JP2020099106A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a configuration in which a target value of a rotational motion difference between two motors and a target value of an output torque can be controlled in a compatible manner, and further, a reaction can be performed without delay when a planetary mechanism is differentially operated. A target value acquisition unit 12 acquires a target value of a rotational motion difference between a rotational motion of a planetary mechanism 24 on a first motor 21 side and a rotational motion of a second motor 22 side and a target value of an output torque. The command value derivation unit uses the inverse model of the motion model corresponding to the merging system 20 to make the uncorrected torque command value of the first motor compatible with the target value of the rotational motion difference and the target value of the output torque, and the second value. The pre-correction torque command value of the motor is derived. The correction unit 16 corrects the pre-correction torque command values of the first motor and the second motor with the differential-time starting torque required to make the planetary mechanism differential by the first motor and the second motor, A torque command value for the motor and a torque command value for the second motor are derived. [Selection diagram] Figure 1

Description

The present disclosure relates to a vehicle control device, and more particularly to a control device that controls a vehicle in which two motor-side torques of a planetary mechanism are combined by the planetary mechanism.

A vehicle is known in which the torque of two motors is combined by a planetary mechanism to obtain a driving force. For example, Patent Document 1 describes an electric vehicle that transmits torque obtained from two motors to one vehicle drive shaft via a planetary gear mechanism (planetary mechanism), and a control device for the electric vehicle. Patent Document 1 discloses a control device for an electric vehicle that controls the torque of one of the two motors to a predetermined torque (torque control) and controls the rotation speed of the other motor (rotation speed control). Is listed.

JP, 2007-68301, A

As described in Patent Document 1, in the case where one of the two motors is torque-controlled and the other motor is rotational-speed controlled, the difference in rotational speed between the two motors of the planetary mechanism is changed. Then, the torque obtained from the motor whose rotation speed is controlled may fluctuate significantly, and the fluctuation may affect the output torque. When the output torque fluctuates from the control target value, if the output torque fluctuates unintentionally, the driver of the vehicle may feel uncomfortable.

Further, in the configuration described in Patent Document 1, when the planetary gear mechanism is differentially operated, static friction is changed to dynamic friction on a contact surface where rattling of the gear portion of the planetary mechanism and two elements of the gear portion are in sliding contact. A differential starting torque is present as a resistance that occurs when the operation is performed. In Patent Document 1, since the differential starting torque is not taken into consideration, the output torque may further fluctuate from the control target value. Furthermore, it is desired to react without delay when the planetary gears are differentially operated.

An object of the present disclosure is to control a vehicle in which torques on two motor sides are merged by a planetary mechanism to obtain output torque, by controlling a target value of rotational motion difference on the two motor sides and a target value of output torque at the same time. It is possible to realize a structure that can react and can react without delay when the planetary mechanism is differentially operated.

A control device for a vehicle according to the present disclosure is a control device for controlling a vehicle that includes a confluence system that obtains an output torque by converging a torque on a first motor side and a torque on a second motor side in the planetary mechanism by the planetary mechanism. A target value acquisition unit that acquires a target value of the rotational motion difference between the rotational motion of the first motor side and the rotational motion of the second motor side in the planetary mechanism and a target value of the output torque; and the confluence system. By using the inverse model of the motion model corresponding to the above, the pre-correction torque command value of the first motor and the pre-correction torque of the second motor that make the target value of the rotational motion difference and the target value of the output torque compatible with each other. A command value derivation unit for deriving a command value, and a difference between a pre-correction torque command value of the first motor and the second motor, which is necessary for differentiating the planetary mechanism by the first motor and the second motor. And a correction unit that derives a torque command value for the first motor and a torque command value for the second motor by correcting the torque command value during operation.

According to the vehicle control device of the present disclosure, the planetary mechanism joins the torques on both sides of the two motors. For example, the torque obtained from the first motor and the torque obtained from the second motor are added in the planetary mechanism, and the output torque corresponding to the addition result is obtained. The rotational movement difference is a control amount obtained by comparing the rotational movements of the first motor side and the second motor side. Specific examples of the rotational motion difference include, for example, a rotational angular velocity difference and a rotational angular acceleration difference.

And according to this indication, the torque command value of the 1st motor and the torque command value of the 2nd motor which make a target value of rotational motion difference and a target value of output torque compatible are derived. As a result, the first motor and the second motor are controlled based on the derived torque command value. Therefore, it is possible to realize the control in which the target value of the rotational movement difference between the two motors and the target value of the output torque are compatible with each other.

Further, since the pre-correction torque command values of the first motor and the second motor are corrected by the differential starting torque, it is possible to react without delay when the planetary mechanism is made to be differential. As a result, it is possible to make a difference in rotation speed between the first motor side and the second motor side without delay. Further, when the planetary gear mechanism is made to be differential, it is possible to prevent the output torque from varying from the control target value.

According to the present disclosure, in the control of a vehicle that obtains output torque by combining torques of two motors with a planetary mechanism, it is possible to control the target value of the rotational motion difference and the target value of the output torque of the two motors in a compatible manner. In addition, it can react without delay when the planetary mechanism is made differential.

It is a figure which shows the control block of the vehicle containing the control apparatus of embodiment of this indication. It is a figure which shows the specific example of the motion model and its inverse model of the merging system shown in FIG. FIG. 3 is a diagram showing definitions of symbols in FIGS. 1 and 2. It is a figure which shows the planetary gear mechanism which comprises the control apparatus of the vehicle of embodiment of this indication. It is a figure showing a variable and a parameter of a motion model in an embodiment of this indication. It is a figure which shows the control block of the vehicle containing the control apparatus of a comparative example. In the vehicle control device of the comparative example, regarding the planetary mechanism, there is an alignment chart (a) showing a state in which a rotation speed difference is generated between two motors, and a differential starting torque is present when the rotation speed difference is generated. FIG. 4B is a diagram showing that the torque is insufficient, FIG. 7C is a diagram showing that the torque is insufficient, and FIG. 8D is a diagram showing that a delay occurs in making the rotational speed difference due to the differential starting torque. In the vehicle control device of the comparative example, the rotation speed difference when the rotation speed on the first motor side is made larger than the rotation speed on the second motor side to make the rotation speed difference, the output torque of the planetary mechanism, and the first motor FIG. 7 is a diagram showing a time change (experimental result) of a torque command value of the second motor. In the vehicle control device according to the embodiment, the rotation speed difference when the rotation speed on the first motor side is made larger than the rotation speed on the second motor side to make the rotation speed difference, the output torque of the planetary mechanism, and the first motor. FIG. 7 is a diagram showing a time change (experimental result) of a torque command value of the second motor. In the vehicle control device of the embodiment, it is a diagram showing the relationship between the rotational speed difference when the rotational speed difference is made on the first motor side and the second motor side, and the differential starting torque in the planetary mechanism, as an experimental result. .. FIG. 9 is a diagram corresponding to FIG. 8 when the rotation speed on the first motor side is made smaller than the rotation speed on the second motor side to make a rotation speed difference in the vehicle control device of the comparative example. FIG. 10 is a diagram corresponding to FIG. 9 when the number of revolutions on the first motor side is made smaller than the number of revolutions on the second motor side to make a difference in the number of revolutions in the vehicle control device of the embodiment.

Hereinafter, an embodiment of a vehicle control device according to the present disclosure will be described in detail with reference to the drawings. In the following description, specific shapes, numbers, and the like are examples for facilitating understanding of the present disclosure, and can be appropriately changed according to the specifications of the vehicle control device. In the following, similar elements are denoted by the same reference numerals in all the drawings for description.

FIG. 1 is a diagram showing a control block of a vehicle including a control device 10 of the embodiment. The vehicle includes a control device 10 and a merging system 20. The merging system 20 includes a first motor 21, a second motor 22, and a planetary mechanism 24. The merging system causes the planetary mechanism 24 to combine power (torque) obtained from two motors (electric motors), that is, the first motor 21 side and the second motor 22 side, into the planetary mechanism 24 so as to merge with each other to generate a driving force (output torque). ) Get.

The vehicle control device 10 includes a target value acquisition unit 12 and a torque command value derivation unit 14. The target value acquisition unit 12 acquires a target value of the rotational motion difference between the first motor 21 side and the second motor 22 side and a target value of output torque (Tc (hat)). As the target value of the rotational movement difference, the target value (Δθ (dot) (hat)) of the rotational angular velocity difference between the first motor 21 side and the second motor 22 side is acquired. The target value of the rotational angular velocity difference is determined based on, for example, the motor efficiency and the traveling condition of the vehicle. Further, the target value of the output torque is determined, for example, from the operation amount (depression amount) of the accelerator pedal operated by the driver of the vehicle.

The torque command value derivation unit 14 uses the inverse model of the motion model corresponding to the merging system 20 to make the uncorrected torque command value of the first motor 21 that achieves both the target value of the rotational motion difference and the target value of the output torque. A pre-correction torque command value T _{M2 of} the second motor 22 is derived from T _M1 . At this time, the pre-correction torque command values T _M1 and T _M2 are output to the differential start-up torque ΔT (=γ _M1 ×ΔT _M1 −(−γ _M2 )×ΔT _M2 of the planetary gear mechanism 24, for example, by the correction unit 16 described later. ) is corrected by, it is derived as _{(T M1 + ΔT M1),} (T M2 -ΔT M2) ( or _{(T M1 -ΔT M1), (} T M2 + ΔT M2)). The differential starting torque ΔT is a torque required to make the planetary mechanism 24 differential by the first motor 21 and the second motor 22, and is determined in advance by the structure of the planetary mechanism 24. Here, γ _M1 is a speed reduction ratio from the first motor 21 to the input shaft 35 by the input gear pair 34 shown in FIG. 4 described later. γ _M2 is a speed reduction ratio from the second motor 22 to the input shaft 37 by the input gear pair 36 shown in FIG. 4 described later. Whether the corrected value of the torque command value is added or subtracted by ΔT _M1 and ΔT _M2 is determined by whether the rotational movement difference is positive or negative. The corrected torque command value is used to control the first motor 21 and the second motor 22. Thereby, as will be described later, it is possible to obtain an effect of reacting without delay when the planetary gear mechanism 24 is differentially operated.

FIG. 2 is a diagram showing a specific example of the motion model of the merging system 20 and its inverse model. The definitions of symbols in FIGS. 1 and 2 are as shown in FIG.

In the specific example shown in FIG. 2, a mathematical model based on a matrix A obtained from a motion equation corresponding to the motion in the merging system 20 is used as the motion model. Specifically, from the torque of the first motor 21 and the torque of the second motor 22, the rotational motion difference (rotational angular velocity difference or rotational angle difference between the first motor 21 side and the second motor 22 side is calculated by calculation using the matrix A. A mathematical model for obtaining the acceleration difference) and the output torque is used.

In the specific example shown in FIG. 2, a mathematical model based on the inverse matrix A ⁻¹ of the matrix A is used as the inverse model of the motion model. Specifically, the torque command value derivation unit 14 of the control device 10 uses the inverse matrix A ⁻¹ from the target value of the rotational motion difference (rotational angular velocity difference or rotational angular acceleration difference) and the target value of the output torque. Thus, the pre-correction torque command value of the first motor 21 and the pre-correction torque command value of the second motor 22 are derived.

As described above, in the specific example shown in FIG. 2, in the control device 10, the uncorrected torque of the first motor 21 is calculated from the target value of the rotational motion difference and the target value of the output torque by the calculation using the inverse matrix A ^−1. The command value and the pre-correction torque command value for the second motor 22 are derived. Then, the torques of the first motor 21 and the second motor 22 are controlled based on the two derived pre-correction torque command values. Further, in the merging system 20, the rotational motion difference and the output torque are obtained from the torque of the first motor 21 and the torque of the second motor 22 according to the motion model corresponding to the matrix A. Since the multiplication result of the matrix A and the inverse matrix A ⁻¹ becomes a unit matrix, theoretically, the rotational motion difference and the output torque, which are the control amounts obtained from the merging system 20, are equal to the respective target values.

Further, in the specific example shown in FIG. 1, the actual measurement value of the rotational motion difference is fed back to derive the two torque command values of the first motor 21 and the second motor 22, so that the actual measurement value of the rotational motion difference is the target value. Is controlled to follow. For example, the rotational angular velocity difference calculated from two rotational angular velocities (actually measured values) obtained from the sensor S attached to the first motor 21 and the sensor S attached to the second motor 22 is fed back to the control device 10.

Then, the target value acquisition unit 12 executes a PI (Proportional-Integral) calculation with the proportional gain k _p and the integral gain k _i with respect to the difference e between the target value of the rotational angular velocity difference and the actually measured value, and with respect to the result, The rotational angular acceleration difference (target value) is obtained by performing the PID control by executing the differential calculation by using the above. The rotational angular acceleration difference thus obtained is input to the torque command value derivation unit 14. Note that the execution of the differential calculation may be omitted, and the target value acquisition unit 12 may obtain the rotational angular acceleration difference (target value) by the PI calculation.

The control device 10 can be realized by using hardware such as a CPU and a processor. For example, the target value acquisition unit 12 and the torque command value derivation unit 14 are realized by a computing device such as a CPU or a processor. Further, in realizing the control device 10, a device such as a memory or an electric/electronic circuit may be used as necessary.

The motion model (for example, the specific example shown in FIG. 2) corresponding to the merging system 20 is determined according to the structure of the planetary mechanism 24. In the specific example shown in FIG. 1, the planetary gears 24 having various structures (types) can be used. Therefore, a typical configuration example of the planetary gear mechanism 24 will be described below. The specific example of the planetary gear mechanism 24 shown in FIG. 1 is not limited to the representative configuration example described below.

FIG. 4 is a diagram showing a configuration example of the planetary gear mechanism 24. The planetary gear mechanism 24 shown in FIG. 4 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. More specifically, the output shaft 31 of the first motor 21 is connected to the input shaft 35 of the first sun gear S1 via the input gear pair 34, and the output shaft 32 of the second motor 22 connects the input gear pair 36. It is connected to the input shaft 37 of the second sun gear S2 through.

In addition, the transmission system from the second motor 22 to the second sun gear S2 is a specific example of a clutch element that allows the rotation of the second sun gear S2 when the vehicle moves forward and prevents the rotation in the reverse direction. A one-way clutch 44 is provided at 37.

The planetary mechanism 24 also includes a plurality of inner pinions (inner planetary pinions) Pi that mesh with the first sun gear S1, and a plurality of outer pinions (outer planetary pinion) Po that mesh with the second sun gear S2. In addition, each outer pinion Po and each inner pinion Pi which have a corresponding relationship also mesh with each other. Further, the planetary gear mechanism 24 includes a carrier (planetary carrier) C that rotatably supports the plurality of outer pinions Po and the 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 mechanism 24, rotate about a common rotation axis. In the configuration example shown in FIG. 4, the first sun gear S1 and the second sun gear S2 are two input elements, and the ratio (Z _S1 /Z) of the number of teeth Z _S1 of the first sun gear _S1 and the number of teeth Z _S2 of the second sun gear _{S1. S2} ) becomes the planetary gear ratio λ (λ=Z _S1 /Z _S2 ). The carrier C, which is an output element, has an output gear 38, and the output gear 38 is connected to the drive wheels 52 via a driven gear 40 and a final reduction gear 42.

The variables and parameters of the motion model corresponding to the merging system 20 including the planetary mechanism 24 are as shown in FIG. Next, a specific example of a mathematical model obtained from the equation of motion corresponding to the motion in the merging system 20 will be described using the variables and parameters of the motion model shown in FIG.

In the merging system 20 including the planetary gear mechanism 24 shown in FIG. 4, regarding the rotational movement on the first motor 21 axis, the rotational movement on the second motor 22 axis, and the rotational movement on the carrier C axis, The equation of motion shown in is established.

Further, between the rotational angular velocity of the first motor 21 and the rotational angular velocity of the second motor 22, the rotational speed constraint condition shown by the following equation is established.

Then, the motion model shown in the equation 3 is derived from the equation of motion of the equation 1 and the rotation speed constraint condition of the equation 2. The motion model shown in the equation 3 is obtained by calculating the rotation angle of the first motor 21 and the second motor 22 on the planetary gear shaft by the calculation using the matrix A from the torque of the first motor 21 and the torque of the second motor 22. This is a mathematical model for obtaining the acceleration difference and the output torque.

Furthermore, assuming that the inverse matrix A ⁻¹ of the matrix A is the matrix B, each element forming the matrix B is as in the following equation.

The torque command value derivation unit 14 of FIG. 1 calculates the target value of the rotational motion difference (rotational angular acceleration difference) and the target value of the output torque, for example, by calculation using the inverse matrix A ⁻¹ (matrix B) shown in Formula 4. Then, the pre-correction torque command value T _{M1 of} the first motor 21 and the pre-correction torque command value T _M2 of the second motor 22 are derived. The rotational angular acceleration difference is the second-order time derivative of the rotational angle difference Δθ between the first sun gear S1 on the first motor 21 side and the second sun gear S2 on the second motor 22 side on the planetary gear shaft.

Then, the correction unit 16 in FIG. 1 derives the corrected torque command value by correcting the calculated pre-correction torque command values T _M1 and T _M2 with the differential starting torque ΔT of the planetary gear mechanism 24. .. Specifically, the target value (Δθ (dot) (hat)) of the rotational angular velocity difference is input to the correction unit 16. The rotational angular velocity difference is a value obtained by subtracting the rotational angular velocity of the second sun gear S2 on the second motor 22 side from the rotational angular velocity of the first sun gear S1 on the first motor 21 side. The correction unit 16 determines the magnitude relationship between the rotational angular velocities of the first sun gear S1 and the second sun gear S2 depending on whether the target value of the rotational angular velocity difference is positive or negative.

When the rotational angular velocity of the first sun gear S1 is higher than the rotational angular velocity of the second sun gear S2, the correction unit 16 causes the differential starting torque ΔT (=γ _M1 ×ΔT _M1 −( -Γ _M2 )×ΔT _M2 ), the torque change amount ΔT _M1 of the first motor 21 is added to the pre-correction torque command value T _M1 for correction (T _M1 +ΔT _M1 ). Along with this, the torque change amount ΔT _M2 of the second motor 22 in the differential starting torque is subtracted from the pre-correction torque command value T _M2 to correct (T _M2 −ΔT _M2 ). γ _M1 , ΔT _M1 , γ _M2 , and ΔT _M2 are predetermined based on the structures of the planetary mechanism 24 and the input gear pairs 34 and 36.

On the other hand, when the rotational angular velocity of the first sun gear S1 is smaller than the rotational angular velocity of the second sun gear S2, the correction unit 16 determines that the differential motor starting torque of the first motor 21 should be included in the differential torque of the planetary mechanism 24. The amount of change in torque ΔT _M1 is subtracted from the pre-correction torque command value T _M1 for correction (T _M1 −ΔT _M1 ). Along with this, the torque change amount ΔT _M2 of the second motor 22 in the differential startup torque is added to the pre-correction torque command value T _M2 to correct (T _M2 +ΔT _M2 ). As a result, the correction unit 16 derives the corrected torque command value for the first motor 21 and the corrected torque command value for the second motor 22, and the control device 10 uses the command values for the first motor 21 and the second motor 21. The motor 22 is controlled. In the above description, in the control device 10, the respective torque command values are derived by using the relational expressions of the two motors 21 and 22, but instead of the relational expressions, the respective maps are expressed by using a map representing the relationship obtained in advance. The torque command value may be derived.

According to the control device 10 shown in FIG. 1, each of the first motor 21 and the second motor 22 is controlled by the composite control that combines the torque control and the rotation speed control, and the torques of the two motors are coordinated. Therefore, it is possible to realize the control in which the output torque is not easily affected by the change in the rotation angle difference.

As a result, control is achieved in which the target value of the rotational motion difference between the two motors and the target value of the output torque are compatible. For example, it is possible to perform control such that the target value of the rotational motion difference on the two motor sides and the target value of the output torque do not interfere with each other and follow both of these two target values. For example, by making the rotational movement difference between the two motors follow the target value, the optimum rotation speed distribution for the two motors is realized, and by making the output torque follow the target value, there is no vibration ( (There is no shock that deviates from the target value) It is possible to realize a highly responsive output torque.

Furthermore, since the pre-correction torque command values of the first motor 21 and the second motor 22 are corrected by the differential-time starting torque of the planetary gear mechanism 24, it is possible to react without delay when the planetary gear mechanism 24 is differentiated. .. As a result, a desired rotation speed difference between the first motor 21 side and the second motor 22 side can be provided without delay. Further, when the planetary gear mechanism 24 is differentially operated, it is possible to prevent the output torque from varying from the target value for control.

Next, the effect of the embodiment will be described in comparison with a comparative example. FIG. 6 shows a control block of a vehicle including the control device 10 of the comparative example. The control device 10 of the comparative example has the same configuration as the control device 10 shown in FIG. The torque command values of the first motor 21 and the second motor 22 calculated by the torque command value derivation unit 14 are not corrected by the required differential torque of the planetary gear mechanism 24, and the first motor 21 and the second motor 22 are not corrected. It is used for torque control. In the comparative example, other configurations and operations are similar to those of the configuration of FIG.

In Comparative Example 1 as described above, a delay occurs when the planetary gear mechanism 24 is differentially operated. FIG. 7A is a collinear diagram showing a state in which a rotation speed difference is generated between the two motor sides in the planetary mechanism 24 in the control device 10 of the comparative example, and FIG. 7B is a rotation speed difference. It is a figure which shows that the starting torque at the time of a differential exists when generating. FIG. 7C is a diagram showing that the torque is insufficient when the rotation speed difference is generated, and FIG. 7D is a delay in making the rotation speed difference due to the differential starting torque. It is a figure which shows that. In the following, the time derivative Δθ (dot) of the rotation angle difference between the first motor 21 side and the second motor 22 side of the planetary mechanism 24 is calculated as the first motor 21 side and the second motor 22 side of the planetary mechanism 24. A description will be given of the case of conversion into the rotation speed difference Δω (rpm) (=Δθ (dots)×2π/60), which is the rotation speed per unit time.

As shown in FIG. 7A, when the rotation speed difference between the first sun gear S1 on the first motor side and the second sun gear S2 on the second motor side of the planetary mechanism 24 in the comparative example is 0 (rpm). Consider the case (2) in which Δω that is larger than 0 is changed from (1).

At this time, as shown in FIG. 7B, in the planetary gear mechanism 24, there is a differential startup torque ΔT that takes a positive or negative value depending on whether the rotational speed difference Δω is positive or negative. As a result, as shown in FIG. 7C, when changing from the state (1) of FIG. 7A to the state of (2), the planetary mechanism 24 can be operated between the two sun gears S1 and S2. In order to make a difference in the number of revolutions, the differential starting torque ΔT is required. Therefore, even if the torque of one sun gear is increased by β from the stationary state or the integrally rotating state of the two sun gears, the differential starting torque ΔT is subtracted therefrom, so that the feed forward before the feedback control is performed. There is a possibility that the required torque will not be obtained in executing the control.

Therefore, as shown by the broken line ((2)-β) in FIG. 7D, even if the rotational speed difference Δω is attempted to be generated quickly, in reality, as shown by the solid line ((2)-α). Moreover, there is a possibility that a time delay field occurs and the rotational speed difference Δω approaches the desired value.

FIG. 8 shows a rotation speed difference Δω when the rotation speed on the first motor 21 side is made larger than the rotation speed on the second motor 22 side to make a rotation speed difference in the control device of the comparative example, and the output of the planetary mechanism 24. The time change of the torque and the torque command value of the 1st motor 21 and the 2nd motor 22 (experimental result) is shown. As shown in FIG. 8, the torque command value of the first motor 21 and the second motor 22 is changed from a state where the rotation speed difference Δω between the two sun gears S1 and S2 is 0 to a positive predetermined value (100 rpm). In this case, in the comparative example, the response delay occurs due to the existence of the differential starting torque ΔT. At this time, the rotational speed difference Δω is corrected by reflecting the feedback control with the passage of time. It should be noted that once the rotational speed difference Δω is returned to 0, the differential starting torque is reflected, so that there is no or little response delay. At this time, the torque command value of the first motor 21 increases by ΔT _{M1 in} the steady state after the difference in the number of revolutions. In addition, the torque command value of the second motor 22 decreases by ΔT _{M2 in} the steady state after the difference in the number of rotations. It is also possible to increase the response by increasing the feedback gain, but the effect is low.

On the other hand, FIG. 9 shows the number of revolutions when the number of revolutions on the first motor 21 side is made larger than the number of revolutions on the second motor 22 side in the vehicle control device of the embodiment shown in FIG. The difference, the output torque of the planetary gear mechanism 24, and the time change of the torque command value of the first motor 21 and the second motor 22 (experimental result) are shown.

As shown in FIG. 9, according to the embodiment, the pre-correction torque command values T _M1 and T _M2 are corrected by the correction unit 16 by the differential starting torque of the planetary gear mechanism 24. Even in the first change stage of the value, the rotational speed difference Δω between the two sun gears can be set to a desired value with almost no response delay.

FIG. 10 shows a rotation speed difference Δω when a rotation speed difference is provided between the first motor 21 side and the second motor 22 side, and a differential starting torque ΔT in the planetary gear mechanism 24 in the vehicle control device 10 of the embodiment. The experimental result of the relationship of is shown. According to the experimental results shown in FIG. 10, it is understood that the differential starting torque ΔT is substantially constant in each of the positive and negative changes regardless of the change of Δω.

FIG. 11 is a diagram corresponding to FIG. 8 when the rotational speed of the first motor 21 side is made smaller than the rotational speed of the second motor 22 side to make a rotational speed difference in the vehicle control device 10 of the comparative example. .. FIG. 12 is a diagram corresponding to FIG. 9 when the number of revolutions on the first motor 21 side is made smaller than the number of revolutions on the second motor 22 side to make a difference in the number of revolutions in the vehicle control device 10 of the embodiment. ..

As shown in FIG. 11, in the case of the comparative example, even when the relationship of the number of rotations between the first motor 21 side and the second motor 22 side is reversed as compared with the case shown in FIG. Similar to the case shown in FIG. 8, in the stage of the first change of the torque command value of each motor, a response delay occurs in the change of the rotational speed difference due to the existence of the differential starting torque ΔT.

On the other hand, as shown in FIG. 12, in the case of the embodiment, even when the relationship of the number of rotations between the first motor 21 side and the second motor 22 side is reversed as compared with the case shown in FIG. As in the case shown in FIG. 9, the rotational speed difference Δω between the two sun gears S1 and S2 can be set to a desired value with almost no response delay even at the first change stage of the torque command value of each motor. it can.

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 modifications without departing from the essence thereof.

For example, in the above, the case where the power is transmitted from the first motor 21 and the second motor 22 to the planetary mechanism 24 via the pair of input gears 34 and 36 has been described, but the first sun gear S1 and the second sun gear of the planetary mechanism 24 are described. The power may be directly transmitted from the first motor 21 and the second motor 22 to S2. In this case, the rotation angle difference and the rotation speed difference are the rotation angle difference and the rotation speed difference between the first motor 21 and the second motor 22, respectively.

10 control device, 12 target value acquisition unit, 14 torque command value derivation unit, 16 correction unit, 20 merging system, 21 first motor, 22 second motor, 24 planetary mechanism.

Claims (5)

Regarding a planetary mechanism, a control device for controlling a vehicle including a merging system for merging torque on the first motor side and torque on the second motor side by the planetary mechanism to obtain output torque,
A target value acquisition unit that acquires a target value of the rotational motion difference between the rotational motion of the first motor side and the rotational motion of the second motor side in the planetary mechanism, and a target value of the output torque;
By using the inverse model of the kinematic model corresponding to the merging system, the pre-correction torque command value of the first motor and the second motor that satisfy the target value of the rotational motion difference and the target value of the output torque are compatible with each other. A command value derivation unit that derives a pre-correction torque command value,
The uncorrected torque command value of the first motor and the second motor is corrected by the differential starting torque required to make the planetary mechanism differential by the first motor and the second motor, A correction unit that derives a torque command value for one motor and a torque command value for the second motor;
Has,
Vehicle control device. The control device for a vehicle according to claim 1,
The command value derivation unit derives two torque command values for the first motor and the second motor using an inverse model of the motion model obtained from a motion equation corresponding to motion in the merging system.
Vehicle control device. The vehicle control device according to claim 1 or 2,
The command value derivation unit uses an inverse model of the motion model that obtains the rotational motion difference and the output torque from the torque of the first motor and the torque of the second motor.
Vehicle control device. The vehicle control device according to any one of claims 1 to 3,
The command value derivation unit calculates the two values of the first motor and the second motor from the two target values of the rotational motion difference and the output torque by calculation using an inverse matrix of a matrix corresponding to the motion model. Calculate the torque command value,
Vehicle control device. The vehicle control device according to any one of claims 1 to 4,
The measured value of the rotational motion difference is fed back to derive two torque command values for the first motor and the second motor, and the measured value of the rotational motion difference is controlled so as to follow the target value.
Vehicle control device.

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