WO2019186757A1 - 駆動装置、駆動方法、駆動プログラムおよび電動車両 - Google Patents

駆動装置、駆動方法、駆動プログラムおよび電動車両 Download PDF

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Publication number
WO2019186757A1
WO2019186757A1 PCT/JP2018/012745 JP2018012745W WO2019186757A1 WO 2019186757 A1 WO2019186757 A1 WO 2019186757A1 JP 2018012745 W JP2018012745 W JP 2018012745W WO 2019186757 A1 WO2019186757 A1 WO 2019186757A1
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WIPO (PCT)
Prior art keywords
motor
signal
rotation speed
instantaneous
duty ratio
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PCT/JP2018/012745
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English (en)
French (fr)
Japanese (ja)
Inventor
一由希 目黒
雄大 井ノ口
Original Assignee
新電元工業株式会社
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Application filed by 新電元工業株式会社 filed Critical 新電元工業株式会社
Priority to CN201880091312.4A priority Critical patent/CN111869090B/zh
Priority to JP2020510290A priority patent/JP6972305B2/ja
Priority to PCT/JP2018/012745 priority patent/WO2019186757A1/ja
Priority to TW108110614A priority patent/TWI702338B/zh
Publication of WO2019186757A1 publication Critical patent/WO2019186757A1/ja

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    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
    • 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
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • H02P6/17—Circuit arrangements for detecting position and for generating speed information

Definitions

  • the present invention relates to a drive device, a drive method, a drive program, and an electric vehicle.
  • An electric vehicle such as a two-wheel EV includes a motor for driving wheels and a driving device having a control unit for controlling the motor.
  • a required torque can be obtained from a low rotation range to a high rotation range even when the gear is fixed. For this reason, the electric vehicle which does not provide a clutch is examined.
  • the motor directly receives an external force from a wheel that has been cut off by the clutch in the conventional electric vehicle.
  • Patent Document 1 describes an engine speed control device that controls the engine speed and performs PWM control of a motor that drives the opening and closing of a throttle valve. Further, it is described that a PWM duty correction value for correcting the duty ratio of the PWM signal is calculated according to the target engine speed change amount.
  • Rotational position sensor for detecting the rotational position of the rotor is provided in the stator of the motor of the electric vehicle.
  • the control unit of the driving device receives a rising edge signal or a falling edge signal (hereinafter, also collectively referred to as “sensor signal”) for each predetermined electrical angle from the rotational position sensor. Based on the sensor signal, the control unit grasps the rotation speed of the motor and controls the motor.
  • the voltage induced by the rotation of the motor decreases instantaneously by the voltage Va.
  • the output of the inverter that supplies AC power to the motor remains constant.
  • the voltage difference V0 is a value set so as to obtain the target torque.
  • the present invention provides a drive device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle capable of performing appropriate motor control even when the rotational speed of the motor instantaneously varies due to an external force. With the goal.
  • the drive device is A signal receiving unit that receives a plurality of signals output from the rotational position sensor during one rotation of the motor that drives the load and that arrives at an interval corresponding to the rotational speed of the motor; Based on the signal interval between the reception time of the first signal most recently received by the signal receiving unit and the reception time of the second signal received before the first signal, the instantaneous moment of the motor A rotation speed calculation unit for calculating the rotation speed; A motor control unit that generates a PWM signal based on the instantaneous rotational speed and transmits the PWM signal to an inverter that supplies AC power to the motor to control the motor; When the amount of change in the instantaneous rotation speed is equal to or greater than a predetermined value, the motor control unit determines the duty ratio of the PWM signal based on the instantaneous rotation speed, and the output voltage of the inverter corresponds to the instantaneous rotation speed. The correction is made so that
  • the motor control unit may correct the duty ratio by linear interpolation using a characteristic straight line indicating a relationship between the instantaneous rotation speed and the corrected duty ratio.
  • the linear interpolation may be performed every time the instantaneous rotational speed is calculated.
  • the characteristic line is A first point defined by a lower limit value of a rotation speed range centered on an average rotation speed calculated from a time during which the motor makes one rotation, and a duty ratio corresponding to the lower limit value;
  • a straight line connecting the upper limit value of the rotation speed range and the second point defined by the duty ratio corresponding to the upper limit value may be used.
  • the rotation speed range may be determined in consideration of the fluctuation range of the instantaneous rotation speed of the motor.
  • the characteristic line may be updated each time the average rotation speed is calculated.
  • the rotation speed calculation unit is configured to multiply the count number counted for each monitoring time interval from when the second signal is received until the first signal is received by multiplying the signal by the monitoring time interval.
  • the interval may be calculated.
  • the rotation speed calculation unit may calculate the instantaneous rotation speed according to the following equation.
  • n 60000 / ( ⁇ T ⁇ Np)
  • n is the instantaneous rotational speed [rpm]
  • ⁇ T is the signal interval [mSec]
  • Np is the number of the signals received by the signal receiving unit while the motor makes one electrical rotation. Is a value indicating
  • the motor control unit searches a duty ratio map indicating a relationship among the target torque of the motor, the rotational speed of the motor, and the duty ratio of the PWM signal, using the target torque of the motor and the instantaneous rotational speed. By doing so, the duty ratio may be acquired.
  • the load is a wheel of an electric vehicle
  • the motor control unit may gradually increase the duty ratio of the PWM signal when the electric vehicle is started when the motor directly drives the wheels.
  • the signal received by the signal receiving unit may be a rising edge signal or a falling edge signal of a pulse signal output from a rotational position sensor provided in the motor.
  • the electric vehicle according to the present invention is It is the said drive device, Comprising:
  • the said load is a drive device which is a wheel of an electric vehicle, It is characterized by the above-mentioned.
  • the wheel and the motor may be mechanically connected without a clutch.
  • the driving method includes: A signal receiving unit that receives a plurality of signals output from the rotational position sensor while the motor driving the load makes one rotation and that arrives at an interval corresponding to the rotational speed of the motor;
  • the rotation speed calculation unit is based on a signal interval between the reception time of the first signal most recently received by the signal reception unit and the reception time of the second signal received before the first signal.
  • a motor control unit that generates a PWM signal based on the instantaneous rotational speed, and transmits the PWM signal to an inverter that supplies AC power to the motor to control the motor, and
  • the motor control unit determines the duty ratio of the PWM signal based on the instantaneous rotation speed, and the output voltage of the inverter corresponds to the instantaneous rotation speed. The correction is made so that
  • the drive program is: A signal receiving unit that receives a plurality of signals output from the rotational position sensor while the motor driving the load makes one rotation and that arrives at an interval corresponding to the rotational speed of the motor;
  • the rotation speed calculation unit is based on a signal interval between the reception time of the first signal most recently received by the signal reception unit and the reception time of the second signal received before the first signal.
  • a motor control unit that generates a PWM signal based on the instantaneous rotation speed, and transmits the PWM signal to an inverter that supplies AC power to the motor to control the motor; Because When the amount of change in the instantaneous rotation speed is equal to or greater than a predetermined value, the motor control unit determines the duty ratio of the PWM signal based on the instantaneous rotation speed, and the output voltage of the inverter corresponds to the instantaneous rotation speed. The correction is made so that
  • the signal receiving unit receives a plurality of signals output from the rotational position sensor during one rotation of the motor and arrives at an interval corresponding to the rotational speed of the motor, and the rotational speed calculating unit
  • the instantaneous rotation speed of the motor is calculated based on the signal interval between the first signal and the second signal, and the motor control unit instantaneously rotates when the calculated change amount of the instantaneous rotation speed is equal to or greater than a specified value.
  • the duty ratio of the PWM signal is corrected based on the speed. The duty ratio is corrected so that the output voltage of the power converter becomes a value corresponding to the instantaneous rotation speed.
  • FIG. 1 is a diagram showing a schematic configuration of an electric vehicle 100 according to an embodiment of the present invention.
  • FIG. 3 is a diagram illustrating a schematic configuration of a power conversion unit 30 and a motor 3.
  • 3 is a diagram showing a magnet provided on a rotor 3r of a motor 3 and an angle sensor 4.
  • FIG. It is a figure which shows the relationship between a rotor angle and the output of an angle sensor. It is a timing chart for demonstrating the PWM control which concerns on embodiment.
  • 2 is a functional block diagram of a control unit 10 of the electric vehicle control device 1.
  • FIG. It is a figure for demonstrating the relationship between a sensor signal, and a count number. It is a figure for demonstrating the calculation process of the duty ratio of a PWM signal, or an output angle.
  • (A) shows the configuration of the torque map
  • (b) shows the configuration of the duty ratio map
  • (c) shows the configuration of the output angle map.
  • an electric vehicle control device that drives and controls an electric vehicle will be described as an embodiment of the drive device according to the present invention.
  • the drive device according to the present invention may drive a load other than the wheels of the electric vehicle.
  • the electric vehicle 100 is a vehicle that travels by driving a motor using electric power supplied from a battery.
  • the electric vehicle 100 is an electric motorcycle such as an electric motorcycle. More specifically, as shown in FIG. 1, the electric motorcycle 100 in which the motor 3 and the wheels 8 are mechanically directly connected without using a clutch. It is.
  • the electric vehicle according to the present invention may be a vehicle in which the motor 3 and the wheels 8 are connected via a clutch. Moreover, it is not limited to a two-wheeled vehicle, For example, a three-wheeled or four-wheeled electric vehicle may be sufficient.
  • the electric vehicle 100 includes an electric vehicle control device 1, a battery 2, a motor 3, an angle sensor (rotational position sensor) 4, an accelerator position sensor 5, an assist switch 6, a meter ( Display portion) 7, wheels 8, and charger 9.
  • the electric vehicle control device 1 is a device that controls the electric vehicle 100, and includes a control unit 10, a storage unit 20, and a power conversion unit (driver) 30.
  • the electric vehicle control apparatus 1 may be configured as an ECU (Electronic Control Unit) that controls the entire electric vehicle 100.
  • the control unit 10 inputs information from various devices connected to the electric vehicle control device 1. Specifically, the control unit 10 receives various signals output from the battery 2, the angle sensor (rotational position sensor) 4, the accelerator position sensor 5, the assist switch 6, and the charger 9. The control unit 10 outputs a signal to be displayed on the meter 7. In addition, the control unit 10 controls the motor 3 through the power conversion unit 30. Details of the control unit 10 will be described later.
  • the storage unit 20 stores information (such as various maps described later) used by the control unit 10 and a program for operating the control unit 10.
  • the storage unit 20 is, for example, a nonvolatile semiconductor memory, but is not limited to this. Note that the storage unit 20 may be incorporated as a part of the control unit 10.
  • the power converter 30 converts the DC power output from the battery 2 into AC power and supplies it to the motor 3.
  • the power conversion unit 30 includes an inverter configured by a three-phase full bridge circuit as shown in FIG.
  • Semiconductor switches Q1, Q3, and Q5 are high-side switches, and semiconductor switches Q2, Q4, and Q6 are low-side switches.
  • the control terminals of the semiconductor switches Q1 to Q6 are electrically connected to the control unit 10.
  • the semiconductor switches Q1 to Q6 are, for example, MOSFETs or IGBTs.
  • a smoothing capacitor C is provided between the power supply terminal 30a and the power supply terminal 30b.
  • the input terminal 3 a is a U-phase input terminal of the motor 3
  • the input terminal 3 b is a V-phase input terminal of the motor 3
  • the input terminal 3 c is a W-phase input terminal of the motor 3.
  • the semiconductor switch Q ⁇ b> 1 is connected between a power supply terminal 30 a to which the positive electrode of the battery 2 is connected and an input terminal 3 a of the motor 3.
  • the semiconductor switch Q3 is connected between the power supply terminal 30a and the input terminal 3b of the motor 3.
  • the semiconductor switch Q5 is connected between the power supply terminal 30a and the input terminal 3c of the motor 3.
  • the semiconductor switch Q2 is connected between the input terminal 3a of the motor 3 and the power supply terminal 30b to which the negative electrode of the battery 2 is connected.
  • the semiconductor switch Q4 is connected between the input terminal 3b of the motor 3 and the power supply terminal 30b.
  • the semiconductor switch Q6 is connected between the input terminal 3c of the motor 3 and the power supply terminal 30b.
  • the battery 2 supplies power to the motor 3 that rotates the wheels 8 of the electric vehicle 100.
  • the battery 2 supplies DC power to the power conversion unit 30.
  • the battery 2 is, for example, a lithium ion battery, but may be another type of battery. Note that the number of the batteries 2 is not limited to one and may be plural. That is, the electric vehicle 100 may be provided with a plurality of batteries 2 connected in parallel or in series with each other. Further, the battery 2 may include a lead battery for supplying an operating voltage to the control unit 10.
  • Battery 2 includes a battery management unit (BMU).
  • BMU battery management unit
  • the battery management unit transmits battery information regarding the voltage of the battery 2 and the state of the battery 2 (charge rate, etc.) to the control unit 10.
  • the motor 3 is a motor that drives a load such as the wheel 8 by AC power supplied from the power conversion unit 30.
  • the motor 3 is mechanically connected to the wheel 8 and rotates the wheel 8 in a desired direction.
  • the motor 3 is a three-phase AC motor having a U phase, a V phase, and a W phase. As described above, the motor 3 is mechanically directly connected to the wheel 8 without using a clutch.
  • a three-phase brushless motor is used as the three-phase AC motor, but the type of the motor 3 is not limited to this.
  • the angle sensor 4 is a sensor that detects the rotational position of the rotor 3r of the motor 3. As shown in FIG. 3, N-pole and S-pole magnets (sensor magnets) are alternately attached to the circumferential surface of the rotor 3r.
  • the angle sensor 4 is constituted by a Hall element, for example, and detects a change in the magnetic field accompanying the rotation of the motor 3.
  • the number of the magnets shown in FIG. 3 is an example, and is not limited to this. Further, the magnet may be provided inside a flywheel (not shown).
  • the angle sensor 4 includes a U-phase angle sensor 4 u associated with the U-phase of the motor 3, a V-phase angle sensor 4 v associated with the V-phase of the motor 3, and the W of the motor 3. And a W-phase angle sensor 4w associated with the phase.
  • the angle sensors 4u, 4v, 4w for each phase are provided in the motor 3.
  • the U-phase angle sensor 4u and the V-phase angle sensor 4v are arranged so as to form an angle of 30 ° with respect to the rotor 3r.
  • the V-phase angle sensor 4v and the W-phase angle sensor 4w are arranged to form an angle of 30 ° with respect to the rotor 3r of the motor 3.
  • the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w output a pulse signal having a phase corresponding to the rotational position of the rotor 3r.
  • the width of this pulse signal (or the time interval of the sensor signal) becomes narrower as the rotational speed of the motor 3 (ie, the wheel 8) is higher.
  • a number (motor stage number) indicating a motor stage is assigned to each predetermined rotational position.
  • the motor stage indicates the rotational position of the rotor 3r.
  • motor stage numbers 1, 2, 3, 4, 5, and 6 are assigned for each electrical angle of 60 °.
  • the output stage is also called an energization stage, and is obtained by adding a time based on the output angle to the motor stage detected by the angle sensor 4. As will be described later, the output angle changes according to the rotational speed of the motor 3 and the target torque.
  • the control unit 10 performs on / off control of the semiconductor switches Q1 to Q6 of the power conversion unit 30 using the PWM signal. Thereby, the DC power supplied from the battery 2 is converted into AC power.
  • the U-phase low-side switch (semiconductor switch Q2) is PWM-controlled at the output stages 6, 1, 2, and 3.
  • the V-phase low-side switch (semiconductor switch Q4) is PWM-controlled at the output stages 2, 3, 4, and 5, and the W-phase low-side switch (semiconductor switch Q6) is PWM-controlled at the output stages 4, 5, 6, and 1. .
  • the stage on which PWM control is performed is determined by the energization method or the like, and is not limited to this example.
  • the on / off control of the low-side switch instead of the high-side switch can prevent the current generated by the regenerative operation of the motor 3 from flowing into the battery 2.
  • the high-side switch may be controlled on and off.
  • the semiconductor switch Q1 which is a U-phase high-side switch, is turned on at predetermined time intervals in the output stages 1 and 2.
  • heat generation of the power conversion unit 30 can be suppressed by turning on the high-side switch.
  • the corresponding low-side switch ie, in the same arm is controlled to be off.
  • the accelerator position sensor 5 detects an operation amount (hereinafter referred to as “accelerator operation amount”) with respect to the accelerator of the electric vehicle 100 and transmits it to the control unit 10 as an electric signal.
  • the accelerator operation amount corresponds to the throttle opening of the engine vehicle.
  • the accelerator operation amount increases when the user wants to accelerate, and the accelerator operation amount decreases when the user wants to decelerate.
  • the assist switch 6 is a switch that is operated when the user requests assistance from the electric vehicle 100.
  • the assist switch 6 transmits an assist request signal to the control unit 10 when operated by the user. Then, the control unit 10 controls the motor 3 to generate assist torque.
  • the meter (display unit) 7 is a display (for example, a liquid crystal panel) provided in the electric vehicle 100 and displays various information.
  • the meter 7 is provided, for example, on a handle (not shown) of the electric vehicle 100.
  • the meter 7 displays information such as the traveling speed of the electric vehicle 100, the remaining amount of the battery 2, the current time, the total traveling distance, and the remaining traveling distance.
  • the remaining travel distance indicates how far the electric vehicle 100 can travel.
  • the charger 9 has a power plug (not shown) and a converter circuit (not shown) for converting an AC power supplied via the power plug into a DC power.
  • the battery 2 is charged by the DC power converted by the converter circuit.
  • the charger 9 is connected to the electric vehicle control device 1 through a communication network (CAN or the like) in the electric vehicle 100 so as to be communicable.
  • control unit 10 of the electric vehicle control device 1 will be described in detail.
  • control unit 10 includes a signal reception unit 11, a rotation speed calculation unit 12, and a motor control unit 13.
  • the processing in each unit of the control unit 10 can be realized by software (program).
  • the signal receiving unit 11 receives signals that arrive at intervals corresponding to the rotation speed of the motor 3. A plurality of signals are output from the angle sensor 4 while the motor 3 rotates once. More specifically, the signal receiving unit 11 receives sensor signals (that is, rising edge signals or falling edge signals of pulse signals) output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w. To do. In the present embodiment, the signal receiving unit 11 receives a sensor signal every time the rotor 3r of the motor 3 rotates 60 degrees in electrical angle. Therefore, the signal receiving unit 11 receives six sensor signals while the motor 3 makes one rotation at an electrical angle. As the rotational speed of the motor 3 increases, the time interval at which the sensor signal arrives decreases.
  • the signal receiving unit 11 checks whether or not a sensor signal is received from the angle sensor 4 at every monitoring time interval ⁇ tm.
  • the monitor time interval ⁇ tm is a control time interval of the motor 3, for example.
  • the sensor signal may be received by an interrupt process from the angle sensor 4.
  • the monitoring time interval ⁇ tm is shorter than the time interval of the sensor signal received by the signal receiving unit 11 when the electric vehicle 100 travels at the maximum speed, for example, 50 microseconds. More generally speaking, the monitoring time interval ⁇ tm is shorter than the time interval of the sensor signal received by the signal receiving unit 11 when the rotation speed of the motor 3 is maximum.
  • Rotational speed calculation unit 12 calculates the instantaneous rotational speed of motor 3 based on the signal interval (also called inter-sensor time).
  • the signal interval is a time interval between the reception time of the first signal most recently received by the signal receiving unit 11 and the reception time of the second signal received before the first signal. is there.
  • the second signal is a signal received immediately before the first signal.
  • the second signal is not limited to this, and is a signal received two or more times before the first signal. May be.
  • the signal interval ⁇ T is determined by the reception time of the sensor signal S1 most recently received by the signal receiving unit 11 and the sensor signal S2 received immediately before this sensor signal S1. This is the time interval from the reception time.
  • the rotation speed calculation unit 12 calculates the instantaneous rotation speed of the motor 3 according to Equation (1).
  • n 60000 / ( ⁇ T ⁇ Np) (1)
  • n is the instantaneous rotational speed [rpm] of the motor 3
  • ⁇ T is the signal interval [mSec]
  • Np is the sensor signal received by the signal receiving unit 11 while the motor 3 makes one electrical rotation. Is a number.
  • the rotation speed calculation unit 12 uses a count number counted every monitoring time interval ⁇ tm as the signal interval ⁇ T.
  • the signal receiving unit 11 or the rotation speed calculation unit 12 increases the count number at every monitoring time interval ⁇ tm. This count number indicates the time that has elapsed since the most recent sensor signal was received. The initial value of the count number is zero.
  • the count number N is reset (that is, returns to the initial value).
  • the rotation speed calculation unit 12 calculates the signal interval ⁇ T by multiplying the count number N counted between the reception of the sensor signal S1 and the reception of the sensor signal S2 by the monitoring time interval ⁇ tm.
  • the rotation speed calculation unit 12 calculates the instantaneous rotation speed of the motor 3 using Equation (2).
  • n 60000 / (N ⁇ tm ⁇ Np) (2)
  • n is an instantaneous rotational speed [rpm] of the motor 3
  • N is a count number counted from the reception of the sensor signal S2 to the reception of the sensor signal S1
  • ⁇ tm is a monitoring time interval [mSec].
  • Np is the number of sensor signals received by the signal receiver 11 while the motor 3 makes one rotation at an electrical angle.
  • the motor control unit 13 generates a PWM signal for causing the motor 3 to generate a desired torque based on the instantaneous rotation speed calculated by the rotation speed calculation unit 12. Then, the motor control unit 13 controls the motor 3 by transmitting the generated PWM signal to the power conversion unit 30.
  • the motor control unit 13 calculates a duty ratio and an output angle (energization timing) based on the instantaneous rotation speed and the target torque, and outputs a PWM signal having the calculated duty ratio at the calculated output angle.
  • the power is output to the power conversion unit 30.
  • the motor 3 is controlled to generate the target torque.
  • the generation of the PWM signal is performed every monitoring time interval, but may be performed every time the sensor signal is received or may be performed every time the motor 3 rotates once.
  • the motor control unit 13 acquires the target torque by searching the torque map M1 using the accelerator operation amount received from the accelerator position sensor 5 and the instantaneous rotation speed calculated by the rotation speed calculation unit 12.
  • the torque map M1 is a map showing the relationship among the accelerator operation amount, the rotational speed of the motor 3, and the target torque of the motor 3, as shown in FIG.
  • the motor control unit 13 acquires the duty ratio by searching the duty ratio map M2 using the target torque acquired from the torque map M1 and the instantaneous rotation speed calculated by the rotation speed calculation unit 12.
  • the duty ratio map M2 is a map showing the relationship among the target torque of the motor 3, the rotational speed of the motor 3, and the duty ratio of the PWM signal, as shown in FIG. 9B.
  • the motor control unit 13 acquires the output angle by searching the output angle map M3 using the target torque acquired from the torque map M1 and the instantaneous rotation speed calculated by the rotation speed calculation unit 12.
  • the output angle map M3 is a map showing the relationship among the target torque of the motor 3, the rotational speed of the motor 3, and the output angle of the PWM signal, as shown in FIG. 9C.
  • the duty ratio map M2 and the output angle map M3 correspond to each energization method. Used. That is, when the 120 ° energization method is used, the duty ratio and the output angle are obtained using the duty ratio map and the output angle map for the 120 ° energization method, and when the 180 ° energization method is used, the 180 ° energization method is used. The duty ratio and the output angle are acquired using the duty ratio map and the output angle map.
  • the PWM signal having the duty ratio acquired as described above is output to the power conversion unit 30 at the output angle acquired as described above, and the semiconductor switches Q1 to Q6 are on / off controlled. Thereby, the motor 3 is controlled to generate a desired torque.
  • the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotation speed when the change amount of the instantaneous rotation speed calculated by the rotation speed calculation unit 12 is equal to or greater than a specified value. As will be described in detail later, the duty ratio is corrected so that the output voltage of the inverter (power conversion unit 30) becomes a value corresponding to the instantaneous rotation speed. That is, the duty ratio is corrected so that the output voltage of the inverter becomes a value corresponding to the motor induced voltage.
  • the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotational speed.
  • the output voltage of the inverter is lowered, so that the voltage difference is reduced (the voltage difference is V1 in the steady state). Since the voltage difference is suppressed from increasing by instantaneously correcting the duty ratio in this way, a current that matches the target torque flows to the motor 3 and the output torque can be prevented from becoming excessive.
  • the voltage difference was V1 until time t3. Thereafter, the instantaneous rotation speed increased instantaneously from time t3, and the increase amount of the instantaneous rotation speed reached the specified value ⁇ n2 at time t4. As the instantaneous rotational speed increases, the motor induced voltage also increases. As a result, the voltage difference temporarily decreases between times t3 and t4.
  • the motor control unit 13 corrects the duty ratio of the PWM signal based on the instantaneous rotational speed.
  • the output voltage of the inverter rises, so that the voltage difference increases (the voltage difference becomes V2 in the steady state).
  • a current that matches the target torque flows through the motor 3, and the output torque can be suppressed from becoming too small.
  • the specified value ⁇ n1 and the specified value ⁇ n2 are determined by the amount of change in the count number. For example, in FIG. 7, the count number counted between the sensor signal S1 and the sensor signal S2 is more than a specified value (or less) than the count number counted between the sensor signal S2 and the sensor signal S3. In this case, instantaneous correction of the duty ratio is performed.
  • a characteristic line L indicating the relationship between the instantaneous rotation speed and the corrected duty ratio is used.
  • the characteristic line L is a straight line connecting the points A and B.
  • the point A is a point defined by the lower limit value X1 of the rotation speed range R centering on the average rotation speed Nav and the duty ratio Y1 corresponding to the instantaneous rotation speed of the lower limit value X1.
  • the average rotation speed Nav is a rotation speed calculated from the time for which the motor 3 rotates once.
  • Point B is a point defined by an upper limit value X2 of the rotation speed range R and a duty ratio Y2 corresponding to the instantaneous rotation speed of the upper limit value X2.
  • the duty ratios Y1 and Y2 are acquired from the duty ratio map M2. That is, the duty ratio Y1 is obtained by searching the duty ratio map M2 using the instantaneous rotation speed at the lower limit value X1 and the target torque at that time, and the duty ratio Y2 is obtained by calculating the instantaneous rotation speed at the upper limit value X2. Then, it is acquired by searching the duty ratio map M2 using the target torque at that time.
  • the fluctuation range f is the maximum value at which the instantaneous rotational speed deviates from the average rotational speed Nav due to the condition of the road surface on which the electric vehicle 100 travels, the accuracy of the angle sensor 4, and the like.
  • the fluctuation range f is, for example, 500 rpm.
  • the characteristic line L is updated every time the average rotation speed is calculated by the rotation speed calculation unit 12. That is, every time the average rotation speed is calculated, the rotation speed range R is updated, and the duty ratios corresponding to the instantaneous rotation speeds of the lower limit value and the upper limit value of the rotation speed range R are respectively set in the torque map M1 and the duty ratio map M2.
  • the characteristic straight line L is updated by obtaining using. Thereby, linear interpolation using the characteristic straight line L suitable for the running state of the electric vehicle 100 can be performed, and the accuracy of instantaneous correction of the duty ratio can be maintained high.
  • the characteristic line L may be updated in accordance with the change in the accelerator operation amount received from the accelerator position sensor 5. Thereby, the duty ratio can be corrected with higher accuracy.
  • linear interpolation is performed using the characteristic straight line L connecting the points A and B, and the duty ratio is corrected. That is, as shown in FIG. 11, the value of the characteristic line L corresponding to the instantaneous rotation speed Nm calculated by the rotation speed calculation unit 12 is obtained as the corrected duty ratio. Linear interpolation is performed every time the rotational speed calculation unit 12 calculates the instantaneous rotational speed.
  • the signal receiving unit 11 is a sensor signal output from the angle sensor 4 while the motor 3 makes one rotation, and the rotation speed of the motor 3.
  • the rotation speed calculation unit 12 calculates the instantaneous rotation speed of the motor 3 based on the signal interval ⁇ T between the sensor signal S1 and the sensor signal S2, and receives a sensor signal that arrives at an interval according to the motor control unit. 13 corrects the duty ratio of the PWM signal based on the instantaneous rotational speed when the calculated change amount of the instantaneous rotational speed is equal to or greater than a specified value.
  • the duty ratio is corrected so that the output voltage of the power conversion unit 30 (inverter) becomes a value corresponding to the instantaneous rotation speed (that is, the motor induced voltage). That is, the duty ratio of the PWM signal is instantaneously corrected according to instantaneous fluctuations in the rotation speed of the motor 3 so that the voltage difference between the inverter and the motor induced voltage does not deviate from the value based on the target torque.
  • variation of the output torque of the motor 3 is suppressed, and appropriate motor control is performed. It can be performed.
  • the signal receiving unit 11 determines whether or not the monitor time interval ⁇ tm has elapsed (step S11). When the monitoring time interval ⁇ tm has elapsed (S11: Yes), it is determined whether a sensor signal has been received from the angle sensor 4 (step S12). When the sensor signal is not received (S12: No), the count number is increased by 1 (step S13), and the process returns to step S11.
  • the rotation speed calculation unit 12 calculates the instantaneous rotation speed of the motor 3 based on the count number counted between the sensor signal S1 and the sensor signal S2. (Step S14). Then, the rotation speed calculation unit 12 resets the count number to an initial value (step S15). The count number may be reset at any timing of steps S15 to S19.
  • the motor control unit 13 obtains the duty ratio and output angle of the PWM signal based on the instantaneous rotation speed calculated in step S14 and the accelerator operation amount received from the accelerator position sensor 5 (step S16). Specifically, as described with reference to FIG. 8, the duty ratio and output angle of the PWM signal are obtained by using the torque map M1, the duty ratio map M2, and the output angle map M3.
  • the motor control unit 13 determines whether or not the amount of change in the instantaneous rotation speed calculated in step S14 is equal to or greater than a specified value (step S17). In this step, for example, the current count (the count between the sensor signal S1 and the sensor signal S2) is greater than the previous count (the count between the sensor signal S2 and the sensor signal S3). This is done by determining whether it is greater (or less) than a specified value.
  • step S18 the duty ratio obtained in step S16 is corrected (step S18).
  • the correction in this step is performed by, for example, linear interpolation using the characteristic line L described above.
  • the PWM signal having the corrected duty ratio is transmitted to the inverter to control the motor 3 (step S19).
  • step S17: No when the change amount of the instantaneous rotational speed is less than the specified value (S17: No), the process proceeds to step S19 without correcting the duty ratio, and the PWM signal having the duty ratio obtained in step S16 is transmitted to the inverter.
  • the count number is used, but the signal interval may be calculated using the reception time of the sensor signal to calculate the instantaneous rotation speed. Further, when the sensor signal is not received (S12: No), the duty ratio may be acquired from the duty ratio map M2 using the latest accelerator operation amount and the instantaneous rotation speed calculated last time. Then, the characteristic straight line L may be updated using the acquired duty ratio, or the PWM signal transmitted to the power conversion unit 30 may be updated.
  • the motor 3 directly drives the wheels 8 (a so-called direct drive system), and a so-called hub damper is not provided.
  • the present invention can also be applied to such an electric vehicle.
  • the motor control unit 13 it is preferable that the motor control unit 13 gradually increase the duty ratio of the PWM signal when the electric vehicle 100 is started (at the time of low rotation) as shown in FIG. Thereby, even if it is a case of a direct drive system, the electric vehicle 100 can be started smoothly.
  • At least a part of the electric vehicle control device 1 (control unit 10) described in the above-described embodiment may be configured by hardware or software.
  • a program for realizing at least a part of the functions of the control unit 10 may be stored in a recording medium such as a flexible disk or a CD-ROM, and read and executed by a computer.
  • the recording medium is not limited to a removable medium such as a magnetic disk or an optical disk, but may be a fixed recording medium such as a hard disk device or a memory.
  • a program that realizes at least a part of functions of the control unit 10 may be distributed via a communication line (including wireless communication) such as the Internet. Further, the program may be distributed in a state where the program is encrypted, modulated or compressed, and stored in a recording medium via a wired line such as the Internet or a wireless line.
  • a communication line including wireless communication
  • the program may be distributed in a state where the program is encrypted, modulated or compressed, and stored in a recording medium via a wired line such as the Internet or a wireless line.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of Ac Motors In General (AREA)
PCT/JP2018/012745 2018-03-28 2018-03-28 駆動装置、駆動方法、駆動プログラムおよび電動車両 WO2019186757A1 (ja)

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CN201880091312.4A CN111869090B (zh) 2018-03-28 2018-03-28 驱动装置、驱动方法、驱动程序以及电动车辆
JP2020510290A JP6972305B2 (ja) 2018-03-28 2018-03-28 駆動装置、駆動方法、駆動プログラムおよび電動車両
PCT/JP2018/012745 WO2019186757A1 (ja) 2018-03-28 2018-03-28 駆動装置、駆動方法、駆動プログラムおよび電動車両
TW108110614A TWI702338B (zh) 2018-03-28 2019-03-27 驅動裝置、驅動方法、驅動程序以及電動車輛

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JPH09243668A (ja) * 1996-03-12 1997-09-19 Toshiba Corp パルス信号の瞬時値測定方法およびその測定装置
JP2003348876A (ja) * 2002-05-22 2003-12-05 Toshiba Corp インバータ装置，半導体集積回路装置及び乗算装置
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JP2013179833A (ja) * 2007-12-10 2013-09-09 Panasonic Corp 電動圧縮機および家庭用電気機器
US20160320205A1 (en) * 2015-04-29 2016-11-03 Freescale Semiconductor, Inc. Counter based circuit for measuring movement of an object

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US6534938B1 (en) * 2001-09-28 2003-03-18 Delta Electronics Inc. Method and apparatus for driving a sensorless BLDC motor at PWM operation mode
WO2016098244A1 (ja) * 2014-12-19 2016-06-23 日本精工株式会社 モータ制御装置及びそれを用いた電動パワーステアリング装置

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JPS63163281A (ja) * 1986-12-26 1988-07-06 Koyo Denshi Kogyo Kk デジタル回転計
JPH09243668A (ja) * 1996-03-12 1997-09-19 Toshiba Corp パルス信号の瞬時値測定方法およびその測定装置
JP2003348876A (ja) * 2002-05-22 2003-12-05 Toshiba Corp インバータ装置，半導体集積回路装置及び乗算装置
JP2007330037A (ja) * 2006-06-07 2007-12-20 Sharp Corp 制御装置および制御方法
JP2013179833A (ja) * 2007-12-10 2013-09-09 Panasonic Corp 電動圧縮機および家庭用電気機器
US20160320205A1 (en) * 2015-04-29 2016-11-03 Freescale Semiconductor, Inc. Counter based circuit for measuring movement of an object

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JPWO2019186757A1 (ja) 2021-02-12
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CN111869090B (zh) 2023-11-03
TW201942466A (zh) 2019-11-01
JP6972305B2 (ja) 2021-11-24

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