JP2018074871A - Device for controlling drive of electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress vibration due to inertia generated when an electric vehicle accelerates or decelerates while satisfying a feeling at the time of driving.SOLUTION: A device for controlling drive of an electric vehicle suppresses a torque change rate of a target motor torque Tm* of an electric motor 9 calculated by a target motor torque calculation part 31 to an upper limit torque change rate that is set in rate limit processing conducted by a rate limit processing part 33. Thus, resonance of the electric motor 9 and a motor mount 9a, and furthermore, a vehicle is suppressed, and torsional vibration can be suppressed by damping control by a torsional damping part 100.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a drive control device for an electric vehicle.

  In electric vehicles such as an electric vehicle (EV) and a hybrid vehicle (HEV) that use an electric motor as power for the vehicle or power assist, a mount structure for supporting a mount frame of the electric motor by suspending it from the vehicle body has been proposed in the past. (For example, patent document 1).

JP 2008-81209 A

  In general, when an electric vehicle is accelerated, inertia works and causes vibration. In parts constituting the vehicle, since the electric motor is heavy, in order to suppress the vibration caused by the electric motor, the electric motor is fixed to the vehicle body with a strong mount frame that can withstand inertia during acceleration, or Either countermeasures are taken to control the acceleration so as to suppress the steep acceleration. For example, in the electric vehicle adopting the mount structure that suspends the mount frame from the vehicle body, it is assumed that the latter countermeasure is taken.

  On the other hand, if the mount frame is to be strengthened, the cost is increased. If the acceleration is extremely suppressed, the driver's feeling (acceleration feeling) is sacrificed.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to control driving of an electric vehicle that can satisfy vibration during driving and also suppress vibration due to inertia that occurs during acceleration or deceleration of the electric vehicle. To provide an apparatus.

In order to achieve the above object, a drive control device for an electric vehicle according to one aspect of the present invention includes:
A target motor torque calculation unit that calculates a target motor torque for an electric motor mounted as a drive source in the electric vehicle based on an accelerator opening in the electric vehicle;
A torsional vibration correction unit that calculates a first motor torque obtained by correcting the target motor torque according to the torsional vibration generated in the drive shaft of the electric vehicle;
A weight system oscillating unit that calculates a second motor torque that suppresses vibrations generated in a weight body mounted on the electric vehicle during acceleration or deceleration of the electric vehicle;
The weight system oscillation unit includes a torque change rate regulating unit that regulates a torque change rate of the target motor torque, and the weight body with respect to the target motor torque or the first motor torque according to an actual vibration of the weight body. And at least one of an inertia torque correction unit that performs correction to cancel vibrations of
Vibration suppression control of the torsional vibration of the electric vehicle by the first motor torque calculated by the torsional vibration correction unit, and vibration suppression control of the weight body by the second motor torque calculated by the weight system vibration unit, Both are executed.

  ADVANTAGE OF THE INVENTION According to this invention, the vibration by the inertia which arises at the time of acceleration or deceleration of an electric vehicle can be suppressed, satisfy | filling the feeling at the time of driving | operation.

1 is a block diagram showing a schematic configuration of an electric vehicle to which a drive control device for an electric vehicle according to an embodiment of the present invention is applied. It is a block diagram which extracts and shows the structure relevant to the drive control of the electric motor performed in the electric vehicle of FIG. FIG. 3 is a block diagram illustrating a specific configuration of a torsional damping unit in FIG. 2. 2 shows the effect of vibration suppression by the rate limit processing performed by the rate limit processing unit of FIG. 2, and (a) shows the vibration of the electric motor when there is no rate limit processing as a comparative example and there is torsional damping control. (B) is a graph showing the state of vibration of the electric motor and the state of distortion of the drive shaft when both rate limit processing and torsional vibration suppression control are performed. is there. It is a block diagram which shows the principle schematic structure of the drive control apparatus of the electric vehicle which concerns on 2nd Embodiment of this invention comprised by the vehicle integrated controller of FIG. It is a block diagram which shows the specific structure of the motor mount vibration suppression control part of FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The electric vehicle to which the present invention is applied includes an electric vehicle (EV) and a hybrid vehicle (HEV) that use an electric motor as power or power assist. In the present embodiment, the electric vehicle (EV) is taken as an example. explain.

  FIG. 1 is a block diagram showing a schematic configuration of an electric vehicle to which a drive control device for an electric vehicle according to an embodiment of the present invention is applied. In the electric vehicle shown in FIG. 1, a torque request value (command value) corresponding to the accelerator opening is output from the vehicle integrated controller 1 that performs overall control of the electric vehicle.

  A torque request value (command value) from the vehicle integrated controller 1 is input to the motor controller 13. The motor controller 13 controls the drive of the electric motor 9 as a drive source of the electric automobile via the motor drive circuit 11. The electric motor 9 transmits power to a drive shaft 5 (corresponding to a drive shaft in claims) of a drive wheel 3 of an electric vehicle via a speed reducer 7, and is a motor suspended from a vehicle body (not shown). It is mounted on a mount 9a (corresponding to a weight body in claims).

  The motor drive circuit 11 incorporates an inverter that converts a DC voltage of the battery 15 of the electric vehicle into an AC voltage. The motor controller 13 is composed of, for example, a microcomputer and has a built-in PWM controller that outputs a PWM (pulse width modulation) signal used for inverter switching.

  The vehicle integrated controller 1 is composed of, for example, a microcomputer. The in-vehicle integrated controller 1 receives signals from switches and sensors such as the brake pedal and accelerator pedal switches 17 and 19, the accelerator sensor 21 and the shift switch 23, and the rotation sensors 25 a and 25 b of the electric motor 9. It is input via in-vehicle communication such as Area Network.

  Each of the brake pedal and accelerator pedal switches 17 and 19 outputs a signal for switching on and off depending on whether or not a brake pedal or an accelerator pedal (both not shown) is depressed. The accelerator sensor 21 outputs a signal whose level changes according to the depression amount of the accelerator pedal.

  The shift switch 23 outputs a detection signal of the shift position of the electric vehicle indicated by a select lever (not shown) to the vehicle integrated controller 1.

  In other words, the shift switch 23 has a select lever whose parking range (P range), reverse range (R range), neutral range (N range), drive range (D range), 2nd speed range (2 range), 1st speed range ( 1), a signal corresponding to the shift position is detected.

  The rotation sensors 25a and 25b of the electric motor 9 output a pulse signal corresponding to the amount of rotation of the electric motor 9 to the vehicle integrated controller 1 with a phase shifted by a quarter cycle, for example. Therefore, the vehicle integrated controller 1 can calculate the amount of rotation (the number of rotations) and the rotation speed of the electric motor 9 based on the number of pulses from the rotation sensors 25a and 25b. Further, the vehicle integrated controller 1 can detect the rotation direction of the electric motor 9 based on whether the phase shift direction of the pulse signals from the rotation sensors 25a and 25b is the advance direction or the delay direction.

  Here, the drive control of the electric motor 9 performed in the electric vehicle of FIG. 1 will be described with reference to the block diagram of FIG.

  The vehicle integrated controller 1 to which the signals of the switches / sensors 17, 19, 21, 23, 25a, and 25b of FIG. 1 described above are input has a target motor torque calculation unit 31 as shown in the block diagram of FIG. doing.

  The target motor torque calculation unit 31 of the vehicle integrated controller 1 is configured by a module that indicates a functional unit that achieves a predetermined operation. This module is realized by hardware or software of the vehicle integrated controller 1 or a combination thereof.

  The target motor torque calculation unit 31 calculates a target motor torque Tm * of the electric motor 9 based on output signals from the accelerator pedal switch 19, the accelerator sensor 21, and the shift switch 23.

  The motor controller 13 to which the target motor torque TM * calculated by the target motor torque calculation unit 31 of the vehicle integrated controller 1 is input is a rate limit processing unit 33 (weight system oscillation unit (torque change rate regulation unit) in claims). And a torsional damping unit 100.

  Each unit 33 and 100 of the motor controller 13 is configured by a module indicating a functional unit that achieves a predetermined operation. Each module is realized by hardware or software of the motor controller 13 or a combination thereof.

  And the drive control apparatus 30 of the electric vehicle which concerns on one Embodiment of this invention WHEREIN: In addition to the target motor torque calculation part 31 of the vehicle integrated controller 1 mentioned above, the rate limit process part 33 of the motor controller 13, the torsional vibration suppression, or the like. The correction amount calculation unit 109 described later of the unit 100 is included.

  The rate limit processing unit 33 performs rate limit processing for suppressing the torque change rate of the target motor torque Tm * of the electric motor 9 calculated by the target motor torque calculation unit 31 to a set upper limit. The set upper limit is an upper limit for the absolute value of the torque change rate. Therefore, the upper limit is applied to the absolute value of the torque change rate not only when the target motor torque Tm * of the electric motor 9 increases but also decreases.

  This upper limit is set in order to eliminate a component in the resonance frequency band from vibration generated in the motor mount 9a of the electric motor 9 when the electric vehicle is accelerated or decelerated. Therefore, the upper limit of the torque change rate of the target motor torque Tm * set by the rate limit processing unit 33 belongs to a frequency band in which the frequency component of the target motor torque Tm * is lower than the resonance frequency band of the motor mount 9a. Torque change rate (corresponding to a torque change rate in which the resonance frequency band of the weight body (motor mount 9a) is excluded from the frequency component of the target motor torque Tm * in the claims). As a result, the vibration amplitude of the motor mount 9a is maintained below the allowable vibration limit threshold value. The vibration limit threshold value can be set to be equal to or less than the amplitude of road noise generated on the drive wheels 3 of the drive system 40 when the electric vehicle is accelerated, for example.

  Here, the vibration limit torque change rate of the target motor torque Tm * (the upper limit threshold value of the target motor torque Tm *) is determined when the frequency component of the target motor torque Tm * is the lower limit of the resonance frequency band of the motor mount 9a. It is good also as a torque change rate.

  For example, when the target motor torque Tm * of the electric motor 9 calculated by the target motor torque calculation unit 31 changes at a torque change rate exceeding the set upper limit with respect to the immediately preceding target motor torque Tm *. That is, when the frequency component of the target motor torque Tm * becomes a frequency component including the resonance frequency band of the motor mount 9a, the rate limit processing unit 33 changes (regulates) the target motor torque Tm *. By this change, the torque change rate of the target motor torque Tm * with respect to the immediately preceding target motor torque Tm * becomes the set upper limit.

  The rate limit processing unit 33 reduces vibrations generated in the electric motor 9 or its motor mount 9a due to inertia during acceleration or deceleration of the electric vehicle shown in FIG. 1, and resonance of the electric motor 9 or its motor mount 9a. Used to suppress

  If the rate limit processing by the rate limit processing unit 33 is not performed, when the target motor torque TM * is step-inputted and the electric motor 9 is driven with the motor torque command value corresponding thereto, the step-input target motor torque TM * is input. Of the electric motor 9 or the motor mount 9a thereof includes the resonance frequency band (for example, 19 Hz to 21 Hz, and the peak is 20 Hz). For this reason, the motor torque instruction value serving as the step response also includes the resonance frequency component of the motor mount 9a, and resonance occurs in the motor mount 9a driven according to the motor torque instruction value.

  On the other hand, when the rate limit processing by the rate limit processing unit 33 is performed to suppress the torque change rate of the target motor torque TM * input to the step to a predetermined upper limit so that the step response does not occur, the target motor torque TM * The resonance frequency band of the electric motor 9 or its motor mount 9a can be excluded from the motor torque command value according to the above. For this reason, resonance of the motor mount 9a driven according to the motor torque instruction value can be suppressed.

  By the way, in the drive system 40 (drive wheel 3, drive shaft 5, speed reducer 7, electric motor 9 and the like) of the electric vehicle from the electric motor 9 to the drive wheel 3, it is possible to accelerate more rapidly than the engine vehicle. On the other hand, it is known that when the rotational speed of the electric motor 9 is sharply increased in order to obtain such acceleration, the drive shaft 5 is twisted and vibration (torsional vibration) is generated by this twisting.

  Therefore, in the present embodiment, in addition to the rate limit process described above, the torsional vibration of the drive system 40 is suppressed by the vibration suppression control of the torsional damping unit 100.

  That is, the torsional damping unit 100 of the drive control device 30 of FIG. 2 is for suppressing the torsional vibration of the drive system 40 with respect to the target motor torque Tm * of the electric motor 9 calculated by the target motor torque calculating unit 31. Make corrections. FIG. 3 is a block diagram showing a specific configuration of the torsional damping unit 100.

  As shown in FIG. 3, the torsional damping unit 100 includes a target acceleration calculation unit 103, a motor rotation number detection unit 105, an actual acceleration calculation unit 107, a correction amount calculation unit 109, and a modeling error suppression unit 111. . The output of the modeling error suppression unit 111 is output to a motor torque command value calculation unit 113 provided in the motor controller 13 as in the twist control unit 100.

  Then, the target acceleration calculation unit 103 of the torsional damping unit 100 calculates the ideal of the electric vehicle shown in FIG. 1 from the target motor torque Tm * calculated by the target motor torque calculation unit 31 and rate-limit processed by the rate limit processing unit 33. The target acceleration (ideal acceleration) of the electric motor 9 is calculated using the transfer function Gm (s) of the vehicle model.

  The ideal vehicle model is assumed to be a perfect rigid body without backlash in the drive system 40 (drive wheel 3, drive shaft 5, speed reducer 7, electric motor 9, etc.) of the electric vehicle shown in FIG. Meaning the model. The transfer function Gm (s) of the ideal vehicle model will be described later.

  Further, the motor rotation number detection unit 105 of the torsional damping unit 100 detects the actual rotation number ωM of the electric motor 9 from the output signals of the rotation sensors 25a and 25b. This rotational speed ωM is the rotational speed (= rotational speed) of the electric motor 9 per unit time.

  Based on the motor rotation speed ωM, the actual acceleration calculation unit 107 inputs a transfer function for calculating the actual acceleration of the electric motor 9, that is, a transfer function that receives the data rotation speed ωM of the electric motor 9 and outputs the actual acceleration. Is calculated.

  The correction amount calculation unit 109 is configured to reduce the deviation between the target acceleration of the electric motor 9 calculated by the target acceleration calculation unit 103 and the actual acceleration of the electric motor 9 calculated by the actual acceleration calculation unit 107 with respect to the target motor torque Tm *. A correction amount is calculated.

  The correction amount calculation unit 109 will be described in detail. The deviation calculation unit 109 a calculates the actual acceleration of the electric motor 9 calculated by the actual acceleration calculation unit 107 from the target acceleration of the electric motor 9 calculated by the target acceleration calculation unit 103. By subtracting, the deviation between the target acceleration and the actual acceleration is calculated. Then, the proportional control unit 109b multiplies the deviation calculated by the deviation calculation unit 109a by a predetermined proportional gain Kp. Note that the value of the proportional gain Kp can be set as appropriate.

  Further, the modeling error suppression unit 111 of the torsional damping unit 100 has a high-pass filter HPF that performs disturbance removal, and only the high-frequency component of the correction amount calculated by the correction amount calculation unit 109 is extracted by the high-pass filter HPF. To do.

The transfer function Gm (s) of the ideal vehicle model used by the target acceleration calculation unit 103 described above to calculate the target acceleration (ideal acceleration) of the electric motor 9 from the target motor torque Tm * after the rate limit process is For example, the following formula (1),
Gm (s) = ω / {JTN (s + ω)} (1)
Can be expressed as

  Here, ω [rad / s] is a cut-off frequency by the high-pass filter HPF of the modeling error suppression unit 111, and JT [Nms ^ 2] is a drive converted to the moment of inertia of the output shaft of the electric motor 9. It is a total inertia (moment of inertia) that works during traveling of the system 40 (FIG. 1). N is a reduction ratio of the reduction gear 7 (FIG. 1), and s is a Laplace operator.

  In the torsional damping unit 100 configured as described above, the correction amount is calculated from the target acceleration (ideal acceleration) of the electric motor 9 calculated by the target acceleration calculation unit 103 using the transfer function Gm (s) of the ideal vehicle model. The unit 109 calculates the correction amount of the target motor torque Tm * after the rate limit process. This correction amount is added to the output of the division unit 34 in the motor torque command value calculation unit 113 after the high frequency component that becomes noise is eliminated by the modeling error suppression unit 111.

  The division unit 34 divides the target motor torque Tm * calculated by the target motor torque calculation unit 31 and rate-limit processed by the rate limit processing unit 33 by the reduction ratio N by the reduction gear 7 shown in FIG. The division unit 34 is provided in the motor controller 13 together with the motor torque command value calculation unit 113 described above.

  In the drive control device 30 of the present embodiment described above, the correction amount calculation unit 109 and the motor torque command value calculation unit 113 constitute a torsional vibration correction unit in the claims.

  Further, the division unit 34 and the motor torque command value calculation unit 113 are respectively configured by modules indicating functional units that achieve a predetermined operation, like the units 33 and 100 of the drive control device 30 described above. Each module is realized by hardware or software of the motor controller 13 or a combination thereof.

  In the present embodiment, the transfer function Gm (s) is a value obtained by dividing the transfer function Gm (s) by the reduction ratio N of the reducer 7 in FIG. 1, but the value divided by the reduction ratio N is the transfer function Gm ( Whether or not to be s) is arbitrary. When the value that is not divided by the reduction ratio N is used as the transfer function Gm (s) of the ideal vehicle model, the dividing unit 34 is not necessary.

  Then, the motor torque command value calculation unit 113 of the drive control device 30 adds the correction amount output by the modeling error suppression unit 111 to the target motor torque Tm * after the rate limit processing by the rate limit processing unit 33. Then, the final motor torque command value is calculated. This final motor torque command value corresponds to the first motor torque and the second motor torque in the claims.

  Then, a PWM signal having a duty ratio corresponding to the final motor torque command value calculated by the motor torque command value calculation unit 113 is generated by the motor controller 13 of FIG. 1, and the motor drive circuit is generated with the duty ratio of the PWM signal. 11 drives the electric motor 9.

  With such a configuration, the torsional damping unit 100 can perform damping control that suppresses torsional vibration generated in the drive system 40.

  In the drive control device 30 of the present embodiment having the above-described configuration, the rate limit processing unit 33 calculates the torque change rate of the target motor torque Tm * of the electric motor 9 calculated by the target motor torque calculation unit 31. The upper limit torque change rate set in the process is suppressed. For this reason, the resonance of the electric motor 9 and the motor mount 9a, and thus the vehicle, is suppressed, and the torsional vibration can be suppressed by the vibration suppression control of the torsional damping unit 100.

  FIG. 4 shows the effect of vibration suppression by the rate limit process performed by the rate limit processing unit 33. FIG. 4A shows a comparative example in which there is no rate limit process and torsional vibration suppression control is performed. FIG. 4B is a graph showing the state of vibration of the electric motor 9 and the state of distortion of the drive shaft 5 (D / SFT). FIG. 4B shows the electric motor when both the rate limit processing and the torsional vibration suppression control are performed. 9 is a graph showing the state of vibration 9 and the state of distortion of the drive shaft 5.

  Note that the acceleration difference between adjacent acceleration scale lines in FIG. 4A and the acceleration difference between adjacent acceleration scale lines in FIG. 4B are the same. The time length between adjacent time scale lines in FIG. 4A and the time length between adjacent time scale lines in FIG. 4B are also the same.

  Referring to FIG. 4A, it can be seen that the torsional vibration can be suppressed by only the torsional vibration suppression control, but the resonance of the electric motor 9 and the motor mount 9a cannot be suppressed and the vibration is generated. On the other hand, referring to FIG. 4B, it can be seen that the resonance of the electric motor 9 and the motor mount 9a can be suppressed together with the torsional vibration by adding the rate limit process.

  As described above, in the drive control device 30 of the present embodiment, vibration due to inertia that occurs during acceleration or deceleration of the electric vehicle can be suppressed while satisfying the feeling related to acceleration feeling during driving.

  In the drive control device 30 according to the first embodiment described above, the resonance of the motor mount 9a is suppressed by the rate limit process. It may be suppressed.

  FIG. 5 is a block diagram showing the basic schematic configuration of the drive control apparatus according to the second embodiment of the present invention configured to suppress resonance of the motor mount 9a (vibration of the electric motor 9) by vibration suppression control. Will be described with reference to FIG.

  The drive control device 30a of the second embodiment shown in FIG. 5 includes the target motor torque calculation unit 31 and the torsional vibration damping unit 100 that are the same as those of the drive control device 30 of the first embodiment shown in FIG. The filter 35 is different from the rate limit processing unit 33 of the drive control device 30, and includes a vertical G (acceleration) command value setting unit 41 and a motor mount vibration suppression control unit 200.

  Each of these units 31, 33, 41, 100, and 200 is configured by a module that indicates a functional unit that achieves a predetermined operation. Each module is realized by hardware or software in the vehicle integrated controller 1 or a combination thereof.

  In the electric vehicle to which the drive control device 30a of the second embodiment shown in FIG. 5 is applied, the vertical G detector 27 (corresponding to the vibration detector in the claims) is added to the vehicle integrated controller 1 shown in FIG. Further connected. The vertical G detection unit 27 includes, for example, an acceleration sensor that detects G (acceleration) in the Z (vertical) direction of the motor mount 9a (see FIG. 2), and the Z (vertical) direction of the electric motor 9 due to inertia. A signal indicating vibration acceleration is output to the vehicle integrated controller 1.

  The filter 35 of the drive control device 30a of the second embodiment is electrically driven by high-frequency noise superimposed on the target motor torque Tm * of the electric motor 9 calculated by the target motor torque calculation unit 31. It is provided to prevent the motor torque of the motor 9 from changing sharply.

  Therefore, each part 103-111 (refer FIG. 3) of the twist damping part 100 performs the same process as 1st Embodiment with respect to the target motor torque Tm * after filtering by the filter 35. FIG.

  That is, also in the drive control device 30a of the present embodiment, the correction amount calculation unit 109 and the motor torque command value calculation unit 113 constitute a torsional vibration correction unit in the claims.

  Furthermore, in the drive control device 30a of the second embodiment, the Z (vertical) direction component of the vibration of the electric motor 9 due to inertia is determined using the vertical G (acceleration) command value setting unit 41 and the motor mount vibration suppression control unit 200. Suppress.

  The vertical G (acceleration) command value setting unit 41 outputs a constant value to the motor mount vibration suppression control unit 200 as the command value (vertical G command value) of the vibration acceleration of the electric motor 9 in the Z (vertical) direction. The motor mount vibration suppression control unit 200 calculates a correction value for damping control of vibration (Z (vertical) direction) of the electric motor 9 due to inertia by proportional control of a proportional control unit 203 (see FIG. 6) described later. To do.

  As shown in the block diagram of the specific configuration in FIG. 6, the motor mount vibration suppression control unit 200 includes a deviation calculation unit 201, a proportional control unit 203 (corresponding to a vibration suppression correction amount calculation unit in claims), and a band pass. A filter (BPF) 205 is included.

  The deviation calculation unit 201 uses the vertical G command value calculated by the vertical G (acceleration) command value setting unit 41 to detect the G (vertical) G (Z) of the motor mount 9a (electric motor 9) detected by the vertical G detection unit 27. By subtracting (acceleration), the deviation between the vertical G command value and the G (acceleration) in the Z (vertical) direction of the motor mount 9a (electric motor 9) is calculated. Here, since it is only necessary to calculate a deviation that is a waveform having an opposite phase of the vibration of the motor mount 9a, the vertical G command value may be any value as long as it is a constant value.

  The proportional control unit 203 multiplies the deviation calculated by the deviation calculation unit 201 by a predetermined proportional gain (for example, “2”) to suppress vibration in the Z (vertical) direction of the electric motor 9 due to inertia. The amount of correction is calculated. Note that the value of the proportional gain can be appropriately set according to the response speed of vibration suppression control of vibration in the Z (vertical direction) due to the inertia of the electric motor 9 using the correction value calculated by the motor mount vibration suppression control unit 200. It is.

  The band pass filter (BPF) 205 extracts the vibration frequency component of the motor mount 9a from the output of the proportional control unit 203 and cuts other frequency components. Therefore, the band pass filter (BPF) 205 extracts only the anti-phase component of G (acceleration) in the Z (vertical) direction of the motor mount 9a (electric motor 9). In the present embodiment, the vibration suppression control of the vibration component in the Z (vertical) direction has been described. However, the direction of vibration to be subjected to vibration suppression control is not particularly limited.

  The reverse phase component of G (acceleration) in the Z (vertical) direction of the motor mount 9a (electric motor 9) extracted by the bandpass filter (BPF) 205 is the Z (vertical) direction of the motor mount 9a (electric motor 9). It is used as a correction value (motor mount vibration correction torque command value) for suppressing vibration.

  The motor mount vibration correction torque command value is input to the motor torque command value calculation unit 29 together with the target motor torque Tm * after the vibration suppression control of the torsional vibration output from the torsional vibration suppression unit 100 as shown in FIG. The The motor torque command value calculation unit 29 adds the motor mount vibration correction torque command value output from the bandpass filter (BPF) 205 to the target motor torque Tm * after the vibration suppression control of the torsional vibration, and finally The correct motor torque command value is calculated. This final motor torque command value corresponds to the first motor torque and the second motor torque in the claims.

  Then, a PWM signal having a duty ratio corresponding to the final motor torque command value calculated by the motor torque command value calculation unit 29 is generated by the motor controller 13 in FIG. 1, and the motor drive circuit is generated with the duty ratio of the PWM signal. 11 drives the electric motor 9.

  In the drive control device 30a of the present embodiment described above, the motor torque command value calculation unit 29 and the motor mount vibration suppression control unit 200 constitute a weight system oscillation unit in the claims. In the drive control device 30a of the present embodiment, the motor torque command value calculation unit 29 corresponds to an inertia torque correction unit in the claims.

  Also in the drive control device 30a of the present embodiment having such a configuration, the motor mount vibration suppression control unit 200 performs based on G (acceleration) in the Z (vertical) direction of the motor mount 9a detected by the vertical G detection unit 27. The vibration of the electric motor 9 in the Z (vertical) direction is suppressed by vibration suppression control using a correction value calculated from the anti-phase component of G (acceleration) in the Z (vertical) direction of the motor mount 9a (electric motor 9). be able to.

  In the drive control device 30a shown in FIG. 5, a loop of vibration suppression control that suppresses vibration in the Z (vertical) direction of the electric motor 9 performed by the motor mount vibration suppression control unit 200 is output from the rotation sensors 25a and 25b. The torsional vibration control loop of the drive system 40 performed by the torsional damping unit 100 using the actual rotational speed ωM of the electric motor 9 detected from the signal is configured to be an outer loop.

  However, the control loop for suppressing the vibration in the Z (vertical) direction of the electric motor 9 performed by the motor mount vibration suppression control unit 200 is different from the control loop for the torsional vibration of the drive system 40 performed by the torsional vibration suppression unit 100. You may comprise so that it may become.

  Moreover, in each embodiment mentioned above, the case where the resonance of the electric motor 9 and the motor mount 9a at the time of acceleration or deceleration of an electric vehicle was suppressed was demonstrated. However, the present invention can be widely applied to the case where various vibrations generated in the heavy body, which is a component part of the electric vehicle, are suppressed by inertia at the time of acceleration or deceleration of the electric vehicle.

  Furthermore, the vibration suppression control performed by the torsional vibration suppression unit 100 and the motor mount vibration suppression control unit 200 of the drive control devices 30 and 30a may be based on a speed deviation or an acceleration deviation. .

  INDUSTRIAL APPLICABILITY The present invention can be used in an electric vehicle in which vibration is generated in a heavy body that is a component part due to inertia during acceleration or deceleration.

1 Vehicle integrated controller 3 Drive wheel 5 Drive shaft (drive shaft)
7 Reducer 9 Electric motor (drive source)
9a Motor mount (heavy body)
DESCRIPTION OF SYMBOLS 11 Motor drive circuit 13 Motor controller 15 Battery 17 Brake pedal switch 19 Accelerator pedal switch 21 Accelerator sensor 23 Shift switch 25a, 25b Rotation sensor 27 Vertical G detection part (vibration detection part)
27a Support shaft 29 Motor torque command value calculation part (weight system vibration part, inertia torque correction part)
30, 30a Drive control device 31 Target motor torque calculation unit 33 Rate limit processing unit (weight system oscillation unit, torque change rate regulation unit)
35 Rate limit processing unit 40 Drive system 41 Vertical G command value setting unit 100 Torsional damping unit 101 Target motor torque calculation unit 103 Target acceleration calculation unit 105 Motor rotation number detection unit 107 Actual acceleration calculation unit 109 Correction amount calculation unit (torsional vibration Correction part)
109a Deviation calculation unit 109b Proportional control unit 111 Modeling error suppression unit (high-pass filter, HPF)
113 Motor torque command value calculation unit (torsional vibration correction unit)
200 Motor mount vibration suppression control part (weight system vibration part)
203 Proportional control unit (vibration correction amount calculation unit)
205 Bandpass filter Kp Proportional gain Tm * Target motor torque ωM Electric motor speed

Claims (7)

A target motor torque calculation unit (31) for calculating a target motor torque (Tm *) for an electric motor (9) mounted as a drive source in the electric vehicle based on an accelerator opening in the electric vehicle;
A torsional vibration correcting unit (109, 113) for calculating a first motor torque obtained by correcting the target motor torque (Tm *) according to the torsional vibration generated in the drive shaft (5) of the electric vehicle;
A weight control unit (33, 200, 29) for calculating a second motor torque that suppresses vibration of a weight body (9a) mounted on the electric vehicle when the electric vehicle is accelerated or decelerated. ,
The weight system oscillating unit (33, 200, 29) is adapted to a torque change rate regulating unit (33) for regulating a torque change rate of the target motor torque (Tm *) and an actual vibration of the weight body (9a). And at least one of the target motor torque (Tm *) and the inertial torque correction unit (29) that performs correction for canceling vibration of the weight body (9a) with respect to the first motor torque,
Vibration suppression control of the torsional vibration of the electric vehicle by the first motor torque calculated by the torsional vibration correction unit (109, 113), and the second motor calculated by the weight system vibrational unit (33, 200, 29) Both vibration suppression control of vibration of the weight body (9a) by torque is executed.
Drive control device (30, 30a) for electric vehicle. The torque change rate regulating unit (33) changes the torque of the target motor torque (Tm *) until the resonance frequency band of the weight body (9a) is excluded from the frequency component of the target motor torque (Tm *). Reduce the rate,
The drive control apparatus (30, 30a) of the electric vehicle according to claim 1. The torque change rate regulating unit (33) regulates the torque change rate of the target motor torque (Tm *) to a predetermined value or less,
The predetermined value is greater than the torque change rate at which the torsional vibration occurs and is equal to or less than the torque change rate at which resonance occurs in the weight body (9a).
The torsional vibration correction unit (109, 113) calculates the first motor torque by correcting the target motor torque (Tm *) restricted to the predetermined value or less;
The drive control apparatus (30, 30a) of the electric vehicle according to claim 1 or 2. The torque change rate regulating unit (33) regulates the torque change rate of the target motor torque (Tm *) to a predetermined value or less,
The predetermined value is a value that is greater than a torque change rate at which the torsional vibration occurs and is less than or equal to a torque change rate at which a vibration greater than road noise occurs in the weight body (9a).
The torsional vibration correction unit (109, 113) calculates the first motor torque by correcting the target motor torque (Tm *) restricted to the predetermined value or less;
The drive control apparatus (30, 30a) of the electric vehicle according to claim 1 or 2. The weight system vibration unit (200) includes a vibration detection unit (27) that detects actual vibration of the weight body (9a), and the actual weight body (9a) detected by the vibration detection unit (27). A vibration suppression correction amount calculation unit (203) that calculates a correction amount for vibration suppression control by the weight system vibration unit (200) based on the value of the reverse phase of the vibration of
The inertia torque correction unit (29) uses the vibration suppression control correction amount calculated by the vibration suppression correction amount calculation unit (203) to calculate the target motor torque (Tm *) or the first motor torque. to correct,
The drive control apparatus (30, 30a) of the electric vehicle according to claim 1 or 2.   The weight system vibration unit (200) cuts frequency components other than the resonance frequency band of the weight body (9a) in the vibration suppression control correction amount calculated by the vibration suppression correction amount calculation unit (203). The inertial torque correction unit (29) further includes a bandpass filter (205), and the inertia torque correction unit (29) passes through the bandpass filter (205) and becomes only the resonance frequency band of the weight body (9a). The drive control device (30, 30a) for an electric vehicle according to claim 5, wherein the target motor torque (Tm *) or the first motor torque is corrected using a correction amount for vibration control.   The electric vehicle according to any one of claims 1 to 5, wherein the weight body (9a) is a motor mount (9a) mounted with the electric motor (9) and suspended from a vehicle body of the electric vehicle. Control device (30, 30a).

Images