Apparatus and method for active vibration control of hybrid electric vehicle

Abstract

The present disclosure relates to active vibration control of a hybrid electric vehicle. One form provides a method that may include setting up a period of fast Fourier transform (FFT) and performing FFT of an engine speed or a motor speed corresponding to the period of the FFT from a reference angle signal; setting up a reference spectrum; extracting vibration components to be removed based on information of the reference spectrum; selecting and adding a removal object frequency from the vibration of each frequency and performing inverse FFT; determining a basic amplitude ratio according to the engine speed and the engine load; determining an adjustable rate which decreases an anti-phase torque as a change amount of the engine speed is decreased; and performing active vibration control of each frequency based on the information of the basic amplitude ratio, the adjustable rate, and the engine torque.

Claims

1. An apparatus for active vibration control of a hybrid electric vehicle including an engine and a motor, comprising: a position sensor configured to detect position information of the engine or the motor; and a controller configured to: select a reference angle signal based on position information detected by the position sensor, determine a fast Fourier transform (FFT) signal based on performing FFT on a detected engine speed or detected motor speed, wherein the FFT signal includes a plurality of frequency components; extract one or more vibration components from the FFT signal; determine a summed removal object by adding each of the extracted vibration components; generate a reference signal by performing inverse FFT on the summed removal object; and perform active vibration control of each frequency component by controlling the engine speed or controlling the motor speed based on a value calculated from a basic amplitude ratio, a predetermined adjustable rate, an engine torque, and the reference signal.

2. The apparatus of claim 1, wherein the controller is configured to determine a reference spectrum covering the plurality of frequency components according to the engine speed and an engine load, and to extract the one or more vibration components based on a comparison of the FFT signal with the reference spectrum.

3. The apparatus of claim 1, wherein the controller is configured to remove the vibration component by outputting a motor torque corresponding to a negative value of a value by multiplying the reference signal, the basic amplitude ratio, the adjustable rate, and the engine torque.

4. The apparatus of claim 1, wherein the controller is configured to set up the reference angle signal by dividing by a number of resolver poles based on information of the position of the motor or to set up the reference angle signal between top dead center (TDC) and bottom dead center (BDC) of a number one cylinder or a number four cylinder based on information of the position of the engine.

5. The apparatus of claim 1, wherein the controller is configured to determine an FFT period based on engine attributes including a number of engine cylinders and a stroke of the engine, and analyze the FFT signal by a calculated amplitude and phase information of each frequency component.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic block diagram of an apparatus for active vibration control of a hybrid electric vehicle.

(2) FIG. 2 is a flowchart illustrating a method for active vibration control of a hybrid electric vehicle.

(3) FIG. 3 is a drawing illustrating vibration reduction to which a method for active vibration control of a hybrid electric vehicle is applied in case that a change amount of an engine speed is decreased.

(4) FIG. 4A is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

(5) FIG. 4B is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

(6) FIG. 4C is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

(7) FIG. 4D is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

(8) FIG. 4E is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

(9) FIG. 4F is a graph for explaining a method for active vibration control of a hybrid electric vehicle is applied.

DETAILED DESCRIPTION

(10) In the following detailed description, only certain exemplary forms of the present disclosure have been shown and described, simply by way of illustration. As those skilled in the art would realize, the described forms may be modified in various different ways, all without departing from the spirit or scope of the present disclosure.

(11) Throughout this specification and the claims which follow, unless explicitly described to the contrary, the word comprise and variations such as comprises or comprising will be understood to imply the inclusion of stated elements but not the exclusion of any other elements.

(12) Like reference numerals designate like elements throughout the specification.

(13) It is understood that the term vehicle or vehicular or other similar term as used herein is inclusive of motor vehicles in general including hybrid vehicles, plug-in hybrid electric vehicles, and other alternative fuel vehicles (e.g., fuels derived from resources other than petroleum). As referred to herein, a hybrid electric vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.

(14) Additionally, it is understood that some of the methods may be executed by at least one controller. The term controller refers to a hardware device that includes a memory and a processor configured to execute one or more steps that should be interpreted as its algorithmic structure. The memory is configured to store algorithmic steps and the processor is specifically configured to execute said algorithmic steps to perform one or more processes which are described further below.

(15) Furthermore, the control logic of the present disclosure may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, a controller, or the like. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer readable recording medium can also be distributed in network coupled computer systems so that the computer readable media are stored and executed in a distributed fashion, e.g., by a telematics server or a controller area network (CAN).

(16) An exemplary form of the present disclosure will hereinafter be described in detail with reference to the accompanying drawings.

(17) FIG. 1 is a schematic block diagram of an apparatus for active vibration control of a hybrid electric vehicle.

(18) As shown in FIG. 1, an apparatus for active vibration control of a hybrid electric vehicle includes an engine 10, a motor 20, a position sensor 25, a clutch 30, a transmission 40, a battery 50, and a controller 60.

(19) The engine 10 outputs power by combusting fuel as a power source while turned on. The engine 10 may be various disclosed engines such as a gasoline engine or a diesel engine using conventional fossil fuel. The rotation power generated from the engine 10 is transmitted to the transmission 40 side through the clutch 30.

(20) The motor 20 is operated by a 3-phase AC voltage applied from the battery 50 through an inverter to generate torque, and operates as a power generator and supplies regenerative energy to the battery 50 in a coast-down mode.

(21) In the exemplary form of the present disclosure, the motor 20 may be directly connected to the crankshaft of the engine 10.

(22) The position sensor 25 detects position information of the engine 10 or the motor 20. That is, the position sensor 25 may include a crankshaft position sensor that detects a phase of the crankshaft or a motor position sensor that detects a position of a stator and a rotor of the motor. The controller 60 may calculate an engine speed by differentiating the rotation angle detected by the crankshaft position sensor, and a motor speed may be calculated by differentiating the position of the stator and the rotor of the motor detected by the motor position sensor. The position sensor 25 may be additional speed sensor (not shown) for measuring the engine speed or the motor speed.

(23) The clutch 30 is disposed between the motor 20 connected to the crankshaft of the engine 10 and the transmission 40, and switches power delivery to the transmission 40. The clutch 30 may be applied as a hydraulic pressure type of clutch or dry-type clutch.

(24) The transmission 40 adjusts a shift ratio according to a vehicle speed and a running condition, distributes an output torque by the shift ratio, and transfers the output torque to the driving wheel, thereby enabling the vehicle to run. The transmission 40 may be applied as an automatic transmission (AMT) or a dual clutch transmission (DCT).

(25) The battery 50 is formed with a plurality of unit cells, and a high voltage for providing a driving voltage to the motor 20 is stored at the battery 50. The battery 50 supplies the driving voltage to the motor 20 depending on the driving mode, and is charged by the voltage generated from the motor 20 in the regenerative braking.

(26) The controller 60 selects a reference angle signal on the basis of a signal from the position sensor 25, performs fast Fourier transform (FFT), extracts a vibration component to be removed through the FFT analysis, generates a reference signal by performing inverse FFT, and performs active vibration control of each frequency by reflecting a basic amplitude ratio, a predetermined adjustable rate such that an anti-phase torque is decreased as a change amount of the engine speed is decreased, and an engine torque to the reference signal. The reference signal may mean an inverse FFT signal of the vibration components to be removed according to frequencies.

(27) For these purposes, the controller 60 may be implemented as at least one processor that is operated by a predetermined program, and the predetermined program may be programmed in order to perform each step of a method for active vibration control of a hybrid electric vehicle according to an exemplary of the present invention.

(28) Various embodiments described herein may be implemented within a recording medium that may be read by a computer or a similar device by using software, hardware, or a combination thereof, for example.

(29) According to hardware implementation, the embodiments described herein may be implemented by using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, micro-controllers, microprocessors, and electric units designed to perform any other functions.

(30) In software implementations, forms such as procedures and functions described in the present forms may be implemented by separate software modules. Each of the software modules may perform one or more functions and operations described in the present disclosure. A software code may be implemented by a software application written in an appropriate program language.

(31) Hereinafter, a method for active vibration control of the hybrid electric vehicle according to an exemplary form of the present disclosure will be described in detail with reference to FIG. 2 to FIG. 4.

(32) FIG. 2 is a flowchart illustrating a method for active vibration control of a hybrid electric vehicle, and FIG. 3 is a drawing illustrating vibration reduction to which a method for active vibration control of a hybrid electric vehicle is applied in case that a change amount of an engine speed is decreased.

(33) As shown in FIG. 2, an active vibration control method of the hybrid electric vehicle is started when the position sensor 25 detects position information of the engine 10 or the motor 20 at step S100, and the controller 60 may detect engine speed or motor speed using the position information of the engine 10 or the motor 20 at step S100 (refer to FIG. 4A). The controller 60 selects the reference angle signal based on the signal of the position sensor 25 at step S110. That is, the controller 60 selects the reference angle signal according to information of positions of the engine 10 and the motor 30 (refer to FIG. 4A).

(34) The controller 60 may set up the reference angle signal by dividing by a number (m) of resolver poles based on information of the position of the motor 20, or may set up the reference angle signal between top dead center (TDC) and bottom dead center (BDC) of the number one cylinder or the number four cylinder based on information of the position of the engine 10. For example, the controller 60 may select the reference angle signal based on the information of the position of the motor 20, and may create the reference angle signal by dividing 16 poles signal into eight (8). The reference angle signal means a start point for performing FFT.

(35) After that, the controller 60 sets up a period of the FFT for performing at step S120. The controller 60 may set up the entire period in consideration of a cylinder and stroke of the engine 10. For example, if the engine 10 has four cylinders and four strokes, the crank angle may be 720 degrees.

(36) When the FFT period is set up in the step S120, the controller 60 analyzes the FFT signal at step S130. That is, the controller 60 performs the FFT of the engine speed, an engine acceleration, a rotational period of the engine, the motor speed, a motor acceleration, or a rotational period of the motor corresponding to the period of the FFT from the reference angle signal (refer to FIG. 4B). The controller 60 may calculate amplitude and phase information of each frequency by analyzing the FFT signal.

(37) In addition, the controller 60 sets up a reference spectrum according to the engine speed and the engine load at step S140. That is, the controller 60 may set up a vibration reference value of each frequency according to an operating point of the engine.

(38) When the reference spectrum is set up in the step S140, the controller 60 extracts a vibration component to be removed at step by comparing the FFT signal with the reference spectrum at step S150. That is, the controller 60 may select an object requiring vibration control in a compared result value of the FFT analysis and the predetermined vibration reference value. The controller 60 may extract the frequency component that the FFT signal is greater than the reference spectrum as the vibration component to be removed. For example, referring to FIG. 4B, f2 frequency component may be selected as a frequency component to be removed. Since the reference spectrum means normal vibration components according to the engine speed and load, the controller 60 determines the frequency component that the FFT signal is greater than the reference spectrum as abnormal vibration components to be removed.

(39) As shown in FIG. 3, a amplitude and phase of vibration components of each frequency calculated by performing FFT analysis is illustrated in left upper side of the drawing.

(40) When the vibration components to be removed is selected in the step S150, the controller 60 sums the vibration components to be removed according to frequencies, and performs inverse FFT to create a reference signal at step S160 (refer to FIG. 4C). As described above, the reference signal means inverse FFT signal of the vibration components to be removed.

(41) When the reference signal is generated by performing the inverse FFT in the step S160, the controller 60 determines a basic amplitude ratio according to the engine speed and the engine load at step S170. Herein, the basic amplitude ratio according to the engine speed and load may be determined in advance by a predetermined map.

(42) In addition, the controller 60 determines an adjustable rate which decreases an anti-phase torque as a change amount of the engine speed is decreased at step S180.

(43) As shown in FIG. 3, the anti-phase torque which overlaps the component of vibration to be removed is illustrated as a dotted line in left lower side of the drawing. Herein, if the change amount of the engine speed is decreased, the adjustable rate may be set up such that the anti-phase torque is decreased in a negative direction as illustrated by a solid line.

(44) After that, the controller 60 performs active vibration control based on information of the amplitude ratio, the adjustable rate, and the engine torque at step S180. That is, the controller 60 may remove all the positive components and negative components of the vibration components by outputting the motor torque corresponding to an inverse value of a value by multiplying the reference signal created by inverse FFT, the engine torque and the basic amplitude ratio (refer to FIG. 4D). Since the reference signal is expressed as speed according to time, the controller 60 removes the vibration components to be removed by reflecting the engine torque and the basic amplitude ratio to the reference signal and transforming the reference signal to torque component. That is, as shown in FIGS. 4E and 4F, it is possible to control the engine speed or the motor speed that the frequency components corresponding to the reference spectrum are remained.

(45) Referring to FIG. 3, the adjustable rate is applied to the vibration component extracted through the FFT analysis, and since the decreased anti-phase torque as the change amount of the engine speed is decreased is added, it is controlled such that the object to be removed is removed and a required vibration component remains as described in right side of the drawing.

(46) As shown in FIG. 4, if a vehicle is decelerating in which the change amount of the engine speed is decreasing, the predetermined adjustable rate may be applied so as to decrease the anti-phase torque. At this time, since vibration of the engine is decreased as the engine speed is decreased, effect of vibration reduction can be maintained even though the anti-phase torque is decreased in accordance with the adjustable rate. Therefore, vibration can be actively reduced with minimizing energy consumption. Further, remained energy may be used for battery charging.

(47) As described above, the vibration may be actively controlled, because the exact vibration component of each frequency may be extracted through FFT frequency spectrum analysis. Therefore, since the determination system of the reference angle of the engine and the motor may be utilized as it is, an additional device or an algorithm for signal synchronization as used in the conventional art may be eliminated.

(48) In addition, the adjustment amount of vibration and frequency which is the object of the vibration control may be controlled individually, it is possible to prevent inefficiency which is from the control when the vibration is over-removed and the fuel consumption may be improved as the motor torque is increased when the engine is accelerated. Thus, precise and efficient active control may be performed through the feedback control in real time.

(49) While this disclosure has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the disclosure is not limited to the disclosed forms. On the contrary, it is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims.