JP2018098964A - Motor drive device, and control device of motor drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor drive device which can further improve energy efficiency of a hybrid vehicle and an electric automobile.SOLUTION: A motor drive device includes a motor 3 connected to a drive wheel 7 of a vehicle A, a motor drive circuit 2 connected to the motor 3, and a control device 10 which controls the motor drive circuit 2. When a non-operation state of acceleration operation is continuously detected during travel of the vehicle, the control device 10 makes the motor 3 perform regenerative braking so that braking force more than first braking force T2 acts on the vehicle A in a period L1 of decelerating from a first traveling speed to a second traveling speed during a time when the non-operation state of the acceleration operation is detected. In a period L2 of decelerating from the second traveling speed to a third traveling speed, the control device makes the motor 3 perform the regenerative braking so that braking force less than the first braking force T2 acts on the vehicle A.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to a motor drive device and a control device for the motor drive device.

  In hybrid vehicles and electric vehicles, it is known to improve energy efficiency by recovering surplus power as regenerative energy using regenerative braking (see, for example, Patent Document 1).

JP-A-11-262105

  However, the hybrid vehicle and the electric vehicle in the prior art (for example, Patent Document 1) have a design philosophy of recovering, by regenerative braking, energy that is lost due to friction loss or the like during braking operation. There is room for improvement in terms of improving efficiency.

  An object of the present disclosure is to provide a motor drive device and a control device for the motor drive device that can improve energy efficiency in a hybrid vehicle or an electric vehicle by using regenerative braking.

  The main present disclosure that solves the above-described problem includes a motor connected to a drive wheel of a vehicle, a motor drive circuit connected to the motor, and a control device that controls the motor drive circuit. When the non-operation state of the accelerator operation is continuously detected while the vehicle is traveling, the vehicle decelerates from the first traveling speed to the second traveling speed when the non-operation state of the accelerator operation is detected. In the period during which the motor performs regenerative braking so that a braking force equal to or greater than the first braking force acts on the vehicle, and during the period during which the vehicle is decelerated from the second traveling speed to the third traveling speed, The motor driving device causes the motor to perform regenerative braking so that a braking force less than the first braking force acts on the vehicle.

  According to the motor drive device according to the present disclosure, it is possible to further improve the energy efficiency in the hybrid vehicle and the electric vehicle.

The figure which shows an example of a structure of the vehicle which concerns on 1st Embodiment. The flowchart which shows operation | movement of the motor drive device which concerns on 1st Embodiment. The figure which shows an example of the regeneration map which concerns on 1st Embodiment The figure which shows an example of the regeneration map which concerns on 2nd Embodiment The flowchart which shows operation | movement of the motor drive device which concerns on 3rd Embodiment. The figure which shows an example of the regeneration map which concerns on 3rd Embodiment The figure which shows an example of the regeneration map which concerns on 3rd Embodiment The flowchart which shows operation | movement of the motor drive device which concerns on 4th Embodiment. The figure which shows an example of the regeneration map which concerns on 4th Embodiment The figure explaining the determination method of the regenerative torque in 4th Embodiment The figure explaining the determination method of the regenerative torque in 4th Embodiment

[Configuration of motor drive unit]
Hereinafter, a motor driving device and a motor driving device control device according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating an example of a configuration of a vehicle A according to the present embodiment.

  The vehicle A according to this embodiment includes, for example, a battery 1, a motor drive circuit 2, a motor 3, a transmission 4, a differential gear 5, a drive shaft 6, drive wheels 7, various sensors 8 (8a to 8d), and an ECU ( An electric vehicle equipped with an Electronic Control Unit) 10.

  The motor drive circuit 2, the motor 3, and the ECU 10 correspond to the “motor drive device” of the present invention. The ECU 10 corresponds to the “control device” of the present invention.

  The battery 1 is an energy source such as a secondary battery or an electric double layer capacitor, and supplies DC power to the motor drive circuit 2. Note that a DC / DC converter, a smoothing capacitor, or the like may be interposed between the battery 1 and the motor drive circuit 2.

  The motor drive circuit 2 is, for example, a three-phase bridge inverter circuit that converts DC power into three-phase AC power, and converts the DC power supplied from the battery 1 into three-phase AC power (U phase, V phase, W phase). The data is converted and output to the motor 3. The motor drive circuit 2 converts the regenerative power generated by the motor 3 into DC power and sends it to the battery 1.

  The three-phase bridge inverter circuit of the motor drive circuit 2 includes, for example, switching elements Q11 and Q12 that constitute a U-phase arm, switching elements Q13 and Q14 that constitute a V-phase arm, and a switching element Q15 that constitutes a W-phase arm. Q16 and regenerative diodes D11 to D16 provided in parallel to the switching elements Q11 to Q16, respectively.

  A control signal (for example, a PWM signal) from the ECU 10 is input to each of the switching elements Q11 to Q16, and each of the switching elements Q11 to Q16 is selectively turned on / off by the control signal. As a result, the U-phase voltage is applied to the U-phase wiring Lu connected to the U-phase arm, the V-phase voltage is applied to the V-phase wiring Lv connected to the V-phase arm, and the W-phase voltage is applied to the W-phase wiring Lw connected to the W-phase arm. And three-phase AC power is supplied to the motor 3.

  The motor 3 receives power supplied from the motor drive circuit 2 and generates motive power for running the vehicle. The motor 3 is, for example, a permanent magnet type synchronous motor or a squirrel-cage induction motor, and generates power by three-phase AC power supplied from the motor drive circuit 2. The motor 3 is controlled so as to generate regenerative power by converting kinetic energy into electric energy when braking the vehicle.

  The operation of the motor 3 is controlled by the control signal from the ECU 10 input to the motor drive circuit 2 as described above. The power output from the motor 3 and the braking force in regenerative braking are, for example, driven through the U-phase wiring Lu, V-phase wiring Lv, and W-phase wiring Lw of the motor drive circuit 2 under the control of the ECU 10. Adjusted by current.

  The transmission 4 is connected to the output shaft of the motor 3, converts rotational power input from the motor 3 into a predetermined rotational speed and torque, and outputs the converted rotational power to the drive wheel 7 side. The output of the transmission 4 is transmitted to the drive wheels 7 via the differential gear 5 and the drive shaft 6 and becomes the driving force of the vehicle A.

  Note that the configuration of the drive system of the vehicle A described above is an example and may be an arbitrary configuration. For example, the vehicle A may have an engine in addition to the motor 3 as a drive source.

  The various sensors 8a to 8d are provided for detecting the state of each part of the vehicle A and the like. The vehicle A includes an accelerator opening sensor 8a for detecting an accelerator opening indicating an operation amount of the driver's accelerator operation, a brake opening sensor 8b for detecting a brake opening indicating an operation amount of the driver's brake operation, and a motor. A current sensor 8c for detecting a drive current flowing through each of the wirings Lu, Lv, and Lw of the drive circuit 2 and a rotation amount and a rotation position of the rotor of the motor 3 per unit time (hereinafter abbreviated as a motor rotation speed). A rotation sensor 8d for detecting the above is provided. The detected values detected by these various sensors 8a to 8d are transmitted to the ECU 10.

  In addition to the above, a vehicle speed sensor, an acceleration sensor, or the like may be provided as various sensors.

  The ECU 10 outputs a control signal to the motor drive circuit 2 to control the operation of the motor 3.

  The ECU 10 includes, for example, a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input port, and an output port. Detection signals from various sensors 8a to 8d are input to the ECU 10. In addition, the arrow (one-dot chain line) in FIG. 1 represents an example of a signal path.

  The ECU 10 includes an input unit 11 and a control unit 12.

  The input unit 11 acquires detection signals from the various sensors 8a to 8d.

  The control unit 12 outputs a control signal to the motor drive circuit 2 to control the operation of the motor 3. Note that the control unit 12 determines, for example, a drive current to be passed through the motor 3 or a regenerative current to be regenerated from the motor 3 to the battery 1 by vector control in order to output the required torque. And the control part 12 outputs a PWM signal to each switching element Q11-Q16 of the motor drive circuit 2 so that the said electric current may flow.

  When the accelerator operation and the brake operation are not detected, the control unit 12 determines a braking force (hereinafter referred to as “regenerative torque”) to be generated by the motor 3 by regenerative braking using a regenerative map. The motor drive circuit 2 is controlled so that the motor 3 generates the regenerative torque (described later with reference to FIG. 3).

  In order to control the motor 3, the ECU 10 stores a control map when the accelerator operation is performed and a control map when the brake operation is performed in addition to the regeneration map. Is omitted.

  Each function described above is realized, for example, when the CPU refers to a control program or various data stored in a ROM, a RAM, or the like. However, the function is not limited to processing by software, and it is needless to say that part or all of the function can be realized by a dedicated hardware circuit.

[Operation flow of motor drive unit]
An example of the operation of the motor drive device will be described with reference to FIGS.

  FIG. 2 is a flowchart showing the operation of the motor drive device according to the present embodiment. The operation flow shown in FIG. 2 is executed, for example, by the ECU 10 (control unit 12) at a predetermined interval (for example, 0.01 second interval) according to the computer program.

  FIG. 3 is a diagram illustrating an example of a regenerative map for determining the regenerative torque when the non-operation state of the accelerator operation is detected.

  The inventors of the present application, as a result of diligent investigation, made the driver operate the accelerator A and put it in a non-operating state, and then caused the vehicle A to travel at a predetermined deceleration rate. As a result, it has been found that a regeneration map as shown in FIG.

  In conventional hybrid vehicles and electric vehicles, the regenerative torque in the non-operating state of the accelerator operation is constant. Therefore, when the regenerative torque is set to a uniformly small value, the vehicle is moved after the accelerator operation is in the non-operating state. A sufficient deceleration did not act on A, and the driver performed a braking operation, resulting in a situation in which excess power was lost as a heat loss. Conversely, if the regenerative torque in the non-operating state of the accelerator operation is set to be uniformly large, the regenerative braking braking force will be applied excessively after the accelerator operation has been in the non-operating state. There was a situation where the person operated the accelerator. And such an unnecessary accelerator operation and brake operation led to a decrease in energy efficiency.

  More specifically, when the accelerator operation is not performed, it is assumed that the driver intends to decelerate, but after that, if the vehicle continues to decelerate until the vehicle stops, the vehicle continues to travel with a certain deceleration. There is a case to do.

  Therefore, when the regenerative torque is set to be uniformly small, the deceleration force is insufficient when the vehicle is stopped, and energy loss due to brake braking occurs. In addition, when the regenerative torque is set to be uniformly large, when the vehicle is continuously decelerated and the vehicle continues to travel, the vehicle decelerates excessively, increasing acceleration due to the accelerator operation and causing energy loss.

  Therefore, in the present invention, immediately after the non-operation state (accelerator operation OFF) of the accelerator operation in which the driver is willing to decelerate, the regenerative torque is increased and the regenerative torque is reduced so that the loss in the motor can be reduced regardless of the subsequent situation. Set smaller.

  In this regard, by causing the motor drive device to perform regenerative braking in accordance with the regenerative map of FIG. 3, the deceleration expected by the driver can be applied to the vehicle A when the accelerator operation is not operated, which is unnecessary. It is possible to suppress the accelerator operation and the brake operation and reduce the operation frequency of the driver. As a result, the surplus power after the accelerator operation can be efficiently recovered as regenerative energy, and the vehicle A can be brought into a traveling state in which surplus power is not generated.

  In other words, the regenerative torque in FIG. 3 corresponds to the deceleration expected by the driver when the driver makes the accelerator operation non-operating. That is, the driver expects a large deceleration to stabilize the traveling speed of the vehicle A immediately after the accelerator operation is not operated, and the deceleration is small after the traveling speed of the vehicle A is stabilized. Expect driving conditions. Therefore, when the accelerator operation is in a non-operating state, unnecessary accelerator operation and brake operation by the driver can be suppressed by generating regenerative torque as in the regenerative map of FIG.

  In the regeneration map, a period (hereinafter also referred to as “OFF period”) in which the non-operation state continues from the time point when the non-operation state of the accelerator operation (hereinafter also referred to as “accelerator operation is OFF”) is detected (FIG. The arrow B) in the middle and the regenerative torque generated by the motor 3 are stored in association with each other. The vertical axis in FIG. 3 represents the torque T [N · m], and represents a state where the regenerative torque increases as it goes downward. The horizontal axis represents the rotational speed N [rpm] of the motor 3 during the OFF period.

  Specifically, in the regeneration map, the regenerative torque that is generated immediately after the accelerator operation is turned off (period L1 in the figure) is set to the maximum value (torque T1 in the figure), and the time after the accelerator operation is turned off is displayed. It is set so that the regenerative torque is gradually reduced to a predetermined value (torque T2 in the drawing, corresponding to “first braking force”) according to the elapsed time (OFF period) (hereinafter referred to as “first regenerative mode”). Also called). The regenerative map is set so that when the traveling speed of the vehicle A is decelerated to a predetermined speed, the regenerative torque shifts to a state below the predetermined value T2 (period L2 in the figure) (hereinafter, “ Also referred to as “second regeneration mode”).

The regenerative map desirably, immediately after the accelerator operation to OFF (First regeneration mode), the regeneration of the maximum value as the deceleration of the vehicle A is ^1m / ^{s 2 ~0.5m} / s 2 torque is set, in after the OFF period exceeds a predetermined period (second regeneration mode), the regenerative torque as the deceleration of the vehicle a is 0.5m ^{/ s 2} ~0.1m ^/ s 2 Is set. The timing for shifting from the first regeneration mode to the second regeneration mode is that the traveling speed (motor rotational speed) of the vehicle A when the accelerator operation is turned off is 100%, and the traveling speed (motor rotational speed) is It is desirable that the time is 85% to 95%. Of course, the regenerative torque may be appropriately changed in consideration of the transmission ratio of the transmission 4 of the vehicle A, the weight of the vehicle body, the running resistance, and the like.

  The data related to the “OFF period” stored in the regeneration map may be data indicating temporal changes in the rotational speed and traveling speed of the motor 3 as shown in FIG. There may be. Moreover, you may be linked | related with these multiple types of data. The data indicating the “regeneration torque” stored in the regeneration map may be data relating to the torque value, or data relating to the deceleration of the vehicle A or data relating to the current value of the regenerative current. Good. The storage format of the regeneration map is arbitrary, and the OFF period and the regeneration torque may be associated with each other and stored as table data, or may be stored as data related to a predetermined arithmetic expression.

  The flowchart of FIG. 2 represents a flow of operating the motor drive device according to the regeneration map when the driver turns off the accelerator operation.

  In this flowchart, the ECU 10 first determines whether or not the accelerator operation is OFF based on the detection signal of the accelerator opening sensor 8a (step S1). And ECU10 complete | finishes this flow, when accelerator operation is not OFF (step S1: NO). On the other hand, when the accelerator operation is OFF (step S1: YES), the ECU 10 performs the subsequent determination process of step S2.

  Next, the ECU 10 determines whether or not the brake operation is OFF based on the detection signal of the brake opening sensor 8b (step S2). If the brake operation is not OFF (step S2: NO), the ECU 10 ends this flow. On the other hand, when the brake operation is OFF (step S2: YES), the ECU 10 performs the subsequent determination process of step S3.

  The ECU 10 controls the motor 3 by using a control map at the time of the accelerator operation when the accelerator operation is performed and a control map at the time of the brake operation when the brake operation is performed.

  Next, the ECU 10 refers to the regeneration map of FIG. 3 (step S3), and based on the OFF period (here, the rotational speed of the motor 3) after the accelerator operation is turned OFF, the regenerative torque of the motor 3 Is determined (step S4). When the accelerator operation is not performed immediately, the ECU 10 determines the regenerative torque T1 in the regenerative map in FIG. Then, the ECU 10 controls the motor drive circuit 2 so that the motor 3 generates the determined regenerative torque.

  Next, the ECU 10 updates data related to the OFF period stored in the storage unit (for example, the above-described RAM) (step S5). Here, since the data related to the OFF period is stored in association with the rotation speed of the motor 3, for example, the rotation speed of the motor 3 detected at the time when the update process of step S5 is performed is set. Note that the OFF period stored in the storage unit is updated every time the process of step S5, for example, and is returned to the initial state again when the process of this flow is terminated.

  After performing the process of step S5, the ECU 10 returns to step S1 again and repeatedly executes the processes of steps S1 to S4. If an accelerator operation or a brake operation is detected (step S1: NO or step S2: NO), the ECU 10 ends the process of this flow as described above.

  On the other hand, when the accelerator operation and the brake operation are not detected (step S1: YES and step S2: YES), the ECU 10 refers to the regeneration map again to determine the regeneration torque (steps S3, S4), and the motor 3 Perform regenerative braking with. At this time, as described above, the regeneration torque corresponding to the OFF period is set in the regeneration map. Therefore, the ECU 10 determines the regenerative torque corresponding to the OFF period (here, the rotation speed of the motor 3) stored in the storage unit.

  That is, if the accelerator operation OFF state is continuously detected, the ECU 10 decelerates from the first travel speed to the second travel speed when the accelerator operation OFF state is detected. In the period L2 in which the motor 3 performs regenerative braking so that a braking force greater than the first braking force T2 acts on the vehicle A, and the vehicle A decelerates from the second traveling speed to the third traveling speed. The motor 3 is caused to perform regenerative braking so that a braking force less than the first braking force T2 acts.

  As a result of controlling the motor 3 in this way, the vehicle A travels in a traveling state with a large deceleration immediately after the accelerator operation is turned off, and shifts to a traveling state in which the deceleration is small as the OFF period continues. So that it will run.

  As described above, according to the motor drive device according to the present embodiment, when the driver of the vehicle A turns off the accelerator operation, at the timing when the driver is turned off, and at each timing when the subsequent OFF period continues. Regenerative braking can be performed so as to exhibit a predetermined deceleration generally expected by the driver. As a result, unnecessary accelerator operation and brake operation can be suppressed. As a result, the vehicle A can be in a traveling state in which surplus power is not generated, and surplus power after the accelerator operation can be efficiently recovered as regenerative energy. In other words, it contributes to improvement of energy efficiency.

(Second Embodiment)
The ECU 10 according to the present embodiment is different from the first embodiment in that the regenerative torque that is generated when the OFF period continues until immediately before stopping is set. In addition, description is abbreviate | omitted about the structure which is common in 1st Embodiment (Hereinafter, it is the same also about other embodiment.).

  FIG. 4 is a diagram illustrating an example of the regeneration map according to the present embodiment.

  FIG. 4 is a diagram corresponding to FIG. 3 of the first embodiment, and the regeneration map according to the present embodiment includes a period in which the regeneration torque is increased again after the OFF period has passed the period L2 (in the drawing). Period L3) is set (also referred to as “third regeneration mode”).

  The period L3 in the third regeneration mode corresponds to a period immediately before stopping. The timing for shifting from the second regeneration mode to the third regeneration mode is that the traveling speed (motor rotational speed) of the vehicle A when the accelerator operation is turned off is 100%, and the traveling speed (motor rotational speed) is 5% to It is desirable to set the time at 15%. Further, it is desirable that the regenerative torque (torque T3 in FIG. 4) in the third regenerative mode be greater than or equal to the regenerative torque in the first regenerative mode.

  The ECU 10 operates according to the flowchart of FIG. 2, and generates a large regenerative torque according to the regenerative map when the OFF period continues until the period L3 of FIG.

  By controlling the motor 3 in this way, when stopping, regenerative braking can be performed in response to a driver's request to increase the braking force in order to determine the stopping state. As a result, unnecessary accelerator operation and brake operation by the driver of the vehicle A can be further suppressed, and energy efficiency can be further improved.

(Third embodiment)
The ECU 10 according to the present embodiment changes the regenerative torque that is generated immediately after the accelerator operation is turned off, based on the traveling speed when the accelerator operation is turned off (here, the rotational speed of the motor 3). This is different from the first embodiment.

  FIG. 5 is a flowchart showing the operation of the ECU 10 according to the present embodiment. 6 and 7 are diagrams illustrating an example of the regeneration map according to the present embodiment.

  FIG. 6 is a diagram corresponding to the regenerative map of FIG. 3. The regenerative map according to the present embodiment is generated immediately after the rotation speed or traveling speed of the motor 3 when the accelerator operation OFF is detected is higher. The regenerative torque to be applied (represented by T1a, T1b, and T1c in FIG. 6) is set to be large.

Regenerative torques T1a, T1b, and T1c that are generated immediately after the accelerator operation is turned off are, for example, that the deceleration of vehicle A is 1.0 m / s ² , 0.9 m / s ² , and 0.8 m / s ² , respectively. It is set to be.

  FIG. 7 shows the correspondence between the rotational speed of the motor 3 when the accelerator operation OFF is detected and the regenerative torque generated immediately after the accelerator operation is turned OFF.

  From the viewpoint of stabilizing the traveling speed of the vehicle A, the deceleration expected by the driver when the accelerator is OFF is greater when the traveling speed is faster than when the traveling speed is slower. Therefore, by generating the regenerative torque in accordance with the regenerative map, it is possible to make it closer to the deceleration expected by the driver.

  A plurality of regeneration maps according to the present embodiment may be prepared for each rotational speed of the motor 3 when the accelerator operation is detected to be OFF, or one regenerative map may be prepared according to the rotational speed of the motor 3. It is good also as composition which corrects.

  The operation of the ECU 10 is different from the first embodiment in that the regeneration map setting processes Sa1 to Sa4 in FIG. 5 are executed before the routine processes S1 to S5 in FIG. 2 when the accelerator operation is OFF. .

  First, the ECU 10 detects a state in which neither an accelerator operation nor a brake operation is performed (Step Sa1, Step Sa2). At this time, when the accelerator operation or the brake operation is performed (step Sa1: NO or step Sa2: NO), the ECU 10 ends this flow.

  On the other hand, when the accelerator operation and the brake operation are not performed (step Sa1: YES and step Sa2: YES), first, a detection signal is acquired from the rotation sensor 8d that detects the rotation speed of the motor 3 (step Sa3). Then, the ECU 10 sets a regenerative map to be referred to, for example, from a plurality of regenerative maps prepared for each rotational speed of the motor 3 based on the rotational speed of the motor 3 (step Sa4).

  Next, the ECU 10 refers to the regeneration map set in step Sa4, and executes the routine processes S1 to S5 described above with reference to FIG. 2 when the accelerator operation is OFF. As a result, the ECU 10 causes the motor 3 to execute regenerative braking so that the regenerative torque increases as the rotational speed or the traveling speed of the motor 3 when the accelerator operation is turned off is higher.

  The routine processes S1 to S5 when the accelerator operation is OFF are as described above in the first embodiment.

  By controlling the motor 3 in this manner, the higher the traveling speed when the accelerator is OFF, the higher the deceleration immediately after that in order to stabilize the traveling speed of the vehicle A, the regeneration is performed in response to the driver's request. Braking can be performed. As a result, unnecessary accelerator operation and brake operation by the driver of the vehicle A can be further suppressed, and energy efficiency can be further improved.

(Fourth embodiment)
The ECU 10 according to the present embodiment changes the regenerative torque immediately after turning off the accelerator operation based on the time change amount (change amount per unit time) of the accelerator operation immediately before turning off the accelerator operation. This is different from the first embodiment.

  FIG. 8 is a flowchart showing the operation of the ECU 10 according to this embodiment. FIG. 9 is a diagram illustrating an example of the regeneration map according to the present embodiment. 10A and 10B are diagrams illustrating a method for determining the regenerative torque immediately after the accelerator operation is turned off.

  FIG. 9 is a diagram corresponding to the regeneration map of FIG. 3, and the regeneration map according to the present embodiment shows a temporal change in the accelerator opening immediately before the accelerator operation is turned off when the accelerator operation is turned off. Accordingly, the regenerative torque (T1d, T1e, T1f in FIG. 9) to be generated immediately after is set to change.

  As shown in FIG. 10A, the regenerative map is set so that the regenerative torque generated immediately after the accelerator operation is turned off immediately after the accelerator operation is turned off (from t1 to t2 in the figure) increases. Has been. On the other hand, as shown in FIG. 10B, the regenerative torque generated immediately after the accelerator operation is turned off is set to be smaller as the amount of time change of the accelerator operation just before the accelerator operation is turned off (from t1 to t2 in the figure) is smaller. .

Regenerative torques T1d, T1e, and T1f that are generated immediately after the accelerator operation is turned off are, for example, that the deceleration of vehicle A is 1.0 m / s ² , 0.9 m / s ² , and 0.8 m / s ² , respectively. It is set to be.

  The deceleration expected by the driver when the accelerator is OFF is greater when the accelerator operation is released at once than when it is gradually released. Therefore, by generating the regenerative torque in accordance with the regenerative map, it is possible to make it closer to the deceleration expected by the driver.

  A plurality of regenerative maps may be prepared for each rotation speed of the motor 3 when the accelerator operation is detected OFF, or one regenerative map may be corrected according to the rotation speed of the motor 3. Good.

The temporal change amount of the accelerator operation immediately before turning off the accelerator operation can be obtained by temporarily storing the detected value of the accelerator opening sensor 8a in the storage unit. For example, the ECU 10 calculates the temporal change amount of the accelerator operation immediately before the accelerator operation is turned off as shown in FIG. 10A or 10B using the following equation (1).

  The operation of the ECU 10 is different from that of the first embodiment in that the regeneration map setting processes Sb1 to Sb4 in FIG. 8 are executed before the routine processes S1 to S5 when the accelerator operation is OFF.

  The ECU 10 first detects a state where the accelerator operation and the brake operation are not performed (step Sb1, step Sb2). At this time, when the accelerator operation or the brake operation is performed (step Sb1: NO or step Sb2: NO), the ECU 10 ends this flow.

  On the other hand, when the accelerator operation and the brake operation are not performed (step Sb1: YES and step Sb2: YES), first, data relating to a temporal change amount immediately before the accelerator operation is turned off (for example, Expression (1)) (Data calculated in step S3) is acquired (step Sb3). Then, the ECU 10 sets a reference regeneration map from, for example, a plurality of regeneration maps prepared for each temporal change amount based on the temporal change amount immediately before the accelerator operation is turned off (step Sb4). .

  Next, the ECU 10 refers to the regeneration map set in step Sb4 and executes the above-described routine processing S1 to S5 when the accelerator operation is OFF. As a result, the ECU 10 causes the motor 3 to execute regenerative braking so that the regenerative torque increases as the time change amount of the accelerator operation immediately before turning off the accelerator operation is larger.

  The routine processes S1 to S5 when the accelerator operation is OFF are as described above in the first embodiment.

  By controlling the motor 3 in this way, regenerative braking can be performed so as to meet the demand of the driver who expects a large deceleration immediately after the accelerator operation is quickly turned OFF. As a result, unnecessary accelerator operation and brake operation by the driver of the vehicle A can be further suppressed, and energy efficiency can be further improved.

(Other embodiments)
The present invention is not limited to the above embodiment, and various modifications can be considered.

  In the said embodiment, an example of the regeneration map was shown variously. However, as a matter of course, the regeneration map may be a combination of various aspects shown in the embodiments.

  Moreover, in the said embodiment, the aspect provided with only one motor 3 as a drive source was shown as an example of the vehicle A. However, the number of motors as drive sources is arbitrary, and two or more motors may be provided. In that case, the ECU 10 controls to distribute the determined regenerative torque to the two motors.

  Moreover, in the said embodiment, the structure which acquires the detection signal of various sensors 8a-8d directly from each of the said various sensors 8a-8d was shown as an example of the input part 11 of ECU10. However, the ECU 10 may be configured to directly acquire these detection signals from each sensor, or may be configured to acquire via other devices. Moreover, raw data of these detection signals may be acquired, or data that has been subjected to predetermined signal processing may be acquired.

  In the above embodiment, as an example of the ECU 10, the functions of the input unit 11 and the control unit 12 are described as being realized by one computer, but it is needless to say that the functions may be realized by a plurality of computers. For example, the function of determining the regenerative torque of the control unit 12 of the ECU 10 and the function of controlling the motor drive circuit 2 of the control unit 12 may be realized by separate computers.

  In the above embodiment, a voltage type inverter circuit is shown as an example of the motor drive circuit 2. However, the configuration of the motor drive circuit 2 is arbitrary, and for example, a current type inverter circuit may be used. Further, the number of phases of the inverter circuit may be single phase instead of three phases. Further, the drive method of the inverter circuit may use PAM drive or the like instead of PWM drive.

  As mentioned above, although the specific example of this invention was demonstrated in detail, these are only illustrations and do not limit a claim. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.

  At least the following matters will become apparent from the description of this specification and the accompanying drawings.

  A motor 3 connected to the drive wheel 7 of the vehicle A; a motor drive circuit 2 connected to the motor 3; and a control device 10 for controlling the motor drive circuit 2. The control device 10 includes: When the non-operation state of the accelerator operation is continuously detected while the vehicle is traveling, the period L1 during which the vehicle decelerates from the first travel speed to the second travel speed when the non-operation state of the accelerator operation is detected. In the period L2 in which the motor 3 performs regenerative braking so as to generate a braking force equal to or higher than the first braking force T2, and the vehicle is decelerated from the second traveling speed to the third traveling speed, Disclosed is a motor drive device that causes the motor 3 to perform regenerative braking so as to generate a braking force less than a first braking force T2.

  According to this motor drive device, when the driver of the vehicle A turns off the accelerator operation, the driver generally expects at the timing when the accelerator operation is turned off and at each timing when the subsequent OFF period continues. Regenerative braking can be performed so as to exhibit a predetermined deceleration. Therefore, unnecessary accelerator operation and brake operation can be suppressed, and energy efficiency can be improved.

  In this motor drive device, the control device 10 causes the motor 3 to perform regenerative braking so as to generate a braking force that is equal to or greater than the first braking force T2 when decelerating from the third traveling speed. It may be a thing.

  According to this motor drive device, when the vehicle is stopped, regenerative braking can be performed so as to meet the driver's request to increase the braking force in order to determine the stopped state. Thereby, unnecessary accelerator operation and brake operation can be further suppressed, and energy efficiency can be improved.

  In this motor drive device, the control device 10 determines that the braking force acting on the vehicle A is in a non-operation state of the accelerator operation during the period L1 during which the vehicle travels from the first travel speed to the second travel speed. The motor 3 may be configured to perform regenerative braking so that the maximum value T1 is detected immediately after the detection is detected, and gradually decreases from the maximum value to the first braking force T2.

  According to this motor drive device, regenerative braking can be performed so as to exhibit a predetermined deceleration generally expected by the driver. Therefore, unnecessary accelerator operation and brake operation can be suppressed, and energy efficiency can be improved.

  In this motor drive device, the control device 10 increases the vehicle speed immediately after the non-operation state of the accelerator operation is detected, as the first traveling speed when the non-operation state of the accelerator operation is detected is large. The regenerative braking may be performed by the motor 3 so that the braking force T1 acting on the motor 3 increases.

  According to this motor drive device, by controlling the motor 3 in this way, regenerative braking is performed in response to the driver's request to increase the deceleration immediately after the acceleration speed when the accelerator is OFF. It can be carried out. As a result, unnecessary accelerator operation and brake operation by the driver of the vehicle A can be further suppressed, and energy efficiency can be further improved.

  In this motor drive device, the control device 10 increases the amount of time change of the accelerator operation immediately before the non-operation state of the accelerator operation is detected, and immediately after the non-operation state of the accelerator operation is detected. You may make the said motor 3 perform regenerative braking so that the braking force T1 which acts on the said vehicle may become large.

  According to this motor drive device, regenerative braking can be performed so as to meet the driver's request that the deceleration immediately after the accelerator operation is quickly released is increased. As a result, unnecessary accelerator operation and brake operation by the driver of the vehicle A can be further suppressed, and energy efficiency can be further improved.

  In this motor drive device, the control device 10 executes the control mode of the motor 3 executed when a non-operation state of the accelerator operation is continuously detected in response to detection of an accelerator operation or a brake operation. May be terminated.

  The motor A has a motor 3 connected to the drive wheels 7 of the vehicle A, and a motor drive circuit 2 connected to the motor 3. When the non-operation state of the accelerator operation is continuously detected while the vehicle is traveling and the input unit 11 that acquires the detection signal of the sensor 8a that detects the operation, the non-operation state of the accelerator operation is detected. During the period L1 during which the vehicle travels from the first travel speed to the second travel speed, the motor 3 is caused to perform regenerative braking so that a braking force greater than the first braking force T2 acts on the vehicle A. In the period L2 during which the vehicle travels from the second travel speed to the third travel speed, the motor 3 is caused to perform regenerative braking so that a braking force less than the first braking force T2 acts on the vehicle A. , Control unit 12 Discloses a control device 10 comprising a.

  The motor drive device according to the present disclosure contributes to improvement of energy efficiency in a hybrid vehicle or an electric vehicle.

A vehicle 1 battery 2 motor drive circuit 3 motor 4 transmission 5 differential gear 6 drive shaft 7 drive wheel 8a accelerator opening sensor 8b brake opening sensor 8c current sensor 8d rotation sensor 10 ECU
11 Input unit 12 Control unit

Claims (7)

A motor connected to the drive wheels of the vehicle;
A motor drive circuit connected to the motor;
A control device for controlling the motor drive circuit,
The controller is
When the non-operation state of the accelerator operation is continuously detected while the vehicle is running,
In a period of deceleration from the first traveling speed to the second traveling speed when the non-operation state of the accelerator operation is detected, the braking force greater than the first braking force acts on the vehicle. Let the motor perform regenerative braking,
In a period of deceleration from the second travel speed to the third travel speed, the motor is caused to perform regenerative braking so that a braking force less than the first braking force acts on the vehicle.
Motor drive device. The controller causes the motor to perform regenerative braking so that a braking force greater than the first braking force acts on the vehicle when the vehicle is decelerated from the third traveling speed;
The motor drive device according to claim 1. In the period during which the control device decelerates from the first travel speed to the second travel speed, the braking force acting on the vehicle has a maximum value immediately after the non-operation state of the accelerator operation is detected. , Causing the motor to perform regenerative braking so as to gradually decrease from the maximum value to the first braking force over time,
The motor drive device according to claim 1. The controller increases the braking force acting on the vehicle immediately after the non-operation state of the accelerator operation is detected, as the first traveling speed when the non-operation state of the accelerator operation is detected is large. So that the motor performs regenerative braking,
The motor drive device according to claim 3. The control device increases the braking force acting on the vehicle immediately after the non-operation state of the accelerator operation is detected, as the amount of time change of the accelerator operation immediately before the non-operation state of the accelerator operation is detected is large. Causing the motor to perform regenerative braking so that
The motor drive device according to claim 3. The control device ends a control mode executed when a non-operation state of the accelerator operation is continuously detected in response to detection of an accelerator operation or a brake operation.
The motor drive device according to claim 1. A motor drive device control device comprising: a motor connected to drive wheels of a vehicle; and a motor drive circuit connected to the motor,
An input unit for acquiring a detection signal of a sensor for detecting an accelerator operation by a driver of the vehicle;
When the non-operation state of the accelerator operation is continuously detected while the vehicle is running,
In a period of deceleration from the first traveling speed to the second traveling speed when the non-operation state of the accelerator operation is detected, the braking force greater than the first braking force acts on the vehicle. Let the motor perform regenerative braking,
A control unit that causes the motor to perform regenerative braking so that a braking force less than the first braking force acts on the vehicle during a period of deceleration from the second traveling speed to the third traveling speed; Comprising
Control device.

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