Enhanced interference suppression with noise immunity in current controlled AC motors

Abstract

The invention relates to a system and method for operating a vehicle. The system includes an inverter, a motor, and a sensor for measuring a phase current between the inverter and the motor in a first phase cycle in which the inverter is operated at a first voltage. The processor predicts an observation phase current and an original interference voltage of the second phase cycle according to the phase current, calculates a damping voltage correction of the second phase cycle according to the observation phase current, and calculates an interference voltage correction of the second phase cycle according to the original interference voltage. Calculating a final voltage in the second phase cycle from the core current regulator voltage, the damping voltage correction, and the disturb voltage correction, calculating a second voltage in the first phase cycle by applying a delay to the final voltage in the second phase cycle; and applying a second voltage at the inverter.

Description

Technical Field

[0001] The present invention relates to controlling the operation of a vehicle motor, and more particularly to systems and methods for using feedback from the motor to generate a voltage to be applied at an inverter that controls the motor. Background Art

[0002] When controlling a vehicle motor, a control mechanism is used to design a voltage signal that can be used at an inverter that supplies phase current to the motor. Current methods tend to introduce noise into the voltage signal, which can interfere with the motor. Accordingly, it is desirable to provide systems and methods for designing a voltage signal for the inverter that do not amplify the noise in the system. Summary of the Invention

[0003] In one exemplary embodiment, a method of operating a vehicle is disclosed. A phase current between an inverter of the vehicle and a motor of the vehicle is measured during a first phase cycle of the motor operating at a first voltage. An observed phase current and a raw disturbance voltage for a second phase cycle of the motor are predicted based on the phase current. A damping voltage correction for the second phase cycle is calculated based on the observed phase current. A disturbance voltage correction for the second phase cycle is calculated based on the raw disturbance voltage. A final voltage for the second phase cycle is calculated based on a core current regulator voltage, the damping voltage correction, and the disturbance voltage correction. A second voltage for the first phase cycle is calculated by applying a delay to the final voltage for the second phase cycle. The second voltage is applied at the inverter.

[0004] In addition to one or more of the features described herein, the phase current is converted to dq current, and the observed phase current and the raw disturbance voltage are predicted based on the dq current and a raw dq voltage.

[0005] In addition to one or more of the features described herein, calculating the disturbance voltage correction for the second phase cycle includes applying a low-pass filter to the raw disturbance voltage.

[0006] In addition to one or more of the features described herein, the damping voltage correction is calculated based on a virtual impedance value of a virtual modified model of the motor.

[0007] In addition to one or more of the features described herein, the damping voltage correction is bandwidth limited.

[0008] In addition to one or more of the features described herein, the damping voltage correction indicates a low-frequency perturbation in the phase current, while the disturbance voltage correction indicates a high-frequency perturbation in the phase current.

[0009] In addition to one or more of the features described herein, one of the following is used to predict the observed phase current and the raw disturbance voltage for the second phase cycle: (i) a complex vector model; and (ii) a state feedback model.

[0010] In another exemplary embodiment, an electrical system of a vehicle is disclosed. The electrical system includes an inverter, a motor, a sensor configured to measure a phase current between the inverter and the motor in a first phase cycle in which the inverter operates at a first voltage, and a processor. The processor is configured to predict an observed phase current of a second phase cycle of the motor and an original disturbance voltage of the second phase cycle based on the phase current; calculate a damping voltage correction of the second phase cycle based on the observed phase current; calculate a disturbance voltage correction of the second phase cycle based on the original disturbance voltage; calculate a final voltage in the second phase cycle based on a core current regulator voltage, the damping voltage correction, and the disturbance voltage correction; calculate a second voltage in the first phase cycle by applying a delay to the final voltage in the second phase cycle; and apply the second voltage at the inverter.

[0011] In addition to one or more features described herein, the processor is further configured to convert the phase current to dq current and predict the observed phase current and the original disturbance voltage based on the dq current and the original dq voltage.

[0012] In addition to one or more features described herein, the processor is further configured to calculate the disturbance voltage correction of the second phase cycle by applying a low-pass filter to the original disturbance voltage.

[0013] In addition to one or more features described herein, the processor is further configured to calculate the damping voltage correction based on a virtual impedance value of a virtual modified model of the motor.

[0014] In addition to one or more features described herein, the processor is configured to operate a current observer and a current regulator, wherein a bandwidth of the current observer is bounded from below by a function of a bandwidth of the current regulator and a virtual modified machine time constant.

[0015] In addition to one or more features described herein, the damping voltage correction indicates a low-frequency perturbation in the phase current, while the disturbance voltage correction indicates a high-frequency perturbation in the phase current.

[0016] In addition to one or more features described herein, the processor is further configured to predict the observed phase current of the second phase cycle and the original disturbance voltage of the second phase cycle using one of the following: (i) a complex vector model; and (ii) a state feedback model.

[0017] In yet another exemplary embodiment, a vehicle is disclosed. The vehicle includes an inverter, a motor, a sensor configured to measure a phase current between the inverter and the motor during a first phase cycle in which the inverter operates at a first voltage, and a processor. The processor is configured to predict an observed phase current and a raw disturbance voltage of a second phase cycle of the motor based on the phase current; calculate a damping voltage correction for the second phase cycle based on the observed phase current; calculate a disturbance voltage correction for the second phase cycle based on the raw disturbance voltage; calculate a final voltage in the second phase cycle based on a core current regulator voltage, the damping voltage correction, and the disturbance voltage correction; calculate a second voltage in the first phase cycle by applying a delay to the final voltage in the second phase cycle; and apply the second voltage at the inverter.

[0018] In addition to one or more of the features described herein, the processor is further configured to convert the phase current to dq current and predict the observed phase current and the raw disturbance voltage based on the dq current and a raw dq voltage.

[0019] In addition to one or more of the features described herein, the processor is further configured to calculate the disturbance voltage correction for the second phase cycle by applying a low-pass filter to the raw disturbance voltage.

[0020] In addition to one or more of the features described herein, the processor is further configured to calculate the damping voltage correction based on a virtual impedance value of a virtual modified model of the motor.

[0021] In addition to one or more of the features described herein, the processor is configured to operate a current observer and a current regulator, wherein a bandwidth of the current observer is bounded from below by a function of a bandwidth of the current regulator and a virtual modified machine time constant.

[0022] In addition to one or more of the features described herein, the damping voltage correction indicates a low-frequency disturbance in the phase current, while the disturbance voltage correction indicates a high-frequency disturbance in the phase current.

[0023] The above and other features and advantages of the present disclosure will become apparent when the following detailed description is read in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Other features, advantages, and details appear only by way of example in the following detailed description, which refers to the accompanying drawings, in which:

[0025] Figure 1 A vehicle according to an exemplary embodiment is shown;

[0026] Figure 2 is a diagram depicting an operational flow for controlling an electrical system of a vehicle;

[0027] Figure 3 is a diagram depicting the operation of a feedback module with a core current regulator in an illustrative embodiment;

[0028] Figure 4 is a diagram depicting the operation of a complex vector type current observer in an illustrative embodiment;

[0029] Figure 5 is a diagram depicting the operation of a state feedback type current observer in an illustrative embodiment;

[0030] Figure 6 shows a block diagram for determining a virtual resistance vector and a virtual impedance vector that can be used at an impedance damping module; and

[0031] Figure 7 shows the result of implementing Figure 2 the feedback module shown. DETAILED DESCRIPTION

[0032] The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application, or uses. It should be understood that in all the figures, corresponding reference numerals denote the same or corresponding components and features. As used herein, the term module refers to a processing circuit, which may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or grouped) executing one or more software or firmware programs, a memory, combinational logic circuitry, and / or other suitable components that provide the described functionality.

[0033] According to an exemplary embodiment, Figure 1 shows an embodiment of a vehicle 10 that includes a body 12 that at least partially defines an occupant compartment 14. The body 12 also supports various vehicle subsystems, including a propulsion system 16 and other subsystems to support the functions of the propulsion system 16 and other vehicle components, such as a braking subsystem, a suspension system, a steering subsystem, etc.

[0034] The vehicle 10 can be an electric vehicle (EV), a hybrid vehicle, or any other vehicle. In one embodiment, the vehicle 10 is an electric vehicle that includes multiple motors and / or drive systems. Any number of drive units can be included, such as one or more drive units for applying torque to the front wheels (not shown) and / or rear wheels (not shown). The drive units are controllable to operate the vehicle 10 in various operating modes, such as a normal mode, a high performance mode (where additional torque is applied), all-wheel drive ("AWD"), front-wheel drive ("FWD"), rear-wheel drive ("RWD"), etc.

[0035] For example, propulsion system 16 is a multi-drive system that includes a front drive unit 20 for driving the front wheels and a rear drive unit for driving the rear wheels. The front drive unit 20 includes a front electric motor 22 and a front inverter 24 (such as a front power inverter module or FPIM), as well as other components such as a cooling system. The left rear drive unit 30L includes a left rear electric motor 32L and a left rear inverter 34L. The right rear drive unit 30R includes a right rear electric motor 32R and a right rear inverter 34R. The front inverter 24, the left rear inverter 34L, and the right rear inverter 34R (such as power inverter units or PIMs) each convert direct current (DC) power from a high-voltage (HV) battery system 40 into polyphase (such as two-phase, three-phase, six-phase, etc.) alternating current (AC) power to drive the front electric motor 22, the left rear electric motor 32L, and the right rear electric motor 32R.

[0036] As Figure 1 shown, the drive system has independent electric motors. However, the embodiments are not limited thereto. For example, instead of separate motors, multiple drives can be provided by a single electric machine having multiple physically independent windings.

[0037] Also as Figure 1 shown, the drive system is configured such that the front electric motor 22 drives the front wheels (not shown), and the left rear electric motor 32L and the right rear electric motor 32R drive the rear wheels (not shown). However, the embodiments are not limited thereto, as there can be any number of drive systems and / or motors at different locations (such as one motor driving each wheel, dual motors per axle, etc.). Additionally, the embodiments are not limited to dual-drive systems, as the embodiments can be used in vehicles having any number of electric motors and / or power inverters.

[0038] In the propulsion system 16, the front drive unit 20, the left rear drive unit 30L, and the right rear drive unit 30R are electrically connected to the battery system 40. The battery system 40 can also be electrically connected to other electrical components (also referred to as "electrical loads"), such as vehicle electronics (such as through an auxiliary power module or APM 42), heaters, cooling systems, etc. The battery system 40 can be configured as a rechargeable energy storage system (RESS).

[0039] In one embodiment, the battery system 40 includes a plurality of separate battery assemblies, where each battery assembly can be independently charged and can be used to independently power one or more drive systems. For example, the battery system 40 includes a first battery assembly, such as a first battery pack 44 and a second battery pack 46 connected to the front inverter 24. The first battery pack 44 includes a plurality of battery modules 48, and the second battery pack 46 includes a plurality of battery modules 50. Each battery module 48, 50 includes a plurality of individual battery cells (not shown). In various embodiments, one or more battery packs can include MODACS (multi-output dynamic adjustable capacity) batteries.

[0040] Each of the front electric motor 22 and the left rear electric motor 32L and the right rear electric motor 32R is a three-phase motor having a three-phase motor winding. However, the embodiments described herein are not limited thereto. For example, the motor can be any polyphase electric machine powered by a polyphase inverter, and the drive unit can be implemented using a single electric machine having independent winding groups.

[0041] The battery system 40 and / or the propulsion system 16 includes a switching system having various switching devices for controlling the operation of the first battery pack 44 and the second battery pack 46 and selectively connecting the first battery pack 44 and the second battery pack 46 to the front drive unit 20, the left rear drive unit 30L, and the right rear drive unit 30R. The switching devices can also be operated to selectively connect the first battery pack 44 and the second battery pack 46 to the charging system. The charging system can be used to charge the first battery pack 44 and the second battery pack 46 and / or supply power from the first battery pack 44 and / or the second battery pack 46 to charge another energy storage system (e.g., vehicle-to-vehicle (V2V) and / or vehicle-to-everything (V2X) charging). The charging system includes one or more charging modules. For example, the first on-board charging module (OBCM) 52 is electrically connected to the charging port 54 for charging or being charged from an AC system or device, such as a utility AC power supply. A second OBCM 53 can be included for DC charging (e.g., DC fast charging or DCFC).

[0042] In one embodiment, the switching system includes a first switching device 60 that selectively connects the first battery pack 44 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R, and a second switching device 62 that selectively connects the second battery pack 46 to the front inverter 24, the left rear inverter 34L, and the right rear inverter 34R. The switching system also includes a third switching device 64 (also referred to as a "battery switching device") for selectively connecting the first battery pack 44 in series with the second battery pack 46.

[0043] Any of the various controllers can be used to control the functions of the battery system 40, the switching system, and the drive unit. The controller includes any suitable processing device or unit, and existing controllers, such as a drive system controller, a RESS controller, and / or a controller in the drive system, can be used. For example, a controller 65 can be included for controlling the switching and drive control operations as described herein.

[0044] The controller may include processing circuitry, which may include an application specific integrated circuit (ASIC), electronic circuitry, a processor (shared, dedicated, or grouped) executing one or more software or firmware programs, and memory, combinational logic circuitry, and / or other suitable components that provide the described functionality. According to one or more embodiments described in detail herein, the controller may include a non-transitory computer-readable medium storing instructions that, when processed by one or more processors of the controller, implement a method for determining a voltage to be applied at an inverter of an electric vehicle.

[0045] Vehicle 10 also includes a computer system 55, which includes one or more processing devices 56 and a user interface 58. The computer system 55 may communicate with the charging system controller, for example, to provide commands thereto in response to user input. Various processing devices, modules, and units may communicate with each other via a communication device or system, such as a controller area network (CAN) or a transmission control protocol (TCP) bus.

[0046] As shown herein, vehicle 10 is an electric vehicle. In alternative embodiments, vehicle 10 may be an internal combustion engine vehicle, a hybrid vehicle, etc.

[0047] Figure 2 is FIG. 200 depicting an operation flow for controlling an electrical system of a vehicle. The electrical system includes a hardware portion illustrated by physical system 202 and a software portion illustrated by discrete control system 204, separated by interface 206. Physical system 202 includes an inverter 208 and an electric motor 210. The inverter 208 supplies phase currents to the motor 210 to control the operation of the motor. Typically, the phase currents are three-phase currents supplied through three phase-separated windings (a, b, c), with a phase difference of 120° (or 2π / 3) between the currents. Physical system 202 also includes a current sensor 212 for detecting the phase current (I a , I b , I c or I abc ) along the phase windings, and a position sensor 214 for detecting the position of the electric motor or the position of the rotor within the electric motor 210.

[0048] The discrete control system 204 applies a voltage signal to the inverter at each of a plurality of phase cycles labeled by time steps (k, k+1, k+2, …). The voltage to be applied at the next time step (k+1) is determined by the current error I dq,err (k+1) and predicting the bandwidth-limited voltage at a subsequent time step or the next time step (e.g., the second time step k+1). As disclosed herein, determining the bandwidth-limited voltage at a subsequent time step includes removing high-frequency components and low-frequency components.

[0049] The discrete control system 204 includes an algorithm module for generating a voltage signal that can be used to control the operation of the inverter 208. The discrete control system 204 receives current and rotor position data from the physical system 202 and determines the voltage that can be applied to the inverter 208 to suppress any interference or noise in the current applied to the motor 210. The algorithm module includes a command generation module 216, a core current regulator 218, and a pulse width modulation generator module (PWM generator 220) for providing a voltage signal to operate the inverter 208.

[0050] The discrete control system 204 also includes a feedback module 222 for correcting the voltage signal sent to the inverter 208. The feedback module includes a current observer 224, an instantaneous virtual impedance damping module 226, and a disturbance decoupling module 228. In addition, the feedback module includes a Park transformation block 230 and a time differentiation module 232. The Park transformation block 230 converts the phase current I abc into discrete current values on the direct axis (d-axis) and quadrature axis (q-axis) of the rotor of the motor 210. The Park transformation block 230 performs the transformation using the motor position θ e . The time differentiation module 232 outputs the motor speed ω e based on the measured value of the rotor position.

[0051] The modules enclosed by the dashed line 234 calculate the current and voltage values seen in the rotating coordinate system (i.e., the dq coordinate system of the rotor). These modules include the core current regulator 218, the current observer 224, the intermediate virtual impedance damping module 226, and the disturbance decoupling module 228.

[0052] The command generation module 216 receives the torque command T cmd , the measured battery voltage V dc , and the motor speed ω e , and outputs the commanded current I* dq (k + 1) in the dq coordinate system at the next time step k + 1, where the asterisk indicates the commanded value. The next time step k + 1 represents the time step immediately following the current time step k.

[0053] The current difference calculator 236 determines the error current I dq (k + 1) at the next time step between the commanded current I* dq (k + 1) at the next time step and the current dq current I dq,err (k) at the current time step, as shown in Equation (1):

[0054]

[0055] The Park transformation block 230 outputs the current dq current I dq (k) at the current time step k.

[0056] The error current I at the next time step dq,err (k + 1) is input to the core current regulator 218. The core current regulator 218 receives the error current I dq,err (k + 1) and the rotor speed ω e and outputs the core voltage V CR (k + 1) predicted for the next time step.

[0057] At the damping correction node 238, the core voltage V CR (k + 1) is modified by the damping voltage V * dq,damp (k + 1) to obtain the original dq voltage as shown in Equation (2):

[0058]

[0059] The damping correction node 238 thus eliminates high-frequency noise or interference in the command voltage. The damping voltage is provided by the instantaneous virtual impedance damping module 226.

[0060] The original dq voltage is modified by the interference voltage at the interference correction node 240 to obtain the final dq voltage at the next time step as shown in Equation (3):

[0061]

[0062] The interference correction node 240 removes low-frequency noise or interference from the command voltage. The interference voltage is provided by the interference decoupling module 228.

[0063] Block 242 performs a transformation on the final command voltage at the next time step to obtain the final command voltage V αβ (k + 1) in the stationary coordinate system. The delay module 244 provides a delay of the final command voltage V αβ (k + 1) at the next time step to generate the command voltage in the stationary coordinate system at the current time step This delay simulates the delay of the PWM generator 220. Based on the command voltage the PWM generator 220 outputs the voltage signal S in the abc coordinate system to the inverter 208 abc .

[0064] Now discuss the feedback module 222. The current observer 224 receives the actual dq current I dq (k) at the current time step and the original dq voltage at the next time step as inputs. The current observer module 224 outputs the bandwidth-limited observer current I at the next time stepdq,obs (k + 1) and the original interference voltage at the next time step The bandwidth of the current observer module 224 is related to the bandwidth of the core current regulator 218 and the correction time constant, as shown in Equation (4):

[0065]

[0066] where, f b,CO is the bandwidth of the current observer, f b,CR is the bandwidth of the core current controller, τ mod is the correction time constant. The correction time constant is the ratio of the virtual modified inductance to the virtual modified resistance.

[0067] The bandwidth - limited observer current I dq,obs (k + 1) at the next time step is input to the instantaneous virtual impedance damping module 226, whose output is the damping voltage The original interference voltage is input to the interference decoupling module 228, which outputs the interference voltage at the next time step

[0068] Figure 3 Figure 300 shows the operation of the feedback module with a core current regulator in an illustrative embodiment. The core current regulator 218 includes a normalization gain module 302, an input decoupling module 304, a device pole cancellation module 306, and a pure integrator module 308. The normalization gain module 302 determines how fast torque is achieved at the motor. The input decoupling module 304 divides the current into a d - axis current along the direct axis and a q - axis current along the orthogonal axis. The input decoupling module 304 includes a mathematical expression that is the inverse of a virtual modified device model (i.e., the motor module). The virtual modified model is a model with modified time constants based on the virtual inductance L v and the virtual resistance R v The device pole cancellation module 306 replaces the poles of the inverse device model. The pure integrator module 308 integrates the current.

[0069] The instantaneous virtual impedance damping module 226 includes a virtual resistance module 310 and a virtual inductance module 312. The virtual resistance module 310 applies resistive damping to the observer current I dq,obs (k + 1) to obtain a resistive damping voltage. The virtual inductance module 312 applies inductive damping to the observer current I dq,obs (k + 1). The derivative module 314 takes the derivative of the inductive damping to produce an inductive damping voltage. The resistive damping voltage and the inductive damping voltage are combined to produce the damping voltage

[0070] The interference decoupling module 228 includes a low - pass filter 316. The low - pass filter 316 is applied to the original interference voltage Thereby generating an interference voltage

[0071] Figure 4 FIG. 400 depicts the operation of the complex vector type current observer 402 in an illustrative embodiment. The complex vector type current observer 402 includes a proportional-integral controller module (PI controller module 404), a delay module 406, and a device model 408.

[0072] The current observer 402 receives the dq current I dq (k) at the current time step and receives the original dq voltage at the next time step

[0073] The current error calculator 410 determines the error current between the dq current I dq (k) at the current time step and the predicted observed dq current I dq,obs (k + 1) at the next time step. The error current is input to the interference voltage module 404. The interference voltage module 404 calculates the original interference dq voltage at the next time step which can be sent to the interference decoupling module ( Figure 2 228 in).

[0074] The delay block 406 receives the original dq voltage at the next time step (which is calculated at the damping correction node 238 ( Figure 2 )) and outputs the commanded dq voltage The voltage summing node 412 adds the original interference dq voltage at the next time step to the commanded dq voltage The output of the voltage summing node 412 is input to the device model 408, which outputs the observed dq current I dq,obs (k + 1) at the next time step. The observed dq current I dq,obs (k + 1) at the next time step is sent to Figure 2 the instantaneous virtual impedance damping module 226 of and will be used at the current error calculation node 410 to calculate the current error at the next time step.

[0075] Figure 5 FIG. 500 shows the operation of the state feedback type current observer 502 in an illustrative embodiment. The state feedback type current observer 502 includes a PI controller module 404, a delay module 406, and a device model 408. In addition, a B EMF and a calculator 504 are used between the voltage summing node 412 and the device model 408 to include the dq flux voltage jω e λ dq at the input of the device model 408.

[0076] Figure 6 FIG. 600 is a block diagram showing a virtual resistance vector and a virtual impedance vector that can be used at the impedance damping module 226. The block diagram 600 includes a first look-up table 602 and a second look-up table 604. The first look-up table 602 receives the motor speed ω e and the commanded torque T q , and outputs a virtual modified target time constant (τ mod ). The time constant is input to the first resistance block 606 to generate a virtual resistance (R vd ) 610 along the d-axis, and is input to the second resistance block 608 to generate a virtual resistance (R vq ) 612 along the q-axis. The virtual resistance (R vd ) 610 along the d-axis and the virtual resistance (R vq ) 612 along the q-axis are provided to Figure 3 the virtual resistance module 310 shown.

[0077] The second look-up table 604 receives the motor speed ω e and the commanded torque T q , and outputs a constant multiplier vector K dq . The constant multiplier K dq is input to the first inductance block 614 to generate a virtual inductance (L vd ) 618 along the d-axis, and generates a virtual inductance (L vq ) 620 along the q-axis in the second inductance block 616. The virtual inductance (L vd ) 618 along the d-axis and the virtual inductance (L vq ) 620 along the q-axis are provided to Figure 3 the virtual inductance module 312.

[0078] Figure 7 FIG. shows the result of implementing the feedback module 224 shown in Figure 2 . The first graph 700 shows the dynamic stiffness with respect to frequency. The frequency is shown along the abscissa, and the dynamic stiffness is shown along the ordinate. The first curve 702 shows the baseline stiffness at a motor torque of 50 Newton meters (Nm) and a motor speed of 100 revolutions per minute (RPM). The second curve 704 shows the stiffness achieved using the feedback module 224. The second curve 704 shows that the dynamic stiffness has increased at all frequencies.

[0079] The second graph 710 shows the noise gain relative to frequency. The frequency is shown along the horizontal axis and the noise gain is shown along the vertical axis. The third curve 712 shows the baseline noise at a motor torque of 50 Newton meters (Nm) and a motor speed of 100 revolutions per minute (RPM). The fourth curve 714 shows the noise obtained using the feedback module 224. Comparing the third curve 72 and the fourth curve 714, even though the dynamic stiffness (second curve 704) increases at all frequencies, the noise remains at the baseline noise at all frequencies.

[0080] The terms "a" and "an" do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced items. The term "or" means "and / or" unless the context clearly dictates otherwise. References throughout the specification to "one aspect" mean that a particular element (e.g., a feature, a structure, a step, or a property) described in connection with that aspect is included in at least one aspect described herein, and may or may not be present in other aspects. In addition, it should be understood that the described elements may be combined in any suitable manner in the various aspects.

[0081] When an element such as a layer, a film, a region, or a substrate is referred to as being "on" another element, it can be directly on the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly on" another element, no intervening elements are present.

[0082] Unless stated to the contrary herein, all test standards are the latest valid standards as of the filing date of this application, or, if priority is claimed, the filing date of the earliest priority application in which the test standard appears.

[0083] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0084] Although the foregoing disclosure has been described with reference to exemplary embodiments, those skilled in the art will understand that various changes can be made and equivalents can be substituted for its elements without departing from its scope. In addition, many modifications can be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Accordingly, it is intended that the disclosure not be limited to the particular embodiments disclosed, but that all embodiments falling within its scope be included.

Claims

1. A method of operating a vehicle, comprising: measuring a phase current between an inverter of the vehicle and a motor of the vehicle during a first phase cycle of the motor with the inverter operating at a first voltage; predicting an observed phase current of a second phase cycle of the motor and a raw interference voltage of the second phase cycle based on the phase current; calculating a damping voltage correction for a second phase cycle based on the observed phase current; calculating an interference voltage correction for a second phase cycle based on the original interference voltage; calculating a final voltage in a second phase cycle based on a core current regulator voltage, a damping voltage correction, and a disturbance voltage correction; calculating a second voltage in the first phase cycle by applying a delay to a final voltage in the second phase cycle; and A second voltage is applied at the inverter. 2 . The method according to claim 1 , further comprising converting the phase current into a dq current, and predicting the observed phase current and the original interference voltage based on the dq current and the original dq voltage.

3. The method according to claim 1, wherein: Calculating the interference voltage correction for the second phase cycle includes applying a low pass filter to the raw interference voltage. 4 . The method of claim 1 , further comprising calculating the damping voltage correction based on a virtual impedance value of a virtual modified model of the motor.

5. The method according to claim 1, wherein: The damping voltage correction is indicative of low frequency disturbances in the phase current, and the disturbing voltage correction is indicative of high frequency disturbances in the phase current.

6. An electrical system for a vehicle, comprising: Inverter; motor; a sensor for measuring a phase current between the inverter and the motor during a first phase cycle in which the inverter operates at a first voltage; as well as Processor, which is configured as: predicting an observed phase current of a second phase cycle of the motor and a raw interference voltage of the second phase cycle based on the phase current; calculating a damping voltage correction for a second phase cycle based on the observed phase current; calculating an interference voltage correction for a second phase cycle based on the original interference voltage; calculating a final voltage in a second phase cycle based on a core current regulator voltage, a damping voltage correction, and a disturbance voltage correction; calculating a second voltage in the first phase cycle by applying a delay to a final voltage in the second phase cycle; and A second voltage is applied at the inverter.

7. The electrical system according to claim 6, wherein: The processor is further configured to convert the phase current into a dq current, and predict the observed phase current and the original interference voltage according to the dq current and the original dq voltage.

8. The electrical system according to claim 6, wherein: The processor is further configured to calculate a disturbance voltage correction for the second phase cycle by applying a low pass filter to the raw disturbance voltage.

9. The electrical system according to claim 6, wherein: The processor is further configured to calculate the damping voltage correction based on a virtual impedance value of the virtual modified model of the motor.

10. The electrical system of claim 6, wherein: The damping voltage correction is indicative of low frequency disturbances in the phase current, and the disturbing voltage correction is indicative of high frequency disturbances in the phase current.

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