KR101000410B1 - Active vibration control system for hybried electric vehicle - Google Patents

Abstract

The present invention relates to an active vibration reduction control device for a hybrid vehicle, wherein the motor controller estimates the magnitude of the vibration torque and the phase difference from the engine crankshaft from the speed information of the motor position sensor owned without receiving any information from the engine controller. The present invention relates to an active vibration reduction control apparatus for a hybrid vehicle that reduces axial vibration by calculating a reverse torque command of rear vibration torque and adding the normal torque command to perform motor control. In the present invention, by enabling active vibration reduction with the motor control system, it is possible to reduce the engine vibration more effectively to improve the riding comfort, and to reduce the cost because the vibration reduction is performed only by a conventional hybrid system without any additional means. There is this. In particular, it is not necessary to connect the motor controller to receive the signal of the engine crankshaft position sensor, so that the circuit design of the engine controller and the motor controller for input and output of the sensor signal is unnecessary, and the wiring used for wiring the sensor signal. Since it can be removed, it is possible to prevent performance degradation due to noise inflow.

Hybrid Vehicle, Active, Vibration Reduction, Adaptive Filter

Description

Active vibration control system for hybried electric vehicle

The present invention relates to an active vibration reduction control device for a hybrid vehicle, and more particularly, the motor controller can compare the magnitude of vibration torque with the engine crankshaft from the speed information of its own motor position sensor without receiving any information from the engine controller. The present invention relates to an active vibration reduction control device for a hybrid vehicle that reduces axial vibration by estimating a phase difference, calculating a reverse torque command of vibration torque, and adding the normal torque command to perform motor control.

A hybrid vehicle means an efficient combination of two or more different power sources to drive a vehicle, but in most cases, an engine that burns fuel (fossil fuel such as gasoline) to obtain torque and an electric motor that obtains torque by battery power Means a vehicle driven by.

This hybrid vehicle is a futuristic vehicle that adopts not only an engine but also an electric motor as an auxiliary power source to reduce emissions and improve fuel efficiency, and is actively researching in response to the request of the times to improve fuel efficiency and develop environmentally friendly products. It is becoming.

Hybrid vehicles are EV (Electric Vehicle) mode, which is a pure electric vehicle mode that uses only electric motor (drive motor) power, HEV (Hybrid Electric Vehicle) mode, which uses the rotational power of the engine as auxiliary power while the rotational power of the engine is the main power, When the vehicle is driven by braking or inertia, the vehicle travels in a driving mode such as regenerative braking (RB) mode in which braking and inertia energy is recovered through generation of the driving motor and charged in a battery.

As described above, in the hybrid vehicle, the mechanical energy of the engine and the electrical energy of the battery are used together, and the optimum operating area of the engine and the driving motor is used, and the energy is recovered by the driving motor during braking, thereby improving fuel efficiency and efficient energy use.

The hybrid vehicle is equipped with a hybrid control unit (HCU), and has a controller for each device constituting the system.

For example, an engine control unit (ECU) for controlling the overall operation of the engine, a motor control unit (MCU) (including an inverter) for controlling the overall operation of the driving motor, a transmission controller for controlling the transmission (CVT) (Transmission Control Unit (TCU)), a battery controller (Battery Management System (BMS)) that monitors and manages the battery status, and an air conditioner controller (Full Auto Temperature Controller, FATC) in charge of room temperature control.

Here, the HCU is a top-level controller in charge of driving control of each controller, hybrid driving mode setting, and overall vehicle control. Each of the controllers is connected to a high-speed CAN communication line centering on the HCU, which is the top-level controller. The upper controller is to transmit commands to the lower controller while exchanging information between them.

1 is a diagram illustrating a configuration of a hybrid vehicle, an engine 110, an engine controller (ECU) 120, a driving motor 130, a motor controller (MCU) 140, a high voltage battery 150, and a battery. A controller BMS (not shown), a high voltage breaker (main relay) 160, a DC / DC converter 170, and the like are shown, and the driving motor 130 can be driven and charged. The motor controller 140 controls the driving motor 130 to drive and generate power by generating torque. The motor controller 140 includes a control unit 141, a driving unit 142, and a power supply unit (not shown).

On the other hand, by applying an antiphase torque of the fundamental wave vibration component to the crankshaft vibration caused by the explosion stroke of the engine, it is possible to actively reduce the shaft vibration. In the prior art, a motor controller directly branches and receives a crankshaft position sensor signal of an engine controller in order to determine a phase of a vibration component.

That is, in order to reduce the axial vibration caused by the engine explosion force, the device detects the phase of the vibration component of the engine torque by using the signal of the crankshaft position sensor of the engine, thereby generating reverse torque with the hybrid drive motor to suppress the vibration. It has been suggested.

As described above, in order for the motor control system of the hybrid vehicle to generate the antiphase torque for vibration reduction, it is a prerequisite to accurately grasp the phase of the vibration component of the engine torque.

To this end, the motor controller receives the crankshaft position sensor signal from the engine controller, which is not in phase with the crankshaft position sensor even though the position sensor owned by the motor control system is coupled with the engine shaft. This is because it is impossible to grasp the phase of the component itself.

In order to receive the crankshaft position information, the signal of the crankshaft position sensor can be branched and directly connected to the motor control system, or the corresponding information can be transmitted through communication means. The circuit for input and output of the sensor signal has to be added and a separate wiring is required, which has the disadvantage of increasing noise inflow and cost.

In addition, in the latter case, communication speeds that are currently available, such as CAN communication, are significantly slower than the oscillation frequency, so that control delay occurs and control is impossible.

Therefore, the present invention has been invented to solve the above problems, and by enabling active vibration reduction with a motor control system, it is possible to more effectively reduce engine vibration to improve ride comfort, and without the need for a conventional hybrid The main purpose is to provide an active vibration reduction control device for a hybrid vehicle that can reduce the cost by performing vibration reduction only by the system.

In particular, it is not necessary to connect the motor controller to receive the signal of the engine crankshaft position sensor, so that the circuit design of the engine controller and the motor controller for input and output of the sensor signal is unnecessary, and the wiring used for wiring the sensor signal. It is an object of the present invention to provide an active vibration reduction control device for a hybrid vehicle that can eliminate the performance degradation due to noise inflow can be removed.

In order to achieve the above object, the present invention includes a C2 position angle calculation unit for obtaining position information of the same frequency as the engine crankshaft position sensor signal from the speed information of the motor position sensor; A reference wave generator for generating a reference sine wave from the positional information obtained by the C2 position angle calculator; Using the reference sine wave generated by the reference wave generator as an input and estimating the filter coefficient using the C2 speed component obtained from the motor position information of the motor position sensor as a target output, the phase angle of the C2 speed synchronized to the crankshaft is obtained. An adaptive filter unit; A C2 torque calculator for calculating a phase angle of the C2 torque from the phase angle of the C2 speed and outputting the phase angle of the C2 torque together with the magnitude of the C2 torque; A vibration reduction torque command generation unit for calculating a position angle of the reverse phase from the output of the C2 torque calculation unit and compensating the torque delay of the inverter to generate a final reverse torque command for vibration reduction; And a motor controller configured to generate a motor torque by inputting the sum of the torque request amount of the host controller and the reverse torque command of the vibration reduction torque command generation unit as an input. To provide.

Here, the position information calculation unit C2 as the position information is characterized in that for generating the position angle of the C2 speed component of the engine by dividing the motor position sensor information of the m pole by m / 2.

The adaptive filter unit may include an RLS adaptive filter configured to estimate a filter coefficient by using a reference sine wave as the input of the reference wave generator and using a C2 speed component obtained from the motor position information of the motor position sensor as a target output. The instantaneous speed information obtained by differentiating the motor position information is passed through a band pass filter to obtain only the C2 speed component, and then serves as a target output of the RLS adaptive filter.

In addition, if the instantaneous speed information obtained by differentiating the motor position information of the motor position sensor passes through the low pass filter and the engine rotation speed is obtained and the C2 frequency is obtained therefrom, the adaptive filter unit has a phase angle and magnitude with respect to the C2 frequency. The phase angle of the C2 velocity synchronized with the crankshaft is obtained by adding the phase angle with respect to the C2 frequency to the C2 position angle of the C2 position angle calculator.

In addition, the C2 torque calculating unit obtains the phase angle of the C2 torque by advancing 90 degrees to the phase angle of the C2 speed, and multiplies the C2 speed amplitude by n / 2 times the crankshaft equivalent inertia to obtain the magnitude of the C2 torque. .

The C2 torque calculating unit may receive the engine load information from the engine controller to calculate the magnitude of the C2 torque.

Accordingly, in the active vibration reduction control apparatus of the hybrid vehicle according to the present invention, the magnitude of the vibration torque and the phase difference with the engine crankshaft are estimated from the speed information of the motor position sensor owned by the motor controller without receiving any information from the engine controller. Then, the reverse torque command of the vibration torque is calculated and summed with the normal torque command to perform motor control to effectively attenuate the axial vibration.

In the present invention, by enabling active vibration reduction with the motor control system, it is possible to reduce the engine vibration more effectively to improve the riding comfort, and to reduce the cost because the vibration reduction is performed only by a conventional hybrid system without any additional means. There is this.

In particular, it is not necessary to connect the motor controller to receive the signal of the engine crankshaft position sensor, so that the circuit design of the engine controller and the motor controller for input and output of the sensor signal is unnecessary, and the wiring used for wiring the sensor signal. Since it can be removed, it is possible to prevent performance degradation due to noise inflow. At the same time, the cost can be reduced.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

The present invention relates to an active vibration reduction control device using a drive (power generation) motor of a hybrid vehicle, eliminating the need for direct connection of a crankshaft position sensor signal from an engine controller, which is a disadvantage of the prior art, without additional circuitry and wiring. It is an object of the present invention to provide a technology capable of effectively reducing engine shaft vibrations by using only a conventional motor controller having a motor position sensor.

In the present invention, the vibration after estimating the magnitude of the vibration torque and the phase difference with the engine crankshaft through the adaptive filter (RLS algorithm) of the recursive least squares (RLS) method from the speed information measured by the motor position sensor The axial vibration is attenuated by calculating the reverse torque command of the torque and adding the normal torque command to perform motor control.

Hereinafter, the present invention will be described in more detail.

The present invention relates to a method of reducing a fundamental wave component among vibration components of an engine torque generated by an explosion stroke by generating a reverse torque synchronized with its phase by using a motor controller in a hybrid system. In the following description, the four-cylinder engine was developed with the vibration fundamental frequency twice the number of revolutions of the crankshaft, and the vibration component was symbolized by C2. Of course, the C2 component can also be generalized by replacing the C2 component with a vibration component having a frequency of n / 2 of the crankshaft rotational speed.

The torque generated by the engine in the explosion stroke can be generalized as the Fourier series represented by the components having a frequency twice the average torque and the engine speed in the case of four-cylinder engines and their harmonics.

Here, T _eng represents the instantaneous torque of the engine, T _avg represents the average torque, n represents the harmonic order, a represents the magnitude of the torque harmonics, ω ₁ represents the rotational angular velocity of the engine, and t represents time.

Then, the rotational speed is measured from the position sensor coupled to the engine crankshaft.

Where ω _eng represents the rotational speed of the engine, ω ₁ represents the rotational angular velocity of the engine, n is the harmonic order, b is the magnitude of the speed harmonics, and θ is the phase difference of the position sensor with respect to the crankshaft (offset). T represents time, respectively.

In addition, the equation of motion of the engine crankshaft is as follows.

Here, J is the equivalent inertia converted to the crankshaft, and T _load is the equivalent load torque applied to the engine.

Then, the C2 torque component is extracted from the above equations.

If the magnitude of the C2 speed component and the phase difference between the motor position sensor and the crankshaft can be estimated from the speed information obtained from the position sensor, the C2 torque component can be identified, and the reverse torque y for vibration reduction can be calculated as follows. Do.

는 모터 위치센서에서 산출된 C2 위치각 정보이다. x의 전개식에서 C2 위치각 정보에 추정된 위치센서 위상차

를 더한 후, π를 더하여 역위상을 취하고, 미분을 위해 π/2를 더한 후, 인버터 토크 발생 지연을 보상하기 위한 θ_lag를 더하여 진동 저감용 역토크의 위상각을 결정한다.here,

Is the C2 position angle information calculated by the motor position sensor. Position sensor phase difference estimated from C2 position angle information in x expression

After adding ,, π is added to take an inverse phase, π / 2 is added for differentiation, and θ _lag is added to compensate for the inverter torque generation delay, and the phase angle of the reverse torque for vibration reduction is determined.

In the above, grasping the phase difference θ of the position sensor of the motor controller is a key element to enable active reduction, and the present invention estimates this using a recursive least square adaptive filter.

The adaptive sine wave with the C2 position angle as the input signal of the adaptive filter and the target output with the C2 velocity component can be used to estimate the magnitude and phase angle of the C2 velocity component. In the end, active vibration reduction is possible only with the motor position sensor.

The present invention may be applied to a hybrid vehicle as shown in FIG. 1, and the configuration of the vibration reduction control apparatus according to the present invention will be described in detail with reference to the accompanying FIG. 2 as follows.

The present invention is directed to a hybrid vehicle having a structure in which the drive motor 1 is connected to the crankshaft 2a of the engine 2, and the rotor position sensor 3 for controlling the motor is on the same axis as the drive motor 1. It is directly connected. In FIG. 2, an illustration of a crankshaft position sensor (CPS) for controlling an engine is omitted.

First, the C2 speed estimating section 4 has a C2 position angle calculating section 5, a reference wave generating section 6, an adaptive filter section 7 and the like as the main configurations, and the respective configurations will be described in detail below.

The motor control rotor position sensor 3 is configured to output a waveform that is electrically m-turned per mechanical rotation of the drive motor 1, and its value does not generally match the frequency of the engine crankshaft position sensor signal. The C2 position angle calculator 5 divides the motor position sensor information of the m pole by m / 2 to obtain position information of the same frequency as the engine crankshaft position sensor signal. The position angle thus obtained coincides with the information of the crankshaft position sensor but the frequency does not match, and has any phase difference (or offset) among several combinations determined by the number of poles as shown in the following equation.

Here, θ ₀ is a phase difference when I = 0.

The waveform of FIG. 3 shows an example in which the C2 position angle is obtained by dividing four times when the motor position sensor is 8 poles.

In the configuration of FIG. 2, the reference wave generator 6 generates a unit sine wave (reference sine wave) having a size of 1 by using the C2 position angle obtained by the C2 position angle calculator 5 as an input.

In addition, an adaptive filter unit 7 is provided, which may include an RLS adaptive filter 7a using an RLS algorithm. The RLS adaptive filter 7a of the adaptive filter 7 finds the filter coefficients by using the reference sine wave as the input and the C2 velocity component as the target output. The reference sine wave 7 obtains the reference sine wave from the band pass filter. (Band-pass filter) (9) receives the C2 velocity component that is the target output and finds the filter coefficient. That is, the adaptive filter unit 7 uses the output of the reference wave generator 6 as an input of the RLS adaptive filter 7a, and at the same time obtains by differentiating the position information of the motor position sensor 3 in the differentiator 8. One instantaneous velocity information is passed through the band pass filter 9 to obtain only the C2 velocity component, which is then the target output of the RLS adaptive filter 7.

When the RLS adaptive filter 7 is repeatedly executed, the coefficient of the filter transfer function H (s) is estimated so that the input signal becomes the target output. That is, the coefficient of the filter H (s) at which the unit sine wave coincides with the measured C2 velocity component is found. Instantaneous rotation speed (instantaneous speed information obtained by differentiating the position information of the motor position sensor in the differentiator) passes through a low-pass filter 10 to remove harmonic components including C2, and from there, the engine rotation speed ω ₁ is obtained. Multiplying this value by 2 yields a C2 frequency value, which is input to a filter having coefficients estimated by the adaptive filter 7 to obtain a phase angle 11 and magnitude 12 for the C2 frequency, respectively. By adding the phase angle 11 found at the C2 frequency to the C2 position angle of the C2 position angle calculation unit 5, the phase angle at the C2 speed synchronized with the crankshaft is obtained (13).

In the C2 torque (phase angle and magnitude) calculation unit 14, since the torque is a derivative value of the speed, the phase angle of the C2 torque is obtained by advancing the angle 15 by 90 degrees to the phase angle of the C2 speed, and the crankshaft equivalent to the C2 speed amplitude. The magnitude of the C2 torque is obtained by multiplying by twice the inertia (16). In the case of n-cylinder engines, 2 times is replaced by multiplying n / 2 times. As for the magnitude of the C2 torque, a method of calculating the magnitude of the reverse torque by directly receiving the state information such as the engine load from the engine controller by means of CAN communication or the like as shown in FIG. 4 is also possible.

Then, the vibration reducing torque command generation unit 17 shifts 18 the phase and the frequency output from the C2 torque calculating unit 14 by π to calculate the position angle of the reverse phase. In the motor controller, the torque delay of the inverter occurs from the time of applying the command to the time of applying the actual torque. Therefore, the phase corresponding to the phase is calculated in advance through the feedforward compensation 18 to be the input of the sine wave. The output is multiplied by the amplitude of the C2 torque (20) to produce the final reverse torque command for vibration reduction.

In the motor control system 21, the torque command (motor auxiliary torque / regenerative braking torque) input from the host controller is summed (22) by the vibration reduction reverse torque command calculated by the vibration reduction torque command generation unit 17. This is applied to the torque command input of the motor controller 23 so that actual torque is generated.

Thus, in the present invention, the motor controller estimates the magnitude of the vibration torque and the phase difference with the engine crankshaft from the speed information of the motor position sensor owned without receiving any information from the engine controller, and then gives the reverse torque command of the vibration torque. The shaft vibration is effectively attenuated by calculating and performing motor control in combination with the normal torque command.

In the present invention, by enabling active vibration reduction with the motor control system, it is possible to reduce the engine vibration more effectively to improve the riding comfort, and to reduce the cost because the vibration reduction is performed only by a conventional hybrid system without any additional means. There is this.

In particular, it is not necessary to connect the motor controller to receive the signal of the engine crankshaft position sensor, so that the circuit design of the engine controller and the motor controller for input and output of the sensor signal is unnecessary, and the wiring used for wiring the sensor signal. Since it can be removed, it is possible to prevent performance degradation due to noise inflow. At the same time, the cost can be reduced.

1 is a view showing the configuration of a hybrid vehicle,

2 is a block diagram showing the configuration and operation of a vibration reduction control device according to an embodiment of the present invention;

3 is a view showing an example of obtaining a C2 position angle by dividing four when the motor position sensor is 8 poles,

Figure 4 is a block diagram showing the configuration and operation of the vibration reduction control device according to another embodiment of the present invention.

<Explanation of symbols for the main parts of the drawings>

1: drive motor 2: engine

2a: crankshaft 3: rotor position sensor for motor control

4: C2 speed estimation unit 5: C2 position angle calculation unit

6: reference wave generator 7: adaptive filter

7a: RLS adaptive filter 8: Differentiator

9: bandpass filter 10: lowpass filter

14: C2 torque calculation unit 17: vibration command torque command generation unit

20: motor control system 23: motor controller

Claims (6)

A C2 position angle calculator for obtaining position information of the same frequency as the engine crankshaft position sensor signal from the speed information of the motor position sensor; A reference wave generator for generating a reference sine wave from the positional information obtained by the C2 position angle calculator; Using the reference sine wave generated by the reference wave generator as an input and estimating the filter coefficient using the C2 speed component obtained from the motor position information of the motor position sensor as a target output, the phase angle of the C2 speed synchronized to the crankshaft is obtained. An adaptive filter unit; A C2 torque calculator for calculating a phase angle of the C2 torque from the phase angle of the C2 speed and outputting the phase angle of the C2 torque together with the magnitude of the C2 torque; A vibration reduction torque command generation unit for calculating a position angle of the reverse phase from the output of the C2 torque calculation unit and compensating the torque delay of the inverter to generate a final reverse torque command for vibration reduction; A motor controller configured to generate a motor torque by inputting a sum of a torque request amount of the host controller and a reverse torque command of the vibration reduction torque command generation unit; Active vibration reduction control device of a hybrid vehicle, characterized in that it comprises a. The method according to claim 1, And the C2 position angle calculation unit divides the motor position sensor information of the m pole into m / 2 as the position information to generate a position angle of the C2 speed component of the engine. The method according to claim 1, The adaptive filter unit includes an RLS adaptive filter which estimates a filter coefficient by using a reference sine wave as the input of the reference wave generator and using a C2 speed component obtained from the motor position information of the motor position sensor as a target output. The instantaneous speed information obtained by differentiating the positional information is passed through a bandpass filter to obtain only the C2 speed component, and then the target vibration output of the RLS adaptive filter is an active vibration reduction control device for a hybrid vehicle. The method according to claim 1, If the instantaneous speed information obtained by differentiating the motor position information of the motor position sensor passes through the low pass filter and the engine rotation speed is obtained and the C2 frequency is obtained therefrom, the adaptive filter unit determines the phase angle and magnitude with respect to the C2 frequency. And a phase angle with respect to the C2 frequency by adding a phase angle with respect to the C2 frequency to the C2 position angle of the C2 position angle calculation unit to obtain a phase angle of C2 speed synchronized with the crankshaft. The method according to claim 1, The C2 torque calculating unit obtains the phase angle of the C2 torque by advancing 90 degrees to the phase angle of the C2 speed, and multiplies the C2 speed amplitude by n / 2 times the crankshaft equivalent inertia to obtain the magnitude of the C2 torque. Active vibration reduction control device of a vehicle. The method according to claim 1, The C2 torque calculating unit receives the engine load information from the engine controller to calculate the magnitude of the C2 torque active vibration reduction control device for a hybrid vehicle.

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