CN117597254A

CN117597254A - Control device and program for vehicle

Info

Publication number: CN117597254A
Application number: CN202280046925.2A
Authority: CN
Inventors: 堀畑晴美
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2021-07-02
Filing date: 2022-06-16
Publication date: 2024-02-23
Also published as: WO2023276696A1; JP2023007694A

Abstract

A control device for a vehicle, comprising: a brake control unit (63) that controls a brake device to control a friction braking torque applied from the brake device (60) to a wheel of the vehicle (10); an inverter control unit (36) that performs switching control of the inverter (30) to control regenerative torque generated by regenerative power generation of the rotating electrical machine (20); and a determination unit that acquires a temperature of at least one of the rotating electrical machine and the inverter, and determines whether the acquired temperature exceeds a determination temperature. When it is determined that the acquired temperature exceeds the determination temperature in the case of performing regenerative power generation, the vehicle control device controls the brake device by the brake control unit so as to apply friction braking torque to the wheels before the regenerative torque decreases to 0.

Description

Control device and program for vehicle

Citation of related application

The present application is based on Japanese patent application No. 2021-110699 filed on 7/2 of 2021, the contents of which are incorporated herein by reference.

Technical Field

The present disclosure relates to a control device and a program for a vehicle.

Background

Conventionally, a vehicle is known that includes a rotating electric machine, an inverter electrically connected to a stator winding of the rotating electric machine, a drive wheel that rotates by transmitting power from a rotor of the rotating electric machine, and a mechanical brake device. The control device applied to the vehicle controls the brake device to control the friction braking torque applied from the brake device to the wheels, and performs switching control of the inverter to control the regenerative torque generated by the regenerative power generation of the rotating electrical machine.

Patent document 1 describes a control device for switching from braking using regenerative power generation of a rotating electrical machine to braking using a brake device. Specifically, the control device gradually decreases the command value of the regenerative braking torque and gradually increases the command value of the friction braking torque while maintaining the sum of the command value of the friction braking torque and the command value of the regenerative braking torque in the relation to the required braking torque.

Prior art literature

Patent literature

Patent document 1: japanese patent No. 3613046

Disclosure of Invention

In the case of performing regenerative power generation to apply a braking torque to the wheels, there is a possibility that a current flows through the stator winding and the inverter, and at least one of the rotating electrical machine and the inverter may be in an overheated state. Therefore, a technique of applying braking torque to wheels while protecting the rotating electric machine and the inverter from overheating is demanded.

A main object of the present disclosure is to provide a vehicle control device and a program capable of applying a braking torque to wheels while suppressing an inverter and a rotating electrical machine from becoming overheated.

A first disclosure is a vehicle control device that is applied to a vehicle including:

A rotating electrical machine having a rotor and a stator winding;

an inverter electrically connected to the stator winding;

a drive wheel rotated by transmitting power from the rotor; and

the mechanical brake device, wherein the vehicle control device comprises: a brake control unit that controls the brake device to control a friction braking torque applied from the brake device to a wheel of the vehicle;

an inverter control unit that performs switching control of the inverter to control regenerative torque generated by regenerative power generation of the rotating electrical machine; and

a determination unit that obtains a temperature of at least one of the rotating electrical machine and the inverter, and determines whether or not the obtained temperature exceeds a determination temperature,

when it is determined that the acquired temperature exceeds the determination temperature in the case of performing the regenerative power generation, the brake control unit controls the brake device to apply friction braking torque to the wheels before the regenerative torque is reduced to 0.

When at least one of the rotating electrical machine and the inverter is in an overheated state, it is desirable to switch from braking using regenerative power generation to braking using a brake device in order to eliminate the overheated state.

Therefore, in the first disclosure, in the case of performing regenerative power generation, when the determination unit determines that the acquired temperature exceeds the determination temperature, the regenerative torque of the rotating electrical machine is reduced to 0. This prevents current from flowing through the stator winding and the inverter, and suppresses overheating of the rotating electrical machine and the inverter.

Here, in the first disclosure, the brake device is controlled to apply friction braking torque to the wheels before the regenerative torque decreases to 0. Therefore, the braking torque can be applied to the wheels by at least one of braking using regenerative power generation and braking using a brake device. This makes it possible to apply braking torque to the wheels while suppressing overheating of the inverter and the rotating electrical machine.

The first disclosure can be embodied as in the second disclosure, for example. In the second publication, the brake control unit controls the brake device to control the friction braking torque to a friction braking command torque,

the inverter control unit performs the switching control to control the regenerative torque to a regenerative braking command torque,

comprises a processing unit for increasing the friction braking command torque used in the brake control unit and decreasing the regenerative braking command torque used in the inverter control unit toward 0 when it is determined that the acquired temperature exceeds a limit start temperature, which is the determination temperature, in the case of performing the regenerative power generation,

The inverter control unit

The regenerative braking command torque used for controlling the regenerative torque is subjected to a low-pass filtering process,

in the case of performing the regenerative power generation, when it is determined that the acquired temperature exceeds the limit start temperature, the time constant of the low-pass filtering process is increased as compared with when it is determined that the acquired temperature is equal to or lower than the limit start temperature.

The responsiveness of the friction braking torque applied to the wheels by the brake device is generally lower than the responsiveness of the regenerative braking torque applied to the drive wheels by the regenerative power generation. Therefore, for example, even if the regenerative braking command torque is gradually reduced toward 0 and the friction braking command torque is gradually increased toward the required braking torque while maintaining the relationship between the friction braking command torque and the regenerative braking command torque as a predetermined torque, there is a possibility that the degree of shortage of the actual braking torque with respect to the predetermined torque increases during the transition period in which the distribution of the required braking torque is changed from the regenerative torque to the friction braking torque.

On the other hand, in order to prevent abrupt torque changes in the rotating electrical machine, for example, a low-pass filter process is performed on the regenerative braking command torque used for control of the regenerative torque.

Here, the second disclosure prevents the degree of shortage of the actual braking torque from becoming large by the low-pass filtering process described above. In detail, in the second disclosure, in the case of performing the regenerative power generation, when it is determined that the acquired temperature exceeds the limit start temperature, the time constant of the low-pass filtering process is larger than when it is determined that the acquired temperature is equal to or lower than the limit start temperature. In this case, the time ratio from the start of the reduction of the regenerative braking command torque to the change to 0 used in the inverter control unit is determined as a period of time equal to or less than the limit start temperature. Therefore, it is possible to prevent the actual braking torque from becoming insufficient in the transitional period in which the distribution of the required braking torque is changed from the regenerative torque to the friction braking torque.

According to the second disclosure described above, it is possible to prevent the actual braking torque from becoming insufficient while suppressing the inverter and the rotating electrical machine from becoming overheated.

In addition, the first disclosure can be embodied as in the third disclosure, for example. In the third publication, the inverter control unit performs the switching control to control the regenerative torque of the rotating electrical machine to a regenerative braking command torque,

The determination unit determines whether or not the acquired temperature exceeds a notification temperature that is the determination temperature or a limitation start temperature that is higher than the notification temperature,

when the brake control unit determines that the acquired temperature exceeds the notification temperature in the case of performing the regenerative power generation, the brake control unit controls the brake device to apply the friction braking torque to the wheel even before the acquired temperature is determined to exceed the limit start temperature,

the control device includes a processing unit that, when it is determined that the acquired temperature exceeds the limit start temperature in the case where the regenerative power generation is performed, performs either one of a process of reducing the regenerative braking command torque used for controlling the regenerative torque toward 0 and a process of stopping the switching control.

In the third disclosure, when it is determined that the acquired temperature exceeds the limit start temperature in the case of performing regenerative power generation, either one of the process of reducing the regenerative braking command torque used for controlling the regenerative torque toward 0 or the process of stopping the switching control of the inverter is performed.

Here, the responsiveness of the friction braking torque applied to the wheels using the brake device is generally lower than the responsiveness of the regenerative braking torque applied to the drive wheels using the regenerative power generation. Therefore, when at least one of the rotating electrical machine and the inverter is in an overheated state, it is desirable to apply the friction braking torque to the wheels as early as possible in order to prevent the shortage of the braking torque from increasing when switching from braking using regenerative power generation to braking using a brake device.

Therefore, in the third disclosure, in the case where the regenerative power generation is performed, when it is determined that the acquired temperature exceeds the notification temperature, the brake device is controlled to apply the friction braking torque to the wheels even before it is determined that the acquired temperature exceeds the limitation start temperature. Therefore, when switching from braking using regenerative power generation to braking using a brake device, it is possible to prevent the degree of shortage of braking torque from increasing while suppressing the inverter and the rotating electrical machine from becoming overheated.

Drawings

The above objects, other objects, features and advantages of the present disclosure will become more apparent by reference to the accompanying drawings and the following detailed description. The drawings are as follows.

Fig. 1 is an overall configuration diagram of a system of a first embodiment.

Fig. 2 is a flowchart showing steps of a brake control process performed by the brake CU.

Fig. 3 is a functional block diagram of torque control performed by the MGCU.

Fig. 4 is a flowchart showing steps of the overheat protection process performed by the MGCU.

Fig. 5 is a diagram showing an operation region of an operation point of the rotary electric machine.

Fig. 6 is a graph showing a relationship between a motor temperature and a limiting coefficient.

Fig. 7 is a flowchart showing steps of the overheat protection process performed by the EVCU.

Fig. 8 is a flowchart showing steps of the overheat protection process performed by the MGCU of the second embodiment.

Fig. 9 is a flowchart showing steps of the overheat protection process performed by the EVCU.

Detailed Description

< first embodiment >, first embodiment

Hereinafter, a first embodiment in which the control device of the present disclosure is mounted to an electric vehicle will be described with reference to the accompanying drawings.

As shown in fig. 1, the vehicle 10 includes a rotating electrical machine 20. The rotary electric machine 20 is a three-phase synchronous machine including stator windings 21 of respective phases of star connection. The stator windings 21 of the respective phases are arranged so as to be shifted by 120 ° in electrical angle. The rotating electrical machine 20 of the present embodiment is a permanent magnet synchronous machine including permanent magnets (corresponding to "excitation poles") in the rotor 22.

The rotating electrical machine 20 is an on-vehicle main unit, and the rotor 22 is capable of transmitting power to the drive wheels 11 of the vehicle 10. Torque generated by the rotating electric machine 20 functioning as a motor is transmitted from the rotor 22 to the driving wheel 11. Thereby, the driving wheel 11 is rotationally driven. The rotating electrical machine 20 may be, for example, an in-wheel motor integrally provided to the driving wheels of the vehicle 10, or an on-board motor included in the vehicle body.

The vehicle 10 includes an inverter 30, a capacitor 31 (corresponding to a "power storage unit"), and a battery 40. The inverter 30 includes a series connection of an upper arm switch SWH and a lower arm switch SWL corresponding to three phases. In the present embodiment, each of the switches SWH and SWL is a voltage-controlled semiconductor switching element, specifically, an IGBT. Therefore, the high-potential side terminal of each switch SWH, SWL is a collector, and the low-potential side terminal is an emitter. The freewheeling diodes DH and DL are connected in anti-parallel to the switches SWH and SWL.

In the U-, V-, and W-phases, a first end of the stator winding 21 is connected to an emitter of the upper arm switch SWH and a collector of the lower arm switch SWL. The second ends of the stator windings 21 of the phases are connected to each other at a neutral point. In the present embodiment, the number of turns of the stator winding 21 of each phase is set to be the same.

The collector of upper arm switch SWH of each phase is connected to the positive terminal of battery 40 via positive-side bus bar Lp. The emitter of the lower arm switch SWL of each phase is connected to the negative terminal of the battery 40 via a negative electrode bus Ln. The positive electrode-side bus bar Lp and the negative electrode-side bus bar Ln are connected by a capacitor 31. The capacitor 31 may be built in the inverter 30 or may be provided outside the inverter 30.

The battery 40 is, for example, a battery pack, and the terminal voltage of the battery 40 is, for example, several hundred V. The battery 40 is, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen battery.

The vehicle 10 includes a current sensor 32, a voltage sensor 33, a rotation angle sensor 34, a motor temperature sensor 35, and an MGCU 36 (motor generator control unit (Motor Generator Control Unit), which corresponds to an "inverter control unit"). The current sensor 32 detects the current flowing through the windings 21 of at least 2 of the phases. The voltage sensor 33 detects the terminal voltage of the capacitor 31. The rotation angle sensor 34 is, for example, an resolver, and detects the rotation angle (electrical angle) of the rotor 22. The motor temperature sensor 35 detects the temperature of the rotating electrical machine 20 as a motor temperature Tmgd. In the present embodiment, the motor temperature sensor 35 detects the temperature of the stator winding 21 as the motor temperature Tmgd. The motor temperature sensor 35 is, for example, a thermistor. The detection values of the sensors 32 to 35 are input to the MGCU 36.

The MGCU 36 is mainly composed of a microcomputer 36a (corresponding to a "first computer"), and the microcomputer 36a includes a CPU. The functions provided by the microcomputer 36a can be provided by software recorded in the physical memory means and a computer executing the software, only hardware, or a combination thereof. For example, in the case where the microcomputer 36a is provided by an electronic circuit as hardware, it can be provided by a digital circuit or an analog circuit including a plurality of logic circuits. For example, the microcomputer 36a executes a program stored in a non-transitory physical storage medium (non-transitory tangible storage medium) included as a storage section. The program includes, for example, a program of the processing shown in fig. 4 and the like. The method corresponding to the program is executed by executing the program. The storage unit is, for example, a nonvolatile memory. The program stored in the storage unit is updated, for example, via a network such as the internet.

The MGCU 36 receives a command torque Treq transmitted from an EVCU 50 (Electric Vehicle Control Unit: electric vehicle control unit) described later. The MGCU 36 performs switching control of the respective switches SWH, SWL constituting the inverter 30 based on the received command torque Treq to control the torque of the rotating electrical machine 20. In each phase, the upper arm switch SWH and the lower arm switch SWL are alternately turned on.

The MGCU 36 performs power running drive control. The powering drive control is a switching control of the inverter 30 for converting the dc power output from the battery 40 into ac power and supplying the ac power to the stator winding 21. In this control, the rotating electrical machine 20 functions as an electric motor, and generates a power running torque. The MGCU 36 performs regenerative drive control. The regenerative drive control is a switching control of the inverter 30 for converting ac power generated by the rotating electric machine 20 into dc power and supplying the dc power to the battery 40. In this control, the rotating electrical machine 20 functions as a generator, and generates regenerative torque.

The vehicle 10 includes an EVCU 50 (corresponding to an "upper control unit"). The EVCU 50 is mainly constituted by a microcomputer 50a (corresponding to "second computer"), and the microcomputer 50a includes a CPU. The functions provided by the microcomputer 50a can be provided by software recorded in the physical memory means and a computer executing the software, only hardware, or a combination thereof. For example, in the case where the microcomputer 50a is provided by an electronic circuit as hardware, it can be provided by a digital circuit or an analog circuit including a plurality of logic circuits. For example, the microcomputer 50a executes a program stored in a storage section included in itself. The program includes, for example, a program of the processing shown in fig. 7 and the like. The method corresponding to the program is executed by executing the program. The program stored in the storage unit is updated, for example, via a network such as the internet.

The vehicle 10 includes a brake device 60, a brake sensor 61, a brake lamp 62, and a brake CU 63 (corresponding to a "brake control unit"). The brake sensor 61 detects a brake stroke, which is a depression amount of a brake pedal of a brake operation member of a driver. The detection value of the brake sensor 61 is input to the brake CU 63.

The brake device 60 includes: a disc-type rotating member provided to a wheel including a driving wheel 11; a brake pad pressed against the disc type rotating member; and a caliper for pressing the brake pad against the disc type rotating member. Friction braking torque is applied to the wheels by pressing the brake pads against the disc rotor.

The brake 60 is, for example, a hydraulic or electric brake. The electric brake device 60 is also called an EMB (Electro Mechanical Brake: electromechanical brake).

The brake calliper of the hydraulic brake device 60 comprises a hydraulically driven piston. By stepping on the brake pedal, the hydraulic pressure of the hydraulic mechanism constituting the brake device 60 rises, and the piston is displaced in the first direction. Thereby, the brake pad is pressed against the disc rotor. On the other hand, by releasing the depression of the brake pedal, the hydraulic pressure of the hydraulic mechanism decreases, and the piston is displaced in a second direction opposite to the first direction. The brake pads are thus remote from the disc rotor.

The caliper of the electric brake device 60 includes a motor, a piston, and a mechanism (e.g., a ball screw) for displacing the piston by rotation of a rotation shaft of the motor. By stepping on the brake pedal, the windings of the motor are energized, the rotary shaft of the motor rotates, and the piston is displaced in the first direction. Thereby, the brake pad is pressed against the disc rotor. On the other hand, by releasing the depression of the brake pedal, the energization of the winding of the motor is stopped, and the piston is displaced in the second direction. The brake pads are thus remote from the disc rotor.

The brake CU 63 is mainly composed of a microcomputer 63a (corresponding to "third computer"), and the microcomputer 63a includes a CPU. The functions provided by the microcomputer 63a can be provided by software recorded in the physical memory means and a computer executing the software, only hardware, or a combination thereof. For example, in the case where the microcomputer 63a is provided by an electronic circuit as hardware, it can be provided by a digital circuit or an analog circuit including a plurality of logic circuits. For example, the microcomputer 63a executes a program stored in a storage section included in itself. The program includes, for example, a program such as a braking force control process of the brake device 60. The method corresponding to the program is executed by executing the program. The program stored in the storage unit is updated, for example, via a network such as the internet.

When it is determined that the brake pedal is depressed, the brake CU 63 also performs a process of turning on the brake lamp 62.

The MGCU 36, the EVCU 50, and the brake CU 63 CAN exchange information with each other through a prescribed communication form (e.g., CAN).

The vehicle 10 includes a throttle sensor 70 and a steering angle sensor 71. The accelerator sensor 70 detects an accelerator stroke, which is a depression amount of an accelerator pedal that is an accelerator operation member of the driver. The steering angle sensor 71 detects a steering angle accompanying the operation of the steering wheel by the driver. The detection values of the accelerator sensor 70 and the steering angle sensor 71 are input to the EVCU 50. The EVCU 50 calculates a command rotation speed Nm of the rotor 22 based on the accelerator stroke detected by the accelerator sensor 70 and the steering angle detected by the steering angle sensor 71. The EVCU 50 calculates the command torque Treq as an operation amount for feedback-controlling the rotational speed of the rotor 22 to the calculated command rotational speed Nm. The EVCU 50 sends the calculated command torque Treq to the MGCU 36. Incidentally, in the case where the vehicle 10 includes an autopilot function, the EVCU 50 may also calculate the command rotation speed Nm when executing the autopilot mode, for example, based on the target travel speed of the vehicle 10 set by the autopilot CU included in the vehicle 10.

The brake control performed by the brake CU 63 will be described with reference to fig. 2. This process is repeatedly executed, for example, at a predetermined control cycle.

In step S10, a required braking torque Fbrk to be applied to the wheels is calculated based on the braking stroke detected by the braking sensor 61.

In step S11, the regenerative braking torque Fgmax is received from the EVCU 50. The regenerative braking torque Fgmax is the maximum value of the current state of the braking torque that can be applied to the wheels by the regenerative drive control.

In step S12, a regenerative braking command torque Fgb and a friction braking command torque Ffb are calculated based on the received regenerative braking torque Fgmax and the calculated required braking torque Fbrk. In the present embodiment, the regenerative braking command torque Fgb is set to the same value as the regenerative braking torque Fgmax. Further, the friction braking command torque Ffb is calculated by subtracting the regenerative braking command torque Fgb from the required braking torque Fbrk.

In step S13, the calculated regenerative braking command torque Fgb is transmitted to the EVCU 50. The EVCU 50 transmits the received regenerative braking command torque Fgb as a command torque Treq to the MGCU 36. The larger the regenerative braking command torque Fgb is, the larger the generated electric power is supplied from the rotating electric machine 20 to the battery 40 via the inverter 30.

In step S14, the calculated friction braking command torque Ffb is transmitted to the brake device 60. Thereby, the friction braking torque applied to the wheels by the brake device 60 is controlled to the friction braking command torque Ffb.

Next, torque control of the rotating electrical machine 20 performed by the MGCU 36 will be described with reference to fig. 3. In the example shown in fig. 3, as torque control, current feedback control is performed. In addition, torque feedback control may be performed instead of current feedback control.

The command torque Treq transmitted from the EVCU 50 is input to the first filter unit 80 and the second filter unit 81. The first filter unit 80 and the second filter unit 81 apply a low-pass filter process to the inputted command torque Treq. The low-pass filter processing is, for example, low-pass filter processing of the primary delay element. The first filter unit 80 is provided, for example, to prevent abrupt changes in the actual torque of the rotating electrical machine 20 even when the command torque Treq abruptly changes. The time constant τ1 of the low-pass filtering process in the first filtering section 80 is smaller than the time constant τ2 of the low-pass filtering process in the second filtering section 81.

The switching unit 82 selects and outputs either the command torque Treq subjected to the low-pass filtering process in the first filtering unit 80 or the command torque Treq subjected to the low-pass filtering process in the second filtering unit 81.

The command current setting unit 83 obtains a requested torque Trq as the command torque Treq output from the switching unit 82. The command current setting unit 83 sets the d-axis command current Id and the q-axis command current Iq based on the required torque Trq. The d-axis command current Id and the q-axis command current Iq may be calculated by, for example, minimum current maximum torque control (MTPA).

The two-phase conversion unit 84 converts the U-phase, V-phase, and W-phase currents in the three-phase fixed coordinate system into the d-axis current Idr and q-axis current Iqr in the two-phase rotating coordinate system (dq coordinate system) based on the detection value of the current sensor 32 and the electrical angle θe detected by the rotation angle sensor 34.

The d-axis deviation calculating unit 85 calculates the d-axis current deviation Δid by subtracting the d-axis current Idr from the d-axis command current Id. The q-axis deviation calculation unit 86 calculates the q-axis current deviation Δiq by subtracting the q-axis current Iqr from the q-axis command current Iq.

The d-axis command voltage calculating section 87 calculates a d-axis command voltage Vd based on the d-axis current deviation Δid as an operation amount for feedback-controlling the d-axis current Idr to the d-axis command current Id. The q-axis command voltage calculation section 88 calculates a q-axis command voltage Vq as an operation amount for feedback-controlling the q-axis current Iqr to the q-axis command current Iq based on the q-axis current deviation Δiq. The feedback control used in the d-axis command voltage calculation unit 87 and the q-axis command voltage calculation unit 88 may be proportional-integral control, for example.

The three-phase converting unit 89 converts the d-axis command voltage Vd and the q-axis command voltage Vq in the two-phase rotation coordinate system into the U-phase command voltage VU, the V-phase command voltage VV and the W-phase command voltage VW in the three-phase fixed coordinate system based on the d-axis command voltage Vd, the q-axis command voltage Vq and the electrical angle θe. In the present embodiment, the U-phase command voltage VU, the V-phase command voltage VV, and the W-phase command voltage VW are sinusoidal waveforms each phase-shifted by 120 ° in electrical angle.

The signal generating unit 90 generates a drive signal GUH for the upper arm switch SWH and the lower arm switch SWL of the U phase, a drive signal GVH for the upper arm switch SWH and the drive signal GVL for the lower arm switch SWL, and a drive signal GWH for the upper arm switch SWH and the drive signal GWL for the lower arm switch SWL of the V phase based on the U-phase command voltage VU, the V-phase command voltage VV, the W-phase command voltage VW, and the power supply voltage Vdc detected by the voltage sensor 33. Specifically, taking the U-phase as an example, the signal generating unit 90 calculates the U-phase normalized command voltage VUs by dividing the U-phase command voltage VU by 1/2 of the power supply voltage Vdc. The signal generating unit 90 generates the drive signal GUH of the upper arm switch SWH and the drive signal GUL of the lower arm switch SWL of the U-phase by PWM control based on the magnitude comparison of the U-phase standardized command voltage VUS and the carrier signal Sc. The carrier signal Sc is, for example, a triangular wave signal having equal rising and falling speeds.

The signal generating unit 90 outputs the generated drive signals GUH and GUL of the U-phase to the gates of the switches SWH and SWL of the U-phase, outputs the generated drive signals GVH and GVL of the V-phase to the gates of the switches SWH and SWL of the V-phase, and outputs the generated drive signals GWH and GWL of the W-phase to the gates of the switches SWH and SWL of the W-phase. In addition, the control period of the MGCU 36 is sufficiently shorter than the period of the carrier signal Sc.

Next, overheat protection control performed by the MGCU 36 and the EVCU 50 will be described.

First, overheat protection control performed by the MGCU 36 will be described with reference to fig. 4. The process shown in fig. 4 is repeatedly executed at a predetermined control cycle, for example. The control cycles of the MGCU 36, the brake CU 63, and the EVCU 50 may be the same cycle or may be different cycles.

In step S20, the current torque Trq and rotation speed Nm of the rotating electric machine 20 are acquired, and it is determined whether or not the operating point determined by the current rotation speed Nm and the torque Trq is within the protection target region. When the torque Trq is a positive value, the power running drive control is performed. On the other hand, when the torque Trq is negative, the regenerative drive control is performed. Incidentally, the current torque Trq may be, for example, a torque calculated based on the detection values of the current sensor 32 and the rotation angle sensor 34, or a requested torque Trq output from the switching unit 82. The current rotation speed Nm may be calculated based on the detection value of the rotation angle sensor 34, for example.

As shown in fig. 5, the regions to be protected are a high speed region Rhr, a power running side high torque region Rhtm, and a regeneration side high torque region Rhtg. The high-speed region Rhr is a region adjacent to the continuous operation region Rcc and on the high-speed side with respect to the continuous operation region Rcc. In the present embodiment, the high-speed region Rhr is a region in which field weakening control is performed in which field weakening current flows through the stator winding 21. The boundary on the higher rotation speed side in the high speed region Rhr is the maximum value Nmax of the rotation speed Nm.

The continuous operation region Rcc is a region in which the rotating electrical machine 20 and the inverter 30 can be continuously driven without being overheated as long as the rotational speed and torque in the region are within the region. The boundary on the high torque side in the continuous operation region Rcc is the upper limit value TmC of the continuous torque when the power running drive control is performed and the upper limit value TgC of the continuous torque when the regenerative drive control is performed.

The power running side high torque region Rhtm and the regeneration side high torque region Rhtg are regions adjacent to the continuous operation region Rcc and on the high torque side with respect to the continuous operation region Rcc. Further, the high speed side of the power running side high torque region Rhtm and the regeneration side high torque region Rhtg is adjacent to the high speed region Rhr. The rotational speed defining the boundaries between the high torque regions Rhtm, rhtg and the continuous operation region Rcc and the high speed region Rhr is a high speed side threshold Nth. When the MGCU 36 determines that the rotation speed Nm is equal to or higher than the high-speed threshold Nth, it determines that the current operation point is in the high-speed region Rhr.

At least one of the rotating electrical machine 20 and the inverter 30 may be in an overheated state if the rotational speed and the torque are in the high speed region Rhr, the power running side high torque region Rhtm, and the regeneration side high torque region Rhtg, and therefore the high speed region Rhr, the power running side high torque region Rhtm, and the regeneration side high torque region Rhtg are regions in which the time for continuously driving the rotating electrical machine 20 is limited.

In fig. 5, tmL represents a positive upper limit torque in the high speed region Rhr and the power running side high torque region Rhtm, and TgL represents a negative upper limit torque in the high speed region Rhr and the regeneration side high torque region Rhtg.

Returning to the explanation of fig. 4, when it is determined in step S20 that the current operation point is outside the protection target area, the flow proceeds to step S21, and it is determined whether or not the motor temperature Tmgd detected by the motor temperature sensor 35 exceeds the limit start temperature TempH. The limit start temperature TempH is set to a temperature at which it is possible to determine that at least one of the rotating electrical machine 20 and the inverter 30 is in an overheated state. In the present embodiment, the process of step S21 corresponds to a "determination unit".

When it is determined in step S21 that the motor temperature Tmgd is equal to or lower than the limit start temperature TempH, the flow proceeds to step S22, and the command torque Treq subjected to the low-pass filtering process by the first filtering unit 80 is output from the switching unit 82 to the command current setting unit 83.

On the other hand, when it is determined in step S21 that the motor temperature Tmgd exceeds the limit start temperature TempH, the flow proceeds to step S23, and switching control of the upper arm switch SWH and the lower arm switch SWL is performed so that the torque of the rotary electric machine 20 becomes smaller than the required torque Trq output from the switching unit 82. In the torque limitation processing of step S23, for example, as shown in fig. 6, the required torque Trq is multiplied by the limitation coefficient Klim, and the switching control of the lower arm switches SWH, SWL is performed so as to control the torque of the rotating electric machine 20 to the product value. When the motor temperature Tmgd is equal to or lower than the limit start temperature TempH, the limit coefficient Klim is 1, and when the motor temperature Tmgd exceeds the limit start temperature TempH, the limit coefficient Klim is smaller as the motor temperature Tmgd is higher. In the case where the motor temperature Tmgd is the final limit temperature THH (> TempH), the limit coefficient Klim is 0.

In step S23, information for performing the torque limitation process is transmitted to the EVCU 50. When it is determined that the motor temperature Tmgd is equal to or lower than the limit start temperature TempH, the notification of the torque limitation process to the EVCU 50 is stopped.

In step S24, it is determined whether or not both the first condition for sending the overheat prediction notification in step S26 described later to the EVCU 50 and the second condition for performing the regenerative drive control are satisfied. If it is determined in step S24 that at least one of the first condition and the second condition is not satisfied, the process proceeds to step S22.

If it is determined in step S20 that the current operation point is within the protection target region, the flow proceeds to step S25, where it is determined whether or not the motor temperature Tmgd exceeds the notification temperature TempL (< TempH). The notification temperature TempL is a threshold value for predicting whether or not at least one of the rotating electrical machine 20 and the inverter 30 will be in an overheated state when torque control of the rotating electrical machine 20 is continued. When the operating point is within the high speed region Rhr, the notification temperature TempL may be set to a value that ensures a time required to decelerate and stop the vehicle 10 at a predetermined deceleration until the motor temperature Tmgd reaches the limit start temperature TempH.

If it is determined in step S25 that the motor temperature Tmgd exceeds the notification temperature TempL, the flow proceeds to step S26, and an overheat prediction notification is transmitted to the EVCU 50.

After the process of step S26 is ended, in the case where an affirmative determination is made in step S21, the process goes through step S23 and proceeds to step S24. When it is determined in step S24 that the first condition and the second condition are satisfied, the flow proceeds to step S27, and the command torque Treq subjected to the low-pass filtering process by the second filter unit 81 is output from the switching unit 82 to the command current setting unit 83.

If it is determined in step S25 that the motor temperature Tmgd is equal to or lower than the notification temperature TempL, the flow proceeds to step S28, where it is determined whether or not the first condition that the overheat prediction notification is transmitted to the EVCU 50 is satisfied. If it is determined in step S28 that the first condition is not satisfied, the process proceeds to step S22.

On the other hand, when it is determined in step S28 that the first condition is satisfied, the flow proceeds to step S29, where it is determined whether or not the motor temperature Tmgd has fallen to the release temperature Temp0 (< Temp). If it is determined that the motor temperature Tmgd is higher than the release temperature Temp0, the process proceeds to step S27.

On the other hand, when it is determined that the motor temperature Tmgd has fallen to the release temperature Temp0, the flow proceeds to step S30, and a release signal for notifying overheat prediction is transmitted to the EVCU 50. In this case, the first condition that the overheat prediction notification of step S24 is transmitted to the EVCU 50 is not satisfied, and an affirmative determination is not made in step S28.

Next, overheat protection control performed by the EVCU 50 will be described with reference to fig. 7. The process shown in fig. 7 is repeatedly executed at a predetermined control cycle, for example.

In step S33, a determination is made as to whether or not an overheat prediction notification is received from the MGCU 36. If the overheat prediction notification has not been transmitted from the MGCU 36 or if the release signal of the overheat prediction notification has been transmitted from the MGCU 36, a negative determination is made in step S33.

In the case where an affirmative determination is made in step S33, the flow proceeds to step S34, and the driver is notified of a message that the running speed of the vehicle 10 is reduced or a message that the torque of the rotating electrical machine 20 is reduced later. This is to prevent the driver from being uncomfortable as much as possible even if the process of step S35 described later is performed by notifying the driver of the message.

Incidentally, the driver may be notified by at least one of a display portion of a navigation device or the like, light, vibration, sound, and smell, for example. In step S34, the brake CU 63 may be instructed to turn on the brake lamp 62. This can notify the vehicle around the own vehicle 10, such as a following vehicle of the own vehicle 10, that the own vehicle 10 starts decelerating therefrom.

In step S35, when it is determined that the current operation point is within the high speed region Rhr, the command torque Treq to be transmitted to the MGCU 36 is reduced in order to shift the operation point from the high speed region Rhr to the continuous operation region Rcc. In this case, the rotational speed of the rotor 22 is reduced and the running speed of the vehicle 10 is reduced by the control of the MGCU 36. Thereby, the rotating electrical machine 20 and the inverter 30 are protected from overheating. In the present embodiment, in step S35, the transmitted command torque Treq is gradually reduced toward 0 so that the deceleration of the vehicle 10 becomes equal to or smaller than the predetermined deceleration. This ensures the time required to evacuate the vehicle 10 to a safe place and stop the vehicle. The predetermined deceleration is set to a value (for example, 0.2G) that can ensure the safety of the occupant of the vehicle 10. The process of step S35 corresponds to the "rotation reduction unit".

Here, the reason why the rotation speed of the rotor 22 is reduced is as follows. Since the field weakening control is performed in the high speed region Rhr, the magnitude of the current vector flowing through the stator winding 21 to generate the predetermined torque is larger than in the case where the field weakening control is not performed. As a result, even if the command torque Treq is reduced to, for example, 0 in the high-speed region Rhr, the effective value [ Arms ] of the phase current flowing through the stator winding 21 may not be set to be equal to or less than the normal allowable current of the rotating electrical machine 20 (specifically, the stator winding 21).

In this case, the motor temperature Tmgd further increases to reach an off temperature Tshut (> THH), and the MGCU 36 performs off control to turn off all of the upper arm switch SWH and the lower arm switch SWL of each phase. However, in the high-speed region Rhr, since the counter electromotive force generated in the stator winding 21 is high, electric power regeneration is generated, and a current flows through a closed circuit including the stator winding 21, the diode DH of the upper arm switch SWH, the capacitor 31, and the diode DL of the lower arm switch SWL. As a result, the temperatures of the rotating electrical machine 20 and the inverter 30 further rise, and there is a possibility that the rotating electrical machine 20 and the inverter 30 may malfunction. Therefore, by decreasing the command torque Treq, the counter electromotive force is decreased, and no electric power regeneration is generated. Thereby, the rotating electrical machine 20 and the inverter 30 are prevented from malfunctioning due to overheat abnormality.

In step S35, when it is determined that the current operating point is within the high speed region Rhr, in addition to the process of reducing the command torque Treq, an instruction to apply friction braking torque to the wheels by the brake device 60 may be given to the brake CU 63. According to the mechanical brake 60, it is not necessary to flow a current for generating regenerative torque through the stator winding 21. Therefore, the rotational speed of the rotor 22 can be reduced while appropriately suppressing the temperature rise of the rotating electrical machine 20 and the inverter 30. The process of applying the friction braking torque to the wheels by the brake device 60 is effective, for example, in the following cases. If the running road surface of the vehicle 10 is a downhill, the rotation speed of the rotor 22 may not be reduced even if the command torque Treq is reduced. In addition, when the SOC of the battery 40 is in a high SOC state higher than a predetermined amount, there is a possibility that the regenerative torque is limited or cannot be generated in order to prevent overcharge of the battery 40. In these cases, the process of applying friction braking torque to the wheels by the brake device 60 is effective.

In step S35, when it is determined that the current operation point is within the high torque regions Rhtm and Rhtg, the command torque Treq to be sent to the MGCU 36 may be gradually reduced in order to shift the operation point from the high torque regions Rhtm and Rhtg to the continuous operation region Rcc. In this case, the torque of the rotary electric machine 20 is reduced by the control of the MGCU 36. Thereby, the rotating electrical machine 20 and the inverter 30 are protected from overheating.

In step S36, it is determined whether or not both the third condition for receiving the notification of the torque restriction processing from the MGCU 36 and the second condition for performing the regenerative drive control are satisfied. When it is determined in step S36 that the second condition and the third condition are satisfied, the process proceeds to step S37. The process of step S37 corresponds to a "processing unit", and is a process for suppressing the overheat state of the rotating electric machine 20 and the inverter 30 due to the execution of the regenerative drive control. The sum of the friction braking command torque Ffb used in the brake CU 63 and the regenerative braking command torque Fgb used in the MGCU 36 at the start time of the process of step S37 is referred to as the total braking torque Fsum (=ffb+fgb).

In step S37, an instruction to stepwise increase the friction braking command torque Ffb used in the brake CU 63 from the current value toward the total braking torque Fsum is transmitted to the brake CU 63. For example, when no friction braking torque is applied to the wheels at the current time point, the friction braking command torque Ffb is increased stepwise from 0 toward the total braking torque Fsum.

In step S37, the regenerative braking command torque Fgb transmitted to the MGCU 36 is stepwise reduced from the current value toward 0 together with the instruction to the brake CU 63.

The process of step S37 is performed in a state where the command torque Treq obtained by the low-pass filtering process of the second filter unit 81 having a relatively large time constant is used as the command torque Trq used in the command current setting unit 83 shown in fig. 3. In this case, the required torque Trq used in the MGCU 36 is reduced to 0 due to the start of the processing in step S37, for a longer time than the case where the required torque Trq used in the command current setting unit 83 is the command torque Treq subjected to the low-pass filtering processing by the first filtering unit 80 having a relatively small time constant. Therefore, even when the responsiveness of the brake device 60 to apply the friction braking torque to the wheels is lower than the responsiveness of the regenerative braking torque to be applied to the drive wheels 11, it is possible to prevent the actual braking torque from becoming insufficient with respect to the total braking torque Fsum during the transient period in which the distribution of the total braking torque Fsum is changed from the regenerative torque to the friction braking torque.

Incidentally, the time constant τ2 of the low-pass filtering process of the second filtering portion 81 may be set to the same value as the time constant of the friction braking torque of the brake device 60 when the friction braking command torque Ffb is changed stepwise.

In order to reduce the deviation of the actual braking torque from the total braking torque Fsum, the time constant τ2 of the low-pass filtering process of the second filter unit 81 may be set so that the time ratio RT (=t1/T2) of the first time T1 to the second time T2 described below falls within a predetermined range.

When the brake device 60 is hydraulic, the first time T1 is a time from when the brake pedal is depressed to when the hydraulic pressure of the brake device 60 is increased until the brake pad comes into contact with the disc rotor. When the brake device 60 is electrically operated, the first time T1 is a time from when the brake pedal is depressed to when the winding of the motor is energized until the brake pad comes into contact with the disc rotor.

The second time T2 is a time from when the regenerative braking command torque Fgb sent to the MGCU 36 decreases stepwise from the current value toward 0 until the current flowing through the stator winding 21 becomes 0 or until the required torque Trq input to the command current setting unit 83 becomes 0.

The time constant τ2 may be set so that the time ratio RT is, for example, "0.5.ltoreq.rt.ltoreq.1.5", desirably "0.7.ltoreq.rt.ltoreq.1.3", and more desirably "0.8.ltoreq.rt.ltoreq.1.2". Thus, in the transition period in which the distribution of the total braking torque Fsum is changed from the regenerative torque to the friction braking torque, the sum of the actual regenerative torque and the friction braking torque may be, for example, in the range of "0.9 xfsum to 1.1 xfsum" or in the range of "0.95 xfsum to 1.05 xfsum".

According to the present embodiment described above, it is possible to prevent the actual braking torque from becoming insufficient with respect to the total braking torque Fsum while suppressing the inverter 30 and the rotating electrical machine 20 from becoming overheated.

Returning to the explanation of fig. 4, after the processing of step S27 is executed, if a negative determination is made in step S21 or S24, the MGCU 36 switches the main body of the low-pass filtering processing to the command torque Treq from the second filtering unit 81 to the first filtering unit 80 by the switching unit 82. This reduces the time constant of the low-pass filter processing applied to the command torque Treq.

After that, if the MGCU 36 makes an affirmative determination in steps S28 and S29, a release signal of the overheat prediction notification is transmitted to the EVCU 50 in step S30. In this case, the EVCU 50 suspends execution of the process of step S35 in fig. 7. This can release the travel restriction of the vehicle 10.

< modification of the first embodiment >

The MGCU 36 may increase the degree of limitation of the current flowing through the stator winding 21 (for example, the rate of decrease of the current) when it is determined that the motor temperature Tmgd exceeds the notification temperature TempL, as compared with when it is determined that the motor temperature Tmgd is equal to or lower than the notification temperature TempL.

Further, when it is determined that the motor temperature Tmgd exceeds the allowable upper limit temperature, the MGCU 36 may increase the degree of limitation of the required torque Trq in step S23 of fig. 4, as compared with when it is determined that the motor temperature Tmgd is equal to or lower than the allowable upper limit temperature. Here, the allowable upper limit temperature is a temperature higher than the shutdown temperature Tshut, and is an upper limit value of a temperature at which reliability of the rotating electrical machine 20 and the inverter 30 can be maintained.

In step S35 in fig. 7, the command torque Treq may be reduced to a predetermined value higher than 0 instead of being reduced to 0.

< second embodiment >

Hereinafter, a second embodiment will be described with reference to the drawings, focusing on differences from the first embodiment. In the present embodiment, the overheat protection control performed by the MGCU 36 and the EVCU 50 is changed. In the present embodiment, the MGCU 36 does not include the first filter unit 80, the second filter unit 81, and the switching unit 82 shown in fig. 3. Therefore, the command torque Treq transmitted from the EVCU 50 is input to the command current setting unit 83. Instead of the required torque Trq, the command current setting unit 83 sets the d-axis command current Id and the q-axis command current Iq based on the command torque Treq.

First, overheat protection control performed by the MGCU 36 will be described with reference to fig. 8. The process shown in fig. 8 is repeatedly executed at a predetermined control cycle, for example.

In step S40, as in step S20 of fig. 4, the current torque Trq and rotation speed Nm of the rotating electric machine 20 are acquired, and it is determined whether or not the operating point determined by the current rotation speed Nm and torque Trq is within the protection target region.

If it is determined in step S40 that the current operation point is outside the protection target region, the flow proceeds to step S41, where it is determined whether or not the motor temperature Tmgd exceeds the limit start temperature TempH.

If it is determined in step S41 that the motor temperature Tmgd exceeds the limit start temperature TempH, the routine proceeds to step S42, and the same processing as in step S23 is performed.

If it is determined in step S40 that the current operation point is within the protection target region, the flow proceeds to step S43, where it is determined whether or not the motor temperature Tmgd exceeds the notification temperature TempL (< TempH). In the present embodiment, the process of step S43 corresponds to a "determination unit".

If it is determined in step S43 that the motor temperature Tmgd exceeds the notification temperature TempL, the flow proceeds to step S44, and an overheat prediction notification is transmitted to the EVCU 50. After that, the process advances to step S41.

If it is determined in step S43 that the motor temperature Tmgd is equal to or lower than the notification temperature TempL, the flow proceeds to step S45, where it is determined whether or not the first condition that the overheat prediction notification is transmitted to the EVCU 50 is satisfied. If it is determined in step S45 that the first condition is satisfied, the flow proceeds to step S46, where it is determined whether or not the motor temperature Tmgd has fallen to the release temperature Temp0 (< Temp). If it is determined that the motor temperature Tmgd has fallen to the release temperature Temp0, the flow advances to step S47, where a release signal for overheat prediction notification is transmitted to the EVCU 50.

Next, overheat protection control performed by the EVCU 50 will be described with reference to fig. 9. The process shown in fig. 9 is repeatedly executed at a predetermined control cycle, for example.

In step S50, it is determined whether or not the overheat prediction notification is received from the MGCU 36, as in step S33. If the overheat prediction notification has not been transmitted from the MGCU 36 or if the release signal of the overheat prediction notification has been transmitted from the MGCU 36, a negative determination is made in step S50.

If an affirmative determination is made in step S50, the process proceeds to step S51, and the same processing as in step S34 is performed. Next, in step S52, the same processing as in step S35 is performed. The process of step S52 corresponds to the "rotation reduction unit".

In step S53, after the operation point is within the protection target area, first, the elapsed time from the affirmative determination being made in step S50 is counted. Then, it is determined whether or not the counted elapsed time reaches the determination time Cjde.

If it is determined in step S53 that the vehicle is approaching, the flow proceeds to step S54, and an instruction to apply friction braking torque to the wheels by the brake device 60 is transmitted to the brake CU 63. In the case where the friction braking torque is not applied from the brake device 60 to the wheels in step S52, the friction braking torque is applied from the brake device 60 to the wheels when the determination time Cjde has elapsed since the overheat prediction notification was received. Incidentally, the determination time Cjde may be set to a value at which the process of step S54 can be executed before the motor temperature Tmgd rises and reaches the limit start temperature TempH.

In step S55, it is determined whether or not a notification of torque limitation processing is received from MGCU 36. In the case where an affirmative determination is made in step S55, the flow proceeds to step S56, where the regenerative braking command torque Fgb sent to the MGCU 36 is gradually reduced from the current value toward 0.

Incidentally, the sum of the friction braking command torque Ffb used in the brake CU 63 and the regenerative braking command torque Fgb used in the MGCU 36 at the start timing of the process of step S56 is referred to as the total braking torque Fsum. In this case, the friction braking command torque Ffb may be gradually increased as the regenerative braking command torque Fgb is gradually decreased so that the sum of the actual regenerative torque and the friction braking torque is, for example, in the range of "0.9 xfsum to 1.1 xfsum" or in the range of "0.95 xfsum to 1.05 xfsum".

In the present embodiment described above, in the case where regenerative drive control is performed, when it is determined that the motor temperature Tmgd exceeds the notification temperature TempL, the brake device 60 is controlled to apply friction braking torque to the wheels even before it is determined that the motor temperature Tmgd exceeds the limit start temperature TempH. Therefore, when switching from braking using regenerative power generation to braking using the brake device 60, it is possible to prevent the degree of shortage of braking torque from increasing while suppressing the inverter 30 and the rotating electrical machine 20 from becoming overheated.

< other embodiments >

The above embodiments may be modified as follows.

In the second embodiment, the process of step S56 in fig. 9 may be changed to a process of turning off the upper arm switch SWH and the lower arm switch SWL of all phases constituting the inverter 30.

In the respective processes of the above embodiments, instead of the motor temperature Tmgd, the temperature of the inverter 30 or a higher temperature of the motor temperature Tmgd and the temperature of the inverter 30 may be used. Here, the temperature of the inverter 30 may be detected by, for example, a sensor (for example, a temperature sensing diode or a thermistor) that detects the temperatures of the upper arm switch SWH and the lower arm switch SWL that constitute the inverter 30.

The EVCU 50 may also send a commanded rotational speed Nm to the MGCU 36. In this case, the MGCU 36 may calculate the command torque Treq as an operation amount for feedback-controlling the rotational speed of the rotor 22 to the received command rotational speed Nm. In step S32 in fig. 7 or step S52 in fig. 9, the EVCU 50 may reduce the command rotation speed Nm transmitted to the MGCU 36 to a predetermined rotation speed. Here, the predetermined rotation speed may be 0 or a value higher than 0.

The arithmetic functions of the EVCU 50, MGCU 36 and brake CU 63 may be integrated into one CU.

The semiconductor switch constituting the inverter is not limited to an IGBT, and may be an N-channel MOSFET having a body diode built therein, for example. In this case, the high-potential side terminal of the switch is a drain, and the low-potential side terminal is a source.

The rotating electric machine is not limited to the star-connection rotating electric machine, and may be, for example, a delta-connection rotating electric machine.

The control section and the method thereof described in the present disclosure may also be implemented by a special purpose computer provided by constituting a processor and a memory, the processor being programmed to execute one or more functions embodied by a computer program. Alternatively, the control unit and the method of the control unit described in the present disclosure may be implemented by a special purpose computer provided by a processor configured by one or more special purpose hardware logic circuits. Alternatively, the control unit and the method of the control unit described in the present disclosure may be implemented by one or more special purpose computers configured by a combination of a processor and a memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. Furthermore, the computer program may also be stored on a non-transitory tangible storage medium readable by a computer as instructions executed by the computer.

Although the present disclosure has been described based on the embodiments, it should be understood that the present disclosure is not limited to the above-described embodiments, constructions. The present disclosure also includes various modifications and modifications within the equivalent scope. In addition, various combinations and modes, and other combinations and modes including only one element, more than or equal to the element, are also within the scope and spirit of the present disclosure.

Claims

1. A control device for a vehicle, the control device being adapted to a vehicle (10), the vehicle comprising:

a rotating electrical machine (20) having a rotor (22) and a stator winding (21);

an inverter (30) electrically connected with the stator winding;

a drive wheel (11) that rotates by transmitting power from the rotor; and

a mechanical brake (60),

the vehicle control device includes:

a brake control unit (63) that controls the brake device to control a friction braking torque applied from the brake device to a wheel of the vehicle;

an inverter control unit (36) that performs switching control of the inverter to control regenerative torque generated by regenerative power generation of the rotating electrical machine; and

A determination unit that obtains a temperature of at least one of the rotating electrical machine and the inverter, and determines whether or not the obtained temperature exceeds a determination temperature (TempH, tempL),

2. The control device for a vehicle according to claim 1, wherein,

the brake control section performs control of the brake device to control the friction braking torque to a friction braking command torque,

the inverter control section performs the switching control to control the regenerative torque to a regenerative braking command torque,

comprises a processing unit that, when it is determined that the acquired temperature exceeds a limit start temperature (TempH) which is the determination temperature in the case where the regenerative power generation is performed, increases the friction brake command torque used in the brake control unit and decreases the regenerative brake command torque used in the inverter control unit toward 0,

The inverter control unit performs a low-pass filter process on the regenerative braking command torque used for controlling the regenerative torque,

3. The control device for a vehicle according to claim 2, wherein,

the control device includes a rotation reduction unit that, when it is determined that the acquired temperature exceeds a notification temperature (TempL) lower than the limit start temperature, performs a process of reducing the rotation speed of the rotor by at least one of control of the brake device by the brake control unit and on-off control for the regenerative power generation by the inverter control unit.

4. The control device for a vehicle according to claim 1, wherein,

the inverter control unit performs the switching control to control the regenerative torque of the rotating electrical machine to a regenerative braking command torque,

the determination unit determines whether or not the acquired temperature exceeds a notification temperature (TempL) which is the determination temperature or a limitation start temperature (TempH) higher than the notification temperature,

The brake control unit controls the brake device to apply the friction braking torque to the wheel even before the acquired temperature is determined to exceed the limit start temperature when the acquired temperature is determined to exceed the notification temperature in the case of performing the regenerative power generation,

the control device includes a processing unit that, when it is determined that the acquired temperature exceeds the limit start temperature in the case of performing the regenerative power generation, performs either one of a process of reducing the regenerative braking command torque used for the control of the regenerative torque toward 0 and a process of stopping the switching control.

5. The control device for a vehicle according to claim 4, wherein,

the control device includes a rotation reduction unit that, when it is determined that the acquired temperature exceeds the notification temperature, performs a process of reducing the rotation speed of the rotor by at least one of control of the brake device by the brake control unit and control of the switch for the regenerative power generation by the inverter control unit.

6. The control device for a vehicle according to claim 3 or 5, characterized in that,

The determination unit determines whether or not the acquired temperature has become equal to or lower than a release temperature (Temp 0) lower than the notification temperature after determining that the acquired temperature exceeds the notification temperature,

the rotation reduction unit terminates execution of a process of reducing the rotation speed of the rotor when it is determined that the acquired temperature is equal to or lower than the release temperature.

7. A program adapted to a vehicle (10), the vehicle comprising:

an inverter (30) electrically connected with the stator winding;

a drive wheel (11) that rotates by transmitting power from the rotor;

a mechanical brake (60); and

a computer (36 a, 50a, 63 a),

the following processing is performed in the computer:

performing control of the brake device to control a process of a friction braking torque applied from the brake device to wheels of the vehicle;

performing switching control of the inverter to control a process of regenerating torque generated by regenerative power generation of the rotating electrical machine;

a process of acquiring a temperature of at least one of the rotating electrical machine and the inverter, and determining whether the acquired temperature exceeds a determination temperature (TempH, tempL); and

When it is determined that the acquired temperature exceeds the determination temperature in the case of performing the regenerative power generation, the braking device is controlled to apply friction braking torque to the wheels before the regenerative torque is reduced to 0.