JP2017184594A - Inverter controller and on-vehicle fluid machinery - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inverter controller capable of suppressing reduction in estimation accuracy of a rotational position of a rotor, and on-vehicle fluid machinery in which the inverter controller is packaged.SOLUTION: An inverter controller 14 comprises a position/speed estimation part 44 for estimating a rotational position of a rotor based on a d-axis measured current Idm and a d-axis estimated current that is estimated by a current estimation part 45. The inverter controller 14 also comprises a current control part 46 for controlling an inverter 13 by controlling a d-axis current and a q-axis current based on an estimation result of the position/speed estimation part 44. In the case where an input voltage Vin is higher than a threshold voltage, the current control part 46 limits the d-axis current and the q-axis current in such a manner that a composite current does not become lower than a composite lower limit value.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an inverter control device mounted on an in-vehicle fluid machine and an in-vehicle fluid machine.

  There is known an inverter control device that is used for controlling an inverter that drives an electric motor having a rotor including a permanent magnet and a stator wound with a coil, and is mounted on an in-vehicle fluid machine (for example, Patent Document 1). reference). Patent Document 1 discloses that the inverter is controlled by controlling the d-axis current of the electric motor and the q-axis current orthogonal thereto, and the rotation of the rotor without using a rotational position sensor such as a resolver. The points for estimating the speed and rotational position are described.

Japanese Patent Laying-Open No. 2015-208187

  For example, the inverter control device includes a current detection unit that detects a motor current flowing in the electric motor, and estimates the rotational position of the rotor based on a motor current that is a detection result of the current detection unit and a motor constant of the electric motor. And the d-axis current and the q-axis current may be controlled based on the estimation result. In this case, if the error between the estimated value of the rotational position of the rotor and the actual rotational position of the rotor is large, the control of the d-axis current and the q-axis current may be hindered, which may hinder the driving of the electric motor.

  Here, the present inventors have found that the error between the estimated value of the rotational position of the rotor and the actual rotational position of the rotor correlates with the motor current and the input voltage of the inverter. Specifically, the error tends to increase when the input voltage is high. On the other hand, under the condition where the motor current is high, the error tends to be small regardless of the input voltage. In other words, the estimation accuracy of the rotational position of the rotor is likely to be lowered when the motor current is low under a condition where the input voltage is high.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide an inverter control device capable of suppressing a reduction in estimation accuracy of the rotational position of the rotor, and an in-vehicle fluid machine equipped with the inverter control device. It is to be.

  An inverter control device that achieves the above object is used for controlling an inverter that drives an electric motor having a rotor including a permanent magnet and a stator wound with a coil, and is mounted on an in-vehicle fluid machine. A current detection unit for detecting a motor current flowing in the electric motor, a position estimation unit for estimating a rotational position of the rotor based on a motor constant of the electric motor and the motor current, and the position estimation unit. A current control unit that controls the d-axis current and the q-axis current in the motor current based on the estimation result of the motor current, wherein the current control unit has an input voltage of the inverter higher than a predetermined threshold voltage In this case, at least one of the d-axis current and the combined current of the d-axis current and the q-axis current must be lower than a predetermined lower limit value. Characterized in that it comprises a limiting unit for limiting manner.

  According to this configuration, in a situation where the input voltage is higher than the threshold voltage, at least one of the d-axis current and the combined current is limited so as not to be lower than the lower limit value. As a result, it is possible to suppress a situation where the estimation accuracy of the rotational position of the rotor is likely to be lowered, specifically, a situation where the motor current is low under a condition where the input voltage is high. Therefore, it can suppress that the estimation precision of the rotation position of a rotor falls.

  In the inverter control device, the position estimation unit includes a physical quantity estimation unit that estimates a physical quantity related to the electric motor based on at least the motor constant, and the rotational position of the rotor based on an estimation result of the physical quantity estimation unit The measured current that is the motor current detected by the current detection unit is at least one of the estimation of the physical quantity and the estimation of the rotational position of the rotor based on the estimation result of the physical quantity estimation unit. It may be used for one side.

  According to this configuration, the physical quantity related to the electric motor is estimated, and the rotational position of the rotor is estimated based on the estimated value. The measured current is used for at least one of the estimation of the physical quantity and the estimation of the rotational position of the rotor based on the physical quantity.

Here, an estimation error may occur between the estimated physical quantity and the actual physical quantity of the electric motor. The estimation error tends to increase as the input voltage of the inverter increases.
Further, when the motor current is sufficiently high, the influence of the physical quantity estimation error on the estimation accuracy of the rotational position of the rotor tends to be small regardless of the input voltage. On the other hand, when the motor current is relatively low under the condition where the input voltage is high, the influence of the estimation error of the physical quantity on the estimation accuracy of the rotational position of the rotor tends to increase, and the estimation accuracy of the rotational position of the rotor tends to decrease.

  In this regard, according to this configuration, in a situation where the input voltage is higher than the threshold voltage, at least one of the d-axis current and the combined current is limited so as not to be lower than the lower limit value. Thereby, it is possible to suppress a situation in which the influence of the estimation error of the physical quantity on the estimation accuracy of the rotational position of the rotor tends to increase. Therefore, it can suppress that the estimation precision of the rotation position of a rotor falls due to the estimation error of a physical quantity.

  In the inverter control device, the physical quantity estimation unit is a current estimation unit that estimates the motor current as the physical quantity, and the position estimation unit includes the measured current and the estimated current estimated by the current estimation unit. Based on the above, the rotational position of the rotor may be estimated.

  According to this configuration, the rotational position of the rotor is estimated based on the measured current and the estimated current. Here, the current error between the measured current and the estimated current tends to increase as the input voltage of the inverter increases. When the motor current is sufficiently high with respect to the current error, the influence of the current error is small regardless of the input voltage. For this reason, when the motor current is sufficiently high with respect to the current error, the error between the estimated value of the rotor rotational position and the actual rotor rotational position due to the current error tends to be small. On the other hand, when the input voltage is high under conditions where the motor current is relatively low, the current error is relatively large with respect to the motor current. In this case, the estimation accuracy of the rotational position of the rotor tends to decrease.

  In this regard, according to this configuration, in a situation where the current error is likely to be relatively large, in a situation where the input voltage is higher than the threshold voltage, at least one of the d-axis current and the combined current does not become lower than the lower limit value. Limited to As a result, it is possible to suppress a situation where the current error is relatively large with respect to the motor current. Therefore, it can suppress that the estimation precision of the rotation position of a rotor falls due to an electric current error.

  In the inverter control device, the physical quantity estimation unit is an expansion induced voltage estimation unit that estimates an expansion induced voltage of the electric motor as the physical quantity based on the measured current and the motor constant, and the position estimation unit May estimate the rotational position of the rotor based on the expansion induced voltage estimated by the expansion induced voltage estimation unit.

  According to this configuration, the expansion induced voltage is estimated from the actually measured current and the motor constant, and the rotational position of the rotor is estimated based on the estimated expansion induced voltage. In this case, the error between the estimated value of the expansion induced voltage and the actual expansion induced voltage tends to increase when the input voltage is high. Further, the influence of the estimation error of the expansion induced voltage on the estimation accuracy of the rotational position of the rotor tends to become large when the motor current is low.

  In this regard, according to this configuration, in a situation where the input voltage is higher than the threshold voltage, at least one of the d-axis current and the combined current is limited so as not to be lower than the lower limit value. As a result, it is possible to suppress the situation where the influence of the estimation error of the extended induced voltage on the estimation accuracy of the rotor rotational position is likely to be large, and the estimation accuracy of the rotor rotational position is reduced due to the estimation error. Can be suppressed.

  In the inverter control device, the physical quantity estimation unit is a magnetic flux estimation unit that estimates a magnetic flux of the electric motor as the physical quantity based on the measured current and the motor constant, and the position estimation unit The rotational position of the rotor may be estimated based on the magnetic flux estimated by the estimation unit.

  According to this configuration, the magnetic flux is estimated from the measured current and the motor constant, and the rotational position of the rotor is estimated based on the estimated magnetic flux. In this case, the error between the estimated value of the magnetic flux and the actual magnetic flux tends to increase when the input voltage is high. Further, the influence of the estimation error of the magnetic flux on the estimation accuracy of the rotational position of the rotor tends to become large when the motor current is low.

  In this regard, according to this configuration, in a situation where the input voltage is higher than the threshold voltage, at least one of the d-axis current and the combined current is limited so as not to be lower than the lower limit value. As a result, it is possible to suppress the situation where the influence of the estimation error of the magnetic flux on the estimation accuracy of the rotational position of the rotor is likely to increase, and to suppress the estimation accuracy of the rotational position of the rotor from being reduced due to the estimation error. .

About the said inverter control apparatus, the said restriction | limiting part is good to make the said lower limit value high as the said input voltage becomes high.
According to such a configuration, by setting a lower limit value according to the input voltage, an increase in power loss when the input voltage is low while suppressing an increase in the influence of a physical quantity estimation error when the input voltage is high is suppressed. Can be suppressed.

  In the inverter control device, the current control unit is configured to provide a d-axis current command value and a q-axis current command, which are command values for the d-axis current and the q-axis current, based on an external command value for the electric motor from the outside. A calculating unit that calculates a value, and the limiting unit is a case where the input voltage is higher than the threshold voltage, and the d-axis current command value and the both current command values calculated by the calculating unit. When at least one target current command value of the combined current command values is lower than the lower limit value, the d-axis current command value and the q-axis current command value are set such that the target current command value is equal to or greater than the lower limit value. In addition, the current control value is changed to a value that outputs the same torque as the both current command values calculated by the calculation unit, and the current control unit is configured such that the d-axis current and the q-axis current flowing through the electric motor are Serial d-axis current command value and may control the inverter so as to approach to the q-axis current command value.

  According to this configuration, it is possible to suppress the situation where the influence of the physical quantity estimation error is relatively large while ensuring the same torque. Therefore, it is possible to suppress a problem in driving the electric motor due to the current limitation.

  An in-vehicle fluid machine that achieves the above object includes the inverter control device described above, an inverter controlled by the inverter control device, and an electric motor driven by the inverter. According to such a configuration, it is possible to suppress a decrease in the estimation accuracy of the rotational position of the rotor, and the vehicle-mounted fluid machine can be suitably driven through this.

  The vehicle on which the in-vehicle fluid machine is mounted is a fuel cell vehicle in which a fuel cell is mounted, and the in-vehicle fluid machine includes an on-vehicle vehicle that includes a pump that supplies hydrogen to the fuel cell when the electric motor is driven. It may be an electric pump device. According to this configuration, it is possible to suppress a decrease in the estimation accuracy of the rotational position of the rotor, and it is possible to drive the pump suitably through it.

  According to this invention, it can suppress that the estimation precision of the rotational position of a rotor falls.

The block diagram which shows the outline | summary of a vehicle-mounted electric pump apparatus, a vehicle-mounted electric compressor, and a vehicle. The block circuit diagram which shows the inverter and inverter control apparatus of a vehicle-mounted electric pump apparatus. The graph which shows typically the time change of the u phase ideal current which influences the actual u phase current and the actual physical quantity when a pulse voltage is applied to the electric motor. The graph which shows typically the time change of the u phase ideal current which influences the actual u phase current and the actual physical quantity when a pulse voltage is applied to the electric motor. The flowchart which shows the command value control process of 1st Embodiment. The graph which shows the electric current area | region which can be used when electric current limitation is performed. The flowchart which shows the command value control process of 2nd Embodiment. The graph which shows the electric current area | region which can be used when electric current limitation is performed. The graph which shows the electric current area | region which can be used when the 1st input voltage is applied. The graph which shows the electric current area | region which can be used when the 2nd input voltage is applied. The graph which shows an example of the switching mode between power running and regeneration. The graph which shows an example of the switching mode between power running and regeneration.

(First embodiment)
Hereinafter, a first embodiment of an inverter control device, a vehicle-mounted fluid machine equipped with the inverter control device, and a vehicle equipped with the vehicle-mounted fluid machine will be described.

  As shown in FIG. 1, the vehicle 100 of this embodiment is a fuel cell vehicle. The vehicle 100 includes a fuel cell 101, a hydrogen tank 102, an in-vehicle power storage device 103, a fuel cell control unit 104, an in-vehicle electric pump device 10, and an in-vehicle electric compressor 30.

  The in-vehicle power storage device 103 is arbitrary as long as it can charge and discharge DC power, and is, for example, a secondary battery or an electric double layer capacitor. The in-vehicle power storage device 103 is used as a power source for the in-vehicle electric compressor 30 and the in-vehicle electric pump device 10.

The fuel cell control unit 104 transmits various commands to the in-vehicle electric compressor 30 and the in-vehicle electric pump device 10 based on the traveling state of the vehicle 100 and the like.
The in-vehicle electric pump device 10 includes an electric motor 11, a pump 12 that supplies the hydrogen in the hydrogen tank 102 to the fuel cell 101 when the electric motor 11 is driven, an inverter 13 that drives the electric motor 11, and control of the inverter 13. And an inverter control device 14 used in the above.

  The electric motor 11 includes a rotating shaft 21, a rotor 22 fixed to the rotating shaft 21, a stator 23 disposed to face the rotor 22, and three-phase coils 24u, 24v wound around the stator 23. 24w. The rotor 22 includes a permanent magnet 22a. Specifically, the permanent magnet 22 a is embedded in the rotor 22. As shown in FIG. 2, the coils 24u, 24v, 24w are Y-connected, for example. The rotor 22 and the rotating shaft 21 rotate when the coils 24u, 24v, 24w of each phase are energized in a predetermined pattern. That is, the electric motor 11 of this embodiment is a three-phase motor.

  The inverter 13 receives power supply from the in-vehicle power storage device 103, converts the DC power of the in-vehicle power storage device 103 into AC power, and outputs the converted AC power to the electric motor 11.

In the present embodiment, the in-vehicle electric pump device 10 corresponds to an “in-vehicle fluid machine”, and the inverter control device 14 of the in-vehicle electric pump device 10 corresponds to an “inverter control device”.
The on-vehicle electric compressor 30 supplies compressed air to the fuel cell 101. The in-vehicle electric compressor 30 includes an electric motor 31, a compression unit 32, an inverter 33 that drives the electric motor 31, and an inverter control device 34 that is used to control the inverter 33.

  The compression unit 32 compresses air when the electric motor 31 is driven. Specifically, the compression unit 32 compresses air by rotating the rotation shaft of the electric motor 31, and discharges the compressed air toward the fuel cell 101. The specific structure of the compression part 32 is arbitrary, such as a scroll type, a piston type, and a vane type.

  The electric motor 31, the inverter 33, and the inverter control device 34 are the same as the corresponding configurations of the in-vehicle electric pump device 10. For this reason, below, each structure of the vehicle-mounted electric pump apparatus 10 is demonstrated in detail, and description of the electric motor 31, the inverter 33, and the inverter control apparatus 34 is abbreviate | omitted.

  As shown in FIG. 2, the inverter 13 of the in-vehicle electric pump device 10 includes u-phase switching elements Qu1 and Qu2 corresponding to the u-phase coil 24u, v-phase switching elements Qv1 and Qv2 corresponding to the v-phase coil 24v, and w W-phase switching elements Qw1 and Qw2 corresponding to the phase coil 24w are provided.

  Each switching element Qu1, Qu2, Qv1, Qv2, Qw1, Qw2 (hereinafter referred to as “each switching element Qu1-Qw2”) is a power switching element such as an IGBT. However, each switching element Qu1-Qw2 is not restricted to IGBT, and is arbitrary. The switching elements Qu1 to Qw2 include freewheeling diodes (body diodes) Du1 to Dw2.

  The u-phase switching elements Qu1 and Qu2 are connected to each other in series via a connection line, and the connection line is connected to the u-phase coil 24u. The collector of the first u-phase switching element Qu <b> 1 is connected to the positive terminal (+ terminal) of the in-vehicle power storage device 103. The emitter of the second u-phase switching element Qu2 is connected to the negative terminal (− terminal) of the in-vehicle power storage device 103.

  The other switching elements Qv1, Qv2, Qw1, and Qw2 have the same connection mode as the u-phase switching elements Qu1 and Qu2, except that the corresponding coils are different.

  The inverter control device 14 of the on-vehicle electric pump device 10 controls the switching operation of the inverter 13, more specifically, the switching elements Qu1 to Qw2. The inverter control device 14 is electrically connected to the fuel cell control unit 104, and based on an external command value for the electric motor 11 from the outside (command value from the fuel cell control unit 104 in this embodiment), The switching elements Qu1 to Qw2 are periodically turned on / off.

  The inverter control device 14 includes a voltage sensor 41 that detects an input voltage Vin of the inverter 13 and a current sensor 42 that detects an actual measurement value of a motor current flowing through the electric motor 11. The current sensor 42 detects three-phase currents Iu, Iv, and Iw flowing through the coils 24u, 24v, and 24w of the respective phases.

  The inverter control device 14 includes a three-phase / two-phase converter 43 that converts the three-phase currents Iu, Iv, Iw detected by the current sensor 42 into a d-axis current Id and a q-axis current Iq that are orthogonal to each other. Yes. The inverter control device 14 can grasp measured values of the d-axis current Id and the q-axis current Iq by the three-phase / two-phase converter 43. In the following description, the measured value of the d-axis current Id is referred to as a d-axis measured current Idm, and the measured value of the q-axis current Iq is referred to as a q-axis measured current Iqm.

  The motor current is the three-phase currents Iu, Iv, Iw flowing through the coils 24u, 24v, 24w of the respective phases, or both currents Id, Iq obtained by converting the three-phase currents Iu, Iv, Iw. is there. In the present embodiment, the current sensor 42 and the three-phase / two-phase conversion unit 43 correspond to a “current detection unit”.

  The inverter control device 14 includes a position / speed estimation unit 44 that estimates the rotational position and rotational speed of the rotor 22 based on the motor constant of the electric motor 11 and the motor current. The position / speed estimation unit 44 includes a current estimation unit 45 that estimates the motor current based on the detection result of the current sensor 42 and the motor constant of the electric motor 11. In the present embodiment, the position / velocity estimation unit 44 corresponds to a “position estimation unit”, and the current estimation unit 45 corresponds to a “physical quantity estimation unit”.

  The motor constant is a parameter determined in advance based on the specification of the electric motor 11, and is, for example, a motor resistance value, an inductance, an induced voltage coefficient, or the like. The motor constant is a parameter derived on the assumption that the current flowing through the coils 24u, 24v, 24w of each phase is an ideal sine wave.

  The current estimation unit 45 estimates the d-axis current Id and the q-axis current Iq as the motor current based on the measured values (detected) of the motor current measured (detected) last time (for example, both the measured currents Idm and Iqm) and the motor constant. . Specifically, the current estimation unit 45 repeatedly estimates the motor current (d-axis current Id and q-axis current Iq) at a predetermined cycle, and acquires the detection result of the current sensor 42 each time the estimation is performed. To do. And the current estimation part 45 is comprised so that this estimation may be performed using the detection result of the current sensor 42 acquired in the last estimation.

  In the following description, the estimated value of the d-axis current Id estimated by the current estimating unit 45 is referred to as a d-axis estimated current Ide, and the estimated value of the q-axis current Iq estimated by the current estimating unit 45 is referred to as a q-axis estimated current Iqe. To do. In the present embodiment, the estimated currents Ide and Iqe correspond to “physical quantities related to the electric motor”.

  The position / speed estimation unit 44 estimates the rotational speed of the rotor 22 based on the d-axis estimated current Ide, the d-axis measured current Idm, and the like, and estimates the rotational position of the rotor 22 from the estimated rotational speed. In other words, in the present embodiment, the detection result of the current sensor 42 is obtained by estimating the next motor current with respect to the estimated number of times obtained and the current rotational position of the rotor 22 based on the estimated motor current. Used for estimation.

Specifically, the position / velocity estimation unit 44 grasps the d-axis estimated current Ide and the d-axis measured current Idm in a predetermined control cycle T. Further, the position / velocity estimation unit 44 is based on a d-axis voltage command value Vd output from a command value control unit 47 (to be described later), currents Id and Iq (measured currents Idm and Iqm), motor constants, and the like. The induced voltage e _M induced by the phase coils 24u, 24v, 24w is calculated. Then, the position / speed estimation unit 44 estimates the advance angle δθ of the rotor 22 during the control period T using the following equation (1).

ω is an angular velocity, K _h is an estimated gain, and K _w is a counter electromotive force constant.
The position / speed estimation unit 44 estimates the rotational speed of the rotor 22 and the rotational position of the rotor 22 based on the estimated advance angle δθ.

  As shown in the above equation (1), the position / velocity estimation unit 44 estimates the advance angle δθ based on the comparison result between the d-axis actual measurement current Idm and the d-axis estimation current Ide, so that the actual rotor 22 The difference between the rotational position and the estimated position is converged to “0”. That is, the comparison result between the d-axis measured current Idm and the d-axis estimated current Ide is a parameter that contributes to the estimation accuracy of the rotational position and rotational speed of the rotor 22.

  The inverter control device 14 includes a current control unit 46 that controls the d-axis current Id and the q-axis current Iq based on the estimation result of the position / speed estimation unit 44. The current control unit 46 includes a command value control unit 47 and a PWM control unit 48 that performs PWM (pulse width modulation) control on the switching elements Qu1 to Qw2.

  The command value control unit 47 determines the d-axis current Id and the q-axis current Iq based on the external command value from the fuel cell control unit 104, the estimated rotational speed from the position / speed estimation unit 44, the input voltage Vin, and the like. Find the command value. The command value for the d-axis current Id is defined as a d-axis current command value Idr, and the command value for the q-axis current Iq is defined as a q-axis current command value Iqr.

  Then, the command value control unit 47 calculates the d-axis voltage command value Vd and the q-axis voltage command value Vq necessary to flow the current command values Idr and Iqr, and outputs the calculation results to the PWM control unit 48. To do.

  The PWM control unit 48 controls the inverter 13 so that the currents Id and Iq flowing through the electric motor 11 approach (preferably match) the current command values Idr and Iqr. Specifically, the PWM control unit 48 is based on both voltage command values Vd and Vq input from the command value control unit 47, the input voltage Vin, and the estimated position of the rotor 22 from the position / speed estimation unit 44. The PWM signal in which the voltage pattern to be applied to the coils 24u, 24v, 24w of each phase is set is generated. And the PWM control part 48 switches each switching element Qu1-Qw2 using the PWM signal. As a result, currents Id and Iq that are the same as or close to the current command values Idr and Iqr flow in the electric motor 11. That is, the actually measured currents Idm, Iqm and the current command values Idr, Iqr substantially coincide. For this reason, controlling the current command values Idr and Iqr can be said to control the currents Id and Iq flowing through the electric motor 11. Actually, inverter control device 14 performs feedback control to bring measured currents Idm and Iqm closer to current command values Idr and Iqr.

Incidentally, the current control unit 46 switches between power running and regeneration by variably controlling the phases of both the currents Id and Iq.
Next, the correlation between the current error δI, which is an error between the measured currents Idm and Iqm and the estimated currents Ide and Iqe, and the input voltage Vin will be described with reference to FIGS. In the present embodiment, the current error δI corresponds to a physical quantity estimation error.

  3 and 4 are graphs schematically showing the actual waveform of the u-phase current Iu and the waveform of the u-phase ideal current Iue derived from the motor constant when the pulse voltage of the input voltage Vin is applied. FIG. 4 shows a case where the input voltage Vin is higher than that in FIG. 3 and 4, the actual u-phase current Iu is indicated by a solid line, and the u-phase ideal current Iue is indicated by a broken line. For convenience of explanation, in FIGS. 3 and 4, the pulse voltage is indicated by a two-dot chain line.

  As shown in FIGS. 3 and 4, a ripple corresponding to the period of the pulse voltage is superimposed on the actual u-phase current Iu. For this reason, the actual waveform of the u-phase current Iu deviates from an ideal sine wave. For this reason, a current error δI occurs between the d-axis estimated current Ide and the d-axis measured current Idm estimated using the motor constant defined on the assumption of an ideal sine wave.

  In particular, the current error δI tends to occur at the rise timing and fall timing of the pulse voltage. The current error δI varies depending on the input voltage Vin. Specifically, as the input voltage Vin increases, the current error δI increases. For this reason, as shown in FIGS. 3 and 4, when the input voltage Vin increases, an error δIu between the actual u-phase current Iu and the u-phase ideal current Iue increases.

  3 and 4, the current sensor 42 detects the three-phase currents Iu, Iv, and Iw at the falling timing of the pulse voltage. For this reason, the position / speed estimation unit 44 determines the rotational position and the rotational speed of the rotor 22 based on the three-phase currents Iu, Iv, Iw (in other words, both currents Id, Iq) detected at the falling timing of the pulse voltage. It can be said that the speed is estimated.

  Here, if the d-axis current Id and the q-axis current Iq are sufficiently large with respect to the current error δI, the influence of the current error δI can be ignored regardless of the input voltage Vin. However, when the input voltage Vin is high under conditions where the d-axis current Id and the q-axis current Iq are relatively small, the current error δI is relatively large with respect to the d-axis current Id and the q-axis current Iq. For this reason, the influence of the current error δI cannot be ignored, and there is a concern that the estimation accuracy of the rotational position and the rotational speed of the rotor 22 is lowered.

  On the other hand, the current control unit 46 of the present embodiment is configured to limit the d-axis current Id and the q-axis current Iq under a situation where the input voltage Vin is high, which is a situation where the current error δI tends to increase. ing. The command value control process executed by the command value control unit 47 of the current control unit 46 will be described below.

  As shown in FIG. 5, in step S101, the command value control unit 47 determines the current based on the external command value from the fuel cell control unit 104 and the estimated rotational speed value from the position / speed estimation unit 44. Command values Idr and Iqr are calculated.

  The external command value is, for example, a rotation speed command value. For example, the fuel cell control unit 104 calculates the flow rate of hydrogen necessary for the fuel cell 101 from the driving state of the vehicle 100 and the like, and calculates the rotation speed that can realize the flow rate. Then, the fuel cell control unit 104 outputs the calculated rotation speed to the command value control unit 47 as an external command value.

  The external command value is not limited to the rotational speed command value, and the specific command content is arbitrary as long as the drive mode of the electric motor 11 can be defined. Further, the output subject of the external command value is not limited to the fuel cell control unit 104 and is arbitrary.

  Although the detailed description is omitted, in practice, the command value control unit 47 determines the current command value Idr so that the combined current command value Isr of both the current command values Idr and Iqr does not exceed a predetermined upper limit value. , Iqr.

In step S102, the command value control unit 47 grasps the input voltage Vin based on the detection result of the voltage sensor 41.
In step S103, the command value control unit 47 determines whether or not the input voltage Vin grasped in step S102 is higher than a predetermined threshold voltage Vth. The threshold voltage Vth only needs to be set to the input voltage Vin that can reduce the estimation accuracy depending on the d-axis current Id and the q-axis current Iq, and a specific value thereof is arbitrary.

  The command value control unit 47 proceeds to step S107 when the input voltage Vin is equal to or lower than the threshold voltage Vth, and proceeds to step S104 when the input voltage Vin is higher than the threshold voltage Vth.

  In step S104, the command value control unit 47 sets the composite lower limit value Isth. In the present embodiment, the combined lower limit value Isth is for the combined current Is of the d-axis current Id and the q-axis current Iq, and is constant regardless of the input voltage Vin. The combined lower limit value Isth is set to be equal to or higher than the combined current Is that is a predetermined allowable ratio with the current error δI when the input voltage Vin is the threshold voltage Vth.

  In step S105, the command value control unit 47 determines whether or not the combined current command value Isr of both the current command values Idr and Iqr calculated in step S101 is lower than the combined lower limit value Isth.

  If the combined current command value Isr is equal to or greater than the combined lower limit value Isth, the command value control unit 47 proceeds to step S107. On the other hand, when the combined current command value Isr is lower than the combined lower limit value Isth, the command value control unit 47 proceeds to step S106 to limit the d-axis current Id and the q-axis current Iq.

  In step S106, the command value control unit 47 changes the current command values Idr and Iqr so that the combined current command value Isr is equal to or greater than the combined lower limit value Isth. Specifically, the command value control unit 47 outputs a current at which the combined current command value Isr is equal to or greater than the combined lower limit value Isth and torque equal to or close to the current command values Idr and Iqr calculated in step S101 is output. Id and Iq are derived. Then, the command value control unit 47 sets the derived currents Id and Iq to new current command values Idr and Iqr. In the present embodiment, the combined current command value Isr corresponds to the “target current command value”.

  The specific derivation mode of the new current command values Idr and Iqr is arbitrary. For example, the command value control unit 47 is data (function data, map data, etc.) indicating the relationship between the torque and the currents Id and Iq. And a mode derived by referring to the data can be considered.

  In the present embodiment, the command value control unit 47 determines that the combined current command value Isr is the same as the combined lower limit value Isth and the torque is equal to or close to the current command values Idr and Iqr calculated in step S101. Are output as currents Id and Iq. However, the present invention is not limited to this, and the command value control unit 47 may derive the current command values Idr and Iqr that become the combined current command value Isr higher than the combined lower limit value Isth.

  In step S107, the command value control unit 47 is the d-axis voltage command value based on the difference between the d-axis current command value Idr and the d-axis actual measurement current Idm obtained from the 3-phase / 2-phase conversion unit 43. A d-axis voltage command value Vd is calculated. Similarly, the command value control unit 47 determines the q-axis voltage command value q based on the difference between the q-axis current command value Iqr and the q-axis actual measurement current Iqm obtained from the 3-phase / 2-phase conversion unit 43. A shaft voltage command value Vq is calculated. Based on the calculated d-axis voltage command value Vd and q-axis voltage command value Vq, the PWM controller 48 controls the switching elements Qu1 to Qw2, so that the currents Id and Iq flowing through the electric motor 11 are current commands. It approaches or matches the values Idr and Iqr.

  The current command values Idr and Iqr used in step S107 are the current command values Idr and Iqr calculated in step S101 when a negative determination is made in step S103 or step S105. On the other hand, when step S103 and step S105 are affirmed, that is, when the process of step S106 is executed, the current command values Idr and Iqr used in step S107 are the current command values Idr, Idr, changed in step S106. Iqr.

  That is, in the present embodiment, when the input voltage Vin is higher than the threshold voltage Vth, the current control unit 46 limits the current so that the combined current Is (the combined current command value Isr) is equal to or greater than the combined lower limit value Isth. Do. On the other hand, the current control unit 46 does not limit the current when the input voltage Vin is equal to or lower than the threshold voltage Vth.

  The current control unit 46 (command value control unit 47) that executes the process of step S101 corresponds to a “calculation unit”, and the current control unit 46 (command value control unit 47) that executes the processes of step S103 to step S106. Corresponds to the “restriction section”.

  Next, the effect | action of this embodiment is demonstrated using FIG. FIG. 6 is a diagram illustrating a usable current region when current limitation is performed. In FIG. 6, a usable current region is indicated by a dot hatch, and a broken line indicates the same torque curve.

  As shown in FIG. 6, when the input voltage Vin is higher than the threshold voltage Vth, the usable current region is limited. In this case, the coordinates of the current command values Idr and Iqr calculated based on the rotational speed command value from the fuel cell control unit 104 and the estimated rotational speed value from the position / speed estimation unit 44 are set as a coordinate P1. When the coordinate P1 is within the limit region, the coordinate P2 that can output the same torque as the coordinate P1 and the combined current command value Isr becomes the combined lower limit value Isth is derived, and the electric motor 11 corresponds to the coordinate P2. Currents Id and Iq flow.

According to the embodiment described above in detail, the following effects are obtained.
(1) The electric motor 11 includes a rotor 22 including a permanent magnet 22a and a stator 23 around which coils 24u, 24v, and 24w are wound. The inverter control device 14 is used for controlling the inverter 13 that drives the electric motor 11. The inverter control device 14 determines the rotational position of the rotor 22 based on the current sensor 42 and the three-phase / two-phase converter 43 that detects the motor current flowing in the electric motor 11, the motor constant of the electric motor 11, and the motor current. A position / velocity estimation unit 44 for estimation. The inverter control device 14 includes a current control unit 46 that controls the d-axis current Id and the q-axis current Iq in the motor current based on the estimation result of the position / speed estimation unit 44. When the input voltage Vin is higher than the threshold voltage Vth, the current control unit 46 limits the combined current Is so that the combined current Is does not become lower than the combined lower limit value Isth (processing of Step S103 to Step S106).

  According to such a configuration, it is possible to suppress a situation where the estimation accuracy of the rotational position of the rotor 22 is likely to be lowered, specifically, a situation where the combined current Is is low under a condition where the input voltage Vin is relatively high. Thereby, it can suppress that the estimation precision of the rotation position of the rotor 22 falls.

  (2) The position / speed estimator 44 determines the motor constant of the electric motor 11 and the motor current detected by the current sensor 42 and the three-phase / two-phase converter 43 (specifically, the both measured in the previous estimation) Based on the measured currents Idm, Iqm), a current estimation unit 45 that estimates the motor current flowing in the electric motor 11 is provided. Then, the position / speed estimation unit 44 estimates the rotational position of the rotor 22 based on the d-axis actual measurement current Idm and the d-axis estimation current Ide as a physical quantity related to the electric motor 11 estimated by the current estimation unit 45. .

  According to such a configuration, when the current error δI that is an error between the d-axis actual measurement current Idm and the d-axis estimated current Ide tends to be relatively large, the combined current Is is limited so as not to be lower than the combined lower limit value Isth. Is done. Thereby, it can be suppressed that the current error δI is relatively large with respect to the combined current Is. Therefore, it is possible to suppress a decrease in estimation accuracy due to the current error δI.

  (3) The current control unit 46 calculates both current command values Idr and Iqr based on an external command value (rotational speed command value) for the electric motor 11 from the outside (processing in step S101). When the combined current command value Isr of the current command values Idr and Iqr is lower than the combined lower limit value Isth under the condition that the input voltage Vin is higher than the threshold voltage Vth, the current control unit 46 sets the current command values Idr and Iqr. change. Specifically, the current control unit 46 outputs the current command values Idr and Iqr to the output torque of the current command values Idr and Iqr calculated based on the external command value and the combined current command value Isr is equal to or greater than the combined lower limit value Isth. To obtain a value that is the same as or close to that. Then, the current control unit 46 (specifically, the PWM control unit 48) controls the inverter 13 so that the currents Id and Iq flowing through the electric motor 11 approach (preferably match) the current command values Idr and Iqr. Accordingly, it is possible to suppress the situation where the current error δI is relatively large with respect to the combined current Is while securing the same or close torque. Therefore, it is possible to suppress a problem in driving the electric motor 11 due to the current limitation.

  (4) The inverter control device 14 is used for controlling the inverter 13 that drives the electric motor 11 of the in-vehicle electric pump device 10. The on-vehicle electric pump device 10 includes a pump 12 that supplies hydrogen to the fuel cell 101 mounted on the vehicle 100 when the electric motor 11 is driven. According to such a configuration, the pump 12 can be suitably driven through suppressing a decrease in estimation accuracy caused by the current error δI.

  Here, the electric motor 31 that drives the compression unit 32 requires a higher d-axis current Id and q-axis current Iq than the electric motor 11 that drives the pump 12. For this reason, the influence of the current error δI tends to be small.

  On the other hand, the electric motor 11 that drives the pump 12 is required to have relatively low d-axis current Id and q-axis current Iq as compared to the electric motor 31 that drives the compression unit 32. For this reason, the influence of the current error δI tends to increase. In this regard, in the present embodiment, the inverter control device 14 corresponding to the pump 12 is configured to perform the current limitation. As a result, it is possible to suppress a situation in which the influence of the current error δI that is particularly likely to occur in the in-vehicle electric pump device 10 becomes large, and the pump 12 can be driven appropriately.

(Second Embodiment)
In the first embodiment, the current control unit 46 is configured to employ the combined current Is as the lower limit value and limit the combined current Is so as not to be lower than the combined lower limit value Isth. On the other hand, in the present embodiment, the current control unit 46 adopts the d-axis current Id as the lower limit value and limits the d-axis current Id so as not to be lower than the d-axis lower limit value Idth.

  Specifically, as shown in FIG. 7, the command value control unit 47 of the current control unit 46 sets a predetermined d-axis lower limit value Idth in step S201. The d-axis lower limit value Idth is constant regardless of the input voltage Vin. The d-axis lower limit value Idth is set to be equal to or greater than the d-axis current Id, which is a predetermined allowable ratio with the current error δI when the input voltage Vin is the threshold voltage Vth.

  In step S202, the command value control unit 47 determines whether or not the d-axis current command value Idr calculated in step S101 is lower than the d-axis lower limit value Idth. The command value control unit 47 does not change the current when the d-axis current command value Idr is equal to or greater than the d-axis lower limit value Idth, while the d-axis current command value Idr is lower than the d-axis lower limit value Idth. Advances to step S203.

  In step S203, the command value control unit 47 outputs a torque whose d-axis current command value Idr is equal to or greater than the d-axis lower limit value Idth and is equal to or close to the current command values Idr and Iqr calculated in step S101. Currents Id and Iq are derived. Then, the command value control unit 47 sets the derived currents Id and Iq to new current command values Idr and Iqr. In the present embodiment, the d-axis current command value Idr corresponds to the “target current command value”. Since other processes are the same as those in the first embodiment, description thereof is omitted.

  According to the embodiment described above in detail, as shown in FIG. 8, when the input voltage Vin is equal to or higher than the threshold voltage Vth, the d-axis current Id is less than the d-axis lower limit value Idth regardless of the q-axis current Iq. The higher region is a usable current region. Thereby, it is possible to suppress the d-axis measured current Idm and the d-axis estimated current Ide used for calculating the advance angle δθ from being lowered to a region where the influence of the current error δI becomes large. Therefore, the effects (1) to (4) can be obtained.

(Third embodiment)
In the present embodiment, the process in step S104 is different from that in the first embodiment. The different points will be described below.

  In the present embodiment, the command value control unit 47 of the current control unit 46 sets a different combined lower limit value Isth according to the input voltage Vin in step S104. Specifically, the command value control unit 47 sets the combined lower limit value Isth higher as the input voltage Vin increases.

  The change mode of the combined lower limit value Isth with respect to the input voltage Vin is arbitrary, but, for example, a mode in which it is changed linearly can be considered. However, it is not limited to this, and it may be changed in a stepped shape or an exponential function shape.

  The effect | action of this embodiment is demonstrated using FIG.9 and FIG.10. FIG. 9 shows a usable current region when the input voltage Vin is the first input voltage V1, and FIG. 10 shows that the input voltage Vin can be used when the input voltage Vin is the second input voltage V2 higher than the first input voltage V1. Current region is shown.

  As shown in FIGS. 9 and 10, the usable current region changes according to the input voltage Vin. More specifically, the usable current region is smaller when the input voltage Vin is the second input voltage V2 than when the input voltage Vin is the first input voltage V1.

According to the present embodiment described in detail above, the following effects can be obtained in addition to the effects of the first embodiment.
(5) The composite lower limit value Isth increases as the input voltage Vin increases. As a result, the combined lower limit value Isth increases as the current error δI increases, so that the influence of the current error δI can be suppressed from increasing. Thereby, current limitation can be performed more suitably.

  More specifically, if the combined lower limit value Isth is set in correspondence with the threshold voltage Vth, and the input voltage Vin is sufficiently higher than the threshold voltage Vth, the current error δI is relative to the combined lower limit value Isth. Inconvenience that the influence of the current error δI becomes large. However, if the combined lower limit value Isth is sufficiently high, if the input voltage Vin is a value close to the threshold voltage Vth, current limitation is performed more than necessary, and there is a problem such as an increase in power loss. Concerned.

  In contrast, in the present embodiment, since the combined lower limit value Isth is changed according to the input voltage Vin, the combined lower limit value Isth can be set to an appropriate value corresponding to the input voltage Vin. Therefore, the inconvenience can be suppressed.

In the present embodiment, the combined lower limit value Isth is adopted as the lower limit value. However, the present invention is not limited to this, and the d-axis lower limit value Idth may be adopted as in the second embodiment.
Each of the above embodiments may be modified as follows.

  O You may combine 1st Embodiment and 2nd Embodiment. For example, when the d-axis current command value Idr is lower than the d-axis lower limit value Idth or the combined current command value Isr is lower than the combined lower limit value Isth, the current control unit 46 determines the current command values Idr and Iqr. Changes may be made. Further, the current control unit 46 changes the current command values Idr and Iqr when the d-axis current command value Idr is lower than the d-axis lower limit value Idth and the combined current command value Isr is lower than the combined lower limit value Isth. May be performed. In this case, by setting the d-axis lower limit value Idth and the combined lower limit value Isth to different values, it is possible to improve the degree of freedom for setting the current Id and Iq usage areas. In short, the current control unit 46 may limit the d-axis current Id and the combined current Is so as not to be lower than the lower limit value.

  As shown in FIG. 11, the current control unit 46 may switch between power running and regeneration in a situation where current limitation is performed by the combined lower limit value Isth. In this case, for example, the current control unit 46 may control both the currents Id and Iq so as to follow the semicircle of the combined lower limit value Isth.

  As illustrated in FIG. 12, the current control unit 46 may switch between power running and regeneration in a situation where current limitation is performed using the d-axis lower limit value Idth. In this case, for example, the current control unit 46 may control both the currents Id and Iq along the d-axis lower limit value Idth.

  In each embodiment, the current control unit 46 (command value control unit 47) is configured to change the current command values Idr and Iqr to values at which the same torque can be output. If it becomes above, about the change aspect, it is arbitrary. For example, the current control unit 46 may be configured to change only the d-axis current command value Idr. The current control unit 46 may be configured to change only the q-axis current command value Iqr when the lower limit value is the combined lower limit value Isth.

  The position / velocity estimation unit 44 may estimate based on the q-axis actual measurement current Iqm and the q-axis estimation current Iqe. In this case, as the lower limit value, the combined lower limit value Isth or the q-axis lower limit value may be adopted.

  (Circle) the inverter control apparatus 34 of the vehicle-mounted electric compressor 30 may perform the said electric current limitation. That is, the in-vehicle fluid machine is not limited to the in-vehicle electric pump device 10 and may be the in-vehicle electric compressor 30.

The compression target of the on-vehicle electric compressor 30 is not limited to air, and may be arbitrary, for example, a refrigerant or the like.
The position / speed estimation unit 44 may estimate the position of the rotor 22 without using the estimated currents Ide and Iqe. For example, instead of the current estimation unit 45, the position / velocity estimation unit 44 may include an expansion induced voltage estimation unit that estimates the expansion induced voltages eγ and eδ as a physical quantity estimation unit. The extended induced voltage estimation unit estimates the extended induced voltages eγ and eδ based on, for example, motor constants, measured currents Idm and Iqm, and both voltage command values Vd and Vq. Then, the position / speed estimation unit 44 calculates an error between the estimated value of the rotational position of the rotor 22 and the actual rotational position of the rotor 22 based on the estimated values of the expanded induced voltages eγ and eδ by the expanded induced voltage estimating unit. The estimated value may be brought close to the actual rotational position of the rotor 22 based on the error. In this example, the expansion induced voltages eγ and eδ correspond to “physical quantities related to the electric motor”. In this other example, the actual measurement currents Idm and Iqm, which are detection results of the current sensor 42, are used to estimate the extended induced voltages eγ and eδ as physical quantities.

  According to the another example, an estimation error occurs between the estimated values of the extended induced voltages eγ and eδ and the actual extended induced voltages eγ and eδ. The estimation error of the extended induced voltages eγ and eδ increases as the input voltage Vin increases. As the motor current (in other words, current command values Idr and Iqr) becomes smaller, the influence of the estimation error of the expansion induced voltages eγ and eδ on the estimation accuracy of the rotational position of the rotor 22 tends to increase. Therefore, also in this example, as described above, the current control unit 46 may perform current limitation when the input voltage Vin is higher than the threshold voltage Vth. Thereby, it can suppress that the estimation precision of the rotation position of the rotor 22 falls due to the estimation error of the expansion induced voltages eγ and eδ.

  The detection result of the current sensor 42 is used for estimation of the current and estimation of the rotational position of the rotor 22 by the position / speed estimation unit 44 when the physical quantity to be estimated is current (estimated currents Ide, Iqe). When the physical quantity to be estimated is the extended induced voltage eγ, eδ, it is used for the estimation of the extended induced voltage eγ, eδ by the extended induced voltage estimation unit. That is, the detection result of the current sensor 42 may be used for at least one of estimation of a physical quantity and estimation of the rotational position of the rotor 22 using the physical quantity.

  The position / speed estimation unit 44 may include, as a physical quantity estimation unit, a magnetic flux estimation unit that estimates a magnetic flux generated in the electric motor 11 as a physical quantity related to the electric motor 11 instead of the current estimation unit 45. The magnetic flux estimator estimates the magnetic flux based on the motor constant, the measured currents Idm, Iqm, and the like. Then, the position / speed estimation unit 44 may estimate the rotational position of the rotor 22 based on the estimated magnetic flux. Even in this case, an estimation error occurs between the estimated value of the magnetic flux and the magnetic flux actually generated in the electric motor 11. The estimation error of the magnetic flux increases as the input voltage Vin increases. As the motor current decreases, the influence of the estimation error of the magnetic flux on the estimation accuracy of the rotational position of the rotor 22 tends to increase. Therefore, also in this example, as described above, the current control unit 46 may perform current limitation when the input voltage Vin is higher than the threshold voltage Vth. Thereby, it can suppress that the estimation precision of the rotation position of the rotor 22 falls due to the estimation error of magnetic flux. Moreover, the physical quantity estimation part should just be comprised so that a physical quantity can be estimated based on a motor constant at least.

  (Circle) you may combine said each embodiment and said each other example suitably.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle-mounted electric pump apparatus (vehicle-mounted fluid machine), 11 ... Electric motor, 12 ... Pump, 13 ... Inverter, 14 ... Inverter control device, 22a ... Permanent magnet, 22 ... Rotor, 23 ... Stator, 24u, 24v, 24w ... Coil, 30 ... In-vehicle electric compressor, 42 ... Current sensor, 44 ... Position / speed estimation unit, 45 ... Current estimation unit, 46 ... Current control unit, 47 ... Command value control unit, 48 ... PWM control unit, 100 ... Vehicle 101 ... Fuel cell, Id ... d-axis current, Iq ... q-axis current, Is ... composite current, Idm, Iqm ... measured current, Ide, Iqe ... estimated current, Idr, Iqr ... current command value, Isth ... composite lower limit value , Idth: d-axis lower limit value, δI: current error.

Claims (9)

Inverter control device for use in controlling an inverter that drives an electric motor having a rotor including a permanent magnet and a stator wound with a coil.
A current detector for detecting a motor current flowing in the electric motor;
A position estimation unit that estimates a rotational position of the rotor based on a motor constant of the electric motor and the motor current;
A current control unit that controls a d-axis current and a q-axis current in the motor current based on an estimation result of the position estimation unit;
With
When the input voltage of the inverter is higher than a predetermined threshold voltage, the current control unit has at least one of the d-axis current and the combined current of the d-axis current and the q-axis current. An inverter control device comprising a limiting unit that limits the lower limit value so as not to be lower than a predetermined lower limit value. The position estimation unit includes a physical quantity estimation unit that estimates a physical quantity related to the electric motor based on at least the motor constant, and estimates the rotational position of the rotor based on an estimation result of the physical quantity estimation unit. ,
The measured current that is the motor current detected by the current detection unit is used for at least one of the estimation of the physical quantity and the estimation of the rotational position of the rotor based on the estimation result of the physical quantity estimation unit. The inverter control device according to claim 1. The physical quantity estimation unit is a current estimation unit that estimates the motor current as the physical quantity,
The inverter control apparatus according to claim 2, wherein the position estimation unit estimates a rotational position of the rotor based on the measured current and the estimated current estimated by the current estimation unit. The physical quantity estimating unit is an extended induced voltage estimating unit that estimates an extended induced voltage of the electric motor as the physical quantity based on the measured current and the motor constant.
The inverter control apparatus according to claim 2, wherein the position estimation unit estimates a rotational position of the rotor based on the expansion induced voltage estimated by the expansion induced voltage estimation unit. The physical quantity estimation unit is a magnetic flux estimation unit that estimates the magnetic flux of the electric motor as the physical quantity based on the measured current and the motor constant.
The inverter control device according to claim 2, wherein the position estimation unit estimates a rotational position of the rotor based on the magnetic flux estimated by the magnetic flux estimation unit.   The said control part is an inverter control apparatus as described in any one of Claims 2-5 which makes the said lower limit value high as the said input voltage becomes high. The current control unit calculates a d-axis current command value and a q-axis current command value, which are command values for the d-axis current and the q-axis current, based on an external command value for the electric motor from the outside. With
The limiting unit is a case where the input voltage is higher than the threshold voltage, and at least one of the d-axis current command value and the combined current command value calculated by the calculation unit. When the target current command value is lower than the lower limit value, the d-axis current command value and the q-axis current command value are calculated by the calculation unit when the target current command value is equal to or greater than the lower limit value. To the value that outputs the same torque as the both current command values,
The current controller controls the inverter so that a d-axis current and a q-axis current flowing in the electric motor approach the d-axis current command value and the q-axis current command value. The inverter control device according to one item. The inverter control device according to any one of claims 1 to 7,
An inverter controlled by the inverter control device;
An electric motor driven by the inverter;
An in-vehicle fluid machine characterized by comprising: The vehicle on which the in-vehicle fluid machine is mounted is a fuel cell vehicle on which a fuel cell is mounted,
The in-vehicle fluid machine according to claim 8, wherein the in-vehicle fluid machine is an in-vehicle electric pump device including a pump that supplies hydrogen to the fuel cell when the electric motor is driven.