JP2004147491A - Vibration control device and vibration control method of hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration control device by which vibrations of two degrees of freedom of a planetary gear mechanism are effectively controlled, and as a result, strength and a cost are made lower without sacrificing the endurance of components of the planetary gear mechanism, and vibrations and unpleasant noises of drive output torque are reduced. <P>SOLUTION: A hybrid car includes a main power source, a plurality of auxiliary power sources, and the planetary gear mechanism to change a gear ratio required when an output of the main power source is transmitted to a drive output member, wherein two motors of a first motor MG1 and a second motor MG2 that can control torques of the power sources are selected, and signals to control vibrations are superimposed upon torque commands T1, T2 issued to the two motors of the first motor MG1 and the second motor MG2, by which a vibration control 26a controlling vibrations of the two degrees of freedom of the planetary gear mechanism is equipped. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention belongs to, for example, the technical field of a vibration suppression device and a vibration suppression method for a hybrid vehicle that uses an engine and two motors as driving sources.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, as a vibration suppression device for an electric vehicle, for example, one described in Japanese Patent Application Laid-Open No. 2000-217209 is known.
[0003]
According to this conventional publication, an output error between an actual plant and a plant model is calculated only as a result of disturbance torque, and is inversely calculated (the reverse calculation is double differential because torque → rotation angle is double integral), and this is conditioned (predetermined). (Takes out only the signal of the frequency band) and adds it as a correction torque command. In this configuration, the real plant and its model are each treated as one-degree-of-freedom motion (secondary as a state equation).
[0004]
[Problems to be solved by the invention]
However, the conventional vibration suppression device for an electric vehicle suppresses the vibration of the actual plant as a single-degree-of-freedom motion, so that the number of power sources is large as in a hybrid vehicle and the vibration of the entire power transmission mechanism is large. When the degree of freedom of motion is 2 or more, there is a problem that the vibration suppression is "ineffective" even if the vibration suppression technology of one degree of freedom is applied.
[0005]
Here, "not effective" means that, for example, when the vibration of the output shaft torque is reduced, rotational vibration inside the planetary gear mechanism remains, and wear of elements in the planetary gear mechanism is accelerated. Problems. Further, for example, if the vibration in the planetary gear mechanism is to be reduced as much as possible, the vibration of the output shaft torque will remain, not only impairing the riding comfort but also promoting the wear of the power transmission element downstream from the final reduction gear. Problems.
[0006]
For this reason, a problem occurs in the durability of the components of the planetary gear mechanism, and in order to prevent such a problem, the strength of the components must be increased, resulting in an increase in cost. Further, the driving output torque vibrates to give a driver an uncomfortable feeling, or generates unpleasant noise due to minute vibration of the component parts.
[0007]
The present invention has been made in view of the above problems, and can effectively suppress the two-degree-of-freedom vibration of the planetary gear mechanism, thereby sacrificing the durability of the components of the planetary gear mechanism. It is an object of the present invention to provide a vibration suppression device for a hybrid vehicle that can reduce the strength without reducing the cost and reduce vibration of the driving output torque and unpleasant noise.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, in the present invention, a main power source, a plurality of auxiliary power sources, a planetary gear mechanism for changing the speed ratio when transmitting the output of the main power source to the drive output member, In a hybrid vehicle having
By selecting two power sources capable of controlling torque among the power sources, and superimposing a vibration control signal on a torque command given to the two power sources, two planetary gear mechanism A vibration suppression control means for suppressing the degree vibration.
[0009]
Here, the “main power source” refers to, for example, an engine or a main motor.
[0010]
The “plurality of auxiliary power sources” are, for example, two or more independent motors or one motor in appearance by a common stator and two rotors, but functionally achieve two motor functions. Refers to the power source.
[0011]
The “planetary gear mechanism” is, for example, a Ravigneaux type compound composed of a planetary gear train having at least four elements and two degrees of freedom in order to connect four elements of an engine, a first motor, a second motor, and a drive output member. Refers to a planetary gear train or the like.
[0012]
【The invention's effect】
Therefore, in the vibration suppression device for a hybrid vehicle according to the present invention, two power sources capable of controlling torque are selected from the power sources, and a vibration command for vibration control is provided in response to a torque command given to the two power sources. Is superimposed to suppress the two-degree-of-freedom vibration of the planetary gear mechanism, so that the two-degree-of-freedom vibration of the planetary gear mechanism can be effectively suppressed. As a result, the components of the planetary gear mechanism The strength can be reduced without sacrificing the durability, the cost can be reduced, and vibration of the drive output torque and unpleasant noise can be reduced.
[0013]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments for realizing a vibration suppression device and a vibration suppression method for a hybrid vehicle according to the present invention will be described with reference to the drawings.
[0014]
(First embodiment)
First, the configuration will be described.
FIG. 1 is an overall system diagram showing a hybrid drive system and a control system of a hybrid vehicle to which the device of the first embodiment is applied. The configuration of the hybrid drive system will be described. In FIG. 1, 1 is an engine, 2 is a coaxial multilayer motor, 3 is a Ravigneaux type compound planetary gear train, 4 is an output gear, 5 is a counter gear, 6 is a drive gear, and 7 is a differential gear. , 8, 8 are drive shafts, 9 is a motor and gear case, 10 is an engine output shaft, 11 is a first motor output shaft, 12 is a second motor output shaft, 13 is a motor room, 14 is a gear room, and 15 is a drive output. The shaft 16 is a clutch.
[0015]
The coaxial multilayer motor 2 is fixed to a motor & gear case 9 and has a stator S as a fixed armature wound with a coil, an outer rotor OR arranged outside the stator S and having a permanent magnet (not shown) embedded therein. An inner rotor IR having a permanent magnet (not shown) embedded therein is arranged on the inner side of the stator S, and is arranged coaxially. Hereinafter, the stator S + the outer rotor OR is referred to as a first motor MG1, and the stator S + the inner rotor IR is referred to as a second motor MG2.
[0016]
The Ravigneaux type compound planetary gear train 3 includes a common carrier C that supports a first pinion P1 and a second pinion P2 that mesh with each other, a first sun gear S1 that meshes with the first pinion P1, and a second sun gear that meshes with the second pinion P2. It has four rotating elements: S2 and a ring gear R that meshes with the second pinion P2. The first sun gear S1, the first pinion P1, the second pinion P2, and the ring gear R form a double pinion type planetary gear, and the second sun gear S2, the second pinion P2, and the ring gear R form a single pinion type planetary gear. You.
[0017]
The hybrid drive system connects the ring gear R to the engine output shaft 10 via a clutch 16, connects the first sun gear S1 to the first motor output shaft 11, and connects the second sun gear S2 to the second It is configured by connecting a motor output shaft 12 and an output gear 4 (Out) to the common carrier C via a drive output shaft 15.
[0018]
The output rotation and output torque from the output gear 4 pass through the counter gear 5 → drive gear 6 → differential 7 and are transmitted from the drive shafts 8, 8 to drive wheels (not shown).
[0019]
The configuration of the control system of the hybrid vehicle will be described. In FIG. 1, 21 is an engine controller, 22 is a throttle valve actuator, 23 is a motor controller, 24 is an inverter, 25 is a battery, 26 is a hybrid controller, and 27 is an accelerator opening sensor. , 28 are a vehicle speed sensor, 29 is a motor temperature sensor, 30 is an engine speed sensor, and 31 and 32 are two-way communication lines.
[0020]
The engine controller 21 outputs a command for controlling the engine torque to the throttle valve actuator 22 according to a command from the hybrid controller 26.
[0021]
The motor controller 23 outputs to the inverter 24 a command for controlling the rotation speed N1 and the torque T1 of the first motor MG1 and the rotation speed N2 and the torque T2 of the second motor MG2 independently of each other.
[0022]
The inverter 24 is connected to the coil of the stator S of the coaxial multilayer motor 3, and in response to a command from the motor controller 23, generates a composite current obtained by combining the drive current to the inner rotor IR and the drive current to the outer rotor OR. produce. A battery 25 is connected to the inverter 24.
[0023]
The hybrid controller 26 performs predetermined arithmetic processing by inputting sensor signals from an accelerator opening sensor 27, a vehicle speed sensor 28, a motor temperature sensor 29, an engine speed sensor 30, and the like. Note that the hybrid controller 26 and the motor controller 23 are connected by a bidirectional communication line 31, and the hybrid controller 26 and the engine controller 21 are connected by a bidirectional communication line 32.
[0024]
FIG. 2 is a block diagram showing a vibration suppression control system of the first embodiment. In FIG. 2, reference numeral 1 denotes an engine (main power source), MG1 denotes a first motor (auxiliary power source), and MG2 denotes a second power source. A motor (auxiliary power source), 3 is a Ravigneaux-type compound planetary gear train (planetary gear mechanism), R is a ring gear (element), S1 is a first sun gear (element), S2 is a second sun gear (element), and C is A common carrier (element), 8 a drive shaft (drive output member), 10 an engine output shaft (coupling shaft), 11 a first motor output shaft (coupling shaft), 12 a second motor output shaft (coupling shaft), 15 is a drive output shaft (coupling shaft), 16 is an engine speed / position detector (displacement measuring means), 17 is a first motor speed / position detector (displacement measuring means), 18 is a second motor speed / position detector. Position detector (displacement measuring means), 21 is an engine control La, 23 is a motor controller, 23a first motor control unit, 23b and the second motor control unit, 26 a hybrid controller, 26a is a vibration suppression controller (vibration suppression control means).
[0025]
The motor controller 23 includes a first motor control unit 23a that controls the rotation speed N1 and the torque T1 of the first motor MG1, and a second motor control unit 23b that controls the rotation speed N2 and the torque T2 of the second motor MG2. Have.
[0026]
Each of the speed / position detectors 16, 17, and 18 observes the vibration state of each element R, S1, and S2 of the Ravigneaux-type compound planetary gear train 3, and transmits the sensor signals to the engine controller 21 and the first motor control unit 23a. Is output to the second motor control unit 23b.
[0027]
The hybrid controller 26 determines the target drive torque based on the accelerator opening detection value APS, the vehicle speed detection value Vsp, and the target drive torque map, and determines the target torque shared by the engine 1 and the two motors MG1. MG2 determines a target torque to be shared, and outputs a target torque command to engine controller 21. On the other hand, for the first motor control unit 23a and the second motor control unit 23b, control of the steady state of the motor torques T1 and T2 and control of the motor speeds N1 and N2 (shift control) are performed together.
[0028]
For example, when the engine speed Ne and the gear ratio i (= Ne / No) are known, the shift control is performed in the alignment chart of the Ravigneaux-type compound planetary gear train 3 shown in FIG.
N1 = Ne + α (Ne−No) (1)
N2 = No + β (Ne−No) (2)
To = T1 + T2 + Te (3)
N1 · T1 + N2 · T2 = 0 (4)
αT1 + To = (1 + β) T2 (5)
Here, N1, T1: rotation speed and torque of the first motor
N2, T2: rotation speed and torque of the second motor
α, β: Gear ratio of planetary gear
The balance equation holds. The motor operating point (N1, T1, N2, T2) is calculated using the balance equations (1) to (5), and a command for obtaining the motor operating point (N1, T1, N2, T2) is output.
[0029]
The vibration suppression controller 26a of the hybrid controller 26 includes two motors MG1. MG2, and the motors MG1. Motor torque T1. The two-degree-of-freedom vibration of the Ravigneaux-type compound planetary gear train 3 is suppressed by superimposing a torque command signal for vibration control on a steady-state torque command for obtaining T2. Here, of the three power sources capable of controlling the torque among the power sources, both motors MG1. MG2 was selected because both motors MG1. This is because MG2 has better torque control response.
[0030]
FIG. 3 is a control block diagram showing a vibration suppression controller 26a of the first embodiment device. The vibration suppression controller 26a refers to the Ravigneaux type compound planetary gear train 3 as an actual plant. When a dynamic model of vibration is called a plant model, a disturbance torque is calculated backward by using an inverse model of the plant model, and a correction torque for canceling a part or all of the disturbance torque is included in the power source coupled to each element of the actual plant. Two motors MG1. By adding to MG2, control is performed to suppress two-degree-of-freedom vibration of the actual plant.
[0031]
3, reference numeral 261 denotes an actual displacement calculator, 262 denotes a displacement separator, 263 denotes a model displacement calculator, 264 denotes a translational vibration calculator (vibration displacement calculator), 265 denotes a rotational vibration calculator (vibration displacement calculator), 266 is a disturbance torque calculation unit, 267 is a filter processing unit, 268 is a correction torque calculation unit, 269 is a first correction torque addition unit, and 270 is a second correction torque addition unit.
[0032]
The actual displacement calculating section 261 calculates the actual translation and the actual rotation of the two selected elements S1 and S2 of the actual plant 3 based on the measured displacement values.
[0033]
The displacement separation unit 262 receives the torque acting on each of the elements R, S1, S2, and C, and separates them into a total translation torque and a total rotation torque.
[0034]
The model displacement calculation unit 263 calculates the translation model displacement and the rotation model displacement in the selected two elements S1 and S2 using the translation torque total and the rotation torque total from the displacement separation unit 262 and the plant model.
[0035]
The translational vibration calculator 264 calculates a translation error (translational vibration displacement) which is an error between the translational model displacement from the model displacement calculator 263 and the translational actual displacement from the actual displacement calculator 261.
[0036]
The rotation vibration calculation unit 265 calculates a rotation error (rotation vibration displacement) which is an error between the rotation model displacement from the model displacement calculation unit 263 and the actual rotation from the actual displacement calculation unit 261.
[0037]
The disturbance torque calculator 266 calculates the translational error calculated by the translational vibration calculator 264, the rotation error calculated by the rotational vibration calculator 265, and the translational disturbance torque by using an inverse model of the plant model. Calculates the disturbance torque of rotation.
[0038]
The filter processing unit 267 filters the translational disturbance torque and the rotation disturbance torque from the disturbance torque calculation unit 266 in order to remove noise and the like included in the signal.
[0039]
The correction torque calculation unit 268 combines the translational disturbance torque filter processing value and the rotational disturbance torque filter processing value from the filter processing unit 267, and corrects the correction torque 1 for vibration suppression and the correction for vibration suppression with inverted signs. The torque 2 is calculated.
[0040]
The first correction torque adding section 269 adds the vibration suppression correction torque 1 calculated by the correction torque calculation section 268 to the torque command and sets the torque acting on the element S1 (first motor MG1).
[0041]
The second correction torque adding section 270 adds the vibration suppression correction torque 2 calculated by the correction torque calculation section 268 to the torque command and sets the torque acting on the element S2 (second motor MG2).
[0042]
Next, the operation will be described.
[0043]
[The concept of vibration suppression of the present invention]
In a planetary gear mechanism used as a transmission, the degree of freedom of movement is 2 due to the speed constraint between components, and this controls the output shaft rotation speed and the speed ratio from the main power source to the output shaft. I do. At this time, the relationship between the speeds of the elements is widely represented by a speed diagram called a collinear diagram.
[0044]
The Ravigneaux-type compound planetary gear train 3 employed in the device of the first embodiment is an example of a four-element, two-degree-of-freedom planetary gear mechanism, and FIG. The single pinion type planetary gear can draw a collinear diagram in which the ring gear reverses when the carrier is stopped and the sun gear is rotated forward. In addition, in the case of the double pinion type planetary gear, when the carrier is stopped and the sun gear is rotated forward, a collinear chart in which the ring gear rotates forward at a lower rotation speed than the sun gear can be drawn. In the Ravigneaux type compound planetary gear train 3, a double pinion type planetary gear is constituted by the first sun gear S1, the first pinion P1, the second pinion P2, and the ring gear R, and a single pinion is constituted by the second sun gear S2, the second pinion P2, and the ring gear R. A pinion type planetary gear is configured.
[0045]
Therefore, by combining the alignment chart of the single pinion type planetary gear and the alignment chart of the double pinion type planetary gear, as shown in FIG. 4, the first sun gear S1 (first motor MG1), An alignment chart can be drawn in which the ring gear R (engine 1), common carrier C (output gear 4), and second sun gear S2 (second motor MG2) are arranged. If the rotation speeds N1 and N2 of the first sun gear S1 and the second sun gear S2 are determined among these rotation elements, the speeds of the remaining two ring gears R and the common carrier C are determined.
[0046]
Although the two degrees of freedom of the speed can be expressed by two independent speeds or any linear combination thereof, it is easy to understand that there are no mechanical interferences when decomposing into the translation mode and the rotation mode of the lever. When other variables are selected, only a mechanical interference term is generated, which is the same in principle. The motion / vibration of the two-degree-of-freedom power transmission mechanism is shown in the actual plant frame of FIG. Block 1 / (Ms indicating inertia in this²), 1 / (Js²) Are shown, which indicates that the degree of freedom of movement and vibration is 2.
[0047]
FIG. 5 shows a translational inertia / rotational inertia model of a four-element two-degree-of-freedom planetary gear mechanism (transmission) in which elements 1, 2, and 4 are power sources and element 3 is an output member. . In this model, the coupling axis connecting the elements of the planetary gear mechanism and the inertia of the power source is sufficiently rigid in the frequency range of vibration to be controlled, and the torsion between the inertia of the power source and the elements of the planetary gear mechanism is controlled. Applicable when it is not necessary to consider vibration. In that case, what is written as the inertia of the element is the sum of the inertia of the element and the inertia of the power source.
[0048]
The translational inertia M and the rotational inertia J are
M = J1 + J2 + J3 + J4
J = J1Acg²+ J2 (Acg-a2)²+ J3 (Acg-a3)²+ J4 (Acg-a4)²
Where Acg = (a2J2 + a3J3 + a4J4) / M
And the torque arms a2, a3, and a4 are dimensionless values determined by the gear ratio of the planetary gear mechanism.
[0049]
According to claim 1 of the present invention, "the signal for vibration control is superimposed on the torque command given to the two power sources", but the steady part of the torque command is determined from the torque balance of the planetary gear mechanism. It will be decided. The torque balance of the planetary gear mechanism is determined from the speed of each element of the planetary gear mechanism, and the speed of each element is determined from other constraints such as power performance optimization and fuel efficiency optimization (see the above balance equation).
[0050]
That is, by superimposing the signal for vibration control on the steady state of the torque command, the vibration damping effect can be obtained without changing the speed of each element determined by various optimizations.
[0051]
[Vibration suppression control operation]
FIG. 6 is a flowchart showing the flow of the vibration suppression control operation executed by the vibration suppression controller 26a of the first embodiment. Each step will be described below.
[0052]
In step S <b> 1, the actual displacement calculation unit 261 calculates, based on at least two measured values (measured values by the speed / position detectors 17 and 18 of the first motor MG <b> 1 and the second motor MG <b> 2) among the displacements of each element, the actual plant 3 is calculated. Here, assuming that the measured values are x1 and x2 and the torque arms from the respective centers of gravity are a and b, the equations for calculating the translational displacement and the rotational displacement are represented by the determinants described in the frame of step S1.
[0053]
In step S2, the displacement separating unit 262 calculates the total translation torque and the total rotation torque from the torque acting on each element, and proceeds to step S3. Each formula is
Translation torque total = T1 + T2 + TL3 + T4
Total rotation torque = T1Acg + T2 (Acg-a2) -TL3 (Acg-a3) + T4 (Acg-a4)
It is. The calculation processing of step S2 and step S3 described later are executed simultaneously with the calculation of the translational displacement and the calculation of the rotational displacement in step S1.
[0054]
In step S3, the model displacement calculation unit 263 calculates the translational displacement and the rotational displacement by using the total of the translational torque and the total of the rotational torque as inputs of the plant model. Each formula is
Double integral over time of translational displacement = (total translational torque / M)
Rotational Displacement = Double Integral for Time of (Total Rotation Torque / J)
Note that the translational inertia M and the rotational inertia J are described in the above equations and FIGS.
[0055]
In step S4, the translational vibration calculator 264 and the rotational vibration calculator 265 determine the difference (vibration displacement) between the translational and rotational displacement of the plant model and the translational and rotational displacement of the actual plant.
[0056]
In step S5, the disturbance torque calculation unit 266 calculates the difference between the translational displacement and the difference between the rotational displacements back to the disturbance torque (double differentiation).
[0057]
In step S6, the filtering unit 267 performs a filtering process of the translational disturbance torque and a filtering process of the rotation disturbance torque from the disturbance torque calculation unit 266 in order to remove noise and the like included in the signal.
[0058]
In step S7, the correction torque calculation unit 268 inputs the translational disturbance torque filter value and the rotational disturbance torque filter value, and combines the values with the selected two elements S1 and S2. The calculation formula of the vibration damping torques 1 and 2 is represented by the determinant described in the frame of step S7, where p and q are the torque arms between the selected two elements and the center of gravity.
[0059]
Then, in first correction torque adding section 269 and second correction torque adding section 270, combined vibration damping torques 1 and 2 are added to torques T1 and T2 of first motor MG1 and second motor MG2.
[0060]
[Vibration suppression effect of power transmission mechanism by contrast]
Conventionally, when vibration of the power transmission mechanism has occurred or is likely to occur in a state in which the operating state and the torque distribution are determined, as described in paragraph 0007 of Japanese Patent Application Laid-Open No. 2001-315550. A method of avoiding a motion state in which vibration is generated by shifting the torque distribution is adopted. Inevitably, this is out of the original optimal condition, or by increasing the number of power sources and increasing the redundancy, a solution that balances various optimization and vibration reduction is required. . In any case, since the torque distribution / operating point is targeted only for the initial optimization, the optimization target has not been achieved. Paragraphs 0009 to 0010 of the above publication describe such examples. That is, this is a method of determining an area in which lockup is performed using a combination of target powers of an engine and a motor in order to suppress vibration of the vehicle.
[0061]
As described above, in the conventional vehicle vibration control, when one or a plurality of power sources is a vibration source under a certain condition, the condition, specifically, the rotational speed and the torque of the power source have a certain value. Switching of the gear ratio so as to avoid the combination is performed. In such a method, when a certain combination of the rotation speed and the torque of the power source is required as a result of a certain optimization, it is apparent that the vibration of the vehicle cannot be suppressed while satisfying the combination. That is, in any rotational speed / torque operating state of any power source, even in a state where a part or all of the power source becomes a vibration source, the operating state is positively suppressed while the vibration is suppressed. We need a way to do it.
[0062]
Further, in such a multi-element, multi-degree-of-freedom power transmission mechanism, there is a backlash due to the gap between the gears, and the coupling between the power source and the gear elements is intentionally or inevitably caused by the elastic material. , The planetary gear itself may be a complex and non-linear vibration source or vibration amplifier. In such a case, it is necessary not only to avoid the vibration generation region of the power source but also to avoid the vibration generation / amplification region of the entire power transmission mechanism. Targets to be degraded, for example, power performance and fuel efficiency are deteriorated. In addition, the conditions of such vibrations are various, and it is not realistic to avoid all of them completely. Therefore, mild vibrations will be neglected, and the minute vibrations will shorten the life of components. Will have an adverse effect. Therefore, a means for not only avoiding the vibration state but also for actively suppressing the vibration is required.
[0063]
On the other hand, in the apparatus of the first embodiment, the positive vibration suppression method is employed, and the output error between the actual plant and the plant model is calculated only by the disturbance torque and the back calculation (torque → translation displacement, rotation displacement Since it is a double integration, the back calculation is double differentiated), and control is performed to add it to the steady torque commands T1 and T2 of the two motors MG1 and MG2 which are the two power sources selected as the correction torque commands. That is, a method of canceling vibration disturbance torque that causes vibration by torque compensation is adopted.
[0064]
In addition, in the apparatus of the first embodiment, since the actual plant and its model are each treated as a two-degree-of-freedom motion, the method described in JP-A-2000-217209 for suppressing the vibration of the real plant as a one-degree-of-freedom motion is used. As described above, for example, when the vibration of the output shaft torque is reduced, the rotational vibration inside the planetary gear mechanism remains, and the wear of the elements in the planetary gear mechanism is promoted. Attempts to reduce vibrations in the mechanism as much as possible result in residual vibration of the output shaft torque, which not only impairs ride comfort but also promotes wear of power transmission elements downstream from the final reduction gear. Are eliminated, and the two-degree-of-freedom vibration generated in the Ravigneaux-type compound planetary gear train 3 can be effectively suppressed.
[0065]
Next, effects will be described.
In the vibration suppression device for a hybrid vehicle according to the first embodiment, the following effects can be obtained.
[0066]
(1) A hybrid vehicle having a main power source, a plurality of auxiliary power sources, and a planetary gear mechanism for changing a gear ratio when transmitting an output of the main power source to a drive output member. Of the two motors MG1 and MG2 capable of controlling the torque are selected, and the torque commands T1 and T2 given to the two first motors MG1 and MG2 are used for vibration control. Since the vibration suppression controller 26a for suppressing the two-degree-of-freedom vibration of the planetary gear mechanism is provided by superimposing the signal, the two-degree-of-freedom vibration of the planetary gear mechanism can be effectively suppressed. As a result, the planetary gear The strength can be reduced without sacrificing the durability of the components of the mechanism, the cost can be reduced, and vibration of the drive output torque and unpleasant noise can be reduced.
[0067]
(2) When the planetary gear mechanism is called an actual plant and the dynamic model of the vibration of the planetary gear mechanism is called a plant model, the vibration suppression controller 26a calculates the disturbance torque using the inverse model of the plant model, and calculates the disturbance torque. A correction torque for canceling a part or all is added to two power sources among the power sources coupled to each element of the actual plant to suppress the two-degree-of-freedom vibration of the actual plant. Of the acting forces, the acting force that generates vibration can be accurately estimated using the plant model and the inverse model of the plant model. As a result, the two-degree-of-freedom vibration of the planetary gear mechanism is effectively suppressed. can do.
[0068]
(3) The speed / position detectors 16, 17, and 18 for measuring the displacement of each element generated by the torque acting on each element of the actual plant are provided, and the vibration suppression controller 26a controls the torque and displacement acting on each element. An actual displacement calculator 261 that calculates an actual displacement using the measured values, a model displacement calculator 263 that calculates a model displacement using a torque acting on each element and a plant model, and an error between the actual displacement and the model displacement. A translational vibration calculating unit 264 and a rotational vibration calculating unit 265 for calculating a vibration displacement; a disturbance torque calculating unit 266 for calculating a disturbance torque back using a calculated vibration displacement and an inverse model of a plant model; A correction torque calculation unit 268 for calculating a correction torque with inverted sign, and a correction torque addition unit for adding the calculated correction torque to a power source to which two selected elements are coupled. And the parts 269 and 270 serve as a controllable damper for generating a damping force on the Ravigneaux-type compound planetary gear train 3 which is a power transmission mechanism, and vibrate the Ravigneaux-type compound planetary gear train 3. Can be effectively attenuated.
[0069]
(4) The vibration suppression controller 26a selects the first motor MG1 and the second motor MG2 having excellent torque control response from the three power sources capable of controlling the torque, and selects the first motor MG1 and the second motor MG2 having the excellent torque control response. Since the vibration control signal is superimposed on the steady torque commands T1 and T2 given to the motor MG2 to suppress the two-degree-of-freedom vibration of the planetary gear mechanism, a power source as an actuator for suppressing vibration is provided. , The two-degree-of-freedom vibration generated in the Ravigneaux-type compound planetary gear train 3 as the power transmission mechanism can be quickly suppressed.
[0070]
(5) The main power source is the engine 1, the plurality of auxiliary power sources are the two motors MG1 and MG2, and a planet for changing the gear ratio when transmitting the output of the main power source to the output gear 4. The gear mechanism is a four-element two-degree-of-freedom planetary gear mechanism represented by a collinear diagram in which the engine 1 and the output gear 4 are arranged between the two motors MG1 and MG2. Since the vibration control signal is superimposed on the torque commands T1 and T2 of the two motors MG1 and MG2 arranged at both ends in the drawing, the vibration is generated in the Ravigneaux type compound planetary gear train 3 which is a power transmission mechanism. In particular, among the two degrees of freedom vibration, particularly the vibration in the rotation mode can be effectively suppressed, and the cost of the engine damper and the cost of the motor can be reduced.
[0071]
That is, the engine output shaft 10 is usually provided with a damper composed of a spring mass in order to reduce the ripple of the engine torque, and the rigidity of the motor output shafts 11 and 12 is Large compared to rigidity. Further, when the Ravigneaux type compound planetary gear train 3 is represented by a collinear chart, the motor output shafts 11 and 12 for suppressing vibration are connected to both ends thereof, so that the rotation mode of the Ravigneaux type compound planetary gear train 3 is set to Vibration can be effectively suppressed with respect to vibration. As a result, the strength can be reduced and the cost can be reduced without sacrificing the durability of the components of the Ravigneaux-type compound planetary gear train 3. Further, vibration of the drive output system and unpleasant noise can be reduced. Further, since the fluctuation of the output torque can be effectively reduced, the necessity of reducing the torque ripple by the damper of the engine output shaft 10 can be reduced as long as the smooth rotation of the engine 1 is not hindered. That is, since the spring and mass of the damper can be reduced, the cost of the engine damper can be reduced.
[0072]
Further, in the control of the motors MG1 and MG2, the magnetic flux in the motor core also has a ripple due to minute speed fluctuations and generated torque fluctuations for correcting the fluctuations. As a result, the core loss in the iron core is increased. By reducing the minute speed vibration by the vibration suppression control, the iron loss can be reduced by reducing the vibration of the magnetic flux in the iron core, and the heat capacity of the motor equivalently increases, so that the motor capacity can be increased. In addition, the cost can be reduced by using the amount to reduce the motor capacity.
[0073]
(6) The main power source is the engine 1, the plurality of auxiliary power sources are the coaxial multilayer motor 2 having one stator S and two rotors IR and OR, and the output of the main power source is output to the output gear 4. A Ravigneaux type compound planetary gear train represented by a collinear diagram in which an engine 1 and an output gear 4 are arranged between two motors MG1 and MG2 by a coaxial multilayer motor 2 for changing a transmission gear ratio at the time of transmission. 3, which is advantageous in terms of cost, size, and efficiency as compared with the case where two independent motors are employed, and allows the planetary gear mechanism to be short and compact in the axial direction. The coaxial multilayer motor 2 and the Ravigneaux-type compound planetary gear train 3 have good combination compatibility and can form a suitable hybrid drive system.
[0074]
That is, by employing the two-rotor / one-stator coaxial multilayer motor 2, a composite current in which a current for the inner rotor IR and a current for the outer rotor OR are superimposed is applied to one coil, so that the two rotors IR, OR can be controlled independently of each other. That is, although it is one coaxial multilayer motor 2 in appearance, it can be used as a combination of different or similar functions of the motor function and the generator function.
[0075]
Therefore, for example, compared to the case where two independent motors each having a rotor and a stator are provided, the cost (reduction of the number of parts, reduction of the inverter current rating, reduction of the magnet) and size (reduction in size and reduction in inverter size due to the coaxial structure) -It can be advantageous in terms of efficiency (reduction of iron loss and reduction of inverter loss).
[0076]
In addition, since it is possible to use not only the (motor + generator) but also the (motor + motor) and the (generator + generator) using the composite current control alone, for example, When the coaxial multilayer motor 2 is used as the drive source of the hybrid vehicle as in the first embodiment, the most effective or efficient combination can be selected from these many options according to the vehicle condition. .
[0077]
The Ravigneaux type compound planetary gear train 3 realizes a combination of four planetary gears (two parallel longitudinal planetary gears and two crossing front and rear planetary gears) while having the width of two planetary gears. Therefore, for example, the size in the axial direction is greatly reduced as compared with the case where four planetary gears are arranged in the axial direction.
[0078]
When the coaxial multilayer motor 2 and the Ravigneaux-type compound planetary gear train 3 are applied to the hybrid drive system, (1) the output shafts 11 and 12 of the coaxial multilayer motor 2 and the Ravigneaux-type compound planetary gear train have a coaxial structure. The three sun gears S1 and S2 can be easily connected to each other by, for example, spline fitting, so that they are very compatible with each other and are extremely advantageous in terms of space, cost, and weight. {Circle over (2)} When one of the coaxial multilayer motors 2 is used for discharging (motor) and the other is used for power generation (generator), the motor current can be controlled via one inverter 24, It is possible to reduce takeout. For example, in the case of the direct power distribution control mode in which the above balance equations (1) to (5) are satisfied, the takeout from the battery 25 can be reduced to zero theoretically. {Circle around (3)} When both the coaxial multilayer motors 2 are used as discharges (motors), the drive range can be widened.
[0079]
(Second embodiment)
In the second embodiment, the apparatus of the first embodiment directly cancels the vibration disturbance torque that causes vibration by torque compensation. On the other hand, the vibration caused by the vibration disturbance torque is quickly reduced by the controllable damping torque. This is an example in which a method of attenuating the pressure is adopted.
[0080]
That is, as shown in FIG. 7, the vibration suppression controller 26a of the second embodiment includes an actual displacement calculating unit 261 that calculates a translational displacement and a rotational displacement using a torque acting on each element and a displacement measurement value, A damping torque calculation unit 271 that calculates a translational damping torque and a rotation damping torque using the displacement and the rotation displacement and the electric damper; a filter processing unit 267 that removes noise from the translational damping torque and the rotation damping torque; A correction torque calculation unit 268 that combines the translational damping torque filter processing value and the rotation damping torque filter processing value to calculate a correction torque 1 for vibration suppression and a correction torque 2 for vibration suppression with inverted signs; A first correction torque adding unit 269 which adds a vibration suppression correction torque 1 to the element S1 (the first motor MG1), and a vibration suppression correction torque 2 In addition a second correction torque adding section 270 to torque acting on the element S2 (the second motor MG2), and with. Since the other configuration is the same as that of the first embodiment, illustration and description are omitted.
[0081]
The operation will be described. In the actual displacement calculator 261, the translational displacement and the rotational displacement are calculated using the torque and the displacement measured value acting on each element of the actual plant (the Ravigneaux type compound planetary gear train 3), and the damping torque calculator At 271, the translational and rotational displacements and the electrical damper are used to calculate the translational and rotational damping torques, and the filtering unit 267 removes noise from the translational and rotational damping torques and corrects them. The torque calculating unit 268 combines the translational damping torque filter processing value and the rotational damping torque filter processing value, and calculates the damping correction torque 1 and the damping correction torque 2 with inverted signs. In the correction torque adding section 269, a torque acting on the element S1 (the first motor MG1) by adding the correction torque 1 for vibration suppression to the torque command and In the second correction torque adding section 270, a torque acting on the elements S2, adding the correction torque 2 for damping the torque command (the second motor MG2).
[0082]
Next, effects will be described.
In the vibration suppression device for a hybrid vehicle according to the second embodiment, the damping torque calculation unit 271 for calculating the translation damping torque and the rotation damping torque using the translational displacement and the rotational displacement and the electric damper is provided. The vibration caused by the vibration disturbance torque can be promptly attenuated by the controllable damping torque while using the simple vibration suppression controller 26a without using a model.
[0083]
(Third embodiment)
The second embodiment is an example in which the translation / rotational displacement and the electric damper are used to determine the translation / rotation damping torque, whereas the third embodiment uses the translation / rotation error and the electric damper to translate. -This is an example in which the rotational damping torque is obtained.
[0084]
That is, as shown in FIG. 8, the vibration suppression controller 26a of the third embodiment inputs the torque acting on each element R, S1, S2, C to the device of the second embodiment of FIG. The displacement separation unit 262 that separates into the total torque and the rotation torque, and the translation model rotation and the rotation model displacement in the two selected elements S1 and S2 using the total translation torque and the total rotation torque from the displacement separation unit 262 and the plant model. And a translational vibration for calculating a translation error (translational vibration displacement) which is an error between the translational model displacement from the model displacement calculator 263 and the translational actual displacement from the actual displacement calculator 261. A rotation error (rotational vibration displacement) that is an error between the rotation model displacement from the calculation unit 264 and the model displacement calculation unit 263 and the actual rotation from the actual displacement calculation unit 261 is calculated. A rotational vibration calculation unit 265, a additional configurations.
[0085]
In operation, the damping torque calculator 271 'calculates the translational and rotational errors and the electrical damper to calculate the translational and rotational damping torques, and the filter processor 267 calculates the translational and torque damping torques. Noise is removed from the damping torque of the rotation and the damping torque of the rotation, and the correction torque calculating unit 268 combines the translation damping torque filter processing value and the rotation damping torque filter processing value to obtain the damping correction torque 1 having the inverted sign and the damping correction torque 1. The correction torque 2 for vibration is calculated, and the first correction torque adding section 269 adds the correction torque 1 for vibration suppression to the torque command to obtain a torque acting on the element S1 (the first motor MG1), thereby obtaining a second correction torque. The adding unit 270 adds the correction torque 2 for vibration suppression to the torque command to obtain a torque acting on the element S2 (the second motor MG2).
[0086]
Next, effects will be described.
In the vibration suppression device for a hybrid vehicle according to the third embodiment, a damping torque calculating unit 271 ′ for calculating a translational damping torque and a rotation damping torque by using a translation error and a rotation error and an electric damper is provided. Therefore, an effect is obtained that the speed control of the planetary gear mechanism is less hindered than the vibration suppression control method of the second embodiment.
[0087]
(Fourth embodiment)
In the first to third embodiments, examples have been described in which high rigidity is assumed in which the elastic torsional vibration between each power source, the coupling shaft, and the elements of the planetary gear mechanism can be neglected. This is an example in which elastic torsional vibration between the power source, the coupling shaft, and the elements of the planetary gear mechanism cannot be ignored.
[0088]
FIG. 9 shows a vibration model of a four-element two-degree-of-freedom planetary gear mechanism (transmission). In the fourth embodiment, two axes having high rigidity are selected, and the control torque of a power source connected to these two axes is used for vibration suppression.
[0089]
The translational inertia M and the rotational inertia J are
M = J1 + J2 + J3 + J4
J = J1Acg²+ J2 (Acg-a2)²+ J3 (Acg-a3)²+ J4 (Acg-a4)²
Where Acg = (a2J2 + a3J3 + a4J4) / M
And the torque arms a2, a3, and a4 are dimensionless values determined by the gear ratio of the planetary gear mechanism.
[0090]
Assuming that the power sources 1 and 4 are selected in this way, the control block of the vibration suppression controller 26a shown in FIG. 3, FIG. 7, or FIG. Can be implemented.
[0091]
In this case, J1 → J1 + Jm1 and J4 → J4 + Jm4, and a low-pass filter that does not pass a vibration component higher than the lower vibration frequency of the resonance frequencies of the coupling shafts 1 and 4 is used in FIGS. It is necessary to insert it in the calculated translation / rotation detection part in FIG. The insertion point may be before or after the “separation of translation and rotation” block.
[0092]
Next, effects will be described.
In the vibration suppression device for a hybrid vehicle according to the fourth embodiment, the vibration suppression controller 26a is configured to control two higher frequencies among the resonance frequencies of the shaft torsion system connecting the components of the planetary gear mechanism and the respective power sources. Selecting a power source to which the coupling shaft is connected and superimposing a vibration control signal on a torque command given to the two power sources, thereby suppressing two-degree-of-freedom vibration of the planetary gear mechanism; As a result, even if there is axial torsional vibration in the coupling shaft that connects the power source as the vibration suppression actuator and each element of the planetary gear mechanism, the planetary gear mechanism generates up to the highest frequency within the range that does not excite axial torsional vibration. The vibrations having two degrees of freedom can be quickly suppressed. As a result, the strength can be reduced and the cost can be reduced without sacrificing the pause image of the components of the planetary gear mechanism. In addition, it is possible to reduce vibration of driving output torque and unpleasant noise.
[0093]
As described above, the vibration suppression device for a hybrid vehicle according to the present invention has been described based on the first to fourth embodiments. However, the specific configuration is not limited to the first to fourth embodiments. Without departing from the spirit of the invention claimed in each claim of the claims, changes and additions of the design are allowed.
[0094]
In the first to fourth embodiments, an example has been described in which the damping block is configured to be separated into the translation mode and the rotation mode. Is also possible.
[0095]
In the first to fourth embodiments, the first motor and the second motor are one motor in appearance by a common stator and two rotors, but functionally realize two motors. Has been shown, but two independent motors may be used.
[0096]
In the first to fourth embodiments, the application example of the Ravigneaux-type compound planetary gear train 3 is described as the planetary gear mechanism, but four elements of the engine, the first motor, the second motor, and the output member are connected. Therefore, the mechanism is not limited to the Ravigneaux-type compound planetary gear train 3 as long as the mechanism is constituted by a planetary gear having at least four elements and two degrees of freedom.
[0097]
That is, as shown in the alignment chart of FIG. 10, if the speed (rotation speed) of any two of the four elements is determined, the remaining two speeds are determined, or any one of the elements is determined. And the speed ratio of any two elements (for example, if an engine output shaft and a transmission output shaft are selected, this is the speed ratio), the speeds of all the elements are determined. This is expressed as a four-element, two-degree-of-freedom planetary gear mechanism.
[Brief description of the drawings]
FIG. 1 is an overall system diagram showing a hybrid drive system and a control system of a hybrid vehicle to which a device according to a first embodiment is applied.
FIG. 2 is a block diagram illustrating a vibration suppression control system of the first embodiment.
FIG. 3 is a control block diagram illustrating a vibration suppression controller of the first embodiment.
FIG. 4 is an alignment chart of a Ravigneaux-type compound planetary gear train used in the device of the first embodiment.
FIG. 5 is a diagram illustrating a translational inertia / rotational inertia model when a four-element two-degree-of-freedom planetary gear mechanism (transmission) is used, in which elements 1, 2, and 4 are power sources and element 3 is an output member. FIG.
FIG. 6 is a flowchart illustrating a flow of a vibration suppression control operation performed by a vibration suppression controller of the apparatus of the first embodiment.
FIG. 7 is a control block diagram illustrating a vibration suppression controller of the device of the second embodiment.
FIG. 8 is a control block diagram showing a vibration suppression controller of the device of the third embodiment.
FIG. 9 is a diagram showing a vibration model of a four-element two-degree-of-freedom planetary gear mechanism (transmission) in the device of the fourth embodiment.
FIG. 10 is an alignment chart showing a four-element planetary gear mechanism.
[Explanation of symbols]
1 engine (main power source)
MG1 1st motor (auxiliary power source)
MG2 2nd motor (auxiliary power source)
3 Ravigneaux type compound planetary gear train (planetary gear mechanism)
R ring gear (element)
S1 First sun gear (element)
S2 2nd sun gear (element)
C Common carrier (element)
8 drive shaft (drive output member)
10 ° engine output shaft (joint shaft)
11 1st motor output shaft (coupling shaft)
12 2nd motor output shaft (coupling shaft)
15 ° drive output shaft (coupling shaft)
16 speed / position detector for engine (displacement measuring means)
17 Speed / position detector for first motor (displacement measuring means)
18 Speed / position detector for second motor (displacement measuring means)
21 Engine controller
23 motor controller
23a First motor control unit
23b @ 2nd motor control unit
26 hybrid controller
26a Vibration suppression controller (vibration suppression control means)
261 Actual displacement calculator
262 ° displacement separation unit
263 model displacement calculator
264 ° translational vibration calculator (vibration displacement calculator)
265 ° rotational vibration calculator (vibration displacement calculator)
266 ° disturbance torque calculator
267 Filter processing unit
268 ° correction torque calculator
269 First correction torque adding unit
270 ° second correction torque adding unit

Claims (10)

In a hybrid vehicle having a main power source, a plurality of auxiliary power sources, and a planetary gear mechanism for changing a gear ratio when transmitting an output of the main power source to a drive output member,
By selecting two power sources capable of controlling torque among the power sources, and superimposing a vibration control signal on a torque command given to the two power sources, two planetary gear mechanism A vibration suppression device for a hybrid vehicle, comprising: a vibration suppression control means for suppressing degree vibration. The vibration suppression device for a hybrid vehicle according to claim 1,
When the planetary gear mechanism is called an actual plant, and a dynamic model of vibration of the planetary gear mechanism is called a plant model,
The vibration suppression control means, using an inverse model of the plant model, back-calculates a disturbance torque that generates vibration, and a correction torque for canceling a part or all of the disturbance torque is applied to a power source coupled to each element of the actual plant. A vibration suppression device for a hybrid vehicle, characterized in that vibrations of a real plant are suppressed by adding two power sources. The vibration suppression device for a hybrid vehicle according to claim 2,
Displacement measuring means for measuring the displacement of each element generated by the torque acting on each element of the actual plant,
The vibration suppression control unit includes an actual displacement calculating unit that calculates an actual displacement using a torque acting on each element and a measured displacement value, and a model displacement that calculates a model displacement using the torque acting on each element and a plant model. A calculating unit, a vibration displacement calculating unit that calculates an error (vibration displacement) between the actual displacement and the model displacement, a disturbance torque calculating unit that calculates back a disturbance torque using the calculated vibration displacement and an inverse model of the plant model, A correction torque calculation unit that calculates a correction torque in which the sign of the disturbance torque is inverted, and a correction torque addition unit that adds the calculated correction torque to a power source to which the selected two elements are combined, Vibration suppression device for hybrid vehicles. The vibration suppression device for a hybrid vehicle according to claim 1,
Displacement measuring means for measuring the displacement of each element generated by the torque acting on each element of the actual plant,
The vibration suppression control means includes an actual displacement calculating unit that calculates an actual displacement using a torque acting on each element and a measured displacement value, and a damping torque that calculates a damping torque using the calculated actual displacement and an electric damper. A calculation unit, a correction torque calculation unit that calculates a correction torque in which the sign of the calculated damping torque is inverted, and a correction torque addition unit that adds the calculated correction torque to the power source to which the two selected components are coupled. A vibration suppression device for a hybrid vehicle, comprising: The vibration suppression device for a hybrid vehicle according to claim 1,
Displacement measuring means for measuring the displacement of each element generated by the torque acting on each element of the actual plant,
The vibration suppression control unit includes an actual displacement calculating unit that calculates an actual displacement using a torque acting on each element and a measured displacement value, and a model displacement that calculates a model displacement using the torque acting on each element and a plant model. A calculating unit, a vibration displacement calculating unit for calculating an error (vibration displacement) between the actual displacement and the model displacement, a damping torque calculating unit for calculating a damping torque using the calculated vibration displacement and the electric damper, A hybrid, comprising: a correction torque calculation unit that calculates a correction torque in which the sign of a damping torque is inverted; and a correction torque addition unit that adds the calculated correction torque to a power source to which two selected elements are coupled. Vehicle vibration suppression device. The vibration suppression device for a hybrid vehicle according to any one of claims 1 to 5,
The vibration suppression control means selects two power sources having excellent torque control response among the power sources capable of controlling the torque, and generates a vibration control signal in response to a torque command given to the two power sources. A vibration suppressing device for a hybrid vehicle, wherein the superimposing suppresses the two-degree-of-freedom vibration of the planetary gear mechanism. The vibration suppression device for a hybrid vehicle according to any one of claims 1 to 5,
The vibration suppression control means selects a power source to which a coupling shaft having two high frequencies is connected among resonance frequencies of a shaft torsion system connecting components of the planetary gear mechanism and each power source, and A vibration suppression device for a hybrid vehicle, wherein a vibration control signal is superimposed on a torque command given to a power source to suppress two-degree-of-freedom vibration of the planetary gear mechanism. The vibration suppression device for a hybrid vehicle according to any one of claims 1 to 7,
The main power source is an engine, the plurality of auxiliary power sources are two motors, and a planetary gear mechanism for changing a gear ratio when transmitting an output of the main power source to a drive output member is provided with two motors. A four-element, two-degree-of-freedom planetary gear mechanism represented by a velocity diagram (collinear diagram) in which an engine and a drive output member are arranged between two motors;
The vibration suppression device for a hybrid vehicle, wherein the vibration suppression control means superimposes a signal for vibration control on torque commands of two motors disposed at both ends on a nomographic chart. The vibration suppression device for a hybrid vehicle according to claim 8,
The main power source is an engine, the plurality of auxiliary power sources is a coaxial multilayer motor having one stator and two rotors, and a gear ratio when transmitting an output of the main power source to a drive output member is changed. Is a Ravigneaux-type compound planetary gear train represented by a velocity diagram (collinear diagram) in which an engine and a drive output member are arranged between two motors by a coaxial multilayer motor. Hybrid vehicle vibration suppression device. In a hybrid vehicle having a main power source, a plurality of auxiliary power sources, and a planetary gear mechanism for changing a gear ratio when transmitting an output of the main power source to a drive output member,
By selecting two power sources capable of controlling torque among the power sources, and superimposing a vibration control signal on a torque command given to the two power sources, two planetary gear mechanism A vibration suppression method for a hybrid vehicle, characterized by suppressing degree vibration.

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