Vibration-inhibition control apparatus for electrically driven vehicle, and vibration-inhibition control method for electrically driven vehicle

• US 8,694,189 B2
• Filed: 07/21/2011
• Issued: 04/08/2014
• Est. Priority Date: 07/23/2010
• Status: Active Grant

• Current Assignee: Nissan Motor Co., Ltd.
• Original Assignee: Nissan Motor Co., Ltd.
• Inventors: Fujimoto, Satoru, Ashizawa, Hiroyuki, Motosugi, Jun
• Primary Examiner(s): Olszewski, John R
• Assistant Examiner(s): Ziaeianmehdizadeh, Navid
• Application Number:
  US13/811,394
• Publication Number:
  US 20130184918A1
• Time in Patent Office: 992 Days
• Field of Search: None
• US Class Current: 701/22
• CPC Class Codes: B60L 15/20 for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2240/461 Speed
• CPC Class Codes: B60L 2240/465 Slip
• CPC Class Codes: B60L 2240/507 Operating parameters
• CPC Class Codes: B60L 2270/145 Structure borne vibrations
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

Provided is an electrically driven vehicle, wherein unexpected vibration or shock is prevented during interruption of torque transmission. An electric vehicle having an electric motor as its power source is provided with an F/F calculation or operation unit, an F/B calculation or operation unit, an adder, model determination units, and target torque value switching units. The F/F calculation unit calculates a first target torque value by F/F operation. The F/B calculation unit calculates a second target torque value by F/B operation using a model. The adder adds the first target torque value and the second target torque value, to obtain a motor torque command value. The model determination units evaluate whether or not an interruption in the torque transmission to drive shafts occurs. The target torque value switching units stop the F/F- and F/B operations while torque transmission interruption is confirmed.

Claims

1. A vibration suppression system for an electrically driven vehicle having an electrically driven motor as a power source, comprising:

a rotation speed detector configured to detect a motor rotation speed;

a motor torque target calculation unit configured to calculate a motor torque target value in response to a driver request;

a first torque target calculation unit configured to calculate a first torque target by feedforward (F/F) operation using a model transfer characteristic between a torque input and the motor rotation speed with respect to the motor torque target value;

a second torque target calculation unit configured to calculate a second torque target by feedback (F/B) operation using the model transfer characteristic between the torque input and the motor rotation speed with respect to the motor rotation speed;

a motor torque command setting mechanism configured to add the first torque target and the second torque target to obtain the motor torque command to the motor;

a determination mechanism configured to determine whether or not the model transfer characteristic between the torque input and motor rotation speed matches an actual transfer characteristic; and

a vibration suppression mechanism configured to set the motor torque target value as the motor torque command during at-he time period in which the transfer characteristic between the torque input and motor rotation speed is not determined to match the actual transfer characteristic, while stopping the F/F operation of the first torque target using the first torque target calculation unit and the F/B operation of the second torque target using the second torque target calculation unit.

2. The vibration suppression system for an electrically driven vehicle as claimed in claim 1, wherein the vibration suppression mechanism calculates the motor torque command upon determination of a recovery condition being met by starting the F/F operation of the first torque target using the first torque target calculation unit before the F/B operation of the second torque target using the second torque target calculation unit.

3. The vibration suppression system for an electrically driven vehicle as claimed in claim 1, wherein the determination mechanism determines that the model transfer characteristic between the torque input and the motor rotation speed is not consistent with the actual transfer characteristic when an absolute value of a difference between a motor angular velocity and a drive wheel angular velocity exceeds a predetermined value.

4. The vibration suppression system for an electrically driven vehicle as claimed in claim 2, wherein the determination mechanism determines that the recovery condition has been satisfied when an absolute value of a difference between a motor angular velocity and a drive wheel angular velocity is within a predetermined value.

5. The vibration suppression system for an electrically driven vehicle as claimed in claim 1, wherein:

the first torque target calculation unit receives a steady state torque target determined based on the driver request, and calculates the first torque target by F/F operation passing through a filter using an ideal model of transfer characteristic between the torque input and the motor rotation speed and a model; and

the second torque target calculation unit calculates a motor rotation speed estimate from the model transfer characteristic between the torque input to the vehicle and the motor rotation speed, receives a difference between the motor rotation speed estimate and a motor rotation speed detected value, and calculates a second torque target by F/B operation passing through a filter using the model and a band-pass filter.

6. The vibration suppression system for an electrically driven vehicle as claimed in claim 5, wherein the determination mechanism has a first model determination unit that determines a termination of a torque transmission interruption at a timing earlier than a reference timing at which the actual transfer characteristic between the vehicle torque input and motor rotation speed actually matches the model transfer characteristic previously assumed, and a second model determination unit that determines the termination of torque transmission interruption at a later timing than the reference timing, and wherein the vibration suppression mechanism has a first torque target switching unit that starts the F/F operation in response to the termination of the torque transmission interruption by the first model determination unit and a second torque target switching unit that starts F/B operation in response to the termination of the torque transmission interruption by the second model determination unit.

7. The vibration suppression system for an electrically driven vehicle as claimed in claim 6, wherein, when the second model determination unit determines that the recovery condition has been met, the motor torque command will not be corrected that serves as an input to calculate the motor rotation speed estimate by the second torque target calculation unit, but the motor torque command corresponding to a final output torque to be input to an actual plant will be corrected to smoothly connect before and after the F/B operation while decreasing a torque correction value to zero within a predetermined period of time.

8. The vibration suppression system for an electrically driven vehicle as claimed in claim 7, wherein the motor torque command correction unit is provided with a filter with a second ideal model between the torque input previously assumed and the motor rotation speed and the model, and wherein, each time the second model determination unit determines that a recovery condition has been met, immediately after the determination, a previous value is output by initializing the previous value of second torque target value, and after initializing, passing a “

zero”

input through the filter.

9. The vibration suppression system for an electrically driven vehicle as claimed in claim 7, wherein the motor torque command correction unit is provided with a change rate limit unit that limits by change rate previously set not to induce vibration, and wherein each time the second model determination unit determines that the recovery condition has been satisfied, initializing the previous value of second torque target value and outputting the previous value immediately after the judgment, and, after initializing, setting the value by passing zero input through the change rate limit unit.

10. A vibration suppression method for an electrically driven vehicle that includes an electric motor as a power source to operate drive wheels by torque transmission through a drive shaft, comprising:

setting a motor torque command to the electric motor by adding a first torque target value of F/F operation and a second torque target value of F/B operation, during a matched state in which a model transfer characteristic between a torque input and a motor rotation speed is consistent with an actual transfer characteristic;

setting the motor torque target command to the electric motor to a steady state torque target determined based on the driver request during an unmatched state in which the model transfer characteristic between torque input and motor rotation speed does not match the actual transfer characteristic while stopping the F/F and F/B operations; and

upon determination of transition from the unmatched state between the model transfer characteristic between the torque input and the motor rotation speed and the actual transfer characteristic to the matched state, F/F operation in response to the change in steady state torque is started at an earlier timing of the actual match with the previously assumed model to set the first torque target as the motor torque command, while starting the F/B operation at a later timing of the actual match of transfer characteristic with the previously assumed model to set the motor torque command by adding the first torque target value preceded by the F/F operation and the second torque target value.