JPH0956184A - Motor controller for driving electric car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure smooth torque control with low noise without lowering power conversion efficiency. SOLUTION: Magnetic flux flag fϕ is determined in accordance with the difference between a command magnetic flux vector and an instantaneous magnetic flux vector, and torque increase and decrease flag fτ with which the torque increase and decrease and the torque non-increase and non-decrease in accordance with the differences between command torque and instantaneous torque by means of three-value hysteresis comparator being varied from the vehicle conditions of an electric car with the difference between the upper limit value and lower limit value in the allowable range detected by various sensors 4a to 4g. Then, a position flag fθ is determined from the position of magnetic flux vector detected by an input current of a drive motor 6, the combination of switching of the drive motor 6 is determined by a switching table 713 in accordance with the combination of each flag, thereby controlling an inverter 3. The difference between the upper limit value and lower limit value in the allowable range of three-value hysteresis comparator is varied in an optimum state in accordance with the vehicle conditions, so that lowering of the power conversion efficiency can be restricted and smooth torque control with low noise can be secured.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling three-phase AC by an inverter controlled by a variable voltage / variable frequency without a motor rotation speed detecting means for detecting the rotational speed of a traveling three-phase AC motor of an electric vehicle. The present invention relates to a method of controlling torque and magnetic flux of a motor, and in particular, a driver's intention such as an accelerator operation amount in an electric vehicle, a vehicle state such as a vehicle speed, an operating state of a control device such as a motor temperature, and a battery. The present invention relates to an electric vehicle traveling motor control device for changing the control amount of torque and magnetic flux control of a traveling three-phase AC motor depending on the remaining capacity of the vehicle.

[0002]

2. Description of the Related Art In an electric vehicle, a method of controlling torque and magnetic flux of a three-phase AC motor for traveling by an inverter controlled by a variable voltage and a variable frequency is used for a driver's intention such as an accelerator operation amount and a vehicle speed. The motor input / output command means calculates the motor input / output current request value to be input / output to / from the traveling three-phase AC motor according to the state, the operating state of the control device such as the motor temperature, and the remaining capacity of the battery. Variable voltage / variable frequency control of the inverter is performed based on the required value.

Particularly, the input / output current control of the traveling three-phase AC motor is efficiently performed by the variable voltage / variable frequency control of the inverter without using the motor rotational speed detecting means for detecting the rotational speed of the traveling three-phase AC motor. In order to do so, conventionally
As disclosed in Japanese Examined Patent Publication No. 6-32593, the motor output command means calculates a required magnetic flux vector amount and a torque amount in order to obtain a desired output of the traveling three-phase AC motor of the electric vehicle, The motor instantaneous value estimation means estimates the magnetic flux vector and the torque instantaneous value generated in the traveling three-phase AC motor from the three-phase alternating current input to the traveling three-phase AC motor and the output voltage of the battery, and the motor output command means of the motor output command means. When the difference between the magnitude of the magnetic flux vector to be commanded and the magnitude of the magnetic flux vector estimated by the motor instantaneous value estimating means exceeds a predetermined permissible range, the magnetic flux increase or the magnetic flux decrease is determined.
The control flag is created, and the difference between the magnitude of the torque commanded by the motor output command means and the magnitude of the torque estimated by the motor instantaneous value estimation means is determined by the output torque amount of the traveling three-phase AC motor and this output torque amount. Create a second control flag that determines whether the torque increases or decreases or whether the torque does not increase or decrease depending on whether the power running exceeds a predetermined allowable range that varies depending on whether it is regenerative, and inputs it to the three-phase AC motor for traveling. The position of the magnetic flux vector is detected from the three-phase AC motor, and a third control flag indicating the position of the position of this magnetic flux vector in the stationary coordinate system of the traveling three-phase AC motor is created. However, switching that connects each phase of the traveling three-phase AC motor to the + side or the ground side of the battery in advance according to the combination of the first to third control flags is performed. It is carried out in the converter.

As described above, in the creation of the second control flag, switching is performed by the inverter depending on whether the output torque of the traveling three-phase AC motor is power running or regenerative, and when the motor output is power running, the switching of the inverter is performed by the motor output. The second step is to perform the torque increase and output torque increase / decrease mainly, and to prevent the motor output torque decrease relatively.
When the motor output is regenerative, the inverter switching is mainly performed to reduce the motor output torque and increase / decrease the output torque. By setting the predetermined allowable range so as to determine the second control flag so that it is not performed, the number of times of switching in the inverter is reduced, the switching loss occurring at the time of switching is reduced, and unnecessary switching occurs. An invention has been made that suppresses a reduction in power conversion efficiency during power running and regeneration in an inverter by suppressing power supply to a motor.

[0005]

By the way, in the above-mentioned technique, the second control flag is set so that when the output torque of the three-phase AC motor for traveling is in power running, the hysteresis on the power running side is constant and the inverter is switched. Select a large time interval without increasing or decreasing output torque.When the motor output is regenerative, the hysteresis of the regeneration side is constant, so the inverter switching should be performed without decreasing the motor output torque or increasing or decreasing the output torque. Since the time interval is selected to be large, the magnitude of the torque commanded by the motor output command means and the magnitude of the torque estimated by the motor instantaneous value estimation means accompanying a slight change in the running state such as a change in the road surface state in which the electric vehicle runs It is not possible to follow the small changes in the difference between There.

In the second control flag determination, a predetermined allowable range of flag determination is set so that the output required torque of the traveling three-phase AC motor is high output at low speed and high load, and torque increase or Since the flag is determined without increasing or decreasing the torque, it is not possible to respond to the change from the high load state when the vehicle starts to the light load state after the vehicle starts, and a jerky feeling occurs when the vehicle starts.

Further, in the second control flag determination, a predetermined allowable range for flag determination is set so that the output torque from the traveling three-phase AC motor is high output at low speed and high load, and torque reduction or Since the flag is determined without increasing or decreasing the torque, it is not possible to respond to the change from the low load state immediately before the vehicle is stopped to the high load state after the vehicle is stopped, contrary to the situation when the vehicle is started, and there is a jarring feeling when the vehicle is stopped. Occurs.

Further, since the influence of the operating state of the motor control device including the motor and the inverter is neglected in the determination of the second control flag, for example, during abnormal operation due to temperature rise of the motor, during normal operation of the motor, Similarly, if the control of the motor control device is continued for a short time, the switching pattern cannot be selected in the optimum inverter that suppresses the temperature rise of the motor, or if the inverter temperature rise is abnormal, the inverter will operate normally. When the control of the motor control device is continued for a short time as in the case of the above, it is impossible to select the switching pattern that minimizes the switching loss in the inverter.

Further, since the cycle in which the first to third control flags are updated is determined by the operation cycle of the motor output command means and the first to third control flag creating means, if these operation cycles become long. Indeed, not only when the vehicle accelerates and decelerates, but also when the vehicle travels steadily, torque hunting occurs every calculation cycle, and the vehicle travel becomes unsmooth.

Further, when the operation of the motor output command means and the first to third control flag creating means is executed by the present general-purpose CPU, this operation cycle is the number of frequencies that can be heard by humans. Since the limit is about kHz, when the motor is controlled by the switching pattern of the inverter that changes every calculation cycle, noise due to magnetic noise from the motor and the inverter is generated.

The present invention has been made to solve the above problems, and an object thereof is to improve the power conversion efficiency of the inverter in the above-mentioned prior art and to secure the same power conversion efficiency while maintaining a vehicle. Start / stop / acceleration / deceleration of
In all running conditions of constant speed running, the smooth increase and decrease of the torque of the running motor according to the driver's intention is ensured, and when the motor control device malfunctions due to the temperature rise of the motor, this motor control device Even when the vehicle accelerates and decelerates or runs steadily without accelerating an abnormal operation, hunting that occurs in each calculation cycle is prevented so that the vehicle travels smoothly. An object of the present invention is to provide an electric vehicle traveling motor control device that reduces noise due to magnetic noise from an inverter.

[0012]

According to a first aspect of the present invention, a magnetic flux vector and a torque amount required to obtain a desired output of a three-phase AC motor for running an electric vehicle are calculated. Motor output command means, motor instantaneous value estimation for estimating the magnetic flux vector and torque instantaneous value generated in the traveling three-phase AC motor from the three-phase alternating current input to the traveling three-phase AC motor and the output voltage of the battery. Means and
When the difference between the magnitude of the magnetic flux vector commanded by the motor output command means and the magnitude of the magnetic flux vector estimated by the motor instantaneous value estimation means exceeds a predetermined allowable range, a first control flag for increasing or decreasing the magnetic flux is set. When the difference between the magnitude of the torque commanded by the first control flag creating means, the motor output command means, and the torque magnitude estimated by the motor instantaneous value estimating means exceeds a predetermined allowable range,
A second control flag creating means for determining a second control flag without increasing or decreasing torque or increasing or decreasing torque, and a magnetic flux vector from a three-phase AC current input to the traveling three-phase AC motor. Third control flag creating means for detecting a position and determining a third control flag indicating at which position of the stationary coordinate system in the traveling three-phase AC motor the position of this magnetic flux vector is located; Switching storage means for storing in advance the combination of switches for connecting each phase of the traveling three-phase AC motor to the + side or the ground side of the battery in accordance with the combination of the control flags determined by the first to third control flag creation means. In a motor control device for electric vehicle traveling, the motor control device for electric vehicle traveling is a vehicle for detecting a vehicle state of the electric vehicle. And a second control flag that is not increased or decreased by the second control flag creation means based on the vehicle state detected by the vehicle state detection means. The technical means is to vary the difference between the upper limit value and the lower limit value of the allowable range of the three-value hysteresis comparator to be determined.

According to a second aspect of the present invention, in the first aspect, the vehicle state detecting means is an accelerator operation amount detecting means for detecting an accelerator operation amount for instructing an acceleration amount of the vehicle by a driver of the electric vehicle. Therefore, on the basis of the detected accelerator operation amount, a three-value hysteresis comparator for determining the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag generating means is determined. The technical means is to vary the difference between the upper limit of the allowable range and the lower limit of the allowable range.

According to a third aspect of the invention, the first to second aspects are
In the above, the vehicle state detection means is a brake operation amount detection means for detecting an operation amount of a brake for instructing a vehicle deceleration amount by the driver of the electric vehicle, and based on the detected brake operation amount, Determine the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means 3
The technical means is to vary the difference between the upper limit value of the value hysteresis comparator and the lower limit value of the allowable range.

According to a fourth aspect of the present invention, the first to third aspects are provided.
In the above, the vehicle state detecting means is a shift position detecting means for detecting the position of a shift knob for instructing the traveling direction and the driving load amount of the vehicle by the driver of the electric vehicle, and based on the detected shift position, The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator which determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means is calculated. Making it variable is a technical means.

According to a fifth aspect of the present invention, in the first to fourth aspects, the electric vehicle includes a battery as a power source of the three-phase AC motor for traveling, and the vehicle state detecting means determines the remaining capacity of the battery. A second control flag for detecting the remaining battery capacity detecting means, which does not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means based on the detected remaining battery capacity. The technical means is to vary the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines

According to a sixth aspect of the present invention, in the first to fifth aspects, the electric vehicle includes a generator that charges the battery, and the vehicle state detecting means detects the amount of power generated by the generator. Three-valued amount determination means for determining the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means, based on the detected power generation amount. The technical means is to vary the difference between the upper limit value and the lower limit value of the allowable range of the hysteresis comparator.

According to a seventh aspect of the invention, in the first to sixth aspects, the vehicle state detecting means is a vehicle weight detecting means for detecting a vehicle weight of the electric vehicle, and based on the detected vehicle weight. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means. Is a technical means.

According to an eighth aspect of the present invention, in any one of the first to seventh aspects, the vehicle state detecting means includes a traveling three-phase AC motor drive device including the traveling three-phase AC motor and an inverter for driving the motor. Motor drive device operating state detecting means for detecting an operating state, wherein torque increase or torque decrease or torque increase / decrease determined by the second control flag creating means is performed based on the detected motor drive device operating state. The technical means is to vary the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag.

According to a ninth aspect of the present invention, in the first to eighth aspects, the vehicle state detecting means detects a traveling load variation of the vehicle including a road surface gradient and a road surface friction coefficient on which the vehicle of the electric vehicle travels. Three-value load determining means for determining the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means, based on the detected running load. The technical means is to vary the difference between the upper limit value and the lower limit value of the allowable range of the hysteresis comparator.

According to the invention of claim 10, claims 1 to 9 are provided.
In the electric vehicle, a plurality of the three-phase AC motors for traveling are provided, and the vehicle state detecting means is a motor load detecting means for detecting individual loads of the plurality of motors. Based on the difference in motor load,
A second torque that is determined by the second control flag creating means is not increased or decreased, or neither increased nor decreased.
The technical means is to vary the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the control flag of.

According to the invention of claim 11, claims 1 to 1
0, the electric vehicle includes a plurality of the three-phase AC motors for traveling, and the vehicle state detecting means detects a steering angle for detecting a steering operation amount by which a driver of the electric vehicle indicates a traveling direction of the vehicle. An amount detecting means, which determines a second control flag that does not increase or decrease the torque or increases or decreases the torque determined by the second control flag creating means based on the detected steering angle amount 3 The technical means is to vary the difference between the upper limit value of the value hysteresis comparator and the lower limit value of the allowable range.

According to a twelfth aspect of the present invention, there is provided motor output command means for calculating a magnetic flux vector and a torque amount necessary to obtain a desired output of a three-phase AC motor for traveling of an electric vehicle, and the three-phase for traveling. Motor instantaneous value estimating means for estimating the magnetic flux vector and torque instantaneous value generated in the traveling three-phase AC motor from the three-phase AC input to the AC motor and the output voltage of the battery, and the magnetic flux commanded by the motor output command means. When the difference between the magnitude of the vector and the magnitude of the magnetic flux vector estimated by the motor instantaneous value estimating means exceeds a predetermined allowable range, first control flag creating means for determining the first control flag for increasing or decreasing the magnetic flux. And the difference between the magnitude of the torque commanded by the motor output command means and the magnitude of the torque estimated by the motor instantaneous value estimation means exceeds a predetermined allowable range. And a second control flag creating means for determining a second control flag that does not increase or decrease the torque or increase or decrease the torque, and a magnetic flux vector from the three-phase AC current input to the traveling three-phase AC motor. The position of this magnetic flux vector is detected for
A third control flag generating means for determining a third control flag indicating a position in the stationary coordinate system of the phase alternating current motor, and a control flag determined by the first to third control flag generating means. In an electric vehicle traveling motor control device, the electric vehicle traveling motor control device is provided with switching storage means for storing in advance a switching combination for connecting each phase of the traveling three-phase AC motor to the + side or the ground side of the battery in accordance with the combination. The traveling motor control device includes vehicle state detection means for detecting the vehicle state of the electric vehicle, and based on the vehicle state detected by the vehicle state detection means, the torque increase or the torque determined by the second control flag creation means is determined. The technical means is to optimally combine the second control flags without the torque reduction or the torque increase / decrease.

According to a thirteenth aspect of the present invention, in the twelfth aspect, the vehicle state detecting means is accelerator operation amount detecting means for detecting an operation amount of an accelerator for instructing an acceleration amount of the vehicle by a driver of the electric vehicle. Therefore, it is technically possible to optimally combine the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means based on the detected accelerator operation amount. Use it as a means.

According to the invention of claim 14, from claim 12 to
In 13, the vehicle state detecting means is a brake operation amount detecting means for detecting an operation amount of a brake for instructing a deceleration amount of the vehicle by a driver of the electric vehicle, and based on the detected brake operation amount, The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means.

According to the invention of claim 15, from claim 12 to
In 14, the vehicle state detecting means is a shift position detecting means for detecting a position of a shift knob for instructing a traveling direction and a driving load amount of the vehicle by a driver of the electric vehicle, and based on the detected shift position. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means.

According to the invention of claim 16, from claim 12 to
At 15, the electric vehicle includes a battery as a power source of the traveling three-phase AC motor, and the vehicle state detecting means is a battery remaining capacity detecting means for detecting a remaining capacity of the battery. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means based on the remaining capacity.

According to the invention of claim 17, claims 12 to
In 16, the electric vehicle includes a generator that charges the battery, and the vehicle state detection unit is a power generation amount detection unit that detects the power generation amount of the generator, and based on the detected power generation amount. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means.

According to the invention of claim 18, from claim 12 to
In 17, the vehicle state detection means is a vehicle weight detection means for detecting the vehicle weight of the electric vehicle, and the torque increase or the torque determined by the second control flag creation means is determined based on the detected vehicle weight. The technical means is to optimally combine the second control flags without the torque reduction or the torque increase / decrease.

In the nineteenth aspect of the present invention, the twelfth aspect of the invention is described.
In 18, the vehicle state detecting means is configured to
A motor drive device operating state detecting means for detecting an operating state of a traveling three-phase AC motor drive device including a three-phase AC motor and an inverter for driving the motor. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means.

According to the invention defined in claim 20, claims 12 to
In 19, the vehicle state detecting means is a traveling load detecting means for detecting a traveling load variation of the vehicle including a road surface gradient and a road surface friction coefficient on which the vehicle of the electric vehicle travels, and based on the detected traveling load. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means.

According to the invention of claim 21, from claim 12 to.
In 20, the electric vehicle includes a plurality of the three-phase AC motors for traveling, and the vehicle state detecting means is a motor load detecting means for detecting an individual load of the plurality of motors. The technical means is to optimally combine the second control flags that do not increase or decrease the torque or increase or decrease the torque determined by the second control flag creating means based on the difference in the motor load.

According to the invention of claim 22, from claim 12 to.
In 21, the electric vehicle includes a plurality of the three-phase AC motors for traveling, and the vehicle state detection means detects a steering operation amount by which a driver of the electric vehicle indicates a traveling direction of the vehicle. An angular amount detecting means,
The technical means is to optimally combine the second control flags without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means based on the detected steering angle amount. .

According to the invention of claim 23, claims 12 to
In 22, the vehicle state detection means is configured to
A motor rotation speed detecting means for detecting the rotation speed of the phase alternating current motor, wherein torque increase or torque decrease or torque increase / decrease determined by the second control flag creating means is performed based on the detected motor rotation speed. The technical means is to optimally combine the second control flags.

According to a twenty-fourth aspect of the present invention, in the twenty-third aspect, the motor rotation speed detecting means is the traveling three
The technical means is to calculate the rotation speed of the motor based on the power supply frequency of the input current of the phase AC motor.

[0036]

According to the present invention, the vehicle state detecting means of the electric vehicle detects the vehicle state, and the second control flag creating means operates based on the detected vehicle state. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease to be determined is optimally changed. As described above, the second control flag is optimally changed based on the determination of the second control flag because the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the vehicle state. When switching the inverter
By reducing the switching loss that occurs at the time of this switching and suppressing the power supply to the motor that occurs due to unnecessary switching, it is possible to suppress the reduction in power conversion efficiency during power running and regeneration in the inverter, and to start and stop the vehicle. -Accelerate / decelerate / constant speed travel is ensured in a smooth increase / decrease of the torque of the traveling motor, and the abnormal operation of the motor control device is not accelerated during abnormal operation of the motor control device.

According to the second aspect of the present invention, the driver of the electric vehicle determines the accelerator operation amount detected by the accelerator operation amount detecting means for detecting the accelerator operation amount indicating the acceleration amount of the vehicle. Optimizing the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque, which is determined by the second control flag creating means. It is variable. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the accelerator operation amount, and therefore, in particular, starting and acceleration of the vehicle and constant speed are performed. During traveling, it is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the intention of the driver.

According to the third aspect of the present invention, the driver of the electric vehicle determines the deceleration amount of the vehicle based on the brake operation amount detected by the brake operation amount detecting means for detecting the operation amount of the brake. Optimizing the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque, which is determined by the second control flag creating means. It is variable. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the brake operation amount. It is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the driver's intention.

According to the present invention as set forth in claim 4, based on the shift position detected by the shift position detecting means for detecting the position of the shift knob for instructing the traveling direction and the driving load amount of the vehicle of the electric vehicle, Optimizing the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means. Can be changed to. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally varied depending on the shift knob operating position, and therefore, in particular, starting, stopping, accelerating, and In all traveling states of deceleration and constant speed traveling, it is possible to ensure smooth torque increase and decrease of the traveling motor according to the intention of the driver.

According to the fifth aspect of the present invention, the torque increase or torque determined by the second control flag creating means is determined based on the battery remaining capacity detected by the battery remaining capacity detecting means for detecting the remaining capacity of the battery. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without the decrease or the torque increase / decrease is optimally changed. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the battery remaining capacity. It is possible to optimally limit the output of the use motor and the amount of regeneration when the remaining battery capacity is fully charged, and prevent permanent deterioration of the battery due to over-discharge and over-charge of the battery.

According to the sixth aspect of the present invention, the torque increase or torque decrease determined by the second control flag creating means is based on the power generation amount detected by the power generation amount detecting means for detecting the power generation amount of the generator. Alternatively, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing / decreasing the torque is optimally changed. As described above, the second control flag optimally changes the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator depending on the power generation amount of the generator. Even if the remaining battery capacity is reduced by combining the remaining battery capacity, the power generation amount of the generator relaxes the output limitation of the drive motor, and when the remaining battery capacity is fully charged, the amount of regeneration by the power generation amount of the generator is reduced. In the same manner as in the invention according to claim 5, in the electric vehicle equipped with the generator, if the amount of power generated by the generator is limited to the minimum for the purpose of limiting or conversely, for recovering regenerative energy, the battery charge is reduced. Not only can permanent deterioration of the battery due to discharge and overcharge be prevented, but the amount of power generated by the generator can be optimally controlled.

According to the seventh aspect of the present invention, the torque increase or decrease or the torque increase determined by the second control flag creating means is determined based on the vehicle weight detected by the vehicle weight detecting means for detecting the vehicle weight. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without decreasing is optimally changed. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the vehicle weight. By increasing the output or increasing the regeneration amount and optimizing the increase in the motor output and the regeneration amount, smooth vehicle acceleration / deceleration can be ensured.

According to the present invention as defined in claim 8, the vehicle for traveling 3
A second control flag based on the motor drive device operating state detected by the motor drive device operating state detecting means for detecting the operating state of the traveling three-phase AC motor drive device including the three-phase AC motor and the inverter for driving the motor. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the creating means is optimally changed. In this way, the second control flag is detected by the motor drive device operating state detecting means for detecting the operating state of the traveling three-phase AC motor driving device including the traveling three-phase AC motor and the inverter that drives the motor. Since the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed depending on the motor drive device operating state, in particular, the motor drive device operating state detecting means for detecting the operating state of the motor drive device. During abnormal operation of the motor control device such as the detected temperature rise of the motor, acceleration of the abnormal operation of the motor control device can be prevented.

According to the present invention of claim 9, based on the traveling load detected by the traveling load detecting means for detecting the traveling load fluctuation of the vehicle including the road surface gradient and the road surface friction coefficient on which the vehicle of the electric vehicle travels, Optimizing the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means. Can be changed to. In this way, the second control flag can optimally change the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator depending on the running load of the vehicle. In high speed running, it is possible to ensure smooth torque increase and decrease of the running motor according to the driver's intention, and to prevent torque hunting due to abrupt changes in vehicle running load to make vehicle running smooth. You can

According to the tenth aspect of the present invention, the second control flag generating means is determined based on the difference between the individual motor loads detected by the motor load detecting means for detecting the individual loads of the plurality of motors. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque is optimally changed. As described above, in the second control flag, the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed due to the difference in load variations among the plurality of motors. In vehicles driven by motors, depending on the load condition of the wheels driven by each motor,
It is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the driver's intention.

According to the eleventh aspect of the present invention, based on the steering angle amount detected by the steering angle amount detecting means for detecting the steering operation amount by which the driver of the electric vehicle indicates the traveling direction of the vehicle, Optimizing the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque, which is determined by the second control flag creating means. It is variable. Thus, the second control flag is
Since the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator is optimally changed by the difference in the output command of each motor due to the steering operation amount,
Particularly in a vehicle that individually controls a plurality of motors such as 4WD and 4WS, depending on the required output of each motor,
It is possible to ensure a smooth increase and decrease in torque of the traveling motor.

According to the twelfth aspect of the present invention, the vehicle state detecting means of the electric vehicle detects the vehicle state, and the torque increase or torque determined by the second control flag creating means is determined based on the detected vehicle state. The second control flag that does not decrease or increase / decrease the torque is optimally selected for each period in which one calculation cycle of the CPU is divided into a plurality of periods.
In this way, the second control flag is set to CP depending on the vehicle state.
Since it is optimally selected for each shorter cycle than the operation cycle of U, when the inverter is switched based on this second control flag determination, it is generated due to reduction of switching loss and unnecessary switching. By suppressing the power supply to the running motor, reduction in power conversion efficiency at the inverter and power conversion efficiency at the time of regeneration is suppressed, and smooth running is possible in all running conditions such as starting, stopping, acceleration, deceleration and constant speed running of the vehicle. Torque increase / decrease of the motor for motor is ensured, and during abnormal operation of the motor control device, the abnormal operation of the motor control device is not accelerated, and torque hunting that occurs in each calculation cycle of the CPU is prevented, and Noise due to magnetic noise from the motor and inverter due to the calculation cycle can be reduced. .

According to the thirteenth aspect of the present invention, the driver of the electric vehicle determines the accelerator operation amount detected by the accelerator operation amount detecting means for detecting the accelerator operation amount indicating the acceleration amount of the vehicle. Torque increase / decrease or torque increase / decrease determined by the control flag creating means
The second control flag that is not decreased is optimally selected for each period in which one operation cycle of the CPU is divided into a plurality of parts. As described above, the second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU according to the accelerator operation amount. It is possible to secure a smooth increase and decrease in torque of the traveling motor.

According to the fourteenth aspect of the present invention, based on the brake operation amount detected by the brake operation amount detecting means for detecting the operation amount of the brake for instructing the vehicle deceleration amount by the driver of the electric vehicle, Torque increase / decrease or torque increase / decrease determined by the control flag creating means
The second control flag that is not decreased is optimally selected for each period in which one operation cycle of the CPU is divided into a plurality of parts. As described above, the second control flag is optimally selected for each cycle shorter than the CPU calculation cycle depending on the brake operation amount. Therefore, particularly when the vehicle is stopped or the vehicle is decelerated, the second control flag can be smoothly adjusted according to the driver's intention. It is possible to secure increase and decrease in torque of the traveling motor.

According to the fifteenth aspect of the present invention, based on the shift position detected by the shift position detecting means for detecting the position of the shift knob for indicating the traveling direction of the electric vehicle and the driving load amount by the driver of the electric vehicle, The second control flag which is determined by the second control flag creating means and which does not increase or decrease the torque or increase or decrease the torque is optimally selected for each period divided into a plurality of one calculation cycle of the CPU. It In this way, the second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU depending on the shift knob operating position. Therefore, in particular, all running states such as start / stop / acceleration / deceleration of the vehicle and constant speed running are achieved. In, it is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the driver's intention.

According to the sixteenth aspect of the present invention, the torque increase or torque determined by the second control flag creating means is determined based on the battery remaining capacity detected by the battery remaining capacity detecting means for detecting the remaining capacity of the battery. The second control flag that does not decrease or increase / decrease the torque is CP
It is optimally selected for each period divided into a plurality of U operation cycles. As described above, the second control flag is optimally selected for each cycle shorter than the CPU calculation cycle depending on the remaining battery capacity, so that the output limitation of the traveling motor when the remaining battery capacity is low and the remaining battery capacity are It is possible to optimally limit the amount of regeneration when the capacity is fully charged, and prevent permanent deterioration of the battery due to over-discharge and over-charge of the battery.

According to the seventeenth aspect of the present invention, the torque increase or torque decrease determined by the second control flag creating means is based on the power generation amount detected by the power generation amount detecting means for detecting the power generation amount of the generator. Alternatively, the second control flag without increasing / decreasing the torque is optimally selected for each period in which one arithmetic cycle of the CPU is divided into a plurality of periods. in this way,
The second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU depending on the power generation amount of the generator, so that the power generation amount of the generator and the battery remaining capacity are combined to decrease the battery remaining capacity. However, the output limitation of the drive motor is relaxed by the amount of power generated by the generator, and the amount of regeneration is limited by the amount of power generated by the generator when the remaining battery capacity is fully charged. As long as the amount of power generated by the generator is limited to a minimum, even in an electric vehicle equipped with the generator, the permanent deterioration of the battery due to overdischarge and overcharge of the battery can be prevented as in the invention according to claim 16. Not only that, but also the amount of power generated by the generator can be optimally controlled.

According to the eighteenth aspect of the present invention, the torque increase or the torque decrease or the torque increase determined by the second control flag creating means is determined based on the vehicle weight detected by the vehicle weight detecting means for detecting the vehicle weight. The second control flag that does not decrease is optimally selected for each period divided into a plurality of one calculation cycle of the CPU. As described above, the second control flag is optimally selected for each cycle shorter than the CPU calculation cycle depending on the vehicle weight. Therefore, in particular, the output of the traveling motor is increased or the regeneration amount is increased when the vehicle weight is increased. By optimizing the increase of the motor output and the regeneration amount, smooth vehicle acceleration / deceleration can be ensured.

According to the nineteenth aspect of the present invention, the motor drive device operating state detecting means for detecting the operating state of the traveling three-phase AC motor drive device including the traveling three-phase AC motor and the inverter for driving the motor. The second control flag, which is determined by the second control flag creating means based on the detected operating state of the motor drive device and is not increased or decreased, or increased or decreased, is 1
The calculation cycle is optimally selected for each of a plurality of divided periods. As described above, the second control flag is detected by the motor drive device operating state detecting means that detects the operating state of the traveling three-phase AC motor drive device including the traveling three-phase AC motor and the inverter that drives the motor. The motor drive device operating state detecting means for detecting the operating state of the motor drive device is particularly selected because it is optimally selected for each shorter period than the calculation period of the CPU depending on the operating state of the motor drive device. When an abnormal operation of the motor control device such as a temperature rise of the detected motor is detected, acceleration of the abnormal operation of the motor control device can be prevented.

According to the twentieth aspect of the present invention, based on the traveling load detected by the traveling load detecting means for detecting the traveling load fluctuation of the vehicle including the road surface gradient and the road surface friction coefficient on which the vehicle of the electric vehicle travels, The second control flag which is determined by the second control flag creating means and which does not increase or decrease the torque or increase or decrease the torque is optimally selected for each period divided into a plurality of one calculation cycle of the CPU. It As described above, the second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU depending on the traveling load of the vehicle. Therefore, especially in starting and accelerating the vehicle and traveling at a constant speed, the second control flag is determined by the driver. Accordingly, it is possible to ensure a smooth increase and decrease in the torque of the traveling motor, and it is possible to prevent torque hunting due to a sudden change in the vehicle traveling load and to make the vehicle traveling smoothly.

According to the twenty-first aspect of the present invention, the second control flag creating means is determined based on the difference between the individual motor loads detected by the motor load detecting means for detecting the individual loads of the plurality of motors. The second control flag that does not increase or decrease the torque or increase or decrease the torque is
It is optimally selected for each period divided into a plurality of one calculation cycle of the CPU. In this way, the second control flag is optimally selected for each cycle shorter than the CPU calculation cycle due to the difference in load variations among the plurality of motors. Therefore, particularly in a vehicle driven by a plurality of motors, It is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the driver's will according to the load situation of the wheels driven by the motor.

According to the twenty-second aspect of the present invention, the steering angle amount detected by the steering angle amount detecting means for detecting the steering operation amount by which the driver of the electric vehicle indicates the traveling direction of the vehicle is determined based on the steering angle amount. The second control flag, which is determined by the second control flag creating means and which does not increase or decrease the torque or increase or decrease the torque, is optimally selected for each period divided into a plurality of one calculation cycle of the CPU. . As described above, the second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU due to the difference in the output command of each motor depending on the steering operation amount. Therefore, in particular, a plurality of motors such as 4WD and 4WS are used. In a vehicle in which the motors are individually controlled, it is possible to ensure a smooth increase and decrease in the torque of the traveling motor according to the required output of each motor.

According to the twenty-third aspect of the present invention, based on the motor rotation speed detected by the motor rotation speed detecting means for detecting the rotation speed of the traveling three-phase AC motor, a plurality of CPU operation cycles are calculated. The number of divided periods is optimally set, and the second control flag without torque increase or torque decrease or torque increase / decrease determined by the second control flag creating means according to the set number of periods is: CPU
Is optimally selected for each period divided into a plurality of one calculation cycle. As described above, the second control flag is optimally selected corresponding to the number of periods in which one calculation cycle of the CPU is divided into a plurality of portions depending on the motor rotation speed, and thus fine control at low rotation of the motor and Therefore, it is possible to suppress the rotation fluctuation at high rotation of the motor.

According to the twenty-fourth aspect of the present invention, instead of the motor rotational speed detecting means for detecting the rotational speed of the traveling three-phase AC motor, the motor is driven by the source frequency of the input current of the traveling three-phase AC motor. Calculate the rotation speed. As a result, the same effect as the effect of the invention described in claim 23 can be obtained without the motor rotation speed detecting means.

[0060]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will now be described based on the embodiments shown in the drawings. [First Embodiment] FIG. 1 is a block diagram showing a schematic configuration of a first embodiment of an electric vehicle traveling motor control device according to the present invention. In the figure, 1 is a battery which is a DC power source, 2 is a voltage sensor for detecting the voltage of the battery 1, 3 is an inverter including three sets of switching elements and a freewheeling diode connected in antiparallel to each switching element,
Reference numerals 4a to 4g are various sensors provided in the electric vehicle. The accelerator operation amount sensor 4a detects an amount of operation of an accelerator pedal by a driver of the electric vehicle and the brake operation amount sensor 4b detects an amount of operation of a brake pedal. A shift position sensor 4c for detecting the shift position at which the shift knob is operated, a battery remaining capacity sensor 4d for detecting the remaining capacity of the battery 1, and a load related to the vehicle itself such as a vehicle weight of the electric vehicle or an A / C load. Vehicle load detection sensor 4e that detects the
The motor driving device operating state detection sensor 4f that detects the operating state of the motor driving device such as the operating temperature of the vehicle, and the running state of the vehicle such as the road surface gradient where the electric vehicle is placed and the road surface friction amount that changes depending on the road condition. Running condition detection sensor 4
and g. 5u, 5v, 5w are current sensors, 6 is 3
A phase alternating current traveling motor, and 7 is a control circuit.

In the above structure, the DC power input / output of the battery 1 is input / output to / from the inverter 3 to be converted into desired AC power, and the AC power converted by the inverter 3 is input to the traveling motor 6 for traveling. The driving motor 6 is driven. In addition, the AC power output from the traveling motor 6 is input to the inverter 3 and converted into DC power by the inverter 3,
Regenerative power is input to the battery 1. The controller 7 detects the output voltage of the battery 1 and the detection values of the current sensors 5u, 5v, 5w for detecting the AC three-phase input / output currents of the traveling motor 6, and various sensors 4a.
In order to control the input / output torque of the traveling motor 6 by inputting the detected values of ~ 4j, the input / output AC power of the inverter 3 input / output to / from the traveling motor 6 is controlled.

The control operation of each part of the control device 7 will be described below. The CPU 714a outputs the detection values of the voltage sensor 2 and the various sensors 4a to 4j to the input processing circuit 715.
And the desired primary magnetic flux φ1 of the traveling motor 6 based on these detected values.
Calculate *.

The three-phase / two-phase conversion means 702 is expressed in the rotating coordinate system from the instantaneous values of the three-phase alternating currents iu, iv, iw expressed in the fixed coordinate system detected by the current sensors 5u, 5v, 5w. 3 to the primary current vector I1 of the traveling motor 6
The phase → two-phase conversion is performed based on Equation 1. i1d = √ (2/3) × (iu-iv / 2−iw / 2) Formula 1-1 i1q = √2 / 2 × (iv-iw) Formula 1-2 I1 = i1d + ji1q Formula 1-3

The three-phase / two-phase conversion means 701 is a three-phase primary voltage vector su.sv represented by a fixed coordinate system which is input to the traveling motor 6 via the inverter 3 output from the switch table 713 described later. The direction (vd, vq) of the vector of the primary voltage vector V1 of the traveling motor 6 represented by the rotating coordinate system is detected from sw. This detection is performed based on Table 1.

[0065]

[Table 1]

Furthermore, since the scalar quantity of the vector of the primary voltage vector V1 converted by the three-phase / two-phase converting means 701 differs depending on the output voltage of the battery 1, the output voltage of the battery 1 detected by the voltage sensor 2 is detected. Based on Vb, the scalar amount calculation means 704 calculates the scalar amount of the vector of the primary voltage vector V1 based on the mathematical formula 2, and determines the primary voltage vector V1. v1d = √ (2/3) × Vb × vd Formula 2-1 v1q = √ (2/3) × Vb × vq Formula 2-2 V1 = v1d + jv1q Formula 2-3

The multiplication means 703 is a three-phase / two-phase conversion means 7
The primary current vector I1 calculated in 02 is multiplied by the primary winding resistance R1, and the block 717 indicates the three-phase / two-phase conversion means 7.
From the primary voltage vector V1 calculated in 01, the multiplication means 70
3 is subtracted, and the integrating means 705 determines the block 717.
The result of is integrated based on Equation 3 and the primary magnetic flux vector φ
1 is calculated. φ1 = ∫ (V1−R1 × I1) dt Equation 3

In the position flag determining means 710, the primary magnetic flux vector φ1 calculated by the integrating means 705 as described above.
However, according to the region existing in the fixed coordinate system of the traveling motor 6, the position flag fθ indicating the phase angle of the primary magnetic flux vector φ1 is divided by 60 degrees as shown in Table 2.
To VI.

[0069]

[Table 2]

A block 706 calculates the scalar quantity of the primary magnetic flux vector φ1 calculated by the integrating means 705, and a block 708 subtracts the calculated scalar quantity of the primary magnetic flux vector φ1 from the requested primary magnetic flux φ1 * calculated by the CPU 714a. In the magnetic flux flag determination means 711, the block 7
Based on the calculation result of 08, the increase / decrease flag fφ of the primary magnetic flux vector φ1 is determined to be 1 or -1 by a binary hysteresis comparator whose characteristic is shown in FIG.

The instantaneous torque calculating means 707 calculates the instantaneous torque τ based on the mathematical expression 4 by the outer product of the primary magnetic flux vector φ1 and the primary current vector I1. τ = φ1 × I1 Equation 4 In block 709, the instantaneous torque τ is calculated by the CPU 714.
The required torque τ * calculated in a is subtracted, and the three-value hysteresis comparator (hereinafter, referred to as “three-value comparator”) 712a as the torque flag determination means uses the characteristic as shown in FIG. The increase / decrease flag fτ of 1 is determined to be 1 or 0 or −1.

Finally, in the switching table 713, based on Table 2, the torque response of the inverter 3 based on the position flag fθ of the primary magnetic flux vector φ1, the increase / decrease flag fφ of the primary magnetic flux vector φ1, and the increase / decrease flag fτ of the torque τ. The switching combination (su, sv, sw) of the optimized three-phase voltage vector is determined and output to the inverter 3.

The operation and effect of controlling the inverter 3 for inputting / outputting the AC power input / output to / from the traveling motor 6 in the control device 7 configured as described above will be described with reference to FIGS. 4 to 25. First, the increase / decrease flag fτ of the torque τ
The operation of the CPU 714a relating to the determination of the threshold value of the three-valued comparator 712a for determining will be described based on the block diagram of FIG.

In the three-value comparator 712a, the input vector of the traveling motor 6 is determined to be 0 vector. The procedure for determining the thresholds of Δτ2 during traveling of the traveling motor 6 and Δτ4 during regeneration will be described below.

In the CPU 714a, the input processing circuit 715
The detected amount ACL of the accelerator operation amount sensor 4a input via the is stored, and the change amount ΔACL / t of this ACL per unit time is calculated. Based on this ACL and the map shown in FIG. 9, the coefficient k1a is determined in block 714-1, and the calculated ΔACL / t and FIG.
The coefficient k1b is determined in block 714-2 based on the map shown in FIG.
In the area where ΔACL / t is dominant when the electric vehicle is accelerating, k1b is selected, and in the area where ACL is dominant when running at a constant speed, k1a is determined by a function that selects k1a.

Similarly, the detected amount BRK of the brake operation amount sensor 4b input via the input processing circuit 715 is stored, and the change amount ΔB of this BRK per unit time is also stored.
Calculate RL / t. Based on this BRK and the map shown in FIG. 11, the coefficient k2a is calculated in block 714-3.
Based on the calculated ΔBRL / t and the map shown in FIG. 12, the coefficient k is determined in block 714-4.
2b is determined, and in block 714-7, in a region where ΔBRK / t is dominant when the electric vehicle is suddenly decelerating, etc., k2b is selected and B when gradually decelerating or the like is selected.
In a region where RK is dominant, k2 is determined by a function that selects k2a. In addition, the detection result of the shift position sensor 4c input via the input processing circuit 715 and FIG.
The coefficient k3 is determined in block 714-5 based on the map shown in FIG.

Next, the difference Δτ between the allowable range upper limit value Δτ1 and the allowable range lower limit value Δτ2 during the power running of the traveling motor 6.
5 is determined by multiplying the initial setting value Δτs of Δτ5 in the block 714-8 by the coefficients k1 and k3 determined in the above process. The input vector of the traveling motor 6 is 0 in the ternary comparator 712a based on the mathematical formula 5 in block 714-10.
Δτ2 when the traveling motor 6 determined by the vector is in power running
Is determined and the increase / decrease flag fτ of the torque τ is determined by using this Δτ2 in the ternary comparator 712a. Δτ2 = Δτ1-Δτ5 Equation 5

Similarly, the difference Δτ6 between the allowable range upper limit value Δτ3 and the allowable range lower limit value Δτ4 at the time of regeneration of the traveling motor 6 is determined by the above process in the initial setting value Δτs of Δτ6 in the block diagram 714-9. Coefficient k2, k
By multiplying Δτ6 by Δ3 and Δτ3 determined by the output torque and the rotational speed of the traveling motor 6, the input vector of the traveling motor 6 is calculated based on the equation 6 in block 714-11. Three-value comparator 71
The threshold value of Δτ4 when the traveling motor 6 which is determined to be the 0 vector in 2a is regenerated and this Δτ4 is set to 3
The increase / decrease flag fτ of the torque τ is determined by using the value comparator 712a. Δτ4 = Δτ3-Δτ6 Equation 6

The output torque fluctuation of the traveling motor 6 when Δτ2 and Δτ4 are determined by the above processing will be described separately for the case where the electric vehicle concerned makes a rapid acceleration and the case where it makes a gentle acceleration. First, in the case of rapid acceleration, the threshold used in the three-valued comparator 712a is set to a relatively large value Δτ2, as shown in FIG. The increase / decrease flag fτ of the torque τ is calculated by the three-value comparator 712a using Δτ2 determined as shown in FIG.
To determine.

The output torque fluctuation when the traveling motor 6 is in the power mode using the Δτ2 determined as described above will be described in detail with reference to the time chart of FIG. 4. If the present invention is not applied, Δτ2 is the electric vehicle. Is set to a value such that the output torque of the traveling motor 6 is not excessively output or is not excessively output no matter how the vehicle travels. Therefore, as shown in the actual torque without control in the figure, The actual torque fluctuates greatly around the torque command τ *, and the phenomenon of torque hunting occurs. However, if the present invention is applied, since Δτ2 is controlled to Δτ2 ′ in the figure by the above-described processing, the 0 vector is appropriately set in the traveling motor 6 as shown by the actual torque with control in the figure. The fluctuation of the actual torque is suppressed to be small around the torque command τ * that is output and becomes the target torque.

Conversely, in the case of gentle acceleration, the threshold used in the ternary comparator 712a is as shown in FIG.
As described above, Δτ2 is set to a relatively small value. A three-valued comparator 712a determines the increase / decrease flag fτ of the torque τ using Δτ2 determined as shown in FIG.

The output torque fluctuation when the traveling motor 6 is in power running using the Δτ2 determined as described above will be described in detail with reference to the time chart of FIG. 5. When the present invention is not applied, the case of FIG. Similarly, Δτ2 is set to a value such that the output torque of the traveling motor 6 is not excessively output or is not excessively small no matter how the electric vehicle travels. Therefore, the actual torque without control in the figure is set. As shown in, the actual torque fluctuates greatly around the torque command τ * that is the target torque, and the phenomenon of torque hunting occurs. However, if the present invention is applied, since Δτ2 is controlled to Δτ2 ′ in the figure by the above-mentioned processing, as shown by the actual torque with control in the figure, it is more appropriate than in the case of the sudden acceleration mentioned above. Since the 0 vector is output to the traveling motor 6, the fluctuation of the actual torque can be suppressed to be small around the torque command τ * that is the target torque.

By configuring and operating as described above, at the time of switching the inverter 3, it is possible to reduce the switching loss generated at the time of switching and to suppress the power supply to the motor generated due to unnecessary switching. , The reduction of power conversion efficiency during power running and regeneration in the inverter 3 is suppressed,
Ensures smooth torque increase / decrease of the motor for running in all running states such as stop, acceleration, deceleration, and constant speed running, and in particular determines the second control flag increase / decrease flag fτ of torque τ based on the accelerator operation amount. By optimally varying the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value comparator 712a, when the vehicle starts and runs at a constant speed, a smooth increase in torque of the running motor according to the driver's will and A reduction can be secured.

Further, in particular, if the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value comparator 712a that determines the increase / decrease flag fτ of the torque τ that is the second control flag depending on the brake operation amount is optimally changed. It is possible to ensure a smooth increase and decrease of the torque of the traveling motor 6 according to the intention of the driver when the vehicle is stopped and the vehicle is decelerated.

Further, in particular, if the difference between the allowable range upper limit value and the allowable range lower limit value of the ternary comparator 712a that determines the increase / decrease flag fτ of the torque τ that is the second control flag depending on the shift knob position is optimally changed, Vehicle start / stop /
It is possible to ensure a smooth increase and decrease in the torque of the traveling motor according to the intention of the driver in all traveling states such as acceleration, deceleration and constant speed traveling.

Further, Δ in the block 714-8
In the determination process of τ5 and Δτ6 in block 714-9, the battery remaining capacity sensor 4d is set to the initial setting value Δτs of Δτ5 and Δτ6 when the traveling motor 6 is in the power mode.
14 is multiplied by the coefficient k4 determined based on the map shown in FIG. 14, and this Δτ5 and Δτ1 determined by the output torque and the rotational speed of the traveling motor 6 are used in the above blocks 714-10. In the above, the input vector of the traveling motor 6 is determined to be 0 vector by the three-valued comparator 712a that determines the increase / decrease flag fτ of the torque τ that is the second control flag based on the above-mentioned mathematical expression 5. The threshold value of Δτ2 at the time is determined, and when the traveling motor 6 is regenerative, the detection result of the battery remaining capacity sensor 4d is multiplied by the coefficient k5 determined based on the map shown in FIG. With Δτ3 determined by the output torque of the motor 6, the number of revolutions, etc., the input vector of the traveling motor 6 is calculated based on the above-mentioned formula 6 in the above-mentioned block 714-11. However, if the traveling motor 6 that is determined to be a 0 vector by the three-value comparator 712a that determines the increase / decrease flag fτ of the torque τ that is the second control flag determines the threshold of Δτ4 during regeneration, the remaining battery capacity decreases. It is possible to optimally limit the output of the traveling motor 6 during operation and the amount of regeneration when the remaining capacity of the battery is fully charged, and prevent over-discharging of the battery 1 and permanent deterioration of the battery 1 due to overcharging.

Further, the electric vehicle is a hybrid electric vehicle equipped with a generator (not shown) for charging the battery 1, and the determination processing of Δτ5 in block 714-8 and Δτ6 in block 714-9. , The initial setting value Δτs of Δτ5 and Δτ6
In addition, when the traveling motor 6 is in the power running mode, the power generation amount of the generator input through the input processing circuit 715 is multiplied by the coefficient k6 determined based on the map shown in FIG.
5 and Δτ1 determined by the output torque and the rotational speed of the traveling motor 6 and the like, the input vector of the traveling motor 6 is the second control flag in the above block 714-10 based on the above-mentioned mathematical expression 5. Increase / decrease flag fτ of a certain torque τ
The three-valued comparator 712a that determines the 0 vector determines the threshold value of Δτ2 when the traveling motor 6 is in the powering mode, and when the traveling motor 6 is in regeneration, the input power generation amount of the generator and the The coefficient k7 determined based on the map shown is multiplied, and this Δτ6 and Δτ3 determined by the output torque of the traveling motor 6, the rotational speed, etc.
In the above block 714-11, the input vector of the traveling motor 6 is determined to be a zero vector by the ternary comparator 712a that determines the increase / decrease flag fτ of the torque τ which is the second control flag, based on the above-mentioned mathematical expression 6. The traveling motor 6 determines the threshold value of Δτ4 during regeneration.
As a result, the amount of power generated by the generator and the remaining capacity of the battery are combined, and even if the remaining capacity of the battery is reduced, the output limit of the drive motor is relaxed by the amount of power generated by the generator, and when the remaining capacity of the battery is fully charged. By limiting the amount of regeneration by the amount of power generated by the generator, or conversely, limiting the amount of power generated by the generator to the minimum source in order to recover regenerative energy, battery over-discharge can occur even in electric vehicles equipped with a generator. In addition to preventing permanent deterioration of the battery due to overcharging, the amount of power generated by the generator can be optimally controlled.

Further, Δ in the block 714-8
In the determination processing of τ5 and Δτ6 in block 714-9, vehicle load detection sensors such as vehicle weight and A / C load of the electric vehicle input to the initial setting values Δτs of Δτ5 and Δτ6 via the input processing circuit 715. 4e,
The coefficient k8 determined based on the map shown in FIG. 18 in which the vehicle load is the vehicle weight is multiplied, and Δτ5 and Δτ6 and Δτ1 and Δτ2 determined by the output torque and the rotational speed of the traveling motor 6 are used. When the traveling motor 6 is in the powering mode, the input vector of the traveling motor 6 determines the increase / decrease flag fτ of the torque τ which is the second control flag in the above-mentioned block 714-10 based on the above-mentioned formula 5. The traveling motor 6 determined by the value comparator 712a to be the 0 vector determines the threshold value of Δτ2 during power running, and when the traveling motor 6 is regenerative, the traveling motor 6 is calculated based on the above-described formula 6 in 714-11 described above. A driving motor in which the input vector of 6 is determined as a 0 vector by a three-valued comparator 712a that determines an increase / decrease flag fτ of the torque τ that is a second control flag. If 6 determines the threshold of Δτ4 during regeneration, the output of the traveling motor is increased or the amount of regeneration is increased when the vehicle weight increases, and by optimizing this motor output and regeneration increase, smooth vehicle acceleration / deceleration is secured. It can be performed.

Also, in the determination processing of Δτ5 and Δτ6 in the blocks 714-8 and 714-9, for the traveling of the electric vehicle input via the input processing circuit 715 to the initial setting values Δτs of Δτ5 and Δτ6. The motor control device operating state detection sensor 4f such as the temperature of the motor 6 and the temperature of the inverter 3 and the operating state of the motor control device are determined by the coefficient k9 determined based on the temperature of the traveling motor 6 and the map shown in FIG. By multiplying these Δτ5 and Δτ6 with Δτ1 and Δτ3 determined by the output torque and the rotational speed of the traveling motor 6, the above-mentioned block 71 is used.
In 4-10, based on the above-mentioned formula 5, and further in the above-mentioned block 714-11, based on the above-mentioned formula 5, the input vector of the traveling motor 6 sets the increase / decrease flag fτ of the torque τ which is the second control flag. Δτ2 and Δ determined as a 0 vector by the ternary comparator 712a to be determined
If the threshold value of τ4 is determined, the abnormal operation of the motor drive device is accelerated at the abnormal operation of the motor drive device such as the temperature rise of the motor detected by the motor drive device operation state detection means for detecting the operation state of the motor control device. Can be prevented.

Further, Δ in the block 714-8
In the determination process of τ5 and Δτ6 in block 714-9, the output torque of the traveling motor 6 input via the input processing circuit 715 to the initial setting value Δτs of Δτ5 and Δτ6, the vehicle weight of the electric vehicle, and the electric power of the electric vehicle. 20 shows a detection result of a running state detection sensor 4g that detects a running state of a vehicle such as a road surface gradient on which the electric vehicle is placed, which is estimated or directly detected based on a speed change amount of the vehicle, or a road surface friction amount that changes depending on road conditions. The coefficient k10 determined based on the map shown in FIG.
[tau] 6 and [Delta] [tau] 1 and [Delta] [tau] 3 determined by the output torque and the rotational speed of the traveling motor 6 based on the above-mentioned formula 5 in 714-10, and further in the above-mentioned formula 6 in block 714-11. The three-valued comparator 71 that determines the increase / decrease flag fτ of the torque τ that is the second control flag based on
By determining the thresholds of Δτ2 and Δτ4 which are determined as 0 vectors in 2a, it is possible to secure a smooth increase and decrease in torque of the traveling motor 6 according to the intention of the driver when starting and accelerating the vehicle and traveling at a constant speed. In addition, it is possible to prevent torque hunting due to a sudden change in the vehicle running load and to make the vehicle running smoothly.

Further, the electric vehicle is an electric vehicle driven by a plurality of traveling motors 6, and if the loads of the plurality of traveling motors 6 are varied, the electric vehicle shown in FIG. Based on Eq. 7 in place of Eq.
Based on, the threshold of the one with a large motor load is determined based on the one with a small motor load.
In the aforementioned block 714-11, the threshold of the motor load is determined based on the motor load of the second formula instead of the above formula 6, and the input vector of the traveling motor 6 is set to the second control. If the thresholds of Δτ2 and Δτ4, which are determined to be 0 vectors, are determined by the three-value comparator 712a that determines the increase / decrease flag fτ of the torque τ that is a flag, a vehicle driven by a plurality of traveling motors 6 can be used for individual traveling. According to the load situation of the wheels driven by the motor 6, it is possible to ensure smooth torque increase and decrease of the traveling motor 6 according to the driver's intention. [Delta] [tau] 2 = [Delta] [tau] 1- [Delta] [tau] 5- [Delta] 7 ... Equation 7 [Delta] [tau] 4 = [Delta] [tau] 3- [Delta] [tau] 6- [Delta] [tau] 7 [Equation 8]

Further, the electric vehicle is an electric vehicle driven by a plurality of traveling motors 6, and in a vehicle in which output torques of the plurality of traveling motors 6 such as 4WD and 4WS are individually controlled, Based on the steering angle of the steering detected by the steering angle sensor 4h and FIG.
Instead of Eq. 9 and further in Eq. 10 in place of Eq.
Based on the above, the input vector of the traveling motor 6 on the left side of the vehicle is the increase / decrease flag fτ of the torque τ that is the second control flag.
A threshold value of Δτ2 and Δτ4 determined as a 0 vector by a ternary comparator 712a that determines
With the inverse function, the input vector of the traveling motor 6 on the right side of the vehicle is the second control flag, which is the increase / decrease flag fτ of the torque τ.
By determining the thresholds of Δτ2 and Δτ4, which are determined to be 0 vectors by the three-valued comparator 712a that determines the According to the steering angle, it is possible to secure a smooth increase and decrease in torque of the traveling motor. Δτ2 = Δτ1-Δτ5 + Δτ8 Equation 9 Δτ4 = Δτ3-Δτ6 + Δτ8 Equation 10

Further, the three-value comparator 7 for determining the increase / decrease flag fτ of the torque τ which is the second control flag described above.
The determination of the thresholds of Δτ2 and Δτ4, which are determined to be 0 vectors in 12a, has been described in the case where the control device 7 controls the output torque of the traveling motor 6 based on the accelerator operation amount and the like. Speed control may be performed, and instead of the ternary comparator 712a that determines the increase / decrease flag fτ of the torque τ shown in FIG. 3, a ternary comparator that determines the motor rotation speed ω shown in FIG. It is possible to ensure smooth speed increase / decrease and constant speed running of the running motor according to the intention of the driver in all running states such as starting / stopping / accelerating / decelerating / constant speed running of the vehicle.

Even if the ternary comparator 712a for determining the increase / decrease flag fτ of the torque τ is not replaced with the ternary comparator for determining the motor rotation speed ω shown in FIG. 23, the block 714-1 in FIG. Vehicle speed (hereinafter referred to as SPD) and block 714-2
In FIG. 25, if the amount of change per unit time of SPD in FIG. 25 is also used, or if SPD is a function of ACL as shown in Expression 11, in block 714-1, instead of the function of ACL in FIG. The function of SPD is block 71
In 4-2, instead of the function of the amount of change of ACL per unit time of FIG. 10, the function of the amount of change of SPD of FIG. 25 per unit time may be used. SPD = f (ACL) ... Equation 10

Further, the position flag fθ of the primary magnetic flux vector φ1 is divided every 60 degrees as shown in Table 2 in the above-mentioned embodiment, but it is further subdivided and optimal for each divided section. Voltage vector (su, sv, sw)
May be set.

[Second Embodiment] Next, a second embodiment of the present invention will be described with reference to FIGS. 26 to 29. In the second embodiment, as shown in FIG. 26, the output of the voltage vector from the switching table 713 described in the first embodiment to the inverter 3 is processed by a process described later in a block 716 based on a command from the CPU 714b. After the implementation, there is a structural feature in outputting a voltage vector to the inverter 3. 26 and 29, the same reference numerals as those in the first embodiment represent the same or equivalent portions. In addition, a three-value comparator 712 that determines the increase / decrease flag fτ of the torque τ
b is a flag fτ based on the threshold shown in FIG.
To determine.

In the second embodiment thus constructed,
A combination of the three-phase voltage vector output to the inverter 3 determined based on Table 2 in the switching table 713 by the position flag fθ of the primary magnetic flux vector φ1, the increase / decrease flag fθ of the primary magnetic flux vector φ1, and the increase / decrease flag fτ of the torque τ. (Su, sv, sw) is C at block 716
FIG. 29 shows the processing operation performed by the instruction of the PU 714b.
It will be described based on.

First, one map stored in the block 716 is selected by the combination of (su, sv, sw) determined by the switching table 713. FIG. 29 shows the selection of the map when the combination of (su, sv, sw) is (001).

Further, this voltage vector (su, sv, s
Apart from the selection of w), the CPU 714b is
b, a change amount ΔACL / t per unit time of the detected value ACL of the accelerator operation amount sensor 4a input via the input processing circuit 715, and an output torque (TRQ command) of the traveling motor 6 determined by the ACL or the like. Then, the driver of the electric vehicle determines to what degree the vehicle wants to be accelerated, and, for example, based on Table 3, six-level weighting from I to VI is performed.

[0100]

[Table 3]

In particular, FIG. 29 shows the case where VI is selected. This I to VI is the switching table 71
In the voltage vector of (su, sv, sw) determined by 3,
As shown in Table 4, 0 vectors are mixed in stages and the ratio of the 0 vectors is changed.

[0102]

[Table 4]

In particular, in Table 4, each step is composed of 5 steps (hereinafter referred to as "5 steps"), and this 5 steps is the result of the calculation performed every time of 713 (su, sv, One is always selected for the voltage vector of sw). Therefore, block 716a of FIG.
Then, of the 6 stages determined by this CPU 714b
Since IV is selected, the above switching table 7
13 has already determined and output to block 716 (00
5 steps of IV in the voltage vector map of 1) are selected. Then, the 5 steps are stored in 716b, and from the stored data D1 sequentially (000),
Outputs to the inverter 3 in the order of (001), (000), (001), (000) up to D5 within the calculation cycle of the switching table 713.

Next, fluctuations in the output torque of the traveling motor 6 when 5 steps are determined in the above processing will be described separately for the case where the electric vehicle makes rapid acceleration and gentle acceleration.

First, the case of sudden acceleration will be described with reference to the time chart shown in FIG. For example,
When the voltage vector determined by the switching table 713 is (001) and the acceleration level of the electric vehicle determined by the CPU 714b based on Table 3 is III, the voltage vector is (001) and the acceleration level is III. Then, 5 steps are selected. This 5 ste
p is stored in the block 716b and is sequentially (001), (000), (001), (00) from D1 to D5.
0) and (001) are output in this order within a single calculation cycle of the switching table 713 at regular intervals in the figure.

Therefore, when the present invention is not applied, the voltage vector is changed only every one operation cycle of the switching table 713. Therefore, no matter how the electric vehicle runs, no actual control is performed in the figure. As indicated by the torque, the actual torque fluctuates greatly around the torque command τ * that is the target torque, and the phenomenon of torque hunting occurs.

However, if the present invention is applied, a plurality of voltage vectors are output even within one operation cycle of the switching table 713, so that the traveling motor is appropriately driven as shown by the actual torque with control in the figure. The 0 vector is output to 6, and the fluctuation of the actual torque is suppressed to be small around the torque command τ * that is the target torque.

On the contrary, the case of gentle acceleration will be described with reference to the time chart shown in FIG.
For example, the voltage vector determined by the switching table 713 is (001), the acceleration level of the electric vehicle determined by the CPU 714b based on Table 3 is IV, and the output torque of the drive motor 6 is IV because of this acceleration level IV. When V rises too much and V is selected in the third operation cycle, first, one 5step is selected in block 716a from the voltage vector (001) and the acceleration level IV. This 5
step is stored in the block 716b, and D1 to D
Up to 5 (000), (001), (000), (0
Switching table 713 in the order of 01) and (000)
In the figure, the data is output at regular intervals within one calculation period. Then, when the output torque of the traveling motor 6 is excessively increased due to this acceleration level IV and V is selected in the third calculation cycle, in accordance with D1 to D5 stored in the block 716b, (000), (000), (001), (00
0) and (000) are output in this order within a single calculation cycle of the switching table 713 at regular intervals in the figure.

Therefore, when the present invention is not applied, the voltage vector is changed only every one operation cycle of the switching table 713 as in the case where the above-mentioned sudden acceleration is performed. However, as shown in the actual torque without control in the figure, the actual torque fluctuates largely around the torque command τ * that is the target torque, and the phenomenon of torque hunting occurs.

However, if the present invention is applied, if a voltage vector including a plurality of 0 vectors is output even within one operation cycle of the switching table 713 and the output torque of the traveling motor 6 rises too much, the switching table A voltage vector including a plurality of 0 vectors is output even within one operation cycle of 713, and if the output torque of the traveling motor 6 rises too much, more 0 vectors are output. The fluctuation of the actual torque can be suppressed to be small around τ *.

As described above, the second control flag is optimally selected for each cycle shorter than the calculation cycle of the CPU 714b depending on the vehicle state. Therefore, when the inverter 3 is switched based on the determination of the second control flag. By reducing the switching loss that occurs at the time of this switching and suppressing the power supply to the motor that occurs due to unnecessary switching, it is possible to suppress the reduction in power conversion efficiency during power running and regeneration in the inverter 3 and to start the vehicle. In every running state such as stop, acceleration, deceleration, and constant speed running, a smooth increase and decrease of the torque of the running motor is ensured to prevent torque hunting that occurs in each calculation cycle of the CPU 714b. Noise caused by magnetic noise from the motor and the inverter 3 is reduced. In addition, if the increase / decrease flag fτ of the torque τ that is the second control flag depending on the accelerator operation amount is optimally selected for each cycle shorter than the calculation cycle of the CPU 714b, the vehicle can be started, accelerated, and run at a constant speed. In, it is possible to ensure a smooth increase and decrease in torque of the traveling motor according to the driver's intention.

In the above-described embodiment, the acceleration of the electric vehicle is set in six stages, and s in each acceleration is set.
The number of steps is set to 5 steps, this step is output at the block 716b at equal time intervals, the insertion order of the 0 vector in each acceleration is equally set, and Table 3 shows an example of the distribution of acceleration. However, this set value is just a reference value, and is not limited to this.

The acceleration matching selection map in Table 3 is A
By setting a plurality of values for each CL detection accuracy and complementing the detected values of the respective ACLs with a straight line, it is possible to more accurately drive the motor 6 for smooth running according to the intention of the driver in starting and accelerating the vehicle and traveling at a constant speed. It is possible to ensure the increase and decrease of the torque. Further, in the acceleration matching selection map of Table 3, a plurality of BRK detection values are set for each BR.
The detected values of K are linearly complemented, and the increase / decrease flag fτ of the torque τ that is the second control flag is
If optimally selected for each shorter period than the calculation cycle of the CPU 714b, it is possible to ensure smooth torque increase and decrease of the traveling motor 6 according to the intention of the driver when the vehicle is stopped and the vehicle is decelerated.

Further, a plurality of acceleration degree selection maps in Table 3 are set for each position of the shift knob, and the increase / decrease flag f of the torque τ which is the second control flag is set according to the position of the shift knob.
If τ is optimally selected for each period shorter than the calculation cycle of the CPU, the smooth running motor 6 according to the driver's will will be used in all running states of the vehicle such as starting, stopping, accelerating, decelerating and running at a constant speed. It is possible to ensure the increase and decrease of the torque. Further, in the acceleration matching selection map of Table 3, a plurality of values are set for each battery remaining capacity detection value, and the respective battery remaining capacity detection values are linearly interpolated, and the battery remaining capacity of the torque τ of the second control flag is set. Increase / decrease flag f
If τ is optimally selected for each shorter period than the calculation cycle of the CPU 714b, the output of the traveling motor 6 when the remaining battery capacity is low and the regeneration amount when the remaining battery capacity is fully charged are optimally restricted. Therefore, it is possible to prevent permanent deterioration of the battery due to over-discharge and over-charge of the battery 1.

Further, the electric vehicle is a hybrid electric vehicle equipped with the generator of the battery 1, and
A plurality of acceleration degree selection maps are set for each detected power generation amount of the generator, and the detected power generation amount of each generator is linearly interpolated, and the torque generated by this generator is the second control flag, that is, the torque. If the increase / decrease flag fτ of τ is optimally selected for each shorter period than the calculation period of the CPU 714b, the power generation amount of the generator and the battery remaining capacity are combined to generate the power generation amount of the generator even if the battery remaining capacity is reduced. Drive motor 6
Of the output of the generator, or when the remaining capacity of the battery 1 is fully charged, the amount of regeneration is limited by the amount of electricity generated by the generator, and conversely, the amount of electricity generated by the generator is minimized to recover regenerative energy. If it is limited to, not only can permanent deterioration of the battery 1 due to over-discharging and overcharging of the battery 1 be prevented in an electric vehicle equipped with a generator, but also the amount of power generated by the generator can be optimally controlled.

Further, in the acceleration degree selection map of Table 3, a plurality of vehicle load detection values such as the vehicle weight and A / C load of the electric vehicle are set, and the vehicle load detection values are linearly complemented. If the increase / decrease flag fτ of the torque τ that is the second control flag based on the vehicle load detection value is optimally selected for each shorter period than the calculation period of the CPU 714b, the output of the traveling motor 6 when the vehicle weight increases or By increasing the regeneration amount and optimizing the motor output and the increase in regeneration, smooth vehicle acceleration / deceleration can be ensured.

Further, in the acceleration degree selection map of Table 3, a plurality of values are set for each motor control device operating state detection value such as the temperature of the traveling motor 6 of the electric vehicle and the temperature of the inverter 3, and the operation of each motor control device is set. The state detection values are linearly complemented and the motor control device operating state detection values are used to make a second
The increase / decrease flag fτ of the torque τ which is a control flag of
If it is optimally selected for each shorter period than the calculation cycle of U714b, this motor is operated when the motor drive device is abnormally operated such as the temperature rise of the motor detected by the motor control device operating state detecting means for detecting the operating state of the motor drive device. Acceleration of abnormal operation of the drive device can be prevented.

Further, the acceleration degree selection map of Table 3 includes the estimated or directly detected electric vehicle based on the output torque of the traveling motor 6, the vehicle weight of the electric vehicle and the speed change amount of the electric motor. A plurality of values are set for each running state detection value that detects the running state of the vehicle, such as the road surface friction amount that changes depending on the road surface gradient and road conditions, and the running state detection values are linearly complemented.
The increase / decrease flag fτ of the torque τ which is a control flag of
Optimal selection for each shorter period than the calculation cycle of U714b can ensure a smooth increase and decrease in torque of the traveling motor 6 according to the intention of the driver during starting and acceleration of the vehicle and steady traveling. With
It is possible to prevent torque hunting due to a sudden change in the vehicle running load and to make the vehicle run smoothly.

If the electric vehicle is an electric vehicle driven by a plurality of traveling motors 6, and the loads of the plurality of traveling motors 6 are uneven, the acceleration ratio selection map in Table 3 is A plurality of setting is made for each of the plurality of traveling motors 6, and the increase / decrease flag fτ of the torque τ that is the second control flag depending on the load of each traveling motor 6 is
If optimally selected for each cycle shorter than the calculation cycle of the CPU 714b, in a vehicle driven by a plurality of traveling motors 6, it is up to the driver's will according to the load condition of the wheels driven by each traveling motor 6. Accordingly, it is possible to ensure a smooth increase and decrease in torque of the traveling motor.

Further, the electric vehicle is an electric vehicle driven by a plurality of traveling motors 6, and in a vehicle in which the output torques of the plurality of traveling motors 6 such as 4WD and 4WS are individually controlled, The acceleration degree selection map in Table 3 is set for each steering angle detection value of the steering wheel, and the steering angle detection values are linearly complemented. Second control flag, torque τ increase / decrease flag fτ
If optimally selected for each period shorter than the calculation cycle of the CPU 714b, in a vehicle that individually controls a plurality of motors such as 4WD and 4WS, the required output of each motor can be smoothly run according to the steering angle of the steering wheel. It is possible to ensure an increase and a decrease in torque of the motor 6 for use.

Furthermore, the acceleration degree selection map in Table 3 has been described for the case where the control device 7 controls the output torque of the traveling motor 6 based on the accelerator operation amount and the like. Control may be performed, and if Table 3 is created based on the speed of the vehicle and the amount of change in speed, the vehicle can be started, stopped, accelerated, decelerated, or driven at a constant speed according to the driver's will. It is possible to secure a smooth increase and decrease in speed of the traveling motor 6 and constant speed traveling. Furthermore, a plurality of steps are provided for each acceleration ratio in Table 4.
If the number is changed according to the rotation speed of the traveling motor 6,
Since a considerable amount of the number of periods in which one calculation cycle of the CPU 714b is divided into a plurality is optimally selected depending on the motor rotation speed, fine control at low motor rotation and suppression of rotation fluctuation at high motor rotation are performed. be able to.

Further, if the rotation speed of the traveling motor 6 is calculated from the power supply frequency of the input current of the traveling motor 6, the CPU 714b is controlled by the rotation speed of the motor without the motor rotation speed detecting means. Since the equivalent of the number of periods in which one calculation cycle is divided into a plurality of portions is optimally selected, it is possible to perform fine control at low motor rotations and suppress rotation fluctuations at high motor rotations.

Further, the position flag fθ of the primary magnetic flux vector φ1 is divided every 60 degrees as shown in Table 1 in the above-mentioned embodiment, but it is further subdivided and optimal for each divided section. Voltage vector (su, sv, sw)
May be set. Furthermore, it is effective to combine the above-mentioned second embodiment and the above-mentioned first embodiment.

[Brief description of drawings]

FIG. 1 is a block circuit diagram showing a first embodiment of the present invention.

FIG. 2 is a diagram showing a function of a binary hysteresis comparator that determines an increase / decrease flag fφ of the primary magnetic flux vector φ1.

FIG. 3 is a diagram showing a function of a three-value hysteresis comparator that determines an increase / decrease flag fτ of torque τ.

FIG. 4 is a time chart showing a change in output torque when the electric vehicle is rapidly accelerated in the first embodiment.

FIG. 5 is a time chart showing a change in output torque when the electric vehicle is gradually accelerated in the first embodiment.

FIG. 6 is a diagram showing a function of a three-value hysteresis comparator that determines an increase / decrease flag fτ of the torque τ when the electric vehicle is rapidly accelerated in the first embodiment.

FIG. 7 is a diagram showing a function of a three-value hysteresis comparator that determines an increase / decrease flag fτ of the torque τ when the electric vehicle is gradually accelerated in the first embodiment.

FIG. 8 is a torque increase / decrease flag f in the first embodiment.
It is a block diagram which shows the operation | movement of the hysteresis determination of the three-value hysteresis comparator which determines (tau).

FIG. 9 is a graph showing a hysteresis of a three-value hysteresis comparator in the first embodiment as a detection value (AC
It is a figure which shows the function which determines the coefficient when it determines by L).

FIG. 10 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the detection value (ΔACL / t) of the change amount of the accelerator operation amount per unit time in the first embodiment. .

FIG. 11 is a diagram showing a hysteresis of a three-value hysteresis comparator in the first embodiment as a detection value (B
It is a figure which shows the function which determines the coefficient in the case of determining by (RK).

FIG. 12 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the detection value (ΔBRK / t) of the change amount of the brake operation amount per unit time in the first embodiment. .

FIG. 13 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the position of the shift knob in the first embodiment.

FIG. 14 is a diagram showing a function that determines a coefficient when the hysteresis on the power running side of the traveling motor of the three-value hysteresis comparator is determined by the battery remaining capacity in the first embodiment.

FIG. 15 is a diagram showing a function that determines a coefficient when the hysteresis on the regeneration side of the traveling motor of the three-value hysteresis comparator is determined by the battery remaining capacity in the first embodiment.

FIG. 16 is a diagram showing a function that determines a coefficient when the hysteresis on the power running side of the traveling motor of the three-value hysteresis comparator is determined by the power generation capacity of the generator in the first embodiment.

FIG. 17 is a diagram showing a function that determines a coefficient when the hysteresis on the regeneration side of the traveling motor of the three-value hysteresis comparator is determined by the power generation capacity of the generator in the first embodiment.

FIG. 18 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the vehicle load of the electric vehicle in the first embodiment.

FIG. 19 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined according to the operating state of the motor control device in the first embodiment.

FIG. 20 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined according to the running state of the electric vehicle in the first embodiment.

FIG. 21 is a diagram showing a function for determining a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the variation of the loads of the plurality of traveling motors, which is provided with the plurality of traveling motors in the first embodiment.

FIG. 22 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by individual control of the plurality of traveling motors, which is provided with a plurality of traveling motors in the first embodiment.

FIG. 23 is a diagram showing a function of a three-value hysteresis comparator that determines an increase / decrease flag fω of the traveling motor rotation speed ωτ in the first embodiment.

FIG. 24 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the vehicle speed of the electric vehicle in the first embodiment.

FIG. 25 is a diagram showing a function that determines a coefficient when the hysteresis of the three-value hysteresis comparator is determined by the amount of change in the vehicle speed of the electric vehicle per unit time in the first embodiment.

FIG. 26 is a block circuit diagram showing a second embodiment of the present invention.

FIG. 27 is a time chart showing an operation when the electric vehicle is rapidly accelerated in the second example.

FIG. 28 is a time chart showing an operation when the electric vehicle is gently accelerated in the second example.

FIG. 29 is a block diagram showing the operation of determining the voltage vector output based on the increase / decrease flag fτ of the torque τ in the second embodiment.

[Explanation of symbols]

1 Battery 3 Inverter 4a Accelerator operation amount sensor (vehicle state detecting means, accelerator operation amount detecting means) 4b Brake operation amount sensor (vehicle state detecting means, brake operation amount detecting means) 4c Shift position sensor (vehicle state detecting means, shift position) Detecting means) 4d Battery remaining capacity sensor (vehicle state detecting means, battery remaining capacity detecting means) 4e Vehicle load detecting sensor (vehicle state detecting means, vehicle weight detecting means) 4f Motor drive device operating state detecting sensor (vehicle state detecting means, Motor drive device operating state detecting means) 4g Running state detecting sensor (vehicle state detecting means, running load detecting means) 4h Steering angle sensor (steering angle amount detecting means) 6 Running motor (running three-phase AC motor) 7 Control device (Motor control device for driving electric vehicle) 705 Integrating means (motor Instantaneous value estimating means, motor rotation speed detecting means) 707 Instantaneous torque calculating means (motor instantaneous value estimating means,
Motor load detection means) 710 Position flag determination means (third control flag generation means) 711 Magnetic flux vector determination means (first control flag generation means) 712a Torque flag determination means (second control flag generation means, three-value hysteresis) Comparator) 713 Switching table (switching storage means) 714 CPU (motor output command means) 715 Input processing circuit (power generation amount detection means)

Claims (24)

[Claims] 1. A motor output command means for calculating a magnetic flux vector and a torque amount necessary to obtain a desired output of a traveling three-phase AC motor of an electric vehicle, and input to the traveling three-phase AC motor. Motor instantaneous value estimating means for estimating the magnetic flux vector and torque instantaneous value generated in the traveling three-phase AC motor from the three-phase alternating current and the output voltage of the battery, and the magnitude of the magnetic flux vector instructed by the motor output instructing means. A first control flag creating means for determining a first control flag for increasing or decreasing the magnetic flux when the difference between the magnitude of the magnetic flux vector estimated by the motor instantaneous value estimating means exceeds a predetermined allowable range; and the motor output. If the difference between the magnitude of the torque commanded by the command means and the torque magnitude estimated by the motor instantaneous value estimation means exceeds a predetermined allowable range, the torque will not increase. Is the second control flag creating means for determining the second control flag without the torque decrease or the torque increase / decrease, and the position of the magnetic flux vector from the three-phase AC current input to the traveling three-phase AC motor. Third control flag creating means for detecting and determining a third control flag indicating at which position of the stationary coordinate system in the traveling three-phase AC motor the position of the magnetic flux vector is detected; Switching storage means for storing in advance a combination of switches for connecting each phase of the traveling three-phase AC motor to the + side or the ground side of the battery in accordance with the combination of the control flags determined by the third control flag creating means. In an electric vehicle traveling motor control device including the electric vehicle traveling motor control device, the electric vehicle traveling motor control device includes a vehicle state detection unit that detects a vehicle state of the electric vehicle. For example, the vehicle state detecting means based on the vehicle state detected, the second
To change the difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag that does not increase or decrease the torque, or increases or decreases the torque, which is determined by the control flag creating means of FIG. A motor control device for driving an electric vehicle characterized by: 2. The vehicle state detecting means is an accelerator operation amount detecting means for detecting an accelerator operation amount for instructing an acceleration amount of the vehicle by a driver of the electric vehicle, and based on the detected accelerator operation amount. Of the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means. The motor control device for running an electric vehicle according to claim 1, wherein the difference is variable. 3. The vehicle state detecting means is a brake operation amount detecting means for detecting an operation amount of a brake for instructing a vehicle deceleration amount by a driver of the electric vehicle, and based on the detected brake operation amount. Of the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means. 3. The electric vehicle traveling motor control device according to claim 1, wherein the difference is variable. 4. The vehicle state detecting means is a shift position detecting means for detecting a position of a shift knob for indicating a traveling direction of the vehicle and a driving load amount by a driver of the electric vehicle. On the basis of the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator which determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means. 4. The motor control device for electric vehicle running according to claim 1, wherein the difference between the two is variable. 5. The electric vehicle includes a battery as a power source of the traveling three-phase AC motor, and the vehicle state detecting means is a battery remaining capacity detecting means for detecting a remaining capacity of the battery. The allowable range upper limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque, which is determined by the second control flag creating means, based on the remaining battery capacity. The electric vehicle traveling motor control device according to any one of claims 1 to 4, wherein a difference from the lower limit of the allowable range is variable. 6. The electric vehicle includes a generator for charging the battery, and the vehicle state detecting means is a power generation amount detecting means for detecting a power generation amount of the power generator. On the basis of the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator which determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means. 6. The motor control device for electric vehicle traveling according to claim 1, wherein the difference between the two is variable. 7. The vehicle state detecting means is a vehicle weight detecting means for detecting a vehicle weight of the electric vehicle, and the torque determined by the second control flag creating means is based on the detected vehicle weight. 7. The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque is changed. 2. A motor control device for running an electric vehicle according to any one of 1. 8. The vehicle state detecting means is provided for the traveling 3
A motor drive device operating state detecting means for detecting an operating state of a traveling three-phase AC motor drive device including a three-phase AC motor and an inverter for driving the motor, and based on the detected motor drive device operating state, The difference between the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator that determines the second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means is variable. The electric vehicle traveling motor control device according to any one of claims 1 to 7, characterized in that: 9. The vehicle state detecting means is a traveling load detecting means for detecting a traveling load fluctuation of the vehicle including a road surface gradient and a road surface friction coefficient on which the vehicle of the electric vehicle travels. On the basis of the allowable range upper limit value and the allowable range lower limit value of the three-value hysteresis comparator which determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means. 9. The motor control device for running an electric vehicle according to claim 1, wherein the difference between the two is variable. 10. The electric vehicle comprises a plurality of the three-phase AC motors for traveling, and the vehicle state detecting means is a motor load detecting means for detecting individual loads of the plurality of motors. Based on the difference between the individual motor loads, the allowable range of the three-value hysteresis comparator that determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means. 10. The electric vehicle traveling motor control device according to claim 1, wherein the difference between the upper limit value and the allowable range lower limit value is variable. 11. The electric vehicle includes a plurality of the three-phase AC motors for traveling, and the vehicle state detecting means detects an operation amount of a steering wheel for a driver of the electric vehicle to indicate a traveling direction of the vehicle. Steering angle amount detecting means,
Based on the detected steering angle amount, the upper limit of the permissible range of the three-value hysteresis comparator that determines the second control flag without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means 11. The electric vehicle traveling motor control device according to claim 1, wherein the difference between the value and the lower limit value of the allowable range is variable. 12. A motor output command means for calculating a magnetic flux vector and a torque amount required to obtain a desired output of a three-phase AC motor for traveling of an electric vehicle, and input to the three-phase AC motor for traveling. Motor instantaneous value estimating means for estimating the magnetic flux vector and torque instantaneous value generated in the traveling three-phase AC motor from the three-phase alternating current and the output voltage of the battery, and the magnitude of the magnetic flux vector instructed by the motor output command means and the motor. A first control flag creating means for determining a first control flag for increasing or decreasing the magnetic flux when the difference from the magnitude of the magnetic flux vector estimated by the instantaneous value estimating means exceeds a predetermined allowable range; and the motor output command. If the difference between the magnitude of the torque commanded by the means and the magnitude of the torque estimated by the motor instantaneous value estimation means exceeds a predetermined allowable range, the torque will not increase. Detects the position of the magnetic flux vector from the second control flag creating means for determining the second control flag without the torque decrease or the torque increase / decrease, and the three-phase AC current input to the traveling three-phase AC motor. Then, a third control flag creating means for determining a third control flag indicating which position of the stationary coordinate system in the traveling three-phase AC motor is located, the first to the first control flag creating means. And a switching storage unit that stores in advance a switching combination that connects each phase of the traveling three-phase AC motor to the + side or the ground side of the battery according to the combination of the control flags determined by the control flag creating unit. In an electric vehicle traveling motor control device, the electric vehicle traveling motor control device includes vehicle state detection means for detecting a vehicle state of the electric vehicle, Based on the vehicle when the vehicle state detection unit detects the second
2. An electric vehicle traveling motor control device characterized by optimally combining a second control flag that does not increase or decrease the torque or increases or decreases the torque determined by the control flag creating means. 13. The vehicle state detecting means is an accelerator operation amount detecting means for detecting an accelerator operation amount for instructing an acceleration amount of the vehicle by a driver of the electric vehicle, and is based on the detected accelerator operation amount. 13. The electric vehicle according to claim 12, wherein the second control flags that are not increased or decreased in torque or increased or decreased in torque determined by the second control flag creating means are optimally combined. Motor control device. 14. The vehicle state detection means is a brake operation amount detection means for detecting an operation amount of a brake for instructing a deceleration amount of the vehicle by a driver of the electric vehicle, and based on the detected brake operation amount. 14. The second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means is optimally combined.
A motor control device for running an electric vehicle according to item 1. 15. The vehicle state detecting means is a shift position detecting means for detecting a position of a shift knob for instructing a traveling direction of the vehicle and a driving load amount by a driver of the electric vehicle, and the vehicle position detecting means detects the shift position. 15. The optimum combination of the second control flags, which are determined by the second control flag creating means based on the torque increase or the torque decrease or the torque increase / decrease, according to the above. A motor control device for running an electric vehicle as described above. 16. The electric vehicle includes a battery as a power source of the traveling three-phase AC motor, and the vehicle state detecting means is a battery remaining capacity detecting means for detecting a remaining capacity of the battery. 13. The optimal combination of the second control flags without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means based on the remaining battery capacity. 15. A motor control device for running an electric vehicle according to any one of 15. 17. The electric vehicle comprises a generator for charging the battery, and the vehicle state detecting means is a power generation amount detecting means for detecting the power generation amount of the generator, and the detected power generation amount is 17. The optimum combination of the second control flags without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means based on the above. A motor control device for running an electric vehicle as described above. 18. The vehicle state detecting means is a vehicle weight detecting means for detecting a vehicle weight of the electric vehicle,
13. The optimum combination of the second control flags without the torque increase or the torque decrease or the torque increase / decrease determined by the second control flag creating means based on the detected vehicle weight. 18. A motor control device for driving an electric vehicle according to any one of 1 to 17. 19. The vehicle state detecting means is a motor driving device operating state detecting means for detecting an operating state of a traveling three-phase AC motor driving device including the traveling three-phase AC motor and an inverter for driving the motor. Therefore, it is possible to optimally combine the second control flag without increasing or decreasing the torque, or increasing or decreasing the torque, which is determined by the second control flag creating means, based on the detected operating state of the motor drive device. The electric motor drive motor control device according to any one of claims 12 to 18, which is characterized in that. 20. The vehicle state detecting means is a traveling load detecting means for detecting a traveling load fluctuation of the vehicle including a road surface gradient and a road surface friction coefficient on which the vehicle of the electric vehicle travels, and the detected traveling load 20. An optimum combination of the second control flags that are not increased or decreased in torque or increased or decreased in torque determined by the second control flag creating means based on the above. A motor control device for running an electric vehicle as described above. 21. The electric vehicle includes a plurality of traveling three-phase AC motors, and the vehicle state detecting means is a motor load detecting means for detecting individual loads of the plurality of motors. The second control flag without increasing or decreasing the torque or increasing or decreasing the torque determined by the second control flag creating means is optimally combined based on the difference between the individual motor loads. Item 21. An electric vehicle traveling motor controller according to any one of items 12 to 20. 22. The electric vehicle includes a plurality of the three-phase AC motors for traveling, and the vehicle state detecting means detects an operation amount of a steering wheel for a driver of the electric vehicle to indicate a traveling direction of the vehicle. The steering angle amount detecting means for controlling the second control flag, which is determined by the second control flag creating means based on the detected steering angle amount, and which does not increase or decrease the torque or increase or decrease the torque. Optimal combination is provided, and the combination is described in claim 12.
2. A motor control device for running an electric vehicle according to any one of 1. 23. The vehicle state detection means is a motor rotation speed detection means for detecting the rotation speed of the traveling three-phase AC motor, and the second control flag is based on the detected motor rotation speed. 23. The electric vehicle traveling motor control device according to claim 12, wherein the second control flag that is not increased or decreased in torque or increased or decreased in torque is optimally combined. . 24. The electric vehicle according to claim 23, wherein the motor rotation speed detecting means calculates the rotation speed of the motor based on a power supply frequency of an input current of the traveling three-phase AC motor. Motor control device.