JP4148215B2 - Vibration suppression control device for electric motor drive vehicle - Google Patents

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 characteristics corresponding to the model Gp (s) of the transfer characteristic of the motor, and the deviation between the estimated rotational speed value 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, “H (s) denominator order−numerator order ≧ Gp (s) denominator order− By providing a filter of model H (s) / Gp (s) using a transfer characteristic H (s) that satisfies the condition “molecular order”, and passing the deviation through the filter of H (s) / Gp (s) The second torque target value is calculated, and the first torque The standard value and the second torque target value are added to obtain the motor torque command value, and control is performed so that the output torque of the actual motor matches or follows 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, if the gain setting is not appropriate, it becomes a vibration response to a disturbance torque element caused by gear backlash or the like, or the torsional resonance frequency is set. It was not possible to make it completely zero.
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 bandpass filter 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 fcL. And the relationship Kfc of the ratio of torsional resonance frequency fp
Kfc = fp / fcH = fcL / fp
If set to a value that becomes the second torque target value ^{Kfb = Kfc 2 -2 · Kfc ·} ζp + 1 ( although Zetapi is a constant determined by the vehicle)
Amplifying means for amplifying the gain Kfb times is provided.
Alternatively, the gain Kfb is set as follows: Kfb = Kfc ² +1
And amplifying means for amplifying.

As described above, the second torque target value is set to Kfb = Kfc ² −2 · Kfc · ζp + 1, so that no vibration response is generated with respect to disturbance torque caused by gear backlash or the like (that is, (It does not vibrate). Further, when the gain is set to Kfb = Kfc ² +1, the feedback torque can be fed back as the second torque target value without being attenuated with a gain of 0 dB. Thus, the effect that the frequency component having a disturbance can be reduced to 0 (zero) is obtained.

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.

The vehicle torque input and motor rotation speed transfer characteristic Gp (s) will now be described.
FIG. 9 is a diagram for explaining an equation of motion of the drive torsional vibration system of the vehicle. The reference numerals in FIG. 9 are as follows.
Jm: Motor inertia Jw: Drive wheel inertia M: Vehicle weight KD: Torsional rigidity of drive system KT: Coefficient of tire-road friction N: Overall gear ratio r: Tire weight radius ωm: Motor angular velocity Tm: Motor torque TD: Drive wheel torque F: Force applied to vehicle V: Vehicle speed ωW: Drive wheel angular velocity From FIG. 9, 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 (1) 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 )
... (Equation 1)
However,
a ₄ = 2Jm ・ Jw ・ M
a ₃ = Jm (2Jw + Mr ² ) KT
a ₂ = {Jm + ( ² Jw / N ² )} M · KD
a ₁ = {Jm + ( ² Jw / 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 (1) are examined, one pole and one zero show extremely close values. This corresponds to the fact that α and β in the following (Equation 2) 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 ')
... (Equation 2)
Therefore, by performing pole-zero cancellation (approximate α = β) in the above equation (2), as shown in the following equation (3), 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 ')
(Equation 3)
In order to realize the above formula (3) by microcomputer processing, for example, the following (formula 4) is Z-transformed and discretized.
s = (2 / T) · {(1-Z ⁻¹ ) / (1 + Z ⁻¹ )} (Equation 4).

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. 10, the filter characteristics of this bandpass filter are that the attenuation characteristics of the low-pass side and the high-pass side 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.

(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, FIG. 3 is a block diagram showing a configuration of a first embodiment according to the present invention, and FIG. 4 is a first embodiment. FIG. 5 is a block diagram for explaining the operation 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 composed of a filter having a characteristic corresponding to a model Gp (s) of a transmission characteristic between torque input to the vehicle and the motor rotation speed, and the motor rotation 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 includes a bandpass filter H (s) having a transfer characteristic 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) / Gp (s) using a bandpass filter H (s) having a transfer characteristic that satisfies the condition of “denominator order of H (s) −numerator order ≧ denominator order of Gp (s) −numerator order”. ), The deviation calculated by the subtracting means is input, and the second torque target value 114 is set.

The cutoff frequency of the H (s) / Gp (s) filter constituting the second torque target value setting means 113 is:
Kfc = fp / fcH = fcL / fp That is, fcH · Kfc = fcL / Kfc = fp
Is set to However, fcH is the cutoff frequency on the high-pass side, and fcL is the cutoff frequency on the low-pass side.

The amplifying unit 112 multiplies the second torque target value 114 by a gain Kfb (details will be described later) 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 a 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 d 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. 3, 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. 3, a 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) and output.

A motor torque command value 504 to the motor 505 passes through a band-pass filter 510 whose center frequency fp is the torsional resonance frequency of the drive system, and becomes a torsional resonance frequency component 509 of the motor torque command value. The cutoff frequency of the bandpass filter 510 is Kfc = fp / fcH = fcL / fp, that is, fcH · Kfc = fcL / Kfc = fp
Is set to However, fcH is the cutoff frequency on the high-pass side, and fcL is the cutoff frequency on the low-pass side.

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 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 511 by a gain Kfb times Kfb = Kfc ² −2 · Kfc · ζp + 1 (where ζp is a constant determined by the vehicle: damping coefficient) to obtain a 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. However, 521 is a disturbance torque.
The characteristic of H (s) / Gp (s) in the filter 507 in FIG. 3 is “denominator order−numerator order ≧ Gp (s) of H (s) in the second torque target value setting means 113 in FIG. This is the same as H (s) / Gp (s) using the transfer characteristic H (s) that satisfies the condition “denominator order-numerator order”.

Here, the operation of the first embodiment will be described with reference to FIG.
In FIG. 5, when the externally input torque command value is u, the output rotational 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 5) are obtained.

Y = Gp ′ (s) · (x1 + d)
x1 = x5 + u
x2 = H (s) · x1 (Expression 5)
x3 = {H (s) / Gp (s)} · Y
x4 = x2-x3
x5 = Kfb (x2-x3)
Further, there is a relationship shown in the following formulas (6) to (9).

ただし、ｄは外乱トルク

Where d is the disturbance torque

上記それぞれの関係から入出力の伝達関数を解くと、（数１０）式が得られる。

When the input / output transfer function is solved from each of the above relationships, Equation (10) 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に対して振動の無い規範応答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１０）式の第２項が下記（数１１）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 suppression 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 has no vibration with respect to the disturbance input torque d. By acting so that the normative response Gm (s) · d is obtained, a robust damping effect can be obtained even for disturbance elements caused by backlash of the gear of the motor. By selecting a gain k such that the second term of the equation (10) becomes Gm (s) · d as shown in the following equation (11), a complete vibration damping effect can be obtained.

このときのｋの値を下記（数１２）式、（数１３）式に示すようにして求めると、（数１４）式に示すように、Ｋfb＝Ｋfc^２−２・Ｋfc・ζp＋１となる。ただし、ζpは車両によって決まる定数（減衰係数）、ωｐは駆動系のねじり共振周波数である。

When the value of k at this time is determined as shown in the following formulas (12) and (13), Kfb = Kfc ² −2 · Kfc · ζp + 1 as shown in the formula (14). Here, ζp is a constant (attenuation coefficient) determined by the vehicle, and ωp is a torsional resonance frequency of the drive system.

ただし、（数１３）式において、右辺の（１／Ｊs）より右の式は、左辺のＧp(s）に相当する。つまり、車両へのトルク入力とモータ回転速度の伝達特性Ｇp(s）は下記（数１５）式に示すようになる。なお、Ｊsは車両慣性である。

However, in Expression (13), the expression on the right side of (1 / Js) on the right side corresponds to Gp (s) on the left side. That is, the transmission characteristic Gp (s) between the torque input to the vehicle and the motor rotation speed is expressed by the following equation (15). Js is vehicle inertia.

図３に示した第１の実施例は、増幅手段５１２におけるゲインＫfbを上記の値に設定したものである。
上記のように、Ｋfb＝Ｋfc^２−２・Ｋfc・ζp＋１に設定することにより、外乱による車両応答が振動的にならなくなる。つまり振動しなくなる。

In the first embodiment shown in FIG. 3, the gain Kfb in the amplification means 512 is set to the above value.
As described above, by setting Kfb = Kfc ² −2 · Kfc · ζp + 1, the vehicle response due to the disturbance does not become oscillatory. In other words, it will not vibrate.

Further, when Kfb = Kfc ² +1 (that is, 2 · Kfc · ζp = 0 in the above equation), the frequency component with disturbance can be set to 0, so theoretically the torsional resonance frequency due to the disturbance Can be suppressed to zero.

FIG. 4 is a diagram showing a response waveform of the output rotational speed 506 of the motor 505 when a stepped torque command 801 is given as the disturbance torque d521 to the motor 505.
4, (a) is a disturbance torque waveform, (b) is a response waveform by the conventional vibration suppression control described in Patent Document 1, and (c) is Kfb = Kfc ² −2 · Kfc · ζp + 1 in the present invention. (D) shows the response waveform when Kfb = Kfc ² +1 in the present invention.
The rotational speed responses 802, 804, and 806 when the vibration suppression control shown in FIG. 4 is not performed vibrate with a large amplitude at the torsional resonance frequency in response to the disturbance torque d801. If you have made ^{Kfb = Kfc 2 -2 · Kfc ·} ζp + 1 and the damping control according to the present invention, on the other hand, the second torque target value 511 is Gm (s) · d with respect to the disturbance torque d801 By applying the feedback as described above, it can be seen that no vibration is generated in the rotation speed output waveform 805 as shown in FIG. In addition, when the damping control with Kfb = Kfc ² +1 according to the present invention is performed, the frequency component of the torsional resonance frequency fp due to the disturbance torque d801 is completely zero, but the response without vibration does not occur. , (D), the rotational speed output waveform 807 slightly vibrates.

(Second embodiment)
In the conventional control as described in the above (Patent Document 1), a torque that reduces even the braking torque when the brake is applied is generated. Therefore, when the setting of the pass band is not appropriate, the torque is pushed out during deceleration. There was a possibility that it would appear. Example 2 solves such a problem.

FIG. 6 is a block diagram showing the configuration of the second embodiment, in which (a) shows a configuration corresponding to FIG. 2, and (b) shows a configuration corresponding to FIG. In FIG. 6, only the changed block portion is shown among the blocks in FIGS. 2 and 3, and the other blocks are not shown.
First, in FIG. 6A, H (s) / Gp (s) in the second torque target value setting means 113 in FIG. 2 is divided into H (s) and 1 / Gp (s). (s) is a series configuration of n of H ₁ (s), H ₂ (s),..., Hn (s) (n is an integer of 2 or more, that is, a plurality: 113-1 to 113-n). In addition, the amplification means 112 has a series configuration of n Kfb ₁ , Kfb ₂ ,..., Kfbn (n is an integer of 2 or more, that is, a plurality: 112-1 to 112-n). However, the values of Hn (s) and Kfbn correspond to each subscript.

In FIG. 6B, the band pass filter H (s) in the means 510 for outputting the torsional resonance frequency component of the motor torque command value in FIG. 3 is represented by H ₁ (s), H ₂ (s),. , Hn (s) in series (n is an integer of 2 or more, that is, plural: 510-1 to 510-n), and means for outputting a torsional resonance frequency component of torque applied to the electric motor 507 H (s) / Gp (s) is divided into H (s) and 1 / Gp (s), and H (s) is divided into H ₁ (s), H ₂ (s),. n (n is an integer of 2 or more of), i.e. a plurality: 507-1~507-n) as a series arrangement of, Kfb _1, Kfb ₂ amplifying means 512, ..., n number of Kfbn (n is 2 or more , That is, a plurality of units: 512-1 to 512-n). Note that the values of Hn (s) and Kfbn correspond to each subscript.

Each value of Kfb ₁ , Kfb ₂ ,..., Kfbn may be the same value or different values. That the condition satisfying the value Kfc = fp / fcH = fcL / fp of Kfc, respectively Kfc _1, Kfc _2, ..., If set to Kfcn, each Kfb using each of Kfc Kfb = Kfc ² - A value of 2 · Kfc · ζp + 1 may be set. Or it may be set to the value of the Kfb = Kfc ² +1.
Similarly, the value of H (s) may be set so as to satisfy the following formula (16) obtained by modifying the formula (12).

上記のように、図６の構成は、第２のトルク目標値を設定するためのゲインＫfbと伝達特性Ｈ(ｓ）とを４次以上の２ｎ次（２次の回路を複数個乗算した構成）にしたものである。

As described above, the configuration of FIG. 6 is a configuration in which the gain Kfb for setting the second torque target value and the transfer characteristic H (s) are multiplied by a 4nth or higher order 2nth order (a plurality of secondary circuits are multiplied). ).

Hereinafter, the configuration of FIG. 6 will be described.
When the disturbance in the first embodiment is completely suppressed (in the case of Kfb = Kfc ² −2 · Kfc · ζp + 1), when a second-order bandpass filter is used as the bandpass filter H (s), The transfer characteristic from the disturbance torque d to the angular velocity ωm of the motor is expressed by the following equation (Equation 17). This indicates that when Kfb · H (s) is expressed by the following equation (18), the following equation (19) is obtained.

これに対してバンドパスフィルタＨ(ｓ)として４次のバンドパスフィルタを用いた場合は、２つの２次のバンドパスフィルタを下記（数２０）式とすれば、下記（数２１）式となるので、下記（数２２）式が成立する。

On the other hand, when a fourth-order band-pass filter is used as the band-pass filter H (s), if two second-order band-pass filters are expressed by the following (Equation 20), Therefore, the following equation (22) is established.

なお、上記（数２１）式から Ａ_１(ｓ)−Ｂ_１(ｓ)＝Ｃ(ｓ），Ａ_２(ｓ)−Ｂ_２(ｓ)＝Ｃ(ｓ）なので、これを（数２２）式の変形に用いている。
上記のように、（数２２）式においては、分子にＣ(ｓ）があり、分母に不安定要因のＣ(ｓ）が残らないので、ステップ状の外乱に対して振動を完全に抑制することが出来る。つまり、下記（数２３）式、（数２４）式に示すように、分母から不安定要因のＣ(ｓ）を除くことが出来る。

Since A ₁ (s) −B ₁ (s) = C (s) and A ₂ (s) −B ₂ (s) = C (s) from the above equation (21), It is used to transform the formula.
As described above, in the equation (22), C (s) is present in the numerator, and C (s), which is an unstable factor, does not remain in the denominator. Therefore, vibration is completely suppressed against step-like disturbance. I can do it. That is, as shown in the following formulas (23) and (24), the instability factor C (s) can be removed from the denominator.

上記の説明は、４次のバンドパスフィルタ（ｎ＝２）を用いた場合について説明したが、６次以上（ｎ＝３以上）の場合にも同様に適用することが出来る。
また、第１の実施例において、外乱のある周波数成分を完全に０にする場合（Ｋfb＝Ｋfc^２＋１）、つまり（数１９）式のＣ(ｓ）が Ｃ(ｓ）＝ｓ^２＋ωｐ^２ の場合にも適用することが出来る。

Although the above description has been given of the case where a fourth-order bandpass filter (n = 2) is used, the present invention can be similarly applied to the case of the sixth-order or higher (n = 3 or higher).
Further, in the first embodiment, when the frequency component with disturbance is completely zero (Kfb = Kfc ² +1), that is, C (s) in equation (19) is C (s) = s ² + ωp ² This can also be applied to the case.

FIG. 7 is a diagram showing band characteristics of the bandpass filter in the second embodiment.
In FIG. 7, the thick solid line indicates the characteristic in the second-order bandpass filter (first embodiment), and the thin solid line indicates the characteristic in the fourth-order bandpass filter (second embodiment).
As can be seen from FIG. 7, when the bandpass filter is fourth-order, the attenuation rate increases and the influence of low frequencies is reduced, so that the feeling of being pushed out when the brake is applied can be eliminated.

Next, the value of Kfc that is the basis for determining Kfb will be described.
FIG. 8 is a characteristic diagram showing the relationship between the value of Kfc and the band characteristics.
FIG. 8 shows three characteristics of Kfc = 1, Kfc = 4, and Kfc = 16. It can be seen that the characteristic near the resonance frequency becomes flat as Kfc is increased. As a result, the vibration damping effect can be prevented from being lowered even when the resonance frequency is shifted. In an actual vehicle model, there is a possibility that the assumed resonance frequency of Gp (s) may be shifted. Therefore, as described above, it is better to increase Kfc, that is, Kfc ≠ 1. However, the value of Kfc needs to satisfy the relationship of Kfc = fp / fcH = fcL / fp as described above.

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 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 block diagram for demonstrating the operation | movement of a 1st Example. The block diagram which shows the structure of the 2nd Example by this invention. The figure which shows the band characteristic of the band pass filter in a 2nd Example. The characteristic view which shows the relationship between the value of Kfc, and a band characteristic. 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 ... From a high-order controller Torque command values 101, 501 ... Prefilters 102, 502 ... First torque target values 103, 503 ... Second torque target values 104, 504 ... Amplified torque command values 105, 505 ... Motor 106 506: Motor output rotational speed 113, 507 ... Torque calculator 508: Vibration torque 109 applied to motor ... Estimated rotational speed 509 ... Torsional frequency component 510 of command torque ... Band pass filter 111 ... Rotational speed deviation 511 ... Torque deviation 112, 512 ... Amplifying means 121, 521 ... Disturbance torque 801 ... Disturbance torque 802, 804, 806 ... Control Speed response waveform 807 ... present in the case where the ^{Kfb = Kfc 2 -2 · Kfc ·} ζp + 1 in the rotation speed response waveform 805 ... present invention in the case of a rotational speed response waveform 803 ... fp = fcH = fcL in the case of control without vibration Rotational speed response waveform when Kfb = Kfc ² +1 in the invention

Claims (6)

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 transfer characteristic between torque input to the vehicle and the motor rotational speed, thereby estimating the rotational speed of the electric motor. Motor rotation speed estimation means for calculating
Deviation calculation means for obtaining a deviation between the estimated rotational speed value and the actual rotational speed;
A bandpass filter H (s) having a transfer characteristic 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, “the denominator order of H (s) − The deviation calculating means includes a filter of H (s) / Gp (s) using a bandpass filter H (s) having a transfer characteristic that satisfies the condition of “numerator order ≧ Gp (s) denominator order−numerator order”. A second torque target value setting means for calculating a second torque target value by inputting the deviation calculated in step 1 and passing through 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,
The cut-off frequency of the bandpass filter H (s) is determined by the ratio between the torsional resonance frequency fp and the high-pass side cut-off frequency fcH of the drive system and the ratio between the low-pass side cut-off frequency fcL and the torsional resonance frequency fp of the drive system.
Kfc = fp / fcH = fcL / fp
When set to Kfc
The second torque target value is Kfb = Kfc ² −2 · Kfc · ζp + 1 (where ζp is a constant determined by the vehicle)
An anti-vibration control device for an electric motor-driven vehicle, comprising an amplifying means for amplifying the gain by Kfb times. 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 model Gp (s) of the transfer characteristic 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,
The cut-off frequency of the bandpass filter H (s) is determined by the ratio between the torsional resonance frequency fp of the drive system and the high-pass side cut-off frequency fcH, and the ratio between the low-pass side cut-off frequency fcL and the torsional resonance frequency fp of the drive system.
Kfc = fp / fcH = fcL / fp
When set to Kfc
The second torque target value is Kfb = Kfc ² −2 · Kfc · ζp + 1 (where ζp is a constant determined by the vehicle)
An anti-vibration control device for an electric motor-driven vehicle, comprising an amplifying means for amplifying the gain by Kfb times. When Gp (s) and H (s) are the same as above,
The gain Kfb of the amplification means is
Kfb = Kfc ² +1
The vibration suppression control device for an electric motor-driven vehicle according to claim 1 or 2, wherein In the vibration suppression control device for an electric motor drive vehicle according to claim 1,
H (s) / Gp (s) in the second torque target value setting means is divided into H (s) and 1 / Gp (s), and the H (s) is defined as H ₁ (s), H _2. (s), ..., and n-number of series configuration of Hn (s), said amplifying means Kfb _1, Kfb _{2, ...,} control of the electric motor driving the vehicle, characterized in that the n-number of series arrangement of Kfbn Vibration control device. In the vibration suppression control apparatus for an electric motor drive vehicle according to claim 2,
The bunt pass filter H (s) in the means for outputting the torsional resonance frequency component of the motor torque command value has n series configuration of H ₁ (s), H ₂ (s),..., Hn (s), H (s) / Gp (s) in the means for outputting the torsional resonance frequency component of the torque applied to the electric motor is divided into H (s) and 1 / Gp (s), and the H (s) is defined as H _1. (s), H ₂ (s),..., Hn (s) in a serial configuration, and the amplification means has an n serial configuration of Kfb ₁ , Kfb ₂ ,. A vibration suppression control device for an electric motor drive vehicle.   6. The vibration suppression control apparatus for an electric motor-driven vehicle according to claim 1, wherein Kfc is set to Kfc ≠ 1.

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