Motor control device and motor control method

Abstract

To provide a motor control device that suppresses an error component caused by a brake or the like, makes an estimated motor speed closer to an actual motor speed, and improves control accuracy of a motor. The motor control device includes a controller (6) that outputs a first torque command signal that commands torque of a motor (1), and a damping control section (500). The damping control section (500) includes a first high-pass filter (50f) that is input with a motor speed signal that is a speed of the motor (1), and outputs a first signal, a second high-pass filter (50d) that is input with an estimated motor speed signal obtained from the first torque command signal, and outputs a second signal, and a low-pass filter (50g) that is input with a motor speed deviation signal that is a deviation between the first signal and the second signal, acquires a low-frequency component from the motor speed deviation signal, and outputs as a third signal.

Description

Technical Field

[0001] This invention relates to a motor control device and a motor control method. Background Technology

[0002] The goal is to improve the control precision, responsiveness, and ease of operation of motors used in electric vehicles.

[0003] Patent document 1 discloses a drive force control device for electric vehicles to improve the processing speed and responsiveness of slip suppression control.

[0004] In the technology described in Patent Document 1, the target torque is calculated based on the driver's throttle operation, the target acceleration is calculated, the actual motor rotation is detected and differentiated, and the actual acceleration is calculated. Then, a correction amount for the motor torque command value is calculated in such a way that the deviation between the target acceleration and the actual acceleration becomes smaller. The calculated correction amount is then high-pass filtered to calculate the corrected torque. Furthermore, the corrected torque is added to the motor torque command value to calculate the control motor torque.

[0005] Furthermore, the technology described in Patent Document 1 controls the vehicle to suppress slippage by switching the cutoff frequency of the high-pass filter to a lower value than during normal driving when the vehicle starts or when slippage is detected.

[0006] In addition, the technology described in Patent Document 1 is used to make corrections for suppressing torsional vibration.

[0007] Furthermore, in the technology shown in Patent Document 1, it is possible to capture the speed change of the motor caused by disturbance torque such as braking operation or slope resistance as vibration and calculate the correction torque. Therefore, a high-pass filter is added to the simulator follow control to achieve a solution to this problem.

[0008] Existing technical documents

[0009] Patent documents

[0010] Patent Document 1: WO 2016 / 158720 Summary of the Invention

[0011] The problem the invention aims to solve

[0012] However, in vehicles with low resonant frequencies, it is difficult to distinguish between motor speed variations caused by torsional vibration and those caused by disturbances such as braking. In the configuration of Patent Document 1, the correction for disturbance components such as braking is insufficient, and the possibility of calculating the correction torque cannot be ruled out.

[0013] The present invention was made to solve the above-mentioned problems. Its purpose is to realize a motor control device and motor control method that can suppress error components caused by brakes, etc., even in vehicles with low resonant frequencies, so that the estimated motor speed is closer to the actual motor speed and the control accuracy of the motor is improved.

[0014] Technical means to solve the problem

[0015] To achieve the above objectives, the present invention is configured as follows.

[0016] The motor control device includes a controller and a vibration damping control unit. The controller outputs a first torque command signal to instruct the torque of the electric motor. The vibration damping control unit includes: a first high-pass filter, which receives a motor speed signal as the speed of the electric motor as input and outputs a first signal; a second high-pass filter, which receives an estimated motor speed signal obtained from the first torque command signal as input and outputs a second signal; and a low-pass filter, which receives a motor speed deviation signal as the deviation between the first signal and the second signal as input, and extracts a low-frequency component from the motor speed deviation signal as a third signal.

[0017] In addition, in the motor control method, a first torque command signal that commands the torque of the electric motor is output from the controller, a motor speed signal that serves as the speed of the electric motor is input to a first high-pass filter and a first signal is output, an estimated motor speed signal obtained from the first torque command signal is input to a second high-pass filter and a second signal is output, a motor speed deviation signal that serves as the deviation between the first signal and the second signal is input to a low-pass filter, and a low-frequency component is obtained from the motor speed deviation signal and output.

[0018] The effects of the invention

[0019] A motor control device and method that can suppress error components caused by braking, etc., so that the estimated motor speed is closer to the actual motor speed and improve the control accuracy of the motor. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of an electric vehicle using the motor control device of Embodiment 1 of the present invention.

[0021] Figure 2 This is a schematic diagram of the vibration reduction control system in Example 1.

[0022] Figure 3 This is a waveform diagram illustrating the operation of a comparative example used to explain the effects of Embodiment 1 of the present invention.

[0023] Figure 4 This is a waveform diagram illustrating the operation of the vibration reduction control system according to Embodiment 1 of the present invention.

[0024] Figure 5 This is a schematic diagram of the vibration reduction control system in Example 2.

[0025] Figure 6 This is a diagram illustrating the operation of the gain adjustment unit.

[0026] Figure 7 This is a graph showing how the frequency characteristics of the low-pass filter change as the gain of the second amplifier is adjusted.

[0027] Figure 8 It is a graph showing how the frequency response of the phase of the low-pass filter changes due to the change in the gain of the second amplifier.

[0028] Figure 9 It is a waveform diagram used to compare the operation of Embodiment 1 and Embodiment 2 of the present invention.

[0029] Figure 10 It is a waveform diagram used to compare the operations of Embodiment 1 and Embodiment 2 of the present invention.

[0030] Figure 11 This is a schematic diagram of an electric vehicle using the motor control device of Embodiment 3 of the present invention.

[0031] Figure 12 Besides Figure 2 The diagram shows a schematic configuration for a case where, in addition to the vibration control unit used for front-wheel drive, there is also a separate vibration control unit used for rear-wheel drive.

[0032] Figure 13 This is a schematic diagram of the motor control device as an embodiment 3 of applying the present invention to a four-wheel drive vehicle. Detailed Implementation

[0033] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0034] Example

[0035] (Example 1) Figure 1 This is a schematic diagram of an electric vehicle using the motor control device of Embodiment 1 of the present invention.

[0036] Figure 1 The electric vehicle shown is a front-wheel drive vehicle (two-wheel drive vehicle) where the front wheels FL and FR are driven by an electric motor 1. A differential gear 3 is connected to the electric motor 1 via a reduction gear 2. A drive shaft 4 is connected to the differential gear 3. The front wheels FL and FR are connected to the drive shaft 4.

[0037] Electricity is supplied from a high-voltage battery (not shown) to the electric motor 1 via inverter 5. The drive of inverter 5 is controlled by vehicle controller 6 and the controller within inverter 5.

[0038] The electric vehicle has a gear lever 12 that outputs a gear position signal indicating the vehicle's driving mode and a throttle opening sensor 7 that outputs a throttle opening signal. The vehicle controller 6 has a receiving unit that receives the gear position signal from the gear lever 12 and the throttle opening signal from the throttle opening sensor 7.

[0039] The vehicle controller 6 calculates the drive torque command value of the electric motor 1 based on the throttle opening, etc., and drives the inverter 5 according to the drive torque command value. The inverter 5 has a receiving unit that receives the motor rotor position from the resolver 8, a function to calculate the motor rotation speed based on the motor rotor position, and a vibration damping control unit 500 that calculates the second torque command value by taking the first torque command signal and the motor rotation speed as inputs. Figure 2 (As shown).

[0040] The gear lever 12 is operated by the driver. When the vehicle is parked, it outputs a parking gear (P gear) signal; when there is no power transmission, it outputs a neutral gear (N gear) signal; when moving forward, it outputs a drive gear (D gear) signal; and when moving backward, it outputs a reverse gear (R gear) signal.

[0041] The brake controller 9 is connected to wheel speed sensors 10FL, 10FR, 10RL, and 10RR installed on each of the wheels FL, FR, RL, and RR, receiving rotational speed signals from each wheel. Based on the driver's braking input, the brake controller 9 adjusts the brake fluid output to the braking units of each wheel FL, FR, RL, and RR, controlling the braking torque of each wheel. Communication between the inverter 5, vehicle controller 6, and brake controller 9 is conducted via the CAN communication line (communication device) 11.

[0042] Figure 2 This is a configuration diagram of the vibration reduction control system 50 in Embodiment 1.

[0043] exist Figure 2 In this process, the first torque command value (first torque command signal) output from the controller 6 is output to the first subtractor 50a. Then, in the first subtractor 50a, the second torque command value (second torque command signal) output from the first amplifier 50k is subtracted from the first torque command value to calculate the third torque command value (third torque command signal). The third torque command value is output to the first adder 50b, an interference is added, and the result is output to the electric motor 1, which is the controlled object.

[0044] Additionally, the first torque command value, possessing overall vehicle inertia and integral characteristics, is input to the second subtractor 50e via a motor speed estimator 50c (ignoring torsional vibration) and a second high-pass filter 50d. The motor speed of electric motor 1 is input to the first high-pass filter 50f. Then, the signal output from the first high-pass filter 50f is input to the second subtractor 50e and subtracted from the output signal from the second high-pass filter 50d.

[0045] The signal that has been subtracted by the second subtractor 50e is input to the second adder 50h via the low-pass filter 50g, and added to the output signal of the second high-pass filter 50d. The output signal of the second adder 50h is input to the third subtractor 50i, and subtracted from the output signal of the first high-pass filter 50f by the third subtractor 50i.

[0046] Then, the output signal of the third subtractor 50i is input to the first subtractor 50a via the third high-pass filter 50j and the first amplifier 50k.

[0047] Will have Figure 2 The portion of the components enclosed by dashed lines (first subtractor 50a, second subtractor 50e, third subtractor 50i, second adder 50h, motor speed estimator 50c, first high-pass filter 50f, second high-pass filter 50d, third high-pass filter 50j, low-pass filter 50g, and first amplifier 50k) is defined as the vibration damping control unit 500.

[0048] The vibration damping control unit 500 is located within the inverter 5. However, the vibration damping control unit 500 may also be located within the vehicle controller 6.

[0049] Equation (1) below represents the characteristics (H1(s), H2(s), H3(s)) of the first high-pass filter 50f, the second high-pass filter 50d, and the third high-pass filter 50j.

[0050] Hi(s)=s / (s+ωi)…(1)

[0051] In addition, the following equation (2) represents the characteristic H4(s) of the low-pass filter 50g.

[0052] H4(s)=ω4 / (s+ω4)…(2)

[0053] In addition, the following equation (3) represents the characteristic Gp(s) of the motor speed estimator 50c.

[0054] Gp(s) = 1 / Js…(3)

[0055] In equations (1), (2), and (3) above, i is 1 to 3, and s is the Laplace operator. Since it is a continuous system, under the condition of installation, equations (1) to (3) are transformed into discrete systems by bi-first transformation or the like.

[0056] Furthermore, ωi and ω4 are cutoff angular frequencies that determine the characteristics of each filter 50d, 50f, 50g, and 50j. In Example 1, at least H1(s) and H2(s) have equivalent characteristics. Additionally, J is calculated as the motor-side rotational inertia, taking into account the motor's rotational inertia, the drive wheel's rotational inertia, and the vehicle's weight.

[0057] Furthermore, high-pass filters 50f, 50d, 50j, and low-pass filters 50g can be filters other than those in equations (1) and (2) above, as long as they can achieve the same characteristics. Additionally, they can be secondary filters instead of primary filters. Furthermore, J in equation (3) above can be any other value, as long as it is calculated by treating the vehicle's drive system as an inertial system.

[0058] In the vibration reduction control system 50, the motor speed signal is passed through the first high-pass filter 50f to obtain the first signal. In addition, by inputting the first torque command signal to the motor speed estimator 50c, an estimated motor speed signal is obtained, which is then passed through the second high-pass filter 50d to obtain the second signal.

[0059] Then, the motor speed deviation signal, which is the deviation between the first signal and the second signal (first signal - second signal), is passed through a low-pass filter 50g to obtain the low-frequency component, thus obtaining the third signal. The signal obtained by adding the second and third signals is subtracted from the first signal to obtain the feedback signal. Furthermore, the second torque command value (second torque command signal) based on this feedback signal is fed back to the first torque command value (first torque command signal) as the third torque command value (third torque command signal) output to the electric motor 1, which is the controlled object.

[0060] Therefore, it is possible to effectively suppress the situation where changes in motor speed caused by braking or driving on a slope are captured as vibrations and the corrective torque is calculated, thereby reducing torque changes that cause a sense of disharmony to the driver.

[0061] Figure 3 This is a waveform diagram illustrating the operation of a comparative example used to explain the effects of Embodiment 1 of the present invention. Figure 3 The waveform shown is omitted. Figure 2The low-pass filter 50g of the vibration reduction control system 50 shown takes the deviation signal between the first signal and the second signal as a feedback signal. Based on this feedback signal, a first torque command value is fed back and output as a command value to the electric motor 1, which is the controlled object.

[0062] Figure 3 (A) is the waveform of the motor torque. The solid line represents the first torque command value as the torque required by the driver, and the dashed line represents the correction amount of the second torque command value. Figure 3 (B) represents the braking torque. Figure 3 (C) represents the motor speed. The solid line represents the actual motor speed, and the dashed line represents the estimated motor speed. Figure 4 yes Figure 2 The embodiment 1 of the present invention shown Figure 2 The waveform diagram illustrating the operation of the vibration reduction control system 50 is shown.

[0063] Figure 4 (A) is the waveform of the motor torque. The solid line represents the first torque command value as the torque required by the driver, and the dashed line represents the correction amount of the second torque command value. Figure 4 (B) represents the braking torque. Figure 4 (C) represents the motor speed; the solid line represents the actual motor speed, and the dashed line represents the estimated motor speed. If... Figure 3 The waveforms shown are Figure 4 By comparing the waveforms shown, it can be understood that, with Figure 4 Compared to the case of Embodiment 1 of the present invention shown, Figure 3 The correction amount for the second torque command value in the comparative example shown is large.

[0064] In addition, it is understandable that, with Figure 4 Compared to the case of Embodiment 1 of the present invention shown, Figure 3 The estimated motor speed in the comparative example shown differs greatly from the actual motor speed.

[0065] This is because, Figure 3 The comparative example shown does not have a low-pass filter 50g, which captures motor speed changes caused by braking or hill driving as vibrations and calculates the corrected torque.

[0066] However, in practice, through the first high-pass filter 50f and the second high-pass filter 50d, the motor speed estimator 50c functions without divergence, thus becoming consistent with... Figure 3 and Figure 4 The waveforms of the estimated motor speed shown are different from the waveforms of the estimated motor speed. Figure 3 and Figure 4 The waveforms shown are for the purpose of understanding the effects of the present invention.

[0067] As described above, according to Embodiment 1 of the present invention, a motor control device and a motor control method are available that can suppress error components caused by braking, etc., make the estimated motor speed closer to the actual motor speed, and improve the control accuracy of the motor.

[0068] In addition, Figure 2 In the example shown, a first amplifier 50k is configured, but the first amplifier 50k can also be omitted.

[0069] Example 2

[0070] Next, Embodiment 2 of the present invention will be described.

[0071] Figure 5 This is a configuration diagram of the vibration reduction control system 51 in Embodiment 2.

[0072] The electric vehicle using Embodiment 2 has the same configuration as that of Embodiment 1, therefore illustrations and detailed descriptions are omitted.

[0073] Figure 2 The vibration reduction control system 50 of Embodiment 1 shown is... Figure 5 The difference between the vibration reduction control system 51 of Embodiment 2 and the vibration reduction control system 51 of Embodiment 2 is that the vibration reduction control system 51 of Embodiment 2 adds a second amplifier 50m and a gain adjustment unit 50n to the vibration reduction control system 50 of Embodiment 1.

[0074] The second amplifier 50m amplifies the output from the low-pass filter 50g by adjusting the gain by the gain adjustment unit 50n, and outputs it to the second adder 50h. The gain adjustment unit 50n adjusts the gain of the first amplifier 50k and the second amplifier 50m according to the output value from the low-pass filter 50g.

[0075] Due to the phase characteristics of the low-pass filter 50g, torque that may hinder other control actions may be generated during ABS operation, etc. Therefore, by adjusting the gain of the second amplifier 50m to reduce the output value of the low-pass filter 50g, the generation of torque that may hinder other control actions can be suppressed.

[0076] The gain of the second amplifier 50m is adjusted by the gain adjustment unit 50n.

[0077] The gain adjustment unit 50n also adjusts the gain of the first amplifier 50k. By adjusting and reducing the gain of the first amplifier 50k, unexpected torque fluctuations caused by rapid changes in motor speed can be reduced, thereby suppressing the impact on other controls.

[0078] Figure 6 This is a diagram illustrating the operation of the gain adjustment unit 50n. Figure 6In the process, when the output of the low-pass filter 50g becomes larger than the predetermined rise threshold, the gain adjustment unit 50n reduces the gain 1 of the first amplifier 50k and the gain 2 of the second amplifier 50m. When the gain 2 is reduced, the effect of the low-pass filter 50g is reduced, thus suppressing the generation of torque that may hinder other control actions during ABS operation due to the phase characteristics of the low-pass filter 50g.

[0079] Furthermore, by reducing the gain of the first amplifier by 50k, the impact of vibration damping control on the electric vehicle is reduced, thus suppressing situations that hinder other control actions. As a result, when ABS is activated, the degradation of braking performance caused by the torque command of vibration damping control can be suppressed, and the increase in stopping distance can be prevented.

[0080] Figure 7 This is a graph showing the changes in amplitude characteristics from the first high-pass filter 50f and the second high-pass filter 50d to the third high-pass filter 50j caused by adjusting the gain of the second amplifier 50m. Figure 8 It is a graph showing the changes in phase characteristics from the first high-pass filter 50f and the second high-pass filter 50d to the third high-pass filter 50j caused by the change in the gain of the second amplifier 50m.

[0081] exist Figure 7 and Figure 8 In the figure, G2 represents the change in frequency response when the gain of the second amplifier 50m is set to G2 and G2 is changed to 1, 2, or -0.5.

[0082] like Figure 7 and Figure 8 As shown, by adjusting the gain of the second amplifier 50m, the phase characteristics from the first high-pass filter 50f and the second high-pass filter 50d to the third high-pass filter 50j can be changed.

[0083] Figure 9 and Figure 10 It is a waveform diagram used to compare the actions of Example 1 and Example 2.

[0084] exist Figure 9 In Example 1, no gain adjustment was made, therefore the gain remained unchanged. On the other hand... Figure 10 In Example 2, the gain was adjusted, thus the gain changed.

[0085] Therefore, the difference between the corrected torque and the first torque command in Example 2 is smaller and the variation is less than that in Example 1. Furthermore, the difference between the actual motor speed and the target speed of the ABS in Example 2 is smaller and the variation is less than that in Example 1.

[0086] However, in practice, through the first high-pass filter 50f and the second high-pass filter 50d, the motor speed estimator 50c functions without divergence, thus becoming consistent with... Figure 9 and Figure 10 The waveforms of the estimated motor speed shown are different from the waveforms of the estimated motor speed. Figure 9 and Figure 10 The waveform is illustrated to help understand the effect of Example 2.

[0087] According to Embodiment 2 of the present invention, in addition to achieving the same effect as Embodiment 1, it is also possible to suppress the generation of torque that may hinder the action of slip control during slippage.

[0088] In addition, as long as it is possible to obtain Figure 5 The vibration reduction control system 51 shown has the same effect, but is not limited to Figure 5 The configuration shown can also be transformed into an equivalent configuration in terms of control configuration.

[0089] (Example 3)

[0090] Next, Embodiment 3 of the present invention will be described.

[0091] Embodiment 3 of the present invention is an example of applying the present invention to a four-wheel drive vehicle.

[0092] Figure 11 This is a schematic diagram of an electric vehicle using the motor control device of Embodiment 3 of the present invention.

[0093] Figure 11 The example shown is in Figure 1 The electric vehicle shown is equipped with an additional rear wheel electric motor 1R, a rear wheel reduction mechanism 2R, a rear wheel differential gear 3R, a drive shaft 4R, a rear wheel inverter 5R, and a rear wheel rotary transformer 8R.

[0094] In addition, for the sake of explaining Example 3, Figure 1 The components 1 (electric motor), 2 (reduction mechanism), 3 (differential gear), 4 (drive shaft), 5 (inverter), and 8 (rotary transformer) in the diagram represent: electric motor 1F for the front wheels, reduction mechanism 2F, differential gear 3F for the front wheels, drive shaft 4F for the front wheels, inverter 5F for the front wheels, and rotary transformer 8F for the front wheels.

[0095] exist Figure 11In the middle, a differential gear 3R is connected to the electric motor 1R of the rear wheel via a reduction mechanism 2R. A drive shaft 4R is connected to the differential gear 3R. The rear wheels RL and RR are connected to the drive shaft 4R.

[0096] The rear wheels are powered by an electric motor 1R, which draws power from a high-voltage battery (not shown) via an inverter 5R. The inverter 5R is driven by the vehicle controller 6 and the controller within the inverter 5.

[0097] The brake controller 9 is connected to wheel speed sensors 10FL, 10FR, 10RL, and 10RR installed on each wheel RL and RR, receiving rotational speed signals from each wheel FL, FR, RL, and RR. Based on the driver's braking input, the brake controller 9 adjusts the brake fluid output to the braking units of each wheel FL, FR, RL, and RR, controlling the braking torque of each wheel FL, FR, RL, and RR. Communication between the rear wheel inverter 5R, the vehicle controller 6, and the brake controller 9 is conducted via the CAN communication line (communication device) 11.

[0098] Figure 11 Other actions of the electric vehicle shown are similar to Figure 1 The electric vehicles shown are the same.

[0099] Here, when applying the present invention to a four-wheel drive vehicle, it is considered that, in addition to... Figure 2 In addition to the vibration damping control unit 500 shown for front-wheel drive, another vibration damping control unit 500 can be provided for rear-wheel drive.

[0100] However, if only another vibration control unit 500 is provided, good motion control will not be achieved. The reasons are explained below.

[0101] Figure 12 Besides Figure 2 The diagram shows a schematic configuration of a vibration control unit 500 used for front-wheel drive, and another vibration control unit 500 used for rear-wheel drive.

[0102] exist Figure 12 In the process of outputting the first torque command value requested by the driver, the torque command distribution unit 6a of the controller 6, which is for the front and rear motors, outputs the first torque command value for the front wheel electric motor 1F, which is the front motor controlled, to the front wheel electric motor 1F via the first subtractor 50a. The front damping control unit 500F (since it has the same configuration as the damping control unit 500 and is the front control unit, it is called the front damping control unit 500F) outputs the front motor speed and the first torque command value for the front motor 1F from the front motor controlled object. Then, the front damping control unit 500F outputs a feedback signal to the first subtractor 50a.

[0103] Furthermore, the torque command distribution unit 6a for the front and rear wheel electric motors 1F and 1R outputs a first torque command value for the rear wheel electric motor 1R, which is the rear motor, to the rear wheel electric motor 1R via the fourth subtractor 50p. The rear damping control unit 500R (since it has the same configuration as the damping control unit 500 and is a rear control unit, it is called the rear damping control unit 500R) outputs the rear motor speed and the first torque command value for the rear motor 1R from the rear controlled object. The rear damping control unit 500R also outputs a feedback signal to the fourth subtractor 50p.

[0104] In the front vibration damping control unit 500F and the rear vibration damping control unit 500R, the motor speed estimator 50c estimates the motor speed, but... Figure 12 In the configuration shown, only the motor speed for the torque command level of each electric motor 1F and 1R can be estimated.

[0105] However, the actual motor speed is determined based on the sum of the torque command values ​​for the front and rear wheel electric motors 1F and 1R (i.e., the torque required by the driver).

[0106] Therefore, in Figure 12 In the configuration shown, a deviation occurs between the motor speed estimated by the front vibration damping control unit 500F and the rear vibration damping control unit 500R and the actual motor speed, resulting in incorrect corrections that may hinder acceleration and deceleration.

[0107] Figure 13 This is a schematic diagram of the motor control device of Embodiment 3, which applies the present invention to a four-wheel drive vehicle.

[0108] exist Figure 13 In the controller 6, the first torque command value requested by the driver is input into the torque command distribution unit 6a for the electric motors for the front and rear wheels.

[0109] The first torque command value requested by the driver is output to the torque command distribution unit 6a, and is also output to the front damping control unit (front wheel damping control unit) 500F and the rear damping control unit (rear wheel damping control unit) 500R.

[0110] The torque command distribution unit 6a outputs a first torque command value for the front wheel electric motor 1F, which is the front motor, to the front wheel electric motor 1F, which is the front control object, via the first subtractor 50a. The front damping control unit 500F receives the front motor speed from the front control object. Then, the front damping control unit 500F outputs a feedback signal to the first subtractor 50a.

[0111] Furthermore, the torque command distribution unit 6a for the front and rear motors outputs a first torque command value for the rear wheel electric motor 1R, which is the rear control target, via the fourth subtractor 50p. The rear damping control unit 500R receives the rear motor speed from the rear control target. The rear damping control unit 500R also outputs a feedback signal to the fourth subtractor 50p.

[0112] pass Figure 13 The motor speed estimators 50c of the front damping control unit 500F and the rear damping control unit 500R shown can estimate the motor speed based on the sum of the torque command values ​​for the electric motors 1F and 1R for the front and rear wheels (i.e., the torque required by the driver), just like the actual motor speed.

[0113] As a result, it is possible to suppress the deviation between the motor speed estimated by the front vibration control unit 500F and the rear vibration control unit 500R and the actual motor speed, which is problematic when the motor speed is estimated by the front vibration control unit 500F and the rear vibration control unit 500R based solely on the torque command value from the torque command distribution unit 6a. It is possible to suppress erroneous corrections, thereby preventing acceleration and deceleration from occurring.

[0114] According to Embodiment 3 of the present invention, the same effect as in Embodiment 1 can be obtained even in a four-wheel drive vehicle.

[0115] Furthermore, in the above-described embodiment 3, the vibration damping control unit 500 shown in embodiment 1 is used as both the front vibration damping control unit 500F and the rear vibration damping control unit 500R. However, it is also possible to add a second amplifier 50m and a gain adjustment unit 50n to the vibration damping control unit 500 shown in embodiment 1. Figure 5 Examples (Embodiment 2) are vibration damping control units 500F and 500R. In this case, even in a four-wheel drive vehicle, the same effect as in Example 2 can be obtained.

[0116] Symbol Explanation

[0117] 1. 1F, 1R… Electric motor; 2. 2F, 2R… Reduction mechanism; 3. 3F, 3R… Differential gear; 4. 4F, 4R… Drive shaft; 5. 5F, 5R… Inverter; 6… Controller; 6a… Torque command distribution unit; 7… Throttle opening sensor; 8. 8F, 8R… Resolver; 9… Brake controller; 10FL, 10FR, 10RL, 10R… Wheel speed sensors; 11… CAN communication line; 12… Gear shift lever; 50, 51… Vibration damping control system. , 50a… First subtractor, 50b… First adder, 50c… Motor speed estimator, 50d… Second high-pass filter, 50e… Second subtractor, 50f… First high-pass filter, 50g… Low-pass filter, 50h… Second adder, 50i… Third subtractor, 50j… Third high-pass filter, 50k… First amplifier, 50m… Second amplifier, 50n… Gain adjustment unit, 50p… Fourth subtractor, 500, 500F, 500R… Vibration control unit.

Claims

1. A motor control device characterized by comprising: have: The controller outputs a first torque command signal that commands the torque of the electric motor; and Vibration control department The vibration reduction control unit has: The first high-pass filter is input as a motor speed signal, which is the speed of the electric motor, and outputs a first signal. The second high-pass filter is input with the estimated motor speed signal obtained from the first torque command signal and outputs the second signal. as well as A low-pass filter is input to a motor speed deviation signal, which is the deviation between the first signal and the second signal. The low-frequency component of the motor speed deviation signal is extracted and output as a third signal. The first signal is obtained by subtracting the sum of the second and third signals from the first signal to obtain a feedback signal. The second torque command signal obtained based on the feedback signal is fed back to the first torque command signal and output to the electric motor as the third torque command signal.

2. The motor control device according to claim 1, characterized in that, It also includes: a third high-pass filter, which is input to the feedback signal; and a first amplifier, which is input to the output signal from the third high-pass filter, and the second torque command signal is output from the first amplifier.

3. The motor control device according to claim 2, characterized in that, It also includes: a second amplifier, which is input to the third signal; and a gain adjustment unit, which adjusts the gain of the first amplifier and the gain of the second amplifier according to the output signal from the low-pass filter, wherein the output signal of the second amplifier is added to the second signal as the third signal.

4. The motor control device according to claim 3, characterized in that, When the output signal from the low-pass filter is greater than a predetermined rise threshold, the gain adjustment unit reduces the gain of the first amplifier and the gain of the second amplifier.

5. The motor control device according to claim 1, characterized in that, The motor control device is for a four-wheel drive vehicle. The electric motor includes a front wheel electric motor and a rear wheel electric motor. The vibration damping control unit includes a front wheel vibration damping control unit that outputs a torque command signal to the front wheel electric motor and a rear wheel vibration damping control unit that outputs a torque command signal to the rear wheel electric motor. The motor control device further includes a torque command value distribution unit that receives the first torque command signal, outputs the first torque command signal for the front wheel electric motor to the front wheel vibration damping control unit, and outputs the first torque command signal for the rear wheel electric motor to the rear wheel vibration damping control unit. The first torque command signal is output to the torque command value distribution unit and to both the front wheel vibration damping control unit and the rear wheel vibration damping control unit.

6. A motor control method, characterized in that, The controller outputs the first torque command signal, which commands the electric motor to produce torque. The motor speed signal, which represents the speed of the electric motor, is input to the first high-pass filter, and the first signal is output. The estimated motor speed signal obtained from the first torque command signal is input to the second high-pass filter, and the second signal is output. The motor speed deviation signal, which represents the difference between the first signal and the second signal, is input to a low-pass filter. The low-frequency component is extracted from the motor speed deviation signal and output as the third signal. The signal obtained by subtracting the sum of the second and third signals from the first signal is used to obtain a feedback signal. The second torque command signal obtained based on the feedback signal is fed back to the first torque command signal and output to the electric motor as the third torque command signal.

7. The motor control method according to claim 6, characterized in that, The feedback signal is input to the third high-pass filter, the output signal from the third high-pass filter is input to the first amplifier, and the second torque command signal is output from the first amplifier.

8. The motor control method according to claim 7, characterized in that, The third signal is input to the second amplifier. Based on the output signal from the low-pass filter, the gain of the first amplifier and the gain of the second amplifier are adjusted by the gain adjustment unit. The output signal of the second amplifier is added to the second signal as the third signal.

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