JP2012152051A - Electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit deterioration in controllability of an electric motor.SOLUTION: When a control mode Cm is in a sine wave control mode or an overmodulation control mode and a torque command Tm* of a motor rapidly changes (S170, S190), an inverter is controlled by setting gains Kp1, Kp2 in proportionals and gains Ki1, Ki2 in integration terms based on the torque command Tm* and setting voltage commands Vd*, Vq* by a feedback control using the set gains (S210-S230). Further, when the control mode Cm is in a rectangular wave control mode and the torque command Tm* of the motor rapidly changes (S170, S240), the inverter is controlled by setting a gain Kp3 in a proportional and a gain Ki3 in an integration term based on the torque command Tm* and setting a voltage phase command θ* by a feedback control using the set gains (S260-S280).

Description

  The present invention relates to an electric vehicle, and in particular, an electric vehicle including an electric motor capable of outputting driving power, an inverter that drives the electric motor, and a secondary battery that can exchange electric power with the electric motor via the inverter. About.

  Conventionally, in an apparatus including a motor and an inverter that drives the motor, the d-axis, q-axis current set value and d-axis are controlled by feedback control using a proportional gain and an integral time constant that tend to decrease as the output current of the inverter increases. A control signal is generated so that the difference from the q-axis current detection value is canceled out, and the generated control signal is subjected to 2-phase-3 phase conversion, and further converted to a PWM waveform to control switching of each semiconductor switch of the inverter. (For example, refer to Patent Document 1). In this device, in a region where the output current of the inverter is large, the motor constants Ld and Lq are small due to the effect of magnetic saturation, and the controllability of the motor tends to become unstable. As a result, the controllability of the motor is prevented from becoming unstable.

JP 2001-275382 A

  In an electric vehicle equipped with the above-described device, when the detected value of the output current of the inverter used for switching control of each semiconductor switch of the inverter tends to deviate from the actual value of the output current of the inverter at the control timing (for example, the motor In some cases, such as when the target torque to be output from the engine suddenly changes, the proportional gain and integral time constant suitable for control cannot be set, and the controllability of the motor may be reduced.

  The main object of the electric vehicle of the present invention is to suppress a decrease in controllability of the electric motor.

  The electric vehicle of the present invention employs the following means in order to achieve the main object described above.

The electric vehicle of the present invention is
An electric vehicle comprising an electric motor capable of outputting driving power, an inverter that drives the electric motor, and a secondary battery that can exchange electric power with the electric motor via the inverter,
A gain setting means for setting a gain in feedback control based on one of an accelerator operation amount, a target torque to be output from the electric motor, and a target current to be supplied to the electric motor;
Control means for controlling the inverter so that the torque output from the motor by the feedback control using the set gain becomes a target torque to be output from the motor;
It is a summary to provide.

  In the electric vehicle of the present invention, the gain in feedback control is set based on any of the accelerator operation amount, the target torque to be output from the electric motor, and the target current to be supplied to the electric motor, and the feedback control using the set gain is performed. The inverter is controlled so that the torque output from the electric motor becomes the target torque to be output from the electric motor. This makes it possible to set a more appropriate gain than when the gain is set based on the torque output from the motor or the current supplied to the motor, particularly when the target torque to be output from the motor changes suddenly. It can suppress that the controllability of an electric motor falls. Here, the “gain” can be set such that the accelerator opening degree, the magnitude of the target torque to be output from the motor, and the target current to be energized to the motor tend to decrease as the magnitude increases. .

  In such an electric vehicle of the present invention, the gain setting means is energized to the torque output from the electric motor or to the electric motor when the target torque to be output from the electric motor or the target current to be supplied to the electric motor is not suddenly changed. Means for setting the gain based on the current. Here, the “gain” can be set such that the larger the magnitude of the torque output from the electric motor or the larger the electric current supplied to the electric motor, the smaller the gain.

  In the electric vehicle of the present invention, when the control means drives the electric motor using a rectangular wave voltage, the difference between the target torque to be output from the electric motor and the torque output from the electric motor, It is also possible to set the target voltage phase of the rectangular wave voltage by feedback control using the set gain and to control the inverter using the set target voltage phase. In addition, when the control unit drives the electric motor using a pseudo three-phase AC voltage based on pulse width modulation, a difference between a target current to be supplied to the electric motor and a current supplied to the electric motor It is also possible to set a target voltage to be applied to the electric motor by feedback control using the set gain and to control the inverter using the set target voltage.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as one Example of this invention. 3 is a flowchart showing an example of a drive control routine executed by an electronic control unit 50. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the map for control mode setting. It is explanatory drawing which shows an example of the map for target current setting. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a configuration diagram showing an outline of a configuration of an electric vehicle 20 as an embodiment of the present invention. As shown in the drawing, the electric vehicle 20 of the embodiment is configured as a synchronous generator motor having, for example, a rotor embedded with permanent magnets and a stator wound with a three-phase coil, and a differential gear 24 is provided to the drive wheels 26a and 26b. A motor 32 capable of inputting / outputting power to / from the drive shaft 22 connected via the inverter, an inverter 34 for driving the motor 32, a battery 36 configured as, for example, a lithium ion secondary battery, and power to which the inverter 34 is connected. Connected to a line (hereinafter referred to as a high voltage system power line) 42 and a power line (hereinafter referred to as a battery voltage system power line) 44 to which the battery 36 is connected to boost the power of the battery voltage system power line 44 to increase the power. A step-up converter 40 that can be supplied to the voltage system power line 42, and an electronic control unit 50 that controls the entire vehicle. Obtain. A smoothing capacitor 46 is connected to the positive and negative buses of the high voltage power line 42, and a smoothing capacitor 48 is connected to the positive and negative buses of the battery voltage power line 44. Has been.

  The inverter 34 includes transistors T11 to T16 as six switching elements, and six diodes D11 to D16 connected in parallel to the transistors T11 to T16 in the reverse direction. The transistors T11 to T16 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage system power line 42, and each of the connection points between the paired transistors. The three-phase coils (U-phase, V-phase, W-phase) of the motor 32 are connected to each other. Therefore, by controlling the ratio of the on-time of the transistors T11 to T16 while the voltage is applied to the inverter 34, a rotating magnetic field can be formed in the three-phase coil, and the motor 32 can be driven to rotate.

  The electronic control unit 50 is configured as a microprocessor centered on the CPU 52, and includes a ROM 54 that stores a processing program, a RAM 56 that temporarily stores data, and an input / output port (not shown) in addition to the CPU 52. . The electronic control unit 50 includes a rotational position θm of the rotor of the motor 32 from a rotational position detection sensor 32a that detects the rotational position of the rotor of the motor 32, and a current sensor 32U attached to the power line from the inverter 34 to the motor 32. , Phase currents Iu, Iv from 32 V, terminal voltage from a voltage sensor (not shown) installed between terminals of the battery 36, and current sensor (not shown) attached to a power line connected to the output terminal of the battery 36. Charge / discharge current, battery temperature from a temperature sensor (not shown) attached to the battery 36, voltage of the capacitor 46 from the voltage sensor 46a attached between terminals of the capacitor 46 (voltage of the high voltage system power line 42) VH and capacitor The voltage of the capacitor 48 from the voltage sensor 48a attached between the terminals of 48. The voltage of the battery voltage system power line 44) VL, the ignition signal from the ignition switch 60, the shift position SP from the shift position sensor 62 that detects the operation position of the shift lever 61, and the accelerator pedal position that detects the depression amount of the accelerator pedal 63 The accelerator opening Acc from the sensor 64, the brake pedal position BP from the brake pedal position sensor 66 for detecting the depression amount of the brake pedal 65, the vehicle speed V from the vehicle speed sensor 68, and the like are input via the input port. From the electronic control unit 50, a switching control signal to the transistors T11 to T16 of the inverter 34, a switching control signal to the switching element of the boost converter 40, and the like are output via the output port. The electronic control unit 50 also calculates the electrical angle θe and the rotational speed Nm of the motor 32 based on the rotational position θm of the rotor of the motor 32 from the rotational position detection sensor 32a.

  Next, the operation of the electric vehicle 20 according to the embodiment thus configured will be described. FIG. 2 is a flowchart showing an example of a drive control routine executed by the electronic control unit 50. This routine is repeatedly executed every predetermined time (for example, every several msec). In parallel with this routine, the electronic control unit 50 increases the voltage at which the motor 32 can be driven at the target drive point consisting of the torque command Tm * as the torque to be output from the motor 32 and the rotational speed Nm of the motor 32. The switching element of the boost converter 40 is subjected to switching control so that the target voltage VH * of the voltage system power line 42 is set and the voltage VH of the high voltage system power line 42 becomes the target voltage VH *.

  When the drive control routine is executed, first, the CPU 52 of the electronic control unit 50 first determines the accelerator opening Acc from the accelerator pedal position sensor 64, the vehicle speed V from the vehicle speed sensor 68, the rotational speed Nm of the motor 32, the electrical angle θe, Processing for inputting data necessary for control such as phase currents Iu and Iv from the current sensors 32U and 32V is executed (step S100). Here, the rotational speed Nm and the electrical angle θe of the motor 32 are input by reading the values calculated and written in the RAM 56 based on the rotational position θm of the rotor of the motor 32 detected by the rotational position detection sensor 32a. To do.

  When the data is input in this way, the required torque Td * to be output to the drive shaft 22 as the torque required for the vehicle is set based on the input accelerator opening Acc and the vehicle speed V (step S110), and the set required torque Td * is set to the torque command Tm * of the motor 32 (step S120). Here, in the embodiment, the required torque Td * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Td * in the ROM 54 as a required torque setting map. When the vehicle speed V is given, the corresponding required torque Td * is derived from the stored map and set. FIG. 3 shows an example of the required torque setting map.

  Subsequently, the control mode Cm of the inverter 34 is set based on the set torque command Tm * of the motor 32 and the rotation speed Nm (step S130). Here, in the embodiment, the control mode Cm is determined in advance by storing the relationship between the torque command Tm *, the rotational speed Nm, and the control mode Cm of the motor 32 in the ROM 54 as a control mode setting map. When the torque command Tm * and the rotation speed Nm are given, the corresponding control mode Cm is derived and set from the stored map. FIG. 4 shows an example of the control mode setting map. The control mode Cm of the inverter 34 is a sine wave having an amplitude equal to or smaller than the amplitude of the triangular wave voltage in the pulse width modulation (PWM) control for controlling the on-time ratio of the transistors T11 to T16 by comparing the voltage command of the motor 32 and the triangular wave voltage. In the sine wave control mode in which the transistors T11 to T16 of the inverter 34 are switching controlled using a PWM signal as a pseudo three-phase AC voltage obtained by converting the voltage command of the above, an amplitude larger than the amplitude of the triangular wave voltage in the pulse width modulation control Overmodulation control mode for switching control of the transistors T11 to T16 using a PWM signal as an overmodulation voltage obtained by converting the sinusoidal voltage command, and a rectangular for switching control of the transistors T11 to T16 using a rectangular wave voltage There is a wave control mode, as shown in FIG. 2 of the torque command Tm * and the sinusoidal wave control mode rotational speed Nm from the smaller side in order, the overmodulation control mode, the rectangular wave control mode is set.

  The sum of the phase currents Iu, Iv, Iw flowing in the U-phase, V-phase, and W-phase of the three-phase coil of the motor 32 is 0, and the phase currents Iu, Iv are d-axis and q-axis using the electrical angle θe. The currents Id and Iq are subjected to coordinate conversion (three-phase to two-phase conversion) by the following equation (1) (step S140), and from the motor 32 based on the d-axis and q-axis currents Id and Iq obtained by the coordinate conversion. Estimated output torque Tmest estimated to be output is set (step S150). Here, the d-axis is the direction of the magnetic flux formed by the permanent magnet embedded in the rotor of the motor 32, and the q-axis is the electrical angle θe advanced by π / 2 in the positive rotation direction of the motor 32 with respect to the d-axis. It is an angled direction. In the embodiment, the estimated output torque Tmest is stored in the ROM 54 as an estimated output torque setting map in which the relationship between the d-axis and q-axis currents Id and Iq and the estimated output torque Tmest is determined in advance through experiments and analysis. When the d-axis and q-axis currents Id and Iq are given, the corresponding estimated output torque Tmest is derived and set from the stored map.

  Next, a torque command sudden change flag F indicating whether or not the torque command Tm * of the motor 32 has suddenly changed is set (step S160). Here, the torque command sudden change flag F is a difference between the torque command Tm * of the motor 32 and the torque command (previous Tm *) of the motor 32 set when this routine was executed last time in the embodiment. The torque command change amount ΔTm is compared with a predetermined determination threshold value ΔTmref. When the torque command change amount ΔTm is less than the determination threshold value ΔTmref, a value of 0 is set, and when the torque command change amount ΔTm is greater than or equal to the determination threshold value ΔTmref. A value of 1 was set. Instead of the torque command change amount ΔTm, the average of the torque command change amount ΔTm for the past N times (N is an integer of 2 or more, for example, 5 or 10) may be used.

  Next, the control mode Cm is examined (step S170). When the control mode Cm is the sine wave control mode or the overmodulation control mode, the d-axis and q-axis target currents Id *, Iq * is set (step S180). Here, the d-axis and q-axis target currents Id * and Iq * are, in the embodiment, the relationship between the torque command Tm * of the motor 32 and the d-axis and q-axis target currents Id * and Iq * (for example, target The motor 32 can output torque corresponding to the torque command Tm * of the motor 32 by making the square root of the sum of the square of the current Id * and the square of the target current q * (hereinafter referred to as the target current magnitude Ire) relatively small. Relationship) is previously determined and stored in the ROM 54 as a current command setting map. When the torque command Tm * of the motor 32 is given, the corresponding d-axis and q-axis target currents Id * and Iq * are stored from the stored map. Derived and set. An example of the target current setting map is shown in FIG. In the example of FIG. 5, when the torque command Tm * of the motor 32 is the torque T3, a state in which the d-axis and q-axis target currents Id * and Iq * corresponding to the torque command Tm * are set is shown. . In addition to the torque command Tm * of the motor 32 and the target currents Id * and Iq *, FIG. 5 shows the direction of the magnetic field formed in the stator by the target current magnitude Ire and the current supplied to the three-phase coil. The target current angle θre as an angle of (direction of the stator magnetic field) with respect to the q axis is also illustrated.

  Subsequently, the value of the torque command sudden change flag F is checked (step S190). When the torque command sudden change flag F is 0, it is determined that the torque command Tm * of the motor 32 has not changed suddenly, and the estimated output torque of the motor 32 is determined. The proportional term gains Kp1, Kp2 and integral term gains Ki1, Ki2 used for feedback control are set based on Tmest (step S200), and the set proportional term gains Kp1, Kp2 and integral term gains Ki1, Ki2 are set. Using the d-axis and q-axis currents Id * and Iq and the target currents Id * and Iq *, the d-axis and q-axis voltage commands Vd * and Vq * are calculated by the following equations (2) and (3). (Step S220), the transistors T11 to T16 of the inverter 34 are switched using a PWM signal based on the calculated d-axis and q-axis voltage commands Vd * and Vq *. And ring control (step S230), and terminates this routine. Here, in the embodiment, the PWM signal based on the d-axis and q-axis voltage commands Vd * and Vq * is converted from the d-axis and q-axis voltage commands Vd * and Vq * to three motors 32 using the electrical angle θe. Coordinates are converted to the voltage commands Vu *, Vv *, and Vw * to be applied to the U-phase, V-phase, and W-phase of the phase coil by the following equations (4) and (5) (two-phase to three-phase conversion). The converted voltage commands Vu *, Vv *, Vw * are converted into PWM signals for switching the transistors T11 to T16 of the inverter 34 and set. Further, in the embodiment, the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 are set so as to decrease as the estimated output torque Tmest of the motor 32 increases. This is due to the following reason. In a region where the magnitude of the torque output from the motor 32 and the magnitude of the current supplied to the motor 32 are relatively large (high torque range), the motor constant d-axis and q-axis inductances Ld and Lq are affected by magnetic saturation. Therefore, if the transistors T11 to T16 of the inverter 34 are subjected to switching control using relatively large proportional gains Kp1 and Kp2, the controllability of the motor 32 is likely to be lowered. On the other hand, when the transistors T11 to T16 of the inverter 34 are subjected to switching control using relatively small proportional gains Kp1 and Kp2 in order to suppress this, the followability of the torque output from the motor 32 to the torque command Tm * ( (Responsiveness) is reduced. Therefore, in the embodiment, based on both, the gains Kp1 and Kp2 of the proportional term and the gains Ki1 and Ki2 of the integral term are set so as to decrease as the estimated output torque Tmest of the motor 32 increases. In this way, the voltage commands Vd * and Vq * are set by feedback control using the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 corresponding to the estimated output torque Tmest of the motor 32, and the transistor T11 of the inverter 34 is set. By performing switching control of T16, the motor 32 can be more appropriately driven and controlled.

  When the torque command sudden change flag F is 1 in step S190, it is determined that the torque command Tm * of the motor 32 has changed suddenly, and the gain Kp1, a proportional term used for feedback control based on the torque command Tm * of the motor 32, is determined. In addition to setting Kp2 and integral term gains Ki1 and Ki2 (step S210), the set proportional term gains Kp1 and Kp2 and integral term gains Ki1 and Ki2 and d-axis and q-axis currents Id * and Iq and the target current Using Id * and Iq *, the d-axis and q-axis voltage commands Vd * and Vq * are calculated by the above-described equations (2) and (3) (step S220), and the calculated d-axis and q-axis are calculated. Switching control is performed on the transistors T11 to T16 of the inverter 34 with a PWM signal based on the voltage commands Vd * and Vq * (step S230), and this routine is finished.In this embodiment, the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 are set so as to decrease as the magnitude of the torque command Tm * of the motor 32 increases. This is based on the same reason as the process of step S200 for setting the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 based on the estimated output torque Tmest of the motor 32. When the torque command Tm * of the motor 32 changes suddenly, the difference between the torque command Tm * of the motor 32 and the torque Tmact actually output from the motor 32 and the phase from the current sensors 32U and 32V used for controlling the inverter 34 Since the deviation between the currents Iu and Iv and the actual phase current of the control timing tends to increase, the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 are set based on the estimated output torque Tmest of the motor 32. In this case, a value suitable for drive control of the motor 32 cannot be set, and the controllability of the motor 32 may be deteriorated. In contrast, in the embodiment, when the torque command Tm * of the motor 32 is suddenly changed, the gains Kp1 and Kp2 of the proportional term and the gains Ki1 and Ki2 of the integral term are set based on the torque command Tm * of the motor 32. In addition, the voltage commands Vd * and Vq * are set by feedback control using the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2, and the transistors T11 to T16 of the inverter 34 are subjected to switching control. More appropriate proportional term gains Kp1 and Kp2 and integral term gains Ki1 and Ki2 can be set, and the controllability of the motor 32 can be prevented from being lowered. When the torque command Tm * of the motor 32 does not change suddenly, the difference between the torque command Tm * of the motor 32 and the torque Tmact actually output from the motor 32 and the current sensors 32U and 32V used for controlling the inverter 34 Since there is a low possibility that the difference between the phase currents Iu and Iv of the current and the actual phase current of the control timing becomes large, in the embodiment, the gain Kp1 of the proportional term according to the actual output as in the conventional electric vehicle. , Kp2 and integral term gains Ki1 and Ki2 are set, proportional term gains Kp1 and Kp2 and integral term gains Ki1 and Ki2 are set based on the estimated output torque Tmest.

  When the control mode Cm is the rectangular wave control mode in step S170, the value of the torque command sudden change flag F is checked (step S240), and when the torque command sudden change flag F is 0, it is used for feedback control based on the estimated output torque Tmest. The proportional term gain Kp3 and the integral term gain Ki3 are set (step S250). When the torque command sudden change flag F is 1, the proportional term gain Kp3 used for feedback control based on the torque command Tm * of the motor 32 is set. The integral term gain Ki3 is set (step S260), and the voltage phase is expressed by equation (6) using the set proportional term gain Kp3, integral term gain Ki3, torque command Tm * of the motor 32, and estimated output torque Tmest. Command θ * is calculated (step S270), and based on the calculated voltage phase command θ *. The transistors T11 to T16 of the inverter 34 are subjected to switching control with the rectangular wave signal so that the rectangular wave voltage is applied to the motor 32 (step S280), and this routine is terminated. In this embodiment, the proportional term gain Kp3 and the integral term gain Ki3 are set so as to decrease as the estimated output torque Tmest of the motor 32 and the torque command Tm * increase. This is based on the same reason as the processing of steps S200 and S210 for setting the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 based on the estimated output torque Tmest of the motor 32 and the torque command Tm *. Thus, when the torque command Tm * of the motor 32 does not change suddenly when the control mode Cm is the rectangular wave control mode, the proportional term gain Kp3 or the integral term gain Ki3 corresponding to the estimated output torque Tmest of the motor 32 is obtained. By switching the transistors T11 to T16 of the inverter 34 by setting the voltage phase command θ * by feedback control using the inverter, an inverter using the proportional term gain Kp3 and the integral term gain Ki3 according to the actual output The 34 transistors T11 to T16 can be subjected to switching control. When the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is the rectangular wave control mode, the proportional term gain Kp3 and the integral term gain Ki3 corresponding to the torque command Tm * of the motor 32 are used. By switching the transistors T11 to T16 of the inverter 34 by setting the voltage phase command θ * by the feedback control, the proportional term gain Kp3 and the integral term gain Ki3 are set based on the estimated output torque Tmest of the motor 32. As compared with those to be performed, a more appropriate proportional term gain Kp3 and integral term gain Ki3 can be set, and the controllability of the motor 32 can be suppressed from deteriorating. In addition, when the control mode Cm is the rectangular wave control mode, the switching cycle of the transistors T11 to T16 of the inverter 34 becomes longer than when the control mode Cm is the sine wave control mode or the overmodulation control mode, and the output response of the motor 32 or The controllability is likely to deteriorate, and when the torque command Tm * of the motor 32 changes suddenly, the current used for the control of the inverter 34 and the difference between the torque command Tm * of the motor 32 and the torque Tmact actually output from the motor 32 Since the difference between the phase currents Iu and Iv from the sensors 32U and 32V and the actual phase current of the control timing tends to be larger, the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is the rectangular wave control mode. Is not based on the estimated output torque Tmest of the motor 32 but based on the torque command Tm * of the motor 32. Significance of setting the gain Ki3 gain Kp3 and the integral term of the proportional term Te is particularly large.

  θ * = Kp3 ・ (Tm * -Tmest) + Ki3 ・ Σ (Tm * -Tmest) (6)

  According to the electric vehicle 20 of the embodiment described above, when the torque command Tm * of the motor 32 is changing suddenly when the control mode Cm is the sine wave control mode or the overmodulation control mode, the torque command Tm * of the motor 32 is changed. Voltage so that the difference between the target currents Id * and Iq * of the d-axis and the q-axis and the currents Id and Iq is canceled by feedback control using the gains Kp1 and Kp2 of the proportional terms according to The commands Vd * and Vq * are set to control switching of the transistors T11 to T16 of the inverter 34. When the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is the rectangular wave control mode, the motor 32 The motor 32 is controlled by feedback control using a proportional term gain Kp3 and an integral term gain Ki3 corresponding to the torque command Tm *. Since the voltage phase command θ * is set so that the difference between the torque command Tm * and the estimated output torque Tmest is canceled and the transistors T11 to T16 of the inverter 34 are switched, the gain corresponding to the estimated output torque Tmest is used. As a result, a more appropriate gain can be set, and the controllability of the motor 32 can be prevented from deteriorating.

  In the electric vehicle 20 of the embodiment, when the control mode Cm is the sine wave control mode or the overmodulation control mode and the torque command Tm * of the motor 32 is not abruptly changed, it is proportional based on the estimated output torque Tmest of the motor 32. When the gains Kp1 and Kp2 of the term and the gains Ki1 and Ki2 of the integral term are set and the torque command Tm * of the motor 32 is changing suddenly, the gains Kp1 and Kp2 of the proportional term based on the torque command Tm * of the motor 32 Although the integral term gains Ki1 and Ki2 are set, the proportional term gains Kp1 and Kp2 are set based on the torque command Tm * of the motor 32 regardless of whether or not the torque command Tm * of the motor 32 is suddenly changed. Alternatively, integral term gains Ki1 and Ki2 may be set. Further, in the electric vehicle 20 according to the embodiment, when the control mode Cm is the rectangular wave control mode and the torque command Tm * of the motor 32 is not suddenly changed, the gain of the proportional term is based on the estimated output torque Tmest of the motor 32. When Kp3 or integral term gain Ki3 is set and the torque command Tm * of the motor 32 changes suddenly, the proportional term gain Kp3 or integral term gain Ki3 is set based on the torque command Tm * of the motor 32 However, the proportional term gain Kp3 and integral term gain Ki3 may be set based on the torque command Tm * of the motor 32 regardless of whether or not the torque command Tm * of the motor 32 is suddenly changed. .

  The electric vehicle 20 according to the embodiment has a proportional term based on the torque command Tm * of the motor 32 when the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is the sine wave control mode or the overmodulation control mode. Gains Kp1, Kp2 and integral term gains Ki1, Ki2 are set, but proportional term gains Kp1, Kp2 and integral term gains Ki1, Ki2 are set based on accelerator opening degree Acc. The proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 may be set based on the d-axis and q-axis target currents Id * and Iq *. In these cases, the accelerator opening degree Acc, the d-axis and the q-axis target current are set in the same manner as when the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 are set based on the torque command Tm * of the motor 32. The proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 may be set so that Id * and Iq * increase as the magnitude increases. Further, in the electric vehicle 20 of the embodiment, when the control mode Cm is the sine wave mode or the overmodulation control mode, when the torque command Tm * of the motor 32 does not change suddenly, it is proportional based on the estimated output torque Tmest of the motor 32. The gains Kp1 and Kp2 of the term and the gains Ki1 and Ki2 of the integral term are set. However, the gains Kp1 and Kp2 of the proportional term and the gains Ki1 and Ki2 of the integral term are set based on the phase currents Iu and Iv. Alternatively, the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 may be set based on the d-axis and q-axis currents Id and Iq. In these cases, the effective values or amplitudes of the phase currents Iu and Iv, the d-axis and the gains Kp1 and Kp2 of the proportional term and the gains Ki1 and Ki2 of the integral term are set based on the estimated output torque Tmest of the motor 32. , Q-axis currents Id and Iq may be set such that proportional term gains Kp1 and Kp2 and integral term gains Ki1 and Ki2 tend to decrease as the magnitudes of currents Id and Iq increase.

  In the electric vehicle 20 of the embodiment, when the torque command Tm * of the motor 32 is suddenly changed when the control mode Cm is the rectangular wave control mode, the gain Kp3 of the proportional term and the integration are based on the torque command Tm * of the motor 32. Although the term gain Ki3 is set, the proportional term gain Kp3 and the integral term gain Ki3 may be set based on the accelerator opening degree Acc. In this case, as in the case where the proportional term gain Kp3 and integral term gain Ki3 are set based on the torque command Tm * of the motor 32, the proportional term gain Kp3 and integral tend to decrease as the accelerator opening Acc increases. The gain Ki3 of the term may be set. Further, in the electric vehicle 20 of the embodiment, when the control mode Cm is the rectangular wave control mode and the torque command Tm * of the motor 32 has not changed suddenly, the proportional term gain Kp3 based on the estimated output torque Tmest of the motor 32. The integral term gain Ki3 is set, but the proportional term gain Kp3 and integral term gain Ki3 are set based on the phase currents Iu and Iv, or the d-axis and q-axis currents Id and Iq. Alternatively, the proportional term gain Kp3 and the integral term gain Ki3 may be set. In these cases, as in the case of setting the proportional term gain Kp3 and the integral term gain Ki3 based on the estimated output torque Tmest of the motor 32, the effective values or amplitudes of the phase currents Iu and Iv, the d-axis and the q-axis The proportional term gain Kp3 and the integral term gain Ki3 may be set so that the currents Id and Iq increase as the currents increase.

  In the electric vehicle 20 according to the embodiment, whether the torque command Tm * of the motor 32 is suddenly changed whether the gain used for feedback control is set based on the torque command Tm * of the motor 32 or based on the estimated output torque Tm. It is determined according to whether or not the accelerator opening degree Acc is suddenly changed, or when the control mode Cm is in the sine wave control mode or the overmodulation control mode, the d axis , Q-axis current commands Id * and Iq * may be determined according to whether or not they are changing suddenly.

  In the electric vehicle 20 of the embodiment, the estimated output torque Tmest is set by applying the d-axis and q-axis currents Id and Iq to the estimated output torque setting map, but is calculated by the following equation (7) or the like. It is good also as what to do. Here, in Equation (7), “p” is the number of pole pairs, “Φ” is the number of flux linkages, and “Ld” and “Lq” are the d-axis and q-axis inductances.

  Tmest = p ・ [Φ ・ Iq + (Ld-Lq) ・ Id ・ Iq] (7)

  The electric vehicle 20 of the embodiment includes a boost converter 40 that can boost the power of the battery voltage system power line 44 to which the battery 36 is connected and supply the boosted power to the high voltage system power line 42 to which the inverter 34 is connected. However, the boost converter may not be provided, and the power from the battery 36 may be supplied to the inverter 34 without being boosted.

  In the embodiment, a motor 32 that can input and output power to the drive shaft 22 connected to the drive wheels 26a and 26b, an inverter 34 that drives the motor 32, and a battery 36 that exchanges power with the motor 32 via the inverter 34 are provided. Although it applied to the electric vehicle 20 provided, what is necessary is just to be provided with the secondary battery which can exchange electric power with an electric motor via the inverter which drives the electric motor which can output the motive power for driving | running, and an electric motor. 6, for example, as illustrated in the hybrid vehicle 120 of the modified example of FIG. 6, the engine 122 and the motor 124 connected to the drive shaft 22 via the planetary gear mechanism 126, and power can be input and output to the drive shaft 22. The present invention may be applied to a hybrid vehicle 120 including a motor 32, or a hybrid vehicle according to a modification of FIG. 20, the motor 32 is attached to the drive shaft 22, and the engine 122 is connected to the rotation shaft of the motor 32 via the clutch 229. The power from the engine 122 is transmitted via the rotation shaft of the motor 32. The present invention may be applied to a hybrid vehicle 220 that outputs to the drive shaft 22 and outputs the power from the motor 32 to the drive shaft 22.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor 32 corresponds to an “electric motor”, the inverter 34 corresponds to an “inverter”, the battery 36 corresponds to a “secondary battery”, and the control mode Cm is a sine wave control mode or an overmodulation control mode. When the torque command Tm * of the motor 32 is suddenly changed, the proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2 are set based on the torque command Tm * of the motor 32, and the control mode Cm is rectangular. When the torque command Tm * of the motor 32 changes suddenly in the wave control mode, the proportional control gain Kp3 and the integral term gain Ki3 are set based on the torque command Tm * of the motor 32 in FIG. The electronic control unit 50 that executes the processes of steps S200, S210, S250, and S260 corresponds to “gain setting means”, and the control mode C Is the sine wave control mode or overmodulation control mode, the d-axis and q-axis currents Id and Iq are converted to the target current Id * by feedback control using the set proportional term gains Kp1 and Kp2 and the integral term gains Ki1 and Ki2. , Iq * to set the voltage commands Vd *, Vq * to control the switching of the transistors T11 to T16 of the inverter 34. When the control mode Cm is the rectangular wave control mode, the set proportional term gain Kp3 and integral term The drive control routine of FIG. 2 for switching the transistors T11 to T16 of the inverter 34 by setting the voltage phase command θ * so that the estimated output torque Tmest of the motor 32 becomes the torque command Tm * by feedback control using the gain Ki3. Steps S220, S230, S270, and S280 are executed. The electronic control unit 50 is equivalent to “control means”.

  Here, the “motor” is not limited to the motor 32 configured as a synchronous generator motor, and may be any type of motor as long as it can output driving power. The “inverter” is not limited to the inverter 34 and may be any type of inverter as long as it drives an electric motor. The “secondary battery” is not limited to the battery 36 configured as a lithium ion secondary battery, and any type of secondary battery such as a nickel hydride secondary battery, a nickel cadmium secondary battery, or a lead storage battery may be used. It does not matter. As the “gain setting means”, when the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is the sine wave control mode or the overmodulation control mode, the proportional term is based on the torque command Tm * of the motor 32. Gains Kp1, Kp2 and integral term gains Ki1, Ki2 are set, and when the torque command Tm * of the motor 32 changes suddenly when the control mode Cm is in the rectangular wave control mode, the torque command Tm * of the motor 32 is changed. The proportional term gain Kp3 and the integral term gain Ki3 are not limited to those based on the torque command Tm * regardless of whether or not the torque command Tm * of the motor 32 is suddenly changed. A ratio that sets the gain of the proportional term or the integral term of the feedback control, or the ratio that is used for the feedback control based on the accelerator opening Acc The gain of the proportional term used for feedback control based on the target current to be applied to the motor 32 (for example, the d-axis and q-axis target currents Id * and Iq *). As long as the gain in feedback control is set based on either the accelerator operation amount, the target torque to be output from the motor, or the target current to be supplied to the motor It doesn't matter. As the “control means”, when the control mode Cm is the sine wave control mode or the overmodulation control mode, feedback control using the set proportional term gains Kp1 and Kp2 and integral term gains Ki1 and Ki2 is used for the d axis and q axis. When the voltage commands Vd * and Vq * are set so that the currents Id and Iq become the target currents Id * and Iq *, the transistors T11 to T16 of the inverter 34 are switched, and when the control mode Cm is the rectangular wave control mode, The voltage phase command θ * is set so that the estimated output torque Tmest of the motor 32 becomes the torque command Tm * by feedback control using the set proportional term gain Kp3 and the integral term gain Ki3, and the transistors T11 to T16 of the inverter 34 are set. Is not limited to the one that controls switching, but the set gain The torque output from the motor by the feedback control using the but may be any one that controls the inverter so that the target torque to be output from the electric motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the manufacturing industry of electric vehicles.

  20 electric vehicle, 22 drive shaft, 24 differential gear, 26a, 26b drive wheel, 32 motor, 32a rotational position detection sensor, 32U, 32V current sensor, 34 inverter, 36 battery, 40 boost converter, 42 high voltage power line, 44 battery voltage system power line, 46, 48 capacitor, 46a, 48a voltage sensor, 50 electronic control unit, 52 CPU, 54 ROM, 56 RAM, 60 ignition switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 Accelerator pedal position sensor, 65 Brake pedal, 66 Brake pedal position sensor, 68 Vehicle speed sensor, 120, 220 Hybrid vehicle, 122 Engine, 124 Motor, 126 Planetary gear Structure, 229 clutch, D11~D16 diode, T11~T16 transistor.

Claims (4)

An electric vehicle comprising an electric motor capable of outputting driving power, an inverter that drives the electric motor, and a secondary battery that can exchange electric power with the electric motor via the inverter,
A gain setting means for setting a gain in feedback control based on one of an accelerator operation amount, a target torque to be output from the electric motor, and a target current to be supplied to the electric motor;
Control means for controlling the inverter so that the torque output from the motor by the feedback control using the set gain becomes a target torque to be output from the motor;
Electric car with The electric vehicle according to claim 1,
The gain setting means sets the gain based on the torque output from the motor or the current supplied to the motor when the target torque to be output from the motor or the target current to be supplied to the motor is not suddenly changed. Is a means to
Electric car. An electric vehicle according to claim 1 or 2,
The control means, when driving the electric motor using a rectangular wave voltage, feedback using the difference between the target torque to be output from the electric motor and the torque output from the electric motor and the set gain A means for setting a target voltage phase of the rectangular wave voltage by control and controlling the inverter using the set target voltage phase;
Electric car. An electric vehicle according to any one of claims 1 to 3,
The control means, when driving the motor using a pseudo three-phase AC voltage by pulse width modulation, the difference between the target current to be supplied to the motor and the current supplied to the motor and the setting A means for setting a target voltage to be applied to the electric motor by feedback control using the gain and controlling the inverter using the set target voltage.
Electric car.

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