JP5696608B2 - Electric vehicle - Google Patents

Description

  The present invention relates to an electric vehicle, and more particularly to an electric vehicle including a motor driven by a battery.

  Japanese Patent Application Laid-Open No. 7-231651 (Patent Document 1) can suppress the discharge of the battery current with respect to the current pulsation of the load, reduce the ripple superimposed on the battery output, and increase the dischargeable capacity of the battery. An electric vehicle power supply device is disclosed.

  The electric vehicle power supply apparatus includes a switching element that turns on and off the output current of the battery, an inductance coil that smoothes the intermittent current generated by the switching element, and a free wheel diode that is connected in parallel to the switching element, and the chopper circuit. An inductance coil provided between the input side of the circuit and the battery.

  And the ripple superimposed on a battery output with the action | operation of a chopper circuit is reduced by an inductance coil.

JP-A-7-231651 JP 2008-259309 A Japanese Patent Laid-Open No. 10-164484

  The electric vehicle power supply device described in JP-A-10-164484 is provided with an inductance coil as a filter circuit for reducing ripple current superimposed on the battery output portion.

  However, when the ripple current is reduced by the filter circuit, the current that can be flown due to heat generation of the filter circuit may be limited, or the vehicle weight may increase by the filter circuit, which may limit the power performance of the vehicle.

  An object of the present invention is to provide an electric vehicle in which the generation of ripple current is reduced.

  In summary, the present invention is an electric vehicle, and includes a battery, an inverter that uses battery power, a motor driven by the inverter, and a control device that controls the inverter. The control device sets the upper limit torque of the motor based on the temperature of the battery and the state of charge of the battery.

  Preferably, the control device narrows the operation region in which the upper limit torque is increased by enlarging the region where use is prohibited on the plane represented by the torque and the rotation speed as the state of charge is higher.

  Preferably, as the temperature of the battery is higher, the control device narrows an operation region where the upper limit torque becomes larger by expanding a region where use is prohibited on a plane represented by the torque and the rotational speed.

  More preferably, the control device controls the inverter at the first carrier frequency in the first region and controls the inverter at the second carrier frequency lower than the first carrier frequency in the second region on the plane. To do. The control device narrows the operation area by enlarging the use prohibition area in the second area.

More preferably, the area where use is prohibited is an area where the ripple current exceeds an allowable value.
More preferably, the control device changes the boundary between the first region and the second region in accordance with the temperature of the cooling water.

More preferably, the control device expands the first region as the temperature of the cooling water is lower.
Preferably, the control device widens an operation region in which the upper limit torque increases on a plane represented by the torque and the rotational speed as the degree of deterioration of the battery progresses.

  ADVANTAGE OF THE INVENTION According to this invention, the electric vehicle by which generation | occurrence | production of the ripple current was suppressed is realizable.

1 is an overall block diagram of an electric vehicle. It is a figure for demonstrating the relationship between a ripple current and battery internal resistance R. FIG. It is a figure for demonstrating the output torque upper limit line in the vehicle state A. FIG. 4 is a diagram for explaining an output torque upper limit line in a vehicle state B. FIG. 4 is a flowchart for illustrating control executed by control device 50 in the first embodiment. It is the figure which showed an example of the map selected by step S3 of FIG. 6 is a flowchart for illustrating control executed by control device 50 in the second embodiment. It is the figure which showed an example of the map selected by step S14 of FIG. 10 is a flowchart for illustrating control executed by control device 50 in the third embodiment. It is the figure which showed an example of the map selected by step S25 of FIG. It is a figure for demonstrating the effect at the time of considering the battery deterioration information Z.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and description thereof will not be repeated.

[Configuration of Electric Vehicle Common to Embodiments]
FIG. 1 is an overall block diagram of an electric vehicle.

  Referring to FIG. 1, electrically powered vehicle 100 includes a power storage device 10, an air conditioner 22, a DC / DC converter 24, an inverter 20, a motor generator 30, drive wheels 35, and a cooling device 26. Electric vehicle 100 further includes a voltage sensor 42, a current sensor 44, a temperature sensor 46, a wheel speed sensor 37, and a control device 50.

  The power storage device 10 is a direct current power source that stores electric power for running the vehicle. Power storage device 10 includes lithium ion batteries 10A and 10B connected in parallel to each other. The lithium ion batteries 10A and 10B may be connected in series. Note that a secondary battery such as a nickel metal hydride battery may be used instead of the lithium ion battery. The power storage device 10 is charged by a power source outside the vehicle using a charger (not shown). In addition, the electric power generated by the motor generator 30 is charged to the power storage device 10 via the inverter 20 also when the electric vehicle 100 is braked or when the acceleration on the down slope is reduced.

  The power storage device 10 outputs the stored power to the inverter 20. Inverter 20 converts DC power supplied from power storage device 10 into three-phase AC based on signal PWI from control device 50 and outputs the same to motor generator 30 to drive motor generator 30.

  At the time of braking of electric vehicle 100, inverter 20 converts the three-phase AC power generated by motor generator 30 into DC based on signal PWI, and outputs the same to power storage device 10. Inverter 20 is configured by, for example, a three-phase PWM (pulse width modulation) inverter including switching elements for three phases.

  The motor generator 30 is a motor generator capable of a power running operation and a regenerative operation. The motor generator 30 is configured by, for example, a three-phase AC synchronous motor generator in which a permanent magnet is embedded in a rotor. The motor generator 30 is driven by the inverter 20 and generates driving torque for driving to drive the driving wheels 35. In addition, when the electric vehicle 100 is braked, the motor generator 30 receives the kinetic energy of the electric vehicle 100 from the drive wheels 35 and generates electric power.

  Air conditioner 22 receives electric power from power storage device 10 and air-conditions the passenger compartment. The DC / DC converter 24 receives power from the power storage device 10 and supplies a power supply voltage to auxiliary devices (not shown).

  Voltage sensor 42 detects voltage VB of power storage device 10 and outputs the detected value to control device 50. Current sensor 44 detects current IB input to and output from power storage device 10 and outputs the detected value to control device 50. Temperature sensor 46 detects temperature TB of power storage device 10 and outputs the detected value to control device 50.

  The control device 50 calculates the moving distance and the vehicle speed by detecting the rotational speed NM of the motor generator 30 by the motor rotational speed sensor 31. The control device 50 may calculate the travel distance and the vehicle speed using the wheel speed sensor 37. The wheel speed sensor 37 outputs a pulse generated with the rotation angle of the drive wheel 35. The control device 50 can count the number of pulses to calculate the travel distance L and the vehicle speed.

  Control device 50 receives detected values of voltage VB, current IB, and temperature TB from voltage sensor 42, current sensor 44, and temperature sensor 46, respectively. Then, control device 50 generates an inverter switching command signal for driving inverter 20 and outputs the command signal to inverter 20 as signal PWI.

  Further, control device 50 calculates the SOC (State Of Charge: also referred to as a state of charge, remaining capacity, and amount of power storage) of power storage device 10 based on the detected values of voltage VB and current IB. There are various known methods for calculating the SOC, such as a method for calculating or estimating using the relationship between the open circuit voltage (OCV) of the power storage device 10 and the SOC, and a method for calculating or estimating using the integrated value of the current IB. Can be used.

  In an electric vehicle, in order to earn a cruising distance, lithium ion batteries 10A and 10B having a small internal resistance and a large battery capacity are connected in parallel to ensure the capacity. Therefore, the impedance of power storage device 10 viewed from inverter 20 is smaller than that of a hybrid vehicle or the like that uses another battery to boost the voltage and supply the voltage to the inverter. When the impedance is small, the ripple current due to switching of the inverter increases.

  The ripple component superimposed on the battery output is generally reduced by the filter circuit, but the filter circuit generates heat and needs to be current limited, or the weight of the filter circuit adds to the vehicle weight. This limits the power performance of the vehicle.

  Therefore, in the present embodiment, the driving force line that determines the upper limit value of the driving torque is made variable in accordance with the change of the parameter caused by the ripple current so that the ripple component is reduced without using the filter circuit. By making the driving force line variable, the usable driving force range is expanded rather than limiting the driving torque uniformly.

  FIG. 2 is a diagram for explaining the relationship between the ripple current and the battery internal resistance R. FIG. As shown in FIG. 2, the ripple current tends to increase as the battery internal resistance R decreases. Since the battery internal resistance R varies depending on parameters (temperature, SOC, etc.) indicating various battery states, when the battery internal resistance R is small, the output torque upper limit is lowered, and when the battery internal resistance R is large, Motor control is performed to increase the output torque upper limit. By doing so, possibility that the opportunity which can output the output torque which a user desires increases will increase.

  FIG. 3 is a diagram for explaining an output torque upper limit line in the vehicle state A. FIG. The vertical axis of the plane of FIG. 3 shows the motor torque, and the horizontal axis shows the motor speed. In the region where the motor torque is large (torques Y1 to Y2), the inverter is controlled at the inverter carrier frequency fc = f1. In the region where the motor torque is small (torque 0 to Y1), the inverter is controlled at the inverter carrier frequency fc = f2 (where f2> f1).

  The ripple current is likely to be generated when the torque is large (inverter carrier frequency fc = f1), but is not easily generated when the torque is small (inverter carrier frequency fc = f2). Therefore, the use prohibition region is not provided in the region where the motor torque is small (torque 0 to Y1).

  Since the use prohibition region is provided in the region where the motor torque is large (torques Y1 to Y2), the output torque upper limit line MA can output up to the torque Y2 in the region where the motor rotational speed is low as shown in FIG. In the region where the motor rotation speed is high, an upper limit value is set for the torque Y1.

  4 is a diagram for explaining an output torque upper limit line in the vehicle state B. FIG. The vehicle state B is a state where the internal resistance R of the battery is larger than the vehicle state A of FIG.

  The vertical axis of the plane of FIG. 4 shows the motor torque, and the horizontal axis shows the motor speed. As in FIG. 3, in the region where the motor torque is large (torques Y1 to Y2), the inverter is controlled at the inverter carrier frequency fc = f1. In the region where the motor torque is small (torque 0 to Y1), the inverter is controlled at the inverter carrier frequency fc = f2 (where f2> f1).

  The ripple current is likely to be generated when the inverter carrier frequency fc is small, and is difficult to be generated when the inverter carrier frequency fc is large. Therefore, the use prohibition region is not provided in the region where the motor torque is small (torque 0 to Y1).

  Since the use prohibition region is provided in the region where the motor torque is large (torques Y1 to Y2), the output torque upper limit line MB can output up to the torque Y2 in the region where the motor rotation speed is low as shown in FIG. In the region where the motor rotation speed is high, an upper limit value is set for the torque Y1. However, compared with FIG. 3, the usable area increases as the use prohibited area becomes narrower.

  For example, the motor torque that can be output when the motor rotation speed N = N1 is in the range TQ1 in the vehicle state A in FIG. 3, but increases to the range TQ2 in the vehicle state B in FIG. When the filter circuit is inserted, the output possible range is limited as a whole, and it is impossible to output the torque in the range TQ2.

[Embodiment 1]
FIG. 5 is a flowchart for explaining the control executed by control device 50 in the first embodiment. The process of the flowchart of FIG. 5 is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 5, when the process is started, first in step S <b> 1, control device 50 acquires battery temperature TB from temperature sensor 46. Subsequently, in step S2, control device 50 obtains the SOC of power storage device 10 calculated or estimated using various known methods.

  In step S3, control device 50 selects a map indicating the upper limit torque due to ripples based on battery temperature TB and SOC.

FIG. 6 is a diagram showing an example of the map selected in step S3 of FIG.
Referring to FIG. 6, maps at battery temperatures TB = 20 ° C.,..., 60 ° C. are shown in order from the top. For example, the map of battery temperature TB = 20 ° C. shows torque upper limit lines of SOC = 20%, 40%, 60%, and 80%. These are set so that the operation prohibition region is expanded as the SOC increases.

  The map of battery temperature TB = 60 ° C. also shows torque upper limit lines of SOC = 20%, 40%, 60%, and 80%. These are also set so that the operation prohibition region is expanded as the SOC increases. When the same SOC line is compared, the operation prohibition region is expanded at the battery temperature TB = 60 ° C. than at the battery temperature TB = 20 ° C.

  The reason why such a map is used is that the higher the battery temperature TB, the smaller the internal resistance R of the battery. This is because the higher the SOC is, the smaller the internal resistance R of the battery becomes, so ripples are likely to occur.

  In other words, in a vehicle state where the battery temperature TB is low and the SOC is low, it is not necessary to limit the motor torque in consideration of ripples.

  Referring to FIG. 5 again, after the map is selected in step S3, the usable rotation speed and torque range are determined by the map selected in step S4, and the process is returned to the main routine in step S5. . The determined range is limited in consideration of ripple. Therefore, restrictions due to the performance of the inverter and the performance of the motor generator are further taken into account by the main routine or a subroutine branched therefrom, which may further limit the torque.

  According to the first embodiment, in a vehicle state where the battery temperature TB is low and the SOC is low, it is not necessary to limit the motor torque in consideration of ripples, so that the possibility of realizing the vehicle behavior as requested by the user is increased. .

[Embodiment 2]
FIG. 7 is a flowchart for explaining the control executed by control device 50 in the second embodiment. The process of the flowchart of FIG. 7 is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 7, when the process is started, first, in step S <b> 11, control device 50 acquires battery temperature TB from temperature sensor 46. Subsequently, in step S12, control device 50 acquires the SOC of power storage device 10 calculated or estimated using various known methods.

  Furthermore, in step S <b> 13, the control device 50 acquires the cooling water temperature TW from the cooling device 26. Cooling device 26 cools in-vehicle devices such as motor generator 30 and a charger in addition to inverter 20.

  In step S14, control device 50 selects a map indicating the upper limit torque due to ripples based on battery temperature TB, SOC, and cooling water temperature TW.

FIG. 8 is a diagram showing an example of the map selected in step S14 of FIG.
In the map shown in FIG. 8, the boundary torque Y1 for switching the carrier frequency is increased to the torque Y1C with respect to the map MB in the vehicle state B shown in FIG. 4, and the use prohibited area is narrower than that in FIG. It is shown.

  Since the use-prohibited area of the portion controlled at carrier frequency fc = f1 is variable by battery temperature TB and SOC is the same as in the first embodiment, description thereof will not be repeated. In the second embodiment, in addition to the map selection performed in the first embodiment, the motor upper limit torque is changed in accordance with the change in the carrier frequency region of the inverter. For example, the map MC (TW = T2) has a lower cooling water temperature TW than the map MB (TW = T1). In this way, the use prohibition region is further narrowed when the cooling water temperature TW is low.

  Referring to FIG. 7 again, after the map is selected in step S14, the usable rotation speed and torque range are determined by the map selected in step S15, and the process returns to the main routine in step S16. . The determined range is limited in consideration of ripple. Therefore, restrictions due to the performance of the inverter and the performance of the motor generator are further taken into account by the main routine or a subroutine branched therefrom, which may further limit the torque.

  According to the second embodiment, in addition to the effects achieved in the first embodiment, in the vehicle state where the cooling water temperature TW is lower, the upper limit value of the motor torque considering the ripple is increased, so that the vehicle behavior as requested by the user is increased. Is more likely to be realized.

[Embodiment 3]
In the second embodiment, battery temperature TB, SOC, and cooling water temperature TW are considered. In the third embodiment, an increase in internal resistance due to battery deterioration is further considered. As described above, if the internal resistance R of the battery increases, ripples are less likely to occur, so there is a case where it is not necessary to limit the torque.

  FIG. 9 is a flowchart for illustrating control executed by control device 50 in the third embodiment. The process of the flowchart of FIG. 9 is called and executed from a predetermined main routine every predetermined time or every time a predetermined condition is satisfied.

  Referring to FIGS. 1 and 9, when the process is started, first, in step S <b> 21, control device 50 acquires battery temperature TB from temperature sensor 46. Subsequently, in step S22, control device 50 obtains the SOC of power storage device 10 calculated or estimated using various known methods.

  Furthermore, in step S <b> 23, the control device 50 acquires the temperature TW of the cooling water from the cooling device 26. Cooling device 26 cools in-vehicle devices such as motor generator 30 and a charger in addition to inverter 20.

  In the third embodiment, control device 50 further acquires battery deterioration information Z in step S24. The battery deterioration information Z is, for example, stored in an internal nonvolatile memory or the like when the power storage device 10 is installed or replaced, and how long the battery has been used by comparing the current date with the stored date. It is shown whether it is. The battery deterioration information Z may be obtained by measuring the internal resistance when the battery state (battery temperature TB, SOC, etc.) is set to a certain measurement condition.

  In step S25, control device 50 selects a map indicating an upper limit torque due to ripples based on battery temperature TB, SOC, cooling water temperature TW, and battery deterioration information Z.

FIG. 10 is a diagram showing an example of the map selected in step S25 of FIG.
The map shown in FIG. 10 shows the battery temperature TB = 20, 40, 60 ° C., the battery usage period is new, 1 year to 10 years, and the cooling water temperatures TW = T1, T2, T3 are shown in FIG. A map showing the change in the upper limit torque when the SOC changes is arranged in a matrix. In the map shown in FIG. 10, the battery usage period is adopted as the battery deterioration information Z.

  FIG. 11 is a diagram for explaining an effect when the battery deterioration information Z is taken into consideration. FIG. 11 shows that the use prohibition area of the map MC described in FIG. 8 can be used in the map MD by considering the battery deterioration information Z. For example, if the battery is new, the map MC is used, but if the battery has been used for 5 years, as shown in the map MD, the ripple generation area is narrowed due to the increase in internal resistance, so that the use prohibited area disappears. It is possible.

  Referring to FIG. 9 again, after the map is selected in step S25, the usable rotation speed and torque range are determined by the map selected in step S26, and the process returns to the main routine in step S27. . The determined range is limited in consideration of ripple. Therefore, restrictions due to the performance of the inverter and the performance of the motor generator are further taken into account by the main routine or a subroutine branched therefrom, which may further limit the torque.

  According to the third embodiment, in addition to the effects obtained in the first and second embodiments, when using a battery that has deteriorated over time, the upper limit value of the motor torque considering the ripple is further increased. The possibility that the vehicle behavior can be realized increases.

  Finally, the first to third embodiments will be summarized with reference to FIG. Electric vehicle 100 includes power storage device 10, inverter 20 that uses power from power storage device 10, motor generator 30 driven by inverter 20, and control device 50 that controls inverter 20. Control device 50 sets an upper limit torque of motor generator 30 based on the temperature of power storage device 10 and the state of charge SOC of power storage device 10.

  Preferably, as shown in FIG. 6, as the state of charge is higher, the control device 50 expands the region that is prohibited to use on the plane represented by the torque and the rotational speed, thereby increasing the upper limit torque. To narrow.

  Preferably, as shown in FIG. 6, as the temperature of power storage device 10 is higher, control device 50 increases the upper limit torque by expanding a region that is prohibited from use on the plane represented by the torque and the rotational speed. Narrow the operating area.

  More preferably, as shown in FIG. 6, control device 50 controls inverter 20 at the first carrier frequency in the first region and lower than the first carrier frequency in the second region on the plane. The inverter 20 is controlled with the second carrier frequency. The control device 50 narrows the operation area by enlarging the use prohibition area in the second area.

  More preferably, the regions that are prohibited to be used in FIGS. 3, 4, 6, and 8 are regions in which the ripple current exceeds the allowable value.

  More preferably, as shown in FIG. 8, the control device 50 changes the boundary between the first region and the second region in accordance with the temperature of the cooling water.

  More preferably, as shown in FIG. 8, the control device 50 expands the first region as the temperature of the cooling water is lower.

  Preferably, as shown in FIGS. 10 and 11, control device 50 widens the operating region in which the upper limit torque increases on the plane represented by the torque and the rotational speed as the degree of deterioration of power storage device 10 progresses. .

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 Power storage device, 10A, 10B Lithium ion battery, 20 Inverter, 22 Air conditioner, 24 Converter, 26 Cooling device, 30 Motor generator, 31 Motor rotational speed sensor, 35 Drive wheel, 37 Wheel speed sensor, 42 Voltage sensor, 44 Current sensor 46 Temperature sensor 50 Control device 100 Electric vehicle.

Claims (7)

Battery,
An inverter using the power of the battery;
A motor driven by the inverter;
A control device for controlling the inverter,
The control device sets the upper limit torque of the motor based on the temperature of the battery and the state of charge of the battery ,
The control device is configured to reduce an operation region in which the upper limit torque is increased by enlarging a region where use is prohibited on a plane represented by torque and the number of revolutions as the state of charge is higher .   2. The control device narrows an operation region in which the upper limit torque increases by enlarging a region where use is prohibited on a plane represented by torque and rotation speed as the temperature of the battery is higher. The electric vehicle as described in. The control device controls the inverter at a first carrier frequency in a first region on the plane, and controls the inverter at a second carrier frequency lower than the first carrier frequency in a second region. Control
The control device, wherein by enlarging the region to disable one of the second region, narrowing the operation area, an electric vehicle according to claim 1 or 2. The electric vehicle according to any one of claims 1 to 3 , wherein the use prohibition region is a region in which a ripple current exceeds an allowable value. The electric vehicle according to claim 3 , wherein the control device changes a boundary between the first region and the second region in accordance with a temperature of cooling water. The electric vehicle according to claim 5 , wherein the control device expands the first region as the temperature of the cooling water is lower.   2. The electric vehicle according to claim 1, wherein the control device widens an operating region in which the upper limit torque increases on a plane represented by torque and rotation speed as the degree of deterioration of the battery progresses.

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