JP3347055B2 - Electric vehicle control device and control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electric vehicle control device and control method for controlling a synchronous motor.

[0002]

2. Description of the Related Art In the related art, for example,
As disclosed in Japanese Patent No. 14194, in a method of controlling a synchronous motor, a method of compensating for a loss or an ineffective component caused by the speed of the synchronous motor and generating a current command to improve the accuracy of output torque. Is disclosed.

[0003]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
According to the technology disclosed in Japanese Patent No. 4194, the magnetic pole position detector of the synchronous motor is used as information for compensating for a loss or an ineffective component due to the speed of the synchronous motor. This magnetic pole position detector is mounted after adjusting the positioning according to the magnetic pole of the synchronous motor or the waveform of the induced voltage, and the mounting accuracy of the magnetic pole position detector and the generation of the magnetic pole position signal are directly output torque. Therefore, a highly accurate object is required because it affects the accuracy of the object. However, the detector that generates the magnetic pole position signal with high accuracy is expensive,
In the actual mounting on the synchronous motor, if the magnetic pole position and the magnetic pole position signal are adjusted and mounted correctly in the forward rotation state, the magnetic pole position signal will be generated in the reverse rotation due to mechanical mounting, eccentricity, or electrical error. It is difficult to generate the magnetic pole position at an accurate cycle, and as a result, the magnetic pole position and the magnetic pole position signal may be shifted in the reverse rotation.

FIG. 2 shows the relationship between the induced voltage waveform of the synchronous motor and the magnetic pole position signal. Magnetic pole position signal, the synchronous motor is the zero cross point of the induced voltage waveform at the time of forward rotation is equipped with adjusted so that the rising of the magnetic pole position signal. At this time, the magnetic pole position signal is not completely synchronized with one cycle of the induced voltage waveform due to factors such as eccentricity, mounting accuracy, and electrical detection characteristics of the sensor mounted on the rotating shaft. In some cases, the zero-cross points do not always coincide with each other, and the ratio between the high time and the low time of the signal may not always be 50%. Usually, since the magnetic pole position is an absolute position of one cycle, this signal is usually used for control to correct the magnetic pole position using the rise of the magnetic pole position signal as a trigger. Here, in the normal rotation state, the induced voltage waveform and the rise of the magnetic pole position signal match, so that correct correction can always be performed. However, if allowed anyway reverse the synchronous motor, now unlike when the rising timing of the magnetic pole position signal is normal rotation, offset only magnetic pole position ΔP is the induced voltage waveform i.e. the correct magnetic pole position and the magnetic pole position signal when the signal rises It will rotate in the state. This is because the period of the induced voltage waveform and the period of the magnetic pole position signal do not match, and the ratio of the signal is not 50%. In this state, the magnetic pole position is synchronized in synchronization with the rise of the signal as in the case of normal rotation. When the correction is made, the position is deviated from the actual induced voltage as a reference, so that the magnetic pole position recognized in the control and the actual magnetic pole position of the synchronous motor are shifted, which causes a decrease in torque accuracy.

[0005] Thus, in the conventional art, the detection accuracy is had of the magnetic pole position at forward rotation and reverse rotation of the synchronous motor using a different magnetic pole position detection signal position, the control only by the forward rotation and reverse rotation and If the same control was performed in symmetry, the result that a result of the magnetic pole is displaced to the actual magnetic pole position in case of reverse rotation as the torque even if the same kind of compensation in forward rotation and reverse rotation occurs is different As a result, the case where the same torque accuracy is required in the forward rotation and the reverse rotation was not considered.

SUMMARY OF THE INVENTION An object of the present invention is to provide an electric vehicle control device capable of obtaining equivalent torque accuracy in forward rotation and reverse rotation without using a highly accurate magnetic pole position detector.

[0007]

SUMMARY OF THE INVENTION The control device for an electric vehicle according to the present invention achieves the above-mentioned objects.
Current command calculating means for calculating a current command based on a torque command for the synchronous motor and signals on the rotation direction and the magnetic pole position of the synchronous motor; andvector control calculating means for vector-controlling the synchronous motor based on the current command. In the synchronous motor control device provided with:
The synchronous motor has a plurality of operation patterns so as to obtain the same torque accuracy in the forward rotation and the reverse rotation, and selects the operation pattern according to the rotation direction of the synchronous motor to calculate the current command. It is characterized by the following.

Another feature of the present invention is that current command calculating means for calculating a current command based on a torque command for the synchronous motor and signals on the rotation direction and the magnetic pole position of the synchronous motor, and the synchronous command based on the current command. An operation of determining which of a plurality of operation modes is distinguished by a positive or negative of the torque command and a rotation direction of the synchronous motor, in the control device for a synchronous motor including a vector control operation unit that performs vector control of the motor. A mode determining unit, wherein the current command calculating unit has a predetermined operation pattern for each of the operation modes, and based on a determination result of the operation mode determining unit, outputs the current command in an operation pattern corresponding to the operation mode. It is in calculating.

Another feature of the present invention is an accelerator device that converts a direction selection signal, which is a signal of a traveling direction selection means for a driver to select a traveling direction of a vehicle, and an operation of the driver and transmits the signal as a signal. Wherein the operation mode determination means generates the torque command having a positive value when the direction selection signal input to the torque command calculation means is forward, and the accelerator device is depressed, and When the rotation direction of the motor is reverse rotation, forward power running, the direction selection signal input to the torque command calculation means is reverse, and when the accelerator device is depressed, the torque command having a negative value is provided. Is generated, and when the rotation direction of the synchronous motor is the forward rotation, it is determined that the motor is in reverse powering, and the current command calculation unit determines the forward powering and the operation mode of the reverse powering. It is to calculate the torque current command and a field current command.

According to the present invention, there are provided a plurality of operation patterns in which the same torque accuracy can be obtained by the forward rotation and the reverse rotation of the synchronous motor, and the operation patterns are selected according to the rotation direction of the synchronous motor. Since the current command is calculated in this way, even if a highly accurate magnetic pole position detector is not adjusted and mounted with high accuracy, the same torque accuracy can be secured in the forward rotation and the reverse rotation without lowering the torque accuracy.

[0011]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of an electric vehicle control apparatus according to an embodiment of the present invention.

FIG. 1 is a diagram showing a basic configuration of a control device for an electric vehicle according to an embodiment of the present invention. The control device of the electric vehicle includes an accelerator device 1 for converting a driver's intention into an electric signal, a traveling direction selecting unit 2, a brake detecting unit 3,
These signals are input to the torque command calculation means 4 inside the control means 7. The torque command calculating means 4 calculates a torque command value 5 which is a value of the torque generated by the synchronous motor 9 based on the input signal, and transmits it to the operation mode determining means 10. On the other hand, the synchronous motor 9 is provided with a magnetic pole position detecting means 11 and a rotation detecting means 12. The magnetic pole position detecting means 11 is a signal corresponding to the position of the magnetic pole of the synchronous motor 9. A signal corresponding to the rotation speed is generated and transmitted to the control means 7. Inside the control means 7, the magnetic pole position calculating means 15 and the rotational speed calculating means 16 determine the magnetic pole position 17 and the rotational speed
Signal .

[0013] Torque instruction value 5 and the accelerator apparatus 1, the direction selection means 2, the brake signal detection unit 3, rotation speed 18 signals the operation mode determining means input to the operation mode i.e. powering of the electric car 10 respectively, regeneration And determine
The operation mode signal 6 is input to the current command calculator 19.
The current command calculating means 19 is of a configuration corresponding to an operation mode. In the current command calculating means, the synchronous motor 9 is supplied to the synchronous motor 9 based on the signal of the torque command value 5, the magnetic pole position 17, the rotation speed 18 and the information of the operation mode signal 6. A command value of a current to be supplied to generate a torque is calculated, and this is output as a torque current command value 23 and a field current command value 22 .

At this time, the current command calculation means 19 performs a process based on the operation mode signal 6 to calculate the current command from a map prepared for each mode. The torque current command value 22 and the field current command value 23 are input to the vector control calculating means 20, where the PWM signal generating means 21
A voltage command value 24 for transmitting the computed by a vector control calculation. In the PWM signal generating means 21, the voltage command value 24
Signal 2 for driving power conversion means 8 based on
5 to operate the power conversion means 8. The power conversion means 8 converts the power of the power supply 27 based on the PWM signal 25, supplies AC power to the synchronous motor 9, and causes a current to flow through the synchronous motor 9 to generate torque. The current flowing through the synchronous motor 9 is fed back to the current command calculating means 19 as a current detection signal 28 by the current detecting means 26 (hereinafter, the command means a command value).

With such a configuration, the operation mode determining means 1 is based on the driver's intention or operation and a signal such as the speed or direction of rotation of the synchronous motor 9 actually.
The operation mode can be determined based on 0, and a current command corresponding to the operation state or situation can be calculated.

FIG. 3 is a diagram showing the details of the current command calculating means of the control device for an electric vehicle according to the present invention. The torque command value 5 and the operation mode signal 6 are input to the current command calculating means 19 described in FIG.
Nm (18) is also input. In the current command calculation means 19,
Based on these input signals, a torque current command value 23 (Iq ^* ) and a field current command value 22 (Id ^* ) are calculated and output from the Id map 29 and the Iq map 30. This Id map 2
9 and the Iq map 30 are provided with a plurality of types of maps according to the operation mode of the electric vehicle. Based on the operation mode signal 6, a map corresponding to the operation state and the torque current command value 23 are used. The configuration is such that the field current command value 22 is calculated.

FIG. 4 shows the contents of the operation mode judgment by the operation mode judgment means 10 in the electric vehicle control device of the present invention. The operation mode is the traveling direction selecting means 2
Is a signal indicating whether the vehicle is moving forward or backward, whether the accelerator device 1 is depressed (ON) or released (OFF),
It can be classified according to whether the rotation direction of the motor is normal rotation or reverse rotation. As shown in FIG. 4, when the direction selecting means 2 is selected to be forward, the motor operates in the forward power mode when the motor is rotating forward and the accelerator is on, and operates in the regeneration mode when the accelerator is off. When the motor is in reverse rotation and the accelerator is on, the motor runs forward, and when the accelerator is off, there is no intention to run and the vehicle is running backward in the forward selection state, so the operation state is coasting. When the direction selecting means 2 is selected to reverse, the motor runs in the normal direction and the accelerator is on, the vehicle runs in reverse, and when the motor is off, the vehicle runs in the reverse direction. When the electric motor rotates in the reverse direction and the accelerator is on, reverse operation is performed, and when the accelerator is off, regenerative operation is performed. As described above, the operation mode is configured to be distinguished according to the signal of the traveling direction selection means 2, the signal of the accelerator device 1, and the rotation direction of the electric motor.

FIG. 5 is a diagram showing a relationship between torque characteristics corresponding to each operation mode as an operation pattern in the control device for an electric vehicle according to the present invention. In four quadrants of the indicated area in FIG. 5, lines Shoriki in the case of forward rotation in forward selection, operate to perform regenerative operation when the forward rotation and the accelerator off forward selection. In the case of reverse rotation in reverse selection, reverse power running, and in the case of accelerator off in reverse selection, regenerative operation. Also,
In the case of forward selection, when the motor is running in reverse, and in the case of reverse selection, if the motor is running forward, the operation will be in a downhill state such as starting on a slope. In the case of reverse selection, the motor is operated so as to generate the same torque as in the case of reverse power running.

FIG. 6 shows an example of an operation pattern corresponding to an operation mode in the electric vehicle control device of the present invention.
It is a figure showing allocation of a current command calculation map to each operation mode. The modes in which the motor is driven by generating a torque by passing a current through the motor are three modes of the forward power running, the reverse power running, and the regenerative operation among the operation modes described above. It can be classified into 6 modes depending on whether it is reverse or reverse. At this time, the current command calculation means 19
According to the mode, the modes (1) and ( 3 ) are maps for forward power running, the modes (2) and (4) are maps for reverse running, the mode (5) is a map for forward running and the mode (6) is reverse running. The torque current command value 23 and the field current command value 22 are calculated using the map for use. For each of these four maps, a map adjusted in accordance with the forward and reverse magnetic pole position signals described above with reference to FIG. 2 is prepared. In other words, the map is adjusted and created based on the operation when the induced voltage waveform and the rise of the magnetic pole position signal coincide with each other in the forward rotation, and the map is prepared in anticipation of the state in which the induced voltage waveform and the rise of the magnetic pole position signal deviate during the reverse rotation. Prepare by adjusting. By configuring as above, the magnetic pole position signal in the forward and reverse rotation is in the case that deviate the configuration also prepared a map in anticipation the deviation Oa et beforehand, to absorb the deviation in the control By operating in such a corrected form, a current command according to the operation mode can be calculated.

FIG. 7 is a flowchart showing an example of the operation mode determination processing in the operation mode determination means 10 of the control device for an electric vehicle according to the present invention. First, in (a),
It is determined whether the torque command τ ^* is a positive value. When the value is a positive value (b), the process proceeds to a negative value (d). In (b), the normal / reverse rotation direction of the motor is checked. If it is normal rotation, since the torque command is a positive value and the motor rotation direction is also normal rotation, the operation mode is determined to be (c) forward power running. (B)
If the motor rotation direction is reversed, it is further checked at (f) whether the accelerator is depressed. If the accelerator is depressed, the motor should be operated in power running, and the motor is rotating in the opposite direction. If the accelerator is off, it means that the driver is off the accelerator, it can be determined that there is no intention to accelerate or run, and the motor rotation is reversed, and the torque command τ ^* is a positive value. In h), it is determined that the regeneration is reverse. If the torque command τ ^* is a negative value in (a), the process proceeds to (d). Determine the forward and reverse (d) in the rotating direction of the motor, if reverse motor rotation is reversed, it is determined that the reverse power running since the torque command tau ^* also negative values. If the rotation direction of the motor is normal, the on / off state of the accelerator is further checked in (e) . When the accelerator is depressed, it is determined that the engine is in the forward rotation mode (j), and when the accelerator is not depressed, it is determined that the engine is in the forward rotation in (i). By determining such an operation mode, an appropriate current command map can be used based on the determination result of each operation mode.

Next, FIGS. 8 and 9 show examples of a current command map in the control device for an electric vehicle according to the present invention. FIG. 8 shows a typical example of the torque current command Iq ^* , and FIG. 9 shows a typical example of the field current command Id ^* . Each of the current command is a motor rotation speed Nm and the torque command tau ^* More determined value, depending on the motor rotation speed Nm and the torque command ^{τ *, τ1 *, τ2 *} ·
·· τn to ^*, it determines the characteristics so as to draw a curve of the characteristics as shown in FIG. This is determined by the characteristics of each motor.

The torque current command Iq ^{* in} FIG. 8 generally has a characteristic that the larger the torque command τ ^{*, the} larger the command, and the larger the motor speed Nm, the larger the value.

The field current command Id 9 ^* is synchronized if the electric motor for vector control, because the field current command Id ^*, which is used for performing the field weakening current command itself has a negative value The characteristics are determined as follows. Field current command Id
^* Similarly becomes larger command as torque command tau ^* increases, which is to become an increasing value as the motor rotation speed Nm is higher.

FIGS. 10 and 11 are diagrams showing the configuration of a current command map in the control device for an electric vehicle according to the present invention. The torque current command Iq ^* and the field current command Id ^* shown in FIGS. 8 and 9 are replaced with the configurations shown in FIGS. 10 and 11 on the current command map in the present invention. First, the map of the torque current command Iq ^{* in} FIG. 10 shows the data of the current command to be arranged in a grid provided with an arbitrary division on an axis in which the horizontal axis indicates the motor rotation speed and the vertical axis indicates the torque command τ ^*. Is arranged as As the current command, n grids (number of divisions) according to the torque command τ ^* and m grids (number of divisions) according to the motor rotation speed Nm are prepared, and the command value is I in the grid.
q 1-1-1 to Iq It is in a form arranged up to 1-nm. On this map, the torque current command Iq ^* is calculated using the data of the grid position corresponding to the torque command τ ^* and the motor rotation speed Nm.

At this time, a calculation is performed so that the numerical value continuously changes between each data, and a torque current command Iq ^* is generated. Similarly, the field current command Id ^* is configured such that the command values are arranged from Id1-11 to Id1-nm, and the field current command Id ^* is generated by the same calculation as the calculation of the torque current command Iq ^* .

The torque current command I arranged on this map
q ^* : Iq 1-11-Iq 1-nm and field current command I
d ^* : Id 1-1-1 to Id 1-nm are created by writing values adjusted so that the actual synchronous motor generates torque with high accuracy with respect to the torque command τ ^* and the motor speed Nm.

The electric vehicle control device of the present invention prepares the maps shown in FIGS. 10 and 11 in each operation mode for each mode as follows.

Forward power running: Torque current command Iq ^* : Iq 1-11-Iq 1-nm Field current command Id ^* : Id 1-1-1-Id 1-nm Reverse power running: Torque current command Iq ^* : Iq 2- 11 to Iq 2-nm Field current command Id ^* : Id 2-11 to Id 2-nm Forward rotation regeneration: Torque current command Iq ^* : Iq 3-11 to Iq 3-nm Field current command Id ^* : Id 3 −11 to Id 3-nm Reverse regeneration: torque current command Iq ^* : Iq 4-11 to Iq 4-nm Field current command Id ^* : Id 4-11 to Id 4-nm (symbols correspond to FIG. 3) Thus, by using an appropriate current command map based on the operation mode determination result, torque can be generated with high accuracy in any operation mode. In other words, as described above, in each operation mode, a map is separately prepared for each mode, and a command value at which torque is accurately generated in each operation mode is extracted by actual machine adjustment, set, and used. Even in a mode other than the forward power running mode, torque can be generated accurately even when the detection accuracy of the magnetic pole position sensor or the like is reduced or changed.

Instead of a calculation map of a current command or the like for giving an operation pattern corresponding to each operation mode, a calculation of a current command or the like for obtaining equivalent torque accuracy in forward rotation and reverse rotation of the synchronous motor is performed. A function for performing this may be used.

The present invention is not limited to the example of the electric vehicle described above, and can be widely applied to the control of the forward and reverse rotation of the synchronous motor using the signal of the magnetic pole position.

[0031]

According to the present invention, there are provided a plurality of operation patterns in which the same torque accuracy can be obtained by the forward rotation and the reverse rotation of the synchronous motor, and the operation patterns are changed according to the rotation direction of the synchronous motor. Since the current command is selected and the current command is calculated, the operation mode of the electric vehicle is determined even when the signal of the magnetic pole position provided in the synchronous motor does not accurately match the induced voltage. By switching the map for calculating the current command between forward rotation and reverse rotation, torque can be generated in anticipation of the deviation of the magnetic pole position signal with respect to the induced voltage. The same torque accuracy can be secured by reverse rotation.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a basic configuration of a control device for an electric vehicle according to an embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between an induced voltage waveform of a synchronous motor and a magnetic pole position signal.

FIG. 3 is a diagram showing details of a current command calculating means in the control device of FIG. 1;

FIG. 4 is a diagram showing operation mode determination content in the electric vehicle control device of the present invention.

FIG. 5 is a diagram showing a relationship between torque characteristics corresponding to operation modes in the control device for an electric vehicle according to the present invention.

FIG. 6 is a diagram showing an example of assignment of a current command calculation map corresponding to each operation mode as an example of an operation pattern corresponding to an operation mode in the control device for an electric vehicle of the present invention.

FIG. 7 is a flowchart showing an example of an operation mode determination process in the operation mode determination means 10 of the electric vehicle control device of the present invention.

FIG. 8 is a diagram illustrating a representative form of a torque current command Iq ^* of a current command in the control device of the present invention.

FIG. 9 is a diagram showing a typical form of a field current command Id ^* of a current command in the control device of the present invention.

FIG. 10 is a diagram showing a configuration example of a current command map of FIG. 8;

FIG. 11 is a diagram showing a configuration example of a current command map of FIG. 9;

[Description of Signs] 1 ... Accelerator device 2 ... Progress direction selecting means 3
... brake detection means, 4 ... torque command calculation means, 5 ... torque command, 6 ... operation mode signal, 9
... Synchronous motor, 10 ... Operation mode determining means, 1
1 ... magnetic pole position detecting means, 13 ... magnetic pole position signal,
19: current command calculation means, 22: torque current command, 23: field current command, 29: Id map,
30 ... Iq map

──────────────────────────────────────────────────続 き Continuation of the front page (72) Minoru Kancho 2520 Takada, Hitachinaka-shi, Ibaraki Pref. Hitachi, Ltd. Automotive Equipment Division (56) References JP-A-6-14401 (JP, A) Hei 8-9508 (JP, A) JP-A-62-247785 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) H02P 5/408-5/412 H02P 7/628-7 / 632 H02P 21/00 B60L 1/00-3/12 B60L 7/00-13/00 B60L 15/00-15/42 JICST file (JOIS)

Claims (3)

(57) [Claims] A synchronous motor for driving an electric vehicle; rotation detecting means for detecting rotation of the synchronous motor; magnetic pole position detecting means for detecting a magnetic pole position of the synchronous motor; and current detecting means for the synchronous motor. A control apparatus for an electric vehicle, comprising: a vector control operation unit that performs vector control of the synchronous motor, wherein the magnetic pole position detection unit matches a phase of an induced voltage when the synchronous motor is based on a forward rotation side. and magnetic pole position detection means for detecting the provided magnetic pole position to said induced in rotation the synchronous motor is in reverse rotation when the magnetic pole position detecting means is provided on the basis of the forward side of said synchronous motor The torque generated at the time of reverse rotation caused by the phase shift between the voltage and the detection signal by the magnetic pole position detecting means is in the forward rotation direction.
A current command calculation means and a current command map composed from the torque current command value and the field current command value to the corrected to be equal to torque the synchronous motor, wherein in response to the rotation direction of the synchronous motor current the vector control calculating unit and a vector control calculating means for performing vector control and the torque current command value obtained and the field current command value as an input signal from said current command calculation means together with obtaining a command value from the command map A forward / reverse control of the drive synchronous motor based on the output of the electric vehicle. 2. The current command map according to claim 1, wherein the current command map comprises a forward rotation power running current command map and a forward rotation regenerative current command map for forward rotation of the synchronous motor, and A control device for an electric vehicle, comprising: a reverse rotation powering current command map corrected based on rotation and a reverse rotation regenerative current command map. 3. A claim 2, current command map of the synchronous motor, a positive pre-Symbol the torque command value and the normal rotation or reverse rotation of the synchronous motor, the negative, the torque command the positive value When the synchronous motor is rotating forward, the forward powering current command map is used.When the torque command is positive and the synchronous motor is rotating in reverse, the reverse regenerative current command map is used. When the motor is in reverse rotation, the reverse rotation powering current command map is selected, and when the torque command is a negative value and the synchronous motor is rotating forward, the forward rotation regenerative current command map is selected to control the synchronous motor. A control device for an electric vehicle.