Motor control device and motor control method

Abstract

In a scene in which a plurality of surrounding environments and vehicle states are overlapped, provided is a motor control device in which both low loss and low NV can be appropriately achieved. The motor control device performs PWM control on a power converter connected to an AC motor and performing power conversion from DC power to AC power and is characterized by comprising: a pulse pattern determination unit that sets a plurality of PWM pulse patterns and a pulse pattern for performing the PWM control; an evaluation unit that determines the priority between the total loss of the AC motor and the power converter and the vibration noise of the AC motor; and a loss / NV calculation unit that calculates a value of the vibration noise and a value of the total loss of the torque and rotational speed of each of the pulse patterns. The evaluation unit determines the priority on the basis of a parameter relating to at least one of a surrounding environment, a mode designation by the intention of a driver, a battery remaining amount, a driving operation point, and a vehicle state. The pulse pattern determination unit sets the pulse pattern by using the priority determined by the evaluation unit, the value of the total loss, and the vibration noise.

Description

[Technical Field]

[0001] The present invention relates to a configuration of a motor control device that controls the drive of a motor and a control method thereof, and in particular to a technique that is effective when applied to an on-vehicle motor whose load changes depending on the surrounding environment and the vehicle state. [Background technology]

[0002] Low loss and high efficiency are required for the motors installed in hybrid electric vehicles (HEVs) and electric vehicles (EVs). In addition, quietness, which is not available in engine-powered vehicles, is an important value proposition, and there is also a strong demand for low noise and vibration (NV). In recent years, the rapid spread of HEVs and EVs has led to an even greater demand for low loss and low NV along with improvements in driving quality and the introduction of autonomous driving.

[0003] Generally, automotive motors are driven and controlled using PWM (Pulse Width Modulation) control, but since there is a trade-off between loss and NV in PWM control, control is performed to switch pulse patterns based on a pre-designed threshold value.

[0004] As background art in this technical field, there is, for example, technology such as that disclosed in Patent Document 1. Patent Document 1 discloses "an electric motor control device equipped with a control device 60 having a carrier frequency control section 77 capable of performing weighting in accordance with the vehicle's surrounding environment, usage conditions (for example, driving conditions), etc." (Paragraphs

[0094] -

[0095] of Patent Document 1) [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Publication No. 2018-99003 Summary of the Invention [Problem to be solved by the invention]

[0006] However, the load on the motors installed in automobiles constantly changes depending on the surrounding environment and vehicle conditions while the vehicle is running, so in situations where multiple surrounding environments and vehicle conditions overlap, it may not be possible to select an appropriate PWM that achieves both low loss and low NV.

[0007] In the above-mentioned Patent Document 1, the weighting of low loss and low NV is determined based on specific ambient environment and vehicle conditions, such as nighttime, when the outside temperature is high and the vehicle is traveling at a low speed, and in situations where multiple such conditions overlap, there is a risk that an appropriate PWM may not be selected. Also, when the carrier frequency is changed, if the frequency fluctuation is large, there is a risk that the driver's hearing may be impaired.

[0008] Therefore, an object of the present invention is to provide a motor control device and a motor control method that can appropriately achieve both low loss and low NV in a scene where multiple surrounding environments and vehicle conditions overlap. [Means for solving the problem]

[0009] In order to solve the above problems, the present invention provides a motor control device that is connected to an AC motor and that PWM controls a power converter that converts DC power to AC power, the motor control device comprising: a plurality of PWM pulse patterns; a pulse pattern determination unit that sets the pulse patterns for performing the PWM control; an evaluation unit that determines priorities for a total loss of the AC motor and the power converter and vibration and noise of the AC motor; and a loss·NV calculation unit that calculates a value of the total loss and a value of the vibration and noise of the torque and rotation speed for each of the pulse patterns, the evaluation unit being configured to determine a value of the total loss and a value of the vibration and noise of the AC motor based on a surrounding environment. 、 Battery level , including any one of human / vehicle detection sensor information, navigation information, torque command, and engine output The priority is determined based on a parameter related to at least one of the vehicle conditions, and the pulse pattern determination unit sets the pulse pattern using the priority determined by the evaluation unit, the value of the total loss, and the vibration noise.

[0010] The present invention also provides a motor control method for PWM-controlling an AC motor, the method comprising the steps of: (a) determining a priority between a total loss of the AC motor and a power converter that drives the AC motor, and vibration and noise of the AC motor; and (b) determining a priority between a total loss of the AC motor and a power converter that drives the AC motor and vibration and noise of the AC motor. 、 Battery level , including any one of human / vehicle detection sensor information, navigation information, torque command, and engine output The method is characterized by comprising: (a) a step of determining a priority based on a parameter related to at least one of the vehicle conditions; and (c) a step of setting a pulse pattern using the priority determined in step (b), the total loss value, and the vibration noise. [Effects of the Invention]

[0011] According to the present invention, it is possible to realize a motor control device and a motor control method that can appropriately achieve both low loss and low NV in a scene where multiple surrounding environments and vehicle conditions overlap.

[0012] Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a diagram showing a schematic configuration of a motor drive system according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a functional block diagram of the motor control device 1 of FIG. [Figure 3] FIG. 3 is a functional block diagram of the pulse pattern determination unit 14 of FIG. 2. [Figure 4] FIG. 4 is a functional block diagram of a low-loss / low NV evaluation weight determination unit 141 in FIG. 3. [Figure 5] FIG. 5 is a diagram conceptually showing the process of the ride comfort / cost evaluation calculation 1414 in FIG. 4. [Figure 6] FIG. 4 is a functional block diagram of a loss / NV calculation unit 142 in FIG. 3. [Figure 7] FIG. 4 is a functional block diagram of an optimum pulse pattern determination unit 143 in FIG. 3. [Figure 8] FIG. 8 is a functional block diagram of a variable pulse difference limiting unit 1434 of FIG. 7. [Figure 9] FIG. 10 is a diagram showing a schematic configuration of a hybrid system according to a second embodiment of the present invention. [Figure 10] FIG. 10 is a diagram showing a schematic configuration of a motor drive system according to a third embodiment of the present invention. [Figure 11] FIG. 10 is a diagram showing a schematic configuration of an electric power steering system according to a fourth embodiment of the present invention. [Figure 12] FIG. 10 is a diagram showing a schematic configuration of an electric brake system according to a fifth embodiment of the present invention. [Figure 13] FIG. 10 is a diagram showing a schematic configuration of an in-wheel motor system according to a sixth embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the drawings, the same components are designated by the same reference numerals, and detailed description of overlapping parts will be omitted. [Example]

[0015] First Embodiment A motor drive system according to a first embodiment of the present invention will be described with reference to FIGS.

[0016] FIG. 1 is a diagram showing a schematic configuration of a motor drive system according to this embodiment.

[0017] As shown in FIG. 1, the motor drive system 100 of this embodiment mainly comprises a motor control device 1, a permanent magnet synchronous motor 2, an inverter 3, a rotational position detector 4, a high-voltage battery 5, a current detection unit 7, and a rotational position sensor 8.

[0018] The inverter 3 includes a DC / AC conversion circuit 31, a gate drive circuit 32, and a capacitor 33 which is a smoothing capacitor.

[0019] The permanent magnet synchronous motor 2 is a three-phase AC motor having three coils Lu, Lv, and Lw.

[0020] The rotational position detector 4 outputs the rotational position θ of the permanent magnet synchronous motor 2 detected by the rotational position sensor 8 to the motor control device 1.

[0021] The motor control device 1 generates a pulse width modulation (PWM) pulse signal based on the input torque command T*, the three-phase current values ​​Iu, Iv, Iw detected by the current detection unit 7, and the rotational position θ of the permanent magnet synchronous motor 2 input from the rotational position detector 4, and outputs it to the gate drive circuit 32 of the inverter 3.

[0022] The DC / AC conversion circuit 31 is configured by connecting three arms in parallel, each arm having two switching elements connected in series, and converts the DC power output from the high-voltage battery 5 into three-phase AC power and outputs it to the permanent magnet synchronous motor 2. Three-phase current values ​​Iu, Iv, and Iw flow from the DC / AC conversion circuit 31 to the permanent magnet synchronous motor 2.

[0023] The gate drive circuit 32 controls the ON / OFF of the gates of the six switching elements in total in the DC / AC conversion circuit 31 based on the PWM pulse signal generated by the motor control device 1.

[0024] The configuration of the motor control device 1 will be described with reference to Fig. 2. Fig. 2 is a functional block diagram of the motor control device 1 of Fig. 1.

[0025] As shown in FIG. 2, the motor control device 1 includes a current command generation unit 11, a speed calculation unit 12, a three-phase / dq current conversion unit 13, a pulse pattern determination unit 14, a current control unit 15, a dq / three-phase voltage conversion unit 16, a carrier frequency adjustment unit 17, a zero-phase addition unit 18, a carrier generation unit 19, and a PWM control unit 20.

[0026] The current command generating unit 11 generates current commands Id*, Iq* based on the power supply voltage Hvdc output from the high-voltage battery 5, the torque command T*, and the angular velocity ωr output from the speed calculating unit 12, and outputs them to the current control unit 15.

[0027] The speed calculation unit 12 outputs the angular speed ωr based on the rotational position θ of the permanent magnet synchronous motor 2.

[0028] The three-phase / dq current converter 13 converts the three-phase current values ​​Iu, Iv, Iw detected by the current detector 7 into a d-axis current Id and a q-axis current Iq, and outputs them to the current controller 15 .

[0029] The pulse pattern determination unit 14 receives the power supply voltage Hvdc, the torque command T*, the angular velocity ωr, the Mode, the inverter motor temperature Temp inv,mot , Drv set, the pulse pattern for PWM control is determined and output to the carrier frequency adjuster 17 and the zero-phase adder 18.

[0030] The pulse pattern determination unit 14 inputs a Mod mode signal to the zero-phase adder 18, and the pulse pattern determination unit 14 inputs a Flag synasyn ,Nc,fc asyn The signals are input.

[0031] The current control unit 15 outputs dq-axis voltage commands Vd*, Vq* to the dq / three-phase voltage conversion unit 16 and the carrier frequency adjustment unit 17 based on the current commands Id*, Iq* and the d-axis current Id and q-axis current Iq.

[0032] The dq / three-phase voltage converter 16 outputs three-phase voltage commands Vu*, Vv*, and Vw* to the zero-phase adder 18 based on the voltage commands Vd* and Vq* and the rotational position θ of the permanent magnet synchronous motor 2.

[0033] The carrier frequency adjuster 17 receives the dq-axis voltage commands Vd* and Vq*, the rotational position θ of the permanent magnet synchronous motor 2, and Flag synasyn ,Nc,fc asyn The carrier wave frequency fc is adjusted based on each of the signals, the angular velocity ωr, the power supply voltage Hvdc, and the torque command T*, and is output to the carrier wave generating unit 19.

[0034] The zero-phase adder 18 adds the Mod mode signal output from the pulse pattern determiner 14 to the three-phase voltage commands Vu*, Vv*, and Vw*, and outputs three-phase voltage commands Vu*', Vv*', and Vw*'.

[0035] The carrier wave generating unit 19 outputs a carrier wave Tr based on the carrier frequency fc adjusted by the carrier frequency adjusting unit 17 .

[0036] The PWM control unit 20 adds or subtracts the three-phase voltage commands Vu*', Vv*', and Vw*' output from the zero-phase addition unit 18 and the carrier wave Tr output from the carrier wave generation unit 19, and outputs PWM control signals Gup, Gun, Gvp, Gvn, Gwp, and Gwn.

[0037] The motor control device 1 of this embodiment is configured as described above, and the pulse pattern determination unit 14 determines an optimal pulse pattern that enables appropriate PWM control that achieves both low loss and low NV even in situations where multiple ambient environments and vehicle conditions overlap.

[0038] The determination of the optimum pulse pattern by the optimum pulse pattern determination unit 143 in the pulse pattern determination unit 14, which will be described later with reference to FIG. 3, may be performed by the PWM control unit 20 directly operating the gate signals of the switching elements of the DC / AC conversion circuit 31, without using the carrier frequency adjustment unit 17, the zero-phase adder unit 18, and the carrier generation unit 19.

[0039] The configuration of the pulse pattern determination unit 14 will be described with reference to Fig. 3. Fig. 3 is a functional block diagram of the pulse pattern determination unit 14 of Fig. 2.

[0040] As shown in FIG. 3, the pulse pattern determination unit 14 includes a low-loss / low NV evaluation weight determination unit 141 , a loss / NV calculation unit 142 , an optimum pulse pattern determination unit 143 , and a pulse pattern information output unit 144 .

[0041] The configurations of the low-loss / low NV evaluation weight determination unit 141, the loss / NV calculation unit 142, and the optimum pulse pattern determination unit 143 will be described later with reference to FIGS.

[0042] Pulse pattern information output unit 144 receives the optimum pulse pattern output from optimum pulse pattern determination unit 143 and outputs the pulse pattern as a modulation method, synchronous / asynchronous flag, number of carriers, and carrier frequency. If the synchronous flag is on, the number of carriers is output, and if the asynchronous flag is on, the carrier frequency is output.

[0043] The configuration of the low-loss / low NV evaluation weight determiner 141 will be described with reference to Fig. 4. Fig. 4 is a functional block diagram of the low-loss / low NV evaluation weight determiner 141 of Fig. 3.

[0044] As shown in FIG. 4, the low-loss / low NV evaluation weight determination unit 141 receives as input low-loss / low NV priority information such as mode designation, human / vehicle detection sensor information, time, navigation information, power supply voltage Hvdc, torque command T*, rotation speed N, outside-vehicle microphone sound, air conditioning level, engine output, audio volume, driver detailed priority setting value, and OTA setting value, and determines evaluation weights a and b.

[0045] The evaluation weight a indicates the weight for low loss, and the evaluation weight b indicates the weight for low NV, and the sum of a and b is 1. For example, when the low loss weight a is maximum, a=1 and b=0.

[0046] The evaluation weight is determined for each of the mode designation decision 1411, safety decision 1412, nuisance decision for others 1413, and ride comfort / cost evaluation calculation 1414, which are classified by importance, and is performed in the order of priority of 1411, 1412, 1413, and 1414 by an evaluation weight selection unit 1415.

[0047] Mode designation decision 1411 is enabled when a low loss or low NV instruction is received from the driver or an automatic driving ECU (Electronic Control Unit), and for example, in the case of low loss, a=1, b=0, and in the case of low NV, a=0, b=1.

[0048] The safety determination 1412 is effective when a warning determination is made or when a battery depletion determination is made. In addition, fail-safe contents such as protection of the inverter 3 and the permanent magnet synchronous motor 2 from high heat may be included.

[0049] The warning decision is effective, for example, when it detects that a person is nearby from human / vehicle detection sensor information, and indicates the presence of the vehicle as low loss (high NV) a = 1, b = 0. Human / vehicle detection sensors here include lasers, radar, cameras, beacons, and GPS.

[0050] Furthermore, the battery depletion determination is made by determining the battery depletion from, for example, the remaining battery power, and setting low losses a=1, b=0 so that the vehicle can be driven to the next charging location.

[0051] The nuisance to others decision 1413 is effective when there is concern about nuisance to others, for example, when passing through a residential area at night, and low NVa=0, b=1 is set.

[0052] The process of the ride comfort / cost evaluation calculation 1414 will be described with reference to Fig. 5. Fig. 5 is a diagram conceptually showing the process of the ride comfort / cost evaluation calculation 1414 in Fig. 4.

[0053] As shown in FIG. 5, the ride comfort / cost evaluation calculation 1414 determines the ride comfort / cost from a low-loss / low-NV weight evaluation formula based on low-loss / low-NV priority information such as surrounding environment / vehicle information.

[0054] Examples of low-loss / low NV priority information include time, location (distance from residential areas), traffic congestion information (traffic congestion distance), remaining battery charge, power supply voltage, torque, vehicle speed, external microphone sound, air conditioning level, engine output, audio volume, number of passengers, and load capacity. Each continuous physical value is converted into an evaluation value Vn and used in the evaluation formula.

[0055] Here, the evaluation value Vn is a value corresponding to the evaluation weight a, and the closer it is to 1, the lower the loss, and the closer it is to 0, the lower the NV.

[0056] The evaluation value Vn does not have to be a completely continuous value, and may be a discrete value (for example, 10 levels) that tends to be continuous, taking into account program implementation, etc. In this case, the relationship between each piece of surrounding environment / vehicle information and the evaluation value Vn may be prepared in advance at the time of design, or may be updated later via OTA or learning.

[0057] The evaluation formula is composed of formulas (1) to (3) in FIG.

[0058] Equation (1) is the weight offset value a os For example, the driver's detailed preference value a ds and OTA setting value a ota The driver's detailed preference setting value is an offset value that can be intentionally tuned by the driver, which contributes to further personalization of the car and can be set from the car's setting console or smartphone. In addition, the OTA setting value a ota The product's performance, including information on deterioration over time, can be shared and set using the OTA function.

[0059] Equation (2) is the calculation of the low loss weight a, which is calculated by subtracting the weight offset value a from 1. os The value obtained by subtracting (1-a os ) by (ΣVn / ΣVn.max), which is a balance between low loss and low NV based on the surrounding environment and vehicle information. The maximum evaluation value Vn.max in this embodiment is the maximum value of Vn (1 in this embodiment).

[0060] Equation (3) is used to calculate the low NV weight b, which is calculated by subtracting the low loss weight a from 1.

[0061] In this embodiment, equation (2) is shown in the simplest form, but the value of the maximum evaluation value Vn.max may be changed for each surrounding environment and vehicle information, or an equation may be used in which a weight wtn is assigned for each surrounding environment and vehicle information (for example, the second term may be (Σ(Vn.wtn) / Σ(Vn.max·wtn)).

[0062] Furthermore, the weight wtn may not be a constant value, but may be variable depending on the physical values ​​of the surrounding environment and vehicle information (the respective horizontal axes in FIG. 5).

[0063] In addition, in this embodiment, the evaluation formula calculation using low-loss / low NV priority information such as surrounding environment / vehicle information is performed for ride comfort and cost, but the low-loss / low NV weight may also be determined within the same importance level using the evaluation formula calculation for the mode designation judgment 1411, safety judgment 1412, and nuisance to others judgment 1413.

[0064] Furthermore, although this example shows the evaluation of ride comfort and cost assuming a passenger car, it is also possible to focus on the number of passengers and load capacity for buses and trucks.

[0065] The function of the loss / NV calculation unit 142 will be described with reference to Fig. 6. Fig. 6 is a functional block diagram of the loss / NV calculation unit 142 in Fig. 3.

[0066] As shown in FIG. 6, the loss / NV calculation unit 142 calculates the loss / NV voltage based on the power supply voltage Hvdc, the torque command T*, the rotation speed N, the inverter / motor temperature Temp inv,mot Based on this, the loss and NV of the current operating point (1st row, mth column) and surrounding operating points (e.g., 1-1st row, mth column) are calculated for each of the multiple pulse patterns. The loss and NV values ​​for each operating point are calculated in advance through analysis, and then a map is drawn.

[0067] Note that loss refers to the system loss of the inverter and motor, and NV refers to harmonic distortion of the current or torque. If the inverter and motor temperatures differ from the values ​​at the time of analysis, the loss and NV values ​​are corrected.

[0068] In this embodiment, the target is forward power running, but if the loss and NV differ between power running and regeneration, and forward and reverse running, the loss and NV are calculated for each.

[0069] The function of the optimum pulse pattern determination unit 143 will be described with reference to Fig. 7. Fig. 7 is a functional block diagram of the optimum pulse pattern determination unit 143 of Fig. 3.

[0070] As shown in FIG. 7, the optimal pulse pattern determination unit 143 receives as input evaluation weights a and b, the loss and NV of the current operating point (1st row, mth column) and a surrounding operating point (e.g., 1-1th row, mth column), and determines the optimal pulse pattern based on an evaluation formula.

[0071] "Optimal" here means being able to output a pulse pattern that is most appropriate for the surrounding environment and vehicle conditions, and that meets the driver's demands for low loss and low NV.

[0072] The loss w(n) and NV h(n) are converted into low loss Lw(n) and low NV h(n), which are normalized reciprocals, in low loss conversion 1431 and low NV conversion 1432 .

[0073] Optimal pulse pattern determination 1433a-e (only a and b are shown) calculates an evaluation value for each pulse pattern based on an evaluation formula for the current operating point and surrounding operating points, and determines the optimal pulse pattern with the largest evaluation value.

[0074] This evaluation formula is (n) evaluation formula = a × Lw(n)l,m + b × Lh(n)l,m.

[0075] The function of the variable pulse difference limiting unit 1434 in Fig. 8 will be described with reference to Fig. 8. Fig. 8 is a functional block diagram of the variable pulse difference limiting unit 1434 in Fig. 7.

[0076] As shown in FIG. 8, the variable pulse difference limiting section 1434 receives the optimum pulse pattern at the current operating point and surrounding operating points as input in order to suppress noise changes due to sudden changes in the number of pulses (switching frequency).

[0077] When the surrounding environment or vehicle state changes at the current operating point and the optimum pulse pattern is changed, or when the operating point changes and transitions to a neighboring operating point, the optimum pulse pattern is stored in optimum pulse pattern storage unit 1434a. Also, the current pulse pattern is stored in current pulse pattern storage unit 1434c.

[0078] Next, a value (for example, 2, which is the minimum pulse difference that does not result in an even order) that does not cause a sudden fluctuation pulse difference from the current pulse pattern between the pulse patterns stored in the optimum pulse pattern storage unit 1434a and the current pulse pattern storage unit 1434c is stored in the next pulse pattern storage unit 1434b.

[0079] Then, by waiting a certain time (for example, 10 seconds, the time it takes for the human ear to adapt) before updating the current pulse pattern to the next pulse pattern, noise changes caused by sudden changes in the number of pulses are suppressed, improving the audibility. The right diagram in Figure 8 shows a time chart of the variable pulse difference limiting section.

[0080] In this embodiment, this is performed in the ride comfort / cost evaluation calculation 1414, but if more important safety-related items in the low loss / low NV evaluation weight determination unit 141 become valid, it is not necessary to perform the variable pulse limiting.

[0081] Furthermore, in this embodiment, the variable pulse difference is limited assuming synchronous PWM, but the carrier or switching frequency difference may be limited assuming asynchronous PWM.

[0082] As described above, the motor control device 1 of this embodiment includes a pulse pattern determination unit 14 that determines multiple PWM pulse patterns and pulse patterns for PWM control; an evaluation unit (low-loss / low NV evaluation weight determination unit 141) that determines the priority between the total loss of the AC motor (permanent magnet synchronous motor 2) and the power converter (inverter 3) and the vibration and noise of the AC motor (permanent magnet synchronous motor 2); and a loss / NV calculation unit 142 that calculates the total loss and vibration and noise values ​​of the torque and rotation speed for each pulse pattern. The evaluation unit (low-loss / low NV evaluation weight determination unit 141) determines the priority based on at least one parameter related to the surrounding environment, mode selection based on the driver's intention, remaining battery capacity, driving operation point, and vehicle state. The pulse pattern determination unit 14 sets the pulse pattern using the priority, total loss, and vibration and noise determined by the evaluation unit (low-loss / low NV evaluation weight determination unit 141). Note that the above parameters are expressed as continuous variables.

[0083] This makes it possible to achieve both low loss and low NV even in situations where multiple ambient environments and vehicle conditions overlap.

[0084] Furthermore, the evaluation unit (low loss / low NV evaluation weight determination unit 141) has an evaluation formula for determining the priority, and the evaluation formula includes the driver's detailed priority setting value.

[0085] This allows the driver's preferred loss and NV specifications to be set by offsetting the weighting of low loss and low NV with the driver's detailed preference setting value.

[0086] Furthermore, the evaluation formula may include external update information.

[0087] By including external update information, the weight determination for low loss and low NV can be offset with the external update information, and aggregated product information such as aging degradation can be reflected via OTA.

[0088] Furthermore, the pulse pattern determination unit 14 sets pulse patterns at the current operating point and peripheral operating points in the correlation between the torque and rotation speed of the permanent magnet synchronous motor 2.

[0089] By determining the pulse pattern that provides the best results for low loss and low NV at the current operating point and the surrounding operating points, it can be applied immediately when the operating point is changed.

[0090] Furthermore, when changing the pulse pattern, the pulse pattern determination unit 14 limits the fluctuation range so that the fluctuation pulse difference, carrier frequency difference, and switching frequency difference before and after the change are equal to or less than a predetermined value.

[0091] By changing the pulse pattern to optimize low loss and low NV, the fluctuating pulse difference can be limited, thereby avoiding deterioration in hearing due to large changes in frequency. [Example]

[0092] An example in which the motor control device 1 described in the first embodiment is installed in a hybrid system will be described with reference to Fig. 9. Fig. 9 is a diagram showing a schematic configuration of a hybrid system 72 of this embodiment.

[0093] As shown in FIG. 9, the hybrid system 72 of this embodiment includes a motor control device 1, inverters 3, 3a that operate based on the pulse pattern output from the motor control device 1 and convert DC power to AC power, permanent magnet synchronous motors 2, 2a that are driven using the inverters 3, 3a, and an engine system 721 connected to the permanent magnet synchronous motor 2.

[0094] In this embodiment, the weights for low loss and low NV in a hybrid system are determined using an evaluation formula that uses continuous physical values ​​that represent the surrounding environment and vehicle conditions.

[0095] This allows the appropriate pulse pattern to be determined in situations where multiple ambient environmental and vehicle conditions overlap, optimizing both low loss and low NV. [Example]

[0096] An example in which the motor control device 1 described in the first embodiment is mounted on a boost converter system will be described with reference to Fig. 10. Fig. 10 is a diagram showing a schematic configuration of a motor drive system 73 of this embodiment.

[0097] As shown in Figure 10, the motor drive system 73 of this embodiment includes a motor control device 1, a boost converter 74 connected to a high-voltage battery 5, which is a DC power source, and which generates DC power by boosting the DC power source in accordance with the control of the motor control device 1, and a power converter (inverter 3) which operates based on a PWM pulse signal output from the motor control device 1 and converts the DC power boosted by the boost converter 74 into AC power.

[0098] In this embodiment, the weights for low loss and low NV in a boost converter system are determined using an evaluation formula that uses continuous physical values ​​that represent the surrounding environment and vehicle conditions.

[0099] This allows the appropriate pulse pattern to be determined in situations where multiple ambient environmental and vehicle conditions overlap, optimizing both low loss and low NV. [Example]

[0100] An example in which the motor control device 1 described in the first embodiment is installed in an electric power steering system will be described with reference to Fig. 11. Fig. 11 is a diagram showing a schematic configuration of an electric power steering system 61 of this embodiment.

[0101] 11, an electric power steering system 61 of this embodiment includes a motor control device 1, multiple power converters (inverters 102A, 102B) that operate based on a PWM pulse signal output from the motor control device 1 and each converts DC power to AC power, and a permanent magnet synchronous motor 2 that has multiple winding systems and is driven by AC power generated by the multiple power converters (inverters 102A, 102B) flowing through the multiple winding systems. The permanent magnet synchronous motor 2 is used to control the steering of a vehicle.

[0102] In this embodiment, the weights for low loss and low NV in the electric power steering system 61 are determined by an evaluation formula using continuous physical values ​​that represent the surrounding environment and vehicle conditions.

[0103] This allows the appropriate pulse pattern to be determined in situations where multiple ambient environmental and vehicle conditions overlap, optimizing both low loss and low NV. [Example]

[0104] An example in which the motor control device 1 described in the first embodiment is installed in an electric brake system will be described with reference to Fig. 12. Fig. 12 is a diagram showing a schematic configuration of the electric brake system of this embodiment. In Fig. 12, the motor control device 1 is installed in a brake control ECU 210.

[0105] 12, the electric brake system of this embodiment includes a motor control device 1, a plurality of inverters that operate based on PWM pulse signals output from the motor control device 1 and convert DC power to AC power, and an electric brake 200 that has an AC motor that is driven by the AC power generated by the plurality of inverters. The AC motor is used to brake a vehicle 121.

[0106] In this embodiment, the weights for low loss and low NV in an electric brake system are determined using an evaluation formula that uses continuous physical values ​​that represent the surrounding environment and vehicle conditions.

[0107] This allows the appropriate pulse pattern to be determined in situations where multiple ambient environmental and vehicle conditions overlap, optimizing both low loss and low NV. [Example]

[0108] An example in which the motor control device 1 described in the first embodiment is mounted on an in-wheel motor system will be described with reference to Fig. 13. Fig. 13 is a diagram showing a schematic configuration of the in-wheel motor system of this embodiment.

[0109] The in-wheel motor system of this embodiment includes a motor control device 1 (not shown), multiple inverters that operate based on PWM pulse signals output from the motor control device 1 and convert DC power to AC power, and multiple AC motors that are driven by the AC power generated by the inverters.

[0110] In this embodiment, the weights for low loss and low NV in an in-wheel motor system are determined using an evaluation formula that uses continuous physical values ​​that represent the surrounding environment and vehicle conditions.

[0111] This allows the appropriate pulse pattern to be determined in situations where multiple ambient environmental and vehicle conditions overlap, optimizing both low loss and low NV.

[0112] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations. [Explanation of symbols]

[0113] 1...motor control device, 2, 2a...permanent magnet synchronous motor, 3, 3a, 102A, 102B...inverter, 4, 4a...rotational position detector, 5...high-voltage battery, 7...current detection unit, 8, 8a...rotational position sensor, 11...current command generation unit, 12...speed calculation unit, 13...three-phase / dq current conversion unit, 14...pulse pattern determination unit, 15...current control unit, 16...dq / three-phase voltage conversion unit, 17...carrier frequency adjustment unit, 18...zero-phase addition unit, 19...carrier wave generation unit, 20...PWM control unit, 31, 31 a...DC / AC conversion circuit, 32, 32a...gate drive circuit, 33, 33a, 741...capacitor, 61...electric power steering system, 62...steering wheel, 63...torque sensor, 64...steering assist mechanism, 65...steering mechanism, 72...hybrid system, 73, 100, 101...motor drive system, 74...boost converter, 75...steering control mechanism, 121...vehicle, 122...brake device, 141...low loss / low NV evaluation weight 142...loss / NV calculation unit, 143...optimum pulse pattern determination unit, 144...pulse pattern information output unit, 200...electric brake, 203R, 203L...front wheels, 204...hydraulic brake, 205R, 205L...rear wheels, 206...brake pedal, 207...hydraulic pressure sensor, 208...pedal stroke sensor, 209...main ECU, 210, 211...brake control ECU, 212...in-vehicle network, 213...wheel speed sensor, 214...combined sensor, 7 21...engine system, 722...engine control unit, 742...coil, 743, 744...switching element, 1411...mode designation determination, 1412...safety determination, 1413...nuisance to others determination, 1414...ride comfort / cost evaluation calculation, 1415...evaluation weight selection unit, 1431...low loss conversion, 1432...low NV conversion, 1434...variable pulse difference limiting unit, 1434a...optimum pulse pattern storage unit, 1434b...next pulse pattern storage unit, 1434c...current pulse pattern storage unit.

Claims

1. A motor control device that PWM-controls a power converter that is connected to an AC motor and converts DC power to AC power, A plurality of PWM pulse patterns; a pulse pattern determination unit that sets a pulse pattern for performing the PWM control; an evaluation unit that determines a priority between a total loss of the AC motor and the power converter and vibration noise of the AC motor; a loss / NV calculation unit that calculates the total loss value and the vibration noise value of the torque and the rotation speed for each of the pulse patterns, the evaluation unit determines the priority based on a parameter related to at least one of a surrounding environment, a remaining battery level, information from a human / vehicle detection sensor, information from a navigation system, a torque command, and an engine output; The motor control device wherein the pulse pattern determination unit sets the pulse pattern using the priority determined by the evaluation unit, the total loss value, and the vibration noise.

2. 2. The motor control device according to claim 1, A motor controller in which the parameters are represented as continuous variables.

3. 2. The motor control device according to claim 1, the evaluation unit has an evaluation formula for determining the priority, A motor control device in which the evaluation formula includes a driver detailed priority setting value.

4. 2. The motor control device according to claim 1, the evaluation unit has an evaluation formula for determining the priority, The motor control device, wherein the evaluation formula includes external update information.

5. 2. The motor control device according to claim 1, The motor control device, wherein the pulse pattern determination unit sets the pulse pattern at a current operating point and a peripheral operating point in the correlation between the torque and the rotation speed.

6. 2. The motor control device according to claim 1, The motor control device wherein, when changing the pulse pattern, the pulse pattern determination unit limits the fluctuation range so that the fluctuation pulse difference, carrier frequency difference, and switching frequency difference before and after the change are equal to or less than predetermined values.

7. 2. The motor control device according to claim 1, A motor control device installed in a hybrid system, boost converter system, electric power steering system, electric brake system, or in-wheel motor system.

8. A motor control method for PWM-controlling an AC motor, comprising: (a) determining a priority between a total loss of the AC motor and a power converter that drives the AC motor and vibration noise of the AC motor; (b) determining a priority based on a parameter related to at least one of vehicle conditions including a surrounding environment, a remaining battery level, human / vehicle detection sensor information, navigation information, a torque command, and an engine output; (c) setting a pulse pattern using the priority determined in step (b), the total loss value, and the vibration noise; A motor control method comprising:

9. 9. A motor control method according to claim 8, comprising: A motor control method in which the parameters are expressed as continuous variables.

10. 9. A motor control method according to claim 8, comprising: A motor control method, wherein in the step (a), the priority is determined using an evaluation formula including a driver detailed priority setting value.

11. 9. A motor control method according to claim 8, comprising: A motor control method, wherein in the step (a), the priority is determined using an evaluation formula including external update information.

12. 9. A motor control method according to claim 8, comprising: In the step (b), the pulse pattern is determined based on a current operating point and a peripheral operating point in the correlation between the torque and the rotation speed of the AC motor.

13. 9. A motor control method according to claim 8, comprising: In the step (c), when changing the pulse pattern, the motor control method limits the fluctuation range so that the fluctuation pulse difference, carrier frequency difference, and switching frequency difference before and after the change are equal to or less than a predetermined value.

14. 9. A motor control method according to claim 8, comprising: A motor control method used to control any one of a hybrid system, a boost converter system, an electric power steering system, an electric brake system, and an in-wheel motor system.

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