CN108569159B - 驱动装置 - Google Patents

驱动装置 Download PDF

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CN108569159B
CN108569159B CN201810182070.1A CN201810182070A CN108569159B CN 108569159 B CN108569159 B CN 108569159B CN 201810182070 A CN201810182070 A CN 201810182070A CN 108569159 B CN108569159 B CN 108569159B
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boost converter
electric power
input
storage device
power
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CN108569159A (zh
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安藤尚弘
田川洋辅
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Toyota Motor Corp
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Toyota Motor Corp
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/13—Maintaining the SoC within a determined range
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Abstract

一种驱动装置，具备：马达；蓄电装置；第1升压变换器，其在蓄电装置侧与马达侧之间随着电压的变换来交换电力；第2升压变换器，其与第1升压变换器并联连接，并且在蓄电装置侧与马达侧之间随着电压的变换来交换电力；电子控制单元，其对第1升压变换器和第2升压变换器进行控制。电子控制单元，在要向蓄电装置输入的来自马达侧的电力为比蓄电装置的输入限制大的过大电力输入时，对第1升压变换器和第2升压变换器进行控制，以使得第1升压变换器以及第2升压变换器中的损失并非最小。

Description

驱动装置
技术领域
本发明涉及驱动装置，详细而言，涉及具备马达、蓄电装置以及两个升压变换器的驱动装置。
背景技术
在相关技术中，作为上述那种驱动装置，提出了具备马达、两个蓄电装置、以及两个升压变换器的驱动装置(例如，参照日本特开2016-111886)，所述两个升压变换器与两个蓄电装置分别连接，并且在两个蓄电装置和马达之间随着电压的变换来进行电力的交换。在所述驱动装置中，决定了电力分配率以使得两个升压变换器的损失为最小。
发明内容
然而，在上述的驱动装置中，当蓄电装置的蓄电比例变大时，为了使向蓄电装置输入的输入电力不会变得过大而可以向蓄电装置输入的电力(输入限制)变小，因此会产生来自马达的再生电力超过蓄电装置的输入限制的情况。在该情况下，为了有效地抑制蓄电装置的过充电也考虑减小马达的再生转矩，但这样则无法使必要的再生转矩发挥作用。
本发明提供一种有效地抑制蓄电装置的过充电并且从马达输出需要的再生转矩的驱动装置。
本发明的技术方案的驱动装置具备：马达；蓄电装置；第1升压变换器，其在所述蓄电装置侧与所述马达侧之间随着电压的变换来交换电力；第2升压变换器，其与所述第1升压变换器并联连接，并且在所述蓄电装置侧与所述马达侧之间随着电压的变换来交换电力；以及电子控制单元，其对所述第1升压变换器和所述第2升压变换器进行控制。所述电子控制单元，在要向所述蓄电装置输入的来自所述马达侧的电力为比所述蓄电装置的输入限制大的过大电力输入时，对所述第1升压变换器和所述第2升压变换器进行控制，以使得所述第1升压变换器以及所述第2升压变换器中的损失并非最小。
根据本发明的技术方案，在要向蓄电装置输入的来自马达侧的电力为比蓄电装置的输入限制大的过大电力输入时，对第1升压变换器和第2升压变换器进行控制，以使得第1升压变换器以及第2升压变换器中的损失并非最小。即，对第1升压变换器和第2升压变换器进行控制，以使得第1升压变换器以及第2升压变换器中的损失比通常控制时的最小值大。由此消耗来自马达侧的电力的一部分，从而能够使向蓄电装置输入的电力处于输入限制的范围内。因此，不需要为了使向蓄电装置输入的电力处于输入限制的范围内而抑制马达的再生转矩。其结果，能够有效地抑制蓄电装置的过充电并且从马达输出需要的再生转矩。
在本发明的技术方案中，所述电子控制单元也可以，在所述过大电力输入时，对所述第1升压变换器和所述第2升压变换器中的一方的升压变换器进行控制以使其从所述马达侧向所述蓄电装置侧供给电力，并且对所述第1升压变换器和所述第2升压变换器中的另一方的升压变换器进行控制以使其从所述蓄电装置侧向所述马达侧供给电力。即，由一方的升压变换器向蓄电装置侧供给马达侧的电力，由另一方的升压变换器向马达侧供给蓄电装置侧的电力，由此形成通过一方的升压变换器和另一方的升压变换器的电力的环路。通过形成像上述那样的电力的环路，从而第1升压变换器以及第2升压变换器中的损失比通常控制时的最小值大。在本发明的技术方案中，所述电子控制单元也可以，在所述过大电力输入时，进行控制以使得所述第1升压变换器以及所述第2升压变换器中的损失为最大。在本发明的技术方案中，所述电子控制单元也可以，在所述过大电力输入时，进行控制以使得向所述蓄电装置输入的电力为所述输入限制以下。根据本发明的技术方案，能够有效地抑制蓄电装置的过充电。
在本发明的技术方案中，所述电子控制单元也可以，在所述过大电力输入时，对所述第1升压变换器和所述第2升压变换器进行控制，以使得所述第1升压变换器以及所述第2升压变换器中的损失比通常控制时的最小值大。
在本发明的技术方案中，向所述蓄电装置输入的电力可以是从由所述一方的升压变换器输出的第1电力减去向所述另一方的升压变换器输入的第2电力而得到的电力。
附图说明
以下，参照附图对本发明的示例性实施方式的特征、优点以及技术和产业意义进行说明，在附图中相同的附图标记表示相同的要素，并且其中：
图1是示出搭载作为本发明的一实施例的驱动装置的电动汽车的构成的概略的构成图。
图2是示出包括马达的电机驱动系统的构成的概略的构成图。
图3是示出由电子控制单元执行的再生控制例程的一例的流程图。
图4是示出驱动装置中的电力的流动的一例的说明图。
图5是示出由电子控制单元执行的大损失控制例程的一例的流程图。
具体实施方式
使用实施例对用于实施本发明的具体实施方式进行说明。
图1是示出搭载作为本发明的一实施例的驱动装置的电动汽车20的构成的概略的构成图，图2是示出包括马达32的电机驱动系统的构成的概略的构成图。如图1所示，实施例的电动汽车20具备马达32、转换器34、作为蓄电装置的蓄电池36、第1升压变换器40、第2升压变换器41以及电子控制单元70。在此，马达32、蓄电池36、第1升压变换器40、第2升压变换器41以及电子控制单元70为实施例的驱动装置的一例。
马达32例如构成为同步发电电动机，转子连接于驱动轴26，所述驱动轴26经由差动齿轮24连结于驱动轮22a、22b。转换器34连接于马达32且连接于高电压侧电力线42。由电子控制单元70对转换器34的未图示的多个开关元件进行开关控制，由此驱动马达32旋转。在高电压侧电力线42的正极侧线和负极侧线安装有平滑电容器46。
蓄电池36例如构成为锂离子二次电池或镍氢二次电池，连接于作为第2电力线的低电压侧电力线44。在低电压侧电力线44的正极侧线和负极侧线安装有平滑电容器48。
如图2所示，第1升压变换器40连接于高电压侧电力线42和低电压侧电力线44，构成为具有两个晶体管T11、T12、两个二极管D11、D12以及电抗器L1的众所周知的升压/降压变换器。晶体管T11连接于高电压侧电力线42的正极侧线。晶体管T12与晶体管T11、高电压侧电力线42以及低电压侧电力线44的负极侧线连接。电抗器L1与晶体管T11、T12彼此间的连接点、低电压侧电力线44的正极侧线连接。通过电子控制单元70来调节晶体管T11、T12的导通时间的比例，由此第1升压变换器40随着电压的升压而将低电压侧电力线44的电力向高电压侧电力线42供给，或者随着电压的降压而将高电压侧电力线42的电力向低电压侧电力线44供给。第2升压变换器41与第1升压变换器40同样，连接于高电压侧电力线42和低电压侧电力线44，构成为具有两个晶体管T21、T22、两个二极管D21、D22以及电抗器L2的众所周知的升压/降压变换器。通过电子控制单元70来调节晶体管T21、T22的导通时间的比例，由此所述第2升压变换器41随着电压的升压而将低电压侧电力线44的电力向高电压侧电力线42供给，或者随着电压的降压而将高电压侧电力线42的电力向低电压侧电力线44供给。
虽然没有图示，但电子控制单元70构成为以CPU为中心的微处理器，除了CPU之外，还具备存储处理程序的ROM、暂时存储数据的RAM、非易失性闪存以及输入输出端口。如图1所示，经由输入端口向电子控制单元70输入来自各种传感器的信号。作为向电子控制单元70输入的信号，例如可举出来自对马达32的转子的旋转位置进行检测的旋转位置检测传感器32a的旋转位置θm、来自对在马达32的各相流动的电流进行检测的电流传感器的相电流Iu、Iv。也可以举出来自安装于蓄电池36的端子间的电压传感器的电压Vb、来自安装于蓄电池36的输出端子的电流传感器的电流Ib。也可以举出来自安装于电容器46的端子间的电压传感器46a的高电压侧电力线42(电容器46)的电压VH、来自安装于电容器48的端子间的电压传感器48a的低电压侧电力线44(电容器48)的电压VL。也可以举出来自对在第1升压变换器40、第2升压变换器41的电抗器L1、L2流动的电流进行检测的电流传感器40a、41a的电抗器L1、L2的电流IL1、IL2、来自安装于第1升压变换器40、第2升压变换器41的温度传感器40b、41b的第1升压变换器40、第2升压变换器41的温度tc1、tc2。也可以举出来自点火开关80的点火信号、来自对换挡杆81的操作位置进行检测的挡位传感器82的档位SP。还可以举出来自对加速器踏板83的踩踏量进行检测的加速器踏板位置传感器84的加速器开度Acc、来自对制动器踏板85的踩踏量进行检测的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V。从电子控制单元70经由输出端口输出各种控制信号。作为从电子控制单元70输出的信号，例如可举出对转换器34的多个开关元件的开关控制信号、对第1升压变换器40的晶体管T11、T12的开关控制信号、对第2升压变换器41的晶体管T21、T22的开关控制信号。电子控制单元70基于来自旋转位置检测传感器32a的马达32的转子的旋转位置θm来运算马达32的电角度θe、转速Nm。电子控制单元70基于来自电流传感器的蓄电池36的电流Ib的累积值来运算蓄电池36的蓄电比例SOC，并且基于运算出的蓄电比例SOC和由安装于蓄电池36的未图示的温度传感器检测到的电池温度Tb来运算可以使蓄电池36进行充放电的最大容许电力即输入输出限制Win、Wout。在此，蓄电比例SOC是能够从蓄电池36放电的电力的容量相对于蓄电池36的全部容量的比例。
在这样构成的实施例的电动汽车20中，电子控制单元70首先基于加速器开度Acc和车速V来设定行驶所要求的(驱动轴26所要求的)要求转矩Tp*，将所设定的要求转矩Tp*设定为马达32的转矩指令Tm*，并且进行转换器34的多个开关元件的开关控制以使得马达32按照转矩指令Tm*驱动。
对像上述那样构成的实施例的电动汽车20的动作，尤其是在对马达32进行再生控制时的控制第1升压变换器40、第2升压变换器41时的动作进行说明。图3是示出由电子控制单元70执行的再生控制例程的一例的流程图。反复执行所述例程。
当执行再生控制例程时，电子控制单元70首先执行输入再生电力Preg、蓄电池36的输入限制Win的处理，所述再生电力Preg能够通过转换器34对马达32进行再生控制来获得(步骤S100)。再生电力Preg能够根据马达32的转矩指令Tm*和马达32的转速Nm来运算，也能够基于在高电压侧电力线42流动的电流和电容器46的电压VH来运算。
对所输入的再生电力Preg是否比蓄电池36的输入限制Win大进行判定(步骤S110)，在判定为再生电力Preg为输入限制Win以下时，执行第1升压变换器40、第2升压变换器41的通常控制(步骤S120)，之后结束本例程。在通常控制中，对第1升压变换器40、第2升压变换器41进行控制，以使得第1升压变换器40、第2升压变换器41的损失为最小。
另一方面，在判定为再生电力Preg比输入限制Win大时，执行大损失控制，在大损失控制中，控制第1升压变换器40、第2升压变换器41以使得第1升压变换器40、第2升压变换器41的损失增大(步骤S130)，之后结束本例程。在实施例中，如图4所示，在大损失控制中，进行控制以使得通过第1升压变换器40将转换器34侧(马达32侧)的电力向蓄电池36侧输出(再生控制)，并且进行控制以使得通过第2升压变换器41将蓄电池36侧的电力向转换器34侧(马达32侧)输出(动力行驶控制)。在该情况下，向第1升压变换器40输入的电力P1in，是作为通过转换器34得到的再生电力Preg与通过第2升压变换器41向转换器34侧(马达32侧)输出的电力P2out之和而计算的。第1升压变换器40，从转换器34侧(马达32侧)输入电力P1in，将从电力P1in减去第1升压变换器40的损失L1而得的电力P1out向蓄电池36侧输出。第2升压变换器41，从蓄电池36侧输入电力P2in，将从电力P2in减去第2升压变换器41的损失L2而得的电力P2out向转换器34侧(马达32侧)输出。因此，向蓄电池36输入从由第1升压变换器40输出的电力P1out减去向第2升压变换器41输入的电力P2in而得的电力Pin。图4的空白箭头示出各电力。如图所示，通过第1升压变换器40将转换器34侧(马达32侧)的电力向蓄电池36侧输出，通过第2升压变换器41将蓄电池36侧的电力向转换器34侧(马达32侧)输出，由此形成通过第1升压变换器40和第2升压变换器41的电力的环路。在该情况下，环路的电力的大小越大，则第1升压变换器40的损失L1以及第2升压变换器41的损失L2越大。若损失L1和损失L2之和与再生电力Preg和蓄电池36的输入限制Win之差(Preg-Win)相等，则向蓄电池36输入的电力Pin与输入限制Win相等。
判定为再生电力Preg比输入限制Win大的大多数情况是蓄电池36的蓄电比例SOC比较大从而输入限制Win小的时期。在该情况下，期望向蓄电池36输入的电力Pin尽量小。在实施例中，考虑上述那样的状况，作为大损失控制执行图5所例示的大损失控制例程。在大损失控制例程中，进行控制以使得第1升压变换器40向再生侧进行最大驱动(步骤S200)，向第2升压变换器41输入的电力P2in，是以从最大输出电力P1outmax减去再生电力Preg而得的值来计算的(步骤S210)，该最大输出电力P1outmax是使第1升压变换器40向再生侧进行最大驱动时从第1升压变换器40输出的最大输出电力。将第2升压变换器41控制为向动力行驶侧进行驱动，以使得向第2升压变换器41输入电力P2in并且向转换器34侧(马达32侧)输出电力(步骤S220)，之后结束本例程。在该情况下，损失L1和损失L2之和比再生电力Preg和蓄电池36的输入限制Win之差(Preg-Win)大，因此，向蓄电池36输入的电力Pin比输入限制Win小。若将损失L1和损失L2之和调整为与再生电力Preg和蓄电池36的输入限制Win之差(Preg-Win)一致或稍大于再生电力Preg和蓄电池36的输入限制Win之差(Preg-Win)，则向蓄电池36输入的电力Pin与输入限制Win一致或稍小于输入限制Win。
在以上说明的实施例的驱动装置中，当转换器34的再生电力Preg比蓄电池36的输入限制Win大时，对第1升压变换器40、第2升压变换器41进行控制，以使得第1升压变换器40、第2升压变换器41的损失比通常控制时的最小值大。由此，能够使向蓄电池36输入的电力Pin为输入限制Win以下，能够有效地抑制由于向蓄电池36输入的电力Pin超过输入限制Win而使马达32的再生转矩受到限制的情况。即，能够有效地抑制蓄电池36的过充电并且从马达32输出需要的再生转矩。
在实施例的电动汽车20所搭载的驱动装置中，具备第1升压变换器40和第2升压变换器41这两个升压变换器，也可以具备三个以上的升压变换器。
在实施例的电动汽车20所搭载的驱动装置中，具备一个蓄电池36作为蓄电装置，但也可以使用电容器来代替蓄电池36。
在实施例中，设为搭载于使用来自马达32的动力进行行驶的电动汽车20的驱动装置的形式。但也可以是搭载于使用来自马达的动力和来自发动机的动力进行行驶的混合动力汽车的驱动装置的形式，还可以是组装于建筑设备等不移动的设备的驱动装置的形式。
对实施例的主要的要素和发明内容所记载的发明的主要的要素的对应关系进行说明。在实施例中，马达32是“马达”的一例，蓄电池36是“蓄电装置”的一例，第1升压变换器40、第2升压变换器41是“第1升压变换器、第2升压变换器”的一例，电子控制单元70是“控制装置”的一例。
实施例的主要的要素与发明内容所记载的发明的主要的要素的对应关系，是用于具体说明实施例实施发明内容所记载的发明的实施方式的一例，因此不对发明内容所记载的发明的要素构成限定。即，关于发明内容所记载的发明的解释，应当基于所述的记载进行，实施例只不过是发明内容所记载的发明的具体的一例而已。
以上，使用实施例对用于实施本发明的具体实施方式进行了说明，但本发明丝毫不限于上述那样的实施例，在不脱离本发明的技术思想的范围内，显然能够以各种各样的方式来实施。
本发明能够利用于驱动装置的制造产业等。

Claims (5)

1.一种驱动装置，其特征在于，具备：
马达；
蓄电装置；
第1升压变换器，其在所述蓄电装置侧与所述马达侧之间随着电压的变换来交换电力；
第2升压变换器，其与所述第1升压变换器并联连接，并且在所述蓄电装置侧与所述马达侧之间随着电压的变换来交换电力；以及
电子控制单元，其对所述第1升压变换器和所述第2升压变换器进行控制，
所述电子控制单元，在要向所述蓄电装置输入的来自所述马达侧的电力为比所述蓄电装置的输入限制大的过大电力输入时，对所述第1升压变换器和所述第2升压变换器进行控制，以使得所述第1升压变换器以及所述第2升压变换器中的损失并非最小，
所述电子控制单元，在所述过大电力输入时，对所述第1升压变换器和所述第2升压变换器中的一方的升压变换器进行控制以使其从所述马达侧向所述蓄电装置侧供给电力，并且对所述第1升压变换器和所述第2升压变换器中的另一方升压变换器进行控制以使其从所述蓄电装置侧向所述马达侧供给电力。
2.根据权利要求1所述的驱动装置，其特征在于，
所述电子控制单元，在所述过大电力输入时，进行控制以使得所述第1升压变换器以及所述第2升压变换器中的损失为最大。
3.根据权利要求1所述的驱动装置，其特征在于，
所述电子控制单元，在所述过大电力输入时，进行控制以使得向所述蓄电装置输入的电力为所述输入限制以下。
4.根据权利要求1所述的驱动装置，其特征在于，
所述电子控制单元，在所述过大电力输入时，对所述第1升压变换器和所述第2升压变换器进行控制，以使得所述第1升压变换器以及所述第2升压变换器中的损失比通常控制时的损失的最小值大。
5.根据权利要求1～4中任一项所述的驱动装置，其特征在于，
向所述蓄电装置输入的电力是从由所述一方的升压变换器输出的第1电力减去向所述另一方升压变换器输入的第2电力而得到的电力。
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