WO2016027890A1 - 回転電機の制御装置 - Google Patents
回転電機の制御装置 Download PDFInfo
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- WO2016027890A1 WO2016027890A1 PCT/JP2015/073574 JP2015073574W WO2016027890A1 WO 2016027890 A1 WO2016027890 A1 WO 2016027890A1 JP 2015073574 W JP2015073574 W JP 2015073574W WO 2016027890 A1 WO2016027890 A1 WO 2016027890A1
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- rotating electrical
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Classifications
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- H02P2205/05—Torque loop, i.e. comparison of the motor torque with a torque reference
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a control device for a rotating electrical machine that supplies power to drive wheels in a vehicle via a drive system.
- this type of control device one that suppresses the vibration frequency component of the drive system is known, as can be seen in Patent Document 1 below.
- this control device is mounted on a vehicle, and attenuates the vibration frequency component of the drive system included in the target torque by applying a filter process to the target torque of a motor that is an example of the rotating electrical machine. Then, the control device controls the actual output torque of the motor using the filtered target torque.
- Control of the actual output torque of the motor based on the target torque that has been subjected to the filter process is less responsive than the control of the actual output torque of the motor based on the target torque that has not been subjected to the filter process There is. For this reason, the control of the actual output torque of the motor based on the target torque subjected to the filter processing is performed under a situation where it is desired that the responsiveness of the motor torque control is high, such as a situation where the driver desires a crisp vehicle traveling. In such cases, inconveniences such as a decrease in the drivability of the vehicle of the driver may occur.
- the main object of the present invention is to provide a control device for a rotating electrical machine that can reduce inconvenience due to the filter processing of the target torque for attenuating the vibration frequency component included in the target torque.
- One aspect of the present invention is a control device that controls the rotating electrical machine in a vehicle including a drive system that transmits power from the rotating electrical machine to drive wheels.
- the control device includes a filter processor that attenuates a vibration frequency component of the drive system by applying a filter process to a target torque of the rotating electrical machine using a filter having a frequency transfer characteristic.
- the control device includes a controller that performs drive control of the rotating electrical machine based on the target torque that has been subjected to the filtering process.
- the control device includes a parameter calculator that calculates a parameter related to a required value of the responsiveness of the output torque of the rotating electrical machine with respect to the target torque based on the running state of the vehicle.
- the control device includes a variable setting device that variably sets the frequency transfer characteristic of the filter so as to reduce the degree of attenuation of the vibration frequency component in accordance with an increase in the required value of the output torque response.
- a parameter related to a required value of the responsiveness of the output torque of the rotating electrical machine with respect to the target torque is calculated based on the running state of the vehicle. That is, the calculated parameter functions as a parameter for grasping how much the responsiveness of the output torque of the rotating electrical machine, that is, the responsiveness of torque control is to be achieved. Then, when an increase in the required value of the response of the output torque is grasped by, for example, a calculated parameter, one aspect of the present invention is that the frequency transfer characteristic of the filter for damping the vibration frequency component is expressed by the vibration frequency component. It is variably set so that the degree of attenuation decreases.
- the phase delay of the frequency transfer characteristic can be reduced, and the output response delay with respect to the input of the filter can be suppressed. Therefore, according to one aspect of the present invention, when the required value of the responsiveness of the torque control increases, such as a situation where the driver desires crisp vehicle travel, the torque control is more effective than the increase in the degree of attenuation of the vibration frequency component. Priority can be given to responsiveness. In addition, when the required value of torque control responsiveness decreases, such as a situation where the driver desires to drive the vehicle with an emphasis on ride comfort, one aspect of the present invention is more effective than the increase in torque control responsiveness. Priority is given to increasing the attenuation of frequency components. As a result, according to one embodiment of the present invention, it is possible to reduce inconvenience caused by performing a filtering process for attenuating the vibration frequency component on the target torque.
- FIG. 1 is a block diagram schematically showing an example of a configuration of a control system mounted on a vehicle according to a first embodiment of the present invention.
- FIG. 5 is a graph showing the change over time of a curve representing the filtered target MG torque corresponding to different values of the target damping coefficient.
- the block diagram which shows an example of a structure of 2nd ECU in connection with 2nd Embodiment of this invention.
- the vehicle VEH includes a motor generator (MG) 10, an inverter 12, a battery 14, a drive shaft 16, and drive wheels 18. Further, the vehicle VEH includes a first ECU (Electronic Control Unit) 30 and a second ECU 32.
- MG motor generator
- ECU Electronic Control Unit
- the motor generator 10 functions as both an electric motor as a driving source for the vehicle VEH and a generator.
- a multi-phase rotating electrical machine for example, a 3-phase rotating electrical machine including three-phase windings (U, V, W-phase windings) is used as the motor generator 10.
- a three-phase synchronous motor can be used as the motor generator 10.
- a three-phase rotating electrical machine is used as the motor generator 10 as the inverter 12
- the inverter 12 converts the DC voltage output from the battery 14 into an AC voltage, and applies the converted AC voltage to the motor generator 10. By applying this voltage, the motor generator 10 operates as an electric motor.
- the motor generator 10 is supplied with the driving force transmitted from the drive shaft 16 side, the motor generator 10 operates as a generator based on the driving force.
- the rotor 10r of the motor generator 10 is connected to the output shaft of the motor generator 10 (hereinafter referred to as the motor output shaft 10a).
- Drive wheels 18 are connected to the motor output shaft 10a via a drive shaft 16.
- the drive system includes a motor output shaft 10a and a drive shaft 16.
- the vehicle VEH further includes a rotation speed sensor 20.
- the rotation speed sensor 20 detects the rotation speed of the motor output shaft 10a (rotor 10r) (hereinafter referred to as motor rotation speed).
- the detection value of the rotation speed sensor 20 is input to the second ECU 32.
- the vehicle VEH is provided with a sensor for detecting the rotation angle (electrical angle) or the rotation angular acceleration (electrical angular acceleration) of the rotor 10r of the motor generator 10, and the rotor 10r detected by the sensor is detected.
- the second ECU 32 may calculate the motor rotation speed based on the electric rotation angle or the electric angular speed.
- the vehicle VEH further includes a current sensor 34.
- the current sensor 34 converts the current flowing through at least two-phase windings (for example, the V-phase winding and the W-phase winding in the first embodiment) of the three-phase windings of the motor generator 10 into, for example, a V-phase current and Measurement is performed as a W-phase current, and the measured V-phase and W-phase currents are sent to the second ECU 32.
- Each of the first ECU 30 and the second ECU 32 is configured as a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like.
- Each of the first and second ECUs 30 and 32 that is, the CPU executes various programs stored in, for example, the ROM.
- the first and second ECUs 30 and 32 are configured to be able to transmit and receive information to and from each other.
- the first ECU 30 is a higher-level control device than the second ECU 32. That is, the first ECU 30 is, for example, a control device upstream of the second ECU 32 in the flow of processing a user's request for the vehicle VEH, and is a control device that controls the control of the vehicle VEH. That is, the first ECU 30 operates the user-operable accelerator pedal depressing operation amount (operation stroke) Acc (hereinafter referred to as accelerator operation stroke Acc, user-operable brake pedal depressing operation amount (operation stroke) Brk by the user, and A target torque (target MG torque) Tm * of the motor generator 10 is determined based on a detection signal such as the vehicle travel speed V of the vehicle VEH.
- the control mode of the inverter 12 by the second ECU 32 when the target MG torque Tm * is positive, the control mode of the inverter 12 by the second ECU 32 is set to a power running mode in which the motor generator 10 is operated as an electric motor.
- the control mode of inverter 12 by second ECU 32 is set to a regeneration mode in which motor generator 10 is operated as a generator.
- the target MG torque Tm * in the power running mode, the target MG torque Tm * is set larger as the accelerator operation amount Acc is larger.
- the brake operation amount Brk represents the braking torque requested from the driver for decelerating the vehicle VEH.
- the second ECU 32 calculates the braking torque required from the driver for decelerating the vehicle VEH based on the brake operation amount Brk. Further, the first ECU 30 outputs the target MG torque Tm * to the second ECU 32.
- an accelerator pedal sensor 36 is provided, and the accelerator operation amount Acc is measured by the accelerator pedal sensor 36, and the measured accelerator operation amount Acc is sent to the first ECU 30.
- a brake pedal sensor 38 is provided, the brake operation amount Brk is measured by the brake pedal sensor 38, and the measured brake operation amount Brk is sent to the first ECU 30.
- a vehicle speed sensor 40 is provided, and the vehicle speed sensor 40 measures the vehicle travel speed V of the vehicle VEH, and sends the measured vehicle travel speed V to the first ECU 30. .
- the second ECU 32 is a control device that controls the motor generator 10.
- the second ECU 32 receives the target MG torque Tm *, the accelerator operation amount Acc, the brake operation amount Brk, and the vehicle travel speed V input from the first ECU 30, and uses the detection value input from the rotational speed sensor 20. receive.
- the second ECU 32 operates in the power running mode or the regenerative mode based on the received input value, and for example, performs on / off control of the switching elements of the inverter 12 connected in a bridge connection.
- the DC voltage output from the battery 14 is converted into a controlled AC voltage, and the controlled AC voltage is applied to the three-phase winding of the motor generator 10.
- the torque for rotating the rotor 10r in the motor generator 10 is controlled to follow the target MG torque Tm *.
- the second ECU 32 performs a regeneration control process.
- This regeneration control process calculates a driver request braking torque for decelerating the vehicle VEH based on the brake operation amount Brk, and uses the calculated driver request braking torque as a negative value (Tm *) of the target MG torque Tm *.
- the negative value of the output torque of the motor generator 10 controlled to follow ⁇ 0) and the braking force applied to each wheel of the vehicle VEH generated by the in-vehicle brake device 50 to decelerate the vehicle VEH And a braking torque for achieving the above.
- the negative value of the output torque of the motor generator 10 causes the motor generator 10 to operate as a generator, and AC electric energy based on the kinetic energy of the drive wheels 18 of the vehicle VEH, that is, Regenerative power is generated.
- the generated AC electric energy is converted into DC electric energy by the inverter 12, and the DC electric energy is charged in the battery 14.
- the vehicle traveling speed V is equal to or higher than a specified speed higher than 0, the accelerator pedal is not depressed by the driver, and the brake pedal is depressed by the driver.
- the operation mode is shifted from the power running mode to the regeneration mode, and the regeneration control process of the motor generator 10 is executed.
- the second ECU 32 determines whether or not the accelerator pedal is depressed based on the accelerator operation amount Acc, and determines whether or not the brake pedal is depressed based on the brake operation amount Brk. it can. In addition to the situation where the vehicle VEH decelerates due to the depression of the brake pedal, the second ECU 32 is, for example, in the situation where the vehicle VEH travels downhill while maintaining a predetermined traveling speed due to the depression of the brake pedal. , Operates as a regeneration mode. In the regeneration mode, the second ECU 32 may calculate the vehicle travel speed V of the vehicle VEH based on the motor rotation speed Nm.
- the second ECU 32 includes a calculation unit 32a, a target attenuation coefficient setting unit 32b, a filter processing unit 32c, and a drive control unit 32c1. These components 32a to 32c1 can be realized in the second ECU 32 as hardware elements, software elements, or mixed hardware / software elements.
- the resonance of the drive system occurs, for example, when the target MG torque Tm * includes a resonance frequency component of the drive system when the target MG torque Tm * changes suddenly.
- the resonance of the drive system can be expressed by, for example, a known torsional vibration model of the drive system (for example, a drive system one-node torsional vibration model).
- the torsional vibration model of this drive system is a model composed of the moment of inertia of motor generator 10 and the moment of inertia equivalent to the vehicle weight coupled to the moment of inertia of motor generator 10 with a torsion spring.
- a value in the range of 2 to 10 Hz for example, is assumed as the resonance frequency frez of the drive system.
- the calculation unit 32a calculates an attenuation parameter Attr based on the travel state of the vehicle VEH including the accelerator operation amount Acc, the brake operation amount Brk, and the vehicle travel speed V.
- the damping parameter Attr is a parameter having a correlation with a required value of the actual torque responsiveness of the motor generator 10 with respect to the target MG torque Tm *. This responsiveness is referred to as torque responsiveness of the motor generator 10.
- This damping parameter Attr also functions as a parameter representing the degree of damping of the vibration frequency component. Specifically, the calculation unit 32a sets the attenuation parameter Attr to be smaller as the required value of the torque response is larger.
- the calculation unit 32a reduces the attenuation parameter Attr in accordance with an increase in the amount of change in the accelerator operation amount Acc per unit time. In other words, the calculation unit 32a adjusts the attenuation parameter Attr so that the value of the attenuation parameter Attr in the first case is smaller than the value of the attenuation parameter Attr in the second case.
- the first case is a case where the increase amount per unit time of the accelerator operation amount Acc is larger than the threshold change amount (threshold increase amount) per unit time of the accelerator operation amount Acc.
- the accelerator operation amount Acc This is a case where the increase amount per unit time of the operation amount Acc is equal to or less than the threshold change amount (threshold increase amount) per unit time of the accelerator operation amount Acc.
- the calculation unit 32a sets the value of the attenuation parameter Attr to be smaller when the regeneration control is being executed than when the regeneration control is not being executed.
- the calculation unit 32a can determine whether or not the regeneration control is performed based on the accelerator operation amount Acc, the brake operation amount Brk, and the vehicle travel speed V. That is, the calculation unit 32a determines whether or not the driver intends to accelerate the vehicle VEH based on the accelerator operation amount Acc, the brake operation amount Brk, and the vehicle travel speed V, and whether or not regeneration control is being performed. Can be judged.
- the target damping coefficient setting unit 32b (corresponding to the “variable setting device”) variably sets a target damping coefficient ⁇ tag that represents a target value of the damping degree of the vibration frequency component based on the damping parameter Attr.
- the target attenuation coefficient setting unit 32b of the first embodiment uses the relationship information RI associated with the value of the attenuation parameter Attr corresponding to the value of the target attenuation coefficient ⁇ tag, such as a two-dimensional map or a mathematical expression shown in FIG. You may have.
- the relationship information RI includes information in which the target attenuation coefficient ⁇ tag is expressed as a linear function with a positive slope of the attenuation parameter Attr.
- the target attenuation coefficient setting unit 32b refers to the relationship information RI using the value of the attenuation parameter Attr as input data, and reads the value of the target attenuation coefficient ⁇ tag corresponding to the input data value of the attenuation parameter Attr. Then, the target attenuation coefficient setting unit 32b outputs the read value of the target attenuation coefficient ⁇ tag to the filter processing unit 32c. For example, the target attenuation coefficient setting unit 32b sets the target attenuation coefficient ⁇ tag to be larger as the attenuation parameter Attr is larger.
- the target attenuation coefficient setting unit 32b sets the target attenuation coefficient ⁇ tag to the specified attenuation coefficient ⁇ p when the attenuation parameter Attr is the minimum value Attmin, and the attenuation parameter Attr is the maximum value Attmax.
- the target damping coefficient ⁇ tag is set to 1.
- the specified damping coefficient ⁇ p is set to a value larger than 0 and smaller than 1, for example.
- the filter processing unit 32c (corresponding to a “filter processor”) performs a filter process on the target MG torque Trq * based on a filter having a predetermined filter transfer characteristic I (s), and the filter transfer characteristic I (s) ) Is adjusted based on the target attenuation coefficient ⁇ tag output from the target attenuation coefficient setting unit 32b.
- the filter transfer characteristic I (s) according to the first embodiment will be described.
- a frequency transfer characteristic (hereinafter, modeled transfer characteristic Gpm (s) of a plant model of a vehicle having a torque output from the motor generator 10 to the motor output shaft 10a as an input value and an output torque Td of the drive shaft 16 as an output value. ))).
- Gpm modeled transfer characteristic
- the equation of motion of the vehicle is expressed by the following equations (eq1) to (eq6).
- Kt indicates a coefficient relating to friction between each wheel (tire) and the road surface
- r indicates a load radius of the wheel (tire).
- F represents the driving force of the vehicle
- Mv represents the mass of the vehicle VEH
- Vc represents the traveling speed of the vehicle VEH
- ⁇ represents the torsion angle of the drive shaft 16.
- a frequency transfer characteristic (hereinafter referred to as a target transfer characteristic) of a plant model which is a target of the vehicle having the torque output from the motor generator 10 to the motor output shaft 10a as an input value and the output torque Tds of the drive shaft 16 as an output value.
- Gr (s) is represented by the following formula (eq8).
- the above equation (eq8) is obtained by changing the specified damping coefficient ⁇ p of the above equation (eq7) to the target damping coefficient ⁇ tag.
- the filter transfer characteristic I (s) is derived as the following equation (eq9).
- the filter transfer characteristic I (s) is dimensionless.
- the inverse of the modeled transfer characteristic Gpm (s) functions as an inverse filter (also referred to as an inverse filter) for suppressing drive system resonance.
- the target attenuation coefficient ⁇ tag is set to the specified attenuation coefficient ⁇ p. Therefore, the filter transfer characteristic I (s) is set to 1, and the target MG torque Tm * input to the filter processing unit 32c is output as it is.
- the target attenuation coefficient ⁇ tag is set to 1, and the target MG torque Tm * input to the filter processing unit 32c is attenuated.
- the target MG torque Tm * output from the filter processing unit 32c is shown as the post-filter processing target MG torque Tam *.
- FIG. 2 the target MG torque Tm * output from the filter processing unit 32c is shown as the post-filter processing target MG torque Tam *.
- FIG. 3A shows the time transition of the curve of the filtered target MG torque Tam * when the target damping coefficient ⁇ tag is set to various values within the range from 1 to the specified damping coefficient ⁇ p.
- FIG. 3B shows the temporal transition of the curve of the output torque Tds of the drive shaft 16 when the target damping coefficient ⁇ tag is set to various values within the range from 1 to the specified damping coefficient ⁇ p.
- curves when the target damping coefficient ⁇ tag is set to various values within the range up to the specified damping coefficient ⁇ p are indicated by solid lines.
- a curve when the attenuation coefficient ⁇ tag is set to 1 is indicated by a solid line.
- curves when the target attenuation coefficient ⁇ tag is set to three different values are indicated by a broken line, a one-dot chain line, and a two-dot chain line, respectively.
- the curves indicated by the broken line, the alternate long and short dash line, and the alternate long and two short dashes line have the property that the value of the corresponding target attenuation coefficient ⁇ tag increases in the order of the broken line, the alternate long and short dash line.
- 3A and 3B show that the target MG torque Tm * increases stepwise at time t1, and the torque control responsiveness improves as the target damping coefficient ⁇ tag decreases after time t1.
- the drive control unit 32c1 Based on the filtered target MG torque Tam *, the drive control unit 32c1 performs on / off control of the switching element of the inverter 12 connected in a bridge, and converts the DC voltage output from the battery 14 into a controlled AC voltage. Then, this controlled AC voltage is applied to the three-phase winding of the motor generator 10. Thereby, the output torque of motor generator 10 is made to follow target MG torque Tm *.
- the drive control unit 32c1 can perform known current vector control as an example of on / off control of the switching element. For example, in the current vector control, the remaining one-phase (ie, U-phase) current is calculated from the measured V-phase and W-phase currents, and the obtained three-phase currents (U, V, and W-phase currents).
- the current vector control calculates first and second deviations between the converted first axis and second axis current values (measured current values) and first axis and second axis command current values, respectively.
- a three-phase command voltage for eliminating the obtained first and second deviations is obtained.
- the torque of the motor generator 10 is made to follow the target MG torque Tm * by performing on / off control of the switching element in the inverter 12 based on the obtained three-phase command voltage.
- the drive control unit 32c1 in the second ECU 32 corresponds to, for example, a “controller”.
- the filter processing in the filter processing unit 32c is performed, for example, by converting the filter transfer characteristic I (s) in the complex region, that is, the s region, to the discretized filter transfer characteristic I (z in the discretized complex region, that is, the Z region, for example.
- the target MG torque Tm * can be filtered using the discretized filter transfer characteristic I (z).
- the second ECU 32 determines whether or not the driver wants to drive the vehicle VEH sharply based on, for example, an increase in the change in the accelerator operation amount per unit time. . Then, the second ECU 32 desires the driver to drive the vehicle VEH that is sharper than the value when the driver determines that the value of the attenuation parameter Attr does not want to drive the vehicle VEH that is sharp. If the value is judged, the value is lowered. Further, the second ECU 32 determines whether or not the regeneration control process is being executed based on, for example, the accelerator operation amount Acc, the brake operation amount Brk, and / or the vehicle travel speed V.
- the second ECU 32 makes the value of the attenuation parameter Attr lower than the value when it is determined that the regeneration control process is being executed, than the value when it is determined that the regeneration control process is not being executed.
- the decrease in the damping parameter Attr reduces the target damping coefficient ⁇ tag to improve the torque control response. That is, according to the configuration of the second ECU 32, the phase delay of the filter transfer characteristic I (s) of the filter can be reduced, and the response delay of the output with respect to the input of the filter can be reduced.
- the second ECU 32 sets the value of the attenuation parameter Attr when the driver wants to travel the vehicle VEH with an emphasis on the ride comfort higher than the value of the attenuation parameter Attr when the driver desires the sharp vehicle VEH. Set. With this setting, as shown in FIGS. 3A and 3B, the target damping coefficient ⁇ tag is increased and the degree of attenuation of the target MG torque Tm * is increased. That is, according to the configuration of the second ECU 32, the ride comfort of the vehicle VEH of the driver can be improved while improving the vibration suppressing effect of the vehicle VEH.
- the second ECU 32A related to the second embodiment sets a target attenuation coefficient that is different from the target attenuation coefficient setting unit 32b and the filter processing unit 32c described above. 32d and a filter processing unit 32e.
- the target attenuation coefficient setting unit 32d of the second embodiment uses the relationship information RIA associated with the value of the attenuation parameter Attr corresponding to the value of the target attenuation coefficient ⁇ tag, such as a two-dimensional map or a mathematical expression shown in FIG. You may have.
- the relationship information RIA includes information in which the target attenuation coefficient ⁇ tag is expressed as a linear function with a negative slope of the attenuation parameter Attr.
- the target attenuation coefficient setting unit 32d refers to the relationship information RI using the value of the attenuation parameter Attr as input data, and reads the value of the target attenuation coefficient ⁇ tag corresponding to the input data value of the attenuation parameter Attr. Then, the target attenuation coefficient setting unit 32d outputs the read value of the target attenuation coefficient ⁇ tag to the filter processing unit 32e. In the second embodiment, the target attenuation coefficient setting unit 32d sets the target attenuation coefficient ⁇ tag to be smaller as the attenuation parameter Attr is larger.
- the target attenuation coefficient setting unit 32d sets the target attenuation coefficient ⁇ tag to 1 when the attenuation parameter Attr has the minimum value Attmin, and sets the target attenuation coefficient Attr to the maximum value Attmax. Set to the specified damping coefficient ⁇ p.
- the filter processing unit 32e Based on a filter having a predetermined filter transfer characteristic I (s), the filter processing unit 32e performs a filter process on the target MG torque Trq * and uses the filter transfer characteristic I (s) as a target attenuation coefficient setting unit 32. It adjusts based on the target damping coefficient ⁇ tag output from.
- the modeled transfer characteristic Gpm (s) is expressed as the following equation (eq10).
- the above formula (eq10) is obtained by changing the specified damping coefficient ⁇ p of the above formula (eq7) to the target damping coefficient ⁇ tag.
- the target transfer characteristic Gr (s) is expressed as the following equation (eq11).
- the above equation (eq11) is obtained by setting the target attenuation coefficient ⁇ tag of the above equation (eq8) to 1.
- the filter transfer characteristic I (s) is derived as the following equation (eq12).
- the target attenuation coefficient ⁇ tag is set to 1, and the filter transfer characteristic I (s) is set to 1. To do. As a result, the target MG torque Tm * input to the filter processing unit 32c is output as it is.
- the target attenuation coefficient ⁇ tag is set to the specified attenuation coefficient ⁇ p. As a result, the target MG torque Tm * input to the filter processing unit 32c is attenuated.
- the attenuation degree based on the filter transfer characteristic I (s), that is, the level of torque response can be adjusted by controlling the value of the attenuation parameter Attr. it can.
- the same effect as the effect of the first embodiment can be obtained.
- the vehicle VEH ⁇ b> 1 includes an engine 22 in addition to the motor generator 10 as an in-vehicle main machine.
- the vehicle VEH ⁇ b> 1 further includes a power split mechanism 24 and a third ECU 34.
- the engine 22 has a crankshaft 22 a connected to a power split mechanism 24, and the motor output shaft 10 a is also connected to the power split mechanism 24.
- the power split mechanism 24 is connected to the drive shaft 16.
- the power split mechanism 24 transmits, for example, the power output from at least one of the motor generator 10 and the engine 22 to the drive shaft 16 and also splits the power output from the engine 22 to provide the drive shaft as the first split power. 16 and transmitted to the motor generator 10 as the second divided power. Further, for example, the power split mechanism 24 freely integrates the power output from the motor generator 10 and the power output from the engine 22 and transmits the integrated power to the drive shaft 16.
- the drive system includes the motor output shaft 10a, the crankshaft 22a, the power split mechanism 24, and the drive shaft 16.
- the third ECU 34 is configured as a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like.
- the third ECU 34 that is, the CPU executes various programs stored in the ROM, for example.
- the first, second, and third ECUs 30, 32B, and 34 are configured to transmit and receive information to and from each other.
- the first ECU 30 is a higher-level control device than the second and third ECUs 32B and 34. That is, the first ECU 30 calculates the required torque Tall of the vehicle VEH1 based on the accelerator operation amount Acc and the like, and uses the calculated required torque Tall as the target MG torque Tm * and the target torque of the engine 22 (hereinafter referred to as target engine torque). Te *). Then, the first ECU 30 outputs the target MG torque Tm * assigned to the motor generator 10 to the second ECU 32 and outputs the target engine torque Te * assigned to the engine 22 to the third ECU 34. In the third embodiment, the target engine torque Te * takes a value of 0 or more.
- the third ECU 34 is a control device that controls the engine 22.
- the third ECU 34 receives at least the target engine torque Te * input from the first ECU 30. Based on the received target engine torque Te *, the third ECU 34 determines an appropriate amount of fuel to be injected from the injector provided for each cylinder of the engine 22 into the combustion chamber of the cylinder, and the engine 22. By controlling the appropriate ignition timing by the ignition device provided for each cylinder, the actual torque generated from the engine 22 is made to follow the target engine torque Te *.
- the calculation unit 32a of the second ECU 32B in the third embodiment sets the value of the attenuation parameter Attr under the first situation to be larger than the value of the attenuation parameter Attr under the second situation.
- the first situation is a situation in which each of the target MG torque Tm * and the target engine torque Te * is greater than 0 and the required torque Tall of the vehicle VEH1 is increasing, as shown in FIG. (Illustrated at times t11 to t12 in the figure).
- the second situation is a situation where the required torque Tall is in a steady state (illustrated in the period after time t12 in the figure).
- each of the target MG torque Tm * and the target engine torque Te * is greater than 0 means a situation where the power output from each of the motor generator 10 and the engine 22 is transmitted to the drive wheels 18. .
- the torque response of the motor generator 10 is higher than the torque response of the engine 22.
- the second ECU 32B sets the value of the attenuation parameter Attr when the required torque Tall of the vehicle VEH1 is changing to be larger than the value of the attenuation parameter Attr when the required torque Tall of the vehicle VEH1 is in a steady state. To do.
- the vibration suppression of the vehicle VEH1 by the filter processing unit 32c is prioritized over the improvement of the drivability of the vehicle VEH1.
- the second ECU 32B sets the value of the attenuation parameter Attr when the required torque Tall of the vehicle VEH1 is in a steady state to be smaller than the value of the attenuation parameter Attr when the required torque Tall of the vehicle VEH1 is changing. To do.
- the responsiveness of the control for causing the output torque of the motor generator 10 to follow the target MG torque Tm * is given priority over the vibration suppression of the vehicle VEH1 by the filter processing unit 32c.
- the total torque of the motor generator 10 and the engine 22 is controlled to follow the required torque Tall, so that the driver's acceleration request can be realized quickly. Thereby, the drivability of the vehicle VEH1 of the driver can be improved.
- the modeled transfer characteristic Gpm (s) and the target transfer characteristic Gr (s) are not limited to those exemplified in the above embodiments.
- transfer characteristics Gpm (s) and Gr (s) transfer characteristics such that the orders of the Laplace operators of the denominator and the numerator of the filter transfer characteristics I (s) are 3rd order or higher may be used. .
- the target attenuation coefficient setting unit 32b may set the target attenuation coefficient ⁇ tag when the attenuation parameter Attr reaches its maximum value to a value larger than 1.
- the target attenuation coefficient setting unit 32d may set the target attenuation coefficient ⁇ tag when the attenuation parameter Attr is the minimum value to a value larger than 1.
- the calculation unit 32a performs attenuation under a first situation in which each of the target MG torque Tm * and the target engine torque Te * is greater than 0 and the required torque Tall of the vehicle is increasing. You may perform the process which sets parameter Attr smaller than the value of damping parameter Attr in the 3rd condition where request torque Tall is falling.
- the target damping coefficient setting unit 32b sets the target damping coefficient ⁇ tag continuously larger as the damping parameter Attr is larger.
- the target damping coefficient setting unit 32b sets it stepwise (for example, three stages). May be.
- the target attenuation coefficient setting unit 32d may set the target attenuation coefficient ⁇ tag to be larger stepwise (for example, three stages) as the attenuation parameter Attr is larger.
- the filter processing unit 32c that performs the filtering process of the target MG torque Tm * may be mounted on the first ECU 30.
- the plant model of the modeled transfer characteristic Gpm (s) and the target transfer characteristic Gr (s) is not limited to one that uses the output torque Td of the drive shaft 16 as an output value.
- a vehicle plant model that employs the rotational speed or torsion angle ⁇ of the drive shaft 16 as an output value may be used as the plant model of the modeled transfer characteristic Gpm (s) and the target transfer characteristic Gr (s).
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Abstract
Description
この結果、前記周波数伝達特性の位相遅れを低減し、前記フィルタの入力に対する出力の応答遅れを抑制することができる。
したがって、本発明の一態様は、きびきびした車両走行をドライバが望む状況等、トルク制御の応答性の要求値が増大した場合には、振動周波数成分の減衰度合の増大よりも、該トルク制御の応答性を優先させることができる。また、乗り心地を重視した車両走行をドライバが望む状況等、トルク制御の応答性の要求値が低下した場合には、本発明の一態様は、該トルク制御の応答性の増大よりも、振動周波数成分の減衰度合の増大を優先させている。
この結果、本発明の一態様は、目標トルクに、振動周波数成分減衰させるフィルタ処理を施すことに起因する不都合を低減することができる。
(第1実施形態)
以下、本発明にかかる制御装置を、主機として回転電機のみを備える車両に適用した第1実施形態について、図面を参照しつつ説明する。
インバータ12として、例えば、モータジェネレータ10として三相回転電機が用いられている場合、例えば、電圧制御形の3相インバータが用いられる。このインバータ12は、バッテリ14から出力された直流電圧を交流電圧に変換し、変換した交流電圧をモータジェネレータ10に印加する。この電圧印加により、モータジェネレータ10は電動機として動作する。一方、モータジェネレータ10は、ドライブシャフト16側から伝達される駆動力の供給を受けると、この駆動力に基づいて、発電機として動作する。
車両VEHは、さらに、電流センサ34を備えている。この電流センサ34は、モータジェネレータ10の三相巻線における少なくとも二相の巻線(例えば、第1の実施形態では、V相巻線およびW相巻線)を流れる電流を例えばV相電流およびW相電流として計測し、計測したV相およびW相電流を第2のECU32に対して送る。
第1の実施形態では、目標MGトルクTm*が正の場合、第2のECU32によるインバータ12の制御モードが、モータジェネレータ10を電動機として動作させる力行モードに設定される。一方、目標MGトルクTm*が負の場合、第2のECU32によるインバータ12の制御モードが、モータジェネレータ10を発電機として動作させる回生モードに設定される。第1の実施形態では、力行モードにおいて、アクセル操作量Accが大きいほど目標MGトルクTm*を大きく設定する。
ブレーキ操作量Brkは、車両VEHを減速させるためのドライバから要求される制動トルクを表している。言い換えれば、第2のECU32は、ブレーキ操作量Brkに基づいて、車両VEHを減速させるためのドライバから要求される制動トルクを算出している。
また、第1のECU30は、目標MGトルクTm*を第2のECU32に出力する。
例えば、第1の実施形態では、アクセルペダルセンサ36が設けられ、このアクセルペダルセンサ36により前記アクセル操作量Accが計測され、計測されたアクセル操作量Accが第1のECU30に送られる。例えば、第1の実施形態では、ブレーキペダルセンサ38が設けられ、このブレーキペダルセンサ38により前記ブレーキ操作量Brkが計測され、計測されたブレーキ操作量Brkが第1のECU30に送られる。例えば、第1の実施形態では、車両速度センサ40が設けられ、この車両速度センサ40により前記車両VEHの車両走行速度Vが計測され、計測された車両走行速度Vが第1のECU30に送られる。
第1の実施形態における第2のECU32は、車両走行速度Vが0よりも高い規定速度以上であること、ドライバによってアクセルペダルが踏み込まれていないこと、及びドライバによってブレーキペダルが踏み込まれていることを条件として、その動作モードを力行モードから回生モードにシフトして、モータジェネレータ10の回生制御処理を実行するようになっている。
第2のECU32は、アクセルペダルが踏み込まれていないか否かを、アクセル操作量Accに基づいて判断し、ブレーキペダルが踏み込まれているか否かを、ブレーキ操作量Brkに基づいて判断することができる。
また、第2のECU32は、ブレーキペダルの踏み込み操作によって車両VEHが減速する状況に加えて、例えば、ブレーキペダルの踏み込み操作によって所定の走行速度を維持しつつ車両VEHが下り坂を走行する状況において、回生モードとして動作する。また、回生モードにおいて、第2のECU32は、車両VEHの車両走行速度Vを、モータ回転速度Nmに基づいて算出してもよい。
計算部32a、目標減衰係数設定部32b、フィルタ処理部32c、および駆動制御部32c1は、例えば目標MGトルクTm*の急変時において、駆動系の共振を抑制し、ひいては車両VEHの振動を抑制するように構成されている。駆動系の共振は、例えば目標MGトルクTm*の急変時において、目標MGトルクTm*に駆動系の共振周波数成分が含まれることに起因して生じる。ここで、駆動系の共振は、例えば、公知の駆動系のねじり振動モデル(例えば、駆動系一節ねじり振動モデル)によって表現できる。すなわち、この駆動系のねじり振動モデルは、モータジェネレータ10の慣性モーメントと、このモータジェネレータ10の慣性モーメントにねじりばねで結合された車両重量相当の慣性モーメントとから構成されたモデルである。第1の実施形態において、駆動系の共振周波数frezとして、例えば2~10Hzの範囲内の値を想定している。
また、計算部32aは、回生制御が実行されていない場合よりも実行されている場合において減衰パラメータAttrの値を小さく設定する。ここで、計算部32aは、回生制御の実行の有無を、アクセル操作量Acc、ブレーキ操作量Brk、及び車両走行速度Vに基づいて判断することができる。すなわち、計算部32aは、アクセル操作量Acc、ブレーキ操作量Brk、及び車両走行速度Vに基づいて、ドライバが車両VEHを加速させる意思があるか否か、および回生制御が実行されているか否かを判断することができる。
この場合、目標減衰係数設定部32bは、減衰パラメータAttrの値を入力データとして関係情報RIを参照し、この減衰パラメータAttrの入力データ値に対応する目標減衰係数ξtagの値を読み出す。そして、目標減衰係数設定部32bは、読み出した目標減衰係数ξtagの値をフィルタ処理部32cに出力する。
例えば、目標減衰係数設定部32bは、減衰パラメータAttrが大きいほど、目標減衰係数ξtagを大きく設定する。特に第1の実施形態では、目標減衰係数設定部32bは、減衰パラメータAttrがその最小値Attminとなる場合に目標減衰係数ξtagを規定減衰係数ξpに設定し、減衰パラメータAttrがその最大値Attmaxとなる場合に目標減衰係数ξtagを1に設定する。ちなみに、第1の実施形態において、規定減衰係数ξpは、例えば、0よりも大きくてかつ1よりも小さい値に設定されている。
上式(eq7)において、「s」はラプラス演算子を示し、2次遅れ要素における「ξp」は、駆動系の減衰係数である上記規定減衰係数を示し、2次遅れ要素における「ωp」は駆動系の共振角周波数(固有角周波数ともいう)を示す。第1の実施形態において、共振角周波数ωpと規定減衰係数ξpとは固定値に設定されている。なお、モデル化伝達特性Gpm(s)を上式(eq7)のように表したのは、実際の駆動系(符号40を付している)の周波数伝達特性Gpr(s)を上式(eq7)のように近似したためである。
図2では、フィルタ処理部32cから出力される目標MGトルクTm*をフィルタ処理後目標MGトルクTam*として示している。ここで、図3Aに、目標減衰係数ξtagを、1から規定減衰係数ξpまでの範囲内における様々な値に設定した場合におけるフィルタ処理後目標MGトルクTam*の曲線の時間的推移を示し、図3Bに、目標減衰係数ξtagを、1から規定減衰係数ξpまでの範囲内における様々な値に設定した場合におけるドライブシャフト16の出力トルクTdsの曲線の時間的推移を示す。
例えば、各図3Aおよび図3Bにおいて、目標減衰係数ξtagを規定減衰係数ξpまでの範囲内における様々な値に設定した場合における曲線を実線で示し、同様に、各図3Aおよび図3Bにおいて、目標減衰係数ξtagを1に設定した場合の曲線を実線で示す。各図3Aおよび図3Bにおいて、目標減衰係数ξtagを互いに異なる3つの値に設定した場合の曲線を、それぞれ破線、一点鎖線及び二点鎖線で示す。この破線、一点鎖線及び二点鎖線で示す曲線は、この破線、一点鎖線及び二点鎖線の順で、対応する目標減衰係数ξtagの値が大きくなる性質を有している。
例えば、電流ベクトル制御は、計測されたV相およびW相電流から残りの1相(すなわち、U相)の電流を算出し、得られた三相の相電流(U、V、およびW相電流)を、予めロータ10rに定義された該ロータ10rとともに回転する回転直交座標における第1軸および第2軸の電流値に変換する。そして、電流ベクトル制御は、変換された第1軸および第2軸の電流値(計測電流値)と第1軸および第2軸の指令電流値との第1および第2の偏差をそれぞれ求め、求めた第1および第2の偏差を解消すべき三相指令電圧を求める。電流ベクトル制御は、求めた三相指令電圧に基づいて、インバータ12におけるスイッチング素子のオンオフ制御を行うことにより、モータジェネレータ10のトルクを目標MGトルクTm*に追従させる。
第1の実施形態において、第2のECU32における駆動制御部32c1が例えば「制御器」に相当する。特に、フィルタ処理部32cにおけるフィルタ処理は、例えば、複素領域、すなわちs領域、におけるフィルタ伝達特性I(s)を、例えば離散化された複素領域、すなわちZ領域における離散化フィルタ伝達特性I(z)に変換し、この離散化フィルタ伝達特性I(z)を用いて目標MGトルクTm*をフィルタ処理することが可能である。
また、第2のECU32は、例えば、アクセル操作量Acc、ブレーキ操作量Brkおよび/または車両走行速度Vに基づいて、回生制御処理が実行されているか否か判断する。そして、第2のECU32は、減衰パラメータAttrの値を、回生制御処理が実行されていないと判断した場合の値よりも、回生制御処理が実行されていると判断した場合の値を低くする。
この減衰パラメータAttrの低下により、図3Aおよび図3Bに示すように、目標減衰係数ξtagを減少させて、トルク制御の応答性を向上させている。
すなわち、この第2のECU32の構成によれば、前記フィルタのフィルタ伝達特性I(s)の位相遅れを低減し、該フィルタの入力に対する出力の応答遅延を低減することができる。したがって、この第2のECU32の構成によれば、車両VEHの制振効果を発揮しつつ、ドライバの車両VEHに対するドライバビリティの向上、および回生制御時におけるモータジェネレータ10の回生トルクの目標MGトルクTm*への迅速な調整を実現することができる。
一方、第2のECU32は、乗り心地を重視した車両VEHの走行をドライバが望む場合における減衰パラメータAttrの値を、きびきびした車両VEHの走行をドライバが望む場合における減衰パラメータAttrの値よりも高く設定する。この設定により、図3Aおよび図3Bに示すように、目標減衰係数ξtagを増大させ、目標MGトルクTm*の減衰度合を上昇させている。 すなわち、この第2のECU32の構成によれば、車両VEHの振動抑制効果を向上させながら、ドライバの車両VEHの乗り心地を向上させることができる。
以下、本発明の第2実施形態について、先の第1実施形態との相違点を中心に図4を参照しつつ説明する。図4に示すように、第2の実施形態に関わる第2のECU32Aは、構成要素32aおよび32c1に加えて、上述した目標減衰係数設定部32b及びフィルタ処理部32cとは異なる、目標減衰係数設定部32d及びフィルタ処理部32eを備えている。
この場合、目標減衰係数設定部32dは、減衰パラメータAttrの値を入力データとして関係情報RIを参照し、この減衰パラメータAttrの入力データ値に対応する目標減衰係数ξtagの値を読み出す。そして、目標減衰係数設定部32dは、読み出した目標減衰係数ξtagの値をフィルタ処理部32eに出力する。
第2の実施形態において、目標減衰係数設定部32dは、減衰パラメータAttrが大きいほど、目標減衰係数ξtagを小さく設定する。特に第2の実施形態では、目標減衰係数設定部32dは、減衰パラメータAttrがその最小値Attminとなる場合に目標減衰係数ξtagを1に設定し、減衰パラメータAttrがその最大値Attmaxとなる場合に規定減衰係数ξpに設定する。
したがって、以上説明した第2の実施形態の構成によっても、減衰パラメータAttrの値を制御することにより、フィルタ伝達特性I(s)による減衰度合、すなわち、トルク応答性のレベル、を調整することができる。この結果、上記第1実施形態の効果と同様の効果を得ることができる。
以下、本発明の第3実施形態について、先の第1実施形態との相違点を中心に図5を参照しつつ説明する。
第3の実施形態では、図5に示すように、車両VEH1には、車載主機として、モータジェネレータ10に加えてエンジン22が備えられている。
また、動力分割機構24は、ドライブシャフト16に接続されている。動力分割機構24は、例えば、モータジェネレータ10及びエンジン22の少なくとも一方から出力される動力をドライブシャフト16に伝達するとともに、エンジン22から出力される動力を分割し、第1の分割動力としてドライブシャフト16に伝達するとともに、第2の分割動力としてモータジェネレータ10に伝達する。また、例えば、動力分割機構24は、モータジェネレータ10から出力される動力およびエンジン22から出力される動力を自在に統合し、統合動力をドライブシャフト16に伝達する。なお、第3の実施形態において、駆動系には、モータ出力軸10a、クランク軸22a、動力分割機構24及びドライブシャフト16が含まれる。
モータジェネレータ10のトルク応答性は、エンジン22のトルク応答性よりも高い。このため、車両VEH1の要求トルクTallが変化、すなわち上昇する加速時等においては、モータジェネレータ10のトルクが支配的となる。そこで、第2のECU32Bは、車両VEH1の要求トルクTallが変化している場合における減衰パラメータAttrの値を、車両VEH1の要求トルクTallが定常状態にある場合における減衰パラメータAttrの値よりも大きく設定する。この結果、フィルタ処理部32cによる車両VEH1の振動抑制を、車両VEH1のドライバビリティの向上よりも優先する。
一方、第2のECU32Bは、車両VEH1の要求トルクTallが定常状態にある場合における減衰パラメータAttrの値を、車両VEH1の要求トルクTallが変化している場合における減衰パラメータAttrの値よりも小さく設定する。これにより、モータジェネレータ10の出力トルクを目標MGトルクTm*に追従させる制御の応答性を、フィルタ処理部32cによる車両VEH1の振動抑制よりも優先させる。この結果、モータジェネレータ10とエンジン22の合算トルクを要求トルクTallどおりに追従制御されることで、ドライバの加速要求を迅速に実現することができる。これにより、ドライバの車両VEH1のドライバビリティを向上させることができる。
なお、上記各実施形態は、以下のように変更して実施してもよい。
Claims (7)
- 回転電機(10)からの動力を駆動輪(18)に伝達する駆動系を備えた車両における前記回転電機を制御する制御装置であって、
周波数伝達特性を有するフィルタを用いて前記回転電機の目標トルクにフィルタ処理を施すことにより前記駆動系の振動周波数成分を減衰させるフィルタ処理器(32c;32e)と、
前記フィルタ処理が施された目標トルクに基づいて、前記回転電機の駆動制御を行う制御器(32c1)と、
前記車両の走行状態に基づいて、前記目標トルクに対する前記回転電機の出力トルクの応答性の要求値に関するパラメータを算出するパラメータ算出器(32a)と、
前記出力トルクの応答性の要求値の増大に応じて前記振動周波数成分の減衰度合いを減少させるように前記フィルタの周波数伝達特性を可変設定する可変設定器(32b;32d)と、
を備えたことを特徴とする回転電機の制御装置。 - 前記駆動系は、前記回転電機と前記駆動輪とを接続する駆動軸(16)を含み、
前記フィルタ処理器は、前記周波数伝達特性を有する前記フィルタに基づくフィルタ処理を前記目標トルクに施し、
前記周波数伝達特性は、目標伝達特性をモデル化伝達特性で除算することにより表されており、
前記モデル化伝達特性は、前記車両のプラントモデルの周波数特性であり、このプラントモデルは、前記回転電機の前記出力トルクを入力値とし、かつ前記駆動輪側へと出力するトルク、前記駆動軸の回転速度、および前記駆動軸のねじり角の内の何れかを表す出力パラメータを出力値とするプラントモデルであり、
前記目標伝達特性は、前記プラントモデルの目標周波数特性であり、前記モデル化伝達特性および前記目標伝達特性のそれぞれは、N次の遅れ要素(Nは2以上の整数)を含んでいる請求項1記載の回転電機の制御装置。 - 前記目標伝達特性に含まれる前記N次の遅れ要素には、減衰係数を含む項が含まれ、
前記可変設定器(32b)は、前記出力トルクの応答性の要求値の増大に応じて前記減衰係数を大きく設定する請求項2記載の回転電機の制御装置。 - 前記可変設定器は、前記出力トルクの応答性の要求値がその最小値となる場合に前記周波数伝達特性が1となるような第1の値を前記減衰係数として設定し、前記要求値がその最大値となる場合に前記減衰係数を1以上の第2の値に設定する請求項3記載の回転電機の制御装置。
- 前記モデル化伝達特性の前記N次の遅れ要素には、減衰係数を含む項が含まれ、
前記可変設定器(32d)は、前記要求値の増大に応じて前記減衰係数を小さく設定する請求項2記載の回転電機の制御装置。 - 前記可変設定器は、前記出力トルクの応答性の要求値がその最小値となる場合に前記減衰係数を1以上の第1の値に設定し、前記出力トルクの応答性の要求値がその最大値となる場合に前記周波数伝達特性が1となるような第2の値を前記減衰係数として設定する請求項5記載の回転電機の制御装置。
- 前記駆動系(10a,16,22a,24)は、前記回転電機から出力された動力及び前記車両に搭載された内燃機関から出力された動力を前記駆動輪に伝達するように構成されており、
前記可変設定器は、第1の状況下における前記振動周波数成分の減衰度合が、第2の状況下における前記振動周波数成分の減衰度合よりも大きくなるように、前記フィルタの周波数伝達特性を可変設定するように構成されており、
前記第1の状況は、前記回転電機から出力された動力及び前記内燃機関から出力された動力が前記駆動輪まで伝達されて、かつ前記回転電機の目標トルク及び前記内燃機関の第2の目標トルクの合計値が上昇している状況下であり、
前記第2の状況は、前記回転電機の目標トルク及び前記内燃機関の第2の目標トルクの合計値が定常状態となる状況下である請求項1~6のいずれか1項に記載の回転電機の制御装置。
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