(19)
(11)EP 2 621 752 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
10.07.2019 Bulletin 2019/28

(21)Application number: 11776845.7

(22)Date of filing:  12.09.2011
(51)Int. Cl.: 
B60L 15/20  (2006.01)
B60W 30/00  (2006.01)
(86)International application number:
PCT/IB2011/002118
(87)International publication number:
WO 2012/042325 (05.04.2012 Gazette  2012/14)

(54)

MOTOR CONTROLLING APPARATUS

VORRICHTUNG FÜR ANTRIEBSSTEUERUNG

APPAREIL DE COMMANDE DE MOTEUR


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 29.09.2010 JP 2010218715

(43)Date of publication of application:
07.08.2013 Bulletin 2013/32

(73)Proprietor: NISSAN MOTOR CO., LTD.
Yokohama-shi, Kanagawa 221-0023 (JP)

(72)Inventors:
  • FUJIWARA, Kengo
    Atsugi-shi Kanagawa 243-0123 (JP)
  • ITO, Ken
    Atsugi-shi Kanagawa 243-0123 (JP)

(74)Representative: Hoefer & Partner Patentanwälte mbB 
Pilgersheimer Straße 20
81543 München
81543 München (DE)


(56)References cited: : 
WO-A1-2006/093338
US-A1- 2009 090 572
JP-A- 2005 269 834
US-A1- 2009 259 391
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    BACKGROUND


    Field of the Invention



    [0001] The present invention generally relates to a motor controlling apparatus. More particularly, the present invention relates to a motor controlling apparatus and method that can reduce the effect of disturbances to minimize any anomalous sound made by gears or other components associated with the motor.

    Background Information



    [0002] An apparatus for controlling damping in a vehicle is described, for example, in Japanese Laid-Open Patent Application No. 2005-269834. The apparatus includes a rotational speed detector that detects a rotational speed of a motor, and a first target torque calculator that calculates a first target torque value based on vehicle information. The apparatus further includes a first corrected target torque value calculator that filters the first target torque value and calculates a first corrected target torque value, and a motor rotational speed estimator that filters a fourth target torque value and obtains an estimated value for motor rotational speed. The apparatus also includes second target torque value calculator that passes the deviation between a rotational speed estimated by the motor rotational speed estimator and a rotational speed detected by the rotational speed detector through a filter, and thereby calculates a second target torque value. The apparatus further includes a third target torque value calculator which limits the second target torque value to be within a predetermined torque range to calculate a third target torque value, and a fourth target torque value calculator that adds the first corrected target torque value and the second target torque value to calculate a fourth target torque value. The apparatus also includes a torque command value calculator that adds the first corrected target torque value and the third target torque value to calculate a torque command value, and a motor controller that controls the motor based on a torque command value.

    SUMMARY



    [0003] However, it has been discovered that disturbances such as irregularities in the road surface on which the vehicle travels may cause fluctuations in the third target torque value. As a result, the positive or negative sign of the torque command value may be reversed. Therefore, the gears of a transmission, for example, may emit anomalous sounds.

    [0004] A motor controlling apparatus according to a disclosed embodiment is provided to resolve the aforesaid problems. One object of a motor controlling apparatus according to a disclosed embodiment is to prevent the positive or negative sign of a torque command value from being reversed due to disturbances and to minimize any anomalous sound made by gears or other components. The disclosed embodiment thus applies the same sign to the first target torque value and to the torque command value, and limits the torque command value according to the first target torque value to achieve this object.

    [0005] In view of the state of the known technology, one aspect of the present disclosure is to provide a motor controlling apparatus according to claim 1. Other aspect of the present disclosure is to provide a motor controlling method according to claim 3.

    BRIEF DESCRIPTION OF THE DRAWINGS



    [0006] Referring now to the attached drawings which form a part of this original disclosure:

    Figure 1 is a block diagram illustrating a vehicle that includes a motor controlling apparatus, which can also be referred to as a drive/torsional vibration system, according to a disclosed embodiment;

    Figure 2 is a block diagram illustrating an example of the damping control component and the control block for the motor shown in Figure 1;

    Figure 3 is an illustrative diagram that shows example of equations pertaining to motion for the apparatus shown in Figure 1;

    Figure 4 is a graph that shows an example of filtering characteristics of the band-pass filter H(s) shown in Figure 2;

    Figure 5 is a block diagram that is a simplified version of the block diagram shown in Figure 2;

    Figure 6 is a graph illustrating an example of limited torque values with respect to the first target torque values for the components of the motor as shown in Figure 2;

    Figure 7A is a graph that shows an example of a shift in the motor rotational frequency (motor rotational speed) over time when the torque-limiting component as shown in Figure 2 is not provided in the motor controlling apparatus;

    Figure 7B is a graph that shows an example of the shift in the torque command value (T*) over time when the torque-limiting component as shown in Figure 2 is not provided in the motor controlling apparatus;

    Figure 8A is a graph that shows an example of the shift in the motor rotational frequency (motor rotational speed) over time when the torque-limiting component as shown in Figure 2 is provided in the motor controlling apparatus;

    Figure 8A is a graph that shows an example of the shift in the torque command value (T*) over time when the torque-limiting component as shown in Figure 2 is provided in the motor controlling apparatus; and

    Figure 9 is a block diagram illustrating an example of a damping control component and a control block for the motor in a motor controlling apparatus according to another embodiment.


    DETAILED DESCRIPTION OF EMBODIMENTS



    [0007] Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

    [0008] Referring initially to Figure 1, a vehicle including a motor controlling apparatus is illustrated in accordance with a first embodiment. As shown in Figure 1, the vehicle includes an accelerator position sensor 1, a motor-torque-setting component 2, a damping control component 3, a motor-torque-controlling component 4, a motor 5, a motor-rotational-angle sensor 6, a drive shaft 7 and a pair of wheels 8 and 9. In the example described below, the vehicle is an electric vehicle. However, the motor controlling apparatus of the illustrated embodiments can also be used in, for example, hybrid vehicles (HEVs) or other vehicles besides electric vehicles. Also, the vehicle can be an automobile, a car, a truck, an SUV, a van or any other suitable type of vehicle.

    [0009] As understood in the art, the accelerator position sensor 1 detects the amount by which a driver operates the accelerator. The motor-torque-setting component 2 (first target torque value calculator) calculates and sets a target value (first target torque value (T1)) for the motor torque based on the accelerator position, which is detected by the accelerator position sensor 1 as vehicle information, and the motor rotational speed, which is detected by the motor-rotational-angle sensor 6 (frequency detector). The accelerator position and the motor rotational speed are used as indices in the motor-torque-setting component 2, in which is stored in advance a map for making correspondences with the target value for the output torque of the motor 5. The motor-torque-setting component 2 makes reference from the accelerator position and the motor rotational speed to the map and calculates the target value. The target value is then passed through a filter having Gm(s)/Gp(s) transmission characteristics, and the first target torque value is computed. The motor-torque-setting component 2 may also use a torque command value input from an external source, instead of the accelerator position and the motor rotational speed, to compute the first target torque value (T1). In this example, Gm(s) is a model (ideal model) that represents a response target for the vehicle-input torque and the motor rotational speed, and Gp(s) is a model that represents the transmission characteristics of the vehicle-input torque and the motor rotational speed.

    [0010] The damping control component 3 (torque command value calculator) calculates a torque command value (T*) based on the first target torque value (T1) and the motor rotational speed, and outputs the torque command value (T*) to the motor-torque-controlling component 4 (controller). An example of a method according to which the damping control component 3 calculates the torque command value (T*) is described below.

    [0011] The motor-torque-controlling component 4 exerts control so that the output torque of the motor 5 is brought into accordance with or is made to follow the torque command value (T*) output from the damping control component 3. For example, the motor-torque-controlling component 4 generates a PWM signal based on the torque command value (T*) and outputs the PWM signal to a driving circuit for an inverter that drives the motor 5. Therefore, the motor 5 is controlled.

    [0012] The motor 5 in this example is a permanent-magnet motor powered by three-phase alternating current. The motor 5 acts as a motive drive source that is coupled to the drive shaft 7 of the electric vehicle and causes the wheels 8 and 9 to rotate via the drive shaft 7.

    [0013] The specific configuration of the damping control component 3 will be described next using Figure 2. Figure 2 is a block diagram illustrating an example of the damping control component 3 and a control block 20 for the motor 5.

    [0014] The damping control component 3 in this example includes a control block 10, a subtractor 11, a control block 12, a torque-limiting component 13, and an adder 14. The control block 20 is the control block that represents the motor 5 and is illustrated as a control block having Gp(s) transmission characteristics. A value resulting from adding the torque command value (T*), which is added by the adder 14, and a disturbance torque (d), which is input from an external source, is input to the control block 20.

    [0015] It should be understood that the motor-torque-setting component 2, the damping control component 3, the motor-torque-controlling component 4 and any other component discussed herein having processing or control capabilities can include a microprocessor, and can also each include or share other conventional components such as an input interface circuit, an output interface circuit, and storage devices such as a ROM (Read Only Memory) device and a RAM (Random Access Memory) device. The RAM and ROM store processing results and control programs that are run by the motor-torque-setting component 2, the damping control component 3, the motor-torque-controlling component 4 and any other such component. Furthermore, the motor-torque-setting component 2, the damping control component 3, the motor-torque-controlling component 4 and any other such component discussed herein are operatively coupled to the components of the vehicle in a conventional manner. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the motor-torque-setting component 2, the damping control component 3, the motor-torque-controlling component 4 and any other processor or controller discussed herein can be any combination of hardware and software that will carry out the functions of the embodiments discussed herein.

    [0016] As further shown, the control block 10 passes the torque command value (T*) through a filter having a Gp(s) transmission function and estimates the rotational speed of the motor 5. The torque command value is output from the adder 14, which is described hereinafter. The subtractor 11 calculates the deviation between the estimated rotational speed, which is output from the control block 10, and the rotational speed of the motor 5, which is output from the control block 20, and outputs a result of the calculation to the control block 12. The control block 12 (second target torque value calculator) includes a filter having H(s)/Gp(s) transmission characteristics, passes the deviation output from the subtractor 11 through the filter, and outputs a second target torque value (T2) to the torque-limiting component 13 (torque limiter). H(s) is a model that represents the transmission characteristics of a band-pass filter.

    [0017] The Gp(s) model for the transmission characteristics of the vehicle-input torque and the motor rotational speed will now be described with regard to Figure 3. Figure 3 is an illustrative diagram that shows an example of the equations (1) through (5) pertaining to motion for the apparatus shown in Figure 1:









    where
    Jm:
    Motor inertia;
    Jw:
    Drive-wheel inertia;
    M:
    Vehicle mass;
    KD:
    Torsional rigidity of the drive system;
    KT:
    Coefficient relating to the tires and the friction of the road surface;
    N:
    Overall gear ratio;
    r:
    Tire radius under load;
    ωm:
    Motor angular speed;
    Tm:
    Motor torque;
    TD:
    Drive-wheel torque;
    F:
    Force acting on vehicle;
    v:
    Vehicle speed; and
    ωw:
    Drive-wheel angular speed.


    [0018] Figure 3 can be used as a guide for the equations pertaining to motion as discussed above.

    [0019] When the transmission characteristics Gp(s) from the motor torque to the motor rotational frequency are obtained based on Equations (1) through (5) pertaining to motion, the result can be represented by Equations (6) through (14) below:



















    [0020] A study of the poles and zero-points of the transmission function represented by Equation (6) above shows that the corresponding individual poles and zero-points are extremely close to each other in value. This phenomenon corresponds to the fact that α and β of Equation (15) below are extremely close to each other in value.



    [0021] Therefore, performing a pole-zero cancellation in Equation (15), which makes the approximation that α = β, allows the (second-order)/(third-order) transmission characteristics Gp(s) to be configured as represented by Equation (16) below:



    [0022] In order to instantiate Equation (16) above using microcomputer processing, z-transformation and discretization, for example, can be performed using Equation (17):

    where "T" represents the sampling period.

    [0023] The model H(s) for transmission characteristics that represent a band-pass filter will be described next with regard to Figure 4. H(s) is a band-pass filter and therefore acts as a feedback element for reducing oscillations. Figure 4 is a graph that shows the filtering characteristics of the band-pass filter H(s). As shown in Figure 4, in the band-pass filter H(s), the decay characteristics of the low-pass side and the high-pass side are in accordance with each other, and a torsional resonant frequency (fp) of the drive system is set to be the center of the passband on a logarithmic axis (log scale). When, for example, H(s) is configured as a first-order low-pass filter and a high-pass filter, H(s) can be represented by Equation (18) below, where the torsional angular resonance frequency of Gp(s) is ωp



    [0024] In Equation (18), a value "k" at which the damping effect is highest is obtained. The block diagram shown in Figure 5 will be used to simplify the description. That is, Figure 5 is a simplified version of the block diagram shown in Figure 2 that shows the motor controlling apparatus. In block diagram shown in Figure 5, the following Equations (19) through (22) follow when the first target torque value T1 is 0. Also, Laplace operators are omitted from the descriptions, and Tm2* represents the second target torque value that is output from the control block 12.









    [0025] When Equation (22) is substituted into Equation (19), the response in motor rotational speed with respect to the disturbance torque d can be represented by Equation (23).



    [0026] Equation (24) results when Equations (17) and (18) are substituted into the transmission characteristics Gp(1 - H) from d to y in Equation (23).



    [0027] When the damping effect is high, oscillation is not caused by the disturbance torque d. Therefore, if 2 - k = 2εp, then the numerator and denominator in Equation (24) are subject to pole-zero cancellation. Equation (25) and transmission characteristics in which oscillation does not therefore result as follows:



    [0028] According to the above, the value "k" at which the damping effect is highest can be represented by Equation (26) below:



    [0029] When Equation (26) is substituted into Equation (18), H(s) can be represented by Equation (27):



    [0030] Returning to Figure 2, the torque-limiting component 13 places a limit on the second target torque value (T2) according to the first target torque value (T1), and outputs the limited second target torque value (T'2) to the adder 14. The adder 14 adds the first target torque value (T1) and the second target torque value (T'2) to compute the torque command value (T*), and outputs the torque command value (T*) to the control block 10 and the control block 20. The torque-limiting component 13 places a limit on the second target torque value (T2) so that the sign of the first target torque value (T1) and the sign of the torque command value (T*) output from the adder 14 are not reversed with respect to one another. In other words, when the sign of the second target torque value (T2) is opposite from the sign of the first target torque value (T1), and the absolute value of the second target torque value (T2) is larger than the absolute value of the first target torque value (T1), the sign of the torque command value (T*) that results from adding the first target torque value (T1) and the second target torque value (T2) will be opposite from the first target torque value (T1). At such times, the torque-limiting component 13 of the illustrated embodiment will cause the absolute value of the second target torque value (T2) to be smaller than absolute value of the first target torque value (T1). Thus, a limit is placed on the second target torque value (T2), and the second target torque value (T'2) is output. Since a limit is placed on the second target torque value (T2), a limit is placed on the torque command value (T*), and control is exerted so that the sign of the first target torque value (T1) and the sign of the torque command value (T*) are the same.

    [0031] Specifically, the torque-limiting component 13 places a limit on the second target torque value (T2) as shown in Figure 6. Figure 6 is a graph that shows limited torque values with respect to the first target torque values (T1). The solid line represents the upper-limit values, and the dotted-dashed line represents the lower-limit values.

    [0032] As shown in Figure 6, the upper-limit value is set to the absolute value of the first target torque value (T1), and the lower-limit value is set to a value having a sign reversed from the absolute value of the first target torque value (T1). The torque-limiting component 13 sets the positive of the absolute value of the first target torque value (T1) as the upper-limit value, and sets the negative of the absolute value of the first target torque value (T1) as the lower-limit value according to the first target torque value (T1). When, for example, the first target torque value (T1) is T1a, an upper-limit value (T2H) of the limited torque values is the positive of the absolute value of the T1a (+ |T1a|), and a lower-limit value (T2L) of the limited torque values is the negative of the absolute value of T1a (-|T1a|).

    [0033] The torque-limiting component 13 compares the second target torque value (T2) and the upper- and lower-limit values. When the second target torque value (T2) is outside the range from the upper-limit value to the lower-limit value of the limited torque values, the torque-limiting component 13 places a limit on the second target torque value (T2) so that the positive of the second target torque value (T2) is the upper-limit value or the negative of the second target torque value is the lower-limit value, and outputs the second target torque value (T'2). On the other hand, when the motor-torque-setting component 2 is inside the range from the upper-limit value to the lower-limit value of the limited torque values, a limit is not placed on the second target torque value (T2), and the second target torque value (T2) is output as the second target torque value (T'2). The difference between the first target torque value (T1) and the second target torque value (T2) in the adder 14 will therefore not be greater than zero. Accordingly, the orientation of the torque of the torque command value (T*) is not reversed with respect to the first target torque value (T1), and the orientation of the torque of the torque command value (T*) is in the same direction as the orientation of the torque of the first target torque value (T1).

    [0034] The torque command value (T*) in the illustrated embodiment will now be described with regard to Figures 7A, 7B, 8A and 8B. Figures 7A and 8A illustrate an example of the shift over time in the motor rotational frequency (motor rotational speed) detected by the rotational-angle sensor 6, and Figures 7B and 8B illustrate an example of the shift in the torque command value (T*) over time, when oscillatory errors are present in the detected value of the motor-rotational-angle sensor 6. In particular, Figures 7A and 7B illustrate examples of a shift in the motor rotational frequency and the torque command value (T*), respectively, over time when the torque-limiting component 13 according to the illustrated embodiment is not provided in the motor controlling apparatus. Figures 8A and 8B illustrate examples of the shift in the motor rotational frequency and the torque command value (T*), respectively, over time when the torque-limiting component 13 according to the illustrated embodiment is used. The oscillatory error in this case results from angular detection error of a resolver used in the rotational-angle sensor 6. The angle detected by the resolver is transformed, and the rotational speed is detected, whereby an error corresponding to this oscillatory error is produced.

    [0035] When the torque-limiting component 13 is not provided, as shown in Figure 7B, the torque command value (T*) oscillates up and down across the zero-torque line, and the positive or negative sign of the torque command value (T*) is reversed. The contact direction of the gears of the transmission (not shown) coupled to the drive shaft 7 is therefore not constant, and an anomalous sound (e.g., a grinding noise) is produced. On the other hand, as shown in Figure 8B, the torque command value (T*) oscillates in a region above zero torque, and the positive or negative sign of the torque command value (T*) is not reversed in the illustrated embodiment. Accordingly, the contact direction of the gears of the transmission is therefore constant, and anomalous sounds are minimized. Also, the lower-limit value and the upper-limit value are limited by the operations of the illustrated embodiment. Therefore, the average value of the oscillatory torque command value (T*) can be made equivalent to the first target torque value (T1). The average value of the torque command value (T*) can therefore be prevented from being offset with respect to the first target torque value (T1).

    [0036] As described above, in the illustrated embodiment, the torque-limiting component 13 causes the sign of the first target torque value (T1) and the sign of the torque command value (T*) to be the same, and a limit is placed on the torque command value (T*) according to the first target torque value (T1). When detection errors of the rotational-angle sensor 6, irregularities in the road surface, or other disturbances cause the second target torque value (T2) to fluctuate, reversal of the positive or negative sign of the torque command value (T*) resulting from fluctuations in the second target torque value (T2) can thereby be minimized. Also, because backlash can occur in the transmission that is at the stage subsequent to the output shaft of the motor 5, the contact direction of the gears might not be held constant, Thus, anomalous sounds may be generated due to fluctuations in the second target torque value (T2). However, in the disclosed embodiment, the contact direction of the gears of the transmission is constant. Therefore, the production of anomalous sounds can be prevented by the illustrated embodiment.

    [0037] Furthermore, in the illustrated embodiment, the torque-limiting component 13 sets the positive of the absolute value of the first target torque value (T1) as the upper-limit value, sets the negative of the absolute value of the first target torque value (T1) as the lower-limit value, and places a limit on the second target torque value (T2). When the torque command value (T*) fluctuates due to detection errors in the rotational-angle sensor 6 or other issues, the torque command value (T*) can thereby be made to fluctuate in either the region of positive torque values or the region of negative torque values. Therefore, reversal of the positive or negative sign of the torque command value (T*) can be prevented. Also, the average value of the oscillatory torque command value (T*) can be made equivalent to the first target torque value (T1). Therefore, the average value of the torque command value (T*) can be prevented from being offset with respect to the first target torque value (T1).

    [0038] In the embodiment described above, the torque-limiting component 13 is provided at the output side of the control block 12, and limits are placed on the second target torque value (T2). However, it is also acceptable to provide the torque-limiting component 13 at the output side of the adder 14, as shown in Figure 9. In such a configuration, the torque-limiting component 13 places limits on the target value that results from adding the first target torque value (T1) and the second target torque value (T2), thereby placing limits on the torque command value (T*). Figure 9 is a block diagram that shows the damping control component 3 and the control block 20 for the motor 5 in a motor controlling apparatus according to a modified embodiment.

    [0039] That is, as shown in Figure 9, the torque-limiting component 13 receives a target torque value (T1,2) output from the adder 14. The torque-limiting component 13 thus places a limit on the target torque value (T1,2) according to the first target torque value (T1), and outputs the torque command value (T*). That is, the adder 14 adds the first target torque value (T1) and second target torque value (T2), which is output from the control block 12, and outputs the target torque value (T1,2) to the torque-limiting component 13. The torque-limiting component 13 compares the sign of the first target torque value (T1) and the sign of the target torque value (T1,2). When the sign of the first target torque value (T1) and the sign of the target torque value (T1,2) are reversed with respect to each other, the torque-limiting component 13 sets the target torque value (T1,2) at zero and outputs this value as the torque command value (T*). On the other hand, when the sign of the first target torque value (T1) and the sign of the target torque value (T1,2) are not reversed with respect to each other, the torque-limiting component 13 does not place a limit on the target torque value (T1,2), and outputs the target torque value (T1,2) as the torque command value (T*). When the second target torque value (T2) fluctuates due to detection errors in the rotational-angle sensor 6, irregularities in the road surface, or other disturbances, reversal of the positive or negative sign of the torque command value (T*) due to the fluctuations of the second target torque value (T2) can thereby be minimized.

    [0040] It should also be noted that the motor-torque-setting component 2 of the illustrated embodiment can be considered to correspond to "first-target-torque-value-calculating means." Also, the motor-torque-controlling component 4 can be considered to correspond to "motor controlling means," and the rotational-angle sensor 6 can be considered to correspond to "rotational-frequency-detecting means." The control block 12 or, alternatively, the control block 10 and the control block 12, can be considered to correspond to the "second-target-torque-value-calculating means." In addition, the adder 14 can be considered to correspond to "torque-command-value-calculating means," and the torque-limiting component 13 can be considered to correspond to the "torque-limiting means."

    [0041] As can be appreciated from the above, the motor controller according to the disclosed embodiments operates so that the sign of the torque command value that is limited does not change frequently. Therefore, the contact direction of the gears of the transmission, for example, does not change frequently. Accordingly, anomalous sounds in the gears can be prevented.

    [0042] In understanding the scope of the present invention, the term "comprising" and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, "including", "having" and their derivatives. Also, the terms "part," "section," "portion," "member" or "element" when used in the singular can have the dual meaning of a single part or a plurality of parts. The terms "detect" or "sense" and their variations as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection or sensing, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function. The term "configured" as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function. The terms of degree such as "substantially", "about" and "approximately" as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed.

    [0043] While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein. Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.


    Claims

    1. A motor controlling apparatus comprising:

    a first target torque value calculator (2) configured to calculate a first target torque value (T1) based on vehicle information (T1), the first target torque value (T1) being a target value of an output torque (Tm) of a motor (5);

    a frequency detector (6) configured to detect a rotational frequency (ωm) of the motor (5);

    second target torque value calculator (12) configured to calculate a second target torque value (T2) based on the rotational frequency (ωm) detected by the frequency detector (6);

    a torque command value calculator (14) configured to mathematically combine the first target torque value (T1) and the second target torque value (T2) to calculate a torque command value (T*);

    a torque limiter (13) configured to set a sign of the first target torque value (T1) and a sign of the torque command value (T*) to be equal to limit the torque command value (T*) according to the first target torque value (T1); and

    a controller configured to control the motor (5) based on the torque command value (T*) as limited by a torque limiter (13),
    characterized in that

    the torque limiter (13) is further configured to limit the second target torque value (T2) to limit the torque command value (T*) and wherein the torque limiter (13) is further configured to set a positive of an absolute value of the first target torque value (T1) as an upper-limit value, set a negative of the absolute value of the first target torque value (T1) as a lower-limit value, or

    the torque command value calculator (14) is configured to produce a combined value (T1,2) that results from mathematically combining the first target torque value (T1) and the second target torque value (T2); and

    the torque limiter (13) is further configured to limit the combined value (T1,2) to limit the torque command value (T*) and wherein the torque command value calculator (14) is configured to mathematically combine the first target torque value (T1) and the second target torque value (T2) by adding the first target torque value (T1) and the second target torque value (T2) together to produce the combined value (T1,2), wherein the torque limiter (13) is configured to set the torque target value (T*) to zero when the sign of the first target torque value (T1) and the sign of the combined target torque value (T1,2) are reversed with respect to each other.


     
    2. The motor controlling apparatus according to claim 1, wherein
    the torque command value calculator (14) is configured to mathematically combine the first target torque value (T1) and the second target torque value (T2) by adding the first target torque value (T1) and the second target torque value (T2) together to calculate the torque command value (T*).
     
    3. A motor controlling method comprising:

    calculating a first target torque value (T1) based on vehicle information, the first target torque value (T1) being a target value of an output torque of a motor (5);

    detecting a rotational frequency (ωm) of the motor (5);

    calculating a second target torque value (T2) based on the rotational frequency (ωm) detected by the detecting;

    mathematically combining the first target torque value (T1) and the second target torque value (T2) to calculate a torque command value (T*);

    setting a sign of the first target torque value (T1) and a sign of the torque command value (T*) to be equal to limit the torque command value (T*) to a limited torque command value (T*) according to the first target torque value (T1); and

    controlling the motor (5) based on the limited torque command value (T*), characterized in that

    the torque limiter (13) is further configured to limit the second target torque value (T2) to limit the torque command value (T*) and wherein the torque limiter (13) is further configured to set a positive of an absolute value of the first target torque value (T1) as an upper-limit value, set a negative of the absolute value of the first target torque value (T1) as a lower-limit value, or

    the torque command value calculator (14) is configured to produce a combined value (T1,2) that results from mathematically combining the first target torque value (T1) and the second target torque value (T2); and

    the torque limiter (13) is further configured to limit the combined value (T1,2) to limit the torque command value (T*) and wherein the torque command value calculator (14) is configured to mathematically combine the first target torque value (T1) and the second target torque value (T2) by adding the first target torque value (T1) and the second target torque value (T2) together to produce the combined value (T1,2), wherein the torque limiter (13) is configured to set the torque target value (T*) to zero when the sign of the first target torque value (T1) and the sign of the combined target torque value (T1.2) are reversed with respect to each other.


     
    4. The motor controlling method according to claim 3, wherein
    the mathematically combining includes adding the first target torque value (T1) and the second target torque value (T2) together to calculate the torque command value (T*)
     


    Ansprüche

    1. Motorsteuereinrichtung, umfassend:

    eine erste Solldrehmomentwert-Berechnungsvorrichtung (2), die zum Berechnen eines ersten Solldrehmomentwerts (T1) basierend auf Fahrzeuginformationen (T1) konfiguriert ist, wobei der erste Solldrehmomentwert (T1) ein Sollwert eines Ausgangsdrehmoments (Tm) eines Motors (5) ist;

    eine Frequenzerfassungsvorrichtung (6), die zum Erfassen einer Drehfrequenz (ωm) des Motors (5) konfiguriert ist;

    eine zweite Solldrehmomentwert-Berechnungsvorrichtung (12), die zum Berechnen eines zweiten Solldrehmomentwerts (T2) basierend auf der von der Frequenzerfassungsvorrichtung (6) erfassten Drehfrequenz (ωm) konfiguriert ist;

    eine Drehmomentsollwert-Berechnungsvorrichtung (14), die zum mathematischen Verknüpfen des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Berechnen eines Drehmomentsollwerts (T*) konfiguriert ist;

    einen Drehmomentbegrenzer (13), der zum identischen Einstellen eines Vorzeichens des ersten Solldrehmomentwerts (T1) und eines Vorzeichens des Drehmomentsollwerts (T*) zum Begrenzen des Drehmomentsollwerts (T*) gemäß dem ersten Solldrehmomentwert (T1) konfiguriert ist; und

    eine Steuereinheit, die zum Steuern des Motors (5) basierend auf dem vom Drehmomentbegrenzer (13) begrenzten Drehmomentsollwert (T*) konfiguriert ist,

    dadurch gekennzeichnet, dass

    der Drehmomentbegrenzer (13) ferner zum Begrenzen des zweiten Solldrehmomentwerts (T2) zum Begrenzen des Drehmomentsollwerts (T*) konfiguriert ist, und wobei der Drehmomentbegrenzer (13) ferner zum Einstellen eines Positivs eines Absolutwerts des ersten Solldrehmomentwerts (T1) als oberen Grenzwert, eines Negativs des Absolutwerts des ersten Solldrehmomentwerts (T1) als unteren Grenzwert konfiguriert ist, oder

    die Drehmomentsollwert-Berechnungsvorrichtung (14) zum Erzeugen eines kombinierten Werts (T1,2) konfiguriert ist, der sich aus der mathematischen Verknüpfung des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) ergibt; und

    der Drehmomentbegrenzer (13) ferner zum Begrenzen des kombinierten Werts (T1,2) zum Begrenzen des Drehmomentsollwerts (T*) konfiguriert ist, und wobei die Drehmomentsollwert-Berechnungsvorrichtung (14) zum mathematischen Verknüpfen des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) durch Zusammenaddieren des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Erzeugen des kombinierten Werts (T1,2) konfiguriert ist, wobei der Drehmomentbegrenzer (13) konfiguriert ist, den Drehmomentsollwert (T*) auf Null zu setzen, wenn das Vorzeichen des ersten Solldrehmomentwerts (T1) und das Vorzeichen des kombinierten Solldrehmomentwerts (T1,2) in Bezug zueinander umgekehrt sind.


     
    2. Motorsteuervorrichtung nach Anspruch 1, wobei
    die Drehmomentsollwert-Berechnungsvorrichtung (14) zum mathematischen Verknüpfen des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) durch Zusammenaddieren des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Berechnen des Drehmomentsollwerts (T*) konfiguriert ist.
     
    3. Motorsteuerverfahren, das folgende Schritte umfasst:

    Berechnen eines ersten Solldrehmomentwerts (T1) basierend auf Fahrzeuginformationen, wobei der erste Solldrehmomentwert (T1) ein Sollwert eines Ausgangsdrehmoments eines Motors (5) ist;

    Erfassen einer Drehfrequenz (ωm) des Motors (5);

    Berechnen eines zweiten Solldrehmomentwertes (T2) basierend auf der durch das Erfassen erfassten Drehfrequenz (ωm);

    mathematisches Verknüpfen des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Berechnen eines Drehmomentsollwerts (T*);

    identisches Einstellen eines Vorzeichens des ersten Solldrehmomentwerts (T1) und eines Vorzeichens des Drehmomentsollwerts (T*) zum Begrenzen des Drehmomentsollwerts (T*) auf einen begrenzten Drehmomentsollwert (T*) gemäß dem ersten Solldrehmomentwert (T1); und

    Steuern des Motors (5) basierend auf dem begrenzten Drehmomentsollwert (T*),

    dadurch gekennzeichnet, dass

    der Drehmomentbegrenzer (13) ferner zum Begrenzen des zweiten Solldrehmomentwerts (T2) zum Begrenzen des Drehmomentsollwerts (T*) konfiguriert ist, und wobei der Drehmomentbegrenzer (13) ferner zum Einstellen eines Positivs eines Absolutwerts des ersten Solldrehmomentwerts (T1) als oberen Grenzwert, Einstellen eines Negativs des Absolutwerts des ersten Drehmomentsollwerts (T1) als unteren Grenzwert konfiguriert ist, oder

    die Drehmomentsollwert-Berechnungsvorrichtung (14) zum Erzeugen eines kombinierten Werts (T1,2) konfiguriert ist, der sich aus der mathematischen Verknüpfung des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) ergibt; und

    der Drehmomentbegrenzer (13) ferner zum Begrenzen des kombinierten Werts (T1,2) zum Begrenzen des Drehmomentsollwerts (T*) konfiguriert ist, und wobei die Drehmomentsollwert-Berechnungsvorrichtung (14) zum mathematischen Verknüpfen des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) durch Zusammenaddieren des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Erzeugen des kombinierten Werts (T1,2) konfiguriert ist, wobei der Drehmomentbegrenzer (13) konfiguriert ist, den Drehmomentsollwert (T*) auf Null zu setzen, wenn das Vorzeichen des ersten Solldrehmomentwertes (T1) und das Vorzeichen des Solldrehmomentwertes (T1,2) in Bezug zueinander umgekehrt sind.


     
    4. Motorsteuerverfahren nach Anspruch 3, wobei
    das mathematische Verknüpfen das Zusammenaddieren des ersten Solldrehmomentwerts (T1) und des zweiten Solldrehmomentwerts (T2) zum Berechnen des Drehmomentsollwerts (T*) umfasst.
     


    Revendications

    1. Appareil de commande de moteur comprenant :

    un premier dispositif de calcul de valeur de couple cible (2) configuré pour calculer une première valeur de couple cible (T1) sur la base d'informations de véhicule (T1), la première valeur de couple cible (T1) étant une valeur cible d'un couple de sortie (Tm) d'un moteur (5) ;

    un détecteur de fréquence (6) configuré pour détecter une fréquence de rotation (ωm) du moteur (5) ;

    un deuxième dispositif de calcul de valeur de couple cible (12) configuré pour calculer une deuxième valeur de couple cible (T2) sur la base de la fréquence de rotation (ωm) détectée par le détecteur de fréquence (6) ;

    un dispositif de calcul de valeur d'instruction de couple (14) configuré pour combiner mathématiquement la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) pour calculer une valeur d'instruction de couple (T*) ;

    un limiteur de couple (13) configuré pour régler un signe de la première valeur de couple cible (T1) et un signe de la valeur d'instruction de couple (T*) pour être égaux afin de limiter la valeur d'instruction de couple (T*) en fonction de la première valeur de couple cible (T1) ; et

    un dispositif de commande configuré pour commander le moteur (5) sur la base de la valeur d'instruction de couple (T*) telle que limitée par un limiteur de couple (13),

    caractérisé en ce que

    le limiteur de couple (13) est en outre configuré pour limiter la deuxième valeur de couple cible (T2) afin de limiter la valeur d'instruction de couple (T*) et où le limiteur de couple (13) est en outre configuré pour régler une valeur positive d'une valeur absolue de la première valeur de couple cible (T1) en tant que valeur de limite supérieure, pour régler une valeur négative de la valeur absolue de la première valeur de couple cible (T1) en tant que valeur de limite inférieure, ou

    le dispositif de calcul de valeur d'instruction de couple (14) est configuré pour produire une valeur combinée (T1,2) qui résulte de la combinaison mathématique de la première valeur de couple cible (T1) et de la deuxième valeur de couple cible (T2) ; et

    le limiteur de couple (13) est en outre configuré pour limiter la valeur combinée (T1,2) afin de limiter la valeur d'instruction de couple (T*) et où le dispositif de calcul de valeur d'instruction de couple (14) est configuré pour combiner mathématiquement la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) en additionnant la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) pour produire la valeur combinée (T1,2), où le limiteur de couple (13) est configuré pour régler la valeur cible de couple (T*) sur zéro lorsque le signe de la première valeur de couple cible (T1) et le signe de la valeur de couple cible combinée (T1,2) sont inversés l'un par rapport à l'autre.


     
    2. Appareil de commande de moteur selon la revendication 1, dans lequel
    le dispositif de calcul de valeur d'instruction de couple (14) est configuré pour combiner mathématiquement la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) en additionnant la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) pour calculer la valeur d'instruction de couple (T*).
     
    3. Procédé de commande de moteur comprenant :

    calcul d'une première valeur de couple cible (T1) sur la base d'informations de véhicule, la première valeur de couple cible (T1) étant une valeur cible d'un couple de sortie d'un moteur (5) ;

    détection d'une fréquence de rotation (ωm) du moteur (5) ;

    calcul d'une deuxième valeur de couple cible (T2) sur la base de la fréquence de rotation (ωm) détectée par la détection ;

    combinaison mathématique de la première valeur de couple cible (T1) et de la deuxième valeur de couple cible (T2) pour calculer une valeur d'instruction de couple (T*) ;

    réglage d'un signe de la première valeur de couple cible (T1) et d'un signe de la valeur d'instruction de couple (T*) pour être égaux afin de limiter la valeur d'instruction de couple (T*) à une valeur d'instruction de couple limitée (T*) en fonction de la première valeur de couple cible (T1) ; et

    commande du moteur (5) sur la base de la valeur d'instruction de couple limitée (T*),

    caractérisé en ce que

    le limiteur de couple (13) est en outre configuré pour limiter la deuxième valeur de couple cible (T2) afin de limiter la valeur d'instruction de couple (T*) et où le limiteur de couple (13) est en outre configuré pour régler une valeur positive d'une valeur absolue de la première valeur de couple cible (T1) en tant que valeur de limite supérieure, pour régler une valeur négative de la valeur absolue de la première valeur de couple cible (T1) en tant que valeur de limite inférieure, ou

    le dispositif de calcul de valeur d'instruction de couple (14) est configuré pour produire une valeur combinée (T1,2) qui résulte de la combinaison mathématique de la première valeur de couple cible (T1) et de la deuxième valeur de couple cible (T2) ; et

    le limiteur de couple (13) est en outre configuré pour limiter la valeur combinée (T1,2) afin de limiter la valeur d'instruction de couple (T*) et où le dispositif de calcul de valeur d'instruction de couple (14) est configuré pour combiner mathématiquement la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) en additionnant la première valeur de couple cible (T1) et la deuxième valeur de couple cible (T2) pour produire la valeur combinée (T1,2), où le limiteur de couple (13) est configuré pour régler la valeur cible de couple (T*) sur zéro lorsque le signe de la première valeur de couple cible (T1) et le signe de la valeur de couple cible combinée (T1,2) sont inversés l'un par rapport à l'autre.


     
    4. Procédé de commande de moteur selon la revendication 3, dans lequel
    la combinaison mathématique comporte l'addition de la première valeur de couple cible (T1) et de la deuxième valeur de couple cible (T2) pour calculer la valeur d'instruction de couple (T*).
     




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    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description