JP5562466B1 - Calibration assistance system and calibration assistance method - Google Patents

Abstract

An adaptive assist system and method capable of satisfactorily performing vibration suppression control.
The motor drive torque is determined based on a torque command value corresponding to an accelerator opening of the electric vehicle and a torque command value for suppressing vibration due to torsional resonance of the drive shaft caused by torque ripple of the motor of the electric vehicle. A motor control device to be controlled and a signal processing device connected to the motor control device from the outside, and measures control information of the motor and sets control constants set in the motor control device during operation of the motor control device. A signal processing device to be changed, and the signal processing device measures a frequency response of torsional resonance of the drive shaft of the electric vehicle from a change in the rotational speed of the motor while the electric vehicle is grounded.
[Selection] Figure 3

Description

  The present invention relates to an adaptation assisting system and an adaptation assisting method for assisting adaptation of control gain of vibration suppression control for the purpose of suppressing vehicle body vibration accompanying torsional resonance of a drive shaft of an electric vehicle.

In recent years, in order to reduce CO ₂ emissions, a hybrid vehicle equipped with a motor (electric motor) and an engine (internal combustion engine), an electric vehicle driven only by a motor, etc. (collectively “electric vehicle” or simply (Referred to as “vehicles”).

  In addition, it is known that an actual electric vehicle has a natural vibration of a torsional vibration of a drive shaft, and there is a problem that a torque fluctuation of the motor is amplified as a vehicle body vibration due to a vehicle body resonance and deteriorates a ride comfort. Therefore, it has been studied to improve ride comfort by suppressing vehicle body vibration by vibration suppression control.

  Here, in order to measure the frequency response such as torsional vibration using the motor of the electric vehicle as the excitation source, in the no-load state where the vehicle is jacked up, by inputting the driving torque of the motor from outside by sine sweep A method for acquiring frequency characteristics has been proposed (see Non-Patent Document 1, for example).

Yuji Kakutani and Hiroshi Fujimoto, “Driving Force Control Method Using Drive Shaft Vibration Suppression Control of an Electric Vehicle with an In-Vehicle Motor”, Institute of Electrical Engineers of Japan, 2011, IIC-12-106, p. 19-24

  Generally, in order to accurately grasp the frequency response such as torsional vibration using the motor of an electric vehicle as the excitation source, it is necessary to measure the frequency response including the inertia of the vehicle body, and the resonance of the natural vibration In order to grasp the frequency, it is necessary to measure the frequency response up to the high frequency band synchronized with the motor control cycle.

  However, in Non-Patent Document 1, since the vehicle is jacked up, the inertia of the vehicle body is not applied to the wheels, and the weight applied to the drive shaft is different from that during actual driving. The frequency response of torsional resonance cannot be accurately measured.

  In Non-Patent Document 1, the motor drive torque is input from outside by sine sweep, but the input frequency of the signal from the outside is limited by the communication speed due to the communication cable with the outside. A frequency response higher than the communication speed cannot be obtained.

  That is, the method of Non-Patent Document 1 cannot measure the frequency response including the inertia of the vehicle body, and cannot measure the frequency response up to the high frequency band synchronized with the motor control cycle. There is a problem that cannot be performed well.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to obtain an adaptation assisting system and an adaptation assisting method that can satisfactorily perform vibration suppression control.

The adaptive assist system according to the present invention uses a torque command value according to an accelerator opening of an electric vehicle and a vibration suppression control torque that suppresses vibration due to torsional resonance of the drive shaft caused by torque ripple of the motor of the electric vehicle. A motor control device for controlling the drive torque of the motor, and a signal processing device externally connected to the motor control device when measuring the frequency response of torsional resonance of the drive shaft of the electric vehicle. A signal processing device that measures the rotation speed of the motor and changes the vibration generation control gain and the frequency response measurement torque generation condition set in the motor control device during operation of the motor control device; wherein the signal processing device inputs the frequency response torque generation condition for measurement for measuring the frequency response A frequency response measurement torque generation condition input unit, and the motor control device is configured to output the signal when the device for restraining the vehicle body operation of the electric vehicle is turned off and the drive torque of the motor is set to 0. Based on the frequency response measurement torque generation condition input to the processing device, the frequency response measurement torque that vibrates around 0 for measuring the frequency response is calculated, and the motor is driven. , the signal processing apparatus, a frequency response, in a state in which the electric vehicle is grounded, measuring the variation of the rotational speed of the motor, the frequency response by performing a frequency analysis on the basis of the rotational speed of the motor When a change in motor rotation that passes the motor rotation speed corresponding to the resonance frequency is detected, a predetermined frequency before and after detection is obtained. Data, the coefficient of polynomial approximation is calculated from the recorded motor rotation speed, and the difference between the virtual motor rotation speed calculated using the polynomial approximation and the actual motor rotation speed actually measured is calculated. The rotational fluctuation amplitude is calculated to obtain the rotational fluctuation amplitude, and the vibration damping control gain for calculating the vibration damping control torque is set based on the rotational fluctuation amplitude .

The adaptation assisting method according to the present invention includes a torque command value according to an accelerator opening of an electric vehicle, and a vibration damping control torque that suppresses vibration due to torsional resonance of the drive shaft caused by torque ripple of the motor of the electric vehicle. A motor control device for controlling the drive torque of the motor, and a signal processing device externally connected to the motor control device when measuring the frequency response of torsional resonance of the drive shaft of the electric vehicle. A signal processing device that measures the rotation speed of the motor and changes the vibration generation control gain and the frequency response measurement torque generation condition set in the motor control device during operation of the motor control device; a compatible auxiliary implemented method adapted assist system comprising the steps of: measuring the rotational speed of the motor, the The step of inputting the torque generation condition for frequency response measurement for measuring the frequency response to the signal processing device and the device for restraining the vehicle body operation of the electric vehicle are turned off, and the driving torque of the motor is reduced to 0 When set, the step of calculating the frequency response measurement torque that vibrates around 0 for measuring the frequency response based on the frequency generation condition for frequency response measurement, and the calculated frequency based on the response measurement torque, comprising the steps of driving the motor, based on the rotational speed of the motor that is measured, in a state in which the electric vehicle is grounded, and the step of measuring the frequency response, of the motor Performing a frequency analysis based on the rotational speed to identify the frequency response and obtaining a resonance frequency; and corresponding to the resonance frequency The motor rotation speed passing through the motor rotation speed is detected, a step of recording the motor rotation speed in a predetermined period before and after the detection, and calculating a polynomial approximation coefficient from the recorded motor rotation speed, Calculating a difference between a virtual motor rotational speed calculated using polynomial approximation and an actual measured actual motor rotational speed to obtain a rotational fluctuation amplitude; and based on the rotational fluctuation amplitude, the damping control torque And a step of setting a vibration suppression control gain for calculating .

According to the adaptive assist system of the present invention, based on the torque command value corresponding to the accelerator opening of the electric vehicle, and the torque command value for suppressing the vibration due to the torsional resonance of the drive shaft caused by the torque ripple of the motor of the electric vehicle. A motor control device for controlling the drive torque of the motor, and a signal processing device connected to the motor control device from the outside, measuring control information of the motor, and setting the control constant set in the motor control device to the motor constant A signal processing device that changes during operation of the control device, and the signal processing device detects the torsional resonance frequency response of the drive shaft of the electric vehicle from fluctuations in the rotational speed of the motor while the electric vehicle is grounded. measure.
Further, according to the adaptation assisting method of the present invention, the torque command value corresponding to the accelerator opening of the electric vehicle and the torque command value for suppressing the vibration due to the torsional resonance of the drive shaft caused by the torque ripple of the motor of the electric vehicle A motor control device for controlling the drive torque of the motor and a signal processing device externally connected to the motor control device for measuring motor control information and setting control constants set in the motor control device , A signal processing device that changes during operation of the motor control device, a calibration assistance method executed by a calibration assistance system, the step of measuring the rotational speed of the motor, and the measured rotational speed of the motor And measuring the frequency response of torsional resonance of the drive shaft of the electric vehicle in a state where the electric vehicle is grounded. To.
Therefore, vibration suppression control can be performed satisfactorily.

(A)-(c) is explanatory drawing for demonstrating the vehicle body vibration in an electric vehicle. It is a block diagram which shows the adaptation auxiliary | assistance system which concerns on Embodiment 1 of this invention. It is a functional block diagram which shows the adaptation assistance system which concerns on Embodiment 1 of this invention. It is a flowchart which shows the process which measures a frequency response in the adaptation assistance system which concerns on Embodiment 1 of this invention. In the adaptation auxiliary system concerning Embodiment 1 of this invention, it is a graph which shows the measured frequency response. 5 is a flowchart showing processing for adapting a vibration suppression control gain in the adaptation auxiliary system according to the first embodiment of the present invention. (A), (b) is a graph which shows the relationship between a real motor rotational speed and a virtual motor rotational speed in the adaptation auxiliary system which concerns on Embodiment 1 of this invention. (A), (b) is a graph which shows the rotation fluctuation range of a real motor rotational speed and a virtual motor rotational speed in the adaptation auxiliary system which concerns on Embodiment 1 of this invention.

  DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of an adaptation assistance system and an adaptation assistance method according to the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts will be described with the same reference numerals.

Embodiment 1 FIG.
First, vehicle body vibration in an electric vehicle will be described with reference to FIG. FIG. 1 is an explanatory diagram for explaining vehicle body vibration in an electric vehicle. FIG. 1 (a) shows a vehicle longitudinal motion and driving force, FIG. 1 (b) shows a torsional resonance system of a drive shaft, FIG.1 (c) has shown the vibration at the time of a creep driving | operation.

  An electric vehicle uses a motor as a power generation source, and a torque response higher than that of a conventional engine vehicle can be obtained by controlling the current of the motor with an inverter. By utilizing this high response, the acceleration response of the vehicle to the driver's accelerator operation can be greatly improved.

  On the other hand, as shown in FIG. 1, an actual electric vehicle has a natural frequency of torsional vibration of the drive shaft, and torque fluctuations of the motor are amplified as body vibration by body resonance, and this is transmitted as the driving force of the vehicle. There is a problem of worsening the ride comfort. Here, factors that induce torsional vibration of the drive shaft include a sharp torque change at the time of start and a torque ripple of the motor.

  Therefore, as described above, in order to improve the riding comfort of an electric vehicle, it has been studied to suppress body vibration by vibration suppression control. In the vibration suppression control for suppressing the vehicle body vibration, first, the frequency response of the torsional resonance of the drive shaft is obtained, and then the control gain of the vibration suppression control is changed for adaptation.

  Here, as a problem in obtaining the frequency response, when the motor driving torque for obtaining the frequency response is given from an external device connected to the motor control device, the communication speed between the external device and the motor control device There is one in which the above frequency response is not required.

  Further, there are the following problems when adapting the control gain. In other words, the adjustment of the control gain is performed by a test driver driving the vehicle to check the vibration generation state, changing to a control gain that is expected to reduce the vibration, driving the vehicle again, and checking the generated vibration.

  In this way, the control gain adjustment operation is repeatedly performed until the vibration level becomes the target vibration level or less due to the trial and error by the test driver. However, the test driver's operation is not reproducible, so the target value cannot be uniquely defined, and it takes time to calculate the difference between the target value and the measurement result for assessing the effect when changing the control gain. , Conforming man-hours are required.

  Therefore, in the first embodiment of the present invention, the case where the frequency response of the torsional resonance of the drive shaft is measured and the case where the control gain of the vibration suppression control is adapted will be described in detail with reference to a specific device configuration.

  FIG. 2 is a block diagram showing the adaptation assisting system according to Embodiment 1 of the present invention. Here, the hardware configuration of the adaptation assistance system is shown. In FIG. 2, the adaptation assist system is configured by connecting an electric vehicle 100 and a signal processing device 200 to each other via a communication cable 300.

  The electric vehicle 100 includes a vehicle control unit (VCU) 10, a motor control unit (MC) 20, an accelerator position sensor 30, a motor inverter (INV) 40, a vehicle driving battery 50, a vehicle driving motor (DM) 61, and a magnetic pole position. A drive motor 60 including a sensor (RS) 62, a drive shaft 70, a brake 80, and a drive wheel 90 are provided.

  The signal processing device 200 includes a signal processing device communication interface (hereinafter referred to as “communication I / F”) 210 and a signal processing device personal computer 220.

  FIG. 3 is a functional block diagram showing the adaptation assisting system according to Embodiment 1 of the present invention. Here, the hardware configuration of the adaptation assisting system shown in FIG. 2 is shown as a functional block.

  In the electric vehicle 100, the vehicle control unit 10 includes a drive torque calculation unit 11. The drive torque calculation unit 11 generates a torque command based on a vehicle rotation signal Mn detected by the motor control device 20 and a vehicle information signal such as an accelerator opening signal APS indicating the operation amount of the accelerator pedal detected by the accelerator position sensor 30. The value Rtrq is calculated.

  The motor control device 20 includes a motor drive torque calculation unit 21, a motor drive torque switching unit 22, a motor drive torque / motor drive current signal conversion unit 23, a PWM conversion unit 24, a vibration suppression control torque calculation unit 25, and a frequency response measurement unit. A torque generation unit 26, a motor rotation speed detection unit 27, a vibration suppression control torque calculation gain storage unit 28, and a communication interface (hereinafter referred to as “communication I / F”) 29 are included.

  The motor drive torque calculator 21 calculates a motor drive torque Ttrg obtained by adding the torque command value Rtrq calculated by the drive torque calculator 11 and the vibration suppression control torque Tvr calculated by the vibration suppression control torque calculator 25. calculate.

  When the signal processing device 200 is not connected to the motor control device 20, the motor driving torque switching unit 22 sets the motor driving torque Ttrq calculated by the motor driving torque calculation unit 21 as the motor driving torque Tdrv, and the signal processing device 200. Is connected to the motor control device 20, the motor drive torque calculation unit 21 uses the motor drive torque method set in the frequency response measurement torque generation condition input unit 221 in the signal processing device personal computer 220. The motor driving torque Tdrv is set by switching between the calculated motor driving torque Ttrg and the frequency response measuring torque Tf calculated by the frequency response measuring torque generator 26.

  The motor drive torque / motor drive current signal conversion unit 23 converts the motor drive torque Tdrv set by the motor drive torque switching unit 22 into a motor drive current signal Cdrv.

  The PWM converter 24 converts the motor drive current signal Cdrv converted by the motor drive torque / motor drive current signal converter 23 into a voltage waveform for driving the motor drive circuit (PD) 41 of the motor inverter 40.

  The vibration suppression control torque calculation unit 25 is a vibration suppression control method installed in the motor control device 20, and is based on the vibration suppression control gain Tvrgain stored in the vibration suppression control torque calculation gain storage unit 28. A control torque Tvr is calculated.

  The frequency response measurement torque generator 26 generates the frequency response measurement torque Tf based on the frequency response measurement torque generation condition TFCond set by the frequency response measurement torque generation condition input unit 221.

  The motor rotation speed detector 27 calculates the motor rotation speed Mn based on the magnetic pole position signal Rsig of the magnetic pole position sensor 62 mounted on the driving motor 60.

  The vibration suppression control torque calculation gain storage unit 28 stores a vibration suppression control gain Tvrgain for calculating the vibration suppression control torque mounted on the motor control device 20. The damping control torque calculation gain storage unit 28 is in a storage area in the microcomputer mounted on the motor control device 20. Here, by connecting the signal processing device 200 to the motor control device 20, the damping control gain Tvrgain can be changed from the damping control gain input unit 226 in the signal processing device personal computer 220.

  The communication I / F 29 is connected to the communication I / F 210 in the signal processing device 200 via the communication cable 300, and transmits various control information of the motor control device 20 to the signal processing device 200 or is set by the signal processing device 200. Received various conditions.

  The communication I / F 210 of the signal processing device 200 is connected to the communication I / F 29 in the motor control device 20 via the communication cable 300, and transmits various control information of the motor control device 20 to the signal processing device personal computer 220. Various conditions set by the signal processing personal computer 220 are transmitted to the motor control device 20.

  The signal processing device personal computer 220 of the signal processing device 200 includes a frequency response measurement torque generation condition input unit 221, a frequency response calculation unit 222, a frequency response graph display unit 223, a motor rotation speed fluctuation calculation unit 224, and a rotation speed amplitude graph display. Part 225 and vibration suppression control gain input part 226.

  The frequency response measurement torque generation condition input unit 221 inputs a torque generation condition TFCond for generating the frequency response measurement torque Tf when the frequency response measurement torque generation unit 26 measures the frequency response of the electric vehicle 100. To do.

  The frequency response calculation unit 222 is based on the magnetic pole position Rsig detected by the magnetic pole position sensor 62 when the vehicle drive motor 61 is driven with the frequency response measurement torque Tf calculated by the frequency response measurement torque generation unit 26. The frequency response of the torsional resonance of the drive shaft 70 is calculated using the motor rotation speed Mn calculated by the motor rotation speed detector 27.

  The frequency response graph display unit 223 displays the frequency response calculated by the frequency response calculation unit 222 on a personal computer or the like. Here, the calculated frequency response is, for example, a graph as shown in FIG.

  The motor rotation speed fluctuation calculation unit 224 rotates the motor based on the magnetic pole position Rsig detected by the magnetic pole position sensor 62 when the vehicle drive motor 61 is driven with the motor drive torque Ttrg calculated by the motor drive torque calculation unit 21. A coefficient of polynomial approximation is calculated using the motor rotation speed Mn calculated by the speed detection unit 27, and a virtual motor rotation speed without rotation speed fluctuation using the calculated coefficient is obtained. In addition, the motor rotation speed fluctuation calculation unit 224 compares the virtual motor rotation speed with the measured actual motor rotation speed, and extracts only the fluctuation component of the motor rotation speed.

  The rotation speed amplitude graph display unit 225 displays the fluctuation range of the motor rotation speed obtained by comparing the virtual motor rotation speed calculated by the motor rotation speed fluctuation calculation unit 224 with the actual motor rotation speed on a personal computer or the like. Here, the fluctuation range of the motor rotation speed is, for example, a graph as shown in FIG.

  The vibration suppression control gain input unit 226 allows the operator to change the vibration suppression control gain Tvrgain stored in the vibration suppression control torque calculation gain storage unit 28 in the motor operating state when the signal processing device 200 is connected. Any value is manually input.

  The accelerator position sensor 30 has an accelerator opening detector 31. The accelerator opening detector 31 is attached to the accelerator pedal, detects the amount of operation of the accelerator pedal by the driver, and is input to the vehicle control unit 10 as the accelerator opening signal APS.

  The motor inverter 40 has a motor drive circuit 41. The motor drive circuit 41 converts the drive signal of the vehicle drive motor 61 generated by the motor control device 20 into a three-phase AC signal. The battery 50 is a power source for the vehicle drive motor 61.

  The vehicle drive motor 61 is driven by the three-phase AC power of the motor inverter 40 and generates the driving force of the electric vehicle 100. The magnetic pole position sensor 62 is a sensor that detects the magnetic pole position of the rotor in the motor attached on the rotation shaft of the vehicle drive motor 61, and outputs the detected magnetic pole position to the motor control device 20.

  The drive shaft 70 is connected between the vehicle drive motor 61 and the drive wheels 90 and transmits the drive force generated by the vehicle drive motor 61 to the drive wheels 90. The brake 80 stops the rotational force of the vehicle driving motor 61 and the driving wheel 90 that rotates by inertia energy. The drive wheels 90 are connected to the drive shaft 70 and transmit torque generated by the vehicle drive motor 61 to the road surface.

  Hereinafter, the process of measuring the frequency response in the adaptation assistance system according to the first embodiment of the present invention will be described with reference to the flowchart of FIG.

  In FIG. 4, first, in order to measure the frequency response, the motor control device 20 and the signal processing device 200 are connected to each other by the communication cable 300 (step S101).

  Subsequently, a torque generation condition TFCond for frequency response measurement is input from the frequency response measurement torque generation condition input unit 221 (step S102). Here, the frequency response measurement conditions refer to the frequency response confirmation lower limit frequency f1, the frequency response confirmation upper limit frequency f2, the frequency response confirmation drive torque gain A, and the frequency response confirmation upper and lower limit frequency sweep time Ttrg.

  Next, in order to obtain the frequency response of the electric vehicle 100, a travel range is selected so that the electric vehicle 100 can be driven by the driving torque of the vehicle drive motor 61 (step S103).

  Subsequently, the torque generation condition TFCond for frequency response measurement set in the signal processing device 200 in step S102 is transferred to the motor control device 20 (step S104).

  Next, in order to measure the frequency response, from the control by the torque command value Rtrq from the vehicle control unit 10, based on the torque generation condition TFCond for frequency response measurement from the frequency response measurement torque generation condition input unit 221, The motor drive torque Tdrv is switched to the frequency response measurement torque Tf calculated by the frequency response measurement torque generator 26 (step S105).

  Subsequently, the motor drive torque Tdrv is set to 0 Nm (step S106), and it is determined whether or not the electric vehicle 100 is stopped (step S107).

  If it is determined in step S107 that electric vehicle 100 has not stopped (that is, No), step S107 is repeated until electric vehicle 100 stops. Note that timeout may occur after step S107 is repeated for a preset number of times or time.

  On the other hand, if it is determined in step S107 that the electric vehicle 100 is stopped (that is, Yes), in order to obtain a frequency response including the inertia of the vehicle body, for example, a device that restrains the vehicle body operation, for example, a foot A brake, a parking brake, etc. are turned off (step S108).

  Next, based on the magnetic pole position signal Rsig detected by the magnetic pole position sensor 62, the motor rotational speed Mn is measured by the motor rotational speed detector 27, and the measured motor rotational speed Mn is transferred to the frequency response calculator 222. Is started (step S109).

  Subsequently, based on the frequency response measurement torque generation condition TFCond input from the frequency response measurement torque generation condition input unit 221, the vehicle uses the frequency response measurement torque Tf generated by the frequency response measurement torque generation unit 26. The drive motor 61 is driven (step S110). Here, the frequency response measurement torque Tf is expressed by the following equation.

  Next, when the driving of the vehicle drive motor 61 under the frequency response measurement condition TFCond is completed, the measurement of the motor rotation speed Mn is ended (step S111).

  Subsequently, a fast Fourier transform (FFT) operation is performed on the motor rotation speed Mn measured in step S111, and the frequency response shown in FIG. 5 is obtained (step S112). Since the FFT operation is a general operation, the details are omitted.

  Next, based on the frequency response obtained in step S112, the frequency with the highest control gain is extracted as the torsional resonance frequency Fres, and the motor rotation speed at which the torsional resonance occurs from the number of magnetic pole pairs of the motor and the torsional resonance frequency Fres. Mn_res is obtained (step S113), and the process of FIG.

  Hereinafter, with reference to the flowchart of FIG. 6, processing for adapting the damping control gain in the adaptation assisting system according to the first embodiment of the present invention will be described.

  In FIG. 6, first, the motor control device 20 and the signal processing device 200 are connected to each other by the communication cable 300 in order to adapt the damping control gain (step S201).

Subsequently, it is determined whether or not the motor rotation speed Mn is 0 (step S202).
If it is determined in step S202 that the motor rotation speed Mn is not 0 (that is, No), step S202 is repeated until the motor rotation speed Mn becomes 0. Note that timeout may occur after step S202 is repeated for a preset number of times or time.

  On the other hand, if it is determined in step S202 that the motor rotation speed Mn is 0 (that is, Yes), the motor rotation speed Mn is lower than the motor rotation speed Mn_res at which the torsional resonance occurs. It is determined that amplitude measurement is possible.

  Next, measurement of the motor rotation speed Mn detected by the motor rotation speed detection unit 27 is started by the motor rotation speed fluctuation calculation unit 224 of the signal processing device 200 (step S203).

  Subsequently, in order to pass the motor rotation speed Mn to the motor rotation speed Mn_res at which torsional resonance occurs, the accelerator pedal is depressed to accelerate the electric vehicle 100 (step S204).

  Next, it is determined whether or not the motor rotation speed Mn has become larger than a predetermined value Mn_max (step S205). Here, the predetermined value Mn_max determined in advance is a value sufficiently larger than the rotational speed corresponding to the torsional resonance frequency Fres (the motor rotational speed Mn_res at which the torsional resonance is obtained by the frequency response).

  In step S205, when it is determined that the motor rotation speed Mn is equal to or less than the predetermined value Mn_max (that is, No), the measurement time Tacc after the change in the motor rotation speed Mn due to the depression of the accelerator occurs. It is determined whether or not a predetermined time Tout determined in advance has passed (timed out) (step S206).

  If it is determined in step S206 that the measurement time Tacc has not passed the predetermined time Tout (that is, No), the measurement of the motor rotational speed Mn is not interrupted and the process proceeds to step S205. The motor rotation speed Mn is confirmed again. Here, the predetermined time Tout is appropriately set to a time when the change in the motor rotation speed when the accelerator is depressed is slow and the confirmation time is expected to be delayed.

  On the other hand, if it is determined in step S206 that the measurement time Tacc has passed the predetermined time Tout (that is, Yes), the increase in the motor rotation speed Mn is slow, and the fluctuation amplitude of the motor rotation speed Mn is set. It is determined that the rotation speed is inappropriate to be measured, and the process proceeds to the process of interrupting the measurement of the motor rotation speed Mn.

  That is, when the measurement time Tacc exceeds a predetermined time Tout, a forcible end flag is set, and preparations for canceling the amplitude measurement process are made (step S207).

  On the other hand, if it is determined in step S205 that the motor rotation speed Mn is larger than the predetermined value Mn_max (that is, Yes), measurement of a desired motor rotation speed region including the motor rotation speed Mn_res at which torsional resonance occurs is performed. It is determined that the process has ended, and the process proceeds to step S208.

  Subsequently, the measurement of the motor rotation speed Mn in the motor rotation speed fluctuation calculation unit 224 of the signal processing device 200 is ended (step S208).

  Next, it is determined whether or not the forced end flag due to the measurement time being exceeded is set (step S209).

  If it is determined in step S209 that the forced termination flag is set (ie, Yes), it is determined that the amplitude cannot be calculated because the measurement of the motor rotation speed Mn has not been completed. The amplitude calculation is not performed, and the process of FIG. 6 is terminated.

  On the other hand, when it is determined in step S209 that the forcible end flag is not set (that is, No), it is determined that the motor rotation speed variation calculation unit 224 can calculate the amplitude, and the electric vehicle 100 Whether or not is stopped is determined (step S210). That is, the test driver determines to stop the electric vehicle 100 in order to confirm the measurement result safely.

  If it is determined in step S210 that electric vehicle 100 has not stopped (that is, No), step S210 is repeated until electric vehicle 100 stops. Note that timeout may occur after step S210 is repeated for a preset number of times or time.

  Subsequently, data for a predetermined period before and after the motor rotational speed Mn passing through the rotational speed corresponding to the torsional resonance frequency Fres is stored (step S211). Here, the data recording period of sufficient length from the rotation before the fluctuation of the motor rotation due to the torsional resonance until the situation of the fluctuation of the motor rotation due to the torsional resonance can be analyzed is set as the predetermined period. .

  Next, for the measured motor rotation speed data Mn_log, a polynomial approximation coefficient is calculated using the least square method (step S212). Here, since the motor rotation speed at the start of data measurement is 0, the y-axis intercept of polynomial approximation is defined as 0. Since the least square method is a general calculation, its details are omitted.

  Subsequently, a virtual motor rotation speed without rotation fluctuation is generated in the motor rotation speed measured using the polynomial approximation coefficient obtained in step S212 (step S213). Here, the relationship between the actual motor rotation speed Mn (actual motor rotation speed) and the virtual motor rotation speed is shown in FIG. 7, for example. FIG. 7 shows the relationship between the actual motor rotation speed Mn and the virtual motor rotation speed for two operation patterns (operation patterns (a) and (b)).

  Next, the difference between the measured actual motor rotation speed data and the generated virtual motor rotation speed data is taken to determine the rotation fluctuation amplitude (step S214).

  Subsequently, the rotational speed amplitude obtained in step S214 is displayed on a personal computer or the like together with the maximum value of the rotational speed amplitude obtained in step S214 in order to improve data recognition (step S215).

  Here, the rotational fluctuation amplitude between the actual motor rotational speed Mn (actual motor rotational speed) and the virtual motor rotational speed, and the maximum value thereof are shown in FIG. 8, for example. FIG. 8 shows the rotational fluctuation amplitude and its maximum value for two operation patterns (operation patterns (a) and (b)).

  Next, the vibration control gain is adjusted by the operator based on the value of the rotational fluctuation range obtained in steps S213 and S214 (step S216), and the processing in FIG.

As described above, according to the first embodiment, the torque command value corresponding to the accelerator opening of the electric vehicle and the torque command value for suppressing the vibration due to the torsional resonance of the drive shaft caused by the torque ripple of the motor of the electric vehicle. A motor control device for controlling the drive torque of the motor and a signal processing device externally connected to the motor control device for measuring motor control information and setting control constants set in the motor control device A signal processing device that changes the motor control device during operation of the motor control device, and the signal processing device determines the frequency response of torsional resonance of the drive shaft of the electric vehicle while the electric vehicle is grounded. Measure from fluctuations.
Therefore, the vibration suppression control gain that is optimal for the vibration suppression control for suppressing the vehicle body vibration can be adapted relatively easily and efficiently, so that the vibration suppression control can be performed satisfactorily.

In addition, measurement conditions for measuring the frequency response are input to the signal processing device, and the motor control device measures the frequency response based on the measurement conditions input to the signal processing device. The motor torque is calculated and the motor is driven.
Therefore, by calculating the motor drive torque on the motor control device side, up to the high frequency band synchronized with the motor control cycle, regardless of the communication speed restriction caused by the communication cable connecting the motor control device and the signal processing device Can be measured.

The signal processing device drives the motor with a frequency response measurement torque that vibrates around 0 when the device for restraining the vehicle body operation of the electric vehicle is turned off and the drive torque of the motor is set to 0, A frequency analysis is performed based on the rotational speed of the motor to identify the frequency response and obtain a resonance frequency.
Therefore, since it is not necessary to drive the electric vehicle, it is possible to save the space for the test and to measure the frequency response without being affected by the change in the road surface condition. Moreover, compared with the nonpatent literature 1, the installation for jacking up a vehicle becomes unnecessary, and the cost and time for securing an installation can also be reduced.

In addition, when the signal processing device detects a change in the motor rotation that passes the motor rotation speed corresponding to the resonance frequency, the signal processing apparatus records the motor rotation speed in a predetermined period before and after the detection, and from the recorded motor rotation speed. A polynomial approximation coefficient is calculated, and a difference between the virtual motor rotation speed calculated using the polynomial approximation and the actually measured actual motor rotation speed is calculated.
For this reason, the motor rotation speed amplitude can be detected in the motor rotation speed range corresponding to the torsional resonance frequency without being affected by variations in driver operation. Can do.

  DESCRIPTION OF SYMBOLS 10 Vehicle control unit, 11 Drive torque calculating part, 20 Motor control apparatus, 21 Motor drive torque calculating part, 22 Motor drive torque switching part, 23 Motor drive torque / motor drive current signal converter, 24 PWM converter, 25 Damping Control torque calculation unit, 26 Frequency response measurement torque generation unit, 27 Motor rotation speed detection unit, 28 Vibration suppression control torque calculation gain storage unit, 29 Communication I / F, 30 Accelerator position sensor, 31 Accelerator opening detection unit , 40 motor inverter, 41 motor drive circuit, 50 battery, 60 drive motor, 61 vehicle drive motor, 62 magnetic pole position sensor, 70 drive shaft, 80 brake, 90 drive wheel, 100 electric vehicle, 200 signal processing device, 220 signal PC for processing equipment, 221 laps Number response measurement torque generation condition input section, 222 Frequency response calculation section, 223 Frequency response graph display section, 224 Motor rotation speed fluctuation calculation section, 225 Rotation speed amplitude graph display section, 226 Vibration suppression control gain input section, 300 Communication cable .

Claims (2)

Based on the torque command value according to the accelerator opening of the electric vehicle and the vibration suppression control torque that suppresses the vibration due to the torsional resonance of the drive shaft caused by the torque ripple of the motor of the electric vehicle, the drive torque of the motor is A motor control device to control;
When measuring the frequency response of torsional resonance of the drive shaft of the electric vehicle, the signal processing device is connected to the motor control device from the outside, and measures the rotational speed of the motor and A signal processing device that changes the set vibration generation control gain and the torque generation condition for frequency response measurement during operation of the motor control device,
The signal processing apparatus has a frequency response measurement torque generation condition input unit for inputting the frequency response measurement torque generation condition for measuring the frequency response,
The motor control device
When the device for restraining the vehicle body operation of the electric vehicle is turned off and the driving torque of the motor is set to 0,
Based on the torque generation conditions for frequency response measurement input to the signal processing device, the frequency response measurement torque that vibrates around 0 for measuring the frequency response is calculated, and the motor is Drive,
The signal processing device includes:
The pre distichum wavenumber response, in a state in which the electric vehicle is grounded, measuring the variation of the rotational speed of the motor,
Perform frequency analysis based on the rotational speed of the motor to identify the frequency response, obtain the resonant frequency,
When a change in motor rotation passing through the motor rotation speed corresponding to the resonance frequency is detected, the motor rotation speed in a predetermined period before and after detection is recorded,
A polynomial approximation coefficient is calculated from the recorded motor rotation speed, and the difference between the virtual motor rotation speed calculated using the polynomial approximation and the actual measured motor rotation speed is calculated to obtain the rotation fluctuation amplitude. ,
An adaptive assist system in which a vibration suppression control gain for calculating the vibration suppression control torque is set based on the rotation fluctuation amplitude . Based on the torque command value according to the accelerator opening of the electric vehicle and the vibration suppression control torque that suppresses the vibration due to the torsional resonance of the drive shaft caused by the torque ripple of the motor of the electric vehicle, the drive torque of the motor is A motor control device to control;
When measuring the frequency response of torsional resonance of the drive shaft of the electric vehicle, the signal processing device is connected to the motor control device from the outside, and measures the rotational speed of the motor and A calibration assistance method executed by a calibration assistance system comprising: a signal processing device that changes a set vibration generation control gain and a torque generation condition for frequency response measurement during operation of the motor control device. ,
Measuring the rotational speed of the motor;
Inputting torque generation conditions for frequency response measurement for measuring the frequency response to the signal processing device;
When the device for restraining the vehicle body movement of the electric vehicle is turned off and the driving torque of the motor is set to 0, the frequency response is measured based on the torque generation condition for frequency response measurement. Calculating the frequency response measuring torque that vibrates around 0;
Driving the motor based on the calculated frequency response measurement torque;
Based on the rotational speed of the motor that is measured, a step wherein the electric vehicle is to measure the while being grounded, before distichum wavenumber response,
Performing a frequency analysis based on the rotational speed of the motor to identify the frequency response and obtaining a resonant frequency;
A step of recording the motor rotation speed in a predetermined period before and after the detection when a change in the motor rotation passing the motor rotation speed corresponding to the resonance frequency is detected;
The coefficient of polynomial approximation is calculated from the recorded motor rotation speed, and the difference between the virtual motor rotation speed calculated using the polynomial approximation and the actual motor rotation speed actually measured is calculated to obtain the rotation fluctuation amplitude. Steps,
A step of setting a vibration suppression control gain for calculating the vibration suppression control torque based on the rotation fluctuation amplitude;
Conformance assistance method having.

Images