JP4225255B2 - Vehicle vibration determination device and vibration suppression device - Google Patents

Description

  The present invention relates to a vehicle vibration determination device that determines vibrations generated in a vehicle, particularly vibrations caused by driving of a motor in a vehicle driven by a motor, and a vehicle vibration suppression device that suppresses such vibrations.

A so-called electric vehicle is known as a vehicle that travels by supplying current to a motor and driving wheels by the motor. In recent years, a so-called in-wheel motor in which a motor is built in a wheel has been developed as a motor used in such an electric vehicle. As a vehicle using such an in-wheel motor, for example, there is an electric vehicle disclosed in Japanese Patent Laid-Open No. 2002-186107. In this electric vehicle, each wheel is provided with an in-wheel motor, and the motor control unit controls the in-wheel motor for each wheel to control, for example, TRC and ABS.
JP 2002-186107 A

  By the way, eccentric imbalance may arise in the wheel (tire) used for a vehicle. When the vehicle travels in a state where this eccentric unbalance has occurred, an unbalance force proportional to the rotational speed of the wheels is generated. If such an unbalance force proportional to the rotational speed of the wheels coincides with the resonance frequency of other parts of the vehicle, such as the body and suspension, there is a problem of increasing the vibration in the other parts of the vehicle.

  However, in the electric vehicle disclosed in Patent Document 1, control for suppressing such vibration due to unbalance force is not performed. For this reason, when an eccentric unbalance force is generated in the wheel, vibrations of other parts of the vehicle such as the body and the suspension are promoted, which causes flutter and the like.

  Accordingly, an object of the present invention is to determine vibrations of a vehicle that can prevent occurrence of flutter or the like by determining vibrations when an eccentric imbalance of a tire occurs or suppressing vibrations of a body, a suspension, or the like. It is providing a device and a vibration suppression device.

  A vehicle vibration determination apparatus according to the present invention that has solved the above problems has a motor that drives wheels disposed on the left and right sides of the vehicle, and a vehicle that travels by supplying current to each motor to drive the wheels. A vibration determination device for a vehicle that determines vibration generated in the vehicle, and estimates an eccentric amount of each wheel based on at least one of a current value and a voltage value of a current flowing through each motor, and estimates the eccentricity of each wheel. The unbalance force generated at each wheel is estimated based on the amount and the rotational speed of each wheel, and the vibration of the vehicle is determined based on the difference between the unbalance forces between the left and right wheels.

  In a vehicle having wheels arranged on the left and right sides of the vehicle, if the tires at the respective wheels are eccentric, the tire radius varies during one rotation of the tire. Here, assuming that the vehicle is traveling at a constant speed, the rotational speed of the tire changes in inverse proportion to the change in the tire radius. Therefore, since the angular momentum of the tire changes, the longitudinal force necessary for the change of angular momentum is received from the road surface, and this longitudinal force becomes the unbalance force in the tire.

  In the vibration determination device according to the present invention, the amount of eccentricity of the wheel is estimated based on at least one of the current value and the voltage value of the current supplied to the motor. The change in the tire radius can be obtained from the amount of eccentricity of the wheel, and the unbalance force generated in the wheel is estimated based on the change in the tire radius. Can be done accurately.

  In addition, the vehicle vibration suppression device according to the present invention that has solved the above problems has motors that drive wheels disposed on the left and right sides of the vehicle, respectively, and travels by supplying current to each motor to drive the wheels. A vibration suppression device for a vehicle that suppresses vibration generated in a vehicle that estimates the amount of eccentricity of each wheel based on at least one of a current value and a voltage value of a current supplied to each motor. Based on the amount of eccentricity of each wheel and the rotational speed of each wheel, the unbalance force generated in each wheel is estimated, the difference in unbalance force between each wheel is obtained, and the difference in unbalance force is canceled, It suppresses the vibration of the vehicle.

  In the vehicle vibration suppression device according to the present invention, the eccentric amount of the wheel is estimated based on at least one of the current value and the voltage value of the current supplied to the motor. A change in the tire radius can be obtained from the eccentric amount of the wheel, and an unbalance force generated in the wheel can be estimated based on the change in the tire radius. In the vehicle vibration suppression device according to the present invention, the unbalance force is canceled out, so that the unbalance force generated on the wheel can be suppressed. As a result, vibrations in other parts of the vehicle such as the body and suspension due to the unbalanced force of the wheels can be suppressed, and flutter and the like can be prevented.

  Here, the voltage value of the current supplied to the motor that drives at least one of the wheels is calculated by the driving force that cancels the estimated unbalance force, and the current of the calculated voltage value is supplied to the motor. It can be set as an aspect.

  Thus, since the rotational speed of the wheel can be controlled by controlling the voltage value of the current supplied to the motor, the rotational speed of the wheel is adjusted so as to cancel the estimated unbalance force. The rotation speed can be controlled. In this way, by controlling the rotational speed of the wheels, the unbalance force of the vehicle can be canceled out. In order to cancel the imbalance, for example, the voltage values of the motors that supply current to the left and right wheels can be controlled, or only one of them can be controlled.

  A mode of calculating a current value of a current supplied to a motor that drives at least one of the wheels with a driving force that cancels the estimated unbalance force, and supplying the calculated current value to the motor It can also be.

  Thus, by controlling the current value of the current supplied to the motor, the torque applied to the wheel can be controlled, so that the torque can be applied to the wheel so as to cancel the estimated unbalance force. . In this way, the unbalance force of the vehicle can be canceled out.

  Furthermore, the fluctuation component of the voltage value is extracted from the voltage value of the current supplied to each motor, and the voltage value obtained by canceling the fluctuation component of the voltage value is determined a predetermined number of times after the rotation of the wheel when the voltage value of each motor is extracted. The motor voltage value when each vehicle is rotated can be set to cancel out the difference in unbalance force.

  In the vehicle vibration suppression device according to the present invention, the voltage value fluctuation component is extracted from the voltage value of the current supplied to the motor, and the voltage value obtained by canceling the voltage fluctuation component due to the wheel rotation fluctuation is used as the motor voltage. Performs feedback control with values. In performing this feedback control, if a voltage value obtained by canceling the fluctuation component is fed back to the voltage value obtained when the fluctuation component of the voltage value is extracted, a control delay occurs. On the other hand, the rotation fluctuation of the wheel hardly changes greatly between several rotations.

  Therefore, in the vehicle vibration suppression device according to the present invention, when giving a voltage value that cancels the fluctuation component of the wheel rotation fluctuation, the rotation after the rotation when the fluctuation component of the voltage value is taken out is several rotations, for example, after one rotation. It is given as a voltage value. Between several revolutions, there is no great fluctuation in the rotation of the wheel, so that an appropriate voltage value can be fed back. Also, control delay can be prevented by waiting for several revolutions. Thus, by canceling the rotational fluctuation component of the wheel, vibrations in other parts of the vehicle such as the body and suspension due to the unbalanced force of the wheel can be suppressed, and flutter can be prevented.

  Further, the current value fluctuation component is extracted from the current value of the current supplied to each motor, and the current value obtained by canceling the current value fluctuation component is determined from the rotation of the wheel when the current value of each motor is extracted. It can also be set as the aspect which negates the difference of the unbalance force as a current value of the motor at the time of rotating each wheel after a predetermined number of times.

  In the vehicle vibration suppression device according to the present invention, the current value fluctuation component is extracted from the current value of the current supplied to the motor, and the current value obtained by canceling the current value fluctuation component accompanying the torque fluctuation is defined as the motor current value. To perform feedback control. In performing this feedback control, if a current value obtained by canceling the fluctuation component is fed back to the current value when the fluctuation component of the current value is extracted, a control delay occurs. On the other hand, the torque fluctuation hardly changes greatly between several revolutions.

  Therefore, in the vehicle vibration suppression device according to the present invention, when giving a current value that cancels out the fluctuation component of the torque fluctuation, the current value after several rotations, for example, one rotation from the rotation when the fluctuation component of the current value is taken out. As given. Between several revolutions, there is no great fluctuation in the rotation of the wheel, so that an appropriate current value can be fed back. Also, control delay can be prevented by waiting for several revolutions. Thus, by canceling the torque fluctuation component, it is possible to suppress vibrations in other parts of the vehicle such as the body and suspension due to the unbalanced force of the wheels, and to prevent the occurrence of flutter.

  Note that such feedback control can be performed directly without controlling the current value or voltage value of the current, and as described above, the current of the current that becomes the driving force that cancels the difference in the unbalance force It is also possible to perform the remaining control after performing the feedforward control for supplying the current of the value or voltage value to the motor.

  According to the vehicle vibration suppression device of the present invention, even when the tire has an eccentric imbalance, it is possible to suppress the vibration of the body, the suspension, etc., and to prevent the occurrence of flutter.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block configuration diagram of a vehicle including a vehicle vibration suppression device according to the present invention.

  As shown in FIG. 1, the vehicle M includes a control device 1 serving as a vibration determination device and a vibration suppression device of the present invention. Further, the vehicle M is provided with four wheels, a right front wheel 11, a left front wheel 12, a right rear wheel 13, and a left rear wheel 14. These wheels 11 to 14 are provided with in-wheel motors 21 to 24 for driving the wheels.

  The control device 1 is connected to in-wheel motors 21 to 24 via motor drive devices 31 to 34, respectively. In addition, each of the in-wheel motors 21 to 24 is provided with an ammeter and a voltmeter (not shown). The current value and the voltage value of the current in the in-wheel motors 21 to 24 are measured, and the in-wheel motors 21 to 24 are respectively connected to the control device 1. Output.

  The vehicle M is provided with a vehicle speed sensor 40. The vehicle speed sensor 40 detects the vehicle speed, which is the speed of the vehicle M, and outputs the detected vehicle speed to the control device 1. The control device 1 stores the tire radii of the wheels 11 to 14 and can calculate the wheel speed based on the vehicle speed and the tire radius.

  The control device 1 determines the tires in the wheels 11 to 14 based on the current value and voltage value output from the ammeters and voltmeters provided in the in-wheel motors 21 to 24, the vehicle speed output from the vehicle speed sensor 40, and the like. The amount of eccentricity is calculated. The unbalance force of the tire is estimated from the eccentric amount of the tire, and the current value or voltage value of the current supplied to each in-wheel motor 21 to 24 is calculated so as to cancel the unbalance force. The control device 1 outputs a drive signal to the motor drive devices 31 to 34 so as to supply the calculated current value or voltage value to the in-wheel motors 21 to 24.

  In the vibration suppression device according to the present embodiment, the vibration determination is performed before the vibration suppression is performed. Hereinafter, the procedure of this vibration determination will be described. FIG. 2 is a flowchart showing a procedure for performing vibration determination according to the present embodiment.

In performing the vibration determination, the control device 1 reads the torque T and the rotational speed ω of the right front wheel 11 and the left front wheel 12 and the average rotational angular speed ω ₀ of the right front wheel 11 and the left front wheel 12. Torque T in the right front wheel 11 and the left front wheel 12 is calculated from the current values of the currents flowing in the right front in-wheel motor 21 and the left front in-wheel motor 22 provided in the right front wheel 11 and the left front wheel 12, respectively.

The rotational speed ω at the right front wheel 11 and the left front wheel 12 is calculated from the voltage values of the currents flowing through the right front in-wheel motor 21 and the left front in-wheel motor 22 provided on the right front wheel 11 and the left front wheel 12, respectively. The average rotational angular velocity ω ₀ between the right front wheel 11 and the left front wheel 12 is calculated from the vehicle speed output from the vehicle speed sensor 40 and the tire radii of the right front wheel 11 and the left front wheel 12 stored in advance in the control device 1. The

After reading the torque T, the rotational speed ω, and the average rotational angular speed ω ₀ , the control device 1 calculates the torque fluctuation | ΔT | and the rotational speed fluctuation | Δω | of each of the right front wheel 11 and the left front wheel 12 (S2). . The torque fluctuation | ΔT | and the rotational speed fluctuation | Δω | can be calculated using the following equations (1) and (2), respectively.

| ΔT | = (4π / ω ₀ ) {(∫Tsinω ₀ tdt) ² + (∫Tcosω ₀ tdt) ² } ^1/2 (1)
| Δω | = (4π / ω ₀ ) {(∫ωsinω ₀ tdt) ² + (∫ωcosω ₀ tdt) ² } ^1/2 (2)
When the torque fluctuation | ΔT | and the rotational speed fluctuation | Δω | are obtained in this way, the tire eccentricity ΔR in the right front wheel 11 and the left front wheel 12 is obtained (S3). The amount of eccentricity ΔR can be obtained by the following equation (3).

ΔR = JR ₀ ω ₀ | Δω | / | ΔT | (3)
However, J: Wheel inertia moment _R0 : Tire average radius The above formula (3) is derived as follows. First, considering the balance of moment at the contact point between the wheel and the ground under the assumption that the tire and the ground do not slip, the following equation (4) is established.

FΔR = J · dΔω / dt (4)
However, F: Force transmitted from the wheel to the ground at the ground contact point (4) can be transformed to obtain (5).

ΔR = JdΔω / (F · dt) (5)
In general, the following equation (6) is established.

F = T / R ₀ (6)
Further, since the wheel is rotating at the average rotational angular velocity ω ₀ , the following equation (7) is established.

Δω / dt = Δω · ω (7)
By substituting these formulas (6) and (7) into formula (5) and organizing them and taking absolute values of the rotational speed fluctuation Δω and torque fluctuation ΔT, formula (3) can be obtained.

  When the tire eccentricity ΔR at the right front wheel 11 and the left front wheel 12 is obtained in this way, the unbalance force corresponding to the eccentricity ΔR is estimated (S4). The unbalance force increases as the eccentric amount ΔR of the tire increases. When the unbalance forces of the right front wheel 11 and the left front wheel 12 are thus estimated, the estimated unbalance forces of the right front wheel 11 and the left front wheel are compared (S5). As a result, when the difference in unbalance force is larger than a predetermined threshold value, it is determined that vibration occurs, and when it is smaller than the threshold value, it is determined that vibration does not occur. In this way, vibration determination can be performed.

  In this aspect, in order to obtain the rotational speed fluctuation Δω and the torque fluctuation ΔT, digital calculation is performed using the above equations (1) and (2). For example, a filter for a specific frequency component is used. Thus, the rotational speed fluctuation Δω and the torque fluctuation ΔT can be obtained by an analog method for extracting these components.

  Here, when it is determined that vibration occurs, the vibration is suppressed. Hereinafter, a procedure for suppressing vibration will be described. The suppression of vibration is performed by adjusting the rotational speed or torque of the wheels 11 and 12. Here, a case where the rotation speed is adjusted will be described. FIG. 3 is a flowchart showing a procedure of vibration suppression by adjusting the rotation speed.

As shown in FIG. 3, when vibration suppression is performed, first, the rotational speed ω, the average rotational angular speed ω _{0 of} the right front wheel 11 and the left front wheel 12, and the tire eccentricity ΔR calculated by the equation (3) are set. Read (S11). Subsequently, a time t ₀ at which the rotation speed ω is maximized is set during one rotation when it is determined that vibration is generated (S12).

After setting the time t _0, to calculate the target wheel speed for canceling the difference between the unbalanced force (S13). The target wheel speed is obtained by using an unbalance cancellation amount ω _C due to the unbalance force of the target wheel speed. The unbalance cancel amount ω _C of the target wheel speed at this time can be obtained by the following equation (8).

ω _C = −ω ₀ (ΔR / R ₀ ) sin ω ₀ t (8)
The above equation (8) is obtained as follows. If there is no eccentricity in the tires on the wheels, the rotational speed ω of the wheels can be given by the following equation (9).

ω = V / R (9)
However, V: vehicle speed Here, if the eccentricity of the eccentric amount ΔR is generated in the tire of the wheel, the rotational speed ω of the wheel is given by the following equation (10).

ω = V / {R ₀ (1 + ΔR / R ₀ ) sin (ω ₀ t + φ)} (10)
Expression (11) is obtained by Taylor expansion of the above expression (10) and omitting a minute term.

ω≈ (V / R ₀ ) {1- (ΔR / R ₀ ) sin (ω ₀ t + φ)} (11)
Here, since (V / R ₀ ) = ω ₀ , subtracting the stationary component from the above equation (11) yields the following equation (12) as the unbalance cancellation component Δω.

Δω = ω ₀ {− (ΔR / R ₀ ) sin (ω ₀ t + φ)} (12)
Further, the following equation (13) is established at time t ₀ when ω becomes maximum during one rotation of the wheel.

-Sin (ω ₀ t + φ) = 1 (13)
From equation (13), φ = 180 ° can be obtained.

  By substituting φ = 180 ° into the above equation (12), the added amount Δω of the rotational speed of the wheel caused by the unbalance force can be expressed by the following equation (14).

Δω = ω ₀ (ΔR / R ₀ ) sinω ₀ t (14)
Since the addition amount Δω of the rotational speed of the wheel caused by the unbalance is expressed by the equation (14), in order to cancel the addition amount, the addition amount Δω is added to the above equation (8) by adding a negative sign. An unbalance cancel amount ω _C of the target wheel speed shown can be obtained.

Thus, the target wheel speed is calculated by adding the unbalance cancellation amount ω _C of the target wheel speed to the original target wheel speed (S13). The target wheel speed and the unbalance cancel amount ω _C for obtaining the target wheel speed are obtained for each of the right front wheel 11 and the left front wheel 12. Then, feed-forward control is performed in which a current having a voltage value that becomes the target wheel speed is supplied to each of the right front in-wheel motor 21 that drives the right front wheel 11 and the left front in-wheel motor 22 that drives the left front wheel 12.

In this way, the unbalance cancellation amount ω _C in each of the wheels 11 and 12 is calculated, and the target wheel speed in consideration of this unbalance cancellation amount ω _C is used, so that the unbalance force in the left and right wheels 11 and 12 is reduced. The driving force can be used to cancel the difference. Therefore, it is possible to suppress vibrations in other parts of the vehicle such as the body and suspension due to the unbalanced force of the wheels, and to prevent the occurrence of flutter.

  Next, FIG. 4 for explaining the suppression of vibration by adjusting the torque of the wheels 11 and 12 is a flowchart showing the procedure of vibration suppression by adjusting the torque.

As shown in FIG. 4, when vibration suppression is performed, first, the rotational speed ω, the average rotational angular speed ω _{0 of} the right front wheel 11 and the left front wheel 12, and the tire eccentricity ΔR calculated by the above equation (3). Is read (S21). Subsequently, a time t ₀ at which the rotation speed ω is maximized is set during one rotation when it is determined that vibration is generated (S12).

After setting the time t _0, it calculates the target control torque when driving the wheels for canceling the difference between the unbalance forces (S23). It determined using the unbalance canceling component T _C of the target control torque at this time. Unbalance canceling component _{T C} can be obtained by the following equation (15).

T _C = −J (V ² / R ₀ ³ ) ΔR cos ω ₀ t (15)
The above equation (15) is obtained as follows. Focusing on the contact point between the tire and the ground on the wheel when the torque fluctuation ΔT occurs, and considering the moment balance under the assumption that the tire and the ground do not slip, the following equations (16) and (17) The formula can be obtained.

ΔT = R ₀ ΔF (16)
ΔFΔR = Jω ₀ Δω sin (ω ₀ t + φ) (17)
However, ΔF: force transmitted from the wheel to the ground when torque fluctuation ΔT occurs. By deleting ΔF from the above formulas (16) and (17) and applying deformation, the following formula (18) can be obtained. it can.

ΔT = J (V ² / R ₀ ³ ) ΔRsin (ω ₀ t + φ) (18)
Further, the following equation (19) is established at time t ₀ when ω becomes maximum during one rotation of the wheel.

sin (ω ₀ t + φ) = 1 (19)
From equation (19), φ = 90 ° can be obtained.

  By substituting φ = 90 ° into the above equation (12), the addition ΔT of the torque fluctuation caused by the unbalance force can be expressed by the following equation (20).

ΔT = J (V ² / R ₀ ³ ) ΔRcosω ₀ t (20)
Since the added amount of torque fluctuation caused by imbalance is expressed by the above equation (20), in order to cancel this added amount, the target wheel speed indicated by the above equation (15) with ΔT added with a negative sign. it is possible to find the imbalance cancel worth T _C. Therefore, unbalance canceling component T _C of the target control torque can be expressed as the equation (15).

Thus, to calculate a target control torque by adding the imbalance cancel amount T _C of the target control torque to the original target control torque (S13). Imbalance cancellation amount T _C for determining these target control torque and the target control torque is obtained for each of the front right wheel 11 and the left front wheel 12. Then, feed-forward control is performed in which the current having the target control torque is supplied to each of the right front in-wheel motor 21 that drives the right front wheel 11 and the left front in-wheel motor 22 that drives the left front wheel 12.

In this manner, by calculating the unbalance canceling component T _C target control torque at each wheel 11, 12, the target control torque in consideration of this unbalance canceling component T _C, of the left and right wheels 11 and 12 It can be set as the driving force which cancels the difference of unbalance force. Therefore, it is possible to suppress vibrations in other parts of the vehicle such as the body and suspension due to the unbalanced force of the wheels, and to prevent the occurrence of flutter.

  In the above aspect, vibration suppression is performed by feedforward control. However, in addition to these feedforward controls, feedback control may be performed. Hereinafter, a case where feedback control is added will be described. FIG. 5 is a block diagram of a control system that performs feedback control using voltage values.

In the control system shown in FIG. 5, with respect to the target rotational speed (target wheel speed) set in accordance with the target vehicle speed, the unbalance cancellation amount ω of the rotational speed of the wheel obtained by the above equation (8) as the corrected rotational speed. A voltage value corresponding to the rotational speed of the wheel added with _C is set. In this manner, a current having a voltage value that is the rotational speed obtained by adding the corrected rotational speed to the target rotational speed is supplied to the motor. In the motor, the supplied current is passed through a predetermined bandpass filter.

  By passing through the band-pass filter, a rotational speed fluctuation component that cannot be corrected even if the corrected rotational speed is added is extracted. When this fluctuation component is extracted, feedback control is performed to remove the extracted fluctuation component. In the present embodiment, when this feedback control is performed, the fluctuation component is fed back to a rotation delayed by a predetermined number of rotations, for example, a rotation delayed by one rotation, from the rotation from which the fluctuation component is extracted.

  The motor that drives the vehicle rarely fluctuates greatly during several revolutions. Therefore, even if feedback control is performed for a rotation delayed by one rotation, the fluctuation component can be accurately removed. As described above, by performing feedback control for the rotation delayed by one rotation, the fluctuation component of the rotation speed can be accurately removed.

  Furthermore, in addition to the fluctuation of the rotational speed for adjusting the voltage value, feedback control for the torque fluctuation for adjusting the current value can also be performed. FIG. 6 is a block diagram of a control system that performs feedback control using a current value.

In the control system shown in FIG. 6, the target driving force of the motor is set according to the target driving force of the vehicle, as the correction torque, the (15) adds the unbalanced cancellation amount T _C of the torque determined by the formula Set the current value corresponding to the torque. In this manner, a current having a current value that is a torque obtained by adding the correction torque to the target driving force is supplied to the motor. In the motor, the supplied current is passed through a predetermined bandpass filter.

  By passing through the band-pass filter, a torque fluctuation component that cannot be corrected even if the correction torque is added is extracted. When this fluctuation component is extracted, feedback control is performed to remove the extracted fluctuation component. In this embodiment, when this feedback control is performed, the fluctuation component is fed back with respect to a rotation delayed by a predetermined number of rotations, for example, a rotation delayed by one rotation from the rotation from which the fluctuation component is extracted.

  The motor that drives the vehicle rarely fluctuates greatly during several revolutions. Therefore, even if feedback control is performed for a rotation delayed by one rotation, the fluctuation component can be accurately removed. As described above, by performing feedback control for the rotation delayed by one rotation, the torque fluctuation component can be accurately removed.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, when feedback control is performed, control is performed for a portion that cannot be removed by feedforward control. However, feedback control can be performed without performing feedforward control. .

  Moreover, although the unbalance cancellation amount of the target wheel speed is obtained by the above equation (8) and the unbalance cancellation amount of the target control torque is obtained by the above equation (15), it can be obtained by other modes. Furthermore, in the above embodiment, the vibration determination and the vibration suppression are performed based on the eccentric amount of the left and right wheels in the front wheel of the vehicle, but the average of the eccentric amount of the left and right wheels of the vehicle rear wheel or the front wheel and the rear wheel is used. It can also be set as the aspect which performs a vibration determination and vibration suppression.

  In each of the above embodiments, the eccentric amount of each wheel is estimated based on one of the current value or voltage value of the current flowing through the motor. However, the eccentricity of each wheel is determined using both the current value and the voltage value. The amount can also be estimated.

1 is a block configuration diagram of a vehicle including a vehicle vibration suppression device according to the present invention. It is a flowchart which shows the procedure which performs the vibration determination which concerns on this embodiment. It is a flowchart which shows the procedure of the vibration suppression by adjusting a rotational speed. It is a flowchart which shows the procedure of the vibration suppression by adjusting a torque. It is a block diagram of the control system which performs feedback control using a voltage value. It is a block diagram of a control system that performs feedback control using a current value.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Control apparatus, 21-24 ... In-wheel motor, 31-34 ... Motor drive device, 11 ... Right front wheel, 12 ... Left front wheel, 13 ... Right rear wheel, 14 ... Left rear wheel, 40 ... Vehicle speed sensor, M ... vehicle.

Claims (6)

A vehicle vibration determination device that includes motors that respectively drive wheels disposed on the left and right sides of a vehicle, and that determines vibrations generated in a traveling vehicle by supplying current to each of the motors to drive the wheels. ,
Based on at least one of the current value and the voltage value of the current flowing through each motor, the eccentric amount of each wheel is estimated,
Based on the estimated eccentricity of each wheel and the rotational speed of each wheel, the unbalance force generated in each wheel is estimated,
A vehicle vibration determination device that determines vibration of the vehicle based on a difference between the unbalance forces in the left and right wheels. A vibration suppression device for a vehicle, which has motors for driving wheels disposed on the left and right sides of the vehicle, and suppresses vibrations generated in a traveling vehicle by supplying current to the motors to drive the wheels. ,
Based on at least one of the current value and the voltage value of the current flowing through each motor, the eccentric amount of each wheel is estimated,
Based on the estimated eccentricity of each wheel and the rotational speed of each wheel, the unbalance force generated in each wheel is estimated,
A vehicle vibration suppression device that suppresses vehicle vibration by determining a difference in unbalance force between the wheels and canceling out the difference in unbalance force. Calculating a voltage value of a current supplied to a motor that drives at least one of the wheels with a driving force that cancels the difference in the unbalance force;
The vehicle vibration suppression device according to claim 2, wherein a current having a calculated voltage value is supplied to the motor. Calculating a current value of a current supplied to a motor that drives at least one of the wheels with a driving force that cancels the difference in the unbalance force;
The vibration suppression device for a vehicle according to claim 2, wherein a current having a calculated current value is supplied to the motor.   A voltage value fluctuation component is extracted from the voltage value of the current flowing through each motor, and a voltage value obtained by canceling the voltage value fluctuation component is determined a predetermined number of times after the rotation of the wheel when the voltage value of each motor is extracted. The vehicle vibration suppression device according to any one of claims 2 to 4, wherein the vibration value is a voltage value of a current supplied to the motor when the vehicles are rotated.   The current value fluctuation component is extracted from the current value of the current flowing through each motor, and the current value obtained by canceling the current value fluctuation component is determined a predetermined number of times after the rotation of the wheel when the current value of each motor is extracted. The vehicle vibration suppression device according to any one of claims 2 to 4, wherein a current value of a current supplied to the motor when the wheels are rotated is set.

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