JP2019097319A - Control device of vehicle - Google Patents

Abstract

To suppress a variation of output torque from a target value, in the control of a vehicle for making the power of two motors merge with each other by a planetary mechanism.SOLUTION: A torque command value derivation part 12 derives a torque command value Tof a first motor 21 and a torque command value Tof a second motor 22 at a torque distribution which is decided according to a structure of a planetary mechanism 30. A correction torque value derivation part 14 derives a common correction torque value ΔT corresponding to both the first motor 21 and the second motor 22. Then, a control device 10 controls the first motor 21 by a corrected torque command value T' which is obtained by adding the correction torque value ΔT to the torque command value Tof the first motor 21, and controls the second motor 22 by a corrected torque command value T' which is obtained by subtracting the correction torque value ΔT from the torque command value Tof the second motor 22.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a vehicle, and more particularly to a control device for controlling a vehicle in which powers of two motors are merged by a planetary gear system.

  There is known a vehicle which obtains driving force by combining the powers of two motors by a planetary gear system. 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. In the patent document 1, a control device of an electric vehicle that controls (torque control) one of two motors to have a predetermined torque and controls the number of rotations of the other motor (rotational speed control) is provided. Have been described.

JP 2007-68301 A

  For example, as described in Patent Document 1, when torque control of one of the two motors is performed to control the rotation speed of the other motor, the rotation speed of the motor is to be largely changed. The torque obtained from the motor being controlled may greatly fluctuate, 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 cause the driver of the vehicle to feel uncomfortable.

  An object of the present invention is to suppress fluctuation of an output torque from a target value when motor rotational speed is changed, in control of a vehicle in which powers of two motors are joined by a planetary gear system.

  A control device of a vehicle according to an embodiment of the present invention is a control device for controlling a vehicle in which powers of two motors are merged by a planetary gear mechanism, and the two motors are controlled by torque distribution determined according to the structure of the planetary gear mechanism. A command value deriving unit for deriving a torque command value of one motor and a torque command value of the other motor, and a correction value deriving unit for deriving a common correction torque value corresponding to both of the two motors Control the one motor 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 from the torque command value of the other motor Is controlled by the corrected torque command value obtained by subtracting.

  In the above embodiment, the planetary mechanism combines 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 gear system, and an output torque corresponding to the addition result is obtained. That is, an output torque equal to (including substantially equal to) the sum of input torques obtained from the two motors is obtained. Therefore, for example, the torque command value of each motor is determined such that the sum of the torque command values of the two motors becomes the target value of the output torque.

  Then, in the above-mentioned specific example, for example, when changing the rotational speed of the motor, 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 according to the correction torque value. Thus, even if the correction torque value is adjusted to change, for example, the rotational speed of the motor, 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 specific example, the fluctuation of the output torque from the target value is suppressed. Thus, for example, even in the case of changing the rotational speed of the motor, control can be realized in which the output torque is not varied from the target value. Therefore, for example, improvement in drive feeling is expected compared to 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 an actual measurement value of the motor rotational speed. For example, the correction torque value is derived using the measured value of the motor rotational speed obtained from one of the two motors.

  Further, for example, the correction value deriving unit derives the correction torque value based on a time change rate difference which is a difference between a time change rate of the motor rotation speed obtained from an actual measurement value of the motor rotation speed and a target time change rate. You may do it. For example, the correction torque value is derived such that the time change rate obtained from the actual measurement value becomes the target time change rate.

  Further, for example, the correction value deriving unit derives the correction torque value based on the time change rate difference when a rotational speed difference which is a difference between an actual measurement value of the motor rotational speed and a target rotational speed is relatively large. The correction torque value may be derived based on the rotational speed difference when the rotational speed difference is relatively small. Note that "the rotational speed difference is relatively large" and "the rotational speed difference is relatively small" are the magnitude relationship when these two rotational speed differences are compared with each other, and the relative magnitudes of these two rotational speed differences are I am clarifying the relationship. For example, it may be determined that the rotational speed difference is relatively large when the rotational speed difference is not within the allowable range, and it may be determined that the rotational speed difference is relatively small when the rotational speed difference is within the allowable range. .

  Also, for example, the measured value may be the target rotational speed by deriving the correction torque value based on a rotational speed difference that is a difference between an actual measurement value of the motor rotational speed and a target rotational speed. The feedback control may be performed to follow. For example, feedback control (PID control) for deriving a correction torque value by PID (Proportional-Integral-Differential) calculation for the rotational speed difference may be executed, or correction torque by PI (Proportional-Integral) calculation for the rotational speed difference. Feedback control (PI control) may be performed to derive a value.

  According to the present invention, in control of a vehicle in which the powers of two motors are merged by a planetary gear mechanism, fluctuation of output torque from a target value is suppressed. For example, according to the embodiment of the present invention, even when the rotational speed of the motor is changed, control can be realized in which the output torque is not varied from the target value. As a result, for example, an improvement in drive feeling and the like can be expected as compared with the case where the output torque fluctuates from the target value.

It is a figure which shows the example of the control apparatus of a vehicle suitable in implementation of this invention. It is a figure which shows the structural example 1 (single pinion planetary) of a planetary gear system. It is a collinear diagram corresponding to the structural example 1 of a planetary gear system. It is a figure which shows the structural example 2 (double pinion planetary) of a planetary gear system. It is a collinear diagram corresponding to the structural example 2 of a planetary gear system. It is a figure which shows the example 3 of a structure of a planetary gear mechanism (structure which used two sun gears). It is a collinear diagram corresponding to the structural example 3 of a planetary gear system. It is a flowchart which shows the specific example 1 of the control by the control apparatus of FIG. It is a flowchart which shows the specific example 2 of control by the control apparatus of FIG.

  FIG. 1 is a view showing a specific example of a control device of a vehicle suitable for practicing the present invention. A specific example of a vehicle provided with a control device 10 is shown in FIG. In the specific example shown in FIG. 1, the vehicle includes a first motor 21, a second motor 22, and a planetary gear mechanism 30 in addition to the control device 10, and two motors of the first motor 21 and the second motor 22 ( Power obtained from the motor is merged by the planetary mechanism 30 to obtain driving force.

In the specific example shown in FIG. 1, the control device 10 of the vehicle includes a torque command value deriving unit 12 and a correction torque value deriving unit 14. The torque command value deriving unit 12 derives the torque command value T _m1 of the first motor 21 and the torque command value T _m2 of the second motor 22 by torque distribution determined according to the structure of the planetary gear system 30. The correction torque value deriving 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, for example, using hardware such as a CPU and a processor. For example, the torque command value deriving unit 12 and the correction torque value deriving unit 14 are realized by an arithmetic device such as a CPU or a processor. In addition, in the realization of the control device 10, a device such as a memory or an electric / electronic circuit may be used as needed.

  Also, in the embodiment shown in FIG. 1, planetary mechanisms 30 of various structures (types) can be used. Therefore, a typical configuration example of the planetary gear system 30 will be described below. The specific example of the planetary gear system 30 shown in FIG. 1 is not limited to the representative configuration example described below.

  FIG. 2 is a view showing a configuration example 1 of the planetary gear system 30. As shown in FIG. FIG. 2 shows a specific example of the planetary gear system 30 using a single pinion planetary.

  The planetary gear system 30 shown in FIG. 2 can rotate a sun gear S, a ring gear R positioned to surround the sun gear S, a plurality of pinions (planetary pinions) P meshing with the sun gear S and the ring gear R, and a plurality of pinions P. A carrier (planetary carrier) C is provided. The sun gear S, the ring gear R and the carrier C, which are the three elements of the planetary gear system 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 gear pairs, 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 wheel 52 via the output gear train 42 and the final reduction gear 44. The output gear train 42 may include a transmission mechanism for making it possible to change the reduction ratio.

  In Configuration Example 1 shown in FIG. 2, the gear ratio ρ of the planetary gear system 30 is a 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 gear system 30. As shown in FIG. That is, FIG. 3 is a collinear diagram of FIG. 3 illustrating the relationship of the rotational speeds of the respective elements (sun gear S, ring gear R, carrier C) of the planetary gear system 30 illustrated in FIG.

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

  In the planetary gear mechanism 30, when the rotational speed of two of the three elements is determined, the rotational speed of one remaining element is determined. It is an alignment chart that shows this relationship. In the alignment chart, the rotational speed of the three elements is always on a straight line intersecting the three longitudinal axes.

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

In the planetary gear system 30, the sum of torques of the three elements is 0 (zero). That is, the sum of the two input torques is equal to the output torque. For example, in 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 _m2 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 rotational speed of each element is maintained is realized by a torque distribution (ζ = T _m1 / T _m2 ) in which the ratio of the two input torques is the planetary gear ratio ζ. In the first configuration example, since the planetary gear ratio ζ is equal to the gear ratio ρ (ζ = ρ), the relationship expressed by 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 first motor 21 is calculated, and the torque command value T _m2 of the second motor 22 is calculated from Expression 4. That is, the torque command value T _m1 of the first motor 21 and the torque command value T _m2 of the second motor 22 are calculated so that the torque distribution determined in accordance with the structure (gear ratio ρ) of the planetary gear system 30 is obtained.

  FIG. 4 is a view showing a configuration example 2 of the planetary gear system 30. As shown in FIG. A specific example of the planetary gear system 30 using a double pinion planetary gear is shown in FIG.

  The planetary gear system 30 of FIG. 4 includes a sun gear S and a ring gear R positioned so as to surround the sun gear S. The planetary gear system 30 shown in FIG. 4 includes an inner pinion (inner planetary pinion) Pi meshing with the sun gear S, and an outer pinion (outer planetary pinion) Po meshing with the ring gear R and the inner pinion Pi. A carrier (planetary carrier) C rotatably supporting Pi and an 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 gear system 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 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 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 gear pairs, or may be connected via a transmission element using a belt, a chain, or the like.

  In Configuration Example 2 shown in FIG. 4, the ring gear R is an output element. An output gear 37 is provided on the outer periphery of the ring gear R. The output gear 37 is connected to the drive wheel 52 via the output gear train 42 and the final reduction gear 44. The output gear train 42 may include a transmission mechanism for making it possible to change the reduction ratio.

  In Configuration Example 2 shown in FIG. 4, the gear ratio ρ of the planetary gear system 30 is a 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 Configuration Example 2 of the planetary gear system 30. As shown in FIG. That is, FIG. 5 is a collinear diagram of FIG. 5 illustrating the relationship between the rotational speeds of the respective elements (sun gear S, ring gear R, carrier C) of the planetary gear system 30 illustrated in FIG.

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

  In the planetary gear mechanism 30, when the rotational speed of two of the three elements is determined, the rotational speed of one remaining element is determined. It is an alignment chart that shows this relationship. In the alignment chart, the rotational speed of the three elements is always on a straight line intersecting the three longitudinal axes.

Further, in the planetary gear system 30, the sum of torques of the three elements is 0 (zero). That is, the sum of the two input torques is equal to the output torque. For example, in configuration example 2, the sum of the sun gear torque that is the input torque T _m1 obtained from the first motor 21 and the carrier torque that 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 second configuration example shown in FIGS. 4 and 5, the torque balance in which the rotational 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) It calculates the torque command value _{T m1} of the first motor 21, and calculates the torque command value _{T m2} of the second motor 22 from the equation (7). That is, the torque command value T _m1 of the first motor 21 and the torque command value T _m2 of the second motor 22 are calculated so that the torque distribution determined in accordance with the structure (gear ratio ρ) of the planetary gear system 30 is obtained.

  FIG. 6 is a view showing a configuration example 3 of the planetary gear system 30. As shown in FIG. FIG. 6 shows an example of a planetary mechanism 30 in which a ring gear is removed from a two sun gear Ravignio mechanism.

  The planetary gear system 30 in 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 S 1 is coupled to the output shaft 31 of the first motor 21, and the second sun gear S 2 is coupled to the output shaft 32 of the second motor 22.

  Further, the planetary gear system 30 of FIG. 6 includes a plurality of outer pinions (outer planetary pinions) Po meshing with the first sun gear S1, and a plurality of inner pinions (inner planetary pinions) Pi meshing with the second sun gear S2. Further, the respective outer pinions Po and the respective inner pinions Pi in a corresponding relationship are also meshed with each other. Furthermore, the planetary gear system 30 of FIG. 6 includes a carrier (planetary carrier) C which rotatably supports a plurality of outer pinions Po and a plurality of inner pinions Pi.

  The first sun gear S1, the second sun gear S2, and the carrier C, which are the three elements of the planetary gear system 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 is provided with an output gear 38, which is connected to the drive wheel 52 via an output gear train 42 and a final reduction gear 44. The output gear train 42 may include a transmission mechanism for making it possible to change 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 Configuration Example 3 of the planetary gear system 30. As shown in FIG. That is, the alignment chart of FIG. 7 illustrates the relationship of the rotational speeds of the respective elements (first sun gear S1, second sun gear S2, carrier C) of the planetary gear system 30 illustrated in FIG.

In FIG. 7, the vertical axis direction corresponds to the rotational speed, and the three vertical axes (arrows) indicated by the symbols S1, S2 and C indicate the rotational speed of the first sun gear S1 and the rotational speed of the second sun gear S2, respectively. , The rotation speed of the carrier C. 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 gear mechanism 30, when the rotational speed of two of the three elements is determined, the rotational speed of one remaining element is determined. It is an alignment chart that shows this relationship. In the alignment chart, the rotational speed of the three elements is always on a straight line intersecting the three longitudinal axes.

Further, in the planetary gear system 30, the sum of torques of the three elements is 0 (zero). That is, the sum of the two input torques is equal to the output torque. For example, in configuration example 3, the sum of the sun gear 1 torque that is the input torque T _m1 obtained from the first motor 21 and the sun gear 2 torque that is the input torque T _m2 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 FIG. 6 and FIG. 7, the torque balance in which the rotational speed of each element is maintained is realized by the relationship shown in Formula 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 first motor 21 is calculated, and the torque command value T _m2 of the second motor 22 is calculated from the equation (10). 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 22 torque command values T _m2 are 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 correction torque value, for example, when changing the rotational speed of the motor. The correction torque value is derived by the correction torque value deriving unit 14. The correction torque value deriving 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 rotational speed of the first motor 21, the correction torque value derived by the correction torque value deriving unit 14 to the torque command value _Tm1 derived by the torque command value deriving unit 12 ΔT is added, and the first motor 21 is controlled by the corrected torque command value T _m1 ′ (Expression 11) obtained by the addition. Further, the control device 10 subtracts the correction torque value ΔT derived by the correction torque value deriving unit 14 from the torque command value T _m2 derived by the torque command value deriving unit 12 and obtains the corrected torque command value obtained thereby. The second motor 22 is controlled by T _m2 '(equation 12).

Thus, the torque balance is broken by the corrected torque command value _Tm1 'and the torque command value _Tm2 ', so that if the correction torque value ΔT is a positive value, the rotational speed of the first motor 21 starts to increase. The rotational speed of the second motor 22 starts to decrease.

Further, the corrected output torque T _O ′ is the sum of the corrected torque command value T _m1 ′ and the corrected torque command value T _m2 ′ (T _O ′ = T _m1 ′ + T _m2 ′). The corrected torque command value T _m1 'and the corrected torque command value T _m2 ' are obtained by Equation 11 and Equation 12 respectively. Therefore, the corrected output torque T _O ′ and the uncorrected output torque T _O satisfy the relationship of equation (13). 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 rotational speed of the first motor 21 starts to decrease, and the rotational speed of the second motor 22 starts to increase. Also in this case, the output torque is maintained at the target value (the required output shaft torque T _o ) before and after the correction.

  As described above, according to the control device 10 shown in FIG. 1, for example, when changing the rotational speed of the motor, the correction torque value is added to the torque command value of one motor, and the same as the torque command value of the other motor The correction torque value is subtracted. Therefore, the sum of the torque command values of the two motors does not change according to the correction torque value. Thus, even if the correction torque value is adjusted to change, for example, the rotational speed of the motor, 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 control device 10 shown in FIG. 1, the fluctuation of the output torque from the target value is suppressed. Thus, for example, even in the case of changing the rotational speed of the motor, control can be realized in which the output torque is not varied from the target value. Therefore, for example, improvement in drive feeling is expected compared to 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 first specific example of control by the control device 10 will be described based on the flowchart of FIG. 8. In addition, about the structure (part) shown in FIG. 1, the code | symbol of FIG. 1 is 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, for example, according to the opening degree of an accelerator operated by the driver of the vehicle.

Next, the control device 10 calculates a rotational speed difference ΔN that is the difference between the target rotational speed N 1 _ref and the actual rotational speed N ₁ (S 2). The target rotational speed N 1 _ref is a target rotational speed when changing the rotational speed of the first motor 21. For example, the rotational speed of the second motor 22 may be the target rotational speed N 1 _ref of the first motor 21. Moreover, the actual rotational speed N ₁ is the actual rotational speed of the first motor 21, for example, is a measurement obtained from the sensor S attached to the first motor 21.

Subsequently, the control device 10 determines whether the rotational speed difference ΔN is within the allowable range N _tol (S3). The allowable range N _tol is a reference value for determining the magnitude of the rotational speed difference ΔN. For example, when the absolute value of the rotational speed difference ΔN is smaller than the allowable range N _tol (| ΔN | <N _tol ), the rotational speed difference ΔN is determined to be within the allowable range N _tol and the absolute value of the rotational speed difference ΔN is allowable It is determined that the rotational speed difference ΔN is not within the allowable range N _tol in the case of the range N _tol (| ΔN | ≧ N _tol ).

If the rotational speed difference ΔN is within the allowable range N _tol , a steady-state correction torque value is calculated (S4). The correction torque value deriving unit 14 calculates a correction torque value ΔT based on a rotation speed difference ΔN that is a difference between the target rotation speed N 1 _ref and the actual rotation speed N ₁ . For example, the correction torque value ΔT (ΔT = Ks · ΔN) is calculated by multiplying the rotational speed difference ΔN by the proportional gain Ks in the steady state.

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

Then, a correction torque value at the time of transition is calculated (S6). 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 actual measurement value based on the actual rotation speed N ₁ , the correction torque value deriving unit 14 The correction torque value ΔT is calculated. 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 transition.

The target time change rate ref (dN ₁ / dt) is a target value of the time change rate dN ₁ / dt for suppressing a rapid change of the motor rotational speed. Therefore, for example, it is desirable to calculate the correction torque value ΔT such that the time change rate dN ₁ / dt which is the actual measurement value becomes equal to the target time change rate ref (dN ₁ / dt). As a result, even when the motor rotation speed greatly changes beyond the allowable range N _tol , the motor rotation speed can be changed while suppressing a rapid change of 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).

Thus, _'the first motor 21 is controlled by a torque command value T _m2' after the correction torque command value T _m1 of the corrected second motor 22 is controlled by the. 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). Incidentally, when the actual rotational speed N ₁ is substantially equal to the target rotational speed N _1ref (e.g. the difference is less than the allowable value), the correction torque value [Delta] T may be zero (ΔT = 0).

According to specific example 1 shown in FIG. 8, when rotational speed difference ΔN is within allowable range N _tol and the change in motor rotational speed is small, target rotational speed N _1ref is maintained by correction torque value ΔT in steady state. Thus, the rotational speed of the first motor 21 is controlled. Further, in the specific example 1 of FIG. 8, when the motor rotational speed is changed to a large extent as the rotational speed difference ΔN exceeds the allowable range N _tol , a sudden change of the motor rotational speed is made by the correction torque value ΔT at the transient time. While suppressing, the rotational speed of the first motor 21 is controlled to reach the target rotational speed N 1 _ref . Therefore, even when the motor rotational speed is largely changed, the sense of incongruity given to the driver of the vehicle is reduced, and the sense of incongruity is desirably eliminated.

FIG. 9 is a flowchart showing a second specific example 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, for example, according to the opening degree of an accelerator operated by the driver of the vehicle.

Next, the control device 10 calculates a rotational speed difference ΔN that is the difference between the target rotational speed N 1 _ref and the actual rotational speed N ₁ (S 2). The target rotational speed N 1 _ref is a target rotational speed when changing the rotational speed of the first motor 21. For example, the rotational speed of the second motor 22 may be the target rotational speed N 1 _ref of the first motor 21. Moreover, the actual rotational speed N ₁ is the actual rotational speed of the first motor 21, for example, is a measurement obtained from the sensor S attached to the first motor 21.

Subsequently, a correction torque value is calculated (S3). The correction torque value ΔT (ΔT = (Kp + Ki / s + Kd · s) · ΔN) is calculated by the PID calculation based on the rotational speed difference ΔN which is the difference between the target rotational speed N _1ref and the actual rotational speed N _1. Calculate The correction torque value ΔT (ΔT = (Kp + Ki / s) · ΔN) may be calculated by 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 torque command value T _m2 'after correction is calculated by subtracting the value ΔT (S4).

Thus, _'the first motor 21 is controlled by a torque command value T _m2' after the correction torque command value T _m1 of the corrected second motor 22 is controlled by the. 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). Incidentally, when the actual rotational speed N ₁ is substantially equal to the target rotational speed N _1ref (e.g. the difference is less than the allowable value), the correction torque value [Delta] T may be zero (ΔT = 0).

  In the second specific example shown in FIG. 9, for example, feedback control that calculates the correction torque value ΔT by PID calculation or PI calculation is performed, whereby control that causes, for example, the motor rotational speed to follow a target value is realized.

  While the preferred embodiments of the present invention have been described above, the above-described embodiments are merely illustrative in every respect, and do not limit the scope of the present invention. The present invention includes various modifications without departing from the essence thereof.

  10 control device, 12 torque command value deriving unit, 14 correction torque value deriving unit, 21 first motor, 22 second motor, 30 planetary mechanism.

Claims (5)

A control device for controlling a vehicle in which powers of two motors are merged by 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 by torque distribution determined according to the structure of the planetary gear system;
A correction value deriving unit that derives a common correction torque value corresponding to both of the two motors;
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 Control the other motor with the corrected torque command value obtained by
A control device of a vehicle characterized in that. In the control device of a vehicle according to claim 1,
The correction value deriving unit derives the correction torque value by calculation using an actual measurement value of motor rotational speed.
A control device of a vehicle characterized in that. In the control device for a vehicle according to claim 2,
The correction value deriving unit derives the correction torque value based on a time change rate difference which is a difference between a time change rate of the motor rotation speed obtained from an actual measurement value of the motor rotation speed and a target time change rate.
A control device of a vehicle characterized in 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 rotational speed difference which is the difference between the measured value of the motor rotational speed and the target rotational speed is relatively large, and the rotational speed Deriving the correction torque value based on the rotational speed difference when the difference is relatively small;
A control device of a vehicle characterized in that. In the control device for a vehicle according to claim 2,
The correction value deriving unit follows the target rotation speed by deriving the correction torque value based on a rotation speed difference which is a difference between the actual measurement value of the motor rotation speed and the target rotation speed. To feedback control,
A control device of a vehicle characterized in that.

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