CN101836356A - 旋转电机控制装置 - Google Patents

旋转电机控制装置 Download PDF

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Publication number
CN101836356A
CN101836356A CN200880112804A CN200880112804A CN101836356A CN 101836356 A CN101836356 A CN 101836356A CN 200880112804 A CN200880112804 A CN 200880112804A CN 200880112804 A CN200880112804 A CN 200880112804A CN 101836356 A CN101836356 A CN 101836356A
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Prior art keywords
rotating machine
electric
electric rotating
torque
power
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CN200880112804A
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CN101836356B (zh
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今井敦志
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/32—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the fuel cells
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/003—Supplying electric power to auxiliary equipment of vehicles to auxiliary motors, e.g. for pumps, compressors
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种旋转电机控制装置，可进行旋转电机的振动抑制。具备旋转电机的燃料电池搭载车辆的驱动控制系统(10)中，控制部(60)构成为包括：根据旋转电机12的动力源即燃料电池(44)和蓄电装置(12)的状态来计算旋转电机的驱动允许电力的驱动允许电力计算模块(66)、基于该驱动允许电力计算旋转电机(12)的限制转矩的限制转矩计算模块(68)、及对限制转矩计算进行低通滤波处理的滤波处理模块(70)。在与控制部(60)连接的存储装置(62)中存储显示与驱动允许电力、转速相对应执行滤波处理的区域的滤波处理区域映射(64)。

Description

旋转电机控制装置
技术领域
本发明涉及一种旋转电机控制装置，特别是涉及根据动力源的状态进行旋转电机的动作控制的旋转电机控制装置。
背景技术
具备搭载燃料电池的电动汽车、或具备发动机和旋转电机的混合动力车辆中，使用旋转电机作为车辆的驱动源。燃料电池、高电压蓄电装置这样的动力源与旋转电机连接。旋转电机的动作控制是边观察其动力源的状态边进行。
例如，专利文献1中，作为具备燃料电池和双电层电容器的燃料电池汽车的控制装置，公开有基于燃料电池的上限发电量和电容器的上限放电量来掌握可输出的上限总电力并在其范围内限制转矩指令的上限。由此，阐述了即使燃料电池产生异常而上限发电量降低，也通过电容器的放电电力量来抑制上限总电力的减少，抑制基于转矩指令的电动机的输出转矩急剧降低。
专利文献1：(日本)特开2003-61212号公报
根据专利文献1，可观察动力源的上限发电量并进行旋转电机的动作控制。但是，这样将上限发电量作为用于旋转电机的动作的允许电力赋予时，旋转电机在该允许电力的范围内根据电力＝转矩×转速的关系赋予转矩指令。在允许电力＝一定的条件下，转矩T和转速N的关系为双曲线特性，因此，在转速小时，转矩变化率增大。例如在旋转电机起动时，由于转速的变动，转矩产生大幅度变动，其成为例如车辆的振动，阻碍了用户的舒适感。
发明内容
本发明的目的在于，提供一种可抑制旋转电机的振动的旋转电机控制装置。
本发明提供一种旋转电机控制装置，其特征在于，具备：限制转矩计算单元，基于根据旋转电机的动力源的状态而设定的旋转电机驱动允许电力来计算旋转电机的限制转矩；及滤波处理单元，对限制转矩计算进行低通滤波处理。
另外，本发明的旋转电机控制装置中，优选的是，滤波处理单元根据旋转电机驱动允许电力或旋转电机转速中的至少一方使低通滤波处理的时间常数变化。
另外，本发明的旋转电机控制装置中，优选的是，滤波处理单元使旋转电机驱动允许电力为预先确定的规定值以下时的时间常数比超过规定值时的时间常数大。
另外，本发明的旋转电机控制装置中，优选的是，滤波处理单元使旋转电机转速为预先确定的规定值以下时的时间常数为比超过规定值时的时间常数大。
另外，本发明的旋转电机控制装置中，优选的是，限制转矩计算单元根据作为旋转电机的动力源的燃料电池及蓄电装置中的至少一方的状态来确定旋转电机驱动允许电力。
另外，本发明的旋转电机控制装置中，优选的是，滤波处理单元在旋转电机的最大可输出转矩变化相对于转速变化之比为预先确定的规定值以上的区域执行处理。
根据所述构成，旋转电机控制装置对基于旋转电机驱动允许电力计算出的旋转电机的限制转矩进行低通滤波处理。低通滤波处理是指将高频成分截断的滤波处理。由此，通过适当设定所截断的频带域，可抑制旋转电机的振动。
另外，在旋转电机控制装置中，根据旋转电机驱动允许电力或旋转电机转速中的至少一方使低通滤波处理的时间常数变化。例如，在旋转电机的振动与旋转电机驱动允许电力和旋转电机转速相关联地产生的情况下，在该产生的区域部分以使低通滤波处理的效果有效的方式设定时间常数，由此，在其它区域部分，可直接发挥旋转电机的响应特性，例如可在高驱动允许电力下确保高响应性。这样，可使低驱动允许电力下的振动抑制和高驱动允许电力下的高响应性并存。
另外，旋转电机控制装置中，使旋转电机驱动允许电力为预先确定的规定值以下时的时间常数为比超过规定值时的时间常数大。例如旋转电机的振动在起动时产生即在旋转电机驱动允许电力小时产生的情况下，在该产生的区域部分以使低通滤波处理的效果有效的方式将时间常数设定得较大，由此可有效地进行振动抑制。
另外，旋转电机控制装置中，使旋转电机转速为预先确定的规定值以下时的时间常数为比超过规定值时的时间常数大。例如旋转电机的振动在起动时产生即在旋转电机转速小时产生的情况下，在该产生的区域部分以使低通滤波处理的效果有效的方式将时间常数设定得较大，由此可有效进行振动抑制。
另外，旋转电机控制装置中，根据旋转电机的动力源即燃料电池及蓄电装置中的至少一方的状态来确定旋转电机驱动允许电力。在使用燃料电池和蓄电装置作为旋转电机的动力源的情况下，根据动力源的状态来确定旋转电机允许电力，并基于此设定限制转矩，该情况下可抑制振动。
另外，旋转电机控制装置中，滤波处理单元在旋转电机的最大可输出转矩变化相对于转速变化之比为预先确定的规定值以上的区域执行处理。旋转电机的转矩-转速特性在电力一定的条件下为双曲线特性，在转速小时转矩变化相对于转速的变化之比变大，在该区域部分显著感到旋转电机的振动。因此，通过在该区域部分进行滤波处理，能够有效地进行振动抑制。
附图说明
图1是表示本发明的实施方式中具备旋转电机的燃料电池搭载车辆的驱动控制系统的构成的图；
图2是表示旋转电机的转矩和转速之间的关系的特性图；
图3是说明本发明的实施方式中旋转电机起动时转速的变化和转矩的变化的样态的图；
图4是说明本发明的实施方式中滤波处理的样态的图；
图5是说明本发明的实施方式中滤波处理区域映射的图；
图6是说明本发明的实施方式中其它滤波处理区域映射的图；
图7是本发明的实施方式中用框图表示控制部的各功能的图。
标号说明
10车辆的驱动控制系统；12旋转电机；14FC辅机；16制动器踏度传感器；18制动器ECU；20油门开度传感器；22蓄电池ECU；30电源电路；32蓄电装置；34、38滤波电容器；36电压转换器；40电压检测器；42电流检测器；44燃料电池；46M/G逆变器；48辅机逆变器；60控制部；62存储装置；64、65滤波处理区域映射；66驱动允许电力计算模块；68限制转矩计算模块；70滤波处理模块；72、76特性线；74、78脉动特性线；77低通滤波处理；79振动抑制转矩特性；80与驱动允许电力值相对应的特性线；81(统一的)转矩的上限限制；82、84振动抑制滤波处理区域。
具体实施方式
下面，使用附图详细说明本发明的实施方式。下面，对将旋转电机搭载于车辆上的情况进行说明，但也可以是用于车辆用以外的用途的旋转电机、例如固定型的旋转电机。另外，下面，作为旋转电机的动力源，对具备燃料电池和蓄电装置的情况进行说明，但也可以仅以二次电池为动力源，也可以为具备对二次电池充电的发动机的构成。另外，下面，作为燃料电池搭载车辆，对具备一台旋转电机的情况进行说明，但旋转电机也可以为多个。另外，作为旋转电机，对具有作为电动机的功能和作为发电机的功能的电动机/发电机进行说明，但也可以是仅具有电动机的功能的电机，还可以是单独具有电动机和发电机的车辆。
另外，以下，作为限制车辆驱动允许电力值的情况，对为了进行起动时的振动抑制而进行转矩限制的情况进行详述，但这是用于说明的一例。若在预先确定的规定条件下限制车辆驱动允许电力，则在这以外的情况下也可以实施本发明。例如，即使根据车辆行驶条件或车辆的环境状况限制车辆驱动允许电力的情况下，也可以实施本发明。另外，下面，作为电源电路，对含有高电压的蓄电装置、燃料电池、电压转换器、高电压动作的逆变器的构成进行了说明，但也可以含有除此之外的装置。例如，可含有系统主继电器、低电压蓄电池、低电压动作的DC/DC转换器等。
图1是表示具备旋转电机的燃料电池搭载车辆的驱动控制系统10的构成的图。特别是，在此，对如下旋转电机控制进行叙述：为了抑制车辆起动时产生的振动而对基于旋转电机的驱动允许电力计算出的旋转电机的限制转矩进行滤波处理。
该驱动控制系统10构成为具备：包含燃料电池44和作为二次电池的蓄电装置32的电源电路30、与该电路连接的旋转电机12和燃料电池用辅机(FC辅机)14、决定车辆的驱动要求的制动器踏度传感器16及制动器ECU(Electric Control Unit：电子控制单元)、油门开度传感器20、控制蓄电装置32的充放电的蓄电池ECU22、控制部60、及与控制部60连接的存储装置62。
旋转电机12为搭载于车辆上的电动机/发电机(M/G)，是在供给电力时作为电动机起作用、在制动时作为发电机起作用的三相同步型旋转电机。旋转电机12的转速通过适当的检测单元检测出，该检测值被传送给控制部60。
FC辅机14是用于燃料电池44的辅机，是设于氧化气体流路上的空气压缩机(ACP)、设于燃料气体流路上的氢泵、及燃料电池用冷却泵等。这些FC辅机14接受例如约200V左右的高电压电力的供给而动作。另外，FC是表示燃料电池44的Fuel Cell的省略标记。下面，根据需要将燃料电池44称作FC。
电源电路30是与电动机/发电机即旋转电机12及FC辅机14连接的电路。对旋转电机12进行叙述时，电源电路具有下述功能：旋转电机12作为驱动电动机起作用时，对旋转电机供给电力，或者旋转电机12作为发电机起作用时，接受再生电力而充电于作为二次电池的蓄电装置32。另外，对FC辅机14进行叙述时，电源电路具有供给辅机工动作所需的高电压电力的功能。
电源电路30构成为包括：作为二次电池的蓄电装置32；蓄电装置侧的滤波电容器34；电压转换器36、燃料电池侧的滤波电容器38；燃料电池44；与旋转电机12连接的M/G逆变器46；及与FC辅机14连接的辅机逆变器48。
蓄电装置32是可充放电的高电压二次电池，经由电压转换器36在与燃料电池44之间进行电力的互换，具有与旋转电机12、FC辅机14等负载的变动相对应的功能。作为这样的蓄电装置32，例如可使用具有约200V～300V的端子电压的锂离子电池组或镍氢电池组或电容器等。另外，蓄电装置32是所谓的高电压蓄电池，单作为蓄电池叙述时，多指该蓄电装置32。因此，以下，根据需要将蓄电装置32称作蓄电池。
电压转换器36是具有根据蓄电装置32侧的高电压和燃料电池44侧的高电压之间的电压差进行电力的交换的功能的电路。例如在燃料电池44侧的电压低时，进行从蓄电装置32侧向燃料电池44侧的电压转换并供给高电压电力，相反，在蓄电装置32侧的电压低时，进行从燃料电池44侧向蓄电装置32侧的电压转换并供给高电压电力。作为这样的电压转换器36，可使用含有电抗器的双方向型转换器。
在电压转换器36的两侧分别设有滤波电容器。即，在连接电压转换器36和蓄电装置32的正极侧母线和负极侧母线之间设置有蓄电装置侧的滤波电容器34，在连接电压转换器36和燃料电池44的正极侧母线和负极侧母线之间设置有燃料电池侧的滤波电容器38。
燃料电池44是将多个燃料电池单体电池组合而构成为可取出约200V～约300V程度的高电压的发电电力的一种电池组，被称作燃料电池组。在此，各燃料电池单体电池具有下述功能，即，向阳极侧供给作为燃料气体的氢，向阴极侧供给作为氧化气体的空气，利用通过固体高分子膜即电解质膜的电池化学反应取出所需要的电力。为了使该燃料电池44动作，需要上述FC辅机14动作。
电压检测器40设于连接燃料电池44和电压转换器36的正极侧母线和负极侧母线之间，具有检测燃料电池44的输出电压值的功能。另外，电流检测器42设于燃料电池44的正极侧母线或负极侧母线中的任一个上，具有检测燃料电池44的输出电流值的功能。电压检测器40的检测值和电流检测器42的检测值经由适当的信号线被传送至控制部60。
M/G逆变器46是具有在控制部60的控制下将高电压直流电力变换成交流三相驱动电力并供给至旋转电机12的功能、和相反地将来自旋转电机12的交流三相再生电力变换成高电压直流充电电力的功能的电路。这样的M/G逆变器46可由含有开关元件及二极管等的电路构成。
辅机逆变器48具有在控制部60的控制下将高电压直流电力变换成交流三相驱动电力并供给至FC辅机14的功能。这样的辅机逆变器48的构成基本上与M/G逆变器46相同。
接着，对与控制部60连接的各装置进行说明。制动器踏度传感器16是检测制动踏板等的动作量的传感器。在此，制动器ECU18具有如下功能：接受制动器踏度传感器16的检测值，将其换算成对旋转电机12的制动要求转矩并输入到控制部60。油门开度传感器20具有如下功能：检测油门踏板等的动作量，将其换算成对旋转电机12的驱动要求转矩并输入到控制部60。即，制动器踏度传感器16和油门开度传感器20是由用户操作并指示对旋转电机12的要求转矩的单元。
蓄电池ECU22是具有检测高电压蓄电池即蓄电装置32的状态并将其充放电状态控制在最佳状态的功能的控制装置。作为蓄电装置32的状态，例如监视输出电压、输入输出电流、温度、SOC(State Of Charge：充电状态)等，将其值根据需要传送至控制部60。
与控制部60连接的存储装置62具有存储由控制部60执行的程序等的功能，特别是在此，具有存储执行用于振动抑制的滤波处理时使用的滤波处理区域映射64的功能。
在叙述滤波处理区域映射64的内容之前，使用图2、图3对成为其背景的起动时的振动抑制进行说明。下面，使用图1的标号进行说明。图2是表示旋转电机12的转矩T和转速N之间的关系的特性图。图3是表示旋转电机12起动时的转速N的变化和转矩T的变化的样态的图。
如图2所示，旋转电机12的转矩T和转速N在供给至旋转电机12的电力即功率一定的情况下，显示双曲线特性。这是基于电力＝功率＝转矩T×转速N的关系的结果。实际上为了规定转矩的最大限度，成为上限被截断的双曲线特性。在图2中，与5种种类的供给电力相对应，分别表示5个T-N特性线。
在此，考虑旋转电机12的起动时，供给适当的起动电力而使转速N从0逐渐上升，但由于起动电力少且转速N为低速，故而在双曲线特性的急剧倾斜处转速N发生变化。图2中，在与最少的供给电力相对应的T-N特性线上由箭头表示其变化，但可知相对于转速的变化即ΔN，转矩T的变化即ΔT为较大的值。极端的情况是ΔT/ΔN接近无限大。
图3表示旋转电机12起动时的实际转速N的变化和转矩T的变化。图3中，上段的图为横轴取时间、纵轴取转速N的图，下段的图中，横轴取时间，纵轴取转矩T。时间的原点在上段和下段一致。在此，起动时，作为来自控制部60的指令，使转速N从零逐渐成为高速旋转地进行。图3中，作为转速N与时间一起大致直线地上升的特性线72表示。与之相对应，转矩T在图2中的供给电力值＝功率值一定的条件下，作为与时间一起下降的特性线76表示。在此，如上，ΔT/ΔN为较大的值，因此由于转速N的偏差，转矩T大幅度变动。
在旋转电机12搭载于车辆上的情况等中，由旋转电机12的质量和其支承构造的弹性成分形成振动系。因此，通过旋转电机12的动作，该振动系产生的振动与转速N的特性重叠。另外，由于传感器系也产生脉动，所以结果是起动时的转速N的开始特性成为作为脉动特性线74表示的特性。这样，当在转速N的变化上重叠脉动波形时，由于其成为转速N的偏差，所以由于之前的ΔT/ΔT较大，因此，转矩也如脉动特性线78那样，脉动增大。这成为作为起动时的振动阻碍用户的舒适感的主要原因。
作为这样的起动时抑制振动的方法，可使用滤波处理。图4是说明滤波处理的样态的图。在此，滤波处理是指在规定的频带域使增益降低，在此，进行在规定的频率f以上的频带域使增益降低的低通滤波处理。低通滤波处理以τ为时间常数，由增益＝1/(1+τs)表示，因此，也称作一次延迟滤波处理。可利用该时间常数τ设定增益开始降低的频率。图4中左侧的图与图3中下侧的图相对应，表示转矩的脉动特性线78。对该转矩特性实施低通滤波处理77时，如图4中右侧的图所示，成为除去了高频成分的脉动的振动抑制转矩特性79。
当对旋转电机的转矩特性实施低通滤波处理时，旋转电机的转矩响应特性延迟。例如，在对旋转电机供给高驱动允许电力使其以高转矩高转速动作的情况下，对转矩指令期望高速响应性。如上，起动时的振动在低驱动允许电力或低转速的情况下产生，因此，若仅对该振动产生的区域部分进行滤波处理，则可同时兼备低驱动允许电力下的振动抑制和高驱动允许电力下的高速响应性。
与图1相关联叙述的滤波处理区域映射64为此使用。下面，使用图1～图4的标号进行说明。如上，起动时的振动在转速N较小的低速时，而且在ΔT/ΔN某种程度增大时显著。转矩T-转速N特性中，只要在N比预先确定的值小且ΔT/ΔN比预先确定的值大的区域对旋转电机12的转矩特性进行滤波处理即可。执行滤波处理的区域对应于驱动允许电力、转速而设定。图5是说明表示执行用于起动时的振动抑制的滤波处理的区域的滤波处理区域映射64的图。
图5中，表示5种与对旋转电机12的供给电力值即驱动允许电力值相对应的特性线80。而且，从其中的驱动允许电力值大的一方向第四个特性线以下的驱动允许电力值的区域标记斜线。标记了该斜线的低驱动允许电力值的区域部分是执行用于振动抑制的滤波处理的振动抑制滤波处理区域82。在未标记斜线的高驱动允许电力值的区域部分不执行用于振动抑制的滤波处理，确保了对转矩指令的高响应性。
另外，图5中，统一地表示转矩的上限限制81，但这与用于起动时的振动抑制的滤波处理无关，从系统的构成上看，通常不允许其以上的转矩。可将其称作通常的转矩的上限限制。
图5中，虽然根据驱动允许电力值进行用于振动抑制的滤波处理，但也可以根据旋转电机12的转速N进行用于振动抑制的滤波处理。图6是表示根据转速N进行滤波处理时的滤波处理区域映射65的例子的图。在此，与图5相同，表示5条特性线80，对比预先确定了转速N的规定值小的低转速的区域标注斜线。标注了该斜线的低转速的区域部分是执行用于振动抑制的滤波处理的振动抑制滤波处理区域84。在未标注斜线的高转速的区域部分不执行用于振动抑制的滤波处理，而确保了对于转矩指令的高响应性。
要决定执行用于振动抑制的滤波处理的区域部分，也可以采取除如图4所说明基于驱动允许电力值的方法、和基于图5所说明的转速N的方法之外的基于两者进行设定的方法。例如，图4中，标注斜线的区域部分中，限制在进一步预定的规定的转速以下的区域部分，可以进行用于振动抑制的滤波处理。
在振动抑制滤波处理区域82、84和其以外的区域之间，可以是前者执行滤波处理，而后者几乎不进行滤波处理。另外，也可以是后者进行适当的滤波处理，将滤波处理的时间常数设定为在前者和后者之间设置差。该情况下，将振动抑制滤波处理区域82的时间常数设定为比其它区域部分的时间常数大。图5的例子中，将旋转电机驱动允许电力为预先确定的规定值以下时的时间常数设为比超过规定值时的时间常数大。图6的例子中，将旋转电机12的转速N为预先确定的规定值以下时的时间常数设为比超过规定值时的时间常数大。另外，通过将它们组合，也可以在旋转电机12的转矩变化ΔT相对于转速变化ΔN之比为预先确定的规定值以上的区域执行用于振动抑制的滤波处理。
再次返回图1，在存储装置62中存储图5、图6中说明的滤波处理区域映射64、65。如上所述，滤波处理区域映射64、65是表示进行用于振动抑制的滤波处理的区域的映射，因此，可以不以图的形态而以可以预先设定的形式存储进行用于振动抑制的滤波处理的区域部分。例如，可以以驱动允许电力值为输入、以滤波处理的时间常数为输出的换算表的图表形式、或计算形式等进行存储。也可以为以旋转电机的转速为输入、以滤波处理的时间常数为输出的形式。
控制部60具有将驱动控制系统10的各装置作为整体进行控制的功能，但在此，特别是具有进行用于上述振动抑制的滤波处理的功能。在此，控制部60在车辆驱动控制系统10中相当于旋转电机控制装置。控制部60构成为包括：根据旋转电机12的动力源即燃料电池44和蓄电装置32的状态来计算旋转电机的驱动允许电力的驱动允许电力计算模块66、基于该驱动允许电力计算旋转电机12的限制转矩的限制转矩计算模块68、及对限制转矩计算进行低通滤波处理的滤波处理模块70。
这样的控制部60可由适于车辆搭载的计算机构成。控制部60也可以由单独的计算机构成，但在另外有车辆搭载ECU等的情况下，也可以将控制部60的功能设为所述车辆搭载ECU的功能的一部分。控制部60的上述的各功能可通过软件实现，例如可通过执行相对应的旋转电机控制程序来实现。
使用图7对上述构成的作用特别是控制部60的各功能进行详细说明。下面，使用图1～图6的标号进行说明。图7相当于用框图表示控制部60的各功能的图，在此，从通过控制部60执行的程序的观点来说明。因此，这些程序分别与相对应的旋转电机控制程序的各处理程序对应。
开始旋转电机控制处理程序时，取得用于计算驱动允许电力的FC可输出电力值和蓄电池可输出电力值(S10，S12)。燃料电池44的最大可输出电力值基于电压检测器40的检测值、电流检测器42的检测值等计算，另外，蓄电装置32的最大可输出电力值基于来自蓄电池ECU22的蓄电装置32的状态量等计算。
除燃料电池44的最大可输出电力值、蓄电装置32的最大可输出电力值这样的旋转电机12的动力源的状态量外，根据需要，考虑FC辅机14的消耗电力、电压转换器36的变换效率等，计算对于旋转电机12的驱动允许电力值(S14)。该程序由控制部60的驱动允许电力计算模块66的功能执行。另外，图5、图6中说明的特性线80是对应于该计算出的驱动允许电力值的转矩T-转速N的特性线。例如当计算出的驱动允许电力值为10kW时，电力值＝10kW＝一定的特性线在T-N平面为双曲线特性。
因此，赋予转速N(S16)来进行限制转矩运算处理(S18)。该功能通过控制部60的限制转矩计算模块68的功能执行。例如N＝600rpm＝10rps＝10Hz，上述例子中，通过驱动允许电力值＝10kW＝T×N＝T×10rps的式计算转矩，其成为驱动允许电力值下的限制转矩。“限制”的词语是指驱动允许范围内的限制的意思，是指可在计算出的转矩以下输出旋转电机12的转矩。
而且，基于计算出的驱动允许电力值和赋予的转速，选择滤波处理的时间常数(S20)。当选择滤波处理的时间常数时，使用该时间常数对转矩特性执行滤波处理(S22)。这些程序由控制部60的滤波处理模块70的功能执行。具体而言，从存储装置62读出滤波处理区域映射64，以驱动允许电力和转速为检索关键词，读出对应于该条件的滤波处理的时间常数。上述例子中，以驱动允许电力值＝10kW、转速N＝10rps＝10Hz为检索关键词，通过映射或对应表或计算式取得对应的时间常数。
例如，在上述条件的驱动允许电力值＝10kW、转速N＝10rps＝10Hz包含于执行用于振动抑制的滤波处理的区域部分时，与其它区域部分相比较，滤波处理的时间常数选择大的值。由此，如图4中所说明，振动的高频成分被抑制。另一方面，在驱动允许电力值大或转速N为高转速的其它区域未执行用于振动抑制的滤波处理的情况下，滤波处理的时间常数选择小的值。由此，例如在高驱动允许电力值时，可确保转矩指令的高速响应性。
对转矩特性实施滤波处理时，取得转矩指令值(S24)，进行转矩上限限制处理(S25)，计算最终的转矩指令值。在此，转矩上限限制处理是指图5、图6中所说明的一般的转矩上限限制即统一的转矩的上限限制81。当然，除该统一的转矩的上限限制外，在有基于车辆的驱动控制系统10的构成的转矩限制的情况下，这些上限限制也包含于计算中，可计算最终的转矩指令。这样，执行用于振动抑制的滤波处理。

Claims (6)

1.一种旋转电机控制装置，其特征在于，具备：
限制转矩计算单元，基于根据旋转电机的动力源的状态而设定的旋转电机驱动允许电力来计算旋转电机的限制转矩；及
滤波处理单元，对限制转矩计算进行低通滤波处理。
2.如权利要求1所述的旋转电机控制装置，其特征在于，
滤波处理单元根据旋转电机驱动允许电力或旋转电机转速中的至少一方使低通滤波处理的时间常数变化。
3.如权利要求2所述的旋转电机控制装置，其特征在于，
滤波处理单元使旋转电机驱动允许电力为预先确定的规定值以下时的时间常数比超过规定值时的时间常数大。
4.如权利要求2所述的旋转电机控制装置，其特征在于，
滤波处理单元使旋转电机转速为预先确定的规定值以下时的时间常数为比超过规定值时的时间常数大。
5.如权利要求1所述的旋转电机控制装置，其特征在于，
限制转矩计算单元根据作为旋转电机的动力源的燃料电池及蓄电装置中的至少一方的状态来确定旋转电机驱动允许电力。
6.如权利要求1所述的旋转电机控制装置，其特征在于，
滤波处理单元在旋转电机的最大可输出转矩变化相对于转速变化之比为预先确定的规定值以上的区域执行处理。
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