JP6314849B2 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
- Publication number
- JP6314849B2 JP6314849B2 JP2015006077A JP2015006077A JP6314849B2 JP 6314849 B2 JP6314849 B2 JP 6314849B2 JP 2015006077 A JP2015006077 A JP 2015006077A JP 2015006077 A JP2015006077 A JP 2015006077A JP 6314849 B2 JP6314849 B2 JP 6314849B2
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- JP
- Japan
- Prior art keywords
- vehicle
- torque
- rotor
- current control
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Images
Classifications
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- H02P25/086—Commutation
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- Engineering & Computer Science (AREA)
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Description
図1から図7を参照して、第1実施形態について説明する。本実施形態は、車両制御装置に関する。図1は、本発明の第1実施形態に係る車両の概略構成図、図2は、第1実施形態に係るスイッチトリラクタンスモータの要部断面図、図3は、第1実施形態に係る車両のブロック図、図4は、第一電流制御の説明図、図5は、登坂方向の発進を示す図、図6は、第二電流制御の説明図、図7は、第1実施形態に係る動作を示すフローチャートである。
前進回転方向:車両1を車両前方に向けて駆動するモータトルクの方向
後進回転方向:車両1を車両後方に向けて駆動するモータトルクの方向
つまり、車両1が前進走行している(車両前方に向かう方向に走行している)場合のロータ22の回転方向が前進回転方向である。一方、車両1が後進走行している(車両後方に向かう方向に走行している)場合のロータ22の回転方向が後進回転方向である。
図4を参照して、第一電流制御について説明する。第一電流制御は、車両1を登坂方向に発進させたい場合に、ロータ22を一時的に逆回転させる制御である。言い換えると、第一電流制御は、車両1を発進させる回転方向とは逆方向(逆回転方向)にロータ22を回転させる電流制御である。本実施形態の第一電流制御には、SRモータ2に逆回転方向のトルクを発生させることでSRモータ2を逆回転させる逆トルク出力制御、およびSRモータ2の励磁を行わずSRモータ2にトルクを発生させない状態として車両1に作用する重力によってSRモータ2を逆回転させる非通電制御が含まれる。車両1が前進している場合、車両1の前進に応じて、ロータ22の回転位置は前進回転方向(図4の右方向)に変化していく。ECU4は、車両1を前進方向に発進させる場合であって、停止位置ω1における通常最大トルクTmax0の大きさT1が発進必要トルクの大きさ未満である場合、第一電流制御によってロータ22を矢印Y1で示すように後進回転方向に回転させる。ロータ22の回転位置の変化によって、通常最大トルクTmax0の大きさが変化する。ECU4は、ロータ22の回転位置に応じた通常最大トルクTmax0の大きさが発進必要トルク以上となると、その回転位置で第一電流制御を終了して、SRモータ2に前進回転方向のトルクを発生させる制御を実行する。
図6を参照して、第二電流制御について説明する。第二電流制御は、許容範囲よりも大きなトルクをSRモータ2に一時的に出力させる制御である。言い換えると、第二電流制御は、通常最大電流値Imax0よりも大きな電流値をSRモータ2に一時的に供給して車両1を発進させる回転方向のトルクを発生させる制御である。図6には、通常最大トルクTmax0に加えて、第二最大トルクTmax2が示されている。ECU4は、SRモータ2が通常最大トルクTmax0を出力しても車両1を発進させることができない場合、一時的に最大電流値を通常最大電流値Imax0よりも大きな値に変更する。以下の説明では、第二電流制御においてSRモータ2に流れることを許容する最大電流値を、単に、第二最大電流値Imax2と称する。第二最大トルクTmax2は、第二最大電流値Imax2が通電された場合にSRモータ2が出力可能な最大トルクを示す。
(1)車両1の進行方向が、登坂方向である。
(2)SRモータ2に対する要求モータトルクが、発進必要トルク以上である。
(3)発進必要トルクの大きさよりも、検出されたロータ22の回転位置に応じた通常最大トルクTmax0の大きさが小さい。
条件(2)が成立しない場合、運転者の加速操作に応じた要求モータトルクは、発進必要トルク未満である。つまり、SRモータ2に対して、車両1を発進させるために必要な大きさのトルクが要求されておらず、進行方向への走行開始が指示されていないといえる。なお、ECU4は、条件(2)が成立すると、タイマーによる停止時間の計測を開始する。計測される停止時間は、運転者による発進要求や加速要求が検出された時点からSRモータ2のロータ22が停止したままで経過した経過時間である。計測された停止時間は、後述するステップS80において参照される。
図8を参照して、第2実施形態について説明する。第2実施形態については、上記第1実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。図8は、第2実施形態に係る動作を示すフローチャートである。第2実施形態において、上記第1実施形態と異なる点は、車両1が発進可能か否かを予測して実行する制御(通常制御、第一電流制御、第二電流制御)を選択するだけでなく、各制御を実行した結果ロータ22が実際に回転したか否かを判定して実行する制御を選択し直す点である。
すなわち、ロータ22が閾値時間以上停止していると肯定判定された場合(ステップS180−Y)、逆トルク出力制御(ステップS230)が実行される。ステップS180で否定判定された場合(ステップS180−N)にはステップS190で非通電制御が実行され、ロータ22が停止していると肯定判定された場合(ステップS200−Y)にはステップS210へ進んで停止時間のカウントが継続される。ステップS200で否定判定された場合(ステップS200−N)にはステップS220へ進んで停止時間がリセットされる。
図9を参照して、第3実施形態について説明する。第3実施形態については、上記第1実施形態および第2実施形態で説明したものと同様の機能を有する構成要素には同一の符号を付して重複する説明は省略する。図9は、第3実施形態に係る動作を示すフローチャートである。第3実施形態のECU4は、通常制御で発進可能と判定されない場合(ステップS30−N)に、第二電流制御を実行することなく第一電流制御を実行する。更に、ECU4は、車両1を登坂方向に発進させる場合、トルク低減制御(ステップS80)を実行することなく、逆トルク出力制御(ステップS130)を実行する。
上記第1実施形態乃至第3実施形態において、第一電流制御の2つの制御、および第二電流制御の優先順位は例示した順位には限定されない。例えば、第一電流制御が第二電流制御よりも優先的に実行されてもよく、第一電流制御においてトルク低減制御よりも逆トルク出力制御が優先的に実行されてもよい。
上記第1実施形態乃至第3実施形態において、適用対象の車両は例示した車両には限定されない。図10は、各実施形態の第2変形例に係る車両の概略構成図である。第2変形例に係る車両101において、上記各実施形態の車両100と異なる点は、前輪駆動源30を備える点である。前輪駆動源30は、エンジン31およびモータジェネレータ32を有する。エンジン31とモータジェネレータ32は、例えば、直列に接続されていても、遊星歯車機構等の差動機構を介して動力を分割可能なように接続されていてもよい。前輪駆動源30の出力軸は、変速機33を介してデファレンシャルギヤ34に接続されている。デファレンシャルギヤ34は、左右の駆動軸35を介して前輪5FL,5FRに接続されている。変速機33は、前輪駆動源30から前輪5FL,5FRまでの変速比を制御する。エンジン31、モータジェネレータ32、および変速機33は、ECU4によって制御される。
(4)前輪駆動源30が最大トルクTmax30を出力し、かつSRモータ2が通常最大トルクTmax0を出力した場合の合計車輪トルクの大きさが、発進必要トルクの大きさよりも小さい。
ECU4は、条件(1)、(2)、および(4)が全て成立する場合にステップS30で否定判定する。
2 SRモータ(スイッチトリラクタンスモータ)
3 位置検出部
4 ECU(制御部)
5 車輪
21 ステータ
22 ロータ
100 車両制御装置
Imax0 通常最大電流値
Imax2 第二最大電流値
Tmax0 通常最大トルク
Tmax2 第二最大トルク
Claims (5)
- ロータおよびステータを有し、走行用の駆動源として車両に搭載されたスイッチトリラクタンスモータと、
前記スイッチトリラクタンスモータの電流制御を行う制御部と、
を備え、
前記制御部は、前記スイッチトリラクタンスモータが通常の前記電流制御で出力可能な最大トルクを出力しても前記車両が発進しない場合、前記車両を発進させる回転方向とは逆方向に前記ロータを回転させる第一電流制御を実行し、前記車両を発進させることができるトルクを出力可能な回転位置まで前記第一電流制御によって前記ロータが前記逆方向に回転した後で前記車両を発進させる回転方向に前記ロータを回転させる制御を実行し、
前記制御部は、前記車両を発進させる回転方向のトルクであって、かつ通常の前記電流制御で出力可能な最大トルクよりも大きなトルクを前記スイッチトリラクタンスモータに一時的に出力させる第二電流制御を実行可能であり、
前記第二電流制御で供給される電流値は、前記ロータの回転位置の全域にわたって、常に通常の前記電流制御で供給される電流値よりも大きい
ことを特徴とする車両制御装置。 - 通常の前記電流制御で出力可能な最大トルクによって前記車両が発進しない場合、前記第二電流制御を前記第一電流制御よりも優先して実行する
請求項1に記載の車両制御装置。 - 前記制御部は、前記第一電流制御において、前記スイッチトリラクタンスモータの励磁を停止して前記車両に作用する重力によって前記ロータを前記逆方向に回転させる
請求項1または2に記載の車両制御装置。 - 前記制御部は、前記第一電流制御において、前記スイッチトリラクタンスモータの励磁を所定期間停止しても前記ロータが前記逆方向に回転しない場合、前記スイッチトリラクタンスモータに前記逆方向のトルクを出力させて前記ロータを前記逆方向に回転させる
請求項3に記載の車両制御装置。 - 前記制御部は、通常の前記電流制御で出力可能な最大トルクによって前記車両が発進しない場合であって、かつ前記車両の発進方向が登坂方向である場合、前記第一電流制御において、前記スイッチトリラクタンスモータに前記逆方向のトルクを出力させて前記ロータを前記逆方向に回転させる
請求項1または2に記載の車両制御装置。
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2015
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MX362088B (es) | 2019-01-07 |
KR20160088242A (ko) | 2016-07-25 |
TWI576260B (zh) | 2017-04-01 |
US20160211788A1 (en) | 2016-07-21 |
AU2016200202A1 (en) | 2016-08-04 |
CN105799546A (zh) | 2016-07-27 |
KR102092624B1 (ko) | 2020-03-24 |
TW201628881A (zh) | 2016-08-16 |
BR102016000734A2 (pt) | 2016-10-18 |
KR20170134299A (ko) | 2017-12-06 |
ES2778107T3 (es) | 2020-08-07 |
JP2016134937A (ja) | 2016-07-25 |
RU2630258C2 (ru) | 2017-09-06 |
PH12016000025A1 (en) | 2017-07-24 |
RU2016100995A (ru) | 2017-07-17 |
CN105799546B (zh) | 2018-12-04 |
MX2016000456A (es) | 2016-07-15 |
KR102018531B1 (ko) | 2019-09-06 |
BR102016000734B1 (pt) | 2022-05-31 |
US9641118B2 (en) | 2017-05-02 |
EP3045345A1 (en) | 2016-07-20 |
EP3045345B1 (en) | 2020-02-19 |
EP3296148A1 (en) | 2018-03-21 |
CA2917507A1 (en) | 2016-07-15 |
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