JP6278823B2 - Driving force control device for electric vehicle - Google Patents

Description

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

  On the highway route, there is a point called an uphill sag where it is difficult for the driver to visually grasp the change in the road gradient. Natural congestion often occurs at this sag point. This traffic jam is caused by a decrease in traveling speed because the driver cannot recognize the sag climbing slope.

  The information providing system described in Patent Document 1 avoids traffic congestion at the sag point by calling attention so that the traveling speed does not decrease toward the vehicle before the sag point.

  In addition, the vehicle warning device described in Patent Document 2 warns the driver that the vehicle speed may decrease before the sag point, and if the vehicle still travels a predetermined distance without returning, The vehicle speed is restored by adjusting the opening.

JP 2009-301171 A JP 2008-257635 A

  However, the information providing system described in Patent Document 1 only calls attention, and it is difficult to eliminate the decrease in traveling speed.

  Further, the vehicle warning device described in Patent Document 2 requires a complicated configuration such as controlling the accelerator opening while monitoring the vehicle speed.

  An object of the present invention is to provide a driving force control device for an electric vehicle that can suppress a decrease in speed at a sag point with a simple configuration.

  The present invention relates to a driving force control device for controlling the driving force of a motor in a driving system of an electric vehicle, the target driving force setting means for setting a target driving force based on a driver's required driving force, A torsional vibration suppressing means comprising a disturbance removing means for calculating a correction amount for suppressing torsional vibration generated in the drive system based on the rotational speed and removing a disturbance torque component included in the correction amount; and the target driving force Command value calculation means for calculating a motor torque command value by adding a correction amount output from the disturbance removal means to sag point determination means for determining whether or not the electric vehicle has reached a sag start point When the sag point determination means determines that the electric vehicle has reached the sag start point, the correction amount is passed to the command value calculation means without passing through the disturbance removal means. And a controlling means for force.

  According to the present invention, when the electric vehicle reaches the sag start point, the running resistance is included in the correction value without passing through the disturbance removing means (bypassing), and the speed reduction due to the running resistance is corrected. As a result, a traveling resistance due to a gradient is generated when moving from a flat road to a climbing road, but since this traveling resistance is corrected, a decrease in speed at the sag point can be suppressed with a simple configuration.

1 is a configuration block diagram of a driving force control apparatus for an electric vehicle according to a first embodiment of the present invention. It is a figure which shows the simulation result in the sag point of the driving force control apparatus of the electric vehicle of the 1st Embodiment of this invention. It is a block diagram of the configuration of a driving force control apparatus for an electric vehicle according to a second embodiment of the present invention. It is a figure which shows the simulation result in the sag point of the driving force control apparatus of the electric vehicle of the 2nd Embodiment of this invention. It is a block diagram of the configuration of a driving force control apparatus for an electric vehicle according to a third embodiment of the present invention. It is a figure which shows the simulation result in the sag point of the driving force control apparatus of the electric vehicle of the 3rd Embodiment of this invention.

  Hereinafter, a driving force control apparatus for an electric vehicle according to an embodiment of the present invention will be described in detail with reference to the drawings. The driving force control apparatus for an electric vehicle according to the embodiment does not correct disturbance torque by passing a high-pass filter as the disturbance removing means 19 in order to suppress torsional vibration of the drive shaft.

  By using this configuration, at the sag point, the road resistance is not passed through (bypassed) and the running resistance is included in the correction value to correct the decrease in speed due to the running resistance. A running resistance is sometimes generated due to a gradient, and by correcting this running resistance, a decrease in speed at the sag point is suppressed with a simple configuration.

(First embodiment)
The driving force control apparatus for an electric vehicle according to the embodiment of the present invention can be mounted on an electric vehicle such as an electric vehicle (EV). As shown in FIG. 1, the driving force control apparatus for an electric vehicle according to the embodiment of the present invention includes a target driving force setting means 11, a dividing means 12, a command value calculating means 13, a torsional vibration suppressing means 20, and a sag point determination. Means 21 and filter switching means 22 are provided. The command value calculation means 13 is connected to a plant 30 that is a control target.

The plant 30 is a drive system of an electric vehicle, and includes a motor and wheels connected to the motor via an output shaft and a drive shaft. Motor is rotated by the motor torque command value T _M which is calculated by the command value calculation unit 13. In a drive system of an electric vehicle, when the motor is suddenly rotated, vibration (torsional vibration) occurs due to torsion of the drive shaft. In order to suppress the torsional vibration, it is corrected when the command value calculating means 13 calculates a motor torque command value T _M is performed.

The target driving force setting means 11 sets the target driving force T _D ^* [Nm] based on the required driving force Tr corresponding to the driver's accelerator pedal operation. The target driving force T _D ^* is input to the dividing means 12.

Dividing means 12 divides the target drive force set by the target driving force setting means 11 T _D ^* at the speed reduction ratio N of the reduction gear (not shown). In other words, the target driving force after the division is the motor torque command value before correction (first motor torque command value), and is input to the command value calculation means 13.

The command value calculation means 13 drives the vehicle by adding the correction amount calculated by the torsional vibration suppression means 20 via the filter switching means 22 to the first motor torque command value calculated by the division means 12. The final motor torque command value (second motor torque command value) T _M [Nm] of the motor to be operated is calculated. Motor torque command value T _M is inputted to the plant 30, by generating a motor torque to match also follows the motor torque command value T _M to rotate the motor. Further, the braking torque F _B [N] due to the driver's braking operation is also input to the plant 30.

The torsional vibration suppressing unit 20 includes an estimated value calculating unit 15, a deviation calculating unit 16, a multiplying unit 17, a noise removing unit 18, and a disturbance removing unit 19. Based on the actual rotational speed ω _M [rad / s] of the motor in the plant 30, the estimated value calculation means 15 uses the model (inverse model) representing the inverse system of the ideal vehicle model to calculate the estimated motor torque value. Calculate. The rotational speed ω _M of the motor can be detected by, for example, the rotational speed detection means 14 attached to the output shaft of the motor in the plant 30.

  The vehicle model indicates target characteristics such as a power unit, a power train, and a motor ECU delay. The ideal vehicle model is a vehicle model that is assumed to be a complete rigid body without backlash in the vehicle drive system. Here, an inverse model of the ideal vehicle model is used. The transfer characteristic (transfer function) Gm (s) of the inverse model can be expressed by the following equation (1), for example.

Gm (s) = J _T s / (0.001s + 1) (1)
Here, J _T [Nms ² ] is a motor shaft equivalent total inertia (moment of inertia), and s is a Laplace operator. That is, the estimated value calculation means 15 is a differentiator for performing differential with respect to the rotational speed omega _M of the motor.

Torsional vibration suppressing means 20, based on the motor torque command value T _M that is fed back is calculated by the command value calculating unit 13, and the motor torque estimated value calculated by the estimated value calculation means 15, the first motor torque Calculate the correction amount for the command value.

The correction amount calculated by the torsional vibration suppression means 20 is mainly for suppressing the torsional vibration generated in the drive system as described above, and the deviation between the motor torque command value _TM and the estimated motor torque value is It is required to be 0 or smaller. The correction amount is calculated by removing noise (noise) and disturbance torque components included in the correction amount. In the embodiment of the present invention, the disturbance torque component means a running resistance torque component such as air resistance and a braking torque component due to a brake operation.

Deviation calculation means 16, from the final motor torque command value T _M calculated by the command value calculation unit 13, by subtracting the motor torque estimation value calculated by the estimated value calculation means 15, motor torque command value T The deviation between _M and the estimated motor torque is calculated. The deviation between the motor torque command value _TM and the estimated motor torque value is input to the noise removing means 18.

  As the noise removing means 18, for example, a low-pass filter can be used. The noise removing unit 18 performs dynamic correction processing on the deviation calculated by the deviation calculating unit 16 and removes noise (noise) that is included in the deviation when the estimated motor torque value is calculated. The inverse system of the ideal vehicle model is a differentiator, and the quantization error included in the motor rotation speed signal input to the differentiator and the influence of noise generated in the electric signal processing circuit of the sensor are likely to appear in the calculation result of the differentiator. The noise removing unit 18 can calculate an appropriate correction amount by attenuating the noise.

  The transfer characteristic (transfer function) Gl (s) of the noise removing unit 18 can be expressed by the following equation (2), for example.

Gl (s) = ω _c / (s + ω _c ) (2)
Here, ω _c [rad / s] is a cutoff frequency, and s is a Laplace operator. The cut-off frequency ω _c can be set as appropriate corresponding to the anti-resonance frequency of the plant 30. The first correction amount from which noise has been removed by the noise removing unit 18 is input to the multiplying unit 17.

The multiplying unit 17 multiplies the correction amount from which noise has been removed by the noise removing unit 18 by a proportional gain K (for example, K = 2), thereby suppressing a torsional vibration generated in the drive system (first amount). (Correction amount) is calculated. The value of the proportional gain K can be set as appropriate. The first correction amount is to make the deviation between the motor torque command value _TM and the estimated motor torque value zero or small. The first correction amount is input to the disturbance removing unit 19.

  A method of removing noise by directly applying the noise removing means 18 to the estimated motor torque value calculated by the estimated value calculating means 15 is conceivable. In this case, the deviation calculating means 16 is delayed by the noise removing means 18. Therefore, the deviation between the estimated motor torque value and the motor torque command value with no delay is calculated, resulting in a time lag. Here, since the noise removal means 18 is applied after calculating the deviation between the motor torque command value and the motor torque estimated value by the deviation calculating means 16, the time difference between the motor torque command value and the motor torque estimated value is obtained. There is no delay and correction can be performed with high accuracy.

  The disturbance removing unit 19 performs a dynamic correction process on the first correction amount from which noise has been removed by the noise removing unit 18, and removes the disturbance torque component included in the first correction amount. The disturbance removing unit 19 removes the disturbance torque component included in the first correction amount by allowing the high-pass filter (HPF) to pass the high frequency side of the first correction amount and blocking the low frequency side. Thus, the final correction amount (second correction amount) is calculated.

  The high-pass filter can use transfer functions Gh1 (s) and Gh2 (s) represented by the following equations (3) and (4), respectively.

Gh1 (s) = s / (s + ω _HPF ) (3)
Gh2 (s) = s ² / (s + ω _HPF ) ² (4)
In equations (3) and (4), s is a Laplace operator, and ω _HPF [rad / sec] is a cutoff frequency. As the cut-off frequency ω _HPF is increased, a disturbance torque component in a wider frequency band can be removed, but there is a trade-off relationship that the torsional vibration suppression effect (vibration suppression performance) decreases conversely. For this reason, it is preferable to set the value so that the removal of the disturbance torque component and the vibration suppression performance are compatible.

By setting the cutoff frequency ω _HPF of the high-pass filter to 0.3 Hz, for example, a disturbance torque component having a relatively small frequency with respect to the torsional vibration frequency while passing the torsional vibration frequency (for example, around 10 Hz) is passed. Can be blocked. For the torsional vibration component that has passed through the high-pass filter, a correction amount for canceling it is calculated. On the other hand, since the disturbance torque component is blocked by the high-pass filter, correction for canceling the disturbance torque component is not performed. The command value calculating means 13 adds the correction amount obtained by removing the disturbance torque component by the disturbance removing means 19 to the first motor torque command value calculated by the dividing means 12 to thereby obtain the second motor torque command value T _M. [Nm] is calculated.

  According to the above configuration, the estimated value calculating means 15 calculates the motor torque estimated value using the inverse model of the ideal vehicle model, and the torsional vibration suppressing means 20 reduces the deviation between the motor torque estimated value and the motor torque command value to 0. Alternatively, the torsional vibration generated in the drive system can be suppressed by calculating a correction amount that is reduced. Further, the disturbance removing unit 19 can suppress only the torsional vibration by removing the disturbance torque component included in the correction amount.

 Next, a configuration characterized by the driving force control apparatus for an electric vehicle according to the first embodiment will be described. The sag point determination unit 21 determines whether the electric vehicle has reached the sag start point and outputs a sag point determination signal to the filter switching unit 22. The determination of the sag start point is performed at the point where the flat road changes to the climbing road. The determination of the sag end point is made at a point where the climbing road is switched to the flat road.

 The sag point determination means 21 outputs “1” as a sag point determination signal to the filter switching means 22 when the electric vehicle reaches the sag start point, and when the electric vehicle does not reach the sag start point or the electric vehicle sags. When the end point is reached, “0” is output to the filter switching means 22 as a sag point determination signal. The sag point determination means 21 determines that it is a sag start point or a sag end point from external information such as VICS (Vehicle Information Communication System), navigation, and GPS (Global Positioning System).

 The filter switching unit 22 corresponds to the control unit of the present invention, and selects the disturbance removal unit 19 when “0” is input as the sag point determination signal from the sag point determination unit 21. The filter switching unit 22 does not pass the disturbance removal unit 19 when “1” is input as the sag point determination signal from the sag point determination unit 21, that is, when it is determined that the electric vehicle has reached the sag start point. Then, the correction value (running resistance) from the multiplication unit 17 is output to the command value calculation unit 13.

  That is, when the electric vehicle reaches the sag start point, the running resistance is entered in the correction value without passing through the disturbance removing means 19 (bypassed) to correct the speed reduction due to the running resistance. As a result, a traveling resistance due to a gradient is generated when moving from a flat road to a climbing road, but since this traveling resistance is corrected, a decrease in speed at the sag point can be suppressed with a simple configuration.

  In addition, when the sag point determination unit 21 determines that the electric vehicle has reached the sag end point, the filter switching unit 22 performs switching so as to pass the disturbance removal unit 19. As a result, there is no risk of speed reduction due to the sag point, and the normal processing can be restored.

  Further, when the brake is operated during a period in which the disturbance removing unit 19 is not passed, the filter switching unit 22 can be switched to pass the disturbance removing unit 19 based on the brake operation signal. In other words, when trying to extract the influence of the gradient, the influence of the brake is also taken out and canceled at the same time. Therefore, when the brake operation is performed, the brake operation is prioritized by returning to the normal processing. Can do.

  In FIG. 2, the simulation result in the sag point of the driving force control apparatus of the electric vehicle of the 1st Embodiment of this invention is shown. In FIG. 2, the vertical axis represents vehicle speed and the horizontal axis represents time. The conventional example and the first embodiment in which the slope is 0% up to 500 seconds, the slope resistance is 3% from 500 seconds to 700 seconds, and the slope is 0% again from 700 seconds And the vehicle speed was measured.

  In the first embodiment, the high-pass filter is on (passed) up to 500 seconds, the high-pass filter is off (non-passed) from 500 seconds (sag start determination) to 700 seconds (sag end determination), and 700 From the second, the high-pass filter is on (passed).

  In the conventional example, the vehicle speed significantly decreases on the climbing road as indicated by the dotted line, but in the first embodiment, it can be confirmed that the vehicle speed hardly decreases on the climbing path as indicated by the solid line.

(Second Embodiment)
The running resistance includes a gradient resistance, an air resistance, a rolling resistance, and a brake resistance. In the first embodiment, when the disturbance removal means 19 is not passed, the running resistance is corrected, so that not only the gradient resistance but also the air resistance and rolling resistance are corrected.

  The driving force control device for an electric vehicle according to the second embodiment corrects the speed difference between before and after the sag by correcting only the gradient resistance without correcting the air resistance and the rolling resistance at the start of the sag. The feature is that it is made smaller.

  FIG. 3 is a block diagram showing the configuration of the driving force control apparatus for an electric vehicle according to the second embodiment of the present invention. The driving force control device for an electric vehicle according to the second embodiment has the same configuration as the driving force control device for an electric vehicle according to the first embodiment, and further includes a vehicle speed calculation means 23, an air resistance torque calculation means 24, and a rolling resistance torque calculation. Means 25, torque calculation means 26, and correction torque switching means 27 are provided.

  The vehicle speed calculation means 23 calculates the traveling speed of the electric vehicle, and outputs a vehicle speed signal from a meter or the like. The air resistance torque calculation means 24 calculates the air resistance torque from the traveling speed of the electric vehicle from the vehicle speed calculation means 23 and the following equation (5).

Ta = λSV ² · Rt / N (5)
Here, λ is an air resistance coefficient, S is a vehicle front projected area, V is a vehicle traveling speed, Rt is a tire effective diameter, and N is a reduction ratio.

  The rolling resistance torque calculating means 25 calculates the rolling resistance torque from the following equation (6).

Tr = Wμ · Rt / N (6)
Here, W is a vehicle weight, μ is a rolling resistance coefficient, Rt is a tire effective diameter, and N is a reduction ratio.

The torque calculation means 26 adds the air resistance torque calculated by the air resistance torque calculation means 24 and the rolling resistance torque calculated by the rolling resistance torque calculation means 25, and adds the added value to the correction torque switching means 27. Output.

  The correction torque switching means 27 inputs “0” as the sag point determination signal from the sag point determination means 21, that is, when the electric vehicle has not reached the sag start point or when the electric vehicle has reached the sag end point. Then, zero is input as the torque correction value, and zero is output to the command value calculation means 13a.

Further, the filter switching means 22 inputs “0” as the sag spot judgment signal from the sag spot judgment means 21, that is, when the electric vehicle has not reached the sag start point or the electric vehicle has reached the sag end point. Sometimes, the correction torque from the multiplying means 17 is passed through the disturbance removing means 19 and output to the command value calculating means 13a. Command value calculating means 13a adds the motor torque command value T _M in the correction torque from the filter switching means 22. For this reason, correction by subtraction of the air resistance torque and the rolling resistance torque is not performed.

  Next, when the correction torque switching means 27 inputs “1” as the sag point determination signal from the sag point determination means 21, that is, when the electric vehicle reaches the sag start point, the torque calculation means 26 serves as a torque correction value. From the above, the value obtained by adding the air resistance torque and the rolling resistance torque is input.

When the filter switching means 22 inputs “1” as the sag spot judgment signal from the sag spot judgment means 21, that is, when the electric vehicle reaches the sag start point, the correction that bypasses the disturbance elimination means 19 from the multiplication means 17. Torque is output to the command value calculation means 13a. The command value calculating means 13a obtains a gradient resistance torque by subtracting the air resistance torque and the rolling resistance torque from the correction torque switching means 27 from the correction torque via the filter switching means 22 from the multiplication means 17 to obtain the gradient resistance torque. by adding the motor torque command value T _M, the correcting only torque gradient resistance.

  In other words, if the high-pass filter is simply removed, a step difference between the air resistance torque and the rolling resistance torque will occur, so by subtracting the air resistance torque and the rolling resistance torque from the correction torque when switching the filter, It is possible to prevent only the gradient resistance generated later from being decelerated due to the gradient resistance. Therefore, the speed can be kept more constant.

  FIG. 4 shows a simulation result at the sag point of the driving force control apparatus for an electric vehicle according to the second embodiment of the present invention. In FIG. 4, a flat road with a gradient of 0% up to 500 seconds, a gradient resistance of 3% gradient from 500 seconds to 700 seconds, and a flat road with a gradient of 0% again from 700 seconds and The vehicle speed with the second embodiment was measured.

  In the second embodiment, the determination of the sag start point is performed on the flat road before the point where the flat road is switched to the climbing road. The determination of the sag end point is performed on the flat road after passing the point where the climbing road switches to the flat road.

  In the second embodiment, the high-pass filter is on (passed) up to 400 seconds, and the high-pass filter is off (non-passed) from 400 seconds (sag start determination) to 800 seconds (sag end determination). (Gradient resistance), and the high-pass filter is on (passed) from 800 seconds. In the second embodiment, as shown by a solid line, it can be confirmed that the decrease in speed can be further suppressed as compared with the conventional example and the first embodiment shown in FIG. That is, it can be confirmed that the degree of decrease in the vehicle speed is small even when approaching the climbing road.

(Third embodiment)
In the second embodiment, the air resistance torque and the rolling resistance torque are calculated and used by the equations (5) and (6). However, if an error occurs in the rolling resistance or the vehicle weight used for the calculation, an error occurs in the sum of the air resistance torque and the rolling resistance torque, so that the deceleration suppressing performance at the sag point may be deteriorated.

  The rolling resistance is an amount that changes depending on the road surface condition, the vehicle weight, and the number of passengers. To obtain an accurate value, mapping or addition of a sensor is required.

  The driving force control apparatus for an electric vehicle according to the third embodiment adds the air resistance and rolling resistance without using the equations (5) and (6) described in the driving force control apparatus for an electric vehicle according to the second embodiment. It is characterized by obtaining a value.

  FIG. 5 is a block diagram showing the configuration of the driving force control apparatus for an electric vehicle according to the third embodiment of the present invention. The driving force control apparatus for an electric vehicle according to the third embodiment further includes a correction torque switching means 27a and a memory 28 (storage means) in addition to the configuration of the driving force control apparatus for an electric vehicle according to the first embodiment. .

  The memory 28 determines whether the electric vehicle has reached the sag start point (the flat road before the point where the flat road is switched to the climbing road) by the sag point determination means 21 to the disturbance removal means 19 when the electric vehicle has reached the sag start point. The input correction amount is stored.

  The total torque of the air resistance torque and the rolling resistance torque is a value obtained by dividing the correction torque after the disturbance removal means 19 is added from the correction torque before the disturbance removal means 19 is added at the sag start point on the flat road. The value of the correction torque before inserting the disturbance removing means 19 is the total torque value of the air resistance, rolling resistance, gradient resistance, and brake resistance.

  When the brake is off on a flat road, since the gradient resistance and the brake resistance are zero, the correction torque is the sum of the air resistance and the rolling resistance. When the speed is constant, the air resistance and the rolling resistance do not change. Therefore, the value stored in the memory 28 can be handled as a combined torque of the air resistance and the rolling resistance, and no error occurs.

  Next, the correction torque switching means 27a stores “1” in the memory 28 as a torque correction value when “1” is input as the sag point determination signal from the sag point determination means 21, that is, when the electric vehicle reaches the sag start point. A value obtained by adding the applied air resistance torque and rolling resistance torque is read and output to the command value calculation means 13b.

  On the other hand, when “1” is input as the sag point determination signal from the sag point determination unit 21, the filter switching unit 22 sends the correction amount from the multiplication unit 17 to the command value calculation unit 13 b without passing through the disturbance removal unit 19. Output. Since there is a gradient resistance on the climbing road, the gradient resistance, the air resistance, and the rolling resistance are output to the command value calculation means 13b as correction amounts.

The command value calculating means 13b subtracts the combined torque value of the air resistance and rolling resistance from the correction torque switching means 27a from the combined torque value of the gradient resistance, air resistance and rolling resistance from the filter switching means 22. The resistance torque is obtained, and the motor torque command value _TM is added to the gradient resistance torque to correct only the gradient resistance torque.

  That is, if the high-pass filter is suddenly removed, a torque step due to the air resistance torque and the rolling resistance torque is generated. When the filter is switched, these components are stored in the memory 28, and then these components are subtracted. By continuing to do so, it is possible to prevent only the gradient resistance generated thereafter from being taken out and decelerating due to the gradient resistance. Therefore, the speed can be kept more constant. Moreover, the processing which calculates using Formula (5) (6) demonstrated with the driving force control apparatus of the electric vehicle of 2nd Embodiment becomes unnecessary, and a processing burden is reduced.

  The operation when “0” is input as the sag point determination signal to the filter switching means 22 and the correction torque switching means 27 is the same as the operation described in the second embodiment, and therefore the description thereof will be given here. Is omitted.

  In FIG. 6, the simulation result in the sag point of the driving force control apparatus of the electric vehicle of the 3rd Embodiment of this invention is shown. In FIG. 6, a flat road with a gradient of 0% is applied up to 500 seconds, a gradient resistance of 3% of gradient is applied from 500 seconds to 700 seconds, and a flat road with a gradient of 0% is again applied from 700 seconds. The vehicle speed with one embodiment was measured.

  In the third embodiment, the determination of the sag start point is performed on the flat road before the point where the flat road changes to the climbing road. The determination of the sag end point is performed on the flat road after passing the point where the climbing road switches to the flat road.

  In the third embodiment, the high-pass filter is on (passed) up to 400 seconds, and the high-pass filter is off (non-passed) from 400 seconds (sag start determination) to 800 seconds (sag end determination). (Gradient resistance), and the high-pass filter is on (passed) from 800 seconds. In the third embodiment, as shown by a solid line, it can be confirmed that a decrease in speed can be further suppressed as compared with the conventional example and the first embodiment shown in FIG. That is, it can be confirmed that the degree of decrease in the vehicle speed is small even when approaching the climbing road.

11 Target driving force setting means 12 Dividing means 13 Command value calculating means 14 Rotational speed detecting means 15 Estimated value calculating means 16, 34 Deviation calculating means 17 Multiplication means 18 Noise removing means 19 Disturbance removing means (HPF)
20, 20a Torsional vibration suppression means 21 Sag point determination means 22 Filter switching means 23 Vehicle speed calculation means 24 Air resistance torque calculation means 25 Rolling resistance torque calculation means 26 Torque calculation means 27 Correction torque switching means 28 Memory 30 Plant

Claims (6)

A driving force control device for controlling a driving force of a motor in a drive system of an electric vehicle,
Target driving force setting means for setting the target driving force based on the driver's required driving force;
A torsional vibration suppressing means comprising a disturbance removing means for calculating a correction amount for suppressing the torsional vibration generated in the drive system based on the rotational speed of the motor and removing a disturbance torque component included in the correction amount;
Command value calculating means for calculating a motor torque command value by adding a correction amount output from the disturbance removing means to the target driving force;
Sag point determination means for determining whether the electric vehicle has reached a sag start point;
Control means for causing the command value calculation means to output the correction amount without passing through the disturbance removal means when the sag point determination means determines that the electric vehicle has reached a sag start point;
A driving force control device for an electric vehicle, comprising: When the sag point determination means determines that the electric vehicle has reached the sag start point, the sag point determination means includes a resistance torque calculation means for calculating an air resistance torque and a rolling resistance torque based on a vehicle speed of the electric vehicle. ,
2. The driving force control apparatus for an electric vehicle according to claim 1, wherein the command value calculation means subtracts the air resistance torque and the rolling resistance torque from the motor torque command value. Storage means for storing the correction amount input to the disturbance removal means when the sag spot determination means determines that the electric vehicle has reached a sag start point;
2. The driving force control apparatus for an electric vehicle according to claim 1, wherein the command value calculation means subtracts the correction amount stored in the storage means from the motor torque command value.   The control means, when the sag point determination means determines that the electric vehicle has reached a sag end point, causes the disturbance removal means to pass and causes the command value calculation means to output the correction amount. The driving force control apparatus for an electric vehicle according to any one of claims 1 to 3.   5. The control device according to claim 1, wherein when the brake is operated during a period in which the disturbance removal unit is not passed, the control unit passes the disturbance removal unit. A driving force control device for an electric vehicle. The torsional vibration suppressing means is
Estimated value calculation means for calculating a motor torque estimated value using a model representing an inverse system of the ideal vehicle model based on the rotational speed of the motor;
Deviation calculation means for calculating a deviation between a motor torque command value for controlling the driving force of the motor and the estimated motor torque value;
Multiplying means for multiplying the deviation by a gain;
Noise removing means for removing noise included in the deviation;
The driving force control device for an electric vehicle according to any one of claims 1 to 5, further comprising:

Images