WO2019186758A1 - Dispositif d'attaque, procédé d'attaque, programme d'attaque et véhicule électrique - Google Patents

Dispositif d'attaque, procédé d'attaque, programme d'attaque et véhicule électrique Download PDF

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Publication number
WO2019186758A1
WO2019186758A1 PCT/JP2018/012746 JP2018012746W WO2019186758A1 WO 2019186758 A1 WO2019186758 A1 WO 2019186758A1 JP 2018012746 W JP2018012746 W JP 2018012746W WO 2019186758 A1 WO2019186758 A1 WO 2019186758A1
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WIPO (PCT)
Prior art keywords
signal
motor
output
rotational position
error
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PCT/JP2018/012746
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English (en)
Japanese (ja)
Inventor
一由希 目黒
雄大 井ノ口
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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 CN201880091333.6A priority Critical patent/CN111954978B/zh
Priority to PCT/JP2018/012746 priority patent/WO2019186758A1/fr
Priority to JP2020510291A priority patent/JP6953622B2/ja
Priority to TW108110616A priority patent/TWI689426B/zh
Publication of WO2019186758A1 publication Critical patent/WO2019186758A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D5/00—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable
    • G01D5/12—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means
    • G01D5/244—Mechanical means for transferring the output of a sensing member; Means for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for converting; Transducers not specially adapted for a specific variable using electric or magnetic means influencing characteristics of pulses or pulse trains; generating pulses or pulse trains
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
    • G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
    • 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
    • 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

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.
  • the control unit controls the motor by outputting a PWM signal having a duty ratio corresponding to a target torque or the like to an inverter that supplies AC power to the motor.
  • Patent Document 1 discloses a motor control device for suppressing the behavior of a motor from becoming unstable when shifting from detection of a rotor angle using a sensor to detection of a rotor angle without a sensor. Is described.
  • the controller of the drive device calculates an output angle (advance angle, retard angle) using the rotation speed of the motor, and outputs a PWM signal to the inverter at a timing based on the calculated output angle.
  • the control unit calculates the rotational speed of the motor using signals output from a plurality of rotational position sensors provided in association with each phase of the motor. From the rotational position sensor, a rising edge signal or a falling edge signal (hereinafter, collectively referred to as “sensor signal”) is output for each predetermined electrical angle.
  • the present invention provides an electric vehicle control device, an electric vehicle control method, an electric vehicle control program, and an electric vehicle capable of performing appropriate motor control even when there is an error in the mounting position of the rotational position sensor. With the goal.
  • the drive device is A signal receiver that receives signals that are output from a plurality of rotational position sensors provided in a motor that drives a load and that arrives at intervals according to the rotational speed of the motor; A signal interval for calculating a signal interval between the reception time of the first signal and the reception time of the second signal when the signal reception unit receives the second signal after receiving the first signal.
  • a calculation unit An output angle calculation unit that calculates an output angle of a PWM signal for controlling an inverter that supplies AC power to the motor based on the rotation speed and target torque of the motor;
  • An attachment error acquisition unit for acquiring an error in the attachment position of each rotational position sensor; Before the signal receiving unit receives the third signal that arrives next to the second signal, the PWM signal based on the signal interval, the output angle, and the error associated with each rotational position sensor.
  • a timing determination unit for determining an output timing time;
  • a motor control unit that outputs a PWM signal to the inverter when the output timing time has elapsed since the reception of the third signal; It is characterized by providing.
  • the motor has a first phase, a second phase, and a third phase;
  • the plurality of rotational position sensors include a first rotational position sensor corresponding to the first phase, a second rotational position sensor corresponding to the second phase, and a third corresponding to the third phase.
  • Rotational position sensor The first signal is output from the first rotational position sensor, The second signal is output from the second rotational position sensor, The third signal is output from the third rotational position sensor,
  • the mounting error acquisition unit calculates a first error related to the first rotational position sensor, a second error related to the second rotational position sensor, and a third error related to the third rotational position sensor. Acquired,
  • the timing determination unit Correcting the signal interval based on the first error and the second error; Correcting the output angle based on the third error;
  • the output timing time may be calculated by multiplying the corrected signal interval by a time corresponding to the corrected output angle.
  • the motor has a first phase, a second phase, and a third phase;
  • the plurality of rotational position sensors include a first rotational position sensor corresponding to the first phase, a second rotational position sensor corresponding to the second phase, and a third corresponding to the third phase.
  • Rotational position sensor The first signal is output from the first rotational position sensor, The second signal is output from the second rotational position sensor, The third signal is output from the third rotational position sensor,
  • the mounting error acquisition unit calculates a first error related to the first rotational position sensor, a second error related to the second rotational position sensor, and a third error related to the third rotational position sensor. Acquired, The driving apparatus according to claim 1, wherein the timing determination unit calculates the output timing time according to the following equation.
  • ⁇ T is the signal interval
  • AS1 is the first error
  • AS2 is the second error
  • AS3 is the third error
  • ⁇ is the electrical angle of the motor
  • DEG is the output angle
  • the signal interval calculating unit multiplies the count number counted for each monitor time interval from the reception of the first signal to the reception of the second signal by multiplying the signal interval by the monitor time interval. May be calculated.
  • the signal interval calculation unit may reset the count number after calculating the signal interval.
  • the output angle calculation unit searches for an output angle map indicating a relationship among the target torque of the motor, the rotational speed of the motor, and the output angle of the PWM signal, using the target torque and the rotational speed of the motor. By doing so, the output angle may be acquired.
  • the signal interval calculation unit may calculate the output angle using an instantaneous rotation speed obtained by the following equation as a rotation speed of the motor.
  • n 60000 / ( ⁇ T ⁇ Np)
  • n is the instantaneous rotational speed [rpm] of the motor
  • ⁇ T is the signal interval [mSec]
  • Np is a sensor signal received by the signal receiving unit while the motor makes one rotation at an electrical angle. Is the number of
  • the output angle calculation 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 and the rotational speed of the motor. By doing so, the duty ratio of the PWM signal may be acquired.
  • the signal received by the signal receiving unit may be a rising edge signal and a falling edge signal of pulse signals output from the plurality of rotational position sensors.
  • the error may be a value obtained based on the rotational position of the motor at the timing when the signal is output from the rotational position sensor.
  • the error may be an average value of values obtained by rotating the motor a plurality of times.
  • 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 step of receiving a signal that is output from a plurality of rotational position sensors provided in a motor that drives a load and that arrives at intervals according to the rotational speed of the motor; When the signal interval calculation unit receives the second signal after the signal reception unit receives the first signal, the signal interval calculation unit receives a signal between the reception time of the first signal and the reception time of the second signal.
  • An output angle calculation unit Calculating an interval;
  • An output angle calculation unit calculating an output angle of a PWM signal for controlling an inverter that supplies AC power to the motor based on a rotation speed and a target torque of the motor;
  • An attachment error obtaining unit obtaining an error of the attachment position of each rotational position sensor;
  • a timing determination unit based on the signal interval, the output angle, and the error associated with each rotational position sensor until the signal reception unit receives a third signal that arrives next to the second signal; Determining the output timing time of the PWM signal;
  • the drive program is: A step of receiving a signal that is output from a plurality of rotational position sensors provided in a motor that drives a load and that arrives at intervals according to the rotational speed of the motor;
  • the signal interval calculation unit receives the second signal after the signal reception unit receives the first signal, the signal interval calculation unit receives a signal between the reception time of the first signal and the reception time of the second signal.
  • An output angle calculation unit Calculating an interval; An output angle calculation unit calculating an output angle of a PWM signal for controlling an inverter that supplies AC power to the motor based on a rotation speed and a target torque of the motor; An attachment error obtaining unit obtaining an error of the attachment position of each rotational position sensor; A timing determination unit based on the signal interval, the output angle, and the error associated with each rotational position sensor until the signal reception unit receives a third signal that arrives next to the second signal; Determining the output timing time of the PWM signal; A step of outputting a PWM signal to the inverter when the output timing time has elapsed since the motor control unit received the third signal; Is executed on the computer.
  • the rotational position sensor mounting position of each phase is determined. Even if there is an error, appropriate motor control can be performed.
  • 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. It is a figure for demonstrating the error of the attachment position of an angle sensor. It is a flowchart for demonstrating an example of the electric vehicle control method which concerns on embodiment.
  • 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 used by the control unit 10 and a program for operating the control unit 10.
  • the storage unit 20 stores various maps such as a torque map, and information such as an error in the mounting position of the angle sensor.
  • the storage unit 20 is, for example, a nonvolatile semiconductor memory, but is not limited to this.
  • 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 4u provided in association with the U-phase of the motor 3, a V-phase angle sensor 4v provided in association with the V-phase of the motor 3, And a W-phase angle sensor 4w provided in association with the W-phase of the motor 3.
  • 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.
  • angle sensors 4u, 4v, 4w are not limited to the example shown in FIG.
  • the angle sensors 4u, 4v, 4w may be arranged in the vicinity of the motor coils of each phase (U, V, W), or may be arranged between the motor coils.
  • 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.
  • FIG. 4 shows a case where there is no error in the mounting position of the angle sensors 4u, 4v, 4w.
  • 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.
  • the output angle changes according to the rotational speed of the motor 3 and the target torque as will be described later.
  • 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 signal interval calculation unit 12, an output angle calculation unit 13, an attachment error acquisition unit 14, a timing determination unit 15, and a motor control unit 16. have.
  • the processing in each unit of the control unit 10 can be realized by software (program).
  • the signal receiving unit 11 receives signals that are output from angle sensors 4 u, 4 v, 4 w provided in association with each phase of the motor 3 and arrive at intervals corresponding to the rotational speed of the motor 3. .
  • the signal received by the signal receiving unit 11 is a sensor signal (that is, a rising edge signal or a falling edge signal of a pulse signal) output from the U-phase angle sensor 4u, the V-phase angle sensor 4v, and the W-phase angle sensor 4w.
  • the signal receiving unit 11 receives a sensor signal every time the rotor 3r of the motor 3 rotates 60 degrees in 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 arrow indicating the monitoring time interval ⁇ tm is not shown after time t2.
  • 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.
  • the signal interval calculation unit 12 receives a signal interval between the reception time of the first signal and the reception time of the second signal. (Also called time between sensors) is calculated.
  • the signal interval calculation unit 12 receives the next sensor signal S2 after the signal reception unit 11 receives the sensor signal S1, the interval between the sensor signal S1 and the sensor signal S2 is received.
  • a signal interval ⁇ T is calculated.
  • the signal interval ⁇ T is a time interval between the reception time t1 of the sensor signal S1 and the reception time t2 of the sensor signal S2.
  • the sensor signal S1 is a signal output from the V-phase angle sensor 4v (first rotational position sensor), and the sensor signal S2 is output from the U-phase angle sensor 4u (second rotational position sensor).
  • a sensor signal S3 to be described later is a signal output from the W-phase angle sensor 4w (third rotational position sensor).
  • the signal interval calculation unit 12 uses a count number counted for each monitor time interval ⁇ tm as the signal interval ⁇ T.
  • the signal receiving unit 11 or the signal interval calculation unit 12 increases the number of counts 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 signal interval calculation unit 12 calculates the signal interval ⁇ T by multiplying the count number N counted every monitoring time interval ⁇ tm from the reception of the sensor signal S1 to the reception of the sensor signal S2 by the monitoring time interval ⁇ tm. To do.
  • the signal interval calculation unit 12 calculates the instantaneous rotation speed of the motor 3 based on the signal interval ⁇ T. Specifically, the signal interval calculation unit 12 calculates the instantaneous rotation speed of the motor 3 using the 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 signal interval calculation unit 12 calculates the instantaneous rotation speed of the motor 3 by Expression (2).
  • n 60000 / (N ⁇ tm ⁇ Np) (2)
  • n is an instantaneous rotation speed [rpm] of the motor 3
  • N is a count number counted from the reception of the sensor signal S1 to the reception of the sensor signal S2
  • ⁇ 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 signal interval calculation unit 12 may calculate an average rotation speed as the rotation speed of the motor 3.
  • the output angle calculation unit 13 calculates an output angle indicating the output timing of the PWM signal for controlling the power conversion unit 30. More specifically, the output angle calculation unit 13 calculates the output angle of the PWM signal based on the instantaneous rotation speed of the motor 3 and the target torque. Note that the output angle calculation unit 13 may calculate the output angle using the average rotation speed as the rotation speed of the motor 3 instead of the instantaneous rotation speed. In the present embodiment, the output angle calculation unit 13 also calculates the duty ratio of the PWM signal as described below.
  • the output angle calculation 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 signal interval 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 output angle calculation 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 signal interval 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 output angle calculation 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 signal interval 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 mounting error acquisition unit 14 acquires errors in the mounting positions of the angle sensors 4u, 4v, 4w of each phase. More specifically, the attachment error acquisition unit 14 reads out and acquires the error AS_u related to the U-phase angle sensor 4u, the error AS_v related to the V-phase angle sensor 4v, and the error AS_w related to the W-phase angle sensor 4w from the storage unit 20. As shown in FIG. 10, the errors AS_u, AS_v, and AS_w are angular deviation amounts [°] from the normal mounting positions (positions indicated by broken lines) of the angle sensors 4u, 4v, and 4w. Note that the error of the mounting position is not limited to the amount of angular deviation as long as it indicates the amount of positional deviation from the correct mounting position of the angle sensors 4u, 4v, 4w.
  • the errors AS_u, AS_v, AS_w are values measured in advance (for example, when the motor 3 is assembled), and are obtained based on the rotational position of the motor 3 at the timing when the sensor signals are output from the angle sensors 4u, 4v, 4w. Value.
  • sensor signals are output from the angle sensors 4u, 4v, 4w by manually rotating the motor 3.
  • an error is obtained by measuring the amount of angular deviation between the rotational position of the rotor 3r and the correct mounting position at the timing when the sensor signal is output.
  • the error is preferably an average value of values obtained by rotating the motor 3 a plurality of times.
  • the timing determination unit 15 determines the timing for outputting the PWM signal to the power conversion unit 30. More specifically, the timing determination unit 15 determines the signal interval ⁇ T, the output angle, and the error AS_u, AS_v, until the signal reception unit 11 receives the sensor signal S3 (third signal) that comes after the sensor signal S2. Based on AS_w, the output timing time to of the PWM signal is determined.
  • an actual sensor-to-sensor time can be obtained in consideration of an error in the mounting position of the angle sensors 4u and 4v.
  • the timing determination unit 15 corrects the output angle calculated by the output angle calculation unit 13 based on the error AS_w (third error) related to the W-phase angle sensor 4w. Specifically, the timing determination unit 15 corrects the output angle using Expression (4).
  • DEGa AS_w + DEG (4)
  • DEGa is the corrected output angle
  • DEG is the output angle calculated by the output angle calculator 13.
  • the timing determination unit 15 obtains a time ta corresponding to the corrected output angle DEGa by the equation (5).
  • Formula (5) is a case where an electrical angle is 60 degrees.
  • ta DEGa / 60 (5)
  • the output timing time to is a time obtained by correcting the actual inter-sensor time ⁇ Ta based on the error in the mounting position of the angle sensor related to the stage that will output the PWM signal to the inverter.
  • AS1 is an error in the mounting position of the rotational position sensor that output the first signal (AS_v in the above example)
  • AS2 is an error in the mounting position of the rotational position sensor that output the second signal (above In the example, AS_u)
  • AS3 is the error (AS_w in the above example) of the mounting position of the rotational position sensor that has output the third signal
  • ⁇ is the electrical angle of the motor 3
  • DEG is the output angle calculation unit 13 is an output angle calculated by 13.
  • the motor control unit 16 controls the motor 3 by outputting a PWM signal having the calculated duty ratio to the power conversion unit 30. More specifically, when the signal receiving unit 11 receives the sensor signal S3 that arrives next to the sensor signal S2 from the W-phase angle sensor 4w, the motor control unit 16 passes the output timing time to after the sensor signal S3 is received. When this happens, a PWM signal is output to the power converter 30. That is, as shown in FIG. 7, the motor control unit 16 outputs the PWM signal to the power conversion unit 30 at time t4 when the output timing time to has elapsed since the sensor signal S3 was received.
  • the motor control unit 16 when receiving the sensor signal S3, the motor control unit 16 sets a timer value corresponding to the output timing time in a timer (not shown) included in the control unit 10. When the timer times out, the PWM signal is transmitted to the power conversion unit 30.
  • the duty ratio of the output PWM signal may be a value acquired by the output angle calculation unit 13 after receiving the sensor signal S3.
  • the PWM signal having the duty ratio acquired from the duty ratio map M2 as described above is output to the power conversion unit 30 at an output timing that takes into account errors in the mounting positions of the angle sensors 4u, 4v, 4w. Thereby, the motor 3 can be controlled to generate a desired torque without reducing the efficiency of the motor 3.
  • the timing determination unit 15 receives the sensor signal from the W-phase angle sensor 4w or the V-phase angle sensor 4v. In the case of reception, the same processing may be performed to calculate the output timing time. For example, when the sensor signal S3 is received from the W-phase angle sensor 4w, the timing determination unit 15 calculates a signal interval between the sensor signal S2 and the sensor signal S3, and uses an error related to the U-phase angle sensor 4u as the error AS1.
  • the output timing time is calculated by the equation (7).
  • the motor control unit 16 receives the sensor signal from the V-phase angle sensor 4v, the motor control unit 16 outputs the PWM signal to the power conversion unit 30 after the output timing time has elapsed since the reception of the sensor signal.
  • the above-described output timing time calculation process is performed in a stage before the stage where transmission of the PWM signal is started.
  • the application of the above method is not limited to the PWM signal, and the timing at which the ON control signal for turning on the semiconductor switches Q1 to Q6 is output to the inverter may be calculated and determined by the above method.
  • the signal interval calculation unit 12 calculates the signal interval that is the time interval between the sensor signal S1 and the sensor signal S2, and the output angle calculation unit 13
  • the output angle of the PWM signal for controlling the power conversion unit 30 is calculated, and the attachment error acquisition unit 14 acquires the error of the attachment position of the angle sensors 4u, 4v, 4w.
  • the timing determination unit 15 determines the output timing time of the PWM signal based on the signal interval, the output angle, and the error relating to each angle sensor 4u, 4v, 4w, and the motor control unit 16 receives the sensor signal S3.
  • the PWM signal is output to the power conversion unit 30 after the output timing time has elapsed.
  • the PWM signal is output at the output timing determined in consideration of the error in the mounting position of the angle sensors 4u, 4v, 4w provided in association with each phase of the motor 3. For this reason, even when there is an error in the mounting positions of the angle sensors 4u, 4v, 4w, accurate PWM control according to the rotational position of the rotor 3r can be performed. Therefore, according to the present embodiment, the motor 3 can be appropriately controlled, and the efficiency of the motor can be improved. Further, since the efficiency of the motor 3 is improved, the load of the battery 2 is reduced, so that the deterioration of the battery 2 can be suppressed.
  • 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 signal interval calculation unit 12 calculates the count number counted between the sensor signal S1 and the sensor signal S2 as the signal interval ⁇ T, and calculates the count number. Reset to the initial value (step S14). In this step, the signal interval calculation unit 12 calculates the instantaneous rotation speed of the motor 3 according to Equation (2). The count number may be reset at any timing of steps S15 to S19.
  • the output angle calculation 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 S15). 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 attachment error acquisition unit 14 acquires errors in the attachment positions of the angle sensors 4u, 4v, 4w of each phase (step S16).
  • the timing determination unit 15 determines the timing for outputting the PWM signal to the power conversion unit 30 (step S17). Specifically, before the signal receiving unit 11 receives the sensor signal S3, the output timing time to of the PWM signal is determined based on the signal interval ⁇ T, the output angle, and the errors AS_u, AS_v, AS_w.
  • the motor control unit 16 determines whether it is the output timing (step S18). Specifically, it is determined whether or not the output timing time determined in step S17 has elapsed since the sensor signal S3 was received. When it is determined that the output timing is reached (S18: Yes), the motor control unit 16 transmits a PWM signal to the power conversion unit 30 (inverter) (step S19).
  • the output timing of the PWM signal is determined in consideration of the error in the mounting position of the angle sensors 4u, 4v, 4w, so even if there is an error in the mounting position of the angle sensors 4u, 4v, 4w.
  • Appropriate motor control can be performed.
  • 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 PWM signal transmitted to the power conversion unit 30 may be updated using the acquired duty ratio.
  • 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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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)

Abstract

Selon un mode de réalisation, l'invention concerne un dispositif d'attaque comprenant : une unité de réception de signal 11 pour recevoir des signaux de capteur délivrés par des capteurs d'angle 4u, 4v, 4w ; une unité de calcul d'intervalle de signal 12 pour calculer un intervalle de signal ΔT entre un signal de capteur S1 et un signal de capteur S2 ; une unité de calcul d'angle de sortie 13 pour calculer un angle de sortie d'un signal PWM sur la base de la vitesse de rotation et du couple cible d'un moteur 3 ; une unité d'acquisition d'erreur de fixation 14 pour acquérir les erreurs AS_u, AS_v, AS_w des positions de fixation des capteurs d'angle respectifs ; une unité de détermination de temporisation 15 pour déterminer le temps de temporisation de sortie to du signal PWM sur la base de l'intervalle de signal ΔT, de l'angle de sortie et des erreurs AS_u, AS_v, AS_w ; et une unité de commande de moteur 16 pour délivrer en sortie le signal PWM lorsque le temps de temporisation de sortie to s'est écoulé après la réception d'un signal de capteur S3.
PCT/JP2018/012746 2018-03-28 2018-03-28 Dispositif d'attaque, procédé d'attaque, programme d'attaque et véhicule électrique WO2019186758A1 (fr)

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CN201880091333.6A CN111954978B (zh) 2018-03-28 2018-03-28 驱动装置、驱动方法以及电动车辆
PCT/JP2018/012746 WO2019186758A1 (fr) 2018-03-28 2018-03-28 Dispositif d'attaque, procédé d'attaque, programme d'attaque et véhicule électrique
JP2020510291A JP6953622B2 (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
TW108110616A TWI689426B (zh) 2018-03-28 2019-03-27 驅動裝置、驅動方法、驅動程式以及電動車輛

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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
JP2007330037A (ja) * 2006-06-07 2007-12-20 Sharp Corp 制御装置および制御方法
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CN111954978B (zh) 2024-01-05
JP6953622B2 (ja) 2021-10-27
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TW201945219A (zh) 2019-12-01
TWI689426B (zh) 2020-04-01

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