JP2013013200A - Vibration damping control device and vibration damping control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration damping control device which can secure high stability of a control loop.SOLUTION: A vibration damping control device which damps vibration of a motor installed in a vehicle includes: first torque target value setting means for setting a first torque target value on the basis of vehicle information on the vehicle by using a first filter; motor rotating speed detection means for detecting rotating speed of the motor; second torque target value setting means for setting a second torque target value on the basis of the detected rotating speed detected by the motor rotating speed detection means by using a second filter; first adding means for calculating a torque command value by adding the first torque target value set by the first torque target value setting means to the second torque target value set by the second torque target value setting means; and motor control means for controlling the motor on the basis of the torque command value calculated by the first adding means. A control constant of the second filer is set based on a frequency lower than a natural vibration frequency of a driving system of the vehicle.

Description

  The present invention relates to a vibration suppression control device and a vibration suppression control method.

  In a vehicle using an electric motor as a power source, a motor rotation speed detecting means for detecting rotation speed data of the electric motor, and a first torque for setting a first torque target value based on various vehicle information of the vehicle A target value setting means, and a filter having a characteristic corresponding to a model Gp (s) of a torque input to the vehicle and a transmission characteristic of the motor rotation speed. A motor rotational speed estimating means for obtaining an estimated rotational speed value of the motor; a rotational speed estimated value estimated by the motor rotational speed estimating means; and a rotational speed data detected by the motor rotational speed detecting means. A subtracting means for calculating, and a filter having a model H (s) / Gp (s) using the transfer characteristic H (s), the deviation calculated by the subtracting means being input, The second torque target value setting means for calculating the torque target value, the first torque target value, and the second torque target value are added, and the motor rotation is determined using this added value as a motor torque command value. Vibration suppression control for a vehicle, comprising: motor torque command value calculation means for outputting to speed estimation means; and motor torque control means for controlling so that the output torque of the electric motor matches or follows the motor torque command value. An apparatus is known (Patent Document 1).

JP 2003-9566 A

  However, since the control constant of each filter is set based on the torsional frequency of the drive system of the vehicle, there is a problem that the stability of the control loop is not sufficient.

  The problem to be solved by the present invention is to provide a vibration suppression control device capable of ensuring high stability of a control loop.

  According to the present invention, the control constant of the second filter used in the second torque target value setting means for setting the second torque target value based on the motor rotation speed is based on a frequency lower than the natural vibration frequency of the vehicle drive system. The above problem is solved by setting.

  According to the present invention, the gain margin is increased while maintaining the vibration damping performance of the motor, so that the stability of the control loop can be improved.

It is a block diagram which shows the outline | summary of the vehicle containing the vibration suppression control apparatus which concerns on embodiment of this invention. It is a block diagram which shows the control block of the motor torque setting part of FIG. 1, a vibration suppression control part, and a motor. It is explanatory drawing which shows the equation of motion of the drive torsional vibration system in FIG. In the control block of FIG. 2, (a) is a graph showing the time characteristic of the final output torque of the vehicle, (b) is a time characteristic of the drive shaft torque, and (c) is a graph showing the time characteristic of the motor rotation speed. In the control block of FIG. 2, (a) is a graph showing gain characteristics, and (b) is a graph showing phase characteristics. It is a block diagram which shows the control block of the motor torque setting part, vibration suppression control part, and motor which are contained in the vibration suppression control apparatus which concerns on other embodiment of this invention. When feedback control is performed in the control block of FIG. 6, (a) shows the time characteristic of the final output torque of the vehicle, (b) shows the time characteristic of the drive shaft torque, and (c) shows the time characteristic of the motor rotation speed. It is a graph which shows. When feedback control is performed in the control block of FIG. 6, (a) is a graph showing gain characteristics, and (b) is a graph showing phase characteristics. When the feedforward control is performed in the control block of FIG. 6, (a) shows the time characteristic of the final output torque of the vehicle, (b) shows the time characteristic of the drive shaft torque, and (c) shows the time of the motor rotation speed. It is a graph which shows a characteristic. In the control block included in the vibration suppression control device according to another embodiment of the present invention, (a) shows the time characteristic of the final output torque of the vehicle, (b) shows the time characteristic of the drive shaft torque, and (c) shows the time characteristic. It is a graph which shows the time characteristic of motor rotation speed. It is a block diagram which shows the control block of the motor torque setting part, vibration suppression control part, and motor which are contained in the vibration suppression control apparatus which concerns on other embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<< First Embodiment >>
FIG. 1 is a block diagram showing an outline of a vehicle including a vibration suppression control device according to an embodiment of the invention. Hereinafter, an example in which the motor control device of this example is applied to an electric vehicle will be described. However, the motor control device of this example can be applied to a vehicle other than an electric vehicle such as a hybrid vehicle (HEV).

  As shown in FIG. 1, a vehicle including the motor control device of this example includes an accelerator opening sensor 1, a motor torque setting unit 2, a vibration suppression control unit 3, a motor torque control unit 4, a motor 5, and a motor rotation angle sensor 6. The drive shaft 7 and the wheels 8 and 9 are provided.

The accelerator opening sensor 1 is a sensor for detecting an accelerator operation amount by a driver. The motor torque setting unit 2 uses a motor torque target value (first torque target) based on the accelerator opening detected by the accelerator opening sensor 1 and the motor rotation speed detected by the motor rotation angle sensor 6 as vehicle information. Value (T _m1 ^* )) is calculated and set. The motor torque setting unit 2 stores in advance a map that corresponds to the target value of the output torque of the motor 5 using the accelerator opening and the motor rotation speed as indexes. The motor torque setting unit 2 calculates a target value by referring to the map from the accelerator opening and the motor rotation speed, and further calculates the target value as a transfer characteristic of Gm (s) / Gp (s). The first torque target value is calculated through the filter. The motor torque setting unit 2 may calculate the first torque target value by using a torque command value input from the outside instead of the accelerator opening and the motor rotation speed. Here, Gm (s) is a model (model of ideal transmission characteristics) indicating a response target of torque input to the vehicle and motor rotation speed, and Gp (s) is actual transmission of torque input to the vehicle and motor rotation speed. It is a model showing characteristics.

The vibration suppression control unit 3 receives the first torque target value (T _m1 ^* ) and the motor rotation speed as input, calculates a torque command value (T ^* ), and outputs it to the motor torque control unit 4. A method for calculating the torque command value (T ^* ) by the vibration suppression control unit 3 will be described later.

The motor torque control unit 4 performs control so that the output torque of the motor 5 matches or follows the torque command value (T ^* ) output from the vibration suppression control unit 3. The motor torque control unit 4 controls the motor 5 by generating a PWM signal based on the torque command value (T ^* ) and outputting the switching signal to a drive circuit of an inverter that drives the motor 5.

  The motor 5 is a three-phase AC power permanent magnet motor, is driven as a travel drive source, is coupled to the drive shaft 7 of the electric vehicle, and rotates the wheels 8 and 9 via the drive shaft 7.

  Next, a specific configuration of the vibration suppression control unit 3 will be described with reference to FIG. FIG. 2 is a block diagram illustrating control blocks of the motor torque setting unit 2, the vibration suppression control unit 3, and the motor 5.

The first torque setting unit 21 corresponds to the motor torque setting unit 2 and calculates a first torque target value (T _m1 ^* ) using a filter including a transfer characteristic composed of Gm (s) / Gp (s). , And output to the adder 24.

The vibration suppression control unit 3 is represented by a control block including an adder 24, a rotation speed estimation unit 27, a subtractor 28, and a second torque setting unit 22. The adder 24 adds the first torque target value (T _m1 ) output from the first torque setting unit 21 and the second torque target value (T _m2 ^* ) output from the second torque setting unit 22. The added value is set as a torque command value (T ^* ) and output to the adder 25.

The rotational speed estimation unit 27 estimates the rotational speed of the motor 4 through a filter having a transfer function composed of Gp (s) in the torque command value (T ^* ) output from the adder 24 and outputs the estimated rotational speed to the subtractor 28. . The subtractor 28 calculates a subtraction value between the estimated rotation speed estimated by the rotation speed estimation unit 27 and the detected rotation speed of the motor 4 output from the motor control unit 26 and detected by the rotation angle sensor, Output to the torque setting unit 22. The second torque setting unit 22 includes a filter having a transfer characteristic of model H (s) / Gp (s) using a model H (s) and Gp (s) indicating the transfer characteristic of the bandpass filter. Yes. The second torque setting unit 22 receives the subtraction value output from the subtractor 28 and calculates a second torque target value (T _m2 ^* ) through the filter.

The adder 25 adds the torque command value (T ^* ) output from the adder 24 and the disturbance torque (Td) input from the outside to the actual plant, and outputs the result to the motor control unit 26. The motor 26 corresponds to the motor 5, has a transmission characteristic Gp ′ (s), and is driven at a rotational speed (ωm) based on the output value from the adder 25. Then, the rotation speed (ωm) is detected by the rotation angle sensor 6, and the detected rotation speed is output to the subtracter 28. The motor torque control unit 4 shown in FIG. 1 does not affect the transmission characteristics, and is not shown in FIG. 2, but is provided between the adder 25 and the motor 26.

  Here, a model Gp (s) of transmission characteristics of torque input to the vehicle and motor rotation speed will be described with reference to FIG. FIG. 3 is an explanatory diagram showing the equations of motion of the drive torsional vibration system, and the respective symbols in the figure are as shown below.

From FIG. 3, the following equation of motion can be derived.

Then, when the transfer characteristic Gp (s) from the motor torque to the motor rotational speed is obtained based on the equations of motion (1) to (5), they are expressed by the following equations (6) to (14).

When the poles and zeros of the transfer function shown in the above equation (6) are examined, one pole and one zero show extremely close values. This corresponds to the fact that α and β in the following equation (15) show extremely close values.

Accordingly, by performing pole-zero cancellation (approximate α = β) in equation (15), the transfer characteristic Gp (s) of (second order) / (third order) is obtained as shown in the following equation (16). Configure.

ただし、

Further, based on the above equation of motion, the natural vibration frequency (torsional resonance frequency) of the drive system is fp, the resonance angular velocity is ωp, ωm is approximated to ωp, and the model Gp ( When s) is approximated by a secondary vibration system model, the transfer characteristic Gp (s) is expressed by Expression (17).

However,

  Next, the transfer characteristic H (s) will be described. H (s) is a band-pass filter and serves as a feedback element that reduces vibration. The characteristics of the band pass filter are the same in the low pass side and the high pass side, and have at least a frequency (fp-x) described later in the pass band.

  By the way, when the control constant (filter constant) of each filter is set so that the resonance frequency of each filter matches the natural vibration frequency (fp) in the control block shown in FIG. In some cases, the natural vibration frequency to be controlled becomes high, which causes a problem in the stability of the control loop. In such a case, since the control gain must be reduced at the natural vibration frequency, there is a concern that the damping performance is deteriorated due to the decrease in the control gain.

  In this example, the second torque setting unit 22 and the rotation speed estimation unit are based on the frequency (fp−x) obtained by subtracting the reduction amount (x) necessary for ensuring the stability of the control loop from the natural vibration frequency (fp). By setting the control constants of the 27 filters, the second torque setting unit 22 and the rotation speed estimation unit 27 have the second resonance frequency (fp−x) lower than the natural vibration frequency (fp). The filter control constants of the torque setting unit 22 and the rotation speed estimation unit 27 are set. The reduction amount (x) is a value set in advance when designing the control block, and is set according to the gain margin and the phase margin in the control loop. That is, for example, in a servo mechanism, a gain margin and a phase margin for ensuring stability are determined in advance. The natural vibration frequency (fp) is also determined in advance by the vehicle drive system. Therefore, as described below, after calculating the torque characteristics by simulation, the resonance frequency of each filter is lowered from the natural vibration frequency (fp) to reduce the amount (x ) Should be set. Further, the upper limit value of the reduction amount (x) is determined from a range in which the desired gain margin and phase margin are secured.

  Next, vibration control performance, gain characteristics, and phase characteristics in the control block of this example will be described with reference to FIGS. 4 and 5 which are simulation results. As a precondition for the simulation, the natural vibration frequency (fp) of the drive system is set to 18 kHz, and the reduction amount (x) is set to 4 kHz. The control constant of the first torque setting unit 21 is set based on 18 kHz (fp), the rotation speed estimation unit 27 having a Gp (s) filter and the second having a H (s) / Gp (s) filter. The control constant of the torque setting unit 22 is set based on 14 kHz (fp-x). Moreover, although the comparative example 1 is the same as that of the control block of FIG. 2, the control constant of each filter of the 1st torque setting part 21, the 2nd torque setting part 22, and the rotation speed estimation part 27 is set to 18 kHz (fp). Set based on. In Comparative Example 2, it is assumed that feedback control as shown in FIG. 2 is not performed. Then, the simulation is started from the state where the input torque and the torque due to the disturbance are zero, a torque step command having a predetermined magnitude is given at 0.75 seconds from the start, and the disturbance torque is inputted at 2.5 seconds. Suppose that 4, (a) is a graph showing the time characteristic of the final output torque of the vehicle, (b) is a time characteristic of the drive shaft torque, and (c) is a graph showing the time characteristic of the motor rotation speed. FIG. 5 is a Bode diagram of the control block of FIG. 2, wherein (a) is a graph showing gain characteristics and (b) is a graph showing phase characteristics. 4 and 5, the graph a shows the characteristics of this example, the graph b shows the characteristics of Comparative Example 1, and the graph c shows the characteristics of Comparative Example 2.

As shown in FIG. 4, in Comparative Example 2, vibrations based on the natural vibration frequency (fp) appear at 0.75 seconds and 2.5 seconds, but in this example and Comparative Example 1, the vibrations It can be confirmed that there is no vibration suppression effect. Assuming that the gain margins of the present example and the comparative example 1 corresponding to the frequency (f ₁ ) and the frequency (f ₂ ) at the phase intersection of −180 ° are g ₁ and g ₂ , as shown in FIG. The gain margin (g ₁ ) of this example is higher than the gain margin (g ₂ ) of Comparative Example 1. Accordingly, it can be confirmed that the stability of the control loop is higher than that of the first comparative example while the present example exhibits the vibration damping effect.

  As described above, in this example, the control constant of the filter (Hm (s) / Gp (s)) used in the second torque setting unit 22 is set to a frequency (fp-x) lower than the natural vibration frequency (fp). Set based on. As a result, in this example, the control constant is set based on a frequency lower than the natural vibration frequency so as to satisfy the predetermined stability, so that the gain margin is increased and the stability of the control loop is increased while maintaining the vibration suppression performance. be able to. Further, in this example, since the control constant is set based on the frequency (fp−x) considering the stability of the control loop, it is not always necessary to adjust the decrease in the feedback gain, and the damping performance can be improved. it can.

  In this example, the control constant of the filter (Gp (s)) used in the rotation speed estimation unit 27 is set based on a frequency (fp−x) lower than the natural vibration frequency (fp). As a result, in this example, the control constant is set based on a frequency lower than the natural vibration frequency so as to satisfy the predetermined stability, so that the gain margin is increased and the stability of the control loop is increased while maintaining the vibration suppression performance. be able to.

  In this example, the filter control constant of the second torque setting unit 22 and the filter control constant of the rotation speed estimation unit 27 are set so that the resonance frequency of the filter is lower than the natural vibration frequency (fp). Has been. As a result, in this example, the control constant is set based on a frequency lower than the natural vibration frequency so as to satisfy the predetermined stability, so that the gain margin is increased and the stability of the control loop is increased while maintaining the vibration suppression performance. be able to.

  In this example, the control constants of the filters of the second torque setting unit 22 and the rotation speed estimation unit 27 are set based on a frequency (14 kHz) lower than the natural vibration frequency (18 kHz), but the frequency (14 kHz). Is an exemplified frequency and may be set based on at least a frequency (fp-x) lower than the natural vibration frequency (fp).

  Further, in this example, at least one of the control constant of the filter of the second torque setting unit 22 or the control constant of the rotational speed estimation unit 27 has a frequency (fp−x) lower than the natural vibration frequency (fp). May be set based on.

  The first torque setting section 21 corresponds to the “first torque target value setting means” of the present invention, the second torque setting section 22 is the “second torque target value setting means”, and the rotation angle sensor 6 is the “motor”. In the “rotation speed detection means”, the adder 24 is “addition means”, the motor torque control unit 4 is “motor control means”, the rotation speed estimation unit 27 is “motor rotation speed detection means”, and the subtractor 28 is “ It corresponds to “subtraction means”.

<< Second Embodiment >>
FIG. 6 is a block diagram illustrating control blocks of the motor torque setting unit 2, the vibration suppression control unit 3, and the motor 5 included in the vibration suppression control device according to another embodiment of the invention. This example is different from the first embodiment described above in that a third torque setting unit 23 and an adder 29 are provided. Since the configuration other than this is the same as that of the first embodiment described above, the description thereof is incorporated as appropriate.

As shown in FIG. 6, the third torque setting unit 23 receives the vehicle information as an input, refers to an index such as an accelerator opening included in the vehicle information, and a map stored in advance, and sets a target torque value. Then, the target value is passed through a filter having a transfer characteristic of Gm (s) / Gp (s), the third torque target value (T _m3 ^* ) is calculated, and output to the adder 29. The adder 29 adds the second torque target value (T _m2 ^* ) output from the second torque setting unit 22 and the third torque target value (T _m3 ^* ) output from the third torque setting unit 23. Then, the added value is output to the rotation speed estimation unit 27.

The rotational speed estimation unit 27 estimates the rotational speed of the motor 4 through a filter (Gp (s)) through the addition value output from the adder 29. The second torque setting unit 22 outputs the calculated second torque target value (T _m2 ^* ) to the adder 24 and the adder 29.

  In this example, the second torque setting unit 22 and the third torque setting are based on the frequency (fp−x) obtained by subtracting the reduction amount (x) necessary for ensuring the stability of the control loop from the natural vibration frequency (fp). By setting the control constants of the filters of the unit 23 and the rotation speed estimation unit 27, the resonance frequencies of the second torque setting unit 22, the third torque setting unit 23, and the rotation speed estimation unit 27 are determined from the natural vibration frequency (fp). The control constants of the filters of the second torque setting unit 22, the third torque setting unit 23, and the rotation speed estimation unit 27 are set so that the frequency is low (fp-x).

  Next, vibration control performance, gain characteristics, and phase characteristics in the control block of this example will be described with reference to FIGS. The simulation conditions are the same as the simulation conditions according to the first embodiment. In this example (Example 2), the control constant of the first torque setting unit 21 having a Gm (s) / Gp (s) filter is set based on 18 kHz (fp), and has a Gp (s) filter. The control constants of the rotation speed estimation unit 27, the second torque setting unit 22 having a H (s) / Gp (s) filter, and the third torque setting unit 23 having a Gm (s) / Gp (s) filter are 14 kHz. Set based on (fp-x).

  In the simulation, response characteristics during feedback control and response characteristics during feedforward control are evaluated. In the feedback control, all the filters of the first torque setting unit 21, the second torque setting unit 22, the third torque setting unit 23, and the rotation speed estimation unit 27 are used, and the control is performed by the control block shown in FIG. I do. At the time of feedforward control, in the first embodiment, only the first torque setting unit 21 is used to control the feedforward control block. In the second embodiment, the first torque setting unit 21 and the third torque setting unit 23 are used. Is used to control the feedforward control block.

  7 and 8 show response characteristics in feedback control, and FIG. 9 shows response characteristics in feedforward control. 7 and 9, (a) is a graph showing the time characteristic of the final output torque of the vehicle, (b) is a time characteristic of the drive shaft torque, and (c) is a graph showing the time characteristic of the motor rotation speed. FIG. 8 is a Bode diagram of a control block for feedback control, where (a) is a graph showing gain characteristics and (b) is a graph showing phase characteristics. 7 to 9, the graph a shows the characteristics of the first embodiment, and the graph d shows the characteristics of the second embodiment.

As shown in FIG. 7, each characteristic of Example 2 is the same as each characteristic of Example 1, and it is confirmed that the damping effect is obtained also in Example 2 as in Example 1. it can. The gain characteristics and phase characteristics of the second embodiment are as shown in FIG. 8, and show substantially the same characteristics as the first embodiment. Further, assuming that the gain margin of the second embodiment corresponding to the frequency (f ₃ ) of the phase intersection of −180 ° is g ₃ , the gain margin (g ₃ ) of the second embodiment is the gain margin of the first embodiment (g ₁ ) and almost the same size. Thereby, also in Example 2, it can confirm that the stability of a control loop is high.

  Further, as shown in FIG. 9, when the characteristics of the first and second embodiments in the feedforward control are compared, in the first embodiment, the vibration is generated from 0.75 seconds in the drive shaft torque and the motor rotational speed. However, no vibration is generated in the second embodiment. Thereby, in Example 2, stability of a control loop can be made high, exhibiting a damping effect also in feedforward control.

  As described above, in this example, the control constant of the filter (Gm (s) / Gp (s)) used in the third torque setting unit 23 is set to a frequency (fp−x) lower than the natural vibration frequency (fp). Set based on. As a result, in this example, the control constant is set based on a frequency lower than the natural vibration frequency so as to satisfy the predetermined stability, so that the gain margin is increased and the stability of the control loop is increased while maintaining the vibration suppression performance. be able to. In addition, when feedback control is stopped in the vehicle of this example and vibration is suppressed by feedforward control using a filter used for the third torque setting unit 23, the vibration control is performed in the same manner as during feedback control. An inhibitory effect can be achieved.

  In addition, when the map stored in the 1st torque setting part 21 and the 3rd torque setting part 23 is the same, a map is taken out from each setting part, and the target value of the torque based on the said map is shown. The first torque setting unit 21 and the third torque setting unit 23 may be input.

  Said 3rd torque setting part 23 is corresponded to the "3rd torque target value setting means" of this invention.

<< Third Embodiment >>
FIG. 10 is a graph showing torque characteristics and motor speed characteristics of the control blocks of the motor torque setting unit 2, the vibration suppression control unit 3 and the motor 5 included in the vibration suppression control device according to another embodiment of the invention. is there. In this example, the control constant of the filter (Gm (s) / Gp (s)) included in the first torque setting unit is different from that of the second embodiment described above. Since the configuration other than this is the same as that of the second embodiment described above, the description thereof is incorporated as appropriate. The control block in this example is the same as the control block shown in FIG.

  In this example, the control constant of the filter of the first torque setting unit 21 is separated into Gm (s) and Gp (s), and the control constant related to Gp (s) is set based on the natural vibration frequency (fp). Then, a control constant related to Gm (s) is set based on a frequency (fp−x) lower than the natural vibration frequency (fp), the resonance frequency of the Gp (s) is set as the natural vibration frequency, and the Gm (s ) Is set to a frequency (fp−x) lower than the natural vibration frequency (fp). For example, the natural vibration frequency (fp) is 18 kHz, and the reduction amount (x) is 4 kHz. In this example (Example 3), the control constant of Gp (s) is set as the control constant of the first torque setting unit 21. A rotation speed estimation unit 27 having a Gp (s) filter and a H (s) / Gp (s) filter is set based on 18 kHz, a Gm (s) control constant is set based on 14 kHz. 2 The control constant of the torque setting unit 22 is set based on 14 kHz.

  Then, a simulation is performed in the same manner as in the second embodiment, and the result is shown in FIG. 10, (a) is a graph showing the time characteristic of the final output torque of the vehicle, (b) is a time characteristic of the drive shaft torque, and (c) is a graph showing the time characteristic of the motor rotation speed. Graph d shows the characteristics of Example 2, and graph e shows the characteristics of Example 3.

  As shown in FIG. 10, in Example 3, the overshoot of the drive shaft torque in the vicinity of 0.75 seconds is suppressed as compared with Example 2, and the characteristics of Example 3 are more ideal. It can be confirmed that the characteristics are characteristic.

  As described above, in this example, the first torque setting unit 21 sets the control constant related to Gm (s) based on the frequency (fp−x) lower than the natural vibration frequency (fp), and Gp (s ) Is set based on the natural vibration frequency (fp). As a result, in this example, the control constant is set based on a frequency lower than the natural vibration frequency so as to satisfy the predetermined stability, so that the gain margin is increased and the stability of the control loop is increased while maintaining the vibration suppression performance. be able to.

<< 4th Embodiment >>
FIG. 11 is a block diagram illustrating control blocks of the motor torque setting unit 2, the vibration suppression control unit 3, and the motor 5 included in the vibration suppression control device according to another embodiment of the invention. This example is different from the second embodiment described above in that a torque (Te ′) corresponding to the output of the vehicle engine is input to the third torque setting unit 23. Since the configuration other than this is the same as that of the second embodiment described above, the description thereof is incorporated as appropriate. In addition, in FIG. 11, the map stored in the 1st torque setting part 21 and the 3rd torque setting part 23 is taken out of the control block shown in FIG. 11, and the output torque (Tm) from the said map is 1st. The torque is input to the torque setting unit 21 and the adder 30.

As shown in FIG. 11, the adder 30 adds the output torque (Tm) and the torque (Te ′) corresponding to the output of the vehicle engine, and outputs the added value to the third torque setting unit 23. The third torque setting unit 23 sets a third torque target value (T _m3 ^* ) based on the added value.

As described above, in this example, the third torque setting unit 23 sets the third torque target value (T _m3 ^* ) based on the torque of the engine provided in the vehicle. Thereby, this example can also be applied to a vehicle including an engine such as a hybrid vehicle.

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 ... Rotation angle sensor 7 ... Drive shaft 8, 9 ... Tire 21 ... 1st torque setting part 22 ... 2nd torque setting part 23 ... 3rd torque setting part 24, 25, 29, 30 ... Adder 26 ... Motor 27 ... Rotational speed estimation part 28 ... Subtractor

Claims (9)

In a vibration suppression control device that suppresses a motor provided in a vehicle,
First torque target value setting means for setting a first torque target value based on vehicle information of the vehicle using a first filter;
Motor rotation speed detection means for detecting the rotation speed of the motor;
Second torque target value setting means for setting a second torque target value based on the detected rotational speed detected by the motor rotational speed detecting means using a second filter;
A first torque target value calculated by adding the first torque target value set by the first torque target value setting means and the second torque target value set by the second torque target value setting means is calculated. Adding means;
Motor control means for controlling the motor based on the torque command value calculated by the first addition means,
The control constant of the second filter is
The vibration suppression control device is set based on a frequency lower than a natural vibration frequency of the vehicle drive system. The first filter is:
A model Gm (s) of ideal transmission characteristics of torque input to the vehicle and the rotational speed of the motor, and a model Gp (s) of torque transmission to the vehicle and actual transmission characteristics of the rotational speed of the motor were used. The vibration suppression control device according to claim 1, wherein the vibration suppression control device is a filter including a model Gm (s) / Gp (s). The second filter includes a model H (s) of a transfer characteristic of a bandpass filter including a frequency lower than the natural vibration frequency in a pass band, and a model of an actual transfer characteristic of torque input to the vehicle and the rotational speed of the motor. The vibration suppression control device according to claim 1 or 2, wherein the filter includes a model H (s) / Gp (s) using Gp (s). The control constant of the second filter is
The vibration suppression control device according to any one of claims 1 to 3, wherein a resonance frequency of the second filter is set to be lower than a natural vibration frequency of a drive system of the vehicle. . A motor rotation speed having a third filter including a model Gp (s) of an actual transmission characteristic of torque input to the vehicle and the rotation speed of the motor, and estimating the rotation speed of the motor based on the torque command value An estimation means;
Subtracting means for calculating a subtraction value between the estimated rotational speed estimated by the motor rotational speed estimating means and the detected rotational speed detected by the motor rotational speed detecting means,
The second torque target value setting means includes:
Based on the subtraction value calculated by the subtraction means, the second torque target value is set,
The control constant of the third filter is
The vibration suppression control device according to any one of claims 1 to 4, wherein the vibration suppression control device is set based on a frequency lower than a natural vibration frequency of the drive system of the vehicle. A model Gm (s) of ideal transmission characteristics of torque input to the vehicle and the rotational speed of the motor, and a model Gp (s) of torque transmission to the vehicle and actual transmission characteristics of the rotational speed of the motor were used. Third torque target value setting means for setting a third torque target value based on the vehicle information using a fourth filter including a model Gm (s) / Gp (s);
Second addition means for calculating an addition value between the second torque target value and the third torque target value set by the third torque target value setting means;
Motor rotation speed estimation means for estimating the rotation speed of the motor based on the addition value added by the second addition means;
Subtracting means for calculating a subtraction value between the estimated rotational speed estimated by the motor rotational speed estimating means and the detected rotational speed detected by the motor rotational speed detecting means,
The second torque target value setting means includes:
Based on the subtraction value calculated by the subtraction means, the second torque target value is set,
5. The vibration suppression control device according to claim 1, wherein the control constant of the fourth filter is set based on a frequency lower than a natural vibration frequency of the drive system of the vehicle. The first filter is:
A model Gm (s) of ideal transmission characteristics of torque input to the vehicle and the rotational speed of the motor, and a model Gp (s) of torque transmission to the vehicle and actual transmission characteristics of the rotational speed of the motor were used. A filter including a model Gm (s) / Gp (s),
The control constant of the ideal transfer characteristic in the first filter is set based on a frequency lower than the natural vibration frequency of the drive system of the vehicle,
The vibration suppression control device according to claim 6, wherein the control constant of the actual transmission characteristic in the first filter is set based on a natural vibration frequency of the drive system of the vehicle. The third torque target value setting means includes:
The vibration suppression control apparatus according to claim 6 or 7, wherein the third torque target value is set based on a torque of an engine provided in the vehicle. In a vibration damping control method for damping a motor provided in a vehicle,
Using the first filter to set a first torque target value based on vehicle information of the vehicle;
Detecting the rotational speed of the motor;
Setting a second torque target value based on the rotational speed using a second filter;
Adding the first torque target value and the second torque target value to calculate a torque command value;
Controlling the motor based on the torque command value,
The control constant of the second filter is
A vibration damping control method, wherein the vibration damping control method is set based on a frequency lower than the natural vibration frequency of the drive system of the vehicle.

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