JP2010213461A - Motor temperature controller for vehicle - Google Patents

Motor temperature controller for vehicle Download PDF

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Publication number
JP2010213461A
JP2010213461A JP2009056856A JP2009056856A JP2010213461A JP 2010213461 A JP2010213461 A JP 2010213461A JP 2009056856 A JP2009056856 A JP 2009056856A JP 2009056856 A JP2009056856 A JP 2009056856A JP 2010213461 A JP2010213461 A JP 2010213461A
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Japan
Prior art keywords
temperature
weight
vehicle
means
drive motor
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Pending
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JP2009056856A
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Japanese (ja)
Inventor
Daisuke Kitada
大輔 北田
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2009056856A priority Critical patent/JP2010213461A/en
Publication of JP2010213461A publication Critical patent/JP2010213461A/en
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • Y02T10/6213Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor
    • Y02T10/623Hybrid vehicles using ICE and electric energy storage, i.e. battery, capacitor of the series-parallel type
    • Y02T10/6239Differential gearing distribution type
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/64Electric machine technologies for applications in electromobilty
    • Y02T10/642Control strategies of electric machines for automotive applications
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7077Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors on board the vehicle

Abstract

An object of the present invention is to improve the actual fuel consumption by making the cooling performance of a drive motor correspond to the riding weight of a vehicle.
A vehicle motor temperature control device includes a supply means (oil pump 16) for supplying a cooling medium to a drive motor (MG2), a temperature detection means (motor temperature sensor 21) for detecting the temperature of the drive motor, Supply control means (a program in the CPU 18 and ROM 19) that causes the supply means to start supplying the cooling medium to the drive motor when the temperature detected by the temperature detection means exceeds a threshold value, and is loaded on the vehicle. The threshold value in the supply control means becomes smaller as the weight of the weight judgment means (the program in the sheet human sensor 22, the weight sensor 23 and the ROM 19) for judging the weight of the loaded goods and the weight judgment means is smaller. Threshold setting means (a program in the CPU 18 and the ROM 19) for changing and setting the threshold so as to increase.
[Selection] Figure 1

Description

  The present invention relates to an apparatus for performing temperature control of a drive motor mounted on a vehicle.

  In general, a drive motor mounted on a vehicle such as an automobile has a rotor (rotor) and a stator core around which a stator coil is wound, and energizes the stator coil to generate rotational force. To get. When a current flows through the stator coil during the rotation of the rotor, the stator core and the stator coil generate heat, which affects the magnetic flux penetrating the inside of the drive motor and reduces the rotational efficiency of the rotor. Therefore, it is necessary to cool the drive motor in order to maintain the rotational efficiency of the rotor.

  As a conventional cooling device, an electric oil pump for supplying a cooling medium to a drive motor when the temperature of the drive motor is equal to or higher than a predetermined temperature and the temperature of the outside air is equal to or higher than a predetermined temperature The one that operates is known.

  In the technique disclosed in Patent Document 1, when it is determined whether or not the vehicle is traveling on an uphill road, and it is determined that the vehicle is traveling on an uphill road, the temperature T of the motor is equal to or higher than the temperature T1. When the operation of the oil cooler pump is started and it is determined that the vehicle is not traveling on the uphill road, the operation of the oil cooler pump is started when the temperature T of the motor is equal to or higher than the temperature T2 higher than the temperature T1.

  Patent Document 2 discloses that the output of the electric motor is controlled by the road surface gradient, the vehicle weight, the number of passengers, and the temperature of the electric motor.

  In Patent Document 3, it is detected whether a vehicle is loading a load or whether a towed object is being pulled, and a start temperature for limiting the load on the motor is determined according to the detection result. It is disclosed.

JP 2008-271712 A JP 2008-239063 A JP 2008-162367 A

  Conventionally, the temperature threshold value at which the overheat suppression control of the drive motor (for example, the operation of the oil cooler pump) is started is determined according to the loaded weight (for example, three passengers and full vehicle option) assumed in the development target. However, in actual use sites, the load weight is often less than such an assumed value. Thus, in the situation where the load weight is smaller than the assumed value, the overheat suppression control is started even though the overheat is not actually overheated because the overheat suppression is performed according to the temperature threshold determined based on the assumed value. There is a case. For example, energy efficiency is reduced if overheat suppression is performed, such as when oil cooler pumps require energy to operate.Therefore, if overheating suppression is performed even if overheating is not performed, fuel efficiency may be adversely affected. There is.

  In addition, in order to ensure the climbing performance of the vehicle, it is necessary to suppress overheating of the drive motor due to increased output during climbing. For this reason, overheat suppression control that adversely affects fuel consumption such as the operation of an oil cooler pump is performed. Doing so could result in poor fuel economy.

  In one aspect of the present invention, there is provided a vehicle motor temperature control device that controls the temperature of a drive motor mounted on a vehicle, the supply means for supplying a cooling medium to the drive motor, and the temperature of the drive motor being detected. A temperature detecting means for performing the operation, a supply control means for causing the supply means to start supplying a cooling medium to the drive motor when the temperature detected by the temperature detecting means is equal to or greater than a threshold value, and a vehicle mounted on the vehicle. A weight determination unit that determines the weight of the loaded object, and a threshold setting unit that changes and sets the threshold value so that the threshold value in the supply control unit increases as the weight of the loaded object determined by the weight determination unit decreases. A vehicle motor temperature control device is provided.

  In another aspect of the present invention, there is provided a vehicle motor temperature control device that controls the temperature of a drive motor mounted on a vehicle, the temperature detection unit detecting a temperature of the drive motor, and the temperature detection unit. Regenerative control means for performing control for restricting regenerative operation of the drive motor, weight determination means for determining the weight of the load loaded on the vehicle, and weight determination means There is provided a vehicle motor temperature control device comprising: threshold setting means for changing and setting the threshold value so that the threshold value in the regeneration control means becomes higher as the weight of the load determined in (1) is smaller.

  According to the present invention, it is possible to mitigate the deterioration of the actual fuel consumption due to the drive motor overheat suppression control such as the cooling medium supply.

It is a figure which shows schematic structure of the hybrid vehicle carrying the vehicle motor temperature control apparatus which concerns on embodiment. It is a figure which shows an example of the relationship between the temperature which starts the drive of an oil pump, and boarding weight. It is a flowchart which shows the procedure of an example of the oil pump action control of embodiment. It is a figure which shows an example of the relationship between the temperature which starts suppression control of regeneration operation | movement, and boarding weight. It is a flowchart which shows the procedure of an example of the regeneration suppression control of embodiment.

  First, a schematic configuration of a hybrid vehicle equipped with a vehicle motor temperature control device according to an embodiment will be described with reference to FIG.

  As shown in FIG. 1, a hybrid vehicle 1 includes an engine 2 that is controlled by an engine electronic control unit (engine ECU) 3, a carrier connected to the crankshaft of the engine 2, and a front wheel axle. A planetary gear mechanism 4 having a ring gear connected to the drive shaft, a power generating motor MG1 having a rotating shaft connected to the sun gear of the planetary gear mechanism 4, a power generating motor MG2 having a rotating shaft connected to the drive shaft, Lubricating and cooling the engine circulator system 9 having a radiator 11 and a cooling water pump 12 for circulating cooling water to a cooling water circulation path 10 connected to circulate the radiator 11 and the engine 2, and motors MG1 and MG2. A cooling circulation system 13 for the motor that cools the oil as a lubricating cooling medium, and a hybrid that controls the entire vehicle. Electronic control unit 17 for the robot. The motors MG1 and MG2 are driven with charging / discharging of the battery 8 by switching control of switching elements of inverters 6 and 7 as drive circuits thereof by a motor electronic control unit (motor ECU) 5. In the present embodiment, the motor MG2 will be described as the drive motor of the present invention.

  The motor cooling circulation system 13 is disposed in front of the vehicle and cools the oil by heat exchange with the outside air. The oil cooler 15 is connected to the oil cooler 15 in parallel with the motors MG1 and MG2. An oil circulation path 14 that circulates oil to the motors MG1 and MG2, and an oil cooler pump 16 that circulates oil through the oil circulation path 14 by pumping the oil from the motors MG1 and MG2 to the oil cooler 15 side. is doing. Here, since the oil cooler pump 16 supplies cooling oil to the motor MG2, the oil cooler pump 16 constitutes supply means of the present invention.

  The hybrid electronic control unit 17 is configured as a microcomputer centering on the CPU 18. In addition to the CPU 18, a ROM 19 for storing processing programs, a RAM 20 for temporarily storing data, an input port and an output port (not shown). And have a communication port.

  The hybrid electronic control unit 17 is connected to a motor temperature sensor 21, a seat human sensor 22, and a vehicle weight sensor 23.

  The motor temperature sensor 21 is attached to the motor MG2, detects the temperature T of the motor MG2, and outputs a signal corresponding to the detected temperature T to the hybrid electronic control unit 17. That is, the motor temperature sensor 21 constitutes the temperature detection means of the present invention.

  The seat human sensor 22 detects whether a person is seated on the seat for each seat (seat) in the vehicle. As the seat human sensor 21, for example, a seat belt wearing lamp sensor may be used. Further, for example, a weight sensor may be provided on the seat surface of the seat, and the presence / absence of the seated person or the weight of the person may be detected by the weight sensor.

  The weight sensor 23 is a sensor that detects the weight of the luggage loaded in the luggage compartment of the vehicle. For example, the weight sensor 23 may be provided under the floor of a luggage room, for example.

  The CPU 18 of the hybrid electronic control unit 17 executes a boarding weight determination program stored in the ROM 19, and based on output signals of the seat human sensor 22 and the weight sensor 23, And the load) (referred to as boarding weight). For example, the number of seats determined to be seated by the seat human sensor 22 is multiplied by a predetermined coefficient (for example, the average weight of each person (for example, 60 kg)), and the weight sensor 23 is multiplied by the multiplication result. The weight obtained by adding the loaded weight in the luggage compartment is obtained as the boarding weight. If the seat human sensor 22 detects the weight of the seated person of each seat, the CPU 18 determines the weight of each seat detected by the seat human sensor 22 and the loaded weight in the luggage compartment detected by the weight sensor 23. What is necessary is just to obtain | require boarding weight by adding.

  The combination of the seat human sensor 22 and the weight sensor 23 and the receiver weight determination program executed by the CPU 18 corresponds to the weight determination means of the present invention. Note that the combination of the seat sensor 22 and the weight sensor 23 is merely an example as a sensor for the weight determination means. For example, if a vehicle weight sensor that detects the vehicle weight is mounted on the vehicle, the vehicle weight value obtained by the vehicle weight sensor may be used instead of the above-mentioned riding weight. The human sensor 22 and the weight sensor 23 may be omitted.

  The hybrid electronic control unit 17 outputs a drive signal to the oil cooler pump 16 through an output port. The hybrid electronic control unit 17 is connected to the engine ECU 3 and the motor ECU 5 via a communication port, and exchanges various control signals and data with the engine ECU 3 and the motor ECU 5.

  The CPU 18 of the hybrid electronic control unit 17 executes a control process for suppressing overheating of the drive motor MG2. This process is realized by the CPU 18 executing a processing program stored in the ROM 19.

  When the temperature T detected by the motor temperature sensor 21 is equal to or higher than a preset pump drive start temperature (threshold value) Th1, the basic flow of overheat suppression control of the drive motor is to operate the oil cooler pump 16 to operate the motor. The cooling of MG2 or the like is started, and the oil cooler pump 16 is stopped when the detected temperature T becomes equal to or lower than the start temperature Th1. In such control, in this embodiment, the pump drive start temperature Th1 is changed and set according to the boarding weight (or vehicle weight) obtained by the weight determination means.

  FIG. 2 shows an example of a graph 100 showing appropriate pump drive start temperatures for each value of the boarding weight. As shown in this graph 100, in this embodiment, the pump drive start temperature is lowered as the riding weight increases. This is because, as the riding weight increases, the load applied to the drive motor increases and the drive motor easily overheats (that is, heat generation per unit time increases), so that the cooling is started earlier. The relationship between the boarding weight and the appropriate pump drive start temperature may be determined in advance through experiments or the like and stored in the ROM 19. In FIG. 2, the graph 100 showing the relationship is shown as a straight line, but this is merely for convenience.

  FIG. 3 shows an example of the procedure of the oil cooler pump operation control in this embodiment. A program representing this control procedure is stored in the ROM 19, for example, and the CPU 18 executes this program.

  In this procedure, the CPU 18 determines the boarding weight w1 based on the output signals from the seat human sensor 22 and the weight sensor 23 (S10), and the pump drive start temperature Th1 corresponding to the determined boarding weight w1 is stored in the ROM 19. The determination is made based on the relationship between the boarding weight and the appropriate pump drive start temperature (S12). Next, the CPU 18 acquires the temperature T of the drive motor MG2 from the motor temperature sensor 21, and compares the temperature T with the pump drive start temperature Th1 obtained in step S12 (S14). If the motor temperature T is equal to or higher than Th1, the CPU 18 sends a drive instruction to the oil cooler pump 16 (S16). As a result, the oil cooler pump 16 operates and the drive motor MG2 and the like are cooled by the oil. When the pump 16 is already operating at the time of step S16, the CPU 18 maintains the operating state.

  On the other hand, if it is determined in step S14 that the detected motor temperature T is lower than Th1, the CPU 18 sends a stop instruction to the oil cooler pump 16 (S18). As a result, the oil cooler pump 16 stops, and energy consumption and noise generation by the pump 16 stops. In addition, when the pump 16 has already stopped at the time of step S18, CPU18 maintains the stop state.

  The procedure in FIG. 3 described above may be executed at predetermined time intervals, for example.

  The oil cooler pump operation control program described above and the CPU 18 for executing it (and the RAM 19 used as a work area for the execution) correspond to the supply control means and the threshold setting means in the present invention.

  In the above example, the boarding weight is determined every time during the process of the oil cooler pump operation control, but this is only an example. The oil cooler pump operation control and the ride weight determination may be performed independently. For example, the boarding weight determination (steps S10 and S12 in FIG. 2) is performed only once, for example, when boarding (for example, when it is detected that all the vehicle doors have been occupied), and then getting off (for example, the vehicle door). Until it is detected), the oil cooler pump operation control may be performed using the boarding weight obtained at the time of boarding.

  As described above, in this embodiment, the pump drive start temperature is increased as the riding weight decreases, so that when the riding weight is smaller than the assumed weight at the time of conventional development, the operation of the oil cooler pump 16 is performed. It is suppressed more than before. Energy is required for the operation of the oil cooler pump 16, and noise and vibration are generated by the operation. Therefore, by suppressing the operation, the actual fuel consumption is improved and the noise and the like are reduced. Further, in this embodiment, the pump driving start temperature is lowered as the riding weight increases, so that the necessary cooling capacity can be ensured even when the riding weight is large (that is, when the load of the drive motor increases). . Therefore, it is possible to operate the drive motor without overheating even at a high load when climbing up, and it is possible to secure a good climbing ability. Thus, according to this embodiment, it is possible to suppress deterioration in practical fuel consumption and noise / vibration due to the operation of the oil cooler pump 16 while ensuring the necessary climbing ability.

  In the above example, the case where the operation of the oil cooler pump 16 is controlled as a means for suppressing overheating of the drive motor is taken as an example. However, as a means for suppressing overheating, suppression of the regenerative operation of the drive motor is known in addition to this, and the same threshold control is possible even when this means is used.

  That is, the basic flow of the overheat suppression control of the drive motor in this case is as follows. When the temperature T detected by the motor temperature sensor 21 is equal to or higher than a preset regeneration suppression control start temperature (threshold) Th2, the drive motor MG2 The suppression (for example, prohibition) of the regenerative operation is started, and when the detected temperature T becomes equal to or lower than the start temperature Th2, the suppression of the regenerative operation of the drive motor MG2 and the like is released (that is, the regenerative operation is permitted). In such control, in this embodiment, the start temperature Th2 is changed and set according to the boarding weight (or vehicle weight) obtained by the weight determination means.

  FIG. 4 shows an example of a graph 120 showing the appropriate regeneration suppression control start temperature for each value of the boarding weight. As shown in this graph 120, in this embodiment, the regeneration suppression control start temperature is lowered as the riding weight increases. The motor generates heat not only when power is supplied but also when power is output, but also when power is output by regenerative operation. Therefore, as the riding weight increases and the drive motor is more likely to overheat, the suppression of further heat generation due to the regenerative operation is started earlier. The relationship between the boarding weight and the appropriate regeneration suppression control start temperature may be determined in advance through experiments or the like and stored in the ROM 19. In FIG. 4, the graph 120 showing the relationship is shown as a straight line, but this is merely for convenience.

  FIG. 5 shows an example of the regenerative suppression control procedure in this embodiment. A program representing this control procedure is stored in the ROM 19, for example, and the CPU 18 executes this program.

  In this procedure, the CPU 18 determines the boarding weight w2 based on the output signals of the seat human sensor 22 and the weight sensor 23 (S20), and stores the regeneration suppression control start temperature Th2 corresponding to the determined boarding weight w2 in the ROM 19. The determination is made based on the relationship between the boarded weight and the appropriate regeneration suppression control start temperature (S22). Next, the CPU 18 acquires the temperature T of the drive motor MG2 from the motor temperature sensor 21, and compares the temperature T with the regeneration suppression control start temperature Th2 obtained in step S22 (S24). If the temperature T of the drive motor is equal to or higher than Th2, the CPU 18 instructs the motor ECU 5 to suppress the regeneration operation of the drive motor (S26). Thereby, the motor ECU 5 suppresses the regenerative operation of the drive motor MG2 and the like. The method for suppressing the regenerative operation may be the same as the conventional one. For example, the regenerative operation may be completely prohibited, or the upper limit value of the allowable regenerative output or regenerative torque may be made lower (than when it is not suppressed). In the latter case, the allowable regenerative output or torque upper limit may be lowered as the temperature T of the drive motor increases. If the regenerative operation is already suppressed at the time of step S26, the CPU 18 maintains the suppression state.

  On the other hand, if it is determined in step S24 that the detected motor temperature T is lower than Th2, the CPU 18 sends a regenerative operation suppression release instruction to the motor ECU 5 (S28). As a result, the regenerative operation of the drive motor is not suppressed, and energy consumption due to the regenerative torque is reduced. Note that when the suppression of the regenerative operation is already released at the time of step S28, the CPU 18 maintains the unlocked state.

  The above-described procedure of FIG. 5 may be executed at predetermined time intervals, for example.

  The above-described regenerative suppression control program and the CPU 18 for executing it (and the RAM 19 used as a work area for the execution) correspond to the regenerative control means and threshold setting means in the present invention.

  In the above-described example, the boarding weight is determined every time during the regeneration suppression control process, but this is only an example. Similar to the example of FIG. 3, the regeneration suppression control and the ride weight determination may be performed independently.

  As described above, in this example, the starting temperature of the regeneration suppression control is increased as the riding weight decreases, so that the starting temperature of the regeneration suppression control is lower when the riding weight is smaller than the assumed weight at the time of conventional development. Since it becomes higher than before, the regeneration suppression control is hardly performed. When the regenerative operation is performed, the kinetic energy of the vehicle can be converted into electricity, stored, and reused. Therefore, the fuel efficiency is improved by increasing the temperature at which the regenerative operation (or regenerative output or torque) starts to be suppressed so that the regenerative operation is hardly suppressed. In this example, the required cooling capacity can be ensured even when the boarding weight is large by lowering the start temperature of the regeneration suppression control as the boarding weight increases. Therefore, it is possible to operate the drive motor without overheating even at a high load when climbing up, and it is possible to secure a good climbing ability. Thus, according to this embodiment, it is possible to suppress the deterioration of the practical fuel consumption while ensuring the necessary climbing ability.

  The procedure (FIG. 3 or FIG. 5) of the overheat suppression control (oil cooler pump operation control or regeneration suppression control) in each example described above is merely an example, and various modifications are possible within the scope of the present invention. It is. For example, as shown in Patent Document 1, for example, a gyro sensor, a gradient sensor, or the like determines whether or not the vehicle is traveling uphill, and a temperature threshold value that determines the start of overheat suppression control according to the determination result (Th1 or Th2) may be changed. That is, the threshold value when the vehicle is traveling uphill is set to a value lower than the threshold value when the vehicle is not traveling uphill. In this case, for example, information on the correspondence relationship between the boarding weight and the start temperature (threshold value) shown in FIG. 2 or FIG. 4 is prepared separately for the uphill traveling and the non-uphill traveling, respectively. What is necessary is just to determine start temperature using an appropriate correspondence according to whether or not.

  DESCRIPTION OF SYMBOLS 1 Hybrid vehicle, 16 Oil cooler pump, 17 Electronic control unit for hybrids, 18 CPU, 21 Motor temperature sensor, 22 Seat human sensor, 23 Weight sensor.

Claims (2)

  1. A vehicle motor temperature control device for controlling the temperature of a drive motor mounted on a vehicle,
    Supply means for supplying a cooling medium to the drive motor;
    Temperature detecting means for detecting the temperature of the drive motor;
    Supply control means for causing the supply means to start supplying the cooling medium to the drive motor when the temperature detected by the temperature detection means is equal to or greater than a threshold;
    Weight determination means for determining the weight of the load loaded on the vehicle;
    Threshold setting means for changing and setting the threshold so that the threshold in the supply control means increases as the weight of the load determined by the weight determination means decreases;
    A vehicle motor temperature control apparatus comprising:
  2. A vehicle motor temperature control device for controlling the temperature of a drive motor mounted on a vehicle,
    Temperature detecting means for detecting the temperature of the drive motor;
    Regenerative control means for performing control to limit the regenerative operation of the drive motor when the temperature detected by the temperature detection means is equal to or higher than a threshold;
    Weight determination means for determining the weight of the load loaded on the vehicle;
    Threshold setting means for changing and setting the threshold value so that the threshold value in the regeneration control means increases as the weight of the load determined by the weight determination means decreases;
    A vehicle motor temperature control apparatus comprising:
JP2009056856A 2009-03-10 2009-03-10 Motor temperature controller for vehicle Pending JP2010213461A (en)

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012147393A1 (en) * 2011-04-28 2012-11-01 三菱重工業株式会社 Hybrid industrial vehicle
JP2013013211A (en) * 2011-06-29 2013-01-17 Hitachi Ltd Electric vehicle control device and electric vehicle using the same
KR101261946B1 (en) * 2010-12-02 2013-05-09 현대자동차주식회사 Cooling system for cooling driving motor of hybrid vehicle and method for controlling the same
JP2013138584A (en) * 2011-12-28 2013-07-11 Toyota Motor Corp Vehicle control system
JP2014147193A (en) * 2013-01-28 2014-08-14 Mitsubishi Motors Corp Cooling device for electric vehicle
EP3017991A1 (en) * 2014-11-04 2016-05-11 Hyundai Motor Company Control method and system for preventing motor from overheating when tmed hybrid vehicle is driven
US9463788B2 (en) 2011-10-06 2016-10-11 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
KR20190033696A (en) * 2017-09-21 2019-04-01 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode and method thereof
KR20190042509A (en) * 2019-04-12 2019-04-24 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101261946B1 (en) * 2010-12-02 2013-05-09 현대자동차주식회사 Cooling system for cooling driving motor of hybrid vehicle and method for controlling the same
US8774996B2 (en) 2010-12-02 2014-07-08 Hyundai Motor Company Cooling system for cooling driving motor of hybrid vehicle and method for controlling the same
CN103562034A (en) * 2011-04-28 2014-02-05 力至优三菱叉车株式会社 Hybrid industrial vehicle
JP2012232661A (en) * 2011-04-28 2012-11-29 Mitsubishi Heavy Ind Ltd Hybrid industrial vehicle
US9312685B2 (en) 2011-04-28 2016-04-12 Mitsubishi Nichiyu Forklift Co., Ltd. Hybrid industrial vehicle
WO2012147393A1 (en) * 2011-04-28 2012-11-01 三菱重工業株式会社 Hybrid industrial vehicle
JP2013013211A (en) * 2011-06-29 2013-01-17 Hitachi Ltd Electric vehicle control device and electric vehicle using the same
US9463788B2 (en) 2011-10-06 2016-10-11 Toyota Jidosha Kabushiki Kaisha Control device for hybrid vehicle
JP2013138584A (en) * 2011-12-28 2013-07-11 Toyota Motor Corp Vehicle control system
JP2014147193A (en) * 2013-01-28 2014-08-14 Mitsubishi Motors Corp Cooling device for electric vehicle
EP3017991A1 (en) * 2014-11-04 2016-05-11 Hyundai Motor Company Control method and system for preventing motor from overheating when tmed hybrid vehicle is driven
US9925973B2 (en) 2014-11-04 2018-03-27 Hyundai Motor Company Control method and system for preventing motor from overheating when TMED hybrid vehicle is driven
KR20190033696A (en) * 2017-09-21 2019-04-01 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode and method thereof
KR101973794B1 (en) * 2017-09-21 2019-05-02 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode and method thereof
KR20190042509A (en) * 2019-04-12 2019-04-24 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode
KR101980123B1 (en) * 2019-04-12 2019-05-20 주식회사 경신 Apparatus for controlling vehicle having eco-drive mode

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