WO2014057910A1 - Dispositif de commande de moteur pour véhicule électrique et procédé de commande de moteur pour véhicule électrique - Google Patents

Dispositif de commande de moteur pour véhicule électrique et procédé de commande de moteur pour véhicule électrique Download PDF

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Publication number
WO2014057910A1
WO2014057910A1 PCT/JP2013/077256 JP2013077256W WO2014057910A1 WO 2014057910 A1 WO2014057910 A1 WO 2014057910A1 JP 2013077256 W JP2013077256 W JP 2013077256W WO 2014057910 A1 WO2014057910 A1 WO 2014057910A1
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WIPO (PCT)
Prior art keywords
motor
electric vehicle
vibration suppression
control device
park lock
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PCT/JP2013/077256
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English (en)
Japanese (ja)
Inventor
澤田　彰
伊藤　健
中島　孝
雄史 勝又
翔 大野
弘征 小松
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日産自動車株式会社
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Priority to JP2014540840A priority Critical patent/JP5862792B2/ja
Publication of WO2014057910A1 publication Critical patent/WO2014057910A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2063—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for creeping
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D19/00—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase
    • G05D19/02—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase characterised by the use of electric means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/463—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/42—Control modes by adaptive correction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a motor control device for an electric vehicle and a motor control method for the electric vehicle.
  • a torque target value for controlling a motor is calculated by the following method.
  • a drive torque target value is calculated by performing a filtering process for removing or reducing the natural vibration frequency component of the vehicle torque transmission system on the drive torque request value of the drive motor calculated from the accelerator opening and the vehicle speed.
  • the motor rotation speed estimation value is calculated from the drive torque target value in consideration of the motor characteristic model, and the deviation between the calculated motor rotation speed estimation value and the actual motor rotation speed is calculated as the natural vibration frequency of the driving force transmission system.
  • a torque command value is calculated by passing through a filter constituted by an inverse system of a band pass filter and a motor characteristic model as a center frequency.
  • the final drive torque target value is calculated by adding the calculated torque command value to the drive torque target value. This eliminates the effects of road gradients, torque transmission system disturbances, motor characteristic model errors, etc., and also eliminates or reduces the natural vibration frequency component of the vehicle torque transmission system, thereby reducing the damping effect and steep torque. Can be achieved at the same time.
  • the parking range (P range) is set on the uphill road and the vehicle stops without applying the foot brake or parking brake.
  • the park lock mechanism that locks and rotates the wheel operates, and the vehicle can be stopped even if the brake is released.
  • the drive shaft is twisted by a predetermined amount according to the gradient and stopped.
  • the parking lock mechanism is released, and the torsion accumulated in the drive shaft is released, which causes a rattling vibration, and the occupant feels a sudden shock, anxiety and I feel uncomfortable.
  • this vibration / shock is expressed as a park lock release shock.
  • the configuration of the above feature can suppress the vibration component of the drive system such as the drive shaft with respect to the motor rotation speed by feedback processing. Can also be reduced.
  • the feedback compensator for vibration suppression control has a characteristic that the gain of a relatively high frequency of 50 Hz or higher is increased to near 0 dB or higher, and a high-frequency torque component is output by noise due to rotation angle or speed detection. It may end up.
  • the vibration component in the 25 to 150 Hz band is transmitted from the motor unit or the drive shaft or the like to the body chassis via the mount or the like, a muffled sound may be generated. For this reason, when the feedback gain is increased, the high frequency gain is also increased, and a muffled sound appears remarkably.
  • the object of the present invention is to suppress vibrations that occur when parking lock is released.
  • FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including a motor control device for an electric vehicle according to the first embodiment.
  • FIG. 2 is a flowchart showing a flow of processing of motor current control performed by the electric motor controller.
  • FIG. 3 is a diagram showing an example of an accelerator opening-torque table.
  • FIG. 4 is a control block diagram of the vibration suppression control calculation process in the first embodiment.
  • FIG. 5 is a diagram modeling a vehicle driving force transmission system in a wheel lock state.
  • FIG. 6 is a flowchart of the vibration suppression control calculation process in the first embodiment.
  • FIG. 7 is an example of a map showing the relationship between the road surface gradient ⁇ k and the F / B gain when park lock is released.
  • FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including a motor control device for an electric vehicle according to the first embodiment.
  • FIG. 2 is a flowchart showing a flow of processing of motor current control performed by the electric motor controller.
  • FIG. 8 is a control block diagram of the vibration suppression control calculation processing at the time of canceling the park lock according to the second embodiment.
  • FIG. 9 is a flowchart of the vibration suppression control calculation process in the second embodiment.
  • FIG. 10 is a diagram illustrating an example of a control result by the motor control device of the electric vehicle according to the first and second embodiments.
  • FIG. 1 is a block diagram illustrating a main configuration of an electric vehicle including a motor control device for an electric vehicle according to the first embodiment.
  • the motor control device for an electric vehicle according to the present invention includes an electric motor as a part or all of the drive source of the vehicle, and can be applied to an electric vehicle that can run by the driving force of the electric motor. It can be applied to automobiles and fuel cell vehicles.
  • the electric motor controller 2 uses, as digital signals, signals indicating the vehicle state such as the vehicle speed V, the accelerator opening APO, the rotor phase ⁇ re of the electric motor (three-phase AC motor) 4, and the currents iu, iv, iw of the electric motor 4. Based on the input signal, a PWM signal for controlling the electric motor 4 is generated. Further, a drive signal for the inverter 3 is generated according to the generated PWM signal.
  • the inverter 3 includes, for example, two switching elements (for example, power semiconductor elements such as IGBTs and MOS-FETs) for each phase.
  • the supplied direct current is converted into alternating current, and a desired current is passed through the electric motor 4.
  • the electric motor 4 generates a driving force by the alternating current supplied from the inverter 3, and transmits the driving force to the left and right driving wheels 9 a and 9 b via the speed reducer 5 and the drive shaft 8. Further, when the vehicle is driven and rotated by the drive wheels 9a and 9b, the kinetic energy of the vehicle is recovered as electric energy by generating a regenerative driving force. In this case, the inverter 3 converts an alternating current generated during the regenerative operation of the electric motor 4 into a direct current and supplies the direct current to the battery 1.
  • the current sensor 7 detects the three-phase alternating currents iu, iv, iw flowing through the electric motor 4. However, since the sum of the three-phase alternating currents iu, iv, and iw is 0, any two-phase current may be detected, and the remaining one-phase current may be obtained by calculation.
  • the rotation sensor 6 is, for example, a resolver or an encoder, and detects the rotor phase ⁇ re of the electric motor 4.
  • the gradient sensor 10 detects the road surface gradient.
  • FIG. 2 is a flowchart showing a process flow of motor current control performed by the electric motor controller 2.
  • step S201 a signal indicating the vehicle state is input.
  • the vehicle speed V (km / h), the accelerator opening APO (%), the rotor phase ⁇ re (rad) of the electric motor 4, the rotational speed Nm (rpm) of the electric motor 4, and the three-phase AC flowing through the electric motor 4 Currents iu, iv, iw, a DC voltage value Vdc (V) between the battery 1 and the inverter 3, and a park lock-related signal to be described later are input.
  • the rotor phase ⁇ re (rad) of the electric motor 4 is acquired from the rotation sensor 6.
  • the rotor angular velocity ⁇ re (rad / s) is obtained by differentiating the rotor phase ⁇ re.
  • the rotational speed Nm (rpm) of the electric motor 4 is obtained by dividing the rotor angular speed ⁇ re (electrical angle) by the number of pole pairs of the electric motor 4 to obtain the rotor mechanical angular speed ⁇ m (rad / s) is obtained by multiplying the obtained rotor mechanical angular velocity ⁇ m by 60 / (2 ⁇ ).
  • the vehicle speed V (km / h) is acquired by communication from another controller such as a vehicle speed sensor (not shown) or a brake controller (not shown).
  • the rotor mechanical angular speed ⁇ m is multiplied by the tire dynamic radius R, and the vehicle speed v (m / s) is obtained by dividing by the gear ratio of the final gear, and unit conversion is performed by multiplying by 3600/1000 to obtain the vehicle speed.
  • V (km / h) is obtained.
  • Accelerator opening APO (%) is acquired from an accelerator opening sensor (not shown), or is acquired by communication from another controller such as a vehicle controller (not shown).
  • the currents iu, iv, iw (A) flowing through the electric motor 4 are acquired from the current sensor 7.
  • DC voltage value Vdc (V) is obtained from a voltage sensor (not shown) provided on a DC power supply line between battery 1 and inverter 3 or a power supply voltage value transmitted from a battery controller (not shown).
  • a drive torque target value Tm * which is a basic target torque command value, is set. Specifically, by referring to the accelerator opening-torque table shown in FIG. 3 based on the accelerator opening APO, the vehicle speed V, and the shift position of the transmission input in step S201, the drive torque target value Tm Set * . When the shift position is N or P, the drive torque target value Tm * is 0 Nm.
  • step S203 vibration suppression control calculation processing is performed. More specifically, based on the drive torque target value Tm * set in step S202 and the motor rotational speed ⁇ m, the vibration of the drive force transmission system (the drive shaft vibration) can be achieved without sacrificing the response of the drive shaft torque. A final torque target value Tmfin * that suppresses torsional vibration or the like is calculated.
  • vibration suppression control is performed using the control constant calculated from the vehicle model in the wheel locked state.
  • the control constant calculated from the vehicle model not in the wheel locked state is used.
  • Vibration suppression control using is performed. Further, the feedback gain (F / B gain) of the vibration suppression control when the parking lock is released is set to a value larger than the feedback gain of the vibration suppression control when the parking lock is not released. Details of the vibration suppression control calculation processing performed in step S203 will be described later.
  • step S204 the d-axis current target value id * and the q-axis current target value iq * are obtained based on the final torque target value Tmfin * , the electric motor rotation speed ⁇ m, and the DC voltage value Vdc calculated in step S203.
  • step S205 current control is performed to match the d-axis current id and the q-axis current iq with the d-axis current target value id * and the q-axis current target value iq * obtained in step S204, respectively. For this reason, first, the d-axis current id and the q-axis current iq are obtained based on the three-phase AC current values iu, iv, iw input in step S201 and the rotor phase ⁇ re of the electric motor 4.
  • d-axis and q-axis voltage command values vd and vq are calculated from deviations between the d-axis and q-axis current target values id * and iq * and the d-axis and q-axis current id and iq.
  • three-phase AC voltage command values vu, vv, vw are obtained from the d-axis and q-axis voltage command values vd, vq and the electric motor rotation speed ⁇ m.
  • PWM signals tu (%), tv (%), and tw (%) are obtained from the obtained three-phase AC voltage command values vu, vv, and vw and the DC voltage value Vdc.
  • the electric motor 4 can be driven with a desired torque indicated by the drive torque target value Tm * by opening and closing the switching element of the inverter 3 by the PWM signals tu, tv, and tw obtained in this way.
  • vibration suppression control calculation process performed in step S203 of FIG. 2 will be described.
  • vibration suppression control is performed using the control constant calculated from the vehicle model in the wheel locked state, and when the parking lock is not released, the vehicle model is not in the wheel locked state.
  • Vibration suppression control using the control constant calculated from the above is performed.
  • the method of damping control during normal driving other than when the park lock is released is the same as the damping control method described in JP2003-9566A.
  • FIG. 4 is a control block diagram of vibration suppression control calculation processing.
  • the vibration suppression control calculation process is performed by the F / F compensator 41, the F / B compensator 42, and the adder 43.
  • the F / F compensator 41 includes a control block 401 having a transfer characteristic of Gm (s) / Gp (s).
  • Gp (s) is a vehicle model showing a transmission characteristic between torque input to the vehicle and the motor rotational speed
  • Gm (s) is between the torque input to the vehicle and the response target of the motor rotational speed. It is an ideal model showing transfer characteristics.
  • the F / F compensator 41 is a filter that reduces a natural vibration frequency component of the torque transmission system of the vehicle.
  • the F / F compensator 41 receives the drive torque target value Tm * and outputs the first torque target value Tm1 * .
  • the F / B compensator 42 includes a control block 402 representing the vehicle model Gp (s), a control block 403 having a transfer characteristic of H (s) / Gp (s), and a subtractor 404.
  • the control block 402 inputs the final torque target value Tmfin * and outputs a motor rotation speed estimated value.
  • the subtractor 404 obtains a deviation between the estimated motor speed value calculated by the control block 402 and the detected motor speed value ⁇ m.
  • the deviation between the estimated motor speed value and the detected motor speed value ⁇ m is input to the control block 403, and the output of the control block 403 is multiplied by the F / B gain k to obtain the second torque target value Tm2 *. Calculated.
  • H (s) has the characteristics of a bandpass filter whose center frequency matches the torsional resonance frequency of the vehicle drive system.
  • the F / B compensator 42 functions as a disturbance suppression filter based on the deviation between the estimated value of the motor speed and the detected value of the motor speed.
  • the adder 43 adds the first torque target value Tm1 * output from the F / F compensator 41 and the second torque target value Tm2 * output from the F / B compensator 42 to obtain a final value. Obtain the torque target value Tmfin * .
  • the vibration suppression control calculation process according to the control block diagram shown in FIG. 4 is common during normal driving other than when the parking lock is released and when the parking lock is released, details of which are disclosed in JP2003-9566.
  • the control constant calculated as Gp (s) is used as the vehicle model, and in the vibration suppression control when the parking lock is released, the vehicle is locked.
  • the control constant calculated as the vehicle model Gpl (s) is used. Since the calculation method of the vehicle model Gp (s) is described in detail in JP2003-9566A, a detailed description of the calculation method is omitted here.
  • FIG. 5 is a diagram modeling a vehicle driving force transmission system in a wheel lock state, and a vehicle motion equation is expressed by the following equations (1) to (3).
  • Expressions (4) and (5) are obtained when Laplace conversion is performed on Expressions (1) to (3) to obtain transfer characteristics from the drive torque target value Tm * to the motor angular velocity ⁇ m.
  • the F / B gain k of the F / B compensator 42 shown in FIG. 4 can be set between 0 and 1.
  • k 1
  • the F / B gain k is set so as to compensate for the influence of the control calculation time, the motor response delay, and the sensor signal processing time in consideration of the delay element of the control system in the feedback loop.
  • the stability of the closed loop of the F / B compensator 42 is evaluated based on the vehicle model Gpl (s) when the parking lock is released, and is larger than the F / B gain used for vibration control during normal driving.
  • the value is set as the F / B gain k.
  • FIG. 6 is a flowchart of the vibration suppression control calculation process in the first embodiment. The process starting from step S701 is performed by the electric motor controller 2.
  • a signal related to park lock cancellation is input as input processing.
  • the shift position signal, the shift lock park lock release SW signal, and the brake SW signal are detected as hardware signals or acquired by communication from another controller such as a shift controller.
  • the road surface gradient ⁇ k detected by the gradient sensor 10 is also input.
  • the slope ⁇ k of the road surface is detected as a positive value for the slope of the uphill road and a negative value for the slope of the downhill road.
  • the road surface gradient may be estimated based on the longitudinal acceleration and vehicle speed detected by a longitudinal G sensor (not shown).
  • step S702 it is determined whether or not the brake is on based on the brake SW signal in order to determine whether or not to use the F / B gain of vibration suppression control when the parking lock is released. If it is determined that the brake is on, the process proceeds to step S703. If it is determined that the brake is not on, it is determined that normal vibration suppression control is being performed, and the process proceeds to step S708.
  • step S703 it is determined whether or not the timer 1 is greater than 0 in order to determine whether or not to increase the F / B gain of the vibration suppression control when the park lock is released. If it is determined that the timer 1 is greater than 0, the process proceeds to step S704. If it is determined that the timer 1 is 0, it is determined that normal vibration suppression control is being performed, and the process proceeds to step S708. Note that the value of the timer 1 is initialized to 0 when the electric motor controller 2 is powered on.
  • step S704 it is determined whether or not the second torque target value Tm2 * is 0 and the motor rotational speed Nm is smaller than a predetermined value N0. If the second torque target value Tm2 * is 0 and the motor rotation speed Nm is smaller than the predetermined value N0, it is possible to suppress the parking lock release shock although the vibration control is being performed when the parking lock is released. Since there is a possibility, it progresses to step S705. In other cases, the parking lock release shock is being suppressed, and the process proceeds to step S711 in order to continuously increase the F / B gain k.
  • the predetermined value N0 a value adapted in advance is used as a value capable of detecting that the electric motor 4 has been substantially stopped.
  • step S704 instead of determining whether the motor speed Nm is smaller than the predetermined value N0, it may be determined whether the vehicle speed is lower than the predetermined vehicle speed.
  • step S705 the timer 2 for counting the time during which the second torque target value Tm2 * is 0 and the motor rotation speed Nm is smaller than the predetermined value N0 is counted up. Note that the value of the timer 2 is initialized to 0 when the electric motor controller 2 is powered on.
  • step S706 it is determined whether or not the value of timer 2 is greater than a predetermined value T2. If the value of timer 2 is greater than the predetermined value T2, it is determined that the park lock release shock has been suppressed, and the process proceeds to step S707. On the other hand, if it is determined that the value of timer 2 is equal to or smaller than the predetermined value T2, it is determined that the park lock release shock is still being suppressed, and the process proceeds to step S712.
  • step S707 timer 1 and timer 2 are initialized to 0.
  • step S708 it is not necessary to suppress the park lock release shock, or it is determined that the park lock release shock has been suppressed after a predetermined period T1 has elapsed since the start of vibration suppression control at the time of park lock release.
  • the timer 2 value indicating that the vibration suppression control is in progress is initialized to zero.
  • step S709 it is determined whether or not to shift to park lock cancellation. If it is determined to shift to the park lock release, the process proceeds to step S710 to set the F / B gain k of the vibration suppression control when the park lock is released. If it is determined that the park lock release is not shifted, the vibration suppression control during normal driving is determined. In step S714, the F / B gain k is set.
  • M1 When the shift position of the transmission changes from the P range to another range, that is, when the current shift position is other than the P range and the previous shift position is the P range, it is determined that there is a transition to park lock release. To do.
  • M2 When the park lock release SW of the shift knob is turned on, it is determined that there is a transition to the park lock release.
  • M3 When the shift position is in the P range and the brake SW signal is OFF ⁇ ON, that is, when the current brake SW signal is ON and the previous value is OFF, it is determined that there is a transition to park lock release.
  • step S710 in order to start the vibration suppression control when the parking lock is released, the timer 1 indicating the state during the vibration suppression control and the elapsed time from the start of the control is set to a predetermined value T1.
  • the damping control at the time of releasing the parking lock can be performed until the timer 1 becomes 0 in the determination in step S703 or the shock determined in steps S704 to S707 is suppressed.
  • step S711 the determination in step S704 is denied and it is determined that it is necessary to continue the vibration suppression control when the parking lock is released. Therefore, the timer 2 used in the timer processing (steps S704 to S707) based on the torque condition is set to 0. And
  • step S712 an F / B gain k for vibration suppression control at the time of canceling the park lock, which is necessary in vibration suppression control processing in step S715 described later, is set.
  • the F / B gain k of the vibration suppression control when the park lock is released a value calculated using the vehicle model Gpl (s) when the park lock is released is used.
  • the F / B gain k during normal driving is calculated using a vehicle model Gp (s) that considers the wheels.
  • Gp (s) vehicle model that considers the wheels.
  • the parking lock is canceled, the wheels are always in a stopped state, so it is not necessary to consider a wheel whose characteristics are likely to change, and a feedback gain larger than that during normal driving can be set.
  • a map in which an optimum F / B gain is set by an experiment or the like in advance according to the road surface gradient ⁇ k is prepared, and based on the road surface gradient ⁇ k input in step S701.
  • the F / B gain k is set by referring to the map shown in FIG. In the map shown in FIG. 7, when the road surface gradient ⁇ k is in the range of ⁇ k1 ⁇ k ⁇ k2 ( ⁇ k1 ⁇ 0, ⁇ k2> 0), the F is larger than the F / B gain of the vibration suppression control during normal traveling. / B gain k1.
  • the F / B gain k is set to a value equal to or larger than k1, and the F / B gain k is increased as the road surface gradient ⁇ k is increased (the degree of climbing is increased).
  • the F / B gain k is set to a value equal to or greater than k1
  • the F / B gain k is increased as the road surface gradient ⁇ k decreases (the degree of downhill increases). Yes. This makes it possible to increase the F / B gain k for vibration suppression control at the time of parking lock cancellation on a steep slope (uphill, downhill) road surface, effectively suppressing the parking lock cancellation shock. can do.
  • step S713 the timer 1 is counted down in order to adjust the time for returning from the F / B gain k of the vibration suppression control when the parking lock is released to the F / B gain k of the vibration suppression control during normal running.
  • step S714 the F / B gain k for vibration suppression control during normal driving is set.
  • step S715 the final torque target value Tmfin * is calculated by performing damping control shown in the control block diagram of FIG. 4 using the F / B gain k set in step S712 or step S714. More specifically, in vibration suppression control during normal travel other than when parking lock is released, the vehicle model is Gp (s), and vibration suppression control using F / B gain k during normal travel is performed. In the vibration damping control when the park lock is released, the vibration damping control is performed using the vehicle model Gpl (s) in the wheel locked state and the F / B gain k larger than the F / B gain k during normal driving.
  • the motor control device for the electric vehicle is a control device that sets the motor torque command value based on the vehicle information and controls the torque of the motor connected to the drive wheels.
  • vibration suppression control for suppressing vehicle vibration is performed, and motor torque is controlled according to the motor torque command value for which vibration suppression control has been performed.
  • vibration suppression control is performed by performing at least feedback control, and the feedback gain k used in the feedback control is increased when the park lock state is released, compared to the case other than when the park lock state is released.
  • the feedback gain k used in the feedback control is increased when the park lock state is released, compared to the case other than when the park lock state is released.
  • the park lock is released, the fluctuation of the motor is negligible, so there is no need to consider the noise. Therefore, a feedback gain larger than the feedback gain used in vibration suppression control during normal traveling can be used.
  • the processing means for performing vibration suppression control receives a motor torque command value, and calculates a first torque target value by performing a feedforward calculation for suppressing vibration of the driving force transmission system of the vehicle.
  • Feedback calculation for suppressing vibration of the driving force transmission system of the vehicle based on the deviation of the torque target value calculation means (F / F compensator 41) and the estimated value of the motor rotational speed and the detected value of the motor rotational speed
  • second torque target value calculating means F / B compensator 42
  • additive 43 for calculating a motor torque command value after damping control. Since this configuration is common for canceling the park lock state and normal driving, there is no need to prepare a separate control system for canceling the park lock. Compared with the case of doing, the amount of calculation can be suppressed.
  • the feedback gain k is changed according to the road surface gradient.
  • vibration control is performed using the same feedback gain k as when the road gradient is small when the road gradient is large, the drive shaft torque overshoot increases and the tooth contact noise due to backlash tends to increase. is there. Therefore, by increasing the feedback gain as the road surface gradient increases, it is possible to suppress the overshoot of the drive shaft torque and suppress the parking lock release shock and the gear tooth contact noise.
  • the park lock release timing can be reliably detected. Furthermore, when it is detected that the shift position is in the P range and the brake is changed from OFF to ON, it is determined that the park lock state has been released, and therefore the park lock release timing can be reliably detected. Further, since it is determined that the park lock state has been released when it is detected that the motor rotation speed is equal to or less than the predetermined rotation speed or the vehicle speed is equal to or less than the predetermined vehicle speed and the brake is changed from OFF to ON, Can be reliably detected.
  • vibration suppression control using a feedback gain smaller than the feedback gain used when the park lock state is released is performed.
  • the vibration suppression using the feedback gain smaller than the feedback gain when the park lock state is released is performed. Take control. Thereby, even in a vehicle without a park lock signal, it is possible to change the feedback gain when the park lock state is released to the feedback gain during normal driving.
  • vibration suppression using a feedback gain smaller than the feedback gain when the park lock state is released is performed.
  • the motor torque command value for suppressing the vibration generated when the park lock state is released is 0 when the vibration suppression control using the feedback gain at the release of the park lock state is performed, and the motor When a state in which the rotational speed is equal to or lower than the predetermined rotational speed has elapsed for a predetermined time, vibration suppression control using a feedback gain smaller than the feedback gain at the time of canceling the park lock state is performed. As a result, it is possible to change to the feedback gain of the vibration suppression control during normal traveling after reliably suppressing the shock when the parking lock is released.
  • the motor control device for the electric vehicle in the second embodiment differs from the motor control device for the electric vehicle in the first embodiment in the vibration suppression control calculation processing performed in step S203 of the flowchart of FIG. It is vibration suppression control calculation processing at the time of unlocking.
  • FIG. 8 is a control block diagram of the vibration suppression control calculation processing at the time of canceling the park lock according to the second embodiment.
  • the control in the control block diagram shown in FIG. 8 is motor angular velocity feedback control, and the second torque target value Tm2 * is calculated by multiplying the motor rotational speed ⁇ m by the feedback gain K ⁇ and further multiplying the feedback gain k. To do.
  • a method for calculating the feedback gain K ⁇ will be described below.
  • a transfer function from the disturbance d to the motor rotational speed ⁇ m is expressed by the following equation (7).
  • the feedback gain K ⁇ is expressed by the following equation (11) from the transfer characteristic equation (8) of the motor angular velocity feedback control and the norm response equation (9) for the disturbance response.
  • the F / B gain k shown in FIG. 8 takes into account the delay element of the control system in the feedback loop, so that the influence of the control calculation time, motor response delay, and sensor signal processing time can be compensated.
  • Set As in the first embodiment, when the parking lock is released, the stability of the closed loop of the F / B compensator is evaluated by the vehicle model Gpl (s) when the parking lock is released, and the vibration suppression control during normal driving is evaluated. A value larger than the F / B gain is set.
  • the method for setting the F / B gain k is the same as in the first embodiment.
  • FIG. 9 is a flowchart of vibration suppression control calculation processing in the second embodiment. Steps in which the same processing as that in the flowchart shown in FIG. 6 is performed are denoted by the same reference numerals and detailed description thereof is omitted. Similar to the flowchart shown in FIG. 6, the process starting from step S ⁇ b> 701 is performed by the electric motor controller 2.
  • step S910 following step S713, the damping control at the time of canceling the park lock, that is, the damping control shown in the control block diagram of FIG. 8 is performed using the F / B gain k set in step S712.
  • step S902 which proceeds after the determination in step S709 is denied, vibration suppression control during normal traveling, that is, vibration control shown in the control block diagram of FIG. 4 is performed.
  • the park lock release shock can be suppressed with a simple control system.
  • the parking position is set to the P range, the parking lock is applied, the brake is released, and the drive shaft is twisted and stopped. After that, in order to start again, a phenomenon in the case of releasing the park lock while stepping on the brake will be described with reference to FIG.
  • FIG. 10 is a diagram illustrating an example of a control result by the motor control device of the electric vehicle according to the first and second embodiments.
  • FIG. 10 shows, in order from the top, the time change of the torque command value (second torque target value Tm2 * ), the time change of the motor rotation speed Nm, the time change of the drive shaft twist angle, and the time change of the drive shaft torque.
  • the solid line indicates the control result of the motor control device of the electric vehicle in the first and second embodiments
  • the dotted line indicates the control result of the vibration suppression control device described in Japanese Patent Laid-Open No. 2003-9566, which is a conventional example. Show.
  • the P-lock shifts from the P range to the N range, the park lock is released, and the torsion accumulated on the drive shaft is released.
  • the motor rotation speed decreases in response to the drive shaft torque decreasing to 0 Nm, and the vibration suppression control works to suppress this change, thereby changing the torque command value.
  • vibration control device of the conventional example even when the parking lock is released, vibration control is performed using the same F / B gain as during normal driving. Overshoot occurs at the twist angle. Therefore, the torsion angle of the drive shaft straddles the backlash section (driveshaft torque ⁇ 0 Nm), and tooth contact noise is generated due to gear backlash.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)

Abstract

L'invention porte sur un dispositif de commande pour véhicules électriques, qui commande le couple d'un moteur relié à des roues motrices par réglage d'une valeur de commande de couple de moteur sur la base d'informations de véhicule, le dispositif de commande de moteur : déterminant si un état de stationnement bloqué, dans lequel les roues sont bloquées en rotation, est relâché ; exécutant, par rapport à la valeur de commande de couple de moteur, une commande d'amortissement pour éliminer la vibration de véhicule ; et commandant le couple de moteur en accord avec la valeur de commande de couple de moteur qui a été soumise à ladite commande d'amortissement. Dans ladite commande d'amortissement, au moins une commande de rétroaction est exécutée et, lorsque l'état de stationnement bloqué est relâché, le gain de rétroaction utilisé pour la commande de rétroaction est augmenté par comparaison avec les cas autres que celui où l'état de stationnement bloqué est relâché.
PCT/JP2013/077256 2012-10-09 2013-10-07 Dispositif de commande de moteur pour véhicule électrique et procédé de commande de moteur pour véhicule électrique WO2014057910A1 (fr)

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CN107251409A (zh) * 2015-03-24 2017-10-13 住友重机械工业株式会社 回转装置
KR20170140355A (ko) * 2015-05-26 2017-12-20 닛산 지도우샤 가부시키가이샤 전동 차량의 제어 장치 및 전동 차량의 제어 방법
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CN114771486A (zh) * 2022-03-28 2022-07-22 华人运通(山东)科技有限公司 一种车辆驻车控制方法及装置

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CN107251409A (zh) * 2015-03-24 2017-10-13 住友重机械工业株式会社 回转装置
KR20170140355A (ko) * 2015-05-26 2017-12-20 닛산 지도우샤 가부시키가이샤 전동 차량의 제어 장치 및 전동 차량의 제어 방법
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JP7035926B2 (ja) 2018-09-12 2022-03-15 株式会社明電舎 電気自動車用インバータの制御装置および制御方法
CN114771486A (zh) * 2022-03-28 2022-07-22 华人运通(山东)科技有限公司 一种车辆驻车控制方法及装置
CN114771486B (zh) * 2022-03-28 2023-08-01 华人运通(山东)科技有限公司 一种车辆驻车控制方法及装置

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