• 专利附录
  • 专利说明
  • 权利要求
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    • 专利摘要:
    vibration inhibition control apparatus for a vehicle on electric power and vibration inhibition method for a vehicle on electric power. supplied is an electrically powered vehicle in which unexpected vibration or shock is prevented during torque transmission interruption. an electric vehicle having an electric motor (1) as the source of motive power thereof is provided with an f/f calculating unit (91), an f/b calculating unit (92), an adder (97) , model evaluation units (93.95), and torque target value exchange units (94.96). the f/f calculation unit (91) calculates a first target torque value (tm*1) by calculating f/f. the f/b calculation unit (92) calculates a second target torque value (tm*2) by calculating f/b using a model (gp(s)). the adder (97) adds the first torque target value (tm*1) and the second torque target value (tm*2) to obtain a motor torque command value (tm). the evaluation units of the model (93.95) evaluate whether or not an interruption in the transmission of torque to the drive axles (4) occurs. torque value change units (94,96) stop f/f calculation and f/b calculation while torque transmission is evaluated as being interrupted.
    公开号:BR112013001748B1
    申请号:R112013001748-1
    申请日:2011-07-21
    公开日:2021-06-15
    发明作者:Jun Motosugi；Satoru Fujimoto；Hiroyuki Ashizawa
    申请人:Nissan Motor Co., Ltd；
    IPC主号:
    专利说明:

    Technical Field
    [001] The present invention concerns a vibration suppression control system for an electrically driven vehicle, and a vibration suppression method for the same applied to an engine torque command that is obtainable by pre-control. feed (F/F) and feedback control (F/B). The electrically powered vehicle has an electric motor as a source of motive power. Background of the Technique
    [002] Conventionally, in a vehicle powered by an electric motor, such a vibration suppression control system is known to control an engine torque where a stationary target torque is determined based on various vehicle information, a first target torque is calculated by a pre-feed calculation (hereafter referred to as operator or F/F calculation), and a second target torque is calculated based on a feedback calculation (hereafter referred to as operator or F/B calculation). ), respectively. Then, by adding the first target torque and the second target torque, a motor torque command is obtained to control the motor torque (see, for example, Patent Document 1).Prior Art DocumentsPatent Literature Japanese patent application open to public inspection, No. 2003-9566 Summary of the InventionProblems that the Invention remains to be solved
    [003] However, in the conventional vibration suppression or dampening control system for a vehicle using an electric motor, in any running or travel scenario, the first target torque (i.e. F/F torque) and the second target torque (ie F/B torque) are calculated using a Gp(s) model defining a transfer function between a vehicle torque input and engine rpm.
    [004] Therefore, there is a problem in such drive scenarios that, where torsional vibration of the drive system is hardly generated, the malfunction by F/F and F/B calculations leads to unexpected vibration or shock.
    [005] For example, in such operating scenarios with torque transmission being interrupted where a tire or wheel rotates to the sliding of motive force, or, a clutch arranged in a drive system or transmission cable is slipping or loose, etc. ., torsional vibration only occurs in response to the change in engine torque. In these operating scenarios, since the transfer function between vehicle torque input and engine rotation speed is greatly different from the previously assumed Gp(s) model, the F/F and F/B calculations using the model Gp(s) cause malfunction.
    [006] The present invention was made focusing on the problems described above and aims to provide a vibration suppression control system for an electrically driven vehicle and vibration suppression method for the same that can suppress or dampen vibration or shock unexpected events during interruptions in torque transmission. Solution to Problem
    [007] To achieve the above objective, the vibration suppression control system for an electrically driven vehicle according to the present invention is configured to have, in an electrically driven vehicle using an electric motor as a power source, a sensor or rotation detector, motor target torque calculation unit, first target torque calculation unit, second target torque calculation unit, motor torque command adjustment mechanism, determination mechanism, and vibration suppression mechanism .
    [008] The rotation detection mechanism detects a rotation speed of the engine.
    [009] The engine target torque calculation unit calculates a target engine torque based on a demand or request from the driver.
    [010] The first target torque value calculation unit calculates a first target torque value by a pre-feed calculation or operation using a transfer function model between torque input and motor rotation speed with respect to the target motor torque value.
    [011] The second target torque calculation unit calculates a second target torque value based on the feedback calculation using a transfer function mode between the torque input and the motor rotation speed with respect to the motor rotation speed. motor.
    [012] Motor torque command tuning mechanism adds the first target torque value and the second target torque value to obtain a motor torque command to the motor.
    [013] The determination mechanism determines whether or not the transfer function model between torque input and motor rotational speed corresponds to an actual transfer function.
    [014] The vibration suppression mechanism stops the pre-feed calculation of the first target torque value based on the first target torque calculation unit and the feedback calculation of the second target torque value based on the calculation unit second target torque, and uses the target motor torque value as the motor torque command value. Effect of the Invention
    [015] Thus, although the model transfer function between input torque and motor rotation speed is not determined to match the actual transfer functions, the pre-feed operation and the feedback operation are both stopped.
    [016] That is, during interruptions of torque transmission to the drive axle, the transfer function from the engine rotation speed to the vehicle torque input is significantly different from the model assumed in advance. Therefore, although the torque transmission is being interrupted, stopping the pre-feed operation and the feedback operation using the model, malfunction can be prevented due to the execution of both operations.
    [017] As a result, it is possible to suppress the unexpected vibration or shock to be caused during interruptions in torque transmission. Brief Description of Drawings
    [018] FIG. 1 is a general configuration diagram illustrating a vibration suppression control device for an electric vehicle (an example of electrically powered vehicle) in the first mode.
    [019] FIG. 2 is a schematic diagram of the equation of motion of the vehicle drive system where (a) shows a top view of the torsional vibration system and (b) a side view of the same, respectively.
    [020] FIG. 3 is a control block diagram illustrating a vibration control unit 9b included in a motor controller 9 of the first mode.
    [021] FIG. 4 is a control block diagram showing a vibration suppression control unit in the Comparative Example.
    [022] FIG. 5 is a time table of the simulation results showing the respective functions of FF torque, FB torque, final output torque, and drive torque at electric vehicle start that is applied with the vibration suppression control of the comparative example .
    [023] FIG. 6 is a time table of the simulation results showing the respective functions of FF torque, FB torque, final output torque, and drive torque at electric vehicle start that is applied with the vibration suppression control of the first mode .
    [024] FIG. 7 is a control block diagram illustrating a vibration control unit 9b included in a motor controller 9 of the second mode.
    [025] FIG. 8 is a time table of simulation results showing the respective functions of FF torque, FB torque, final output torque, and drive torque at electric vehicle start that is applied with the second vibration suppression control modality.
    [026] FIG. 9 is a control block diagram illustrating a vibration control unit 9b included in an engine controller 9 of the third mode. Modalities for Implementing the Invention
    [027] The most preferable mode will be described below with reference to the first to third embodiments shown in the drawings, which provide a damping or suppression control system for an electrically driven vehicle and a method of suppression of an electrically driven vehicle in accordance with the price. - feels invention. First Mode
    [028] First, the description is made of the configuration.
    [029] FIG. 1 is a general configuration diagram illustrating an electric vehicle vibration damping or suppression control device (an example of electrically driven vehicle) according to the first embodiment. The following describes the general structure, based on FIG. 1.
    [030] As shown in Figure 1, the traction system or transmission cable of an electric vehicle control device applied with the vibration suppression control device includes an electric motor 1 (motor), a stepped transmission 2, a differential gear 3, left and right drive axles 4, 4 and left and right drive wheels 5, 5.
    [031] As shown in Figure 1, the control system of an electric vehicle control device applied with the vibration suppression control device in the first mode includes a throttle opening sensor 6, a rotation angle sensor of the engine 7, the drive axle rotation angle sensor 8, and an engine controller 9.
    [032] Throttle open sensor 6 detects APO throttle opening operable by operation of the driver's throttle. The engine rotation angle sensor 7 detects the engine angular speed wm using a determi- tor and others. The drive axle rotation angle sensor 8 detects the angular speed ww of the drive wheel.
    [033] Motor controller 9 represents a control mechanism for controlling a motor torque of electric motor 1 based on input information, and includes motor torque adjustment unit 9a, vibration suppression control unit 9b and engine torque control unit 9c.
    [034] The engine torque adjustment unit 9a calculates a steady state target torque value Tm* based on the throttle opening APO from the throttle opening sensor 6 and the engine angular speed wm from the rotation angle sensor. engine 7.
    [035] The vibration suppression control unit 9b receives the target steady-state torque Tm*, motor angular speed wm and drive wheel angular speed ww. Furthermore, with the exception of the torque transmission interruption period, a motor torque command value Tm is determined by performing either an F/F calculation or operation using an ideal model Gm(s) and model Gp(s) of transfer function between vehicle engine input and engine RPM as an F/B calculation or operation using the Gp(s) model and an H(s) bandpass filter.
    [036] Motor torque control unit 9c drives a drive (not shown) via a PWM and other signal and controls the output torque of electric motor 1 to follow the motor torque command Tm.
    [037] Now, based on FIG. 2, the description will be made of a Gp(s) Gp model of transfer function between input torque for vehicle and engine speed. FIGs. 2 (a), (b) respectively show an explanatory diagram representing the equation of motion of the vehicle drive system where the reference signals respectively denote:Jm Motor inertiaJw Drive wheel inertiaM Vehicle mass:Kd Torsional Hardness of drive systemKt Coefficient of friction of the tire on the road surfaceN General gear ratior Operating radius of the tirewm Angular speed of the engineTm Engine torqueTD Torque of the driven wheels:F Force applied to the vehicle:V Vehicle speedww Angular speed of the drive wheel
    [038] Based on FIG. 2, the following equations of motion (1) to (5) can be derived: Jm • dwm / dt = Tm-TD / N ... (1)2Jw • dwm / dt = TD-rF-Fbrk ... (2)M • dV / dt = F . .. (3) TD = KD f (wm / N-ww) dt ... (4)F = KT (rww-V) ... (5)
    [039] Then, based on equations (1) to (5), transfer functionGp(s) of the motor rotation speed from the motor torque can be expressed as follows:Gp(s) = (b3s3 + b2s2 + b1s + b0) / s (a4s3 + a3s2 + a2s + a1) ... (6)a4 = 2Jm • Jw • M ... (7)a3 = Jm (2Jw + Mr2) KT ... ( 8)a2 = {Jm + (2Jw/N2)} M • KD ... (9)al = {Jm + (2Jw/N2) + (Mr2/N2)} KD • KT ... (10)b3 = 2Jw • M ... (11)b2 = Jm (2Jw + Mr2) KT ... (12)bl = M • KD ... (13)b0 = KD • KT ... (14)
    [040] Here, examination of the poles and zero point of the transfer function of equation (6) reveals that a pole and a zero indicate values very close to each other. This is equivalent to showing the values α,β are very close in the following equation (15).Gp (s) = (s + β) (b2's2 + b1's + b0 ') / s (s + α) (a3' s2 + a2's + a1') ... (15)
    [041] Therefore, approximating as α = β, that is, zero-pole cancellation in equation (15), Gp (s) = (b2's2 + b1's + b0 ') / s (a3's2 + a2's + a1 ') ... (16)
    [042] Thus, as shown in the above equation (16), the transfer function model Gp(s) of the input torque to the vehicle and the engine rotation speed is represented in the form of (second order)/( third order).
    [043] Now, description is made of bandpass filter H(s).
    [044] H(s) serves as a feedback element reducing vibration only when fitted as a pass-through filter. In this circumstance, the frequency fp is defined as a tensional resonance frequency and the transfer function H(s) is set in the following equation (17), so the vibration suppression function will be approximately the same between the low-pass side and high pass side, and the voltage vibration resonance frequency is set at about the middle of the pass band on the logarithmic axis (log scale).H (s) = THS / {(1 + THS) • ( 1 + TLS)} ... (17)OndetL = 1 / (2πfHC), fHC = fp, tH = 1 / (2πfLC), fLC = fp
    [045] Thus, the bandpass filter H(s) is configured by the transfer function represented by equation (17).
    [046] FIG. 3 is a control block diagram illustrating a vibration control unit 9b included in a motor controller 9 in the first mode. The following describes the configuration of the damping or suppression control unit 9b based on FIG. 3.
    [047] As shown in FIG. 3, the vibration suppression control unit includes F/F 91 calculation unit or operation (means of first target torque value calculation), F/B 92 calculation unit or operation (second value calculation means of target torque), a first model 93 determination unit (means of determination), first target torque exchange unit 94 (vibration suppression means), second model 95 determination unit (means of determination), unit of exchange of second target torque 96 and adder 97 (means of adjustment of motor torque command value).
    [048] The F/F calculation unit 91 receives the steady-state target value Tm*, and calculates the first target torque value Tm* 1 by passing through a filter, Gm(s)/Gp(s) using the ideal model Gm(s) and the model Gp(s) between vehicle input torque and engine rotation speed.
    [049] The F/B operation or calculation unit 92 calculates a motor angular velocity estimate wm # from the motor torque command value Tm and the model Gp(s). On the other hand, motor angular speed wm is detected by the angular speed sensor or motor rotational speed 7 when the actual plant Gp’(s) is provided with the motor torque command Tm via the inverter. A deviation Δw between the estimated motor rotational speed wm # and the motor rotational speed wm is obtained, and passing this deviation atravésw through a filter composed of H(s)/Gp(s) using Gp(s) model ) and bandpass filter H(s), the second target torque Tm*2 is calculated.
    [050] The first model determination unit 93 determines whether or not the actual transfer functions substantially correspond to the model Gp(s) of the transfer function between the vehicle torque input and the engine rotation speed.
    [051] More specifically, the method of determination by the first model determination unit 93 is done in such a way that when an absolute value of the difference between the motor angular speed or the rotational speed wm detected by the rotational angle sensor of motor 7 and drive wheel angular speed ww is less than or equal to a predetermined value, the substantial couple will be confirmed and an ON determination will be made (e.g. time Tff in FIG. 6 represents "a substantial couple determination time ”). On the other hand, when the absolute value of the difference between the motor angular speed wm and the drive wheel angular speed ww exceeds the predetermined value, then a torque interruption condition is confirmed where the actual transfer function differs from the model Gp (s). Note that the angular velocity of the drive shaft ww is converted to obtain the corresponding angular velocity of the drive shaft considering the gear ratio of transmission step 2. However, when the gear ratio or speed ratio along electric motor 1 through of sprocket 5 is not definitive, the speed ratio at the end of the shift process can be used. Furthermore, when the first model determination unit 93 determines for ON determination, then the F/F calculation unit 91 starts the F/F calculation.
    [052] The first target torque value switching unit 94 above is a switch for switching the output based on the determination result of the first model determination unit 93. More specifically, when the determination result in the determination unit of first model 93 is determination OFF, then a steady state target torque value Tm* will be sent to adder 97. When the first model 93 determination unit determines a determination ON, the first target torque Tm*1 will be transmitted to adder 97 .
    [053] The second model determination unit 95 determines whether or not the actual transfer function completely pairs with the model Gp(s) transfer function between the vehicle torque input and the engine rotation speed.
    [054] More specifically, the method of determination employed in this method of determining the second model is so that when the absolute value of a difference between the motor angular velocity wm detected by the motor rotation angle sensor 7 and the speed angle of the drive wheel ww is held below or equal to a predetermined value for a predetermined time, a full pair will be confirmed for ON determination (e.g. time Tfb in FIG. 6 represent "the moment of full pair determination"). On the other hand, when the absolute value of a difference between the motor angular speed wm and the drive wheel angular speed ww exceeds the predetermined value, or the absolute value of the difference is kept below or equal to the predetermined value by less than the predetermined time, then interruption of the torque transmission condition is confirmed by the OFF setting. In other words, since the second model determination unit 95 requires predetermined determination time ON, the determination time ON is always after the first model determination unit 93. The angular velocity of the drive shaft ww is converted in the same way as the first model determining unit 93, so that the corresponding angular speed of the drive shaft becomes available using the gear ratio or the speed ratio of a multi-step transmission 2. However, when the speed ratio along the electric motor 1 through the drive wheels 5, 5 is not definitive, then the speed ratio at the completion of the shift process will be used. Furthermore, following the ON determination by the first model determination unit 93, the F/B calculation through the F/B calculation unit will be started.
    [055] The second target torque switching unit 96 is a switch that switches the output based on the determination result of the second model determination unit 95. More specifically, when the determination result of the determination unit 95 is the determination OFF, “0” Nm will be transmitted to adder 97. When the second model determination result determination result indicates an ON determination, the second target torque value Tm*2 will be transmitted to adder 97.
    [056] Adder 97 combines or adds the output of the first target torque change unit 94 and the output of the second target torque change unit 96 to form or adjust Tm to a motor torque command value. When both the first target torque change unit 94 and the second target torque change unit 96 indicate ON determination, Tm will be set to Tm*1+Tm*2.
    [057] When both the first target torque change unit 94 and the second target torque change unit 96 indicate OFF determination, Tm will be set to Tm*. When the first target torque change unit 94 is for ON determination while the second target torque change unit 96 indicates OFF determination, Tm will be made as Tm*1.
    [058] Now the operation is explained.
    [059] First, a description of the “Comparative Example Problem” is made. Subsequently, the vibration damping or suppression operations with respect to the electric vehicle in the first mode will be explained by subdividing the "Vibration suppression operation during an operating scenario where the transfer function is different from the Gp(s) model" and "a vibration suppression operation where the transfer function switches to a model pair. Comparative Example Problem
    [060] It is assumed that in the Comparative Example, as shown in FIG. 4, The vibration suppression unit is comprised of F/F calculating unit, F/B calculating unit, and adder.
    [061] The F/F calculation unit receives a steady-state target torque Tm* and calculates a first target torque Tm*1 by traversing an ideal model Gm(s) and Gp(s) between the vehicle torque input and the engine rotation speed. Steady state target Tm* is determined based on throttle opening and engine speed.
    [062] The F/B calculation unit calculates an estimated engine rotation speed based on the Gp(s) transfer function between the vehicle torque input and the engine rotation speed. Then, by introducing the difference between the engine speed estimate and a detected value and through an F/B calculation that goes through an H(s)/Gp(s) filter using the Gp(s) model and a pass filter. band H(s) calculate a second target torque Tm*2.
    [063] The adder adds the first target torque Tm*1 and the second target torque Tm*2 to obtain a motor torque command Tm. Afterwards, a control is performed in such a way that the actual motor output torque stops or follows the motor torque command Tm.
    [064] In the Comparative Example, in each operating condition, based on the difference between the detected value of the engine rotation speed and the estimated engine rotation speed calculated by the Gp(s) model is used to calculate a torque of F/B (second target torque Tm*2). Therefore, in such operating scenarios where transmission cable vibration hardly occurs in response to a change in engine torque (eg operating scenarios (a), (b) explained below), since the function of engine rotation speed transfer with respect to torque input to the vehicle is greatly different from the previously estimated Gp(s) model, so malfunctions of the F/B calculation with unexpected vibration or shock followed. the coefficient of friction between the drive wheel and the road surface is small, and the drive wheels are sliding excessively, the tire only rotates as the reaction force of the road surface is lower despite the change in engine torque so the driveline barely rotates.(b) If, in a system having one or more clutches to selectively connect and disconnect power between the drive motor and drive wheels, the clutch keeps slipping or loose, torque transmission to the driven wheels despite the engine torque change will simply be interrupted by a clutch so that the engine idles without rotating the transmission cable.
    [065] To cope with the malfunction of the F/B calculation above, a possible strategy would be to start the F/B calculation or operation after confirming that the motor rotation speed transfer function with respect to the input torque for the vehicle is consistent with the Gp model(s). In this case, however, since the unavoidable measurement delay or tolerance in the relevant sensors that measure the state of the vehicle will make it difficult to determine at the perfect time. Therefore, to prevent a malfunction of the operation or F/B calculation, it is necessary to reliably determine with a moment slightly slower than the real one. However, there is a possibility of vibration due to the change in steady state torque when, during the delayed time period, the target steady state torque changes without working an F/F operation or calculation.
    [066] Now, the simulation results of the Comparative Example will be described with reference to FIG. 5.
    [067] The correlation or correspondence between each waveform shown in FIG. 5 and the block diagram in FIG. 4 are as follows: "FF torque" = "first target torque value Tm* 1" "FB torque" = "second target torque value Tm* 2" "final output torque" = "Tm* 1 + Tm * two"
    [068] Now, the description will be made from the start operation (example of working scenarios). For comparison of the problem, the condition OFF in F/B operation is added.ConditionTime in which the transfer function of the engine rotation speed with respect to the input torque of the vehicle pairs real model Gp (s) Tma: 0.1 [s] Input time of stationary target torque value Tin: 0.3 [s]F/F calculation start time Tff: 0.0 [s]F/B calculation start time Tfb: 0, 0 [s] (solid line), F/B OFF operation (dotted line) Description
    [069] F/B operation starts at time Tff before time Tma at which the transfer function from engine rotation speed to torque input for the vehicle actually pairs with model Gp(s). Therefore, on the occasion that the Gp(s) transfer function of the engine rotation speed against the engine torque input pairs with the actual due to a sudden change in the control target, as shown as the torque function of FB in FIG. 5 by arrow A, F/B calculation malfunctions. Therefore, as shown in FIG. 5 as the drive torque function by arrow B, a torque fluctuation is uncomfortable for the conductor between the moment of pairing between the model Gp(s) and the real function Tma through a steady-state target input time Tin. Therefore, after entry time of the target value Tin, a periodic vibration is observed due to a periodic change in the drive torque. Incidentally, the drive torque functions under ideal condition (dotted line) with F/B OFF calculation do not indicate a torque fluctuation during the time period between the time Tma of the pair between the Gp(s) model and the real function through the steady-state target torque input time Tin. Operation of Vibration Suppression in Operating Scenario where the Transfer Function is different from Model Gp(S)
    [070] As described above, in operating scenarios where the transfer function is different from the Gp(s) model, it is necessary to minimize the influence caused by malfunctions of the F/F and F/B calculations. In the following, the vibration suppression operation will be described in an operating scenario where the transfer function reflecting this is different from the Gp(s) model.
    [071] As described above, in cases where the wheel rotates in traction slip, or the clutch interposed in the transmission cable is slipping or loose, and others, i.e. in a running scenario of interruption of the engine torque transmission , little tensional vibration occurs due to the change in engine torque.
    [072] In such an operating scenario, due to the actual transmission function being different from the Gp(s) model, the absolute value of the difference between the engine angular speed wm detected by the engine rotation angle sensor 7 and the speed The drive wheel angular velocity ww detected by the drive wheel angular velocity sensor 8 exceeds a predetermined value. Therefore, in the first model determination unit 93, a determination of FF "0" is made as the interruption of the torque transmission or cutting state, and in the first target torque change unit 94, the steady state target torque Tm * is switched to be transmitted to the adder 97. Still, in the second model 95 determination unit as well, an “OFF” determination is made as a torque cut-off state, and in the second target torque change unit 96, “0 ”Nm is swapped to be transmitted to adder 97. Therefore, the motor torque command value Tm is given by the expression; Tm = (Tm* +0) = Tm*.
    [073] As described above, in the first modality, although an interruption in the transmission of torque is determined, a structure was adopted to stop the operation or calculations of F/F and F/B using model Gp(s).
    [074] In other words, during the interruption period of torque transmission to drive wheels 5, 5, the transfer function of the engine rotation speed to the torque input for the vehicle differs greatly from the Gp model assumed with advance, malfunction occurs when performing the F/F and F/B calculations using the Gp(s) model.
    [075] Therefore, when the operating scenario is determined to be the discontinuity or interruption of torque transmission, preventing malfunction due to the execution of F / F and F / B calculations, the possibility of causing unexpected vibration and shock may be reduced. Effect of Damping or Suppression of Vibration in the Operating Scenario where Change of the Transfer Function facing the Model Pair
    [076] As described above, when starting torque control from the state of the F/F and F/B operations being zero, in order to suppress the occurrence of torque fluctuations due to malfunction of the F/B operation , start of F/F operation is preceded, and then, it is necessary to delay the start time of start time of F/B operation with respect to F/F operation. The following describes the damping effect in the trigger scenario where the transfer function that reflects this situation works in an operating state facing a model pair.
    [077] As described above, during a transition from the scenario where drive torque transmission is interrupted back to normal torque transmission by clutch engagement and slip drive suppression, or other, F/ F and F/B stopped are required to return. In other words, based on the disturbance torque caused by gear dead play or others, the inhibiting effect of rotating vibration due to the driving force transmission system should be obtained by the F/F and F/B calculations.
    [078] In such a transitional state of operating scenario, since the engine rotation speed transfer function in response to vehicle torque input gradually approaches the previously assumed model, the absolute value of the difference between the motor angular speed wm detected by the motor rotation angle sensor 7 and the drive wheel angular speed ww detected by the drive wheel angular speed 8 is within the predetermined value. Therefore, in the first model determination unit 93, an ON determination is made that the actual transfer function is substantially consistent with the model Gp(s), and in the first target torque exchange unit 94, the first target torque Tm* 1 is swapped to be transmitted to adder 97.
    [079] On the other hand, in the transition state of the operating scenario, for the transfer function of the engine rotation speed with respect to the input torque for the vehicle to exactly match the Gp(s) model previously assumed, it is It is necessary to wait for a predetermined time to elapse in which the absolute value of the difference between the angular speed of the motor wm and the angular speed of the motor of the traction wheels ww remains within the predetermined value for a predetermined time. Thus, in the second model determination unit 95, after a predetermined time has elapsed when the absolute value of difference between the motor angular velocity wm and the drive wheel angular velocity ww is kept within a predetermined value, a ON determination is made, and in the second target torque change unit 96, the second target torque Tm*2 is changed to be transmitted to the adder 97.
    [080] Thus, during a period of time when the first target torque change unit 94 makes determination or judgment ON and the second target torque change unit 96 makes determination OFF, in adder 97, the command value of motor torque Tm is given by an equation; Tm = Tm* 1. Furthermore, when both the first target torque change unit 94 and the second target torque change unit 96 make determination ON, in adder 97, the motor torque command Tm is given by the equation Tm = Tm* 1 + Tm* 2.
    [081] Now, a description is made of the simulation results of the first modality with reference to FIG. 6.
    [082] The correspondence or correlation between each waveform in FIG. 6 and the block diagram in FIG. 3 is as follows: “FF torque” = “first target torque value Tm* 1” “FB torque” = “second target torque value Tm* 2” “Final output torque” = “Tm* 1 + Tm * two"
    [083] Afterwards, a description will be made of the start operation of FIG. 6 (example of a working scenario). The OFF condition of the F/B calculation is added for comparison.ConditionTime at which engine speed transfer functions with respect to vehicle torque input actually pairs with model Gp(s) Tma: 0.1 [ s]Stationary target torque value input time Tin: 0.3 [s]F/F operation start time (Time in substantial pair decision) Tff: 0.0 [s]F/F operation start time F/B (Time in exact pair decision) Tfb: 0.6 [sec] (solid line), F/B OFF operation (dotted line) Description
    [084] Tma is defined as model pair time at which the engine speed transfer function with respect to vehicle torque input actually pairs with model Gp(s). F/B calculation starts at the exact pairing decision moment Tfb (0.6[s]), that is, a moment later than the model pairing time Tma (0.1 [s]). Therefore, malfunction of the F/B calculation generated in the Comparative Example can be prevented here (arrow A, FIG. 6), and a torque fluctuation proposing an inconvenience to the conductor can be suppressed (arrow B, FIG. 6).
    [085] Also, F/F operation starts at a moment before the model pair time Tma (0.1 [s]), that is, at a substantial pair moment Tff (0.0 [s]). Therefore, as shown in the FF torque function indicated by arrow C in FIG. 6, the FF operation works as intended, and as shown in the drive torque function indicated by arrow D in FIG. 6, a transient response close to the ideal state (dotted line) can be achieved.
    [086] As described above, in the first mode, when determining a transition to the start of torque transmission from the broken or interrupted torque transmission to the 5.5 drive axles, such a configuration is adopted in which the FF operation precedes the F/B operation.
    [087] More specifically, based on determining the start of torque transmission, when the F/F operation and F/B operation would be started at the same time, at which time the transfer function actually pairs with the model Gp(s) previously assumed, the control objective or target will be changed abruptly, thus the F/B operation works poorly and the transmission torque fluctuates with the possible incurring tensional vibration of the transmission cable (see Comparative Example).
    [088] In contrast, since the FF operation starts working in response to the change in stationary torque before the moment at which the transfer function actually pairs with the previously assumed Gp(s) model, the vibration induced due to change in steady-state torque after the transfer function has paired with the previously assumed Gp(s) model can be prevented. In addition, malfunction due to F/B operation conducted before the actual transfer function pair with Gp(s) model previously defined, can be prevented because of F/B operation being performed after the state paired. Therefore, in such operating scenarios as the vehicle starting operation, or, clutch engagement released during vehicle travel, and others, i.e. the torque transmission start region, an unexpected vibration and shock can be deleted.
    [089] Now the technical effects will be described.
    [090] In the vibration suppression control system for an electric vehicle in the first mode, the following effects can be achieved. (1) An electrically driven vehicle (electric vehicle) having an electrically driven motor (electric motor 1) as a source of power; comprising: a rotation speed detector (motor rotation angle sensor 7) for detecting the rotation speed (motor angular speed wm) of the motor (electric motor 1); a motor target torque calculation unit (motor torque adjustment unit 9a) for calculating a motor target torque value (steady state target torque Tm*) in response to the driver's request; a first calculation unit target torque (operating unit of F/F 91) to calculate a first target torque Tm*1 per operation or F/F calculation using transfer function between the torque input for the motor rotation speed, in response to the value motor target torque value (steady state target torque value Tm*); a second target torque calculation unit (operating unit of F/B 92) to calculate a second target torque Tm*2 per operation or F calculation /B using transfer function between torque input to motor rotational speed, based on the rotational speed (motor angular velocity wm) of the motor (electric motor 1); a motor torque command adjustment mechanism ( adder 97) adding the first torque to lvo Tm*1 and the second target torque Tm*2 to obtain the motor torque command value Tm to the motor (electric motor 1); a determination mechanism (determination unit of first model 93, second determination unit 95 ) to determine whether or not the model Gp(s) transfer function between torque input and motor rotational speed pairs with actual transfer function; and a vibration suppression mechanism (first target torque change unit 94, second target torque change unit 96) to adjust the target motor torque (steady state target torque Tm*) as the motor torque command Tm during the period of time the transfer function between input torque and motor rotation speed Gp(s) is not determined to pair with the actual transfer function, stopping F/F operation of first target torque Tm *1 using the first target torque calculation unit (operation unit of F/F 91) and the F/B operation of the second target torque Tm*2 using the second target torque calculation mechanism (calculation unit or operation of F/B 92).
    [091] Therefore, it is possible to provide a damping or vibration suppression control device for an electrically driven vehicle (electric vehicle) to prevent unexpected vibration or shock from generating during a state of discontinuity in torque transmission.(2) The mechanism of vibration suppression (first target torque change unit 94, second target torque change unit 96) calculates the motor torque command Tm under determination of the recovery condition being satisfied by initiating the first F/F calculation or operation target torque Tm*1 using the calculation unit of the first target torque (operation unit of F/F 91) before the F/B operation of the second target torque Tm*2 using the calculation unit of the second target torque (unit of F/B operation 92).
    [092] Therefore, in addition to the effects of (1), it is still possible to suppress the unexpected vibration or shock in the transitive region to start torque transmission by interrupting torque transmission. (3) The determination mechanism (determination unit of first model 93, second model 95 determination unit) determines that the transfer function Gp(s) between the torque input and the motor rotation speed is not consistent with the actual transfer function when the absolute value of the difference between the motor angular speed wm and drive wheel angular speed ww exceed a predetermined value.
    [093] Therefore, in addition to the effect of (1) or (2), based on the absolute value of the difference between the motor angular velocity wm and the drive wheel angular velocity ww, the unpaired state between the transfer function Gp(s) between torque input and motor rotation speed and real transfer function with high accuracy. (4) The determination mechanism (first model 93 determination unit, second model 95 determination unit) determines that the recovery condition has been satisfied when the absolute value of the difference between the motor angular velocity wm and the drive wheel angular velocity ww is within a predetermined value.
    [094] Therefore, in addition to the effects of (2) or (3), based on the absolute value of the difference between the motor angular velocity wm and the drive wheel angular velocity ww, the transition to recovery from a state in which the transfer function model Gp(s) between torque input and motor rotation speed does not pair with the actual transfer function.(5) The first target torque calculation unit (operating unit of F/F 91 ) receives a steady-state target torque Tm* determined based on the conductor's request, and calculates a first target torque Tm*1 per operation or F/F calculation that traverses a Gm(s)/Gp(s) filter using a ideal transfer function model between torque input and motor rotational speed and a Gp(s) model.
    [095] The second target torque calculation unit (operating unit of F/B 92) calculates an estimate of motor rotation speed wm # from the model transfer function Gp(s) between the torque input for the vehicle and the engine rotation speed, receives a difference Δw between the estimated engine rotation speed wm # and the detected value of the engine rotation speed wm, and calculates a second target torque Tm*2 by the F/ operation B that traverses an H(s)/Gp(s) filter using the Gp(s) model and an H(s) bandpass filter.
    [096] Therefore, in addition to the effects of (1) to (4), using the Gp(s) model previously assumed for F/F operation and F/B operation, a tensional vibration in the transmission cable can be effectively suppressed due to disturbance torque during torque transmission. Furthermore, during discontinuity of torque transmission, unexpected vibration or shock will be prevented from occurring due to malfunction of F/F and F/B calculations during discontinuity of torque transmission.(6) The determination mechanism has a First model determination unit 93 which determines a termination of the discontinuity or interruption of the torque transmission at a time prior to a reference time at which the transfer function between the vehicle torque input and the engine rotation speed actually pairs with the previously assumed Gp(s) model. In addition, the determination mechanism has a second model determination unit 95 which determines the termination of the interruption of the torque transmission at a time after the reference time. The vibration suppression mechanism has a first target torque exchange unit 94 that starts operation or F/F calculation in response to the termination of interruption of torque transmission by the first model determination unit 93 (determination ON) and a second target torque change unit 96 which initiates F/B operation in response to termination of torque transmission interruption (determination ON) by the second model determination unit 95.
    [097] Therefore, in addition to the effect of (5), since the F/F operation works in response to the change in steady-state torque at a time prior to the moment at which the transfer function between the torque input of the vehicle and engine rotation speed indeed pairs with the Gp(s) model, the vibration induced due to the change in steady state torque in the pair can be reliably prevented. Furthermore, due to the start of F/B operation before the real pair, malfunction of F/B operation performing F/B operation can be reliably prevented. (7) An electrically driven vehicle (electric vehicle) which includes an electrically driven motor (electric motor 1) as a power source to operate the drive wheels 5, 5 by transmitting torque through the drive axle 4, 4, comprising: a step or torque transmission mode control routine for adjust a motor torque command Tm to electric motor 1 by adding a first target torque Tm*1 of F/F operation and a second target torque Tm*2 of F/B operation, during the transfer function Gp(s) between torque input and motor rotation speed is consistent with the actual transfer function; a step or torque stop mode control routine to adjust the target motor torque Tm to electric motor 1 by the state target torque stationary Tm* determined on the basis at the driver's request during an operating scenario where the Gp(s) transfer function between the torque input and motor rotation speed does not pair with the actual transfer function stopping F/F and F/B operations ;a torque transition mode control step or routine in which, upon determination of the unpaired state transition between the Gp(s) model transfer function between the torque input and the motor rotation speed and the actual transfer to the paired state, the F/F operation in response to the change in steady state torque is initiated in advance of a time before the real pair with the model Gp(s) previously assumed to determine the first target torque Tm* 1 as the motor torque command, while initiating F/B operation at a time later than the actual transfer function pair with the Gp(s) model previously assumed to adjust a motor torque command Tm by adding the first preceding target torque value Tm*1 and a second target torque value Tm*2.
    [098] Therefore, it is possible to provide a vibration suppression method for an electrically driven vehicle (electric vehicle) that suppresses the unexpected vibration or shock encountered during the torque transmission discontinuity and the torque transmission start region. Second Mode
    [099] The second mode refers to an example where the motor torque command value is corrected to suppress the drive torque fluctuation in the F/B start of operation region using a filter.
    [0100] First, the description is made from the configuration.
    [0101] FIG. 7 is a control block diagram illustrating a vibration suppression control unit 9b included in a motor controller 9 in the second embodiment. The following describes the configuration of the vibration damping or suppression control unit 9b based on FIG. 7.
    [0102] As shown in FIG. 7, the vibration suppression control unit 9 is equipped with F/F calculating unit 91 (means of calculating first target torque value), F/B calculating unit 92 (means of calculating second value of target torque), first model 93 determination unit (judgment means), first target torque exchange unit 94 (vibration suppression means), second model 95 determination unit (judgment unit), determination unit second model 95 (determination mechanism), adder 97 (motor torque command value adjustment mechanism), motor torque command value correction unit 98 (motor torque command value correction means ), and subtractor 99.
    [0103] The motor 98 torque command value correction unit, upon determination of termination of interruption of the torque transmission (ON determination) by the second model 95 determination unit, does not correct the motor torque command value Tm as an input to calculate the motor rotation speed estimate wm # by the F/B 92 operation or calculation unit. In addition to correcting the motor torque command value that corresponds to a final output torque for give the real plant Gp'(s) in such a way to smoothly connect before and after the start of the F/B operation, the correction value will be reduced to zero within a predetermined period of time.
    [0104] Motor torque command value correction unit 98 is equipped with a filter 98a composed of a second ideal model Gm'(s) and model Gp(s), the correction change unit 98b being exchanged under the determination result of the second model determination unit 95, a storage unit 98d for storing only a sample of the second target torque value Tm*2.
    [0105] Filter 98 has a function represented by Gm’(s)/Gp(s). Here, the model Gp(s) indicates a model representing a transfer function between the vehicle torque input and the engine rotation speed wm. The second ideal model Gm’(s) represents a model setting forward a response target between vehicle torque input and engine rpm. Each time the second model determination unit 95 makes a judgment or determination ON, the previous value of the second target torque value Tm*2 is initialized in an unlimited number input state. Therefore, immediately after the ON determination by the second model determination unit 95, the previous value of the second target torque value Tm*2 will be produced. However, 0Nm passes through filter 98a after that, and the value becomes 0Nm in a steady state.
    [0106] The correction switching unit 98b is a switch for switching the output based on the determination result of the determination mechanism 95. Under judgment OFF determination, 0Nm is produced, under judgment ON, a result of the operation crossing the filter 98a containing a Gm'(s)/Gp(s) function will be produced.
    [0107] The 98d storage unit has a function to store only a sample of the second target torque value Tm*2 and output a previous value of the second target torque value Tm*2.
    [0108] Subtractor 99 calculates a final torque command (Tm-Tm*3) to provide the actual plant Gp'(s) by subtracting the torque correction value Tm*3 transmitted from the motor torque command correction unit 98 from the value of motor torque command Tm transmitted from adder 97. Note that since the other elements (operating unit of F/F 91 by adder 97) are the same as in the first mode, their description is omitted and like reference numerals are linked to the corresponding elements.
    [0109] Next, the description of the operation will be made.
    [0110] The result of the simulation of the second mode will be described with reference to FIG 8.
    [0111] The correspondence or correlation between each waveform shown in FIG. 8 and those in the block diagram of FIG. 7 are as follows:"FF torque" = "first target torque value Tm* 1 + torque correction value Tm* 3""FB torque" = "second target torque value Tm* 2""output torque end" "= Tm* 1 + Tm* 2 + torque correction value Tm* 3"
    [0112] Next, description is made of the start operation shown in FIG. 8 (an example of the working scenario). Also added is an example without torque correction in the first mode for comparison. ConditionTime at which the transfer functions with respect to motor speed input torque actually pairs with vehicle model Gp-(s) Tma: 0.1 [s] Steady state target torque value input time Tin : 0.3 [s] F/F operation start time (Time in substantial pair decision) Tff: 0.0 [s] F/B operation start time (Time in exact pair decision) Tfb : 0.6 [s] (solid line), F/B operation in the first mode (dotted line) Description
    [0113] In the first and second modes, as shown in the dotted line function and the solid line function indicated by the arrow F in FIG. 8, immediately after the start of F/B operation, an F/B torque not necessary to suppress vibration will be produced. Therefore, in the case of the first mode, as shown in the dotted line function by arrow G in FIG. 8, the drive torque fluctuates. However, in the case of the second mode, as shown in the solid line function by arrow E in FIG. 8, a correction torque Tm* 3 that cancels the unnecessary F/B torque will be produced in addition to the produced FF torque. Therefore, as shown in the solid line function indicated by arrow G in FIG.8, when compared to the drive torque function (dotted line function) in the first mode, the drive torque may be close to the ideal state. Note that the other effects are the same as the first modality, so their description is omitted.
    [0114] Now, description is made of the technical effects.
    [0115] In the vibration suppression control apparatus for an electric vehicle in the second mode, the following effects can be achieved. (8) When the second model determination unit 95 determines that the recovery condition has been satisfied, the command of motor torque Tm will not be corrected which serves as an input to calculate the estimated motor rotation speed wm # by the second target torque calculation unit (operating unit of F/B 92), but the motor torque command which corresponds to a final output torque to be input to the real plant Gp'(s) will be corrected to connect smoothly before and after the F/B operation. In addition the motor torque command correction mechanism (motor torque command correction unit 98) is provided to decrease the torque correction value Tm*3 to zero within a predetermined period of time. Therefore, in addition to the effect of (6) in the first mode, smoothly connecting the motor torque command value Tm before and after the start of F/B operation, a step of the second target torque value Tm2 (ie, torque of F/B) generating immediately after the start of the F/B operation has been canceled to be produced. Furthermore, by reducing the torque correction value Tm*3 to zero in the predetermined time, the occurrence of stationary torque deviation can be prevented.(9) Motor torque command correction mechanism (motor torque command correction unit) engine torque 98) is provided with a filter 98a with a second ideal model Gm'(s) between the previously assumed torque input and the engine rotation speed and the model Gp(s). Each time the second model determination unit 95 determines that a recovery condition has been satisfied for determination ON, immediately after the determination, an earlier value is produced initializing by the previous value of the second target torque value Tm*2, and after initialization, passing a “zero” input through filter 98, so a final output torque step can be canceled avoiding the production of the torque step on a stationary basis.
    [0116] In other words, initializing the second target torque value Tm*2 (and producing the previous value) immediately after the ON determination, and allowing a "zero" input to pass through filter 98a after initialization, with respect to torque correction Tm3, the FF operation works to cancel the FB torque step through the FF torque. Furthermore, when forming a bandpass filter with transfer function H(s), the second target torque Tm*2 is constantly zero at steady state. Third Mode
    [0117] The third mode is an example where the motor torque command value is corrected to suppress the drive torque fluctuation at the beginning of F/B operation by using a rate of change limit unit.
    [0118] First, the description is made of the configuration.
    [0119] FIG. 9 is a control block diagram illustrating a vibration suppression control unit 9b included in an engine controller 9 of the third mode. The following describes the configuration of the vibration suppression control unit 9b based on FIG. 9.
    [0120] As shown in FIG. 9, the vibration suppression unit 9b is provided with the operating unit of F/F 91 (means of calculating first target torque), operating unit of F/B 92 (calculating unit of second target torque), unit of first model 93 determination mechanism (means of judgment), first target torque exchange unit 94 (means of vibration suppression), second determination mechanism of model 95 (means of judgment), second target torque exchange unit 96 (means of vibration suppression), adder 97 (means of adjustment of motor torque command value), motor torque command value correction unit 98' (means of correction of motor torque command value), and a subtractor 99.
    [0121] Similar to the second mode, the motor torque command value correction unit 98' does not perform the motor torque command value correction Tm which serves as an input to calculate the estimated motor rotation speed wm # via F/B 92 operating unit under determination (judgment ON) by second model 95 determination unit of termination of discontinuity or interruption of torque transmission. Otherwise, the motor torque command value that corresponds to a final output torque for input into the real plant Gp'(s) is corrected to connect smoothly before and after F/B operation with gradual decrease in value correction to zero within a predetermined time.
    [0122] Motor torque command value correction unit 98' is provided with rate-of-change limit unit 98c, correction exchange unit 98b to switch in response to judgment result of second model determination unit 95, and a storage unit 98d for storing just a sample of the second target torque value Tm*2.
    [0123] Change rate limit unit 98c limits by the rate of change set in advance not to induce vibration. Each time the second model determination unit 95 makes determination ON, initializing by the previous data of the second target torque value Tm*2, the previous value of the second target torque Tm*2 is produced immediately after the determination ON by the determination unit of second model 95, therefore the value is produced after passing Nm “zero” through the rate-of-change threshold unit reaching 0Nm in steady state.
    [0124] It should be noted that other configurations are the same as those in the first and second modes, therefore their description is omitted and the equal reference numerals corresponding to the configuration are linked. Furthermore, with respect to the operation of the third mode, since it is almost the same as in the second mode, its description is omitted.
    [0125] Now description is made of technical effects. In the vibration suppression control apparatus for a third-mode electric vehicle, the following effects can be achieved. (10) The motor torque command correction unit (98' motor torque command value correction unit) is provided with a change rate limit unit 98c which limits by the change rate previously set to no. induce vibration. Each time the second model determination unit 95 determines that the recovery condition has been satisfied (judgment ON), initializing the previous value of the second target torque value Tm*2 and producing the previous value immediately after the judgment, and after initialization by setting the value by passing zero input through the rate-of-change limit unit 98c.
    [0126] Therefore, in addition to the effect of (8) in the second mode, allowing the F/F operation to act on the torque correction value Tm* 3 of the motor torque command value Tm, without inducing vibration, the step of final output torque can be canceled and continuous torque deviation can be prevented from occurring.
    [0127] In other words, initializing the second target torque Tm*2 immediately after the ON determination and, after initialization, obtaining an obtainable value by passing zero input through the rate-of-change limit unit 98c, with respect to the correction value Tm *3, FF operation unit works to oppose one step of FB torque through FF torque. Furthermore, when forming the transfer function H(s) by a bandpass filter, the second target torque Tm*2 becomes 0Nm in the steady state.
    [0128] The vibration suppression system for an electrically driven vehicle according to the present invention has been described with reference to the first to third modalities. Specific configuration is not limited to these modalities, and design change and additions are permitted without departing from the spirit of the invention in accordance with the scope of each claim.
    [0129] In modalities first to third, an application example is shown with respect to an electric vehicle equipped with an electric motor 1 and a stepped transmission 2. However, such an example can also be applicable to an electric vehicle equipped with an electric motor and a reduction gear mechanism. Furthermore, in the case of electrically driven vehicles, the application is also possible for hybrid electric vehicle, thermoelectric battery vehicle and others. Cross Reference to Related Patent Applications
    [0130] This patent application claims priority based on Patent Application 2010-166207 filed with the Japanese Patent Office on July 23, 2010, and the entire disclosure hereof is incorporated herein by reference in its entirety.
    权利要求:
    Claims (5)
    [0001]
    1. Vibration suppression system for an electrically driven vehicle having an electrically driven engine (1) as a power source, comprising: a rotation speed detector (7) for detecting an engine rotation speed (wm); a unit engine target torque calculation unit (9a) for calculating a target engine torque value (Tm*) in response to a driver request for power; a first target torque calculation unit (91) for calculating a first target torque (Tm*1) through pre-feed operation (F/F) using a model transfer function (Gp(s)) between a torque input and the motor rotation speed (wm) with respect to the torque value motor target (Tm*); a second target torque calculation unit (92) to calculate a second target torque (Tm*2) through feedback operation (F/B) using the model transfer function (Gp(s) )) between torque input and motor rotation speed (wm); an adjustment mechanism of the configured motor torque command (97), by adding the first target torque (Tm*1) and the second target torque (Tm*2), to obtain a torque command from the motor to the motor (1); determination (93, 95) set to determine whether the model transfer function (Gp(s)) between the torque input and the motor rotation speed (wm) pairs with the actual transfer function or not; and a vibration suppression mechanism (94, 96) to adjust the target motor torque value (Tm*) as a motor torque command during the time period in which the model transfer function (Gp(s)) enters the input torque and motor rotation speed (®m) is not determined to pair with the actual transfer function, while stopping the F/F operation of the first target torque (Tm*1) using the calculation unit of the first target torque (91) and the F/B operation of the second target torque (Tm*2) using the second target torque calculation unit (92), CHARACTERIZED by the fact that the first target torque calculation unit ( 91) is configured to receive a motor target torque value (Tm*) determined based on the driver's request, and to calculate a first target torque (Tm*1) per F/F operation passing through a filter using a ideal transfer function model (Gp(s)) between torque input and motor rotation speed (®m) and a model o,the second target torque calculation unit (92) is configured to calculate an estimated engine rotation speed (wm#) from the model transfer function (Gp(s)) between the torque input for the vehicle and the engine rotation speed (wm), to receive a difference between the estimated engine rotation speed (wm#) and the detected value of the engine rotation speed, and to calculate a second target torque (Tm*2 ) by F/B operation passing through a filter using the model and a bandpass filter, the determination mechanism (93, 95) comprises: a first model determination unit (93) which is configured to determine a completion of an interruption of the torque transmission at a moment before a reference moment in which the actual transfer function between the vehicle torque input and the engine rotation speed (wm) actually pairs with the model transfer function ( Gp(s)) previously assumed, and a unit of and second model determination (95) which is configured to determine the termination of torque transmission interruption at a time after the reference moment, and the vibration suppression mechanism (94, 96) comprises: a first torque exchange unit target (94) which is configured to initiate F/F operation in response to termination of torque transmission interruption by the first model determination unit (93), and a second target torque change unit (96) which is configured to start F/B operation in response to termination of torque transmission interruption by the second model determination unit (95).
    [0002]
    2. Vibration suppression system for an electrically driven vehicle, according to claim 1, CHARACTERIZED by the fact that the vibration suppression mechanism (94, 96) is configured to calculate the engine torque command under determination of a recovery condition being satisfied by initiating the F/F operation of the first target torque (Tm*1) using the first target torque calculation unit (91) before the F/B operation of the second target torque (Tm*) 2) using the second target torque calculation unit (92).
    [0003]
    3. Vibration suppression system for an electrically driven vehicle, according to claim 1 or 2, CHARACTERIZED by the fact that the determination mechanism (93, 95) is configured to determine that the model transfer function (Gp(s) )) between torque input and motor rotational speed (ram) is not consistent with the actual transfer function when an absolute value of a difference between an engine angular speed (ram) and a drive wheel angular speed (raw) exceeds a predetermined value.
    [0004]
    4. Vibration suppression system for an electrically driven vehicle, according to claim 2 or 3, CHARACTERIZED by the fact that the determination mechanism (93, 95) is configured to determine that the recovery condition has been satisfied when the value The absolute difference between motor angular speed (ram) and drive wheel angular speed (raw) is within a predetermined value.
    [0005]
    5. Vibration suppression method for an electrically driven vehicle that includes an electrically driven motor (1) as a power source to operate drive wheels (5) by transmitting torque through drive shaft (4), comprising: one step transmission mode control key to adjust a torque command from the motor to the electric motor (1) by adding a first target torque value (Tm*1) of F/F operation and a second target torque value (Tm *2) of F/B operation, during a paired state in which a model transfer function (Gp(s)) between torque input and motor rotation speed (ram) is consistent with an actual transfer function; torque interrupt mode control step to adjust the target torque command from the motor to the electric motor (1) by a target torque value (Tm*) determined based on a conductor request for power during an unpaired state in the what is the model transfer function (Gp(s)) between torque input and motor rotation speed (©m) does not pair with the actual transfer function while interrupting F/F and F/B operations; a torque transition mode control step in which, under determination of transition from unpaired state between model transfer function (Gp(s)) between torque input and motor rotation speed (©m) and actual transfer function to paired state, F operation /F in response to the change in steady-state torque is initiated at a time before the actual pair with the model previously assumed to set the first target torque (Tm*1) as the motor torque command, while starting the F/B at a time later than the actual transfer function pair with the previously assumed model to adjust the motor torque command by adding the first target torque value (Tm*1) preceded by the F/F operation and the second target torque value (Tm*2), CHARACTERIZED by the fact that that a first target torque calculation unit (91) receives a steady-state target torque determined based on the conductor's request, and calculates a first target torque (Tm*1) per F/F operation passing through a filter using a ideal transfer function model (Gp(s)) between torque input and engine rotation speed (©m) and a model; a second target torque calculation unit (92) calculates an estimated engine rotation speed (wm#) from the model transfer function (Gp(s)) between torque input for the vehicle and engine rotation speed (wm), receives a difference between the engine rotation speed estimate (wm#) and the detected value of the engine rotation speed, and calculates a second target torque (Tm*2) per F/B operation passing through a filter using the model and a bandpass filter, a determination mechanism (93, 95) comprises: a first model determination unit (93) that determines the final interrupting torque transmission at a time before a reference time at which the actual transfer function between the vehicle torque input and engine rotation speed (wm) pairs with the model transfer function (Gp( s)) previously assumed, and a second model determination unit (95) that determines termination of torque transmission interruption at a time after the reference moment, and a vibration suppression mechanism (94, 96) comprises: a unit a first target torque change unit (94) that initiates F/F operation in response to the termination of torque transmission interruption by the first model determination unit (93), and a second target torque change unit (96) that starts F/B operation in response to termination of torque transmission interruption by the second model determination unit (95).
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    同族专利:
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    CN103026616B|2015-09-09|
    CN103026616A|2013-04-03|
    EP2597772A1|2013-05-29|
    JP2012029474A|2012-02-09|
    US20130184918A1|2013-07-18|
    KR101372762B1|2014-03-10|
    WO2012011521A1|2012-01-26|
    JP5573456B2|2014-08-20|
    MX2013000833A|2013-02-11|
    EP2597772B1|2018-12-05|
    BR112013001748A2|2020-10-27|
    EP2597772A4|2017-10-18|
    RU2527916C1|2014-09-10|
    RU2013107962A|2014-08-27|
    KR20130032366A|2013-04-01|
    US8694189B2|2014-04-08|
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    法律状态:
    2020-11-03| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-09| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-04-20| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-15| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 21/07/2011, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2010166207A|JP5573456B2|2010-07-23|2010-07-23|Vibration control device for electric vehicle and vibration control method for electric vehicle|
    JP2010-166207|2010-07-23|
    PCT/JP2011/066541|WO2012011521A1|2010-07-23|2011-07-21|Vibration-inhibition control apparatus for electrically driven vehicle, and vibration-inhibition control method for electrically driven vehicle|
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