JP6540443B2 - Electric rotating machine controller - Google Patents

Description

  The present invention relates to a rotating electrical machine control device.

  2. Description of the Related Art Conventionally, a motor control device for a vehicle that controls a motor for a vehicle that is a drive source of a vehicle is known. For example, in Patent Document 1, the resonance frequency component of the motor drive torque value is compensated, and the vehicle motor is driven with the compensated motor drive torque value to suppress the resonance of the vehicle.

JP, 2013-90434, A

In Patent Document 1, the resonant component extraction unit extracts resonant frequency components through a resonant frequency component extraction filter. Therefore, since frequency components other than the target vibration frequency are also extracted, there is a possibility that other vibration components may be amplified by compensating the resonance frequency component.
This invention is made in view of the above-mentioned subject, The objective is to provide the rotary electric machine control apparatus which can suppress a vibration appropriately.

The rotating electrical machine control device of the present invention controls a rotating electrical machine (12) which is a drive source of a vehicle (90), and comprises a first vibration component extraction unit (41) and a second vibration component extraction unit (42). , A damping torque calculation unit (45), and a command correction unit (49).
The first vibration component extraction unit extracts a first vibration component that is a vibration component of a frequency band including the first frequency from the rotational speed of the rotating electrical machine. The second vibration component extraction unit extracts a second vibration component that is a vibration component of a frequency band including a second frequency different from the first frequency from the rotation speed of the rotating electrical machine.

The damping torque calculation unit calculates damping torque suppressing the first vibration component using a gain corresponding to the second vibration component. The correction command unit corrects a torque command value related to driving of the rotary electric machine based on the damping torque to be fed back.
The first vibration component is appropriately suppressed while the second vibration component is suppressed within the allowable range by calculating the damping torque suppressing the first vibration component using the gain according to the second vibration component. Can.

FIG. 1 is a schematic block diagram showing a drive system according to an embodiment of the present invention. It is explanatory drawing explaining the frequency characteristic of the vehicle by one Embodiment of this invention. It is a block diagram explaining the motor generator control part by one embodiment of the present invention. It is an explanatory view explaining a gain operation map by one embodiment of the present invention. It is a time chart explaining the rotational vibration component by one embodiment of the present invention. It is a time chart explaining the rotational vibration component by one embodiment of the present invention. It is a time chart explaining the rotational vibration component by a reference example.

Hereinafter, a rotating electrical machine control apparatus according to the present invention will be described based on the drawings.
(One embodiment)
A rotating electrical machine control apparatus according to an embodiment of the present invention will be described based on FIGS. 1 to 6.
First, the drive system is shown in FIG. As shown in FIG. 1, the drive system 1 includes an engine 11, a motor generator 12 as a rotating electrical machine, a transmission 15, clutches 17 and 18, a damper 19, an inverter 20, a battery 25, and a motor generator control as a rotating electrical machine control device A unit 30 and an engine control unit 50 are provided. The vehicle 90 on which the drive system 1 is mounted is a so-called "hybrid vehicle" that travels with the driving force of the engine 11 and the motor generator 12. Hereinafter, the "motor generator" is described as "MG". Moreover, a control part is described as "ECU" in the figure.

The engine 11 is an internal combustion engine having a plurality of cylinders. The driving force of the engine 11 is transmitted to the MG 12 via the first clutch 17.
The MG 12 has a function as a motor that generates torque by being driven by electric power from the battery 25 and a function as a generator that is driven by the driving force of the engine 11 or generated when the vehicle 90 is braked. The MG 12 of the present embodiment is a permanent magnet synchronous three-phase AC rotating electric machine. Hereinafter, the case where the MG 12 functions as a motor will be mainly described. The MG 12 is provided with a rotation sensor 13 that detects the rotation state of the MG 12. The rotation sensor 13 of the present embodiment is a rotation angle sensor that detects a rotation angle θ.
The driving force of the MG 12 is transmitted to the transmission 15 via the second clutch 18.

The transmission 15 is a continuously variable transmission (CVT) that can change gears steplessly. The transmission 15 may be a stepped transmission in which the shift stages are switched in stages among a plurality of shift stages. The power of the output shaft 16 of the transmission 15 is transmitted to the drive wheel 95 via the gear mechanism 91, the drive shaft 92, and the like.
The first clutch 17 is provided between the engine 11 and the MG 12, and can interrupt power transmission between the engine 11 and the MG 12. The second clutch 18 is provided between the MG 12 and the transmission 15, and can interrupt power transmission between the MG 12 and the transmission 15. The clutches 17 and 18 may be hydraulically driven hydraulic clutches or electromagnetically driven electromagnetic clutches.

The damper 19 is a known torsion damper and is provided between the engine 11 and the MG 12. In the present embodiment, the damper 19 is provided on the engine 11 side of the first clutch 17, but may be provided on the MG 12 side of the first clutch 17.
In this embodiment, a series of configurations relating to transmission of driving force from the engine 11 to the drive wheel 95 is referred to as a power tray implant 100.

Here, the vibration generated in the power tray implant 100 will be described.
In the power tray implant 100, resonance easily occurs in the drive shaft 92 and the damper 19. The resonance of the drive shaft 92 is generated when a torque corresponding to the gear shift state of the transmission 15, the disconnection state of the clutches 17 and 18, the road surface state, etc. is applied to the drive shaft 92 and the drive shaft 92 is twisted. .
Further, the resonance of the damper 19 applies torque to the damper 19 according to the drive state of the engine 11, the gear change state of the transmission 15, the disconnection state of the clutches 17 and 18, and the road surface state etc. It occurs when it occurs.

FIG. 2 shows frequency characteristics of vibration in the vehicle 90. As shown in FIG. In FIG. 2, the horizontal axis represents frequency, and the vertical axis represents vibration component amount. The vertical axis corresponds to the "gain" in the Bode diagram, but here, in order to avoid confusion with the gain K used for damping torque calculation described later, the vibration component amount is used here.
As shown in FIG. 2, according to the frequency characteristics of the vehicle 90, relatively large peaks exist at the DS resonance frequency f1 which is the resonance frequency of the drive shaft 92 and the damper resonance frequency f2 which is the resonance frequency of the damper 19. Do. In the present embodiment, a vibration suppression control process is performed to suppress the vibration of the drive shaft 92 while suppressing the resonance of the damper 19 within the allowable range, with the vibration suppression target as the drive shaft 92. Details of the damping control process will be described later.

Returning to FIG. 1, the inverter 20 is provided between the MG 12 and the battery 25, converts DC power of the battery 25 into AC power, and supplies the AC power to the MG 12. The inverter 20 also converts AC power generated by the MG 12 into DC power and supplies the DC power to the battery 25.
The battery 25 is a direct current power source configured of a chargeable / dischargeable secondary battery such as nickel hydrogen or lithium ion, for example. Instead of the battery 25, a storage device such as an electric double layer capacitor may be used as a DC power supply.

  The MG control unit 30, the engine control unit 50, and the vehicle control unit 60 are mainly configured by a microcomputer. Each process in MG control unit 30, engine control unit 50, and vehicle control unit 60 may be software processing by the CPU executing a program stored in advance in a substantial memory device such as a ROM. It may be hardware processing by a dedicated electronic circuit. The MG control unit 30, the engine control unit 50, and the vehicle control unit 60 can mutually transmit information via a CAN (Controller Area Network) or the like.

The engine control unit 50 controls the driving of the engine 11 based on the engine speed, the crank angle, and the like.
The vehicle control unit 60 acquires signals from an accelerator sensor, a shift switch, a brake switch, a vehicle speed sensor, and the like (not shown), and controls the entire vehicle 90 based on the acquired signals and the like. Vehicle control unit 60 calculates a torque command value trq ^* related to the drive of motor generator 12 based on the accelerator opening degree, vehicle speed V, and the like. Torque command value trq ^* is output to MG control unit 30.

MG control unit 30 controls the drive of MG 12 by controlling the on / off operation of the switching element of inverter 20 based on a corrected torque command value trq ^** described later. The rotation speed N of the MG 12 is disturbed by the influence of a disturbance or the like. In FIG. 3, the effect of disturbance is represented by an adder. In the present embodiment, the MG control unit 30 extracts vibration components from the number of rotations N, and performs damping control to suppress vibration based on the extracted vibration components.

As shown in FIG. 3, the MG control unit 30 includes, as functional blocks, a first frequency calculation unit 31, a second frequency calculation unit 32, a feedback processing unit 40, a command correction unit 49, and the like.
The first frequency calculator 31 acquires vehicle information from the vehicle controller 60. The vehicle information includes the shift state of the transmission 15, the connection / disconnection state of the clutches 17 and 18, the road surface state, and the like. The first frequency calculation unit 31 calculates a first frequency that is a vibration suppression target frequency based on the vehicle information. In the present embodiment, since the control target for suppressing the vibration is the drive shaft 92, the first frequency is the DS resonance frequency f1 which is the resonance frequency of the drive shaft 92.

  The second frequency calculation unit 32 acquires vehicle information from the vehicle control unit 60, and acquires a drive state of the engine 11 from the engine control unit 50. The second frequency calculation unit 32 calculates a second frequency based on the vehicle information, the driving state of the engine 11, and the like. In the present embodiment, the second frequency is a damper resonant frequency f2 that is a resonant frequency of the damper 19.

The feedback processing unit 40 includes a first vibration component extraction unit 41, a second vibration component extraction unit 42, an amplitude calculation unit 43, a gain calculation unit 44, a damping torque calculation unit 45, and an upper and lower limit guard unit 47. Hereinafter, feedback is appropriately described as "FB".
The first vibration component extraction unit 41 is a band pass filter that extracts, from the rotation speed N of the MG 12, a first vibration component that is a rotational vibration component of a frequency band including the DS resonance frequency f1. The rotation speed N is calculated by a speed calculation unit (not shown) based on the rotation angle θ obtained from the rotation sensor 13. Hereinafter, the amplitude of the first vibration component is referred to as DS resonance amplitude Ad, and the upper limit value of the allowable DS resonance amplitude is referred to as DS resonance upper limit value Ads_max.

  The second vibration component extraction unit 42 is a band pass filter that extracts a second vibration component that is a rotational vibration component of a frequency band including the damper resonance frequency f2 from the rotation speed N of the MG 12. The second vibration component extraction unit 42 uses a band pass filter of a higher order than the first vibration component extraction unit 41.

  The amplitude computing unit 43 computes a damper resonance amplitude Atd, which is the amplitude of the second vibration component extracted by the second vibration component extraction unit 42. In the present embodiment, the damper resonance amplitude Atd corresponds to “amplitude”. Further, an upper limit value of the allowable damper resonance amplitude Atd is set as a damper resonance upper limit value Atd_max.

The gain calculating unit 44 calculates the gain K used to calculate the damping torque trq_v based on the damper resonance amplitude Atd calculated by the amplitude calculating unit 43.
The gain K is calculated using the gain calculation map shown in FIG. 4 so that the damper resonance amplitude Atd does not become larger than the damper resonance upper limit value Atd_max. As shown in FIG. 4, when the damper resonance amplitude Atd is equal to or less than the threshold Ath, the gain K is set to the maximum value Kmax so that the damping effect of the drive shaft 92 is maximally exhibited. Even when the damping control is performed with the gain K as the maximum value Kmax, the threshold Ath is set to a value at which the damper resonance amplitude Atd does not exceed the damper resonance upper limit value Atd_max.
When the damper resonance amplitude Atd is larger than the threshold Ath, the gain K is set to be smaller as the damper resonance amplitude Atd is larger. In FIG. 4, when the damper resonance amplitude Atd is larger than the threshold Ath, the gain K linearly decreases with the increase of the damper resonance amplitude Atd, but may be set so as to decrease nonlinearly.

  Returning to FIG. 2, damping torque computing unit 45 computes damping torque trq_v. Specifically, damping torque calculation unit 45 calculates the damping torque trq_v by converting the first vibration component into torque, multiplying the torque conversion value by the gain K calculated by gain calculation unit 44.

The upper and lower limit guard unit 47 performs upper and lower limit guard processing of the damping torque trq_v to calculate a damping FB torque trq_fb.
Specifically, when the damping torque trq_v is larger than the upper limit guard value trq_H, the upper and lower limit guard unit 47 sets the damping FB torque trq_fb as the upper limit guard value trq_H.
When the damping torque trq_v is smaller than the lower limit guard value trq_L, the upper and lower limit guard unit 47 sets the damping FB torque trq_fb as the lower limit guard value trq_L.

When the damping torque trq_v is equal to or more than the lower limit guard value trq_L and equal to or less than the upper limit guard value trq_H, the upper and lower limit guard unit 47 sets the damping FB torque trq_fb as the damping torque trq_v. That is, when the damping torque trq_v is equal to or greater than the lower limit guard value trq_L and equal to or less than the upper limit guard value trq_H, the damping torque trq_v and the damping FB torque trq_fb match.
By limiting the upper and lower limits, for example, the damping FB torque trq_fb to be fed back is prevented from becoming an abnormal value at the time of abnormality of the input signal used in damping control or at the time of arithmetic operation abnormality of the CPU.

The command correction unit 49 corrects the torque command value trq ^* obtained from the vehicle control unit 60 with the damping FB torque trq_fb to be fed back, and calculates a corrected torque command value trq ^** . In this embodiment, a value obtained by subtracting the damping FB torque trq_fb from the torque command value trq ^* is taken as a post-correction torque command value trq ^** .
The MG 12 is controlled based on the corrected torque command value trq ^** .

In the present embodiment, since the first vibration component extraction unit 41 is a band pass filter, vibration components of frequencies other than the DS resonance frequency f1 are also extracted as the first vibration component. Therefore, by correcting the torque command value trq ^* with a torque that cancels the vibration component of the DS resonance frequency f1 and controlling the MG 12, the vibration component of the damper resonance frequency f2, which is a frequency different from the DS resonance frequency f1, is amplified. There is a risk of

By the way, the vibration component amount of the drive shaft 92 and the vibration component amount of the damper 19 are different for each vehicle. The vibration component amount of the drive shaft 92 and the vibration component amount of the damper 19 also differ depending on the drive state of the engine 11, the gear shift state of the transmission 15, the disconnection state of the clutches 17 and 18, or the road surface state .
So, in this embodiment, according to damper resonance amplitude Atd, gain K used for calculation of damping torque trq_v is made variable.

Here, rotational vibration components at the DS resonance frequency f1 and the damper resonance frequency f2 will be described based on FIGS. In each of FIGS. 5 to 7, (a) indicates the number of rotations at the DS resonance frequency f1, (b) indicates the number of rotations at the damper resonance frequency f2, the horizontal axis indicates time, and the vertical axis indicates the respective number of rotations. Further, in FIG. 5 to FIG. 7, the solid line indicates the rotational vibration component when the damping control is performed, and the broken line indicates the rotational vibration component when the damping control is not performed. Hereinafter, the DS resonance amplitude Ads before damping control is referred to as a DS resonance amplitude Ads_b before control, and the DS resonance amplitude Ads after damping control is referred to as a DS resonance amplitude Ads_a after control. Further, the damper resonance amplitude Atd before damping control is taken as a pre-control damper resonance amplitude Atd_b, and the damper resonance amplitude Atd after damping control is taken as a post-control damper resonance amplitude Atd_a.
In FIGS. 5 to 7, in order to simplify the explanation, it is assumed that the rotational vibration component is constant. Further, in the drawing, in order to avoid complication, the amplitude is described on one of the positive side and the negative side, and the description on the other side is omitted.

As shown in FIG. 5A, the DS resonance amplitude Ads_b before control is larger than the DS resonance upper limit value Ads_max. Also, as shown in FIG. 5B, the pre-control damper resonance amplitude Atd_b is larger than the threshold Ath.
Here, the reference example of FIG. 7 will be described. In the example of FIG. 7, it is assumed that the pre-control DS resonance amplitude Ads_b and the pre-control damper resonance amplitude Atd_b are the same as those in FIG. 5. In FIG. 7, regardless of the damper resonance amplitude Atd, the gain K is set to a fixed value (here, the maximum value Kmax). As shown in FIG. 7A, by setting the gain K to the maximum value Kmax, the DS resonance amplitude Ads_a after control can be made smaller than the DS resonance upper limit Ads_max, and the vibration of the drive shaft 92 is suppressed. On the other hand, as shown in FIG. 7B, by performing damping control based on damping torque trq_v calculated with gain K as maximum value Kmax, the resonance of damper 19 is amplified, and after-control damper resonance amplitude Atd_a Becomes larger than the damper resonance upper limit value Atd_max. In other words, the resonance of the damper 19 exceeds the allowable range.

  Therefore, in the present embodiment, the gain K is made variable according to the damper resonance amplitude Atd. In the example of FIG. 5, since the pre-control damper resonance amplitude Atd_b is larger than the threshold Ath, the gain K is set to a value smaller than the maximum value Kmax calculated by the gain calculation map shown in FIG. By performing damping control based on damping torque trq_v calculated using calculated gain K, the post-control damper resonance amplitude Atd_a is suppressed to a value smaller than the damper resonance upper limit value Atd_max while the post-control DS resonance amplitude Ads_a can be made smaller than the DS resonance upper limit value Ads_max. Thereby, the resonance of the drive shaft 92 is appropriately suppressed while suppressing the resonance of the damper 19 within an allowable range.

  In the example shown in FIG. 6, the pre-control damper resonance amplitude Atd_b is smaller than the threshold Ath. Therefore, by performing the damping control based on the damping torque trq_v calculated with the gain K as the maximum value Kmax, the post-control DS resonance amplitude Ads_a can be made smaller than the DS resonance upper limit Ads_max. Further, although the after-control damper resonance amplitude Atd_a is larger than the pre-control damper resonance amplitude Atd_b, it is suppressed to a value smaller than the damper resonance upper limit value Atd_max. Thereby, the vibration of the drive shaft 92 can be suppressed with high efficiency while suppressing the resonance of the damper 19 within the allowable range.

  Although not shown, when damping control is performed using a gain of a fixed value set to a relatively small value in order to prioritize that the damper resonance amplitude Atd does not exceed the damper resonance upper limit value Atd_max, as shown in FIG. As in the example 6, when the damper resonance amplitude before control Atd_b is relatively small, the damping effect of the drive shaft 92 is reduced as compared with the case where the gain K is set to the maximum value Kmax.

As described above, the MG control unit 30 of the present embodiment controls the MG 12 which is a drive source of the vehicle 90, and includes the first vibration component extraction unit 41, the second vibration component extraction unit 42, A damping torque calculation unit 45 and a command correction unit 49 are provided.
The first vibration component extraction unit 41 extracts a first vibration component that is a vibration component of a frequency band including the DS resonance frequency f1 from the rotation speed N of the MG 12.
The second vibration component extraction unit 42 extracts a second vibration component that is a vibration component of a frequency band including a damper resonance frequency f2 different from the rotation speed N of the MG 12 from the rotation speed N of the MG 12.

Damping torque calculation unit 45 calculates damping torque trq_v suppressing the first vibration component using gain K corresponding to the second vibration component.
The command correction unit 49 corrects the torque command value trq ^* related to the driving of the MG 12 based on the damping torque trq_v that is fed back. It should be noted that correcting the torque command value trq ^* based on the damping FB torque trq_fb in which upper and lower limits of the damping torque trq_v are limited means “correct the torque command value based on the feedback damping torque”. Shall be included in
By calculating the damping torque trq_v suppressing the first vibration component using the gain K according to the second vibration component, the first vibration component is appropriately suppressed while suppressing the second vibration component within the allowable range. can do.

The MG control unit 30 further includes an amplitude calculation unit 43 and a gain calculation unit 44.
The amplitude calculator 43 calculates a damper resonance amplitude Atd, which is the amplitude of the second vibration component. The gain calculator 44 calculates the gain K in accordance with the damper resonance amplitude Atd.
Damping torque calculation unit 45 sets a value obtained by converting the first vibration component into a torque using gain K as damping torque trq_v.
Thus, the gain K can be appropriately set according to the damper resonance amplitude Atd, and the damping torque trq_v can be appropriately calculated.

The first frequency DS resonance frequency f1 is a resonance frequency of the drive shaft 92, and the second frequency damper resonance frequency f2 is a resonance frequency of the damper 19 provided between the engine 11 and the MG 12 .
Thereby, the vibration of the drive shaft 92 can be appropriately suppressed without the resonance of the damper 19 which is a member having a relatively large resonance exceeding the allowable range.

The first vibration component extraction unit 41 and the second vibration component extraction unit 42 are band pass filters. Thereby, the vibration component of DS resonance frequency f1 and the vibration component of damper resonance frequency f2 can be extracted appropriately.
The second vibration component extraction unit 42 is a band pass filter of a higher order than the first vibration component extraction unit 41. As a result, the frequency band extracted by the second vibration component extraction unit 42 becomes narrower than the frequency band extracted by the first vibration component extraction unit 41, so that the damper resonance amplitude Atd can be more appropriately calculated. it can.

(Other embodiments)
(A) First Frequency, Second Frequency In the above embodiment, the vibration suppression target is a drive shaft, and the first frequency is a resonance frequency of the drive shaft. In another embodiment, the damping target may be other than the drive shaft included in the power tray implant, and the first frequency may be a frequency according to the damping target.

Further, in the above embodiment, the second frequency is set as the resonance frequency of the damper. In another embodiment, the second frequency may be a frequency other than the resonant frequency of the damper. If the second frequency is not the damper resonant frequency, the damper may be omitted.
Further, a plurality of frequencies may be selected as the second frequency. In this case, for example, a plurality of second vibration component extraction units are provided, the gain based on the amplitude and the amplitude is calculated for each extracted frequency band, and the minimum value among the calculated gains is used to calculate the damping torque. Use. Thereby, in consideration of the plurality of peaks included in the frequency characteristic of the vehicle, it is possible to suppress the vibration of the vibration control target while suppressing each peak within the respective allowable range.

  In the above embodiment, the first frequency is calculated based on the vehicle information. The vehicle information includes the shift state of the transmission, the connection / disconnection state of the clutch, the road surface state, and the like. In another embodiment, as the information used to calculate the vibration suppression target frequency, part of the transmission gear shift state, the clutch disconnection / engagement state, and the road surface state may be omitted, or other information may be used. May be The same applies to the calculation of the second frequency.

In the above embodiment, the first frequency and the second frequency are variable according to the vehicle state and the like. In another embodiment, at least one of the first frequency and the second frequency may be a fixed value set for each vehicle regardless of the vehicle state. Even in this case, an optimal gain can be set in accordance with the vehicle characteristics.
When the first frequency is a fixed value, the first frequency calculator can be omitted. When the second frequency is a fixed value, the second frequency calculator can be omitted.

(A) Vibration Component Extraction Unit In the above embodiment, the first vibration component extraction unit and the second vibration component extraction unit extract the vibration component of the number of rotations, using the number of rotations as the rotation speed of the rotating electrical machine. In another embodiment, the first vibration component extraction unit and the second vibration component extraction unit may extract the vibration component of the rotational angular velocity, using the rotational angular velocity as the rotational velocity of the rotating electrical machine, instead of the rotational speed. . Further, in another embodiment, in place of the rotation angle sensor, a rotation speed sensor that detects the rotation angular velocity of the rotary electric machine may be provided as the rotation sensor.
In the above embodiment, the first vibration component extraction unit and the second vibration component extraction unit are band pass filters. In another embodiment, at least one of the first vibration component extraction unit and the second vibration component extraction unit may be other than the band pass filter. For example, the vibration component of the first frequency may be extracted by FFT (Fast Fourier Transform). The same applies to the vibration component of the second frequency.

(C) Rotating Electric Machine Control Device In the above embodiment, the MG control unit corresponds to the rotating electric machine control device. In another embodiment, part or all of the processing performed by the MG control unit may be performed by a control unit other than the MG control unit (for example, a vehicle control unit). That is, the rotating electrical machine control device may be a control unit other than the MG control unit, or may be configured by a plurality of control units.
(D) Rotating Electric Machine In the above embodiment, the rotating electric machine is a permanent magnet synchronous three-phase AC rotating electric machine. In other embodiments, any rotating electric machine may be used without being limited to the permanent magnet synchronous three-phase rotating machine.

(E) Vehicle In the above embodiment, the vehicle is a hybrid vehicle including an engine and one rotating electric machine as a drive source. In another embodiment, a plurality of rotary electric machines may be used as the drive source. Also, it may be a so-called "EV vehicle" in which the engine is omitted and the vehicle is driven by the rotating electrical machine. In another embodiment, the vehicle may be a fuel cell vehicle that uses a fuel cell instead of a battery.
As mentioned above, the present invention is not limited to the above-mentioned embodiment at all, and can be implemented in various forms in the range which does not deviate from the meaning of an invention.

12 ・ ・ ・ Motor generator (rotary electric machine)
30: MG control unit (rotary electric machine control device)
41 ... first vibration component extraction unit 42 ... second vibration component extraction unit 43 ... amplitude calculation unit 44 ... gain calculation unit 45 ... damping torque calculation unit 49 ... command correction unit

Claims (5)

A rotary electric machine control device for controlling the drive of a rotary electric machine (12) which is a drive source of a vehicle (90), comprising:
A first vibration component extraction unit (41) that extracts a first vibration component that is a vibration component of a frequency band including a first frequency from the rotational speed of the rotating electrical machine;
A second vibration component extraction unit (42) for extracting a second vibration component that is a vibration component of a frequency band including a second frequency different from the first frequency from the rotational speed of the rotating electrical machine;
A damping torque calculation unit (45) that calculates damping torque suppressing the first vibration component using a gain according to the second vibration component;
A command correction unit (49) that corrects a torque command value related to driving of the rotating electrical machine based on the damping torque to be fed back;
A rotating electrical machine control device comprising: An amplitude calculator (43) for calculating the amplitude of the second vibration component;
A gain calculation unit (44) that calculates the gain based on the amplitude;
And further
The rotary electric machine control apparatus according to claim 1, wherein the damping torque calculation unit uses a value obtained by converting the first vibration component into torque using the gain as the damping torque. The first frequency is a resonant frequency of the drive shaft (92),
The rotary electric machine control device according to claim 1 or 2, wherein the second frequency is a resonance frequency of a damper (19) provided between an engine (11) and the rotary electric machine.   The rotary electric machine control device according to any one of claims 1 to 3, wherein the first vibration component extraction unit and the second vibration component extraction unit are band pass filters.   The rotating electrical machine control apparatus according to claim 4, wherein the second vibration component extraction unit is a band pass filter of a higher order than the first vibration component extraction unit.

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