JP3748397B2 - Electric vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric vehicle control device, and more particularly to an electric vehicle control device capable of exhibiting high acceleration performance while suppressing body vibration.
[0002]
[Prior art]
In recent years, in order to prevent and suppress environmental pollution and noise, electric vehicles (including hybrid vehicles) that run on electric motors have been developed instead of vehicles that run on internal combustion engines such as gasoline engines and diesel engines. As an electric motor that is a driving source of such an electric vehicle, a DC motor or an AC motor is employed, and among them, a three-phase AC synchronous motor (hereinafter referred to as “synchronous motor”) using a permanent magnet as a rotor is high. Due to its efficiency, it is regarded as the mainstream of electric motors for electric vehicles.
[0003]
In an electric vehicle equipped with the above-described synchronous motor, a direct current from a battery mounted on the vehicle is converted into a predetermined alternating current by an inverter, and the synchronous motor is driven by the alternating current to drive the vehicle.
[0004]
At this time, a predetermined torque command value is calculated and output according to the accelerator pedal operation amount (hereinafter referred to as “accelerator operation amount”), and a predetermined current command value is calculated and output according to the torque command value. The output is output and the current according to the current command value is controlled by a predetermined control means while being supplied to the synchronous motor via the inverter to drive and control the synchronous motor. The output torque of the synchronous motor is a predetermined torque. Open loop control is performed so as to follow the command value.
[0005]
[Problems to be solved by the invention]
By the way, in the electric vehicle as described above, the torque transmission system from the output shaft of the synchronous motor to the drive wheel through the differential gear and the drive shaft constitutes a “torsional resonance system” using the drive shaft as a spring element. ing. For this reason, when the accelerator pedal is depressed suddenly, such as when suddenly starting or suddenly accelerating, the output torque of the synchronous motor is controlled by the control means so as to follow it. The “torsional resonance system” resonated and car body vibrations occurred. Due to the occurrence of such body vibration, the ride comfort of the driver and passengers has become extremely poor.
[0006]
As a method of suppressing the vehicle body vibration of the electric vehicle as described above, a predetermined delay is caused in the rise of the torque command value with respect to the displacement of the accelerator operation amount at the time of sudden start or sudden acceleration. There is a method of preventing the occurrence of resonance in the torque transmission system (torsional resonance system) from the synchronous motor to the drive wheels. However, according to this vibration suppression method, after the rise of the torque command value is delayed to suppress vehicle body vibration, the acceleration feeling required by the driver or passenger may not be obtained.
[0007]
The subject of this invention is providing the control apparatus of the electric vehicle which can exhibit the high acceleration performance while suppressing the vehicle body vibration which generate | occur | produces at the time of sudden start and rapid acceleration.
[0008]
[Means for Solving the Problems]
  In order to solve the above problems, the invention described in claim 1 is, for example, as shown in FIG. 2 and FIG. 4, a torque command value calculation for calculating and outputting a predetermined torque command value according to the accelerator operation amount. Means and a current corresponding to the torque command value.Electric motorIn a control device for an electric vehicle, comprising drive control means for driving and controlling the electric motor via drive means by outputting toInput current input to the motorA basic temporal displacement calculation in which the torque command value calculating means calculates the basic temporal displacement of the torque command value with respect to the displacement of the accelerator operation amount. And correction means for correcting the basic temporal displacement based on whether or not the vibration of the input current is in a predetermined vibration state.
[0009]
According to the first aspect of the present invention, there is provided the vibration determining means for determining whether or not the vibration of the input current input to the electric motor is in a predetermined vibration state. Since the vibration has a certain correspondence as described later, it is possible to effectively detect the vehicle body vibration by determining whether the vibration of the input current is in a predetermined vibration state.
[0010]
That is, in the motor drive control system, the motor is driven by forming a rotating magnetic field in the stator coil in synchronism with the rotation of the motor, and by the resonance of the “torsional resonance system” at the time of sudden start or sudden acceleration. When vehicle body vibration occurs, the vibration state of the input current to the motor changes. Therefore, it is possible to effectively detect the vehicle body vibration by determining whether or not the vibration state of the input current to the electric motor has reached a predetermined level.
[0011]
According to the first aspect of the present invention, the torque command value calculation means includes basic temporal displacement calculation means for calculating the basic temporal displacement of the torque command value with respect to the displacement of the accelerator operation amount, and the input current vibration is a predetermined vibration. Correction means for correcting the basic temporal displacement based on whether or not the vehicle is in a state, so that when the vibration of the input current is in a predetermined vibration state, that is, when vehicle body vibration occurs, for example, a torque command The vehicle body vibration of the electric vehicle can be suppressed by correcting the basic temporal displacement of the torque command value so as to cause a predetermined delay in the value.
[0012]
According to the first aspect of the present invention, the torque command value calculation means includes basic temporal displacement calculation means for calculating the basic temporal displacement of the torque command value with respect to the displacement of the accelerator operation amount, and the vibration of the input current is a predetermined vibration. Correction means for correcting the basic displacement over time based on whether or not it is in a state, so that when the vibration of the input current has deviated from the predetermined vibration state, that is, the body vibration has reached a level that can be ignored In this case, for example, the basic temporal displacement of the torque command value can be corrected so as to recover the delay of the torque command value, and the output torque of the electric motor can be quickly increased to sufficiently accelerate the electric vehicle.
[0013]
According to a second aspect of the present invention, in the control apparatus for an electric vehicle according to the first aspect, the correction means reduces the correction amount when it is determined that the vibration of the input current is in a predetermined vibration state, When it is determined that the vibration state is not in a predetermined state, correction is performed so as to increase the correction amount.
[0014]
According to the second aspect of the invention, in addition to the function and effect of the first aspect of the invention, when it is determined that the vibration of the input current is in a predetermined vibration state, the suppression of the vehicle body vibration is given priority. When it is determined that the vehicle is not in a predetermined vibration state, the vehicle body can be accelerated with priority.
[0015]
According to a third aspect of the present invention, in the control apparatus for an electric vehicle according to the first or second aspect, for example, as shown in FIGS. 4 to 6, the correction means is the first of the basic temporal displacements. Correction coefficient determining means for determining a correction coefficient α (0 <α ≦ 1) and a second correction coefficient β (1 ≦ β) related to the final period is included, and the first temporal displacement is changed to the first temporal displacement. Correction is performed by multiplying by the correction coefficient α or the second correction coefficient β.
[0016]
According to the third aspect of the invention, in addition to the operational effects of the first or second aspect of the invention, the first correction coefficient α (0 <α ≦ 1) for the beginning of the basic temporal displacement and the final stage Correction coefficient determining means for determining the second correction coefficient β (1 ≦ β) and multiplying the basic temporal displacement by the first correction coefficient α or the second correction coefficient β according to the passage of time. Therefore, the basic temporal displacement of the torque command value at the time of sudden start or sudden acceleration can be effectively corrected separately for the start period and the end period.
[0017]
That is, the first correction coefficient α (0 <α ≦ 1) at the beginning of the period from when the accelerator operation amount is suddenly increased to shift to the almost fully open travel state (travel state when the accelerator operation amount is approximately 100%). ) Is multiplied by the basic temporal displacement, the basic temporal displacement of the torque command value can be appropriately delayed, and the end of the period until the accelerator operation amount is suddenly increased to shift to the fully open running state Since the correction is performed by multiplying the basic temporal displacement by the second correction coefficient β (1 ≦ β), the delay of the basic temporal displacement of the torque command value can be quickly recovered.
[0018]
According to a fourth aspect of the present invention, in the control apparatus for an electric vehicle according to the third aspect, for example, as shown in FIG. 10, the correction means determines that the vibration of the input current is not in a predetermined vibration state. In some cases, an optimization means for optimizing the first correction coefficient α and the second correction coefficient β is provided.
[0019]
According to the invention described in claim 4, in addition to the function and effect achieved by the invention described in claim 3, the correcting means has an optimizing means for optimizing the first correction coefficient α and the second correction coefficient β. Under the condition where no vehicle body vibration occurs, the torque command value can be corrected so as to exhibit higher acceleration performance in accordance with the type of electric vehicle, the standard of the electric motor, the running state, and the like. Further, it is possible to correct the torque command value so as to exhibit higher acceleration performance in accordance with the system characteristics of the electric vehicle that change with time under the condition where no vehicle body vibration occurs. Therefore, in various situations, it is possible to obtain good acceleration performance while effectively suppressing vehicle body vibration.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the present embodiment, a control device for an electric vehicle that runs on a three-phase AC synchronous motor (synchronous motor) 10 that is an electric motor will be described.
[0021]
As shown in FIG. 1, the electric vehicle according to the present embodiment includes a battery 20 as a power source, a control device 30 that performs vector control of the synchronous motor 10, and the output of the battery 20 that is controlled by the control device 30 is converted into AC power. An inverter 40 as a power converter, a resolver 50 as a rotational speed detecting means for detecting the rotational speed of the synchronous motor 10, a current detecting means 60 for detecting an input current to the synchronous motor 10, and an accelerator operation for detecting an accelerator operation amount. A quantity detector 70, a differential gear 80 that transmits the rotational motion of the synchronous motor 10 to the drive shaft 90, and drive wheels 100 provided at both ends of the drive shaft 90 are provided.
[0022]
The synchronous motor 10 is connected to the drive wheel 100 via a differential gear 80 and a drive shaft 90, and the drive wheel 100 is rotated by the rotational motion of the synchronous motor 10 to give a propulsive force to the vehicle. The DC power supplied from the battery 20 to the inverter 40 is converted into three-phase AC power under the control of the control device 30 and supplied to the synchronous motor 10.
[0023]
As shown in FIG. 2, the control device 30 includes torque command value calculation means 31, current command value calculation means 32, current control means 33, and vibration determination means 34. The torque command value calculation means 31 has a predetermined torque command value T according to the accelerator operation amount A detected by the accelerator operation amount detector 70 and the rotational speed N of the synchronous motor 10 detected by the resolver 50.^*The current command value calculation means 32 calculates the torque command value T^*According to a predetermined current command value I_d ^*And I_q ^*Calculate and output Where I_d ^*And I_q ^*Are the d-axis component and the q-axis component of the current command value used for vector control, respectively.
[0024]
As shown in FIG. 3, the current control means 33 includes a dq axis current control means 33a, a 2/3 phase conversion means 33b, a PWM signal generation means 33c, and a 3/2 phase conversion means 33d. The dq-axis current control means 33a is a current command value I_d ^*And I_q ^*And the rotational speed N of the synchronous motor 10 and the input current I to the synchronous motor 10 detected by the current detection means 60_u, I_v, I_wI obtained by converting 3/2 phase conversion means 33d_d, I_qBased on the voltage command value V_d ^*, V_q ^*The operation and output are performed.
[0025]
The PWM signal generating means 33c generates a voltage command value V_d ^*, V_q ^*V obtained by 2/3 phase conversion by 2/3 phase conversion means 33b_u ^*, V_v ^*, V_w ^*PWM signal P based on_u, P_v, P_wIs generated and output to the inverter 40, and the switching element of the inverter 40 is turned on / off at a predetermined timing by the PWM signal, thereby functioning to control the synchronous motor 10.
[0026]
The vibration determination means 34 is an input current I to the synchronous motor 10 detected by the current detection means 60._u, I_v, I_wD-axis input current I obtained by 3/2 phase conversion by 3/2 phase conversion means 33d_dAnd q-axis input current I_qQ-axis input current I_qIt is determined whether the vibration state is at a predetermined level. In the present embodiment, I_qIt is determined whether or not only the vibration state is at a predetermined level._dIt may be determined whether the vibration state is at a predetermined level, I_d, I_qIt may be determined whether or not both vibration states are at a predetermined level.
[0027]
As shown in FIG. 4, the torque command value calculation means 31 includes a basic torque command value calculation means 31a, a correction coefficient determination means 31b, a switching means 31c, a temporal filter 31d, and a multiplier 31e. The basic torque command value calculating means 31a is configured to generate a basic torque command value T based on the accelerator operation amount A and the rotational speed N.₀ ^*Perform the operation. Further, the correction coefficient determining means 31b, the switching means 31c, the temporal filter 31d, and the multiplier 31e are provided with a basic torque command value T at the time of sudden start or sudden acceleration.₀ ^*Is a correction means for correcting the difference in the beginning and the end.
[0028]
The correction coefficient determination unit 31b includes I included in the signal S output from the vibration determination unit 34._qThe first correction coefficient α (0 <α ≦ 1) and the second correction coefficient β (1 ≦ β) are determined and output according to the amplitude information. The first correction coefficient α and the second correction coefficient β are determined by the first correction map and the second correction map shown in FIGS. 5 (a) and 5 (b). The first (second) correction map includes a plurality of I_vThe value of α (β) corresponding to the value of_vIs plotted on a graph with the horizontal axis and α (β) as the vertical axis, and the plotted points are connected by an approximate curve.
[0029]
The switching means 31c switches the first correction coefficient α and the second correction coefficient β output from the correction coefficient determination means 31b and outputs them at a predetermined time. That is, the required time from the stop state to the fully open running state (t_e) Corresponding to approximately half the time (t_m) Calculate and t_mIn a period until reaching (hereinafter referred to as “starting period”), the first correction coefficient α is output, and t_mTo t_eIt functions to output the second correction coefficient β during the period up to (hereinafter referred to as “the end”).
[0030]
The temporal filter 31d functions to change the first correction coefficient α or the second correction coefficient β sent via the switching unit 31c with time. The multiplier 31e uses the first correction coefficient α or the second correction coefficient β sent via the switching means 31c and the time-dependent filter 31d as the basic torque command value T.₀ ^*Multiplied by the corrected torque command value T^*Is calculated.
[0031]
Next, the vehicle body vibration suppression control operation using the electric vehicle control apparatus according to the present embodiment will be described with reference to FIG.
[0032]
First, suddenly depress the accelerator pedal of an electric vehicle that is in a stopped state to make a sudden start and make a transition to a fully open travel state (hereinafter referred to as the “rapid acceleration phase”) Called). In this sudden acceleration phase, the torque command value T according to the accelerator operation amount A and the rotational speed N of the synchronous motor 10.^*Is calculated and output at any time (refer to torque command value calculation step, S1).
[0033]
In the present embodiment, the torque command value T that is not corrected in the rapid acceleration phase^*(That is, the basic torque command value T₀ ^*) Time history, as shown in FIG.
T^*= T_MAX ^*(1-e^-2t)
Is approximated by a time function. This torque command value T^*Current command value I according to^*Is calculated and output from time to time, and this current command value I^*The synchronous motor 10 is driven and controlled by outputting a PWM signal corresponding to the above to the synchronous motor 10 via the inverter 40.
[0034]
At this time, the input current I to the synchronous motor 10 is detected by the current detection means 60._u, I_v, I_wAre detected by the 3/2 phase conversion means 33d._dAnd I_qIs converted to Of these input currents, the vibration determination means 34 has I_qIs output only.
[0035]
In such a sudden acceleration phase, a torque transmission system (torsional resonance system) from the output shaft of the synchronous motor 10 to the drive wheel 100 via the differential gear 80 and the drive shaft 90 resonates, and vehicle body vibration occurs. . In this case, the input current I to the synchronous motor 10_u, I_v, I_wA vibration state occurs in the_d, I_qThe vibration state also changes. The vibration determining means 34_qIs determined to be in a predetermined vibration state (see vibration determination step, S2).
[0036]
I_qWhether or not the vibration state is at a predetermined level is determined by the following procedure. First, as shown in FIG._qAmplitude I_VAnd the amplitude is a predetermined value I_V0Whether or not the predetermined value I is exceeded._V0Is counted continuously, and this count is N times the predetermined number.₀If I exceed_qIs determined to be at a predetermined level. I_qAmplitude I_VDetection and I_qAmplitude I_VAnd the predetermined value I_V0And comparison with the predetermined value I_V0The number of times the number of times was exceeded, or this number and the predetermined number N₀All of the comparison determination and the like can be performed by a microcomputer.
[0037]
I_qWhen it is determined that the vibration is in a predetermined vibration state, the vibration determination means 34 outputs a torque command value correction signal S to the torque command value calculation means 31. Upon receiving this torque command value correction signal S, the correction coefficient determination means 31b receives I included in this torque command value correction signal S._qOn the basis of the amplitude information, the first correction coefficient α and the second correction coefficient β are determined by the first correction map and the second correction map shown in FIG. 5 (see correction coefficient determination step, S3).
[0038]
In the present embodiment, the lower limit value of the first correction coefficient α is set to α as shown in FIG._MINAnd I_qAmplitude I_VThe first correction coefficient α is not more than the lower limit value α even when becomes greater than a certain value._MINI try not to get smaller. This lower limit α_MINIs a minimum value effective for suppressing vehicle body vibration, and can be determined as appropriate according to the type of electric vehicle, the specification of the synchronous motor 10, and the like.
[0039]
The first correction coefficient α and the second correction coefficient β determined by the correction coefficient determining means 31b are sent to the switching means 31c, and the first correction coefficient α is output at the start of the rapid acceleration phase by the switching means 31c. At the end, the second correction coefficient β is output. The first correction coefficient α or the second correction coefficient β sent via the switching means 31c is changed with time when passing through the time-dependent filter 31d and is sent to the multiplier 31e, where the basic torque is supplied. Command value T₀ ^*Multiplied by and corrected torque command value T^*Is output (refer to torque command value correction step, S4).
[0040]
On the other hand, in the vibration determination step S2, I_qWhen it is determined that the vibration is not in the predetermined vibration state, the vibration determination unit 34 outputs the correction coefficient optimization signal S ′ to the torque command value calculation unit 31. The correction coefficient determining means 31b includes an optimization means 31b ′ for optimizing the first correction coefficient α and the second correction coefficient β, and the optimization means 31b ′ receiving the correction coefficient optimization signal S ′ The first correction coefficient α and the second correction coefficient β are optimized (refer to the correction coefficient optimization step, S5).
[0041]
The optimization of the first correction coefficient α and the second correction coefficient β can be performed using, for example, the learning coefficient L determined by the optimization map shown in FIG. In this optimization map, the horizontal axis indicates the number of times of rapid acceleration phase N, and the vertical axis indicates the learning coefficient L. The maximum value (L_MAX) Is set to 1/20 of the first correction coefficient α and the second correction coefficient β. The learning coefficient L is assumed to converge to 0 as the number N of times of rapid acceleration phase increases.
[0042]
The first correction coefficient α can be optimized as follows, for example. First, I included in the correction coefficient optimization signal S ′_qThe first correction coefficient α is determined by the first correction map according to the amplitude of. Next, the learning coefficient L is determined by the optimization map of FIG. For example, if the number N of rapid acceleration phases is “0”, L_MAX= 0.05α. Next, a value obtained by subtracting the learning coefficient L from the first correction coefficient α (hereinafter referred to as “update value”) is calculated. For example L_MAXIf = 0.05α, the updated value is 0.95α. Using this updated value, the torque command value T at the start of the rapid acceleration phase in the torque command value correction step S4.^*Perform the correction.
[0043]
The optimization of the second correction coefficient β in this case can be performed as follows, for example. First, I included in the correction coefficient optimization signal S ′_qThe second correction coefficient β is determined by the second correction map in accordance with the amplitude of. Next, as described above, the learning coefficient L is determined by the optimization map of FIG. For example, if the number N of rapid acceleration phases is “0”, L_MAX= 0.05β. Next, a value obtained by adding the learning coefficient L to the second correction coefficient β (hereinafter referred to as “update value”) is calculated. For example L_MAXIf = 0.05β, the updated value is 1.05β. Using this updated value, the torque command value T at the end of the rapid acceleration phase in the torque command value correction step S4.^*Perform the correction.
[0044]
Since the updated value 0.95α of the first correction coefficient α in the above-described example is slightly smaller than the first correction coefficient α determined by the first correction map, the torque command value T at the beginning of the rapid acceleration phase.^*Will cause a slight delay. In addition, the updated value 1.05β of the second correction coefficient β in the above-described example is slightly larger than the second correction coefficient β determined by the second correction map, so that the torque command value T at the end of the rapid acceleration phase.^*Will stand up relatively quickly. In other words, the electric vehicle exhibits higher acceleration performance. The optimization of the first correction coefficient α and the second correction coefficient β is aimed at improving the acceleration performance of the electric vehicle.
[0045]
On the other hand, the first correction coefficient α can be optimized as follows. First, similarly to the above, the first correction coefficient α is determined by the first correction map, and the learning coefficient L is determined by the optimization map of FIG. Next, a value obtained by adding the learning coefficient L to the first correction coefficient α (hereinafter referred to as “update value”) is calculated. For example L_MAXIf = 0.05α, the updated value is 1.05α. Using this updated value, the torque command value T at the start of the rapid acceleration phase in the torque command value correction step S4.^*Perform the correction.
[0046]
The optimization of the second correction coefficient β in this case can be performed as follows. First, similarly to the above, the second correction coefficient β is determined by the second correction map, and the learning coefficient L is determined by the optimization map of FIG. Next, a value obtained by subtracting the learning coefficient L from the second correction coefficient β (hereinafter referred to as “updated value”) is calculated. For example L_MAXIf = 0.05β, the updated value is 0.95β. Using this updated value, the torque command value T at the end of the rapid acceleration phase in the torque command value correction step S4.^*Perform the correction.
[0047]
Since the updated value 1.05α of the first correction coefficient α in the above-described example is slightly larger than the first correction coefficient α determined by the first correction map, the torque command value T at the beginning of the rapid acceleration phase.^*Is the basic torque command value T₀ ^*Will approach. In addition, since the updated value 0.95β of the second correction coefficient β in the above-described example is slightly smaller than the second correction coefficient β determined by the second correction map, the torque command value is also obtained at the end of the rapid acceleration phase. T^*Is the basic torque command value T₀ ^*Get closer to. That is, the electric vehicle has a more basic torque command value T₀ ^*Acceleration characteristics close to. The optimization of the first correction coefficient α and the second correction coefficient β is aimed at improving the riding comfort without accompanying rapid acceleration.
[0048]
Note that when the first correction coefficient α and the second correction coefficient β are optimized for the purpose of improving the riding comfort, vehicle body vibration may occur again. In this case, the torque command value is corrected through the normal correction coefficient determination step S3. As a result, when the vehicle body vibration is suppressed, the learning coefficient L is calculated again in the correction coefficient optimizing step S5 and optimized. When the number N of times of passing through the rapid acceleration phase increases, the learning coefficient L converges to 0. As a result, the updated values of the first correction coefficient α and the second correction coefficient β are preliminarily set in the first correction map and the second correction coefficient. The values of the first correction coefficient α and the second correction coefficient β set on the map will be approached.
[0049]
FIG. 11 shows the corrected torque command value T^*Showed the time history. As is apparent from this graph, the beginning of the sudden acceleration phase (0 ≦ t ≦ t_m), The torque command value T is determined by the first correction coefficient α.^*There is a slight delay in the rise. As a result, vehicle body vibration is effectively suppressed. Meanwhile, the end of the rapid acceleration phase (t_m≦ t ≦ t_e), The torque command value T is determined by the second correction coefficient β.^*It has stood up relatively quickly. As a result, the driver or the passenger can obtain a high acceleration feeling.
[0050]
According to the control apparatus for an electric vehicle according to the present embodiment, I corresponding to the input current input to synchronous motor 10._qVibration determining means 34 for determining whether or not the vibration is in a predetermined vibration state._qThe vehicle body vibration can be effectively detected by determining whether or not the vibration is in a predetermined vibration state.
[0051]
Further, the electric vehicle control apparatus according to the present embodiment includes the correction coefficient determining means 31b for determining the first correction coefficient α and the second correction coefficient β, and the basic torque command value T as time elapses.₀ ^*Is multiplied by the first correction coefficient α or the second correction coefficient β to correct the basic torque command value T in the rapid acceleration phase.₀ ^*Can be corrected effectively in the beginning and the end.
[0052]
That is, at the beginning of the rapid acceleration phase, the first correction coefficient α is set to the basic torque command value T₀ ^*Torque command value T^*At the end of the rapid acceleration phase, the second correction coefficient β is set to the basic torque command value T.₀ ^*Torque command value T^*It is possible to quickly recover the delay. As a result, a high acceleration feeling can be obtained while suppressing vehicle body vibration.
[0053]
  Furthermore, according to the control apparatus for an electric vehicle according to the present embodiment,First correction factorSince the optimization means 31 b ′ for optimizing α and the second correction coefficient β is provided, when the vehicle body vibration does not occur in the rapid acceleration phase, the torque command value T^*Can be corrected.
[0054]
【The invention's effect】
According to the first aspect of the present invention, the vehicle body vibration can be effectively detected by detecting the change in the vibration state of the input current input to the electric motor. Further, the basic temporal displacement of the torque command value can be appropriately corrected according to the vibration state of the input current. Therefore, it is possible to freely suppress body vibration of the electric vehicle and sufficiently accelerate the electric vehicle.
[0055]
According to the second aspect of the invention, not only the effect of the first aspect of the invention can be achieved, but also when the vibration of the input current is determined to be in a predetermined vibration state, the vehicle body vibration is suppressed. The vehicle body can be prioritized, and if it is determined that the vehicle is not in a predetermined vibration state, the vehicle body can be accelerated.
[0056]
According to the invention described in claim 3, not only the effects of the invention described in claim 1 or 2 are obtained, but also the basic temporal displacement of the torque command value at the time of sudden start or acceleration is divided into an initial stage and an end stage. Can be corrected effectively.
[0057]
According to the fourth aspect of the present invention, not only the effects of the third aspect of the invention can be obtained, but also the vehicle body vibration corresponding to the vehicle type of the electric vehicle, the standard of the electric motor, the running condition, and the system characteristics changing with time. The torque command value can be corrected so that both effective suppression and good acceleration feeling can be obtained.
[Brief description of the drawings]
FIG. 1 is a schematic diagram for explaining a system configuration of an electric vehicle according to an embodiment of the present invention.
FIG. 2 is a block diagram for explaining a configuration of a control device for the electric vehicle shown in FIG. 1;
FIG. 3 is a block diagram for explaining a configuration of current control means shown in FIG. 2;
4 is a block diagram for explaining a configuration of torque command value calculation means shown in FIG. 2; FIG.
FIGS. 5A and 5B are used when the first correction coefficient α and the second correction coefficient β are determined by the correction coefficient determination means shown in FIG. 4; FIG. 5A is a first correction map, and FIG. 2 is a correction map.
6 is a graph showing the temporal filter shown in FIG. 4. FIG.
FIG. 7 is a flowchart when performing vehicle body vibration suppression control using the control device for an electric vehicle according to the embodiment of the present invention.
8 is a graph showing a time history of a basic torque command value obtained in the torque command value calculation step shown in FIG. 6. FIG.
9 is an explanatory diagram for explaining a vibration determination method in the vibration determination step shown in FIG. 7; FIG.
FIG. 10 is a learning coefficient map used for optimizing the first and second correction coefficients.
FIG. 11 is a graph showing a time history of a torque command value when vehicle body vibration suppression control is performed using the control device for an electric vehicle according to the embodiment of the present invention.
[Explanation of symbols]
10 Three-phase AC synchronous motor
20 battery
30 Control device
31 Torque command value calculation means
31a Basic torque command value calculation means
31b Correction coefficient determination means
31b 'optimization means
31c switching means
31d Time filter
31e multiplier
32 Current command value calculation means
33 Current control means
33a dq axis current control means
33b 2/3 phase conversion means
33c PWM signal generating means
33d 3/2 phase conversion means
34 Vibration determination means
40 inverter
50 resolver
60 Current detection means
70 Accelerator manipulated variable detector
80 differential gear
90 Drive shaft
100 drive wheels
S1 Torque command value calculation process
S2 Vibration determination process
S3 Correction coefficient determination process
S4 Torque command value correction process
S5 Correction coefficient optimization process

Claims (4)

Torque command value calculation means for calculating and outputting a predetermined torque command value according to the accelerator operation amount, and driving control of the motor via the drive means by outputting a current according to the torque command value to the motor. In an electric vehicle control device comprising drive control means,
While having a vibration determination means for determining whether the vibration of the input current input to the electric motor is in a predetermined vibration state,
The torque command value calculation means is
A basic temporal displacement calculating means for calculating a basic temporal displacement of a torque command value with respect to a displacement of an accelerator operation amount;
A control device for an electric vehicle, comprising: correction means for correcting the basic temporal displacement based on whether or not the vibration of the input current is in a predetermined vibration state. The correction means includes
When it is determined that the vibration of the input current is in a predetermined vibration state, the correction amount is reduced, and when it is determined that the vibration is not in the predetermined vibration state, the correction amount is increased. The control apparatus for an electric vehicle according to claim 1. The correction means includes
Among the basic temporal displacements, there is a correction coefficient determining means for determining a first correction coefficient α (0 <α ≦ 1) relating to the start and a second correction coefficient β (1 ≦ β) relating to the end, and a time 3. The electric vehicle control device according to claim 1, wherein the basic time-dependent displacement is corrected by multiplying the first correction coefficient α or the second correction coefficient β according to progress. The correction means includes
4. An optimization means for optimizing the first correction coefficient α and the second correction coefficient β when it is determined that the vibration of the input current is not in a predetermined vibration state. Electric vehicle control device.

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