JP2005151797A - Vibration-damping control unit of electric motor drive vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration-damping control unit with a vibration deadening effect more improved in the electric motor drive vehicle. <P>SOLUTION: The vibration-damping control unit of the electric motor drive vehicle comprises a means for setting a first torque target value, a means for calculating a rotational speed estimated value of an electric motor to obtain a deviation between the rotational speed estimated value and an actual rotational speed, a means for calculating a second torque target value by providing a filter of H(s)/Gp(s), using a transmission characteristic (s) to make the deviation pass through the filter, and a means for adding the first/second torque target values to form a motor torque command value with output torque of the electric motor controlled, in a manner conformable with this command value, further with a cutoff frequency of the filter of H(s)/Gp(s) to a relation of a drive system torsional resonance frequency fp, a high-pass side cutoff frequency fcH, and a low-pass side cutoff frequency fcL, set to fp=fcH=fcL, moreover with the second torque target value magnified to a gain of kfb fold, for the range 1≤kfb≤2. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a technique for suppressing torque vibration in a vehicle driven by an electric motor.

As a vibration suppression control device for suppressing torque vibration in a vehicle using an electric motor as a drive source, for example, there is a device described in Patent Document 1 described later.
In the above conventional vibration damping control device, a first torque target value is set according to various vehicle information, and a motor torque command value to be described later is input, and between the torque input to the vehicle and the motor rotation speed. The motor rotational speed is estimated by passing through a filter having a characteristic corresponding to the model Gp (s) of the transfer characteristic of the motor, and the deviation between the estimated rotational speed and the actual motor rotational speed is obtained. Of the model Gp (s) is greater than the difference between the denominator order and the numerator order, that is, “denominator order of H (s) −numerator order ≧ Gp (s) − A model H (s) / Gp (s) filter using a transfer characteristic H (s) that satisfies the condition “numerator order” is provided, and the deviation is passed through the filter H (s) / Gp (s). To calculate the second torque target value and And the motor torque command value combined apply torque target value and the second torque target value is controlled to match or track the output torque of the actual motor to the motor torque command value.
As a means for constituting a bandpass filter having the transfer characteristic H (s) in the conventional vibration damping control as described above, the attenuation characteristics (dB / dec) on the low-pass side and the high-pass side are approximately matched, and the torsional resonance frequency of the drive system There is known a method of configuring so that is at the center of the passband of H (s) on the logarithmic axis. In this way, theoretically, canceling torque can be applied to unnecessary vibrations with a phase difference of 0, so that the maximum effect can be exhibited in vibration suppression.
JP 2003-09566 A

When the conventional vibration suppression control as described above is applied, in order to obtain the maximum gain in the vicinity of the pass band, the ratio between the torsional resonance frequency fp and the high-pass side cutoff frequency fcH and the low-pass side cutoff frequency fcL and the torsional resonance frequency fp are obtained. The relationship of kfc, that is, kfc = fp / fcH = fcL / fp
As a result, it is easy to pass frequency components other than the resonance frequency that was originally passed to cancel the torsional vibration, so that even the braking torque at the time of braking is applied. Since the torque to be reduced is generated, there is a possibility that it is pushed out during deceleration and a feeling appears.
In addition, in order to alleviate such a problem, if the bandwidth is reduced, sufficient feedback torque cannot be obtained, so that a sufficient damping effect can be obtained for disturbance torque elements caused by gear backlash and the like. There was a problem that I could not.
The present invention has been made to solve the above-described problem, and an object thereof is to provide a vibration suppression control device that further improves the vibration suppression effect in an electric motor-driven vehicle.

In order to achieve the above object, in the present invention, in the filter of the transfer characteristic H (s) in the second torque target value setting means, the ratio between the torsional resonance frequency fp and the high-pass cutoff frequency fcH and the low-pass cutoff frequency The ratio kfc of the ratio between fcL and the torsional resonance frequency fp is
kfc = fp / fcH = fcL / fp = 1
fcH = fcL = fp
And amplifying means for amplifying the second torque target value to an arbitrary gain kfb times in a range of 1 ≦ kfb ≦ 2.

By configuring as described above, the gain / bandwidth ratio in the passband can be maximized, and the attenuation in an unnecessary band can be reduced while maintaining the feedback gain at the torsional resonance frequency at a predetermined magnitude. Can be maximized. The damping effect can be further improved by setting the gain kfb of the amplifier that amplifies the second torque target value to an arbitrary value within the range of 1 ≦ kfb ≦ 2.
In particular, when kfb = 2 is set, the feedback torque can be fed back as the second torque target value without a gain with a gain of 0 dB, so that it is effective against disturbance torque caused by gear backlash and the like. Thus, it is possible to suppress vibrations.

FIG. 1 is a block diagram showing an embodiment of the present invention.
In FIG. 1, 1 is an accelerator opening sensor for detecting the accelerator operation amount of the vehicle, 2 is a motor torque setting unit, 3 is a vibration damping control unit, 4 is a motor torque control unit (both described later in detail), and motor torque The motor 5 is controlled according to the output signal of the control unit. 6 is a motor rotation angle sensor for detecting the rotation speed of the motor 5, and 7 is a drive shaft that transmits the rotation of the motor 5 to the wheels 8 and 9.

The motor torque setting unit 2 sets a motor torque target value (first torque target value T1) based on the accelerator opening detected by the accelerator opening sensor 1 and the motor rotation speed detected from the motor rotation angle sensor 6. To do. As this first torque target value T1, for example, a map of a torque target value corresponding to the accelerator opening and the motor rotation speed is stored in advance, and a value corresponding to the accelerator opening and the motor rotation speed at that time is stored. The read value is calculated by passing through a filter having a transfer characteristic of Gm (s) / Gp (s). A torque command value from the host controller may be used instead of obtaining from the accelerator opening and the motor rotation speed.
The above Gm (s) is a model (ideal model) indicating the response target of the torque input to the vehicle and the motor rotation speed, and Gp (s) is a model indicating the transfer characteristics of the torque input to the vehicle and the motor rotation speed. is there.

The vibration suppression control unit 3 inputs the first torque target value T1 and the motor rotation speed, performs a calculation described later, and adds the first torque target value T1 and the second torque target value T2 to the motor torque. Command value T is output.
The motor torque control unit 4 performs control so that the output torque of the motor 5 matches or follows the motor torque command value T.
The motor torque setting unit 2, the vibration suppression control unit 3 and the motor torque control unit 4 are constituted by, for example, a microcomputer, and the motor 5 is driven by a PWM signal corresponding to the torque command value T, for example. It is driven using an inverter.

(First embodiment)
FIG. 2 is a block diagram showing a model configuration of a motor control system for explaining the operation of the present invention. FIGS. 3 and 4 are Bode diagrams showing a pass band of a filter H (s) for vibration suppression control according to the present invention. FIG. 5 is a block diagram showing a configuration of the first embodiment according to the present invention, and FIG. 6 is a diagram showing an output result by simulation of the first embodiment.

In FIG. 2, torque target value setting means 101 is composed of a pre-filter of Gm (s) / Gp (s), and input torque command value 100 from the host controller (or various vehicle information as shown in FIG. 1). : For example, the first torque target value 102 is set in accordance with the accelerator opening and the motor rotation speed. This torque target value setting means 101 corresponds to the motor torque setting unit 2 in FIG.
The motor rotation speed estimation means 110 is constituted by a filter having a characteristic corresponding to a model Gp (s) of a transmission characteristic between torque input to the vehicle and motor rotation speed, and the motor rotation is calculated from the input first torque target value 102. A speed estimation value 109 is calculated.
The subtracting means 116 obtains a deviation 111 between the motor rotation speed estimated value 109 and the actual motor rotation speed detected value 106.

  The second torque target value setting means 113 has a transfer characteristic H (s) in which the difference between the denominator order and the numerator order is equal to or greater than the difference between the denominator order and the numerator order of the model Gp (s), that is, “H (s ) Denominator order-numerator order ≥ Gp (s) denominator order-numerator order ", which is composed of a filter of H (s) / Gp (s) using the transfer characteristic H (s). Is input, and the second torque target value 114 is set.

The amplifying unit 112 multiplies the second torque target value 114 by an arbitrary gain kfb satisfying 1 ≦ kfb ≦ 2, and outputs the amplified second torque target value 103.
The adding means 115 adds the first torque target value 102 and the amplified second torque target value 103 to obtain a motor torque command value 104. The motor torque command value 104 is used to add the motor 105 (transfer characteristic to Gp). '(s)) is controlled. That is, control is performed so that the output torque of the motor 105 matches or follows the motor torque command value 104. Reference numeral 121 denotes a disturbance torque applied from the outside.

  The parts of the motor rotation speed estimating means 110, the amplifying means 112, the second torque target value setting means 113, the adding means 115 and the subtracting means 116 correspond to the vibration damping control unit 3 of FIG. The motor torque control unit 4 in FIG. 1 is not shown in FIG. 2 because it has no influence on the transmission characteristics, but exists between the disturbance torque 121 and the motor 105. The above is the model configuration of the motor control system to which the present invention is applied.

  In the first embodiment shown in FIG. 5, an integral deviation is prevented from occurring when the deviation between the motor rotational speed estimated value 109 of the vehicle model in FIG. 2 and the actual motor rotational speed detected value 106 is obtained. 2 is equivalently converted into the configuration shown in FIG. In FIG. 5, the torque target value setting means 501 is composed of a pre-filter of Gm (s) / Gp (s), and an input torque command value 500 (or various vehicle information: for example, accelerator opening and motor The first torque target value 502 is set according to the rotational speed.

The motor torque command value 504 to the motor 505 becomes a torsional resonance frequency component 509 of the motor torque command value by passing through the bandpass filter 510 having the torsional resonance frequency of the drive system as the center frequency fp. The cut-off frequency of the bandpass filter 510 is set to fcH = fcL = fp. However, fcH is a cutoff frequency on the high-pass side, and fcL is a cutoff frequency on the low-pass side.
Further, the actual motor rotation speed detection value 506 of the motor 505 is converted into a torsional resonance frequency component 508 of torque applied to the electric motor through a filter 507 of H (s) / Gp (s).

The subtracting means 516 obtains a deviation 511 between the torsional resonance frequency component 509 of the motor torque command value and the torsional resonance frequency component 508 of the torque applied to the motor 505.
The amplifying means 512 amplifies the deviation to an arbitrary gain kfb times having a value in the range of 1 ≦ kfb ≦ 2 (kfb = 2 in FIG. 2 as will be described later), and the second torque target value 503.

The adding means 515 adds the first torque target value 502 and the amplified second torque target value 503 to obtain a motor torque command value 504, and drives and controls the motor 505 based on the motor torque command value 504. That is, control is performed so that the output torque of the motor 505 matches or follows the motor torque command value 504.
Note that the characteristic of H (s) / Gp (s) in the filter 507 in FIG. 5 is “denominator order−numerator order ≧ Gp (s) of H (s) in the second torque target value setting unit 113 in FIG. 2. It is the same as H (s) / Gp (s) using the transfer characteristic H (s) that satisfies the condition “denominator order-numerator order”.
As described above, in the first embodiment, since the cutoff frequency of the bandpass filter 510 is set to fcH = fcL = fp, the pass loss at the center frequency fp is −6 dB as it is. Therefore, the gain kfb of the amplifying means 512 is set to 2 (that is, +6 dB) so that the amplifying means 512 compensates for this.
Thereby, the second torque date value 511 can be fed back without receiving the passage loss of the bandpass filter 510.

  FIG. 3 is a Bode diagram showing a pass gain characteristic in the band pass filter 510. In FIG. 3, 201 indicates a pass gain characteristic when the cutoff frequency is set to fcH = fcL = fp, and 202 indicates a phase characteristic when the cutoff frequency is set to fcH = fcL = fp.

  FIG. 4 is a Bode diagram showing the gain / pass bandwidth ratio in the band pass filter 510. In FIG. 4, 301 is a gain / pass bandwidth ratio when the cutoff frequency is set to fcH = fcL = fp, and 302 and 303 are gain / pass bandwidths when the cutoff frequency is fp / fcH = fcL / fp ≠ 1. Indicates the ratio.

  FIG. 6 is a diagram illustrating a response waveform of the output rotation speed (motor rotation speed detection value) 506 of the motor 505 when a step-like torque disturbance 601 is applied as the disturbance torque 521 to the motor 505. ) Is a waveform of torque disturbance 601, (b) is a response waveform by the conventional vibration suppression control described in Patent Document 1, and (c) is a response waveform in the first embodiment of the present invention.

As can be seen from FIG. 6, the rotational speed responses 602 and 604 when vibration suppression control is not performed vibrate with a large amplitude at the torsional resonance frequency due to the influence of the disturbance torque 601. According to the conventional vibration damping control described in Patent Document 1, since the second torque target value is attenuated by the passage loss of the bandpass filter, a complete vibration damping effect cannot be obtained, and the output rotation speed is 603. As shown in FIG. 3, a considerable amount of torsional vibration remains.
On the other hand, in the characteristics of the present invention shown in FIG. 6C, the second torque target value 511 is fed back without being attenuated. It can be seen that the change is smooth.

The vehicle torque input and motor rotation speed transfer characteristic Gp (s) will now be described.
FIG. 10 is a diagram for explaining the equation of motion of the drive torsional vibration system of the vehicle, and the respective symbols in FIG. 10 are as shown below.
Jm: Motor inertia Jw: Drive wheel inertia M: Vehicle weight KD: Torsional rigidity of drive system KT: Coefficient of friction between tire and road surface N: Overall gear ratio r: Tire weight radius ωm: Motor angular velocity Tm: Motor torque TD: Driving wheel torque F: Force applied to vehicle V: Vehicle speed ωW: Driving wheel angular velocity From FIG. 10, the following equation of motion can be derived.

Jm · ω ^* m = Tm-TD / N
2Jw ・ ω ^* W = TD-rF
MV ^* = F
TD = KD ∫ (ωm / N-ωW)
F = KT (rωW-V)
In each of the above mathematical expressions, “*” attached to the upper right of the code indicates time differentiation. When the transfer characteristic Gp (s) of the motor rotational speed is obtained from the motor torque based on the above equations of motion, the following equation (2) is obtained.

Gp (s) = (b ₃ s ³ + b ₂ s ² + b ₁ s + b ₀ )
/ S (a ₄ s ³ + a ₃ s ² + a ₂ s + a ₁ ) (Expression 2)
However,
a ₄ = 2Jm ・ Jw ・ M
_{a 3 = Jm (2Jw + Mr} 2) KT
a ₂ = {Jm + (2Jw / N ² ]} M · KD
a ₁ = {Jm + (2Jw / N ² ) + (Mr ² / N ² )} KD · KT
b ₃ = 2Jw + M
b ₂ = (2Jw + Mr ² ) KT
b ₁ = M · KD
b ₀ = KD · KT
When the poles and zeros of the transfer function shown in the above equation (2) are examined, one pole and one zero show extremely close values. This corresponds to the fact that α and β in the following equation (3) show extremely close values.

Gp (s) = (s + β) (b ₂ 's ² + b ₁ ' s + b ₀ ')
/ S (s + α) (a ₃ 's ² + a ₂ ' s + a ₁ ') (Expression 3)
Therefore, by performing pole-zero cancellation (approximate α = β) in the above equation (3), as shown in the following equation (4), the (second order) / (third order) transfer characteristic Gp (s ) Is obtained.

Gp (s) = (b ₂ 's ² + b ₁ ' s + b ₀ ') / s (a ₃ ' s ² + a ₂ 's + a ₁ ') (Expression 4)
In order to realize the above formula (4) by microcomputer processing, for example, the following (formula 5) is used to perform Z conversion and discretization.
s = (2 / T) · {(1-Z ⁻¹ ) / (1 + Z ⁻¹ )} (Equation 5).

Next, the transfer characteristic H (s) will be described.
H (s) is a feedback element that reduces only vibration when a band-pass filter is used. For example, as shown in FIG. 11, the low-pass and high-pass attenuation characteristics are substantially the same, and the torsional resonance frequency fp of the drive system is on the logarithmic axis (log scale). It is set to be in the vicinity of the center of the. Note that fcL is a low-pass cutoff frequency, and fcH is a high-pass cutoff frequency.
In the first embodiment, as shown in FIGS. 3 and 4, fp = fcL = fcH is set. That is, the center of the pass band is the torsional resonance frequency fp of the drive system, and both the high-pass side and the low-pass side start to attenuate immediately from the center fp.

(Second embodiment)
FIG. 7 is a functional block diagram showing the configuration of the second embodiment, FIG. 8 is a diagram showing an output result by simulation of the second embodiment, and FIG. 9 is a block diagram for explaining the operation of the second embodiment. It is.

  In FIG. 7, torque target value setting means 701 is composed of a pre-filter of Gm (s) / Gp (s), and input torque command value 700 from the host controller (or various vehicle information: for example, accelerator opening and motor The first torque target value 702 is set according to the rotational speed.

  A motor torque command value 704 to the motor 705 becomes a torsional resonance frequency component 709 of the motor torque command value by passing through a band pass filter 710 having a torsional resonance frequency of the drive system as a center frequency fp. The cut-off frequency of the bandpass filter 710 is set to fcH = fcL = fp. However, fcH is a cutoff frequency on the high-pass side, and fcL is a cutoff frequency on the low-pass side.

Further, the actual motor rotation speed detection value 706 of the motor 705 is converted into a torsional resonance frequency component 708 of torque applied to the electric motor through a filter 707 of H (s) / Gp (s).
The subtracting means 716 obtains a deviation 711 between the torsional resonance frequency component 709 of the motor torque command value and the torsional resonance frequency component 708 of the torque applied to the motor 705.

The amplifying unit 712 amplifies the deviation 711 by a gain of k = 2 · (1−ζp) to obtain a second torque target value 703.
The adding means 715 adds the first torque target value 702 and the amplified second torque target value 703 to obtain a motor torque command value 704, and drives and controls the motor 705 based on the motor torque command value 704. That is, control is performed so that the output torque of the motor 705 matches or follows the motor torque command value 704. However, 721 is a disturbance torque.

Here, the operation of the second embodiment will be described with reference to FIG.
In FIG. 9, when the externally input torque command value is u, the output rotation speed is Y, the disturbance input torque is d, and the intermediate node calculation results are x1, x2, x3, x4, and x5, respectively, The simultaneous equations shown in Equation 6) are obtained.

Y = Gp ′ (s) · (x1 + d)
x1 = x5 + u
x2 = H (s) · x1 (Equation 6)
x3 = {H (s) / Gp (s)} · Y
x4 = x2-x3
x5 = k (x2-x3)
Further, there is a relationship shown in the following formula (7) to formula (10).

上記それぞれの関係から入出力の伝達関数を解くと、（数１１）式が得られる。

When the input / output transfer function is solved from each of the above relationships, Equation (11) is obtained.

本発明による制振制御は、入力トルク指令値ｕに対しては、モータの応答をモデル化した応答Ｇｐ(ｓ)・ｕとなるように作用し、かつ外乱入力トルクｄに対して規範応答Ｇｍ(ｓ)・ｄとなるように作用することにより、モータのギアのバックラッシュ等に起因する外乱要素に対してもロバストな制振効果を得られるようにするものであり、従って（数１１）式の第２項が下記（数１２）式に示すようにＧｍ(ｓ)・ｄとなるようなゲインｋを選ぶことにより、完全な制振効果を得ることが可能となる。

The vibration damping control according to the present invention acts so as to have a response Gp (s) · u that models the motor response with respect to the input torque command value u, and the reference response Gm with respect to the disturbance input torque d. By acting so as to be (s) · d, a robust damping effect can be obtained even for disturbance elements caused by backlash of the gear of the motor, etc. Therefore, (Equation 11) By selecting a gain k such that the second term of the equation becomes Gm (s) · d as shown in the following equation (12), it is possible to obtain a complete damping effect.

このときのｋの値を下記（数１３）式、（数１４）式に示すようにして求めると、（数１５）式に示すように、ｋ＝２・(１−ζｐ）となる。ただし、ζｐは車両によって決まる定数（減衰係数）である。

When the value of k at this time is determined as shown in the following equations (13) and (14), k = 2 · (1−ζp) as shown in the equation (15). Here, ζp is a constant (attenuation coefficient) determined by the vehicle.

図７に示した第２の実施例は、増幅手段７１２におけるゲインｋを上記の値に設定したものである。
つまり第２の実施例においては、車両へのトルク入力とモータ回転速度の伝達特性のモデルＧｐ(ｓ）を下記（数１６）式（＝数１式）に示す２次振動系モデルで近似した場合に、前記第２のトルク目標値を増幅する増幅手段のゲインｋｆｂを、
ｋｆｂ＝２・(１−ζｐ）
に設定したものである。

In the second embodiment shown in FIG. 7, the gain k in the amplification means 712 is set to the above value.
In other words, in the second embodiment, the model Gp (s) of the transfer characteristic between the torque input to the vehicle and the motor rotational speed is approximated by the secondary vibration system model expressed by the following (Expression 16) (= Expression 1). The gain kfb of the amplifying means for amplifying the second torque target value,
kfb = 2 · (1-ζp)
Is set.

ただし、ζｐ：車両によって決まる定数（減衰係数）
Ｊs ：車両慣性
ｂ_０：定数
ｂ_１：定数
上記のように、ｋ＝２・(１−ζｐ）に設定することにより、実際の電動モータＧｐ'(ｓ）の出力と車両振動モデルＧｐ(ｓ）の出力とが完全に一致するように第２のトルク目標をフィードバックすることが可能となり、理論的には外乱によるねじり共振周波数での振動を零に抑制することが可能となる。

Where ζp is a constant determined by the vehicle (attenuation coefficient)
Js: Vehicle inertia
b ₀ : Constant
b ₁ : Constant As described above, by setting k = 2 · (1−ζp), the output of the actual electric motor Gp ′ (s) completely matches the output of the vehicle vibration model Gp (s). Thus, it is possible to feed back the second torque target, and theoretically it is possible to suppress the vibration at the torsional resonance frequency due to disturbance to zero.

FIG. 8 is a diagram showing a response waveform of the output rotational speed 706 of the motor 705 when a stepped torque command 801 is given as the disturbance torque d721 to the motor 705.
In FIG. 8, (a) shows a disturbance torque waveform, (b) shows a response waveform by the conventional vibration suppression control described in Patent Document 1, and (c) shows a response waveform of the present invention.
When the vibration suppression control shown in FIG. 8 is not performed, the rotational speed responses 802 and 804 receive a disturbance torque d801 and vibrate with a large amplitude at the torsional resonance frequency. On the other hand, when the vibration suppression control according to the present invention is performed, feedback is applied so that the second torque target value 711 becomes Gm (s) · d with respect to the disturbance torque d801, so that (c) As shown, the rotational speed output waveform 805 shows no vibration at all.

The block diagram which shows one embodiment of this invention. The block diagram which shows the model structure of the motor control system for operation | movement description of this invention. The Bode diagram which shows the passage gain characteristic in band pass filter H (s). The Bode diagram showing the gain / pass bandwidth ratio in the band pass filter H (s). The block diagram which shows the structure of the 1st Example by this invention. The figure which shows the output result by the simulation of a 1st Example. The functional block diagram which shows the structure of a 2nd Example. The figure which shows the output result by the simulation of a 2nd Example. The block diagram for demonstrating the operation | movement of a 2nd Example. The figure for demonstrating the equation of motion of the drive torsional vibration system of a vehicle. The filter characteristic figure of band pass filter H (s).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Accelerator opening degree sensor 2 ... Motor torque setting part 3 ... Damping control part 4 ... Motor torque control part 5 ... Motor 6 ... Motor rotation angle sensor 7 ... Drive shaft 8, 9 ... Wheel 100, 500, 700 ... Host controller Torque command values 101, 501, 701 ... Pre-filters 102, 502, 702 ... First torque target values 103, 503, 703 ... Amplified second torque target values 104, 504, 704 ... To the motor Torque command values 105, 505, 705 ... motors 106, 506, 706 ... motor output rotational speeds 113, 507, 707 ... torque calculators 508, 708 ... vibration torque 109 applied to the motors ... estimated rotational speeds 509, 709 ... Torsional frequency components 510, 710 of the command torque ... Band pass filter 111 ... Rotational speed deviations 511, 711 ... Torque deviation 121, 521, 721 ... disturbance torque 201 ... pass gain characteristic 202 when fp = fcH = fcL ... phase characteristic 301 when fp = fcH = fcL ... gain / bandwidth ratio 302 when fp = fcH = fcL, 303... Gain / bandwidth ratio 601 and 801 when fp / fcH = fcL / fp ≠ 1, disturbance torque 602, 604, 802, 804... Rotational speed response 603, 803... Fp = fcH without vibration suppression control Rotational speed response 605 when fcL = FP = fcH = fcL and rotational speed response 805 when kfb = 2 Rotational speed response when fp = fcH = fcL and kfb = 2 · (1-ζp)

Claims (4)

In a vehicle using an electric motor as a drive source,
Motor rotation speed detection means for detecting the actual rotation speed of the electric motor or a value corresponding thereto;
First torque target value setting means for setting a first torque target value according to an external command value or various vehicle information;
A motor torque command value, which will be described later, is input and passed through a filter having a characteristic corresponding to a model Gp (s) of a transmission characteristic between torque input to the vehicle and the motor rotational speed, thereby estimating the rotational speed of the electric motor. Motor rotation speed estimating means for calculating a value;
Deviation calculation means for obtaining a deviation between the estimated rotational speed value and the actual rotational speed;
Transfer characteristic H (s) in which the difference between the denominator order and the numerator order is equal to or greater than the difference between the denominator order and the numerator order of the model Gp (s), that is, “H (s) denominator order−numerator order ≧ Gp ( s) a filter of H (s) / Gp (s) using a transfer characteristic H (s) that satisfies the condition “denominator order−numerator order”, and inputs the deviation calculated by the deviation calculating means, A second torque target value setting means for calculating a second torque target value by passing the filter;
Motor torque command value calculating means for adding the first torque target value and the second torque target value to obtain the motor torque command value;
Control to match or follow the output torque of the electric motor to the motor torque command value,
In addition, the cutoff frequency of the filter of H (s) / Gp (s) is defined as the ratio between the torsional resonance frequency fp of the drive system and the high-pass side cutoff frequency fcH, and the low-pass side cutoff frequency fcL and the torsional resonance frequency fp of the drive system. The ratio relationship of
kfc = fp / fcH = fcL / fp = 1
So that fp = fcH = fcL, and the second torque target value is 1 ≦ kfb ≦ 2.
An anti-vibration control device for an electric motor-driven vehicle, comprising an amplifying means for amplifying the gain by an arbitrary gain kfb. In a vehicle using an electric motor as a drive source,
Motor rotation speed detection means for detecting the actual rotation speed of the electric motor or a value corresponding thereto;
First torque target value setting means for setting a first torque target value according to an external command value or various vehicle information;
A band having a transfer characteristic H (s) in which the difference between the denominator order and the numerator order is equal to or greater than the difference between the denominator order and the numerator order of the transfer characteristic model Gp (s) between the torque input to the vehicle and the motor rotation speed. Means for providing a torsional resonance frequency component of the motor torque command value by including a pass filter H (s), inputting a motor torque command value, which will be described later, and passing the bandpass filter H (s);
Means for outputting a torsional resonance frequency component of torque applied to the electric motor by passing the actual rotational speed through a filter having a characteristic of H (s) / Gp (s);
Deviation calculation means for obtaining a deviation between a torsional resonance frequency component of the motor torque command value and a torsional resonance frequency component of the torque applied to the electric motor to be a second torque target value;
Motor torque command value calculating means for adding the first torque target value and the second torque target value to obtain the motor torque command value;
Control to match or follow the output torque of the electric motor to the motor torque command value,
In addition, the cutoff frequency of the bandpass filter H (s) is determined by the relationship between the torsional resonance frequency fp of the drive system and the high-pass side cutoff frequency fcH and the ratio of the low-pass side cutoff frequency fcL to the torsional resonance frequency fp of the drive system. Respectively
kfc = fp / fcH = fcL / fp = 1
So that fp = fcH = fcL, and the second torque target value is 1 ≦ kfb ≦ 2.
An anti-vibration control device for an electric motor-driven vehicle, comprising an amplifying means for amplifying the gain by an arbitrary gain kfb.   The vibration suppression control apparatus for an electric motor-driven vehicle according to claim 2, wherein the gain kfb of the amplifying means is kfb = 2. Amplifying means for amplifying the second torque target value when the model Gp (s) of the torque input to the vehicle and the motor rotation speed is approximated by a secondary vibration system model expressed by the following equation (1) Gain kfb of
kfb = 2 · (1-ζp)
The vibration suppression control device for an electric motor-driven vehicle according to claim 2, wherein

Where ζp is a constant determined by the vehicle (attenuation coefficient)
Js: Vehicle inertia
b ₀ : Constant
b ₁ : Constant

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