JP6958284B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly to a control device that controls a vehicle in which the powers of two motors are merged by a planetary mechanism.

A vehicle is known in which the powers of two motors are merged by a planetary mechanism to obtain a driving force. For example, Patent Document 1 describes an electric vehicle that transmits power obtained from two motors to one vehicle drive shaft via a planetary gear mechanism, and a control device for the electric vehicle. Patent Document 1 describes a control device for an electric vehicle that controls one of two motors so as to have a predetermined torque (torque control) and controls the rotation speed of the other motor (rotation speed control). Have been described.

Japanese Unexamined Patent Publication No. 2007-68301

For example, as described in Patent Document 1, when one of the two motors is torque-controlled to control the rotation speed of the other motor, if the rotation speed of the motor is significantly changed, the rotation speed is increased. The torque obtained from the controlled motor fluctuates greatly, and the fluctuation may affect the output torque. If the output torque fluctuates from the control target value, the fluctuation of the output torque may give a sense of discomfort to the driver of the vehicle.

An object of the present invention is to suppress fluctuations in output torque from a target value when the motor rotation speed is changed in the control of a vehicle in which the powers of two motors are merged by a planetary mechanism.

The vehicle control device which is a specific example of the present invention is a control device that controls a vehicle in which the powers of the two motors are merged by a planetary mechanism, and the two motors have a torque distribution determined according to the structure of the planetary mechanism. It has a command value derivation unit that derives the torque command value of one motor and the torque command value of the other motor, and a correction value derivation unit that derives a common correction torque value corresponding to both of the two motors. Then, the one motor is controlled by the corrected torque command value obtained by adding the correction torque value to the torque command value of the one motor, and the correction torque value is obtained from the torque command value of the other motor. The other motor is controlled by the corrected torque command value obtained by subtracting.

In the above specific example, the planetary mechanism merges the powers of the two motors. For example, the input torque obtained from one motor and the input torque obtained from the other motor are added in the planetary mechanism, and the output torque corresponding to the addition result is obtained. That is, an output torque equal to (including substantially equal) the sum of the input torques obtained from the two motors is obtained. Therefore, for example, the torque command value of each motor is determined so that the sum of the torque command values of the two motors becomes the target value of the output torque.

Then, in the above specific example, for example, when the rotation speed of the motor is changed, the correction torque value is added to the torque command value of one motor, and the same correction torque value is subtracted from the torque command value of the other motor. .. Therefore, the sum of the torque command values of the two motors does not change depending on the correction torque value. As a result, even if the correction torque value is adjusted to change the rotation speed of the motor, for example, the output torque, which is the sum of the input torques obtained from the two motors, is maintained at the target value.

As described above, according to the above specific example, the fluctuation of the output torque from the target value is suppressed. Thereby, for example, even when the rotation speed of the motor is changed, it is possible to realize control in which the output torque does not fluctuate from the target value. Therefore, for example, it is expected that the drive feeling will be improved as compared with the case where the output torque fluctuates from the target value.

Further, for example, the correction value deriving unit may derive the correction torque value by calculation using the measured value of the motor rotation speed. For example, the correction torque value is derived by using the measured value of the motor rotation speed obtained from one of the two motors.

Further, for example, the correction value derivation unit derives the correction torque value based on the time change rate difference, which is the difference between the time change rate of the motor rotation speed and the target time change rate obtained from the measured value of the motor rotation speed. You may try to do it. For example, the correction torque value is derived so that the time change rate obtained from the measured value becomes the target time change rate.

Further, for example, the correction value derivation unit derives the correction torque value based on the time change rate difference when the rotation speed difference, which is the difference between the measured value of the motor rotation speed and the target rotation speed, is relatively large. When the difference in rotation speed is relatively small, the correction torque value may be derived based on the difference in rotation speed. Note that "the difference in rotation speed is relatively large" and "the difference in rotation speed is relatively small" are the magnitude relations when these two differences in rotation speed are compared with each other, and the relative magnitude of the difference between these two rotation speeds. The relationship is clear. For example, if the rotation speed difference is not within the permissible range, it may be determined that the rotation speed difference is relatively large, and if the rotation speed difference is within the permissible range, it may be determined that the rotation speed difference is relatively small. ..

Further, for example, the correction value deriving unit derives the correction torque value based on the rotation speed difference, which is the difference between the measured value of the motor rotation speed and the target rotation speed, so that the measured value is the target rotation speed. The feedback control may be performed so as to follow. For example, feedback control (PID control) for deriving the correction torque value by PID (Proportional-Integral-Differential) calculation for the rotation speed difference may be executed, or correction torque may be executed by PI (Proportional-Integral) calculation for the rotation speed difference. Feedback control (PI control) for deriving the value may be executed.

According to the present invention, in the control of a vehicle in which the powers of two motors are merged by a planetary mechanism, the fluctuation of the output torque from the target value is suppressed. For example, according to a specific example of the present invention, it is possible to realize control in which the output torque does not fluctuate from the target value even when the rotation speed of the motor is changed. This is expected to improve the drive feeling, for example, as compared with the case where the output torque fluctuates from the target value.

It is a figure which shows the specific example of the control device of the vehicle suitable for carrying out this invention. It is a figure which shows the configuration example 1 (single pinion planetary) of a planetary mechanism. It is a collinear diagram corresponding to the configuration example 1 of a planetary mechanism. It is a figure which shows the configuration example 2 (double pinion planetary) of a planetary mechanism. It is a collinear diagram corresponding to the configuration example 2 of a planetary mechanism. It is a figure which shows the configuration example 3 (configuration using two sun gears) of a planetary mechanism. It is a collinear diagram corresponding to the configuration example 3 of a planetary mechanism. It is a flowchart which shows the specific example 1 of the control by the control device of FIG. It is a flowchart which shows the specific example 2 of the control by the control device of FIG.

FIG. 1 is a diagram showing a specific example of a vehicle control device suitable for carrying out the present invention. FIG. 1 shows a specific example of a vehicle provided with the control device 10. In the specific example shown in FIG. 1, the vehicle includes a first motor 21, a second motor 22, and a planetary mechanism 30 in addition to the control device 10, and two motors, the first motor 21 and the second motor 22 ( The power obtained from the motor) is merged by the planetary mechanism 30 to obtain a driving force.

In the specific example shown in FIG. 1, the vehicle control device 10 includes a torque command value derivation unit 12 and a correction torque value derivation unit 14. Torque command value deriving unit 12, a torque distribution determined according to the structure of the planetary gear system 30, to derive the torque command value T _m1 of the first motor 21 a torque command value T _m2 of the second motor 22. The correction torque value derivation unit 14 derives a common correction torque value ΔT corresponding to both the first motor 21 and the second motor 22. For example, the operation using the actual rotational speed N ₁ is a measurement obtained from the sensor S attached to the first motor 21, the correction torque value ΔT is derived.

Then, the control unit 10, the first motor 21 by a torque command value T _{m1 'after} correction obtained by adding the correction torque value ΔT to the torque command value T _m1 of the first motor 21 controls the second motor controlling the second motor 22 by the torque command value T _{m2 'after} correction obtained by subtracting the correction torque value ΔT from the torque command value T _m2 of 22.

The control device 10 can be realized by using hardware such as a CPU and a processor, for example. For example, the torque command value derivation unit 12 and the correction torque value derivation unit 14 are realized by an arithmetic device such as a CPU or a processor. Further, in the realization of the control device 10, a device such as a memory or an electric / electronic circuit may be used as needed.

Further, in the specific example shown in FIG. 1, a planetary mechanism 30 having various structures (types) can be used. Therefore, a typical configuration example of the planetary mechanism 30 will be described below. The specific example of the planetary mechanism 30 shown in FIG. 1 is not limited to the typical configuration examples described below.

FIG. 2 is a diagram showing a configuration example 1 of the planetary mechanism 30. FIG. 2 shows a specific example of the planetary mechanism 30 using the single pinion planetary.

The planetary mechanism 30 of FIG. 2 can rotate a sun gear S, a ring gear R located so as to surround the sun gear S, a plurality of pinions (planetary pinions) P that mesh with the sun gear S and the ring gear R, and a plurality of pinions P. It is equipped with a carrier (planetary carrier) C that supports the above. The sun gear S, the ring gear R, and the carrier C, which are the three elements of the planetary mechanism 30, rotate around a common rotation axis.

The first motor 21 is connected to the ring gear R. More specifically, the output shaft 31 of the first motor 21 is connected to the ring gear R via the input gear pair 34. The first motor 21 and the ring gear R may be connected via a plurality of gear pairs, or may be connected via a transmission element using a belt, a chain, or the like.

The second motor 22 is connected to the sun gear S. More specifically, the output shaft 32 of the second motor 22 is fixed to the sun gear S. The second motor 22 and the sun gear S may be connected via one or more pairs of gears, or may be connected via a transmission element using a belt, a chain, or the like.

In the configuration example 1 shown in FIG. 2, the carrier C is an output element. An output shaft 36 is coupled to the carrier C. The output shaft 36 is connected to the drive wheels 52 via the output gear train 42 and the final reducer 44. The output gear train 42 may include a transmission mechanism for changing the reduction ratio.

In the configuration example 1 shown in FIG. 2, the gear ratio ρ of the planetary mechanism 30 is the ratio of the number of teeth Zs of the sun gear S to the number of teeth Zr of the ring gear R (ρ = Zs / Zr).

FIG. 3 is a collinear diagram corresponding to the configuration example 1 of the planetary mechanism 30. That is, the collinear diagram of FIG. 3 illustrates the relationship between the rotational speeds of each element (sun gear S, ring gear R, carrier C) of the planetary mechanism 30 illustrated in FIG.

In FIG. 3, the vertical axis direction corresponds to the rotation speed, and the three vertical axes (arrows) indicated by the symbols S, C, and R correspond to the rotation speed of the sun gear S, the rotation speed of the carrier C, and the ring gear, respectively. The rotation speed of R is shown. Further, ρ in the co-line diagram of FIG. 3 is the gear ratio ρ of the planetary mechanism 30 (configuration example 1 using the single pinion planetary), and the number of teeth Zs of the sun gear S provided in the planetary mechanism 30 (FIG. 2) and the ring. It is a ratio (ρ = Zs / Zr) of the number of teeth Zr of the gear R.

In the planetary mechanism 30, when the rotation speed of two of the three elements is determined, the rotation speed of the remaining one element is determined. The collinear diagram shows this relationship. In the collinear diagram, the rotational speeds of the three elements are always on the straight lines that intersect the three vertical axes.

Therefore, if the rotation speed of one element is fixed, the rotation speeds of the other two elements change in relation to each other. For example, when the rotation speed of the carrier C is fixed and the rotation speed of the sun gear S is changed, the amount of change in the rotation speed of the ring gear R is ζ times the amount of change. The ratio of this amount of change, ζ, is referred to as the planetary gear ratio. The planetary gear ratio ζ is determined by the mechanical structure of the planetary mechanism 30. For example, in Configuration Example 1 (single pinion planetary), the planetary gear ratio ζ is equal to the gear ratio ρ (ζ = ρ).

In the planetary mechanism 30, the total torque of the three elements is 0 (zero). That is, the sum of the two input torques and the output torque are equal. For example, in the configuration example 1, the sum of the sun gear torque, which is the _{input torque T m1 obtained from the first motor 21, and the ring gear torque, which is the input torque T m} 2 obtained from the second motor 22, is the output torque (output shaft torque). ) equal to the carrier torque is _{T O.} That is, the relationship shown in Equation 1 is established.

Further, the torque balance in which the rotation speed of each element is maintained is realized by the _{torque distribution (ζ = T m1} / T _{m2) in which the ratio of the two input torques is the planetary gear ratio ζ.} In Configuration Example 1, since the planetary gear ratio ζ is equal to the gear ratio ρ (ζ = ρ), the relationship shown in Equation 2 is established.

Then, from equation (1) and Equation 2, Equation 3 showing the relationship between the output torque T _O and the input torque T _m1, equation (4) is derived which indicates the relationship between the output torque T _O and the input torque T _{m @ 2.}

Therefore, when the planetary gear system 30 is the configuration example 1, a torque command value deriving unit 12 (FIG. 1), when the target value of output torque T _O (required output shaft torque T _O) is given, the from equation (3) The torque command value T _{m1 of the 1 motor 21 is calculated, and the torque command value T m} 2 of the second motor 22 is calculated from the equation (4). In other words, so that the torque distribution determined according to the structure of the planetary mechanism 30 (gear ratio [rho), the torque command value T _m2 between the torque command value T _m1 of the first motor 21 and the second motor 22 is calculated.

FIG. 4 is a diagram showing a configuration example 2 of the planetary mechanism 30. FIG. 4 shows a specific example of the planetary mechanism 30 using the double pinion planetary.

The planetary mechanism 30 of FIG. 4 includes a sun gear S and a ring gear R located so as to surround the sun gear S. Further, the planetary mechanism 30 of FIG. 4 includes an inner pinion (inner planetary pinion) Pi that meshes with the sun gear S, an outer pinion (outer planetary pinion) Po that meshes with the ring gear R and the inner pinion Pi, and further, an inner pinion. A carrier (planetary carrier) C that rotatably supports the Pi and the outer pinion Po is provided. The sun gear S, the ring gear R, and the carrier C, which are the three elements of the planetary mechanism 30, rotate around a common rotation axis.

The first motor 21 is connected to the sun gear S. More specifically, the output shaft 31 of the first motor 21 is fixed to the sun gear S. The first motor 21 and the sun gear S may be connected via one or more pairs of gears, or may be connected via a transmission element using a belt, a chain, or the like.

The second motor 22 is connected to the carrier C. More specifically, the output shaft 32 of the second motor 22 is fixed to the carrier C. The second motor 22 and the carrier C may be connected via one or more pairs of gears, or may be connected via a transmission element using a belt, a chain, or the like.

In the configuration example 2 shown in FIG. 4, the ring gear R is the output element. An output gear 37 is provided on the outer circumference of the ring gear R. The output gear 37 is connected to the drive wheels 52 via the output gear train 42 and the final reducer 44. The output gear train 42 may include a transmission mechanism for changing the reduction ratio.

In the configuration example 2 shown in FIG. 4, the gear ratio ρ of the planetary mechanism 30 is the ratio of the number of teeth Zs of the sun gear S to the number of teeth Zr of the ring gear R (ρ = Zs / Zr).

FIG. 5 is a collinear diagram corresponding to the configuration example 2 of the planetary mechanism 30. That is, the collinear diagram of FIG. 5 illustrates the relationship between the rotational speeds of each element (sun gear S, ring gear R, carrier C) of the planetary mechanism 30 illustrated in FIG.

In FIG. 5, the vertical axis direction corresponds to the rotation speed, and the three vertical axes (arrows) indicated by the symbols S, C, and R correspond to the rotation speed of the sun gear S, the rotation speed of the carrier C, and the ring gear, respectively. The rotation speed of R is shown. Further, ρ in the co-line diagram of FIG. 5 is the gear ratio ρ of the planetary mechanism 30 (configuration example 2 using the double pinion planetary), and the number of teeth Zs of the sun gear S provided in the planetary mechanism 30 (FIG. 4) and the ring. It is a ratio (ρ = Zs / Zr) of the number of teeth Zr of the gear R.

In the planetary mechanism 30, when the rotation speed of two of the three elements is determined, the rotation speed of the remaining one element is determined. The collinear diagram shows this relationship. In the collinear diagram, the rotational speeds of the three elements are always on the straight lines that intersect the three vertical axes.

Further, in the planetary mechanism 30, the total torque of the three elements is 0 (zero). That is, the sum of the two input torques and the output torque are equal. For example, in the configuration example 2, the sum of the sun gear torque, which is the _{input torque T m1 obtained from the first motor 21, and the carrier torque, which is the input torque T m2} obtained from the second motor 22, is the output torque (output shaft torque). equal to the ring gear torque is T _O. That is, the relationship shown in the above equation (1) is established.

Further, in the configuration example 2 shown in FIGS. 4 and 5, the torque balance in which the rotation speed of each element is maintained is realized by the relationship shown in Equation 5.

Then, from equation (1) and the formula (5), equation (6) showing the relationship between the output torque T _O and the input torque T _m1, equation (7) is derived which indicates the relationship between the output torque T _O and the input torque T _{m @ 2.}

Therefore, when the planetary gear system 30 is exemplary configuration 2, the torque command value deriving unit 12 (FIG. 1), when the target value of output torque T _O (required output shaft torque T _O) is given, the from equation (6) The torque command value T _{m1 of the 1 motor 21 is calculated, and the torque command value T m} 2 of the second motor 22 is calculated from the equation 7. In other words, so that the torque distribution determined according to the structure of the planetary mechanism 30 (gear ratio [rho), the torque command value T _m2 between the torque command value T _m1 of the first motor 21 and the second motor 22 is calculated.

FIG. 6 is a diagram showing a configuration example 3 of the planetary mechanism 30. FIG. 6 illustrates a specific example of the planetary mechanism 30 in which the ring gear is removed from the labinio mechanism with two sun gears.

The planetary mechanism 30 of FIG. 6 includes a first sun gear S1 to which the first motor 21 is connected and a second sun gear S2 to which the second motor 22 is connected. The first sun gear S1 is coupled to the output shaft 31 of the first motor 21, and the second sun gear S2 is coupled to the output shaft 32 of the second motor 22.

Further, the planetary mechanism 30 of FIG. 6 includes a plurality of outer pinions (outer planetary pinions) Po that mesh with the first sun gear S1 and a plurality of inner pinions (inner planetary pinions) Pi that mesh with the second sun gear S2. Further, each outer pinion Po and each inner pinion Pi that are in a corresponding relationship also mesh with each other. Further, the planetary mechanism 30 of FIG. 6 includes a carrier (planetary carrier) C that rotatably supports a plurality of outer pinion Pos and a plurality of inner pinion Pis.

The first sun gear S1, the second sun gear S2, and the carrier C, which are the three elements of the planetary mechanism 30 of FIG. 6, rotate around a common rotation axis. Further, in the configuration example 3 shown in FIG. 6, the carrier C is an output element. The carrier C includes an output gear 38, and the output gear 38 is connected to the drive wheels 52 via an output gear train 42 and a final reduction gear 44. The output gear train 42 may include a transmission mechanism for changing the reduction ratio.

In the configuration example 3 shown in FIG. 6, the number of teeth of the first sun gear S1 is a _{Z S1,} the number of teeth of the second sun gear S2 are a _{Z S2.}

FIG. 7 is a collinear diagram corresponding to the configuration example 3 of the planetary mechanism 30. That is, the collinear diagram of FIG. 7 illustrates the relationship between the rotation speeds of each element (first sun gear S1, second sun gear S2, carrier C) of the planetary mechanism 30 illustrated in FIG.

In FIG. 7, the vertical axis direction corresponds to the rotation speed, and the three vertical axes (arrows) indicated by the symbols S1, S2, and C correspond to the rotation speed of the first sun gear S1 and the rotation speed of the second sun gear S2, respectively. , The rotation speed of the carrier C is shown. The ratio of _Z S2 _{/ Z S1} is a planetary mechanism 30 (configuration example shown in FIG. 6. 3) and the number of teeth _{Z S2} of the second sun gear provided to the number of teeth _{Z S1} of the first sun gear S1 in the diagram of FIG 7 (Z _S2 / Z _S1 ).

In the planetary mechanism 30, when the rotation speed of two of the three elements is determined, the rotation speed of the remaining one element is determined. The collinear diagram shows this relationship. In the collinear diagram, the rotational speeds of the three elements are always on the straight lines that intersect the three vertical axes.

Further, in the planetary mechanism 30, the total torque of the three elements is 0 (zero). That is, the sum of the two input torques and the output torque are equal. For example, in the configuration example 3, the sum of the sun gear 1 torque, which is the _{input torque T m1 obtained from the first motor 21, and the sun gear 2 torque, which is the input torque T m} 2 obtained from the second motor 22, is the output torque (output shaft). equal to the carrier torque is the torque) _{T O.} That is, the relationship shown in the above equation (1) is established.

Further, in the configuration example 3 shown in FIGS. 6 and 7, the torque balance in which the rotation speed of each element is maintained is realized by the relationship shown in Equation 8.

Then, from equation (1) and the equation (8), equation (9) showing the relationship between the output torque T _O and the input torque T _m1, number 10 formula is derived which indicates the relationship between the output torque T _O and the input torque T _{m @ 2.}

Therefore, when the planetary gear system 30 is exemplary configuration 3, the torque command value deriving unit 12 (FIG. 1), when the target value of output torque T _O (required output shaft torque T _O) is given, the from equation (9) The torque command value T _{m1 of the 1 motor 21 is calculated, and the torque command value T m} 2 of the second motor 22 is calculated from the equation tens. In other words, so that the torque distribution determined according to the structure of the planetary mechanism 30 (the ratio _Z S2 _{/ Z S1} number of teeth _{Z S2} and the number of teeth _{Z S1),} the torque command value _{T m1} of the first motor 21 and the second motor The torque command value T _{m2 of} 22 is calculated.

In a typical configuration examples 1 to 3 of the planetary mechanism 30, while achieving the target value of output torque T _O a (required output shaft torque T _O), torque distribution to realize the torque balance the rotational speed of each element is maintained (Torque command value T _m1 and torque command value T _m2 ) are as described above.

Returning to FIG. 1, the control device 10 uses the corrected torque value, for example, when changing the rotation speed of the motor. The correction torque value is derived by the correction torque value derivation unit 14. The correction torque value derivation unit 14 derives a common correction torque value ΔT corresponding to both the first motor 21 and the second motor 22.

Then, for example, when the control device 10 wants to increase the rotation speed of the first motor 21, the correction torque value derived by the correction torque value extraction unit 14 is _{added to the torque command value T m1 derived by the torque command value extraction unit 12.} ΔT is added, and the first motor 21 is controlled by the corrected torque command value T _{m1 ′ (equation 11 formula) obtained thereby.} Further, the control device 10 subtracts the correction torque value ΔT derived by the correction torque value derivation unit 14 from the _{torque command value T m2} derived by the torque command value derivation unit 12, and the corrected torque command value obtained thereby is subtracted. The second motor 22 is controlled by T _{m2'(equation 12 type).}

In this way, the _{torque balance is lost due to the corrected torque command value T m1} ′ and the torque command value T _m2 ′. Therefore, if the corrected torque value ΔT is a positive value, the rotation speed of the first motor 21 starts to increase. The rotation speed of the second motor 22 begins to decrease.

Further, the output torque _{T O} 'after the correction is corrected torque command value _{T m1} of' a 'sum of _{(T O'} and the corrected torque command value _{T m2 = T m1 '+ T} m2'). The corrected torque command value T _m1 ′ and the corrected torque command value T _m2 ′ are obtained by the equations 11 and 12, respectively. Therefore, the output torque T _O before correction and the output torque T _{O 'after} the correction will satisfy the relationship of Equation 13 Equation. That is, the output torque T _O before correction and the output torque T _{O 'after} the correction is equal, the output torque before and after the correction is maintained at the target value (required output shaft torque T _O).

Incidentally, for example, for slowing down the rotational speed of the first motor 21, the first motor 21 by the correction torque value from the torque command value T _m1 [Delta] T (positive value) the torque command value T _{m1 'after} correction obtained by subtracting the controlled, it may be controlled second motor 22 by the torque command value T torque command value after correction by adding the same correction torque value ΔT in _{m @ 2} T _{m @ 2 '.} As a result, the rotation speed of the first motor 21 begins to decrease, and the rotation speed of the second motor 22 begins to increase. Even in this case, the output torque is maintained at the _{target value (required output shaft torque TO) before and after the correction.}

As described above, according to the control device 10 shown in FIG. 1, for example, when the rotation speed of the motor is changed, the correction torque value is added to the torque command value of one motor, and the torque command value of the other motor is the same. The correction torque value is subtracted. Therefore, the sum of the torque command values of the two motors does not change depending on the correction torque value. As a result, even if the correction torque value is adjusted to change the rotation speed of the motor, for example, the output torque, which is the sum of the input torques obtained from the two motors, is maintained at the target value.

Therefore, according to the control device 10 shown in FIG. 1, the fluctuation of the output torque from the target value is suppressed. Thereby, for example, even when the rotation speed of the motor is changed, it is possible to realize control in which the output torque does not fluctuate from the target value. Therefore, for example, it is expected that the drive feeling will be improved as compared with the case where the output torque fluctuates from the target value.

FIG. 8 is a flowchart showing a specific example 1 of control by the control device 10 of FIG. A specific example 1 of control by the control device 10 will be described based on the flowchart of FIG. Regarding the configuration (part) shown in FIG. 1, the reference numerals in FIG. 1 are used in the following description.

In Example 1 shown in FIG. 8, first, the required output shaft torque T _O to be the target value of the output torque is determined (S1). The required output shaft torque _TO is determined according to, for example, the opening degree of the accelerator operated by the driver of the vehicle.

Next, the control device 10 calculates the rotation speed difference ΔN, which is the difference between _{the target rotation speed N 1ref} and the actual rotation speed N _{1 (S2).} The target rotation speed N _1ref is a target rotation speed when changing the rotation speed of the first motor 21. For example, the rotation speed of the second motor 22 may be _{the target rotation speed N 1ref of the first motor 21.} Further, the actual rotation speed N ₁ is the actual rotation speed of the first motor 21, and is, for example, a measured value obtained from the sensor S attached to the first motor 21.

Subsequently, the control device 10 determines whether or not the rotation speed difference ΔN is within the permissible range N _{trol (S3).} The permissible range N _trol is a reference value for determining the magnitude of the rotation speed difference ΔN. For example, when the absolute value of the rotation speed difference ΔN _{is smaller than the permissible range N trol} (| ΔN | <N _trol ), it _{is determined that the rotation speed difference ΔN is within the permissible range N trol} , and the absolute value of the rotation speed difference ΔN is permissible. When it is equal to or greater than the range N _{trol (| ΔN | ≧ N trol} ), it is determined that the rotation speed difference ΔN _{is not within the permissible range N trol.}

If the rotation speed difference ΔN is within the permissible range N _trol , the correction torque value in the steady state is calculated (S4). The correction torque value derivation unit 14 calculates the correction torque value ΔT based on the rotation speed difference ΔN, which is the difference between _{the target rotation speed N 1ref} and the actual rotation speed N _1. For example, the correction torque value ΔT (ΔT = Ks · ΔN) is calculated by multiplying the rotation speed difference ΔN by the proportional gain Ks at the steady state.

On the other hand, if the rotation speed difference ΔN is _{not within the permissible range N trol} , the time change rate of the rotation speed is calculated (S5). The correction torque value derivation unit 14 calculates a differential value (dN _{1 / dt) of time t with respect to the actual rotation speed N 1} obtained from the sensor S, and uses the differential value as the time change rate dN of the rotation speed of the first motor 21. _{It is set to 1} / dt.

Then, the correction torque value at the time of transient calculation is calculated (S6). The correction torque value deriving unit 14 is based on the time change rate difference, which is the difference between _{the target time change rate ref (dN 1} / dt) and the _{time change rate dN 1} / dt, which is an actually measured value based on the actual _{rotation speed N 1.} , Calculate the correction torque value ΔT. For example, the correction torque value ΔT (ΔT = Ka · (ref (dN ₁ / dt) −dN ₁ / dt)) is calculated by multiplying the time change rate difference by the proportional gain Ka at the time of transient.

The target time change rate ref (dN ₁ / dt) is a target value of _{the time change rate dN 1} / dt for suppressing a sudden change in the motor rotation speed. Therefore, for example, it is desirable to calculate the correction torque value ΔT so that the measured time change rate dN ₁ / dt becomes equal to the target time change rate ref (dN _{1 / dt).} As a result, _{even when the motor rotation speed changes significantly beyond the permissible range N trol} , the motor rotation speed can be changed while suppressing a sudden change in the motor rotation speed.

When the correction torque value ΔT obtained by the processing in the processing or S6 in S4, the control unit 10 calculates the torque command value T _{m1 'after} correction by adding the correction torque value ΔT to the torque command value T _m1, calculating the torque command value T _{m @ 2 'after} the correction by subtracting the correction torque value ΔT from the torque command value T _m2 (S7).

In this way, the first motor 21 is controlled by the corrected _{torque command value T m1} ′, and the second motor 22 is controlled by the _{corrected torque command value T m2 ′.} Then, for example, when the actual rotational speed _{N 1} of the first motor 21 reaches the target rotation speed _{N 1ref (N 1 = N 1ref} ), the correction torque value [Delta] T is zero (ΔT = 0). When the actual rotation speed N ₁ is _{substantially equal to the target rotation speed N 1 ref} (for example, the difference is equal to or less than the permissible value), the correction torque value ΔT may be set to zero (ΔT = 0).

According to the specific example 1 shown in FIG. 8, when the rotation speed difference ΔN is within the permissible range N _trol and the change in the motor rotation speed is small, the target rotation speed N _1ref is maintained by the correction torque value ΔT in the steady state. The rotation speed of the first motor 21 is controlled in this way. Further, in the specific example 1 of FIG. 8, when the rotation speed difference ΔN _{greatly changes the motor rotation speed so as to exceed the permissible range N trol} , the correction torque value ΔT at the time of transient causes a sudden change in the motor rotation speed. The rotation speed of the first motor 21 is controlled so as to reach the target rotation speed N _{1ref while suppressing the rotation speed.} Therefore, even when the motor rotation speed is significantly changed, the discomfort given to the driver of the vehicle is reduced, and the discomfort is preferably eliminated.

FIG. 9 is a flowchart showing a specific example 2 of control by the control device 10 of FIG. Also in embodiment 2 shown in FIG. 9, first, the required output shaft torque T _O to be the target value of the output torque is determined (S1). The required output shaft torque _TO is determined according to, for example, the opening degree of the accelerator operated by the driver of the vehicle.

Next, the control device 10 calculates the rotation speed difference ΔN, which is the difference between _{the target rotation speed N 1ref} and the actual rotation speed N _{1 (S2).} The target rotation speed N _1ref is a target rotation speed when changing the rotation speed of the first motor 21. For example, the rotation speed of the second motor 22 may be _{the target rotation speed N 1ref of the first motor 21.} Further, the actual rotation speed N ₁ is the actual rotation speed of the first motor 21, and is, for example, a measured value obtained from the sensor S attached to the first motor 21.

Subsequently, the correction torque value is calculated (S3). The correction torque value derivation unit 14 performs a correction torque value ΔT (ΔT = (Kp + Ki / s + Kd · s) · ΔN) by PID calculation based on the rotation speed difference ΔN which is the difference between _{the target rotation speed N 1ref} and the actual rotation speed N _1. Is calculated. The correction torque value ΔT (ΔT = (Kp + Ki / s) · ΔN) may be calculated by the PI calculation.

When the correction torque value ΔT is obtained, the controller 10 calculates the torque command value T _{m1 'after} correction by adding the correction torque value ΔT to the torque command value T _m1, correction torque from the torque command value T _m2 The corrected torque command value T _m2 ′ is calculated by subtracting the value ΔT (S4).

In this way, the first motor 21 is controlled by the corrected _{torque command value T m1} ′, and the second motor 22 is controlled by the _{corrected torque command value T m2 ′.} Then, for example, when the actual rotational speed _{N 1} of the first motor 21 reaches the target rotation speed _{N 1ref (N 1 = N 1ref} ), the correction torque value [Delta] T is zero (ΔT = 0). When the actual rotation speed N ₁ is _{substantially equal to the target rotation speed N 1 ref} (for example, the difference is equal to or less than the permissible value), the correction torque value ΔT may be set to zero (ΔT = 0).

In Specific Example 2 shown in FIG. 9, for example, feedback control for calculating the correction torque value ΔT by PID calculation or PI calculation is executed, and thereby, for example, control for making the motor rotation speed follow the target value is realized.

Although the preferred embodiments of the present invention have been described above, the above-described embodiments are merely examples in all respects, and do not limit the scope of the present invention. The present invention includes various modified forms without departing from its essence.

10 Control device, 12 Torque command value derivation unit, 14 Corrected torque value derivation unit, 21 1st motor, 22 2nd motor, 30 Planetary mechanism.

Claims (5)

It is a control device that controls a vehicle that merges the power of two motors with a planetary mechanism.
A command value deriving unit that derives a torque command value of one of the two motors and a torque command value of the other motor with a torque distribution determined according to the structure of the planetary mechanism.
A correction value derivation unit that derives a common correction torque value corresponding to both of the two motors, and a correction value derivation unit.
Have,
The one motor is controlled by the corrected torque command value obtained by adding the correction torque value to the torque command value of the one motor, and the correction torque value is subtracted from the torque command value of the other motor. The other motor is controlled by the corrected torque command value obtained by the above.
A vehicle control device characterized by the fact that. In the vehicle control device according to claim 1,
The correction value derivation unit derives the correction torque value by calculation using the measured value of the motor rotation speed.
A vehicle control device characterized by the fact that. In the vehicle control device according to claim 2.
The correction value derivation unit derives the correction torque value based on the time change rate difference, which is the difference between the time change rate of the motor rotation speed and the target time change rate obtained from the measured value of the motor rotation speed.
A vehicle control device characterized by the fact that. In the vehicle control device according to claim 3.
The correction value deriving unit derives the correction torque value based on the time change rate difference when the rotation speed difference, which is the difference between the measured value of the motor rotation speed and the target rotation speed, is relatively large, and the correction torque deriving unit derives the correction torque value. When the difference is relatively small, the correction torque value is derived based on the rotation speed difference.
A vehicle control device characterized by the fact that. In the vehicle control device according to claim 2.
The correction value deriving unit derives the correction torque value based on the rotation speed difference, which is the difference between the measured value of the motor rotation speed and the target rotation speed, so that the measured value follows the target rotation speed. Feedback control to
A vehicle control device characterized by the fact that.

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