WO2014177144A2 - Procédé pour faire fonctionner un moteur électrique - Google Patents

Procédé pour faire fonctionner un moteur électrique Download PDF

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Publication number
WO2014177144A2
WO2014177144A2 PCT/DE2014/200151 DE2014200151W WO2014177144A2 WO 2014177144 A2 WO2014177144 A2 WO 2014177144A2 DE 2014200151 W DE2014200151 W DE 2014200151W WO 2014177144 A2 WO2014177144 A2 WO 2014177144A2
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WO
WIPO (PCT)
Prior art keywords
electric motor
frequency
noise
response function
correction signal
Prior art date
Application number
PCT/DE2014/200151
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German (de)
English (en)
Other versions
WO2014177144A3 (fr
Inventor
Carsten Mohr
Original Assignee
Schaeffler Technologies Gmbh & Co. Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
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Application filed by Schaeffler Technologies Gmbh & Co. Kg filed Critical Schaeffler Technologies Gmbh & Co. Kg
Priority to DE112014002212.8T priority Critical patent/DE112014002212A5/de
Publication of WO2014177144A2 publication Critical patent/WO2014177144A2/fr
Publication of WO2014177144A3 publication Critical patent/WO2014177144A3/fr

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Classifications

    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/66—Arrangements of batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/05—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for damping motor oscillations, e.g. for reducing hunting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
    • H02P23/04—Arrangements or methods for the control of AC motors characterised by a control method other than vector control specially adapted for damping motor oscillations, e.g. for reducing hunting
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/529—Current
    • 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
    • B60L2270/142—Emission reduction of noise acoustic
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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 method for operating an electric motor that serves the acoustic optimization of electric motors, in particular for motor vehicles.
  • electric motors which are used as traction machines, basically have a lower noise emission than comparable performance internal combustion engines, the specific noise behavior of electric motors in many applications - especially in the field of electromobility - to comfort impairments to acceptance problems.
  • the reason for this lies mainly in the completely different from the internal combustion engines noise characteristics of electric motors.
  • the noise characteristic of known electric motors is very unusual for car drivers and represents a major hurdle with respect to the acceptance of electric vehicles.
  • the optimization of the noise behavior of electric vehicles is therefore an important task of vehicle manufacturers or suppliers and is considered a major challenge.
  • the cause of the relatively high-frequency and tonal noise characteristics of electric motors is primarily related to the conceptual change in the magnetic flux, resulting in permanent magnet motors depending on the number of poles and windings to prominent orders.
  • These changes in the magnetic flux generate predominantly radial, but also axial and tangential alternating forces both on the engine components (rotor, stator) and on the motor housing or the coupled structures.
  • the chain of action starting from the magnetic flux change, via the alternating force excitation of the engine components and their structural dynamic vibration behavior (for example, rotor dynamics) leads to vibration excitation of the motor housing.
  • Very important here is the coupling of the electromagnetic excitation with the structural dynamics.
  • the object of the invention is therefore to solve the problems described with reference to the prior art, at least partially, and in particular to provide a method for operating an electric motor with which the acoustic characteristic of the electric motor can be adjusted in a targeted manner.
  • a correction signal for changing the operating noise of the system at at least one predefinable frequency is determined from a frequency-dependent response function of the system, which is used to control the electric motor.
  • the method according to the invention is carried out in particular for specific operating points of the electric motor.
  • the at least one predeterminable frequency is preferably the frequency of a disturbing noise or a frequency of an acoustic characteristic of the system to be changed.
  • a passive method ie by a fixed feedforward the desired, changed or improved noise behavior of the electric motor can be achieved.
  • adaptive control or the feedback of an actual value are used to derive the required measure for noise influence by a comparison with a setpoint value (a so-called feedback control).
  • this noise behavior of the electric motor can be selectively changed without having to accept losses in terms of efficiency, weight, functionality or costs.
  • the acoustic effect chain of the noise to be eliminated is preferably followed in order to be able to combine the relevant influencing variables "excitation forces", “structure-borne noise transmission property” and “radiation behavior” in conjunction with each other and resulting in a predetermined acoustic characteristic of the electric motor during operation ,
  • excitation forces here are considered primarily the forces from the magnetic flux change, which lead mainly in the radial direction, but also in tangential and sporadically in the axial direction to force fluctuations. But also other excitation forces originating, for example, from mechanical sources - such as those caused by rotor dynamics - can be included in this way and even their interactions with the magnetic forces can be taken into account. Aeroacoustic suggestions, for example due to ventilation currents, could also be considered.
  • the transmission property and the radiation behavior are determined experimentally, above all by the structural dynamic behavior of the components, of the housing or of the housing complex involved. This means that the final and for the noise characteristic of the electric motor in the system rele- vante "spectral fingerprint" of the noise of the electric motor in the system thus significantly influenced by the components of the system and the electric motor.
  • aspects such as phase angles and vibration modes of the housing play a role, for example it is known from experiments that a 60th engine order, which is relatively insignificant in force excitation, resulted in 10-15 dB higher airborne sound radiation than in the V compared to the 10th order and 30th order, which dominate with respect to the stimulus force. This circumstance can be explained by the fact that for this force excitation side rather insignificant 60th motor order, the phase position of the flux changes and the excited vibration mode of the engine-transmission system made this dominance possible in the first place.
  • an acoustically relevant (for example, the user perceived as disturbing) order in the noise behavior of the electric motor in the system for example in the motor vehicle or in the motor-gearbox Composite, thereby reducing, taking into account the effects contributing to the formation of the corresponding order taking into account the backward transfer path up to the electric motor power supply.
  • This inverse transfer path-specific compensation makes use of the resonance effects which generate the corresponding noise and the interactions between the individual effects, which have hitherto still not been completely understood, because these excited-order rather inconspicuous acoustic orders require only minimal changes in the magnetic flux generation.
  • a frequency to be changed for example an interference frequency
  • a frequency to be changed is first determined here. This is done by measuring the corresponding noise and a Fourier transformation, for example a fast Fourier transformation, of this signal.
  • the spectrum obtained in this way a (mathematically) complex spectrum from an amplitude spectrum and a phase spectrum, allows the determination of the frequency to be changed, for example an interference frequency.
  • a possible target noise, or its spectrum is determined, in which, for example, the spectrum is changed or synthesized in the laboratory until the target noise is reached.
  • a measurement of the control voltage of the electric motor for example, the frequency converter of the electric motor.
  • a frequency response function analysis between the motor drive, that is, the control voltage, and the corresponding actual noise of the corresponding system is performed. Based on this frequency response function of the system, the signal component responsible for the amplitude at the frequency to be changed can be determined. By inverting the phase of this or these signal components, a correction variable in the frequency space is obtained, from which the correction signal in the time period is obtained by a Fourier transformation.
  • This correction signal which was determined in advance in the laboratory, is now superimposed on the (original) control voltage of the electric motor. If the electric motor is operated with this superimposed signal, the amplitude is correspondingly reduced at the frequency to be changed, the noise is reduced or the noise of the electric motor changed accordingly.
  • This preferred methodology is particularly useful for operating point pending performed. For significant operating points, especially often occurring operating points or operating points with a particularly characteristic noise, this analysis is performed and deposited the corresponding correction signal or the superimposed signal in the control of the electric motor.
  • the frequency-dependent response function is determined by the following steps:
  • the correction signal is determined by the following steps:
  • the response function is understood in particular to be the frequency response function of the system, in particular of the motor vehicle or the system under consideration, which represents the transmission behavior of the system.
  • the Fourier transformation used is preferably an algorithm based on a so-called fast Fourier transformation.
  • the correction signal is superimposed on the control voltage of the electric motor.
  • the method described so far represents a so-called passive method, in which a correction signal, possibly operating point-specific, is determined in advance and stored, for example, in the control of the electric motor.
  • a correction signal possibly operating point-specific
  • an active signal can also be used in which a correction signal is determined analogously to the passive method, but this during operation of the system.
  • the system can particularly advantageously represent the motor vehicle itself. This will be explained below.
  • the at least one sound recognition in the system is determined at least temporarily and the correction signal is varied in dependence on the deviation of the sound detection of a predetermined desired identifier.
  • a sound recognition of the system is recorded, in particular by microphones and / or vibration sensor.
  • a setpoint identifier for example a specific sound characteristic of the electric motor and / or of the motor vehicle, is stored and adjusted with the measured sound identification.
  • the corresponding correction signal is preferably determined as described above via the frequency response function of the system.
  • the variation of the correction signal is determined by the following steps:
  • a method for operating a motor vehicle which is at least temporarily driven by at least one electric motor, in which determines an operating point of the electric motor and the electric motor in this operating point for a method for operating an electric motor as here is operated described.
  • a motor vehicle is proposed with at least one electric motor for at least temporary driving of the motor vehicle, comprising a control unit which is suitable and intended for carrying out the method for operating an electric motor as described herein.
  • the motor vehicle may be an electric vehicle or a hybrid vehicle operable with an internal combustion engine, in particular a gasoline engine, a diesel engine or a Wankel engine, and / or at least one electric motor.
  • this comprises at least one error sensor for receiving a sound recognition in the motor vehicle.
  • the error sensors may be microphones and / or vibration transducers.
  • the sound recognition can be recorded, which is based essentially on the transmission through the air
  • vibration sensor in particular arranged in the engine compartment and / or on the body, the sound can be recorded, which is essentially on the transmission through the structures of the motor vehicle (structure-borne sound) is based.
  • Both types of error sensors can be used independently or in combination to record the sound detection.
  • this comprises a frequency converter for driving the electric motor, which is connectable to the control unit.
  • control unit controls the frequency converter according to the inventive method.
  • FIG. 1 shows an example of a motor vehicle which can be driven at least temporarily by an electric motor
  • Fig. 2 amplitude spectrum of the noise of the motor vehicle
  • FIG. 3 amplitude spectrum of a possible target noise of the motor vehicle
  • Fig. 5 transfer function between the control voltage and the noise spectrum of the motor vehicle
  • FIG. 6 shows the original control voltage of the electric motor
  • Fig. 7 original control voltage of the electric motor with correction signal
  • Fig. 1 shows a motor vehicle 1, which is driven by an electric motor 2. It is a rotating field or traveling field motor.
  • a frequency converter 3 is formed, which converts the available DC voltage from a battery 4 into an AC signal whose frequency substantially corresponds to the desired setpoint speed.
  • PWM pulse width modulation
  • a setpoint-speed-correlated waveform such as a sine wave
  • the approach presented here offers a simple and very effective way to influence the noise characteristics of systems such as motor vehicles 1 comprising an electric motor 2 and in particular to reduce or even suppress the noise of electric motors with virtually no effect on the efficiency by minimally modifying this drive signal by superimposing compensatory correction signals ,
  • the noise components to be reduced are determined and converted by Fast Fourier Transformation (FFT) into an amplitude and a phase spectrum.
  • FFT Fast Fourier Transformation
  • the time signal of the motor control (supply) is also detected and also transformed by FFT in amplitude and phase spectrum.
  • FFT Frequency Response Function
  • the complex averaged cross-spectrum of the two signals (noise and frequency spectrum of the feed) and the separately averaged autospectrum can be used to determine the complex transfer function between the initial excitation of the feed and the noise response.
  • FIG. 3 shows an amplitude spectrum 7 of a possible target noise - determined as described above by a synthetic "noise design" in which the output noise is modified by a parameterizable bandstop filter until it is no longer annoying / annoying during the hearing
  • the amplitude peaking 6 of this 48th order had to be reduced from the original amplitude peaking 6 to a reduced amplitude peaking 8 until the previously disturbing noise component in perception had completely disappeared.
  • a measurement of the motor supply, ie the control voltage of the electric motor 2, in the relevant operating point makes it possible to also determine the spectral excitation 9 of the system (motor vehicle 1) by the motor drive by means of an FFT (see FIG. 4).
  • Fig. 4 shows an example in which this was determined by regenerative operation in towing mode.
  • the 48th order responsible for the noise is discretely present in the motor drive signal, it does not appear conspicuously.
  • FIG. 5 illustrates the resulting transmission behavior between motor control and the running noise of the electric motor, which can be determined by the mathematical process of the Frequency Response Function (the so-called frequency response).
  • FIG. 5 shows the corresponding Frequency Response Function 1 1 of the system (of the motor vehicle 1), which shows an amplification behavior 12 of the noise component of the 48th engine order.
  • This transfer behavior involves more than just the structural dynamics of the components or assemblies involved. Rather, they are reflected in the Frequency Response Function 1 1 also the temporal inertia of the electrical subsystem due to capacitances and inductances, geometrical influences as well as all effects due to the deviation of the real magnetic field from the idealized field profile.
  • a determination of the overall effect can therefore only take place by determining the entire chain of effects from the initial supply of the motor to the resulting noise component. Also reciprocal approaches (ie excitation on the response side and reaction measurement on the pathogen side) can alternatively be used for this purpose. It is advantageous, however, that the entire chain of action is included in the considered transfer path and thus, by means of a suitable correlation method, the effective transfer function can be determined as a complex variable (that is, according to amount and phase).
  • control voltage (outer conductor voltage) 13 of the electric motor 2 as described above in regenerative operation during drag, is shown, that is to say the time signal of the amplitude spectrum of the motor control shown in FIG. Even in this time domain representation, it is already possible to detect portions of higher frequencies or orders which are superimposed on the actual speed-synchronous profile.
  • FIG. 7 shows, for a direct comparison, the original control voltage (the so-called outer conductor voltage signal) 13 of the electric motor 2 together with the modified signal 14 according to the present method, the green curve representing the original outer conductor voltage signal 13 and the red curve the correction signal 15 reproduces.
  • the modified signal 14 results as the superposition of the original control voltage 13 with the correction signal 15.
  • the advantage of this approach lies in the fact that one can relatively easily determine the overall effect of the transmission by the integral approach without losing the individual effects (parts of the structural dynamics of the components, proportions of storage and housing, proportions based on the acoustic radiation behavior of the housing, etc .) to analyze. Rather, one thus obtains the possibility of inversely determining directly the system-relevant level components responsible for the disturbance, in order to then addively superimpose these very small order components in the motor supply in such a way that a significant reduction of the disturbing noise is achieved at the end.
  • the deposit of the necessary for noise reduction modifications in the signal of the motor control also allows the connection of different controls.
  • it is possible here to provide the acoustic feedback of the electric motor e.g. dependent on the load, depending on the driver's request.
  • a sound to be emphasized is turned off and the procedure is analogous.
  • a coupling of different sound patterns in a control map to existing assistance systems is also possible.
  • FIG. 8 shows a flow chart of the passive method described so far for the noise modification or for suppressing a noise in the noise spectrum of the electric motor 2 of a motor vehicle 1.
  • the procedure described is similar in its operating principle so-called active systems, but without being an active system itself.
  • active systems the phenomenon to be controlled is superimposed on an effect which is corresponding in amplitude but 180 ° in its phase position, so that a so-called destructive superposition ("extinction") occurs for the phenomenon to be combatted the rule a feedback (looped back) actual value of the sound to be optimized or vibration phenomenon, which is compared with a defined setpoint (target value) and then the required control intervention is derived (so-called feedback control)
  • the target noise can be actively generated or influenced.
  • the above-described passive method for noise suppression or noise modification is first applied and so the necessary control voltage at the operating point quasi pre-control already held to then actively to make the sound according to the specifiable requirements ("sound design"), for example, a desired load To generate load feedback for the occupants or the driver.
  • the procedure is similar to passive noise removal or noise modification in which the acoustic chain of action is also considered backwards.
  • the transmission behavior or the Frequency Response Function (FRF)
  • FPF Frequency Response Function
  • Both airborne sound paths and structure-borne sound paths can be taken into account here, whereby the more medium- and low-frequency orders and therefore the structure-borne sound paths are of major importance for generating a powerfully sounding sound.
  • Detailed knowledge of the necessary sound pattern (orderly mix) to associate the desired feedback characteristics can be assumed to be known.
  • FIG. 9 shows a flowchart of a correspondingly combined passive and active noise modification in the motor vehicle 1.
  • FIG. 10 shows schematically a motor vehicle 1 with a passenger compartment 16.
  • the motor vehicle 1 can be driven at least at times via an electric motor 2.
  • the motor vehicle 1 is an electric or hybrid vehicle.
  • first error sensor 17 are formed in the passenger compartment 16 .
  • the first error sensor 17 are designed as microphones that receive the sound in the passenger compartment 16.
  • Second error sensor 18 are formed for example in an engine compartment 19 of the motor vehicle 1.
  • the second error sensor 18 may be designed, for example, as microphones or vibration sensors.
  • the error sensors 17, 18 thus serve to record a sound identification in the motor vehicle 1.
  • the first error sensors 17 in particular monitor the airborne sound transmission path, while the structure-borne sound transmission path is monitored via the second error sensors 18.
  • the signals of the first error sensors 17 and the second error sensors 18 are fed into a control unit 20 via which a frequency converter 3 of the electric motor 2 and via this the electric motor 2 itself is controlled.
  • an analysis is carried out as described above in connection with FIGS. 2 to 7, which supplies a correction signal 15, which is superimposed with the control voltage 13 and fed into the frequency converter 3.
  • a switching unit 21 is formed, via which the driver of the motor vehicle 1 can switch the characteristic of the target noise. The corresponding choice of the driver is then fed into the control unit 20 and possibly also in the frequency converter 3.
  • the method described here allows control of an electric motor 2, in which a predefinable desired characteristic of the system can be achieved by taking into account the effective paths in the system in the sound transmission, for example, structure-borne noise through the system and / or airborne sound.
  • the response function is the frequency response function, which represents the transmission behavior of the system.
  • this response function is determined operating point-dependent. By this procedure, noise can be reduced and / or certain desired characteristics of the system can be impressed.
  • the correction signal can be determined in advance once per operating point (passive method) and / or constantly or temporarily determined during operation (active method).

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur électrique dans un système, par exemple une automobile. Selon ledit procédé, un signal de correction servant à modifier le bruit de fonctionnement dudit système à au moins une fréquence spécifiable est déterminé à partir d'une fonction de réponse à dépendance fréquentielle du système, ce signal de correction étant utilisé pour commander le moteur électrique. Selon le procédé qui permet de commander un moteur électrique, une caractéristique de consigne déterminable du système peut être obtenue en tenant compte des voies actives dans le système lors de la transmission de bruits, par exemple de bruits solidiens à travers le système et/ou de bruits aériens. La fonction de réponse en question est en particulier la fonction de réponse en fréquence, qui représente les caractéristiques de transmission du système. Cette fonction de réponse est en particulier déterminée en fonction de points de fonctionnement. Lorsqu'il est mis en oeuvre, ledit procédé permet de réduire les bruits parasites et/ou d'appliquer certaines caractéristiques de consigne du système. Le signal de correction peut être déterminé au préalable une fois par point de fonctionnement (procédé passif) et/ou en continu ou par intermittence pendant le fonctionnement (procédé actif).
PCT/DE2014/200151 2013-04-30 2014-03-31 Procédé pour faire fonctionner un moteur électrique WO2014177144A2 (fr)

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DE112014002212.8T DE112014002212A5 (de) 2013-04-30 2014-03-31 Verfahren zum Betrieb eines Elektromotors

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DE102015201313A1 (de) 2015-01-27 2016-07-28 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb eines Systems umfassend mindestens einen Elektromotor mit nachgeschaltetem Getriebe sowie entsprechendes System
CN114585821A (zh) * 2019-11-05 2022-06-03 舍弗勒技术股份两合公司 用于减小滚动轴承设备的振动的方法

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WO2015176895A1 (fr) * 2014-05-23 2015-11-26 Thyssenkrupp Presta Ag Procédé de réduction et de modulation du bruit d'un moteur électrique
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CN114585821A (zh) * 2019-11-05 2022-06-03 舍弗勒技术股份两合公司 用于减小滚动轴承设备的振动的方法

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WO2014177144A3 (fr) 2015-03-12
DE112014002212A5 (de) 2016-03-10

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