. Then, the feedforward control value is corrected based on the estimation result, so that the disturbance included in the output torque obtained by integrating the output torques of the respective driving force sources is removed or suppressed. In addition to the effects obtained, vibrations associated with acceleration / deceleration can be effectively prevented or suppressed.

According to the fourth aspect of the present invention, the torque command value for the first driving force source or another driving force source is a value adjusted based on a predetermined control gain based on the state of the vehicle. Therefore, it is possible to reflect the running state of the vehicle, the performance of each driving force source, and the like in the distribution of the required amount of torque to each driving force source, thereby improving the vibration suppression effect.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating an example of a vibration damping device according to the present invention.

FIG. 2 is a flowchart illustrating an example of control by the vibration damping device.

FIG. 3 is a diagram schematically showing a power transmission system reaching a power wheel in a vehicle targeted by the present invention.

FIG. 4 is a diagram showing a model of the actual plant shown in FIG. 3;

5 is a diagram showing a simulation result for confirming an effect of the vibration damping device shown in FIG. 3 and a simulation result as a comparative example when the control is not executed.

FIG. 6 is a block diagram for explaining another example of the vibration damping device according to the present invention.

FIG. 7 is a flowchart illustrating an example of control by the vibration damping device.

FIG. 8 is a diagram showing a simulation result for confirming the effect of the vibration damping device shown in FIG. 6;

FIG. 9 is a block diagram for explaining still another example of the vibration damping device according to the present invention.

FIG. 10 is a flowchart illustrating an example of control by the vibration damping device.

FIG. 11 is a block diagram for explaining still another example of the vibration damping device according to the present invention.

FIG. 12 is a flowchart illustrating an example of control by the vibration damping device shown in FIG. 10;

FIG. 13 is a block diagram for explaining an example of the present invention using an adjuster having a control gain according to a state of a vehicle.

FIG. 14 is a block diagram for explaining another example of the present invention using an adjuster having a control gain according to a state of a vehicle.

FIG. 15 is a block diagram for explaining still another example of the present invention using an adjuster having a control gain according to a state of a vehicle.

FIG. 16 is a block diagram for explaining an example of a vibration damping device configured to perform vibration suppression by means for removing disturbance.

FIG. 17 is a flowchart illustrating an example of control executed by the vibration damping device shown in FIG. 16;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 3 ... Transmission, 4 ... Differential, 5 ... Drive wheels, 10
... required torque detector, 11 ... engine torque required value calculator, 12 ... motor torque required value calculator, 13 ... feed forward controller, 14 ... subtractor, 15 ... actual plant, 16 ... plant model, 17 ... comparator ,
18: disturbance torque estimator, 19: corrector, 20, 2
1,22 ... regulator.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Tokuyasu Yamada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 5H004 GA09 GB12 HA10 HB07 JA03 JB22 KB32 KC27 5H115 PA01 PC06 PG04 PI13 PI22 PI29 PU23 PU25 QN03 QN05 QN06 QN11 QN13 QN15 QN28 RB08 RE13 TI02 TO21

Claims (4)

[Claims] 1. A vibration damping device for a vehicle including a plurality of driving power sources capable of outputting torque from at least two driving power sources to driving wheels via a power transmission system, wherein an actual plant associated with the vehicle is provided. A feed-forward controller configured based on a transfer function of a plant model obtained by modeling the following: an output torque required amount calculating means for determining a required amount of output torque based on an acceleration / deceleration request; First torque demanded amount calculating means for obtaining torque to be output by the driving force source, a value obtained by processing the output torque demanded amount determined by the output torque demanded amount calculating means by the feedforward controller, and the first torque A second torque request amount calculating means for obtaining a torque to be output by another driving force source based on the value obtained by the request amount calculating means. Damping device for a vehicle having a plurality of driving force source. 2. A vibration damping device for a vehicle comprising a plurality of power sources capable of outputting torque from at least two driving force sources to driving wheels via a power transmission system, wherein an actual plant associated with the vehicle is provided. A feedforward controller configured based on a transfer function of the modeled plant model; an output torque request amount calculating unit that obtains an output torque request amount for the drive wheels; and the output torque request amount calculating unit. First torque request value calculating means for obtaining a torque request value for a first driving force source from a value obtained by processing the output torque request amount by the feedforward controller; and an output torque request calculated by the output torque request amount calculating means. A second torque request value calculating means for obtaining a torque request value for another driving force source from a value obtained by processing the amount by the feedforward controller. DOO damping device for a vehicle having a plurality of driving force source, characterized in that it comprises a. 3. A relationship between an observed quantity obtained by detecting a predetermined output value of the real plant and an estimated value based on a predetermined output value of the plant model corresponding to the predetermined output value of the real plant is determined. Means, a disturbance estimating means for estimating a disturbance based on the relationship between the observed quantity and the estimated value, and a required value for any one of the driving force sources based on a value obtained by processing by the feedforward controller. 3. The vibration damping device for a vehicle having a plurality of driving force sources according to claim 1, further comprising a correction unit that corrects the disturbance based on the disturbance estimated by the disturbance estimation unit. And means for adjusting a control value related to a torque command value for the first driving force source or another driving force source based on a predetermined control gain based on a state of the vehicle. A vehicle vibration damping device comprising a plurality of driving force sources according to any one of claims 1 to 3.