DE102015222227B4 - Speed control for an electric drive system with elastic coupling - Google Patents

Abstract

Method for operating a speed controller (3) for an electrical drive system (1); wherein the electric drive system (1) has a motor (2) and a load (5) driven by the motor, which load is connected to the motor (2) via an elastic coupling (4); and the method comprises the following steps:
Determination of speed controller parameters (k _p , T _N ) for dynamic, stable control of the electric drive system (1) by using a virtual open control loop of a load speed (ω ₂ ), where
the load speed (ω ₂ ) is not measured and is not regulated, but rather _{results from the regulation of an engine speed (ω 1} ), and
Determination of the speed controller parameters (k _p , T _N ) using a predetermined criterion (M _r ) for a maximum of the amplitude response of the load speed (ω ₂ ) at the load (5) of the electric drive system (1).

Description

Technical part

The present invention relates to a method for operating or configuring a speed controller for an electrical drive system and a corresponding device.

Technical background

An electrical drive converts electrical energy into mechanical work. For this purpose, an electric drive can comprise an electric motor which is regulated by means of a corresponding controller. In particular, the speed of the electric motor can be regulated by the controller. A corresponding speed control loop can superimpose a subordinate current control loop.

In drive technology, a load is often moved by an electric drive, which includes an electric motor, via a coupling, which can be a shaft, for example. In particular, if the motor and the load are further apart, that is to say if one shaft is long, for example, the coupling can no longer be viewed as rigid. Rather, the connection between the motor and the load is in reality an elastic coupling, which can be modeled as an elastic torsion spring.

To regulate an electric motor, an actual speed of the motor can be recorded, which is compared with a target speed. The motor is regulated or readjusted by the controller in accordance with the specific deviation. With such a closed-loop control with respect to the motor, optimal frequency responses of the motor speed can be achieved.

However, with such an optimization of the regulation with respect to the speed of the motor, the load coupled to the motor can have an unsatisfactory speed behavior. For example, the corresponding frequency response of the load speed at a certain speed can have a high resonance peak, which is undesirable. In unfavorable cases, the entire drive system can be damaged by the resonance oscillation of the load.

In order to avoid this, it is also possible to detect the speed of the load by means of a corresponding sensor and to use it as a basis for regulating the motor. However, it is necessary for this to provide a corresponding sensor on the load, which is not possible in every application and which restricts the flexible use of the electrical drive system.

It is also known to increase the stability of a drive with an elastic connection by adding additional control blocks to a standard control loop. For example, in the DE 44 27 697 A1 discloses a control device in which state observers are additionally implemented. From the DE 103 40 400 A1 a device is also known in which an additional damper connection is used. However, such additional blocks are complex to implement and parameterize, especially in an industrial environment.

From the JP H07-15 991 A a motor controller for a motor and a load driven by the motor is known, which is connected to the motor via an elastic coupling. With the motor control, without increasing the override of a speed response, the speed of the machine load can be set so that it reacts to a speed setpoint in a short rise time.

It is known that with a hard elastic coupling, a speed control can be set approximately in the same way as it is the case with a rigid connection between the motor and the load. With a soft, elastic coupling, a gain parameter for the speed control can be reduced by a factor in comparison to the rigid connection between the motor and the load in order to obtain a stable control. Apart from these borderline cases, however, it is difficult to design a control of a real electric drive to be efficient and yet safe.

It is therefore an object of the present invention to provide a method with which an efficient speed control can be provided for an electrical drive system. In particular, it is an object of the present invention to provide a speed control which enables stable control of an electrical drive system with an elastic coupling. The regulation should be characterized by the best possible damping properties and the greatest possible dynamics.

These and other objects, which will become apparent from the following description, are achieved by a method according to claim 1 and a device according to claim 10.

Content of the invention

The above-mentioned objects are achieved by a method for operating a Speed controller for an electric drive system according to claim 1 and by a device for a speed controller of an electric drive system according to claim 10. The operation of the speed controller can include setting or configuring the speed controller. The invention also relates to the configuration of the speed controller.

In particular, the method can be used to determine control parameters of a corresponding speed controller. The electric drive system comprises a motor and a load driven by the motor, the load being connected to the motor via an elastic coupling. The elastic coupling can include, for example, a drive shaft and also a transmission.

According to the method, speed controller parameters are determined with the aid of an open control loop application of a speed of the load, but the speed of the load itself is not measured. Correspondingly, the open loop of the speed of the load is a virtual open loop. The speed of the load itself is preferably not regulated, but rather the speed of the motor. The speed controller parameters preferably include a controller reset time and a controller proportional gain. The speed controller can thus be a PI controller.

Furthermore, the speed controller parameters are determined using a criterion for a maximum of the amplitude response of the load speed of the load of the electric drive system. This criterion can describe how much the drive system tends to oscillate. The criterion preferably describes the maximum of the amplitude response of a closed control loop of the speed of the load. Thus, the open control loop of the speed of the load is preferably set to the specified criterion. By setting up a virtual open control loop for the speed of the load, the oscillation behavior of the load can be precisely controlled by ultimately controlling the speed of the motor taking into account the criterion or the behavior of the speed of the load.

The operation, or the setting or configuration of the speed controller is therefore based on the load speed, which, however, cannot be recorded and used directly for control. To set the speed controller parameters or to optimize them, the size of the resonance peak of the load-side frequency response is specified and is included in the calculation of the optimal speed controller parameters. The speed controller parameters can thus be determined unambiguously and precisely, so that efficient and optimal control is possible. It is not necessary to estimate the speed controller parameters for drive systems with elastic coupling, which would lead to inaccurate values. Sampling and feedback of the load speed during operation are also not necessary. Due to the construction of the open control loop of the speed of the load, which can be viewed as virtual, since the speed of the load itself is not controlled directly, the behavior of the load is nevertheless taken into account when determining the speed controller parameters.

Those skilled in the art understand that the speed of the load can also be referred to as the load speed, and the speed of the motor can also be referred to as the motor speed. Preferably, a speed of the motor is provided and the open control loop of the speed controller also has a closed control loop of the speed of the motor on. This closed control loop of the speed of the motor uses the determined speed controller parameters. In particular, the speed controller parameters are preferably determined by using the closed control loop of the speed of the motor. A motor speed is preferably provided, and the determined speed controller parameters are preferably used by the speed controller in a control loop that is closed according to the motor speed to regulate the load speed. The regulation of the speed of the motor is thus carried out taking into account a returned motor speed. Since the speed controller parameters were also determined for the speed of the load, efficient control of the speed controller is provided. Preferably, the criterion also describes a maximum of the amplitude response of the motor, preferably a maximum of the amplitude response of the closed control loop of the speed of the motor. Since the speed controller parameters relate to both the closed control loop of the speed of the motor and the virtual open control loop of the speed of the load, precise parameters can be determined which meet the criterion and cause the desired behavior of the electrical drive system. The criterion thus preferably takes into account both the engine speed and the load speed.

The method for operating or configuring preferably includes providing system parameters of the electric drive system. The system parameters can reflect the physical properties of the drive system. These system parameters preferably include, in particular, a motor moment of inertia, a load moment of inertia and / or a spring constant of the elastic coupling. The method preferably further comprises determining the controller reset time using the provided system parameters and the criterion. Furthermore, the method preferably includes a determination of the controller proportional gain using the provided system parameters, the criterion and the determined controller reset time. Precise speed controller parameters can thus be determined so that dynamic, stable control of the drive system is made possible.

The determination of the controller reset time preferably includes performing an iteration method. This iteration method is particularly preferably a Newton method. This means that the controller reset time can be determined very precisely.

Preferably, the method for controlling a speed regulator furthermore has a determination of a damping factor, which takes place using the provided system parameters, the determined controller reset time and the determined controller proportional gain. The method further includes determining whether the damping factor is less than a threshold value. If the attenuation factor is smaller than a threshold value, a notch filter is used. Then the controller reset time and the controller proportional amplifier are determined again as described above, taking the band-stop filter into account. This provides a robust controller configuration with which the vibration effects of the controller itself can also be taken into account.

The band-stop filter preferably comprises a notch filter or two notch filters.

Furthermore, the above-mentioned objects are achieved by a device with a speed controller of an electrical drive system. The device can preferably be designed in the form of a drive controller. The electric drive system includes a motor and a load driven by the motor, which is connected to the motor via an elastic coupling. A speed of rotation of the load is not measured by the device. The device is set up to carry out one of the methods described above in order to preferably obtain a configuration of the speed controller.

Figure list

• 1 schematisch ein elektrisches Antriebssystem gemäß einer Ausführungsform;
• 2 schematisch ein Blockschaltbild einer Regelungsstrecke;
• 3 und 4 den Amplitudengang einer Motor- und Lastdrehzahl;
• 5 ein Flussdiagramm eines Verfahrens zur Steuerung eines Drehzahlreglers gemäß einer Ausführungsform;
• 6 und 7 den Amplitudengang einer Motor- und Lastdrehzahl gemäß einer Ausführungsform;
• 8 und 9 den Amplitudengang einer Motor- und Lastdrehzahl gemäß einer weiteren Ausführungsform;
• 10 ein Flussdiagramm eines Verfahrens zur Steuerung eines Drehzahlreglers gemäß weiteren Ausführungsform; und
• 11 und 12 den Amplitudengang einer Motor- und Lastdrehzahl gemäß einer weiteren Ausführungsform.

The present invention is described in more detail below with reference to the accompanying figures. It shows:

• 1 schematically an electric drive system according to an embodiment;
• 2 schematically a block diagram of a control system;
• 3 and 4th the amplitude response of a motor and load speed;
• 5 a flowchart of a method for controlling a speed controller according to an embodiment;
• 6th and 7th the amplitude response of a motor and load speed according to an embodiment;
• 8th and 9 the amplitude response of a motor and load speed according to a further embodiment;
• 10 a flowchart of a method for controlling a speed controller according to a further embodiment; and
• 11 and 12th the amplitude response of a motor and load speed according to a further embodiment.

Description of preferred exemplary embodiments

In the following, preferred embodiments of the invention are described with reference to the accompanying drawings.

The 1 shows schematically an electric drive system 1 according to an embodiment of the present invention. The electric drive system 1 includes an engine 2 , which by means of a corresponding drive controller 6th is regulated. In particular, the drive controller 6th a speed controller 3 include. The drive controller 6th can also include a PI controller. The motor 2 is by means of an elastic coupling 4th , which can be a torsionally flexible shaft, for example, with a load 5 connected. For example, via the elastic coupling 4th Torques given by the engine 2 generated on the load 5 be transmitted.

The motor 2 has a motor moment of inertia J ₁ , the load 5 a load moment of inertia J ₂ , and the elastic coupling 4th can be described by means of a spring constant c. A change in an angular velocity ω _{1 of} the motor 2 results in a change in an angular velocity ω _{2 of} the load 5 . The motor 2 is done by means of the drive controller 6th regulated on the basis of the scanned motor angular speed ω _1. On the other hand, no speed sensor is provided at the load.

2 schematically shows a block diagram of a control system which, for example, is used to control the electrical drive system 1 the 1 can serve. The block 21 is the one corresponding transfer function for the controller and the block 22nd is the corresponding transfer function for the route. The blocks 21 and 22nd can for example have PT1 and PT2 members. The speed of the motor ω ₁ is recorded and fed back for the closed speed control loop. The block 23 describes the transfer function of the load. The speed of the load ω ₂ is not recorded, but results from the regulation of ω ₁ .

The transfer function of the controller 21 depends on a controller proportional gain k _p and a controller reset time T _N. Further parameters are the time constant T _{i of} the current control loop and the above-mentioned system parameters J _1, J ₂ , c.

For the parameterization of the speed controller 3 an optimization according to an M _r criterion is used. M _r characterizes the maximum of the amplitude response of the closed control loop. With well damped control loops M _r = 1.1 to 1.3, with moderately damped control loops M _r = 1.3 to 1.5. Depending on the application, a desired M _r value can be specified, for example M _r = 1.2. The parameterization is based on the relationships between the frequency responses of the open and closed control loops. So that the amplitude response of a control loop _{does not exceed a predetermined M r} value in the closed state, a certain phase reserve of the open loop is necessary. The M _r parameter can correspond to the criterion described in “Theory of Automatic Control Systems” by Besekersky VA and Popov EP. The factor M _r depends on the so-called center frequency width h, which is present around the crossover frequency.

The 3 and 4th each show the frequency response of the closed motor speed control loop and the frequency response of the speed on the load side. The following parameters were used: J ₁ = 0.00025 kgm ² , J ₂ = 0.0005 kgm ² , c = 400 Nm / rad.

The control loop was optimized exclusively taking into account the engine speed ω ₁ , so that M _r = 1.2. This resulted in the speed controller parameters k _p = 1413 s ^-1 and T _N = 2.91 ms.

How out 3 is the maximum of the frequency response of the closed ω ₁ control loop of the motor 2 approximately equal to the default value of 1.2. However, the ω ₂ -frequency response of the load 5 , as in 4th shown has a very high resonance peak, which goes well beyond 1.2 and is approx. 2.8. Despite an optimization of the control with regard to the speed of the motor 2 shows the load 5 therefore an unsatisfactory overshoot behavior. In order to optimize the speed ω _2, a corresponding encoder would have to be provided on the load in a conventional manner in order to feed back the load speed to the control. However, this is precisely to be avoided by the present invention.

By means of the present invention, the ω ₂ frequency response is also optimized with regard to a predetermined resonance peak M _r , without a transmitter having to be provided on the load side. For this purpose, a virtual open ω ₂ control loop is set up, and the control loop is then set to a desired M _r value. Since ω ₂ itself is not controlled directly, the open ω ₂ control loop should be viewed as a virtual control loop. Ultimately, ω _{1 is} regulated, taking into account ω ₁ and a predetermined M _r .

mit: $$\begin{array}{l}{\text{A}}_{\text{o}}=\text{h}\times \text{f}\times {\text{T}}_{2^2}\times {\text{T}}_{\text{i}};\\ {\text{A}}_1=-\text{h}\times \text{f}\times {\text{T}}_{2^2};\\ {\text{A}}_2=-\text{h}\times {\text{T}}_{\text{i}};\\ {\text{A}}_3=\mathrm{1,}\end{array}$$

wobei: $$\begin{array}{l}\text{h}=\left({\text{M}}_{\text{r}}+1\right)/\left({\text{M}}_{\text{r}}-1\right);\\ \text{f}={\text{M}}_{\text{r}}/\left({\text{M}}_{\text{r}}-1\right)\end{array}$$

The speed controller parameters result from known relationships between the transfer functions of an open and closed control loop. It follows for the controller reset time T _N : $${\text{A.}}_3\times {\text{T}}_{{\text{N}}^3}+{\text{A.}}_2\times {\text{T}}_{{\text{N}}^2}+{\text{A.}}_1\times {\text{T}}_{\text{N}}+{\text{A.}}_{\text{O}}=\text{O},$$

With: $$\begin{array}{l}{\text{A.}}_{\text{O}}=\text{H}\times \text{f}\times {\text{T}}_{2^2}\times {\text{T}}_{\text{i}};\\ {\text{A.}}_1=-\text{H}\times \text{f}\times {\text{T}}_{2^2};\\ {\text{A.}}_2=-\text{H}\times {\text{T}}_{\text{i}};\\ {\text{A.}}_3=\mathrm{1,}\end{array}$$

in which: $$\begin{array}{l}\text{H}=\left({\text{M.}}_{\text{r}}+1\right)/\left({\text{M.}}_{\text{r}}-1\right);\\ \text{f}={\text{M.}}_{\text{r}}/\left({\text{M.}}_{\text{r}}-1\right)\end{array}$$

wobei: $${\text{T}}_{12}=1/{\left(\left({\text{J}}_1+{\text{J}}_2\right)\times \text{c}/\left({\text{J}}_1\times {\text{J}}_2\right)\right)}^{\mathrm{0,5}}.$$

The time constant T ₂ describes the natural frequency of the load Ω ₂ , and is defined as T ₂ = Ω ₂ ^-1 . In detail, T ₂ depends on J ₁ , J ₂ and c as follows: $${\text{T}}_2={\left(\left({\text{J}}_1+{\text{J}}_2\right)/{\text{J}}_1\right)}^{0.5}\times {\text{T}}_{\mathrm{12th}};$$

in which: $${\text{T}}_{\mathrm{12th}}=1/{\left(\left({\text{<figure-callout id="1" label="J" filenames="DE102015222227B4\_0008.png,DE102015222227B4\_0009.png" state="{{state}}">J</figure-callout>}}_1+{\text{J}}_2\right)\times \text{c}/\left({\text{<figure-callout id="1" label="J" filenames="DE102015222227B4\_0008.png,DE102015222227B4\_0009.png" state="{{state}}">J</figure-callout>}}_1\times {\text{J}}_2\right)\right)}^{0.5}.$$

An iteration method is used to solve the cubic equation or to obtain an approximation of T _N. For this purpose, T _N is first determined for the assumption T _i = 0, and then refined using Newton's iteration method. Following this, the controller proportional gain k _p is determined as follows: $${\text{k}}_{\text{p}}=\left(\text{f}\times {\text{T}}_{\text{N}}\right)/\left({\text{T}}_{{\text{N}}^2}-\text{f}\times {\text{T}}_{2^2}\right),$$

5 shows schematically the sequence of a method for controlling a speed controller 3 . In step 101 system parameters of the electric drive system are provided, such as B. the moment of inertia J _{1 of} the motor, the moment of inertia J _{2 of} the load, and the spring constant c of the elastic coupling.

In step 102 the controller reset time T _N is determined using the provided system parameters and a predetermined M _r criterion. For this purpose, the cubic equation described above is first solved with the assumption T _i = 0, and then T _{N is} precisely determined using Newton's iteration method.

In step 103 the controller proportional gain k _{p is} determined using the provided system parameters, the M _r criterion and the determined controller reset time T _N.

The 6th and 7th show the amplitude responses of ω _{1 of} the motor 2 and ω ₂ . the burden 5 . According to the method according to the invention, the following speed controller parameters were determined based on the system parameters described above: k _p = 642 s ^-1 , T _N = 1.0 ms.

How out 7th can be seen, the resulting resonance peak of the amplitude response of ω _{2 of} the load 5 a maximum of 1.2, corresponding to the specified value of M _r . The resonance peak of the amplitude response of the ω ₁ control loop of the motor 2 is well below 1.2, as in 6th shown.

Using this precise, precise calculation, a speed controller can 3 can be set efficiently so that a dynamic control with a desired vibration behavior is achieved without a sensor for the speed of the load 5 must be provided. Based on the criterion M _r , or on a default value for the control quality, precise speed controller parameters can be used for the entire oscillating drive system 1 to be determined. By varying M _r, for example when M _{r is} reduced, for example to reduce the volume of the machine, precise values for k _p and T _N can be determined so that efficient speed control is made possible. The electric drive system 1 thus has optimal dynamics and the desired vibration characteristics.

The 8th and 9 also show frequency responses of the speed ω _{1 of} the motor 2 and the speed ω _{2 of} the load 5 . The speed controller parameters correspond to the above with regard to 6th and 7th parameters described, but with the moment of inertia of the motor by a factor 6th was increased so that J ₁ = 0.0015 kgm ² . However, since this has no influence on the calculation of k _p and T _N according to the method described above, these values remain unchanged. How out 9 As can be seen, however, the resonance peak of ω ₂ is more than twice as high as the specified value of M _r = 1.2. This increase is due to the damping factor PT2 element in the virtual open ω ₂ control loop. In such cases, a band-stop filter is used to ensure that the drive system behaves optimally.

10 shows a flow chart of a method according to a further embodiment. The steps 201 , 202 and 203 correspond to the steps 101 , 102 and 103 the 5 , as described above. When making a decision 204 it is determined whether a bandstop filter has already been used. If this is not the case, step 205 the damping factor of the virtual PT2 element is determined. This results from $$\mathrm{\xi }={\left({\text{T}}_{\text{N}}/\left({\text{T}}_{\text{N}}+{\text{k}}_{\text{p}}\times {\text{<figure-callout id="2" label="T" filenames="DE102015222227B4\_0008.png,DE102015222227B4\_0014.png" state="{{state}}">T</figure-callout>}}_{2^2}\right)\right)}^{0.5}\times \left({\text{T}}_{\text{i}}+{\text{<figure-callout id="2" label="T" filenames="DE102015222227B4\_0008.png,DE102015222227B4\_0014.png" state="{{state}}">T</figure-callout>}}_{2^2}\times {\text{k}}_{\text{p}}\right)/\left(2\times {\text{T}}_{\mathrm{12th}}\right).$$

When making a decision 206 it is determined whether the damping factor is greater than a threshold value. This threshold value can preferably be ξ 1/2 ^0.5 . In this case there is no increase in the amplitude characteristic due to the PT2 element. If the damping factor is greater than the threshold value, the method therefore ends in step 207 . Otherwise, if the damping factor is smaller than the threshold value, step 208 a band-stop filter in the speed controller 3 used. A transfer function of a band-stop filter of the second order, as is known to the person skilled in the art, can be used for this purpose. A notch filter is preferably used as the band-stop filter.

Then in step 209 the coefficients A ₀ , A ₁ , A _{2 of} the cubic equation for T _{N are} determined. For this purpose, T _{i is} replaced by T _i + 2 × ξ _f × T ₁₂ for the determination of the coefficients A ₀ , A ₂ , with the filter damping _{factor ξ f.} Then, in the steps 202 and 203 the controller reset time T _N and the controller proportional gain k _p , as described above, are determined. When making a decision 204 it is determined that a band elimination filter has been used, and then the method ends in step 207 .

The 11 and 12th show frequency responses of ω ₁ and ω ₂ , using a band-stop filter with attenuation according to Butterworth ξ _f = 2 ^0.5 / 2. The speed controller parameters obtained in accordance with the method described above are: k _p = 293 s ^-1 , T _N = 20.8 ms.

As can be seen from the figures, the criterion M _r = 1.2 is now fulfilled _{by both ω 1} and ω _2. The use of a band-stop filter can, however, have a high sensitivity of the control loop to parameter changes of the two-mass oscillator. Two band-stop filters of the second order of the same quality are therefore preferably connected in series, the center frequencies of which are somewhat detuned from one another. As a result, good suppression can be achieved for a significantly larger bandwidth. The calculation of the speed controller parameters remains basically unchanged, only the filter damping factor needs to be doubled. As a result, a very robust system can be provided with a desired vibration behavior.

List of reference symbols

1

electric drive system

2

engine

3

Speed controller

4th

elastic coupling

5

load

6th

Drive controller

21

Transfer function of the controller

22nd

Transfer function of the route

23

Transfer function of the load

101

Provision of the system parameters of the electric drive system

102

Determination of the controller reset time T _N

103

Determination of the controller proportional gain k _p

201

Provision of the system parameters of the electric drive system

202

Determination of the controller reset time T _N

203

Determination of the controller proportional gain k _p

204

Decision whether a band-stop filter is used

205

Determination of the damping factor of the virtual PT2 element

206

Decision of the damping factor is greater than a threshold value

207

End of the process

208

Use of a band-stop filter in the speed controller

209

Determination of the coefficients A ₀ , A ₁ , A _{2 of} the cubic equation for T _N

Claims (10)

Method for operating a speed controller (3) for an electrical drive system (1); wherein the electric drive system (1) has a motor (2) and a load (5) driven by the motor, which load is connected to the motor (2) via an elastic coupling (4); and the method comprises the following steps: determining speed controller parameters (k _p , T _N ) for dynamic, stable control of the electric drive system (1) by using a virtual open control loop of a load speed (ω ₂ ), the load speed ( ω ₂ ) is not measured and is not regulated, but _{results from regulating a motor speed (ω 1} ), and determining the speed controller parameters (k _p , T _N ) using a predetermined criterion (M _r ) for a maximum of the amplitude response the load speed (ω ₂ ) on the load (5) of the electric drive system (1). Procedure according to Claim 1 , the determined speed controller parameters (k _p , T _N ) being used by the speed controller (3) in a _{control loop closed according to the engine speed (ω 1} ) to control the load speed (ω ₂ ). Procedure according to Claim 2 , the speed controller parameters (k _p , T _N ) continue to be determined by applying the closed loop control of the engine speed (ω ₁ ). Method according to one of the Claims 1 to 3 , the speed controller parameters including a controller reset time (T _N ) and a controller proportional gain (k _p ). Procedure according to Claim 4 , comprising the following steps: a. Providing system parameters of the electric drive system (J ₁ , J ₂ , c); b. Determining the controller reset time (T _N ) using the provided system parameters (J ₁ , J ₂ , c) and the criterion (M _r ); c. Determination of the controller proportional gain (k _p ) using the provided system parameters (J ₁ , J ₂ , c), the criterion (M _r ) and the determined controller reset time (T _N ). Procedure according to Claim 5 , the system parameters of the electric drive system being a motor moment of inertia (Ji) and / or a Include load moment of inertia (J2) and / or a spring constant (c) of the elastic coupling. Procedure according to Claim 5 or 6th wherein the determination of the controller reset time (T _N ) comprises performing an iteration method, and preferably a Newton method. Method according to one of the Claims 5 to 7th , further comprising the following steps: d. Determining a damping factor (ξ) using the provided system parameters (J ₁ , J2, c), the determined controller reset time (T _N ) and the determined controller proportional gain (k _p ); e. Determining whether the damping factor (ξ) is less than a threshold value; f. If the attenuation factor (ξ) is less than a threshold value, a notch filter is used and steps b. and c. repeated taking into account the band-stop filter used. Procedure according to Claim 8 wherein the band stop filter comprises one notch filter and preferably two notch filters. Device, in particular drive controller, (6) with a speed controller (3) of an electrical drive system (1); wherein the electric drive system (1) has a motor (2) and a load (5) driven by the motor, which is connected to the motor (2) via an elastic coupling (4), and wherein the device (6) is set up, a method according to one of the Claims 1 to 9 perform.

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