CN111869090A - Drive device, drive method, drive program, and electric vehicle - Google Patents
Drive device, drive method, drive program, and electric vehicle Download PDFInfo
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- CN111869090A CN111869090A CN201880091312.4A CN201880091312A CN111869090A CN 111869090 A CN111869090 A CN 111869090A CN 201880091312 A CN201880091312 A CN 201880091312A CN 111869090 A CN111869090 A CN 111869090A
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/16—Circuit arrangements for detecting position
- H02P6/17—Circuit arrangements for detecting position and for generating speed information
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Abstract
An electric vehicle control device 1 according to the present invention includes: a signal receiving unit 11 that receives a signal arriving at an interval corresponding to the rotational speed of the motor 3; a rotational speed calculation unit 12 for calculating the instantaneous rotational speed of the motor 3 from the signal interval Δ T between the sensor signal S1 and the sensor signal S2; and a motor control unit 13 for generating a PWM signal based on the calculated instantaneous rotational speed, wherein when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the current conversion unit 30 is a value corresponding to the instantaneous rotational speed.
Description
Technical Field
The invention relates to a drive device, a drive method, a drive program, and an electric vehicle.
Background
An electric vehicle such as an electric two-wheeled vehicle (two-wheeled EV) generally includes a motor for driving wheels and a drive device for controlling a control unit of the motor. In recent years, electric vehicles not provided with a clutch have been studied in the industry because the electric vehicles can obtain a required torque from a low rotational speed region to a high rotational speed region with a fixed Gear (Gear). In such a clutch-less (Clutchless) electric vehicle, the motor thereof directly receives an external force from the outside of the wheel, which is blocked by the clutch in the conventional electric vehicle.
[ Prior Art document ]
[ patent document 1 ] Japanese patent application laid-open No. 2005-207416
At a stator of the electric vehicle motor, a rotational position sensor for detecting a rotational position of the rotor is provided. The control unit of the drive device receives a rising edge signal or a falling edge signal (hereinafter also referred to as "sensor signal") from the rotational position sensor at each predetermined electrical angle. The control unit grasps the rotational speed of the motor based on the sensor signal and controls the motor.
In the clutch-less electric vehicle, since an external force corresponding to a road surface state or the like is directly applied to the motor, the rotation speed of the motor instantaneously varies depending on the road surface state. Thus, the output of the inverter cannot follow such a momentary fluctuation in the rotation speed, and therefore the output torque of the motor may deviate from the target value. Hereinafter, the description will be specifically made with reference to fig. 14.
As shown in fig. 14, when the instantaneous rotation speed of the motor decreases, only the voltage Va of the voltages (motor-induced voltages) induced by the rotation of the motor decreases instantaneously. On the other hand, during the period in which the motor induced voltage drops, the output of the inverter that supplies ac power to the motor is constant. Thus, the voltage difference between the output voltage of the inverter and the motor induced voltage is increased from V0 to Vb (V0 + Va). The voltage difference V0 is a value set to obtain the target torque. Once the voltage difference is expanded, the result is that the current supplied to the motor is greater than the current required to achieve the target torque, thereby causing the motor to output a torque greater than the target torque.
On the other hand, when the rotational speed is instantaneously increased, the motor induced voltage is instantaneously increased but the output of the inverter is constant, so that the difference between the output voltage of the inverter and the motor induced voltage is reduced from Vb to Vc as shown in fig. 14, and as a result, the current supplied to the motor is smaller than the current required to obtain the target torque, resulting in an excessively small output torque of the motor.
It has been a problem in the industry that the output torque of the motor deviates from the target torque due to the instantaneous variation of the motor rotation speed, and the motor cannot be appropriately controlled.
In view of the above, it is an object of the present invention to provide a drive device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle that can appropriately control a motor even when a transient variation occurs due to an external force acting on the motor rotation speed.
Disclosure of Invention
The drive device according to the present invention is characterized by comprising:
a signal receiving unit that receives a plurality of signals output from a rotational position sensor at intervals corresponding to a rotational speed of a motor that drives a load during one rotation of the motor;
a rotational speed calculation unit that calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately by the signal reception unit and a reception time point of a second signal received earlier than the first signal; and
a motor control part generating a PWM signal according to the instantaneous rotation speed and transmitting the PWM signal to an inverter supplying AC power to the motor to control the motor,
wherein, when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
In the case of the drive device described above,
the motor control unit corrects the duty ratio by linear interpolation using a characteristic straight line indicating a relationship between the instantaneous rotational speed and the corrected duty ratio.
In the case of the drive device described above,
the linear interpolation is performed each time the instantaneous rotation speed is calculated.
In the case of the drive device described above,
the characteristic line is a line connecting the first point with the second point,
the first point is a point defined by a lower limit value of a rotation speed range centered on an average rotation speed calculated over a period of one rotation of the motor and a duty ratio corresponding to the lower limit value,
the second point is defined by an upper limit value of the rotation speed range and a duty ratio corresponding to the upper limit value.
In the case of the drive device described above,
the rotation speed range is determined in consideration of a fluctuation range of an instantaneous rotation speed of the motor.
In the case of the drive device described above,
the characteristic straight line is updated each time the average rotational speed is calculated.
In the case of the drive device described above,
the rotational speed calculation unit calculates the signal interval by multiplying the monitoring time interval by the count number counted in a monitoring time interval during a period from when the second signal is received to when the first signal is received.
In the case of the drive device described above,
in a case where the second signal is a signal received before the first signal, the rotational speed calculation section calculates the instantaneous rotational speed by the following formula:
n＝60000/(ΔT×Np)
in the above formula, n represents the instantaneous rotation speed [ rpm ], Δ T represents the signal interval [ mSec ], and Np is a value representing the number of signals received by the signal receiving section during one rotation of the motor at an electrical angle.
In the case of the drive device described above,
the motor control part acquires the duty ratio by retrieving a duty ratio table indicating a relationship between the target torque of the motor, the rotational speed of the motor, and the duty ratio of the PWM signal using the target torque of the motor and the instantaneous rotational speed.
In the case of the drive device described above,
the load is a wheel of an electric vehicle,
in a case where the motor directly drives the wheel, the motor control unit gradually increases the duty ratio of the PWM signal at the time of starting the electric vehicle.
In the case of the drive device described above,
the signal received by the signal receiving section is a rising edge signal or a falling edge signal of a pulse signal output from a rotational position sensor provided at the motor.
An electric vehicle according to the present invention is characterized by comprising:
the device according to claim 1, wherein the load is a driving device for a wheel of an electric vehicle.
In the electric-powered vehicle, the vehicle is,
the wheel is mechanically connected to the electric machine without a clutch.
The driving method according to the present invention is characterized by including:
a step in which a signal receiving unit receives a plurality of signals output from a rotational position sensor at intervals corresponding to the rotational speed of a motor that drives a load during one rotation of the motor;
a step in which a rotational speed calculation unit calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately before the signal reception unit and a reception time point of a second signal received earlier than the first signal; and
a step in which a motor control unit generates a PWM signal according to the instantaneous rotational speed and transmits the PWM signal to an inverter that supplies AC power to the motor to control the motor,
wherein, when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
The driver program according to the present invention causes a computer to execute: a step in which a signal receiving unit receives a plurality of signals output from a rotational position sensor at intervals corresponding to the rotational speed of a motor that drives a load during one rotation of the motor; a step in which a rotational speed calculation unit calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately before the signal reception unit and a reception time point of a second signal received earlier than the first signal; and a step in which a motor control unit generates a PWM signal based on the instantaneous rotational speed and transmits the PWM signal to an inverter that supplies ac power to the motor, thereby controlling the motor, characterized in that:
when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
Effects of the invention
In the present invention, a signal receiving unit receives a plurality of signals output from a rotational position sensor at intervals corresponding to a rotational speed of a motor during one rotation of the motor; the rotating speed calculating part calculates the instantaneous rotating speed of the motor according to the signal interval between the first signal and the second signal; when the calculated variation of the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal according to the instantaneous rotational speed. The duty ratio is corrected so that the output voltage of the power conversion unit is a value corresponding to the instantaneous rotational speed. Thus, even when the motor rotation speed varies instantaneously due to an external force applied to the motor in accordance with the road surface state or the like, the variation in the motor output torque can be suppressed, and the motor can be controlled appropriately.
Drawings
Fig. 1 is a schematic configuration diagram of an electric vehicle 100 according to an embodiment of the present invention.
Fig. 2 is a schematic configuration diagram of the power conversion unit 30 and the motor 3.
Fig. 3 is a schematic view of a magnet and an angle sensor 4 provided on a rotor 3r of the motor 3.
Fig. 4 is a schematic diagram of the relationship between the rotor angle and the output of the angle sensor.
Fig. 5 is a timing chart for explaining the PWM control according to the embodiment.
Fig. 6 is a block diagram of the function of the control unit 10 of the electric vehicle control device 1.
Fig. 7 is an explanatory diagram for explaining the relationship between the sensor signal and the number of counts, and the like.
Fig. 8 is a schematic diagram for explaining the calculation processing of the duty ratio and the output angle of the PWM signal.
Fig. 9(a) shows a configuration of a torque diagram, fig. 9(b) shows a configuration of a duty ratio diagram, and fig. 9(c) shows a configuration of an output angle diagram.
Fig. 10 is a schematic diagram for explaining a temporal change in the output voltage of the inverter according to the present embodiment.
Fig. 11 is a schematic diagram for explaining the instantaneous correction of the duty ratio by the linear interpolation.
Fig. 12 is a flowchart for explaining an example of the electric vehicle control method according to the embodiment.
Fig. 13 is a graph showing a temporal change in duty ratio in the direct drive.
Fig. 14 is a schematic diagram for explaining a problem in the conventional technique.
Detailed Description
Hereinafter, embodiments related to the present invention will be described based on the drawings. An electric vehicle control device that drives and controls an electric vehicle will be described as an embodiment of the following driving device. The drive device according to the present invention may drive a load other than wheels of the electric vehicle.
First, an electrically powered vehicle 100 according to an embodiment will be described with reference to fig. 1.
The electric vehicle 100 travels by driving the motor using electric power supplied from the battery. In the present embodiment, the electric vehicle 100 is an electric motorcycle such as an electric motorcycle, and specifically, is an electric motorcycle in which the motor 3 and the wheel 8 are directly mechanically connected without a clutch as shown in fig. 1. The electric vehicle according to the present invention may be a vehicle in which the motor 3 and the wheel 8 are connected via a clutch. The present invention is not limited to a two-wheeled vehicle, and may be, for example, a three-wheeled or four-wheeled electric vehicle.
As shown in fig. 1, the electric vehicle 100 includes: an electric vehicle control device 1, a battery 2, a motor 3, an angle sensor (rotational position sensor) 4, an accelerator position sensor 5, an auxiliary switch 6, an instrument (display unit) 7, a wheel 8, and a charger 9.
Next, each constituent element of electric powered vehicle 100 will be described in detail.
The electric vehicle control device 1 is a device that controls an electric vehicle 100, and includes: a control unit 10, a memory unit 20, and a power conversion unit (drive) 30. Here, electric vehicle Control device 1 may be configured as an ecu (electronic Control unit) that controls the entire electric vehicle 100.
Next, each constituent element of the electric vehicle control device 1 will be described in detail.
The control portion 10 inputs information from various devices connected to the electric vehicle control apparatus 1. Specifically, the control unit 10 receives: various signals output from the battery 2, an angle sensor (rotational position sensor) 4, an accelerator position sensor 5, an auxiliary switch 6, and a charger 9. The control section 10 outputs a signal displayed in the instrument 7. Further, the control section 10 controls the motor 3 through the power conversion section 30. The detailed information of the control unit 10 will be described later.
The storage unit 20 stores: information used by the control unit 10 (various maps and the like described later) and a program for the control unit 10 to operate. The storage unit 20 may be, for example, a nonvolatile semiconductor memory, but is not limited thereto. The memory unit 20 may be incorporated as a part of the control unit 10.
The power conversion unit 30 converts dc power output from the battery 2 into ac power and supplies the ac power to the motor 3. In the present embodiment, the power conversion unit 30 includes an inverter configured by a three-phase full bridge circuit, as shown in fig. 2. The semiconductor switches Q1, Q3, Q5 are high-side switches, and the semiconductor switches Q2, Q4, Q6 are low-side switches. Control terminals of the semiconductor switches Q1 to Q6 are electrically connected to the control unit 10. The semiconductor switches Q1 to Q6 are MOSFETs, IGBTs, or the like, for example.
As shown in fig. 2, a smoothing capacitor C is provided between the power supply terminals 30a and 30 b.
The input terminal 3a is a U-phase input terminal of the motor 3, the input terminal 3b is a V-phase input terminal of the motor 3, and the input terminal 3c is a W-phase input terminal of the motor 3.
As shown in fig. 2, the semiconductor switch Q1 is connected between a power supply terminal 30a to which the positive electrode of the battery 2 is connected and an input terminal 3a of the motor 3. Similarly, the semiconductor switch Q3 is connected between the power supply terminal 30a and the input terminal 3b of the motor 3. The semiconductor switch Q5 is connected between the power supply terminal 30a and the input terminal 3c of the motor 3.
The semiconductor switch Q2 is connected between the input terminal 3a of the motor 3 and the power supply terminal 30b to which the negative electrode of the battery 2 is connected. Similarly, the semiconductor switch Q4 is connected between the input terminal 3b of the motor 3 and the power supply terminal 30 b. The semiconductor switch Q6 is connected between the input terminal 3c of the motor 3 and the power supply terminal 30 b.
The battery 2 supplies electric power to the motor 3 for rotating the wheel 8 of the electric vehicle 100. The battery 2 supplies dc power to the power conversion unit 30. The battery 2 may be, for example, a lithium ion battery, or may be another type of battery. The number of the batteries 2 is not limited to one, and may be plural. That is, electrically powered vehicle 100 may be provided with a plurality of batteries 2 connected in parallel or in series. The battery 2 may include a lead battery for supplying an operating voltage to the controller 10.
The battery 2 includes a Battery Management Unit (BMU). The battery management unit transmits battery information relating to the voltage and state (charging rate, etc.) of the battery 2 to the control section 10.
The motor 3 drives a load such as the wheel 8 with ac power supplied from the power conversion unit 30. In the present embodiment, the motor 3 is mechanically connected to the wheel 8, thereby rotating the wheel 8 in a desired direction. The motor 3 is a three-phase ac motor having U-phase, V-phase, and W-phase. As described, the motor 3 and the wheel 8 are directly mechanically connected without a clutch. Although a three-phase brushless motor is used as the three-phase ac motor in the present embodiment, the type of the motor 3 is not limited to this.
The angle sensor 4 is used to detect the rotational position of the rotor 3r of the motor 3. As shown in fig. 3, magnets (sensor magnets) having N poles and S poles are alternately attached to the outer peripheral surface of the rotor 3 r. The angle sensor 4 is configured by, for example, a hall element, and detects a change in magnetic field accompanying rotation of the motor 3. The number of magnets shown in fig. 3 is only an example, and is not limited thereto. The magnet may be provided inside a flywheel (not shown).
As shown in fig. 3, the angle sensor 4 includes: a U phase angle degree sensor 4U installed corresponding to U of the motor 3, a V phase angle degree sensor 4V installed corresponding to V of the motor 3, and a W phase angle degree sensor 4W installed corresponding to W of the motor 3. Angle sensors 4u, 4v, and 4w for the respective phases are provided on the motor 3. In the present embodiment, the phase U angle sensor 4U and the phase V angle sensor 4V are arranged to form an angle of 30 ° with respect to the rotor 3 r. Similarly, the V phase angle sensor 4V and the W phase angle sensor 4W are arranged to form an angle of 30 ° with respect to the rotor 3r of the motor 3.
As shown in fig. 4, the U phase angle sensor 4U, the V phase angle sensor 4V, and the W phase angle sensor 4W output phase pulse signals corresponding to the rotational position of the rotor 3 r. The width of the pulse signal (or the time interval of the sensor signal) becomes narrower as the rotation speed of the motor 3 (i.e., the wheel 8) becomes higher.
As shown in fig. 4, a number (motor stage number) indicating a motor stage (motor stage) is assigned for each predetermined rotational position. The motor stage indicates the rotational position of the rotor 3r, and in the present embodiment, motor stage numbers 1, 2, 3, 4, 5, and 6 are assigned for every electrical angle of 60 °.
The output stage, also called power-on stage, is: the motor stage detected by the angle sensor 4 is added with a time based on the output angle. The output angle varies according to the rotational speed of the motor 3 and the target torque as described later.
The controller 10 performs ON/OFF control of the semiconductor switches Q1 to Q6 of the power converter 30 using the PWM signal. By this, the dc power supplied from the battery 2 is converted into the ac power. In the present embodiment, as shown in fig. 5, the U-phase low-side switch (semiconductor switch Q2) is PWM-controlled in the output stages 6, 1, 2, and 3. The V-phase low-side switch (semiconductor switch Q4) is PWM-controlled in the output stages 2, 3, 4, 5, and the W-phase low-side switch (semiconductor switch Q6) is PWM-controlled in the output stages 4, 5, 6, 1. The stage for performing the PWM control is determined by the energization method and the like, and is not limited to this example.
As described above, by ON/OFF controlling the low-side switch, not the high-side switch, it is possible to prevent the current generated by the regenerative operation of the motor 3 from flowing into the battery 2. However, when the regenerative current is allowed to flow into the battery 2, the high-side switch may be ON/OFF controlled.
As shown in fig. 5, the high-side switch also has a time point of being ON. For example, the semiconductor switch Q1, which is a U-phase high-side switch, is ON-controlled at predetermined time intervals in the output stages 1 and 2. By thus ON-controlling the high-side switch, heat generation of the power conversion unit 30 can be suppressed. In order to prevent current short-circuiting, when the high-side switch is controlled to be ON, the corresponding low-side switch (i.e., of the same arm (arm)) is controlled to be OFF.
The accelerator position sensor 5 detects an accelerator operation amount (hereinafter referred to as an "accelerator operation amount") with respect to the electric vehicle 100, and transmits the accelerator operation amount as an electric signal to the control unit 10. The accelerator operation amount corresponds to a throttle opening of the engine vehicle. The accelerator operation amount is increased when the user wants to accelerate, and is decreased when the user wants to decelerate.
The assist switch 6 is a switch that a user operates when requesting to assist the electric vehicle 100. When operated by the user, the assist switch 6 transmits an assist request signal to the control unit 10. The control unit 10 controls the motor 3 to generate the assist torque.
The instrument (display portion) 7 is a display (e.g., a liquid crystal panel) provided on the electric vehicle 100, and displays various information. The instrument 7 is provided on, for example, a steering wheel (not shown) of the electric vehicle 100. Instrument 7 shows: information such as the running speed of the electric vehicle 100, the remaining amount of the battery 2, the current time, the total running distance, and the remaining running distance. The remaining travel distance indicates how much distance the electric vehicle 100 can travel thereafter.
The charger 9 has: a power plug (not shown), and a converter circuit (not shown) for converting an ac power supplied through the power plug into a dc power. The battery 2 is charged with the dc power converted by the converter circuit. The charger 9 is communicably connected to the electric vehicle control device 1 via, for example, a communication network (CAN or the like) in the electric vehicle 100.
Next, the control unit 10 of the electric vehicle control device 1 will be described in detail.
As shown in fig. 6, the control unit 10 includes: a signal receiving unit 11, a rotational speed calculating unit 12, and a motor control unit 13. The processing in each section of the control unit 10 can be realized by software (program).
The signal receiving unit 11 receives a signal arriving at an interval corresponding to the rotational speed of the motor 3. A plurality of signals are output from the angle sensor 4 during one rotation of the motor 3. Specifically, the signal receiving unit 11 receives: sensor signals (i.e., rising edge signals or falling edge signals of pulse signals) output from the U phase angle degree sensor 4U, the V phase angle degree sensor 4V, and the W phase angle degree sensor 4W. In the present embodiment, the signal receiving unit 11 receives the sensor signal every time the rotor 3r of the motor 3 rotates by 60 ° at the electrical angle. Therefore, the signal receiving unit 11 receives six sensor signals during one rotation of the motor 3 at the electrical angle. The time interval at which the sensor signal arrives becomes shorter as the rotation speed of the motor 3 becomes higher.
As shown in fig. 7, the signal receiving unit 11 checks whether or not the sensor signal is received from the angle sensor 4 every monitoring time interval Δ tm. The monitoring interval Δ tm is, for example, a control interval of the motor 3. The reception of the sensor signal may be performed by interrupt processing from the angle sensor 4.
When the electric vehicle 100 travels at the maximum speed, the monitoring time interval Δ tm is shorter than the time interval of the sensor signal received by the signal receiving section 11, for example, 50 microseconds. Generally, when the rotation speed of the motor 3 is maximum, the monitoring time interval Δ tm is shorter than the time interval of the sensor signal received by the signal receiving section 11.
The rotational speed calculation unit 12 calculates the instantaneous rotational speed of the motor 3 from the signal interval (also referred to as the time between sensors). The signal interval here is a time interval between the reception time point of the first signal just received by the signal receiving unit 11 and the reception time point of the second signal received earlier than the first signal. Although the second signal is the one received before the first signal in this embodiment, the second signal is not limited to this, and the second signal may be two or more signals received before the first signal.
As shown in fig. 7 in the present embodiment, the signal interval Δ T is a time interval between the reception time point of the sensor signal S1 just received by the signal receiving section 11 and the reception time point of the one sensor signal S2 received before the sensor signal S1. In this case, the rotational speed calculation section 12 calculates the instantaneous rotational speed of the motor 3 by the formula (1).
n＝60000/(ΔT×Np)…(1)
In the above equation, n represents the instantaneous rotation speed [ rpm ] of the motor 3, Δ T represents the signal interval [ mSec ], and Np represents the number of sensor signals received by the signal receiving section 11 during one rotation of the motor 3 at an electrical angle.
In the present embodiment, the rotational speed calculation unit 12 uses the count number counted in accordance with the monitoring time interval Δ tm as the signal interval Δ T. In the case where the signal receiving section 11 does not receive the sensor signal, the signal receiving section 11 or the rotational speed calculating section 12 increases the count number by the monitoring time interval Δ tm. The count number represents the time elapsed since the receipt of the just-received sensor signal. The initial value of the count number is 0. Upon receiving the sensor signal, the signal receiving unit 11 resets the count number N (i.e., returns to the initial value).
The rotational speed calculation unit 12 calculates the signal interval Δ T by multiplying the counted count number N by the monitoring time interval Δ tm during a period from the reception of the sensor signal S1 to the reception of the sensor signal S2.
In the case of measuring the signal interval using the count number, the rotational speed calculation section 12 calculates the instantaneous rotational speed of the motor 3 by the formula (2).
n＝60000/(NΔtm×Np)…(2)
In the above equation, N represents the instantaneous rotational speed [ rpm ] of the motor 3, N represents the number of counts counted during the period from the reception of the sensor signal S2 until the reception of the sensor signal S1, Δ tm represents the monitoring time interval [ mSec ], and Np represents the number of sensor signals received by the signal receiving section 11 during one rotation of the motor 3 at an electrical angle.
The motor control unit 13 generates a PWM signal for causing the motor 3 to generate a required torque based on the instantaneous rotational speed calculated by the rotational speed calculation unit 12. Then, the motor control unit 13 transmits the generated PWM signal to the power conversion unit 30 to control the motor 3.
In the present embodiment, the motor control unit 13 calculates a duty ratio and an output angle (energization time point) from the instantaneous rotational speed and the target torque, and outputs a PWM signal having the calculated duty ratio to the power conversion unit 30 at the calculated output angle. By so doing, the motor 3 is controlled to generate the target torque. Although the PWM signal is generated at the monitoring time interval, it may be generated every time the sensor signal is received or every time the motor 3 rotates one revolution.
The calculation of the duty ratio and the output angle will be described in detail with reference to fig. 8 and 9. The motor control unit 13 controls the motor by: the target torque is acquired by retrieving the rotational speed in the torque map M1 using the accelerator operation amount received from the accelerator position sensor 5 and the instantaneous rotational speed calculated via the rotational speed calculation unit 12. Here, the torque map M1 is shown in fig. 9(a), and shows: the relationship between the accelerator operation amount, the rotational speed of the motor 3, and the target torque of the motor 3.
Next, the motor control unit 13 controls the motor by: the duty ratio map M2 is retrieved using the target torque acquired from the torque map M1 and the instantaneous rotational speed calculated via the rotational speed calculation section 12, thereby acquiring the duty ratio. Here, the duty ratio map M2 is shown in fig. 9(b) and shows: the target torque of the motor 3, the rotation speed of the motor 3, and the duty ratio of the PWM signal.
The motor control unit 13 further includes: the output angle map M3 is retrieved using the target torque acquired from the torque map M1 and the instantaneous rotational speed calculated by the rotational speed calculation section 12, thereby acquiring an output angle. Here, the output angle map M3 is shown in fig. 9(c) and shows: a target torque of the motor 3, a rotation speed of the motor 3, and an output angle of the PWM signal.
When the control unit 10 controls the power conversion unit 30 using a plurality of energization patterns (for example, a 120 ° energization pattern and a 180 ° energization pattern), the duty ratio map M2 and the output angle map M3 corresponding to the respective energization patterns are used. That is, when the 120 ° conduction system is used, the duty ratio and the output angle are acquired using the duty ratio map and the output angle map for the 120 ° conduction system, and when the 180 ° conduction system is used, the duty ratio and the output angle are acquired using the duty ratio map and the output angle map for the 180 ° conduction system.
The PWM signal having the duty ratio obtained as described above is output to the power conversion unit 30 according to the output angle obtained as described above, and the semiconductor switches Q1 to Q6 are ON/OFF controlled. By this, the motor 3 is controlled to generate a required torque.
Next, the instantaneous correction of the duty ratio by the motor control unit 13 will be described in detail with reference to fig. 10 and 11.
When the amount of change in the instantaneous rotational speed calculated by the rotational speed calculation unit 12 is equal to or greater than a predetermined value, the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotational speed. Although details will be described later, the duty ratio is corrected to: the output voltage of the inverter (power conversion unit 30) is set to a value corresponding to the instantaneous rotational speed. That is, the duty ratio is corrected as follows: the output voltage of the inverter is set to a value corresponding to the motor induced voltage.
In the example shown in fig. 10, until time t1, the difference (hereinafter, individually referred to as "voltage difference") between the output voltage of the inverter and the motor induced voltage (voltage induced by the rotation of the motor 3) is V0. Subsequently, the instantaneous rotation speed momentarily drops from time t1, and the amount of drop in the instantaneous rotation speed reaches prescribed value Δ n1 at time t 2. As the instantaneous rotational speed decreases, the motor induced voltage decreases, and as a result, the voltage difference temporarily increases from time t1 to time t2, as shown in fig. 10.
However, when the decrease amount of the instantaneous rotational speed reaches the predetermined value Δ n1, the motor control unit 13 corrects the duty ratio of the PWM signal in accordance with the instantaneous rotational speed. By driving the inverter with the corrected PWM signal having the duty ratio, as shown in fig. 10, the output voltage of the inverter decreases, and thus the voltage difference decreases (in a steady state, the voltage difference is V1). Since the duty ratio is corrected instantaneously in this manner to suppress the increase in the voltage difference, the current that matches the target torque can flow through the motor 3, and the output torque can be suppressed from becoming excessively large.
The same applies when the instantaneous rotation speed rises. In the example shown in fig. 10, the voltage difference until time t3 is V1. Subsequently, the instantaneous rotation speed instantaneously rises from time t3, and the amount of rise in the instantaneous rotation speed reaches prescribed value Δ n2 in time t 4. As the instantaneous rotational speed increases, the motor induced voltage also increases, and as a result, the voltage difference temporarily decreases from time t3 to time t 4.
However, when the increase amount of the instantaneous rotational speed reaches the predetermined value Δ n2, the motor control unit 13 corrects the duty ratio of the PWM signal in accordance with the instantaneous rotational speed. By driving the inverter with the corrected PWM signal having the duty ratio, as shown in fig. 10, the output voltage of the inverter increases, and thus the voltage difference increases (in a steady state, the voltage difference is V2). Thus, the current that matches the target torque can flow through the motor 3, and the output torque can be suppressed from becoming too small.
In the present embodiment, the predetermined value Δ n1 and the predetermined value Δ n2 are determined according to the amount of change in the number of counts. For example, in fig. 7, the duty ratio is corrected instantaneously when the counted number between the sensor signal S1 and the sensor signal S2 is greater than (or less than) a predetermined value than the counted number between the sensor signal S2 and the sensor signal S3.
Next, a method of instantaneously correcting the duty ratio by the linear interpolation will be described with reference to fig. 11. A characteristic straight line L indicating the relationship between the instantaneous rotational speed and the corrected duty ratio is used. The characteristic line L is a straight line connecting the point a and the point B. Here, the point a is a point defined by a lower limit value X1 of the rotation speed range R centered on the average rotation speed Nav and a duty ratio Y1 of the instantaneous rotation speed corresponding to the lower limit value X1. The average rotation speed Nav is a rotation speed calculated from the time when the motor 3 rotates one revolution. Point B is a point defined by a duty ratio Y2 of the instantaneous rotational speed corresponding to the upper limit value X2 and the upper limit value X2 of the rotational speed range R.
The duty ratios Y1 and Y2 are obtained from the duty ratio diagram M2. That is, the duty ratio Y1 is obtained by searching the duty ratio map M2 using the instantaneous rotational speed of the lower limit value X1 and the target torque at that time, and the duty ratio Y2 is obtained by searching the duty ratio map M2 using the instantaneous rotational speed of the upper limit value X2 and the target torque at that time.
The following relational equation is established for the rotational speed range R.
X1＝Nav-f…(3)
X2＝Nav+f…(4)
In this equation, f is the fluctuation width of the instantaneous rotation speed of the motor 3.
The fluctuation range f is a maximum value of the deviation of the instantaneous rotation speed from the average rotation speed Nav due to the road surface state on which the electric vehicle 100 travels, the accuracy of the angle sensor 4, and the like. The variation width f is, for example, 500 rpm. By determining the rotation speed range R in consideration of the fluctuation width f of the instantaneous rotation speed of the motor 3 in this way, it is possible to perform linear interpolation accurately and instantaneously correct the duty ratio even when the instantaneous rotation speed largely fluctuates due to the fluctuation of the road surface condition, the accuracy of the angle sensor 4, and the like.
The characteristic straight line L is updated every time the average rotation speed is calculated by the rotation speed calculation unit 12. That is, each time the average rotational speed is calculated, the rotational speed range R is updated, and the duty ratio corresponding to the instantaneous rotational speed of the lower limit value and the upper limit value of the rotational speed range R is obtained by using the torque map M1 and the duty ratio map M2, respectively, to update the characteristic straight line L. In this way, linear interpolation using the characteristic straight line L suitable for the traveling state of electric vehicle 100 can be performed, and instantaneous correction of the duty ratio can be maintained with high accuracy.
Note that the characteristic straight line L may be updated in accordance with a change in the accelerator operation amount received from the accelerator position sensor 5. This makes it possible to correct the duty ratio with higher accuracy.
In the present embodiment, linear interpolation is performed using a characteristic straight line L connecting a point a and a point B, and the duty ratio is corrected. That is, as shown in fig. 11, the value of the characteristic straight line L corresponding to the instantaneous rotation speed Nm calculated by the rotation speed calculation unit 12 is obtained as the duty ratio after the correction. Linear interpolation is performed each time the instantaneous rotational speed is calculated by the rotational speed calculation section 12.
As described above, in the electric vehicle control device 1 according to the present embodiment, the signal receiving unit 11 receives a plurality of sensor signals output from the angle sensor 4 at intervals corresponding to the rotation speed of the motor 3 during one rotation of the motor 3, the rotation speed calculating unit 12 calculates the instantaneous rotation speed of the motor 3 from the signal interval Δ T between the sensor signal S1 and the sensor signal S2, and the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotation speed when the amount of change in the calculated instantaneous rotation speed is equal to or greater than a predetermined value. The duty ratio is corrected so that the output voltage of the power conversion unit 30 (inverter) is a value corresponding to the instantaneous rotational speed (i.e., the motor induced voltage). That is, the duty ratio of the PWM signal is instantaneously corrected in accordance with the instantaneous variation of the rotation speed of the motor 3, so that the voltage difference between the inverter and the motor induced voltage does not deviate from the value based on the target torque. Thus, even when the rotational speed varies instantaneously due to an external force corresponding to the road surface state applied to the motor 3, the variation in the output torque of the motor 3 can be suppressed, and appropriate motor control can be performed.
Electric vehicle control method
Next, an example of the electric vehicle control method according to the present embodiment will be described with reference to the flowchart of fig. 12. Wherein the count number is initialized in advance.
The signal receiving unit 11 determines whether or not the monitoring time interval Δ tm has elapsed (step S11). When the monitoring time interval Δ tm elapses (S11: Yes), it is determined whether or not the sensor signal is received from the angle sensor 4 (step S12). In the case where the sensor signal is not received (S12: No), the count number is incremented (step S13), and the process returns to step S11.
On the other hand, when the sensor signal is received (S12: Yes), the rotational speed calculation unit 12 calculates the instantaneous rotational speed of the motor 3 from the counted number between the sensor signal S1 and the sensor signal S2 (step S14). Then, the rotational speed calculation unit 12 resets the count number to an initial value (step S15). However, the reset of the count number may be performed at any time point of steps S15 to S19.
Subsequently, the motor control unit 13 determines the duty ratio and the output angle of the PWM signal from the instantaneous rotational speed calculated in step S14 and the accelerator operation amount received from the accelerator position sensor 5 (step S16). Specifically, as described with reference to fig. 8, the duty ratio and the output angle of the PWM signal are obtained by using the torque map M1, the duty ratio map M2, and the output angle map M3.
Next, the motor control unit 13 determines whether or not the amount of change in the instantaneous rotational speed calculated in step S14 is equal to or greater than a predetermined value (step S17). The determination in this step is made by: for example, it is determined whether the count number of this time (the count number between the sensor signal S1 and the sensor signal S2) is more than (or less than) a prescribed value than the count number of the last time (the count number between the sensor signal S2 and the sensor signal S3).
When the amount of change in the instantaneous rotational speed is equal to or greater than the predetermined value (Yes in S17), the duty ratio obtained in step S16 is corrected (step S18). The correction in this step is performed by, for example, linear interpolation using the characteristic straight line L. Subsequently, the PWM signal having the corrected duty ratio is transmitted to the inverter to control the motor 3 (step S19).
On the other hand, when the amount of change in the instantaneous rotational speed is smaller than the predetermined value (No in S17), the process proceeds to step S19 without correcting the duty ratio, and the PWM signal of the duty ratio obtained in step S16 is transmitted to the inverter.
According to the above-described driving method, even when the rotational speed varies instantaneously due to an external force corresponding to the road surface condition applied to the motor 3, the variation in the output torque of the motor 3 can be suppressed, and the motor can be controlled appropriately.
Although the above-described processing flow uses the number of counts, the instantaneous rotational speed may be calculated by calculating the signal interval using the reception time point of the sensor signal. In addition, when the sensor signal is not received (S12: No), the duty ratio may be acquired from the duty ratio map M2 using the immediately preceding accelerator operation amount and the immediately preceding calculated instantaneous rotational speed. The characteristic straight line L may be updated using the acquired duty ratio, so that the PWM signal to be transmitted to the power conversion unit 30 is updated.
In some electric vehicles, the electric motor 3 directly drives the wheel 8 (i.e., direct drive mode), i.e., no hub damper is provided. The present invention can be applied to such an electric vehicle. In this case, motor control unit 13 preferably gradually increases the duty ratio of the PWM signal at the time of starting electric vehicle 100 (at the time of low rotation speed), as shown in fig. 13. In this way, even in the case of the direct drive system, the electric vehicle 100 can be started smoothly.
At least a part of the electric vehicle control device 1 (control unit 10) described in the above embodiment may be configured by hardware or software. When the software is configured, a program for realizing at least a part of the functions of the control unit 10 may be stored in a storage medium such as a flexible disk or a CD-ROM, and may be read and executed by a computer. The storage medium is not limited to a removable magnetic disk, optical disk, or the like, and may be a fixed storage medium such as a hard disk device or a memory.
The program that realizes at least a part of the functions of the control unit 10 may be distributed via a communication line such as the internet (including wireless communication). The program may be further distributed in an encrypted, modulated, and compressed state via a limited line such as the internet and a wireless line, or stored in a storage medium.
Based on the above description, although a person skilled in the art may conceive of additional effects and various modifications of the present invention, the present invention is not limited to the above-described embodiments. The constituent elements according to the different embodiments may be appropriately combined. Various additions, modifications, and partial deletions can be made without departing from the scope of the concept and spirit of the present invention as defined in the claims and derived from equivalent objects thereof.
Description of the symbols
1 electric vehicle control device
2 batteries
3 electric machine
3r rotor
4-degree sensor
4u U phase angle sensor
4v V phase angle sensor
4w W phase angle sensor
5 throttle position sensor
6 auxiliary switch
7 Instrument
8 wheel
9 charger
10 control part
11 signal receiving part
12 rotation speed calculating part
13 Motor control part
20 memory part
30 power conversion unit
100 electric vehicle
f range of variation
L characteristic straight line
M1 Torque schematic
M2 duty cycle diagram
M3 output angle schematic diagram
Nav average rotation speed
Q1, Q2, Q3, Q4, Q5 and Q6 semiconductor switch
Range of R rotation speeds
S1, S2, S3 sensor signals
Claims (15)
1. A drive device, comprising:
a signal receiving unit that receives a plurality of signals output from a rotational position sensor at intervals corresponding to a rotational speed of a motor that drives a load during one rotation of the motor;
a rotational speed calculation unit that calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately by the signal reception unit and a reception time point of a second signal received earlier than the first signal; and
a motor control part generating a PWM signal according to the instantaneous rotation speed and transmitting the PWM signal to an inverter supplying AC power to the motor to control the motor,
wherein, when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
2. The drive device according to claim 1, characterized in that:
wherein the motor control unit corrects the duty ratio by linear interpolation using a characteristic straight line indicating a relationship between the instantaneous rotational speed and the corrected duty ratio.
3. The drive device according to claim 2, characterized in that:
wherein the linear interpolation is performed each time the instantaneous rotation speed is calculated.
4. The drive device according to claim 2, characterized in that:
wherein the characteristic straight line is a straight line connecting the first point and the second point,
the first point is a point defined by a lower limit value of a rotation speed range centered on an average rotation speed calculated over a period of one rotation of the motor and a duty ratio corresponding to the lower limit value,
the second point is defined by an upper limit value of the rotation speed range and a duty ratio corresponding to the upper limit value.
5. The drive device according to claim 4, characterized in that:
wherein the rotation speed range is determined in consideration of a fluctuation range of an instantaneous rotation speed of the motor.
6. The drive device according to claim 4, characterized in that:
wherein the characteristic line is updated each time the average rotation speed is calculated.
7. The drive device according to claim 1, characterized in that:
wherein the rotational speed calculation unit calculates the signal interval by multiplying a count number counted in a monitoring time interval from when the second signal is received until when the first signal is received by the monitoring time interval.
8. The drive device according to claim 1, characterized in that:
wherein, in a case where the second signal is a signal received before the first signal, the rotational speed calculation section calculates the instantaneous rotational speed by the following formula:
n＝60000/(ΔT×Np)
in the above formula, n represents the instantaneous rotation speed [ rpm ], Δ T represents the signal interval [ mSec ], and Np is a value representing the number of signals received by the signal receiving section during one rotation of the motor at an electrical angle.
9. The drive device according to claim 1, characterized in that:
wherein the motor control part acquires the duty ratio by retrieving a duty ratio table indicating a relationship among the target torque of the motor, the rotational speed of the motor, and the duty ratio of the PWM signal using the target torque of the motor and the instantaneous rotational speed.
10. The drive device according to claim 1, characterized in that:
wherein the load is a wheel of an electric vehicle,
in a case where the motor directly drives the wheel, the motor control unit gradually increases the duty ratio of the PWM signal at the time of starting the electric vehicle.
11. The drive device according to claim 1, characterized in that:
wherein the signal received by the signal receiving part is a rising edge signal or a falling edge signal of a pulse signal output from a rotational position sensor provided at the motor.
12. An electric vehicle, characterized by comprising:
the drive device according to claim 1, wherein the load is a wheel of an electric vehicle.
13. The electric vehicle according to claim 12, characterized in that:
wherein the wheel is mechanically connected with the motor without a clutch.
14. A driving method, characterized by comprising:
a step in which a signal receiving unit receives a plurality of signals output from a rotational position sensor at intervals corresponding to the rotational speed of a motor that drives a load during one rotation of the motor;
a step in which a rotational speed calculation unit calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately before the signal reception unit and a reception time point of a second signal received earlier than the first signal; and
A step in which a motor control unit generates a PWM signal according to the instantaneous rotational speed and transmits the PWM signal to an inverter that supplies AC power to the motor to control the motor,
wherein, when the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
15. A driver program for causing a computer to execute:
a step in which a signal receiving unit receives a plurality of signals output from a rotational position sensor at intervals corresponding to the rotational speed of a motor that drives a load during one rotation of the motor;
a step in which a rotational speed calculation unit calculates an instantaneous rotational speed of the motor based on a signal interval between a reception time point of a first signal received immediately before the signal reception unit and a reception time point of a second signal received earlier than the first signal; and
a step in which a motor control unit generates a PWM signal based on the instantaneous rotational speed and transmits the PWM signal to an inverter that supplies ac power to the motor, thereby controlling the motor, characterized in that:
When the amount of change in the instantaneous rotational speed is equal to or greater than a predetermined value, the motor control unit corrects the duty ratio of the PWM signal based on the instantaneous rotational speed so that the output voltage of the inverter has a value corresponding to the instantaneous rotational speed.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2018/012745 WO2019186757A1 (en) | 2018-03-28 | 2018-03-28 | Drive device, drive method, drive program, and electric vehicle |
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| CN111869090B CN111869090B (en) | 2023-11-03 |
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| JP (1) | JP6972305B2 (en) |
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| JP2003348876A (en) * | 2002-05-22 | 2003-12-05 | Toshiba Corp | Inverter, semiconductor integrated circuit, and multiplier |
| CN107155391A (en) * | 2014-12-19 | 2017-09-12 | 日本精工株式会社 | Control device of electric motor and the electric power-assisted steering apparatus for having used the control device of electric motor |
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| JPS63163281A (en) * | 1986-12-26 | 1988-07-06 | Koyo Denshi Kogyo Kk | Digital speed indicator |
| JPH09243668A (en) * | 1996-03-12 | 1997-09-19 | Toshiba Corp | Method and device for measuring instantaneous valve of pulse signal |
| JP3572038B2 (en) * | 2001-08-30 | 2004-09-29 | 三菱電機株式会社 | Steering control device |
| US6534938B1 (en) * | 2001-09-28 | 2003-03-18 | Delta Electronics Inc. | Method and apparatus for driving a sensorless BLDC motor at PWM operation mode |
| JP4786425B2 (en) * | 2006-06-07 | 2011-10-05 | シャープ株式会社 | Control device and control method |
| WO2009075071A2 (en) * | 2007-12-10 | 2009-06-18 | Panasonic Corporation | Inverter controller, and motor driving device, electric compressor and electric home appliance using the inverter controller |
| CN106092148B (en) * | 2015-04-29 | 2020-02-28 | 恩智浦美国有限公司 | Counter-based circuit for measuring movement of an object |
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2018
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- 2018-03-28 JP JP2020510290A patent/JP6972305B2/en active Active
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003348876A (en) * | 2002-05-22 | 2003-12-05 | Toshiba Corp | Inverter, semiconductor integrated circuit, and multiplier |
| CN107155391A (en) * | 2014-12-19 | 2017-09-12 | 日本精工株式会社 | Control device of electric motor and the electric power-assisted steering apparatus for having used the control device of electric motor |
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| TWI702338B (en) | 2020-08-21 |
| JPWO2019186757A1 (en) | 2021-02-12 |
| WO2019186757A1 (en) | 2019-10-03 |
| CN111869090B (en) | 2023-11-03 |
| TW201942466A (en) | 2019-11-01 |
| JP6972305B2 (en) | 2021-11-24 |
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