JP7035926B2 - Control device and control method for inverters for electric vehicles - Google Patents

Description

The present invention relates to vibration suppression when the parking lock of an electric vehicle is released.

An electric vehicle is generally composed of a battery, an inverter that converts a DC voltage of the battery into an AC voltage and applies it to a motor, a motor that rotates a tire, and the like. The inverter generates an AC voltage having an amplitude and frequency so that the motor can be operated with an appropriate torque based on a torque command generated from the operation of the accelerator / brake or the like, and applies the AC voltage to the motor.

The drive torque transmission system of an electric vehicle is a two-inertial system in which motor torque rotates a tire via a drive shaft and the rotational movement of the tire is transmitted to the front-rear movement of the vehicle body. Since this inertial system has resonance characteristics, the resonance (vibration) of the vehicle body is excited by the motor torque or disturbance, and the riding comfort is deteriorated.

One example of the disturbance is the torque impact caused by the release of the twist of the drive shaft when the parking lock is released.

As a prior art for suppressing motor vibration when the parking lock is released, for example, there is a technique described in Patent Document 1. In Patent Document 1, torque is applied in the direction opposite to the detected rotation direction in order to suppress the impact when the parking lock is released (see the flow of FIG. 2 in Patent Document 1). However, Patent Document 1 does not describe the accuracy and quantitative effect of vibration suppression.

Further, as another prior art for suppressing the impact when the parking lock is released, for example, there is a technique described in Patent Document 2. Patent Document 2 is a method of extracting a resonance component (for example, 0.1 to 1000 Hz) and feeding back a compensation torque based on the extraction component, and the resonance suppression method thereof will be described below.

First, FIG. 7 is an overall configuration diagram of an electric vehicle shown in Patent Document 2. In FIG. 7, reference numeral 1 denotes a vehicle control device that outputs a first torque command value Tref for driving the motor 4 based on vehicle information regarding the state of the vehicle 100 acquired from various sensors 2.

Reference numeral 3 is a motor control device, which includes a resonance suppression control unit 31, a gain calculation circuit 32, an adder 33, a current command calculation unit 34, and an inverter 35 that converts the DC voltage of the battery 8 into an AC voltage and supplies it to the motor 4. ing.

The motor 4 is connected to the drive wheels (tires) 7 via the transmission 6 and rotates the drive wheels 7. The various sensors 2 include a brake position sensor 21, a shift position sensor 22, an accelerator position sensor (not shown), a vehicle speed sensor (not shown), and the like.

The first process of the resonance suppression control unit 31 acquires the rotation speed (ω) of the motor 4 via the resolver sensor 5 (motor electric angle sensor), extracts the vehicle resonance component based on this, and suppresses the vehicle resonance. It calculates the value. This vehicle resonance suppression value is multiplied by the gain function k in the gain calculation circuit 32 and output as a second torque command value Tinh.

Further, the second process of the resonance suppression control unit 31 determines the necessity of resonance suppression compensation based on the vehicle information from various sensors 2, and if it is determined that there is no need, the output of the vehicle resonance suppression value. Is prohibited and the second torque command value Tinh is set to zero.

The adder 33 adds up the first torque command value Tref and the second torque command value Tinh, but since Tinh is a negative torque, the value obtained by subtracting the absolute value of Tinh from Tref is actually resonated. It is output as the drive torque command value after suppression compensation.

The current command value calculation unit 34 performs arithmetic processing such as dq-axis conversion and 2-phase / 3-phase conversion based on the drive torque command value after resonance suppression compensation output from the adder 33 to perform three-phase alternating current. Generate a control voltage.

The power switching element (not shown) of the inverter 35 is driven by the control voltage of the three-phase AC generated by the current command calculation unit 34, and the inverter 35 converts the DC voltage of the battery 8 into the AC voltage of the desired three-phase AC waveform. Then, the motor 4 is driven.

Next, the vibration damping control system (torque control system) described in Patent Document 2 is used as a vibration damping control system of the conventional method, and the vibration damping control system of the conventional method will be described with reference to FIGS. 8 and 9.

FIG. 8 shows the system configuration of the conventional method, but based on the fact that Patent Document 2 describes resonance suppression using acceleration, here, the system configuration is set so that the compensation torque is calculated from the acceleration.

The torque command T ^* and the detection motor phase θ are input to the vibration damping control system of FIG. The torque command T ^* is an arbitrary torque command higher than the vibration damping control system of FIG. 8, that is, determined by the vehicle control device 1 of FIG. 7 based on the driving situation, the driving target, and the like.

The detected motor phase θ is a phase obtained by detecting the electric angle of the motor, and is detected by, for example, an encoder provided in the motor (motor 4 in FIG. 7).

Reference numeral 51 denotes an acceleration calculation unit that differentiates the detection motor phase θ to obtain the detection speed ωdet = dθ / dt, and further outputs the differentiated detection acceleration dωdet / dt.

The vibration damping control unit 52 calculates and outputs the vibration damping compensation torque Tv based on the detected acceleration dωdet / dt output from the acceleration calculation unit 51.

Reference numeral 57 is a subtractor that subtracts the vibration damping compensation torque Tv calculated by the vibration damping control unit 52 from the input torque command T ^* , and the subtraction result (deviation output) is output as the vibration damping torque command T ^** . Will be done.

The vibration damping control unit 52 is configured as shown in FIG. In FIG. 9, reference numeral 61 denotes a bandpass filter that filters only specific frequency components related to vehicle resonance from the detected acceleration (detected angular acceleration) dωdet / dt calculated by the acceleration calculation unit 51. The output of the bandpass filter 61 is multiplied by the gain of the gain multiplier 62, and is output as the vibration damping compensation torque Tv.

The bandpass filter 61 may be any filter for suppressing resonance, and may be replaced with, for example, a lowpass filter. As shown in FIG. 8, since the vibration damping compensation torque Tv is subtracted from the torque command T ^* , the gain of the gain multiplier 62 is set to an appropriate value with a positive value of 0 or more.

The calculated vibration damping compensation torque Tv is output from the vibration damping control unit 52, and the value obtained by subtracting the vibration damping compensation torque Tv from the torque command T ^* in the subtractor 57 of FIG. 8 becomes the vibration damping torque command T ^** . This vibration damping torque command T ^** corresponds to the output of the adder 33 in FIG. 7.

Based on the vibration damping torque command T ^** , the current command calculation unit 34 in FIG. 7 performs processing such as dq-axis conversion and 2-phase / 3-phase conversion to generate a 3-phase AC control voltage and input it to the inverter 35. do. The inverter 35 generates a gate signal (on / off signal) of each power switching element in the inverter by comparing the control voltage of the three-phase AC with the triangular wave carrier signal, outputs the AC voltage (PWM voltage), and loads the load. It controls a certain motor 4.

The resonance suppression technique of this conventional method is not limited to the time when the parking lock is released, but is a technique that can be applied even while the electric vehicle is running.

Japanese Patent No. 3903813 Japanese Unexamined Patent Publication No. 2014-72948

The conventional vibration damping control method described with reference to FIGS. 7 to 9 is effective for suppressing the vibration of a specific resonance frequency component extracted by the bandpass filter (61). In other words, the vibration suppression effect for other than the specific resonance frequency component extracted by the bandpass filter is low.

Therefore, it is not possible to completely suppress the step-like impact generated when the parking lock is released, that is, the vibration caused by the impact containing a multi-frequency component other than the resonance frequency. Therefore, there is a problem that the ride quality of the electric vehicle is not good.

The present invention solves the above-mentioned problems, and an object of the present invention is to provide a control device and a control method for an inverter for an electric vehicle capable of suppressing an impact generated when parking lock is released for the entire frequency range. be.

The control device for an inverter for an electric vehicle according to claim 1 for solving the above problems is
A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control device for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The vibration damping torque command generation unit is
An acceleration calculation unit that calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor, and
A vibration damping control unit that calculates and outputs vibration damping compensation torque by filtering specific frequency components from the detected acceleration calculated by the acceleration calculation unit, and
A speed calculation unit that obtains the motor angular velocity by differentiating the detected motor phase obtained by detecting the electric angle of the motor, and
It is provided with a speed control unit that performs proportional control with a speed of 0 as a target value and outputs a parking compensation torque with respect to the motor angular velocity obtained by the speed calculation unit.
When the parking lock is released, the torque obtained by adding the vibration damping compensation torque output from the vibration damping control unit and the parking compensation torque output from the speed control unit is used as the compensation torque for suppressing the vibration. It is supposed to be.

Further, the control device for the inverter for an electric vehicle according to claim 2 is
A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control device for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The vibration damping torque command generation unit is
An acceleration calculation unit that calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor, and
A vibration damping control unit that calculates and outputs vibration damping compensation torque by filtering specific frequency components from the detected acceleration calculated by the acceleration calculation unit, and
A speed calculation unit that obtains the motor angular velocity by differentiating the detected motor phase obtained by detecting the electric angle of the motor, and
It is provided with a speed control unit that outputs parking compensation torque by performing proportional control with speed 0 as a target value with respect to the motor angular velocity obtained by the speed calculation unit.
When the parking lock is released, the parking compensation torque output from the speed control unit is used as the compensation torque for suppressing the vibration, and the vibration damping compensation torque output from the vibration suppression control unit is used except when the parking lock is released. Is a compensation torque for suppressing the vibration.

Further, the control method for the inverter for an electric vehicle according to claim 3 is as follows.
A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control method for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The acceleration calculation unit provided in the vibration damping torque command generation unit calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor.
The vibration damping control unit provided in the vibration damping torque command generation unit filters the specific frequency component from the detected acceleration calculated by the acceleration calculation unit, calculates the vibration damping compensation torque, and outputs it.
The speed calculation unit provided in the vibration damping torque command generation unit detects the electric angle of the motor and differentiates the acquired detected motor phase to obtain the motor angular velocity.
The speed control unit provided in the vibration damping torque command generation unit performs proportional control with the speed 0 as the target value with respect to the motor angular velocity obtained by the speed calculation unit, and outputs the parking compensation torque.
When the parking lock is released, the vibration damping torque command generation unit suppresses the vibration by adding the vibration damping compensation torque output from the vibration damping control unit and the parking compensation torque output from the speed control unit. It is characterized by the compensation torque for the purpose.

Further, the control method for the inverter for an electric vehicle according to claim 4 is as follows.
A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control method for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The acceleration calculation unit provided in the vibration damping torque command generation unit calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor.
The vibration damping control unit provided in the vibration damping torque command generation unit filters the specific frequency component from the detected acceleration calculated by the acceleration calculation unit, calculates the vibration damping compensation torque, and outputs it.
The speed calculation unit provided in the vibration damping torque command generation unit detects the electric angle of the motor and differentiates the acquired detected motor phase to obtain the motor angular velocity.
The speed control unit provided in the vibration damping torque command generation unit performs proportional control with the speed 0 as the target value with respect to the motor angular velocity obtained by the speed calculation unit, and outputs the parking compensation torque.
When the parking lock is released, the vibration damping torque command generation unit uses the parking compensation torque output from the speed control unit as the compensation torque for suppressing the vibration, and the vibration damping torque is used except when the parking lock is released. The command generation unit is characterized in that the vibration damping compensation torque output from the vibration damping control unit is used as the compensation torque for suppressing the vibration.

According to the present invention, since the parking compensation torque of the speed control unit output by performing proportional control with the speed 0 as the target value is used, the impact generated when the parking lock is released is suppressed for the entire frequency range. be able to. Therefore, the vibration is further suppressed and the ride quality of the electric vehicle is improved.

The block diagram of the vibration damping torque command generation part in Example 1 of this invention. The block diagram which shows the detail of the speed control part of FIG. The model used for the simulation when the parking lock is released is shown, (a) is a block diagram from vibration suppression control to torque generation, and (b) is a block diagram of the vehicle inertial system. The simulation result immediately after the parking lock is released is shown, (a) is a waveform diagram of the drive torque, and (b) is a waveform diagram of the vibration damping torque command. The simulation result of the steady state after the parking lock is released is shown, (a) is a waveform diagram of the drive torque, and (b) is a waveform diagram of the vibration damping torque command. The block diagram of the vibration damping torque command generation part in Example 2 of this invention. The overall block diagram of the electric vehicle described in Patent Document 2. The block diagram which shows an example of the conventional vibration damping control system. The block diagram which shows the detail of the vibration damping control part of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings, but the present invention is not limited to the following embodiments. In the present invention, as a countermeasure against the impact and resonance of the vehicle body caused by torque, the torque command is compensated by performing speed control based on the detected motor speed and calculating the compensation torque.

1 and 2 show the configuration of the vibration damping control system (vibration damping torque command generation unit of the present invention) according to the first embodiment (proposal method), which is applied to the electric vehicle of FIG. 7, for example. The same parts as the system configuration of the conventional method of 9 are indicated by the same reference numerals.

The torque command T ^* and the detection motor phase θ are input to the system of FIG. 1 as in the conventional system. The torque command T ^* is an arbitrary torque command determined by a higher level (for example, the vehicle control device 1 in FIG. 7) as in the conventional method. The detection motor phase θ is detected by the encoder provided in the motor 4 and input to the acceleration calculation unit 51 and the speed calculation unit 53.

Similar to the conventional method, the acceleration calculation unit 51 differentiates the detection motor phase θ to obtain the detection speed ωdet = dθ / dt, and further outputs the differentiated detection acceleration dωdet / dt.

Similar to the conventional method, the vibration damping control unit 52 calculates the vibration damping compensation torque Tv by filtering the specific frequency component related to the resonance of the vehicle based on the detected acceleration dωdet / dt output from the acceleration calculation unit 51. And output.

The speed calculation unit 53 outputs the motor angular velocity ωdet by differentially calculating the detected motor phase θ.

The speed control unit 54 is proportional control (Proportional control) in which the speed 0 is set as a target value (speed command ωref = 0) based on the motor angular velocity ωdet calculated by the speed calculation unit 53; hereinafter, it may be referred to as P control. ) To output the parking compensation torque Tp.

Reference numeral 55 denotes a parking changeover switch that switches between the parking compensation torque Tp output from the speed control unit 54 and the 0 value, and is set to the ON side (Tp side) only when the parking lock is released, and is set to the OFF side (0 value side) otherwise. ).

Reference numeral 56 denotes an adder that adds the vibration damping compensation torque Tv output from the vibration damping control unit 52 and the torque value (parking compensation torque Tp or 0 value) switched by the parking changeover switch 55.

The additional output of the adder 56 is a compensation torque Tc (compensation torque for suppressing vibration of the present invention).

When the parking changeover switch 55 is ON (when the parking lock is released), the torque value obtained by adding the vibration damping compensation torque Tv and the parking compensation torque Tp obtained by performing P control based on the motor angular velocity is the compensation torque Tc. When the parking changeover switch 55 is OFF (other than when the parking lock is released), the torque value obtained by adding the vibration damping compensation torque Tv and the 0 value is the compensation torque Tc.

The compensation torque Tc is subtracted from the torque command T ^* in the subtractor 57. The subtraction result (deviation output) of the subtractor 57 is output as a vibration damping torque command T ^** to, for example, the current command calculation unit 34 in FIG. 7.

FIG. 2 shows an example of a specific configuration of the speed control unit 54. In FIG. 2, a subtractor 58 for taking a deviation between a set speed command ωref and a detected angular velocity (motor angular velocity) ωdet, and a gain multiplier 59 for multiplying the deviation output of the subtractor 58 by a proportional gain Kp are provided, and the detected angular velocity ωdet is provided. It is configured to output parking compensation torque Tp by performing P control with a speed of 0 as a target value.

The speed control unit 54 inputs the speed command ωref and the detection angular velocity ωdet as shown in FIG. 2, but since it is desirable that the motor does not rotate when the parking lock is released, the speed command ωref is fixed at 0.

The speed control is performed by P control, and the proportional gain at this time is Kp. For the value of the proportional gain Kp, set an appropriate value of 0 or more according to the weight of the vehicle, the performance of the motor, and the like. The calculation result of the P control is output as the parking compensation torque Tp from the speed control unit 54, and is input to the parking changeover switch 55 as shown in FIG.

Although the vibration damping control of the conventional method has a high effect of suppressing the resonance component, it is not suitable for suppressing other than the resonance component because the resonance component is extracted by the bandpass filter. Therefore, all impacts are suppressed for the stepped torque generated when the twist of the drive shaft accumulated by its own weight (gravity acting on the automobile) during parking is released by releasing the parking lock, that is, the torque including the multi-frequency component. Can't.

In response to this, in the method according to the present embodiment (hereinafter, also referred to as the proposed method), in order to suppress the frequency that cannot be extracted by the conventional method, as shown in FIG. 1, the torque command is given only when the parking lock is released. Since the speed control is configured to set the speed 0 as the target value using the same inputs as the conventional method of T ^* and the detection motor phase θ, the impact at the time of releasing the parking lock is suppressed for all frequencies. Can be done.

The control performance of the conventional method and the proposed method will be confirmed below.

Simulation results when the parking lock is released for the three types of vibration control control, the conventional method of vibration control, and the proposed method of vibration control and speed control by P control. Is shown in FIG. 4, and the simulation result of the steady state after the parking lock is released is shown in FIG. In this simulation, the block diagram model shown in FIGS. 3 (a) and 3 (b) was used.

FIG. 3A is a block diagram showing the input of the vibration damping torque command T ^** to the current control system of the inverter, the current control performed by the inverter, and the output as the motor torque TM.

FIG. 3B shows a block diagram of the vehicle inertial system, and the definitions of each part are as follows. Jm is the moment of inertia of the motor, Jt is the moment of inertia of the tire, Wc is the mass of the vehicle, Rt is the tire diameter, G is the gear ratio, Kd is the elastic coefficient of the drive shaft, Kr is the friction coefficient between the tire and the road surface, and ωm is the motor. Angular velocity, ωt is tire angular velocity, Vc is vehicle body speed, TM is motor torque, Td is drive shaft drive torque, θd is drive shaft torsion angle, Fc is vehicle body driving force, Fdist is disturbance to vehicle body, s is Laplace calculation Represents a child.

The vibration damping torque command T ^** , which is the input of FIG. 3A, is the system output of the conventional method and the proposed method. The torque command T ^* from is corresponding to T ^** . Here, it is assumed that the vibration damping torque command T ^** becomes the motor torque TM without changing except that the control time and the time constant of the current control are delayed, and the ideal torque control given to the inertial system is assumed.

The parking lock release procedure in the simulation using the model shown in the block diagram of FIG. 3 is as follows.

(1) Simulate a stop on a slope by always putting a disturbance Fdist corresponding to the slope direction component of its own weight (gravity acting on the vehicle) into the vehicle body. Also, assuming before the start of operation, the torque command T ^* input to the control system is always kept at 0.

(2) Continue to reset the integrator (1 / Jts block) that calculates the tire angular velocity ωt and the integrator (1 / Jms block) that calculates the motor angular velocity ωm to the initial value 0, and both the foot brake and the shift brake. Simulate the applied state.

(3) Only the reset of the integral part of the tire angular velocity ωt is stopped so that ωt has a value, the foot brake is released, and the state where only the shift brake is applied is simulated. At this time, the drive shaft is twisted by the disturbance Fdist that simulates its own weight.

(4) The tire angular velocity ωt is continuously reset, and the foot brake and shift brake are applied again. At this time, the twist of the drive shaft is fixed by the twist amount immediately before restarting the reset of ωt.

(5) Only the reset of the motor angular velocity ωm is stopped so that ωm has a value, and the state where the foot brake is applied and the shift brake is released, that is, the parking lock release is simulated. At this time, the twist of the drive shaft is released and torque is generated.

Regarding the control performance when the parking lock is released, it is originally desirable to observe the acceleration of the vehicle body back and forth movement in order to confirm the ride comfort felt by humans, but in this procedure, the tire angular velocity ωt is set when the parking lock is released in (5). Since it is continuously reset to 0, the torque generated in the drive shaft is not transmitted to the vehicle body acceleration, and the control performance cannot be compared even if the acceleration is observed.

Therefore, it is considered that the magnitude of the change in the vehicle body acceleration of the actual vehicle corresponds to the magnitude of the change in the drive torque Td of the drive shaft, and the drive torque Td is observed in FIG. That is, it is assumed that the smaller the amount of change in the drive torque Td, the better the ride quality.

4 (a) and 5 (a) represent the drive torque Td, and FIGS. 4 (b) and 5 (b) represent the vibration damping torque command T ^** . In each of FIGS. 4 and 5, the broken line is the waveform without vibration damping control, the alternate long and short dash line is the waveform with vibration damping control, which is the conventional method, and the solid line is the vibration damping control and P control, which is the proposed method. The waveforms when the speed is controlled by the above are shown.

In the simulation result of FIG. 4, the process of causing the drive shaft to be twisted is omitted, and only when the parking lock is released is picked up. As shown in the graph of the drive torque Td in FIG. 4A, continuous resonance occurs due to the impact when the parking lock is released without the vibration damping control (broken line).

On the other hand, this resonance is suppressed by the conventional vibration damping control (dashed line). However, only immediately after the parking lock is released, torque is generated at a peak of about half of that without vibration damping control. This is because the step-like impact (impact including a multi-frequency component) is suppressed only in the vicinity of the resonance component.

On the other hand, in the proposed method of vibration suppression control + P control (solid line), since other than the resonance component is suppressed, not only the continuous resonance is suppressed but also the initial torque is suppressed and it converges to 0 without overshooting in the positive direction. I'm letting you. Looking at the vibration damping torque command T ^** in FIG. 4B, the proposed method has a larger torque command when the parking lock is released than in the conventional method, which suppresses the impact immediately after the parking lock is released. You can see that.

Further, in the vibration damping control of the conventional method, a slight drive torque is generated around 3.6 seconds in FIG. Regarding this, as can be seen from FIG. 5, which shows the steady state after a lapse of time from the release of the parking lock, in the conventional method, the shaft backs up because the vibration damping control commands a small torque even after the resonance has settled down. It keeps rotating in the rush, and finally the drive torque is generated by passing through the backlash, and the drive torque is suppressed by vibration damping control repeatedly. That is, in the conventional method, a residual torque is generated in the command. This residual torque also does not occur in the proposed method.

Up to this point, we have considered the operating performance in the parking lock release state, but here we will also consider normal driving in which the motor rotates. The conventional method is a control system that can be used for normal driving only by suppressing the generated resonance without interfering with the torque command for a long period of time.

On the other hand, when the proposed method is used in normal driving, since the speed control unit 54 is P control with speed 0 as the target value, the input during normal driving in which the motor angular velocity is controlled to be some value. With respect to the torque command T ^* , a compensating torque that hinders it is always generated. Therefore, the speed control of the proposed method is not suitable for normal driving, and when the proposed method is used, the speed is switched by the parking changeover switch 55 so that it is used only when the parking lock is released.

As described above, according to the first embodiment, since the speed control unit 54 controls the speed for all frequencies, the step-like impact of the torque generated when the parking lock is released is not overshooted in the positive direction. It can be suppressed. Therefore, the vibration is further suppressed, and the riding comfort of the electric vehicle can be improved.

In FIG. 1 of the first embodiment, parking is determined whether the compensation torque Tc for suppressing vibration is only the vibration damping compensation torque Tv or the torque obtained by adding the vibration damping compensation torque Tv and the parking compensation torque Tp. It was configured to be switched by the changeover switch 55.

However, since the parking compensation torque Tp output from the speed control unit 54 suppresses the impact torque of the frequency component in the entire range, a certain effect of suppressing the impact at the time of releasing the parking lock can be obtained without using the vibration damping compensation torque Tv. ..

Therefore, in the second embodiment, the vibration damping control system (vibration damping torque command generation unit) is configured as shown in FIG. In FIG. 6, the same parts as those in FIG. 1 are indicated by the same reference numerals. The difference from FIG. 1 in FIG. 6 is that the adder 56 in FIG. 1 is removed, and the parking changeover switch 55 switches between the vibration damping compensation torque Tv of the vibration damping control unit 52 and the parking compensation torque Tp of the speed control unit 54. The point is that it is set to the ON side (Tp side) only when the parking lock is released, and is set to the OFF side (Tv side) otherwise, and the other parts are configured in the same manner as in FIG.

In the second embodiment, the torque (Tv or Tp) switched by the parking changeover switch 55 is used as the compensation torque Tc for suppressing the vibration.

According to the second embodiment, when the parking lock is released, the impact can be suppressed in the entire frequency range by using the parking compensation torque Tp obtained by the speed control unit 54 without adding the vibration damping compensation torque Tv. can.

4 ... Motor 5 ... Resolver sensor 6 ... Transmission 7 ... Drive wheel 8 ... Battery 34 ... Current command calculation unit 35 ... Inverter 51 ... Acceleration calculation unit 52 ... Vibration suppression control unit 53 ... Speed calculation unit 54 ... Speed control unit 55 ... Parking Changeover switch 56 ... Adder 57, 58 ... Subtractor 59, 62 ... Gain multiplier 61 ... Band path filter

Claims (4)

A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control device for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The vibration damping torque command generation unit is
An acceleration calculation unit that calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor, and
A vibration damping control unit that calculates and outputs vibration damping compensation torque by filtering specific frequency components from the detected acceleration calculated by the acceleration calculation unit, and
A speed calculation unit that obtains the motor angular velocity by differentiating the detected motor phase obtained by detecting the electric angle of the motor, and
It is provided with a speed control unit that performs proportional control with a speed of 0 as a target value and outputs a parking compensation torque with respect to the motor angular velocity obtained by the speed calculation unit.
When the parking lock is released, the torque obtained by adding the vibration damping compensation torque output from the vibration damping control unit and the parking compensation torque output from the speed control unit is used as the compensation torque for suppressing the vibration. The control device for the inverter for electric vehicles. A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control device for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The vibration damping torque command generation unit is
An acceleration calculation unit that calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor, and
A vibration damping control unit that calculates and outputs vibration damping compensation torque by filtering specific frequency components from the detected acceleration calculated by the acceleration calculation unit, and
A speed calculation unit that obtains the motor angular velocity by differentiating the detected motor phase obtained by detecting the electric angle of the motor, and
It is provided with a speed control unit that outputs parking compensation torque by performing proportional control with speed 0 as a target value with respect to the motor angular velocity obtained by the speed calculation unit.
When the parking lock is released, the parking compensation torque output from the speed control unit is used as the compensation torque for suppressing the vibration, and the vibration suppression compensation torque output from the vibration suppression control unit is used except when the parking lock is released. Is a control device for an inverter for an electric vehicle, characterized in that the compensating torque for suppressing the vibration is used. A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control method for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The acceleration calculation unit provided in the vibration damping torque command generation unit calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor.
The vibration damping control unit provided in the vibration damping torque command generation unit filters the specific frequency component from the detected acceleration calculated by the acceleration calculation unit, calculates the vibration damping compensation torque, and outputs it.
The speed calculation unit provided in the vibration damping torque command generation unit detects the electric angle of the motor and differentiates the acquired detected motor phase to obtain the motor angular velocity.
The speed control unit provided in the vibration damping torque command generation unit performs proportional control with the speed 0 as the target value with respect to the motor angular velocity obtained by the speed calculation unit, and outputs the parking compensation torque.
When the parking lock is released, the vibration damping torque command generation unit suppresses the vibration by adding the vibration damping compensation torque output from the vibration damping control unit and the parking compensation torque output from the speed control unit. A control method for an inverter for an electric vehicle, which is characterized by a compensating torque for the purpose. A vibration damping torque command generator that obtains a vibration damping torque command by taking the deviation between the torque command of the motor that rotates the tires of an electric vehicle and the compensation torque for suppressing vibration.
A current command calculation unit that calculates the control voltage by performing processing including dq-axis conversion and 2-phase / 3-phase conversion based on the vibration suppression torque command obtained by the vibration damping torque command generation unit.
A control method for an electric vehicle inverter including an inverter that converts a DC voltage into an AC voltage based on a control voltage calculated by the current command calculation unit and supplies the DC voltage to the motor.
The acceleration calculation unit provided in the vibration damping torque command generation unit calculates the detected acceleration from the detected motor phase obtained by detecting the electric angle of the motor.
The vibration damping control unit provided in the vibration damping torque command generation unit filters the specific frequency component from the detected acceleration calculated by the acceleration calculation unit, calculates the vibration damping compensation torque, and outputs it.
The speed calculation unit provided in the vibration damping torque command generation unit detects the electric angle of the motor and differentiates the acquired detected motor phase to obtain the motor angular velocity.
The speed control unit provided in the vibration damping torque command generation unit performs proportional control with the speed 0 as the target value with respect to the motor angular velocity obtained by the speed calculation unit, and outputs the parking compensation torque.
When the parking lock is released, the vibration damping torque command generation unit uses the parking compensation torque output from the speed control unit as the compensation torque for suppressing the vibration, and the vibration damping torque is used except when the parking lock is released. A control method for an electric vehicle inverter, wherein the command generation unit uses the vibration damping compensation torque output from the vibration damping control unit as the compensation torque for suppressing the vibration.

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