WO2008102714A1 - 回転電機の駆動制御装置および車両 - Google Patents
回転電機の駆動制御装置および車両 Download PDFInfo
- Publication number
- WO2008102714A1 WO2008102714A1 PCT/JP2008/052608 JP2008052608W WO2008102714A1 WO 2008102714 A1 WO2008102714 A1 WO 2008102714A1 JP 2008052608 W JP2008052608 W JP 2008052608W WO 2008102714 A1 WO2008102714 A1 WO 2008102714A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- temperature
- rotating electrical
- permanent magnet
- electrical machine
- motor
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/06—Limiting the traction current under mechanical overload conditions
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/12—Recording operating variables ; Monitoring of operating variables
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/25—Devices for sensing temperature, or actuated thereby
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/32—Means for protecting converters other than automatic disconnection
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
- H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
- H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
- H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
- H02M7/53871—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/60—Controlling or determining the temperature of the motor or of the drive
- H02P29/66—Controlling or determining the temperature of the rotor
- H02P29/662—Controlling or determining the temperature of the rotor the rotor having permanent magnets
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/16—DC brushless machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/425—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/427—Voltage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/429—Current
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/527—Voltage
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/529—Current
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/50—Control modes by future state prediction
- B60L2260/56—Temperature prediction, e.g. for pre-cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/087—Temperature
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/088—Temperature
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
- H02P2201/09—Boost converter, i.e. DC-DC step up converter increasing the voltage between the supply and the inverter driving the motor
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
Definitions
- the present invention relates to a drive control device for a rotating electrical machine and a vehicle, and particularly to a technique for preventing demagnetization of a permanent magnet included in a rotor in a permanent magnet type synchronous machine.
- Such an electric vehicle includes a power storage device including a secondary battery and the like, and a motor generator for receiving electric power from the power storage device and generating a driving force.
- the motor generator generates driving force when starting or accelerating, and converts the vehicle's kinetic energy into electrical energy and recovers it to the power storage device when braking.
- a permanent magnetic synchronous machine As a motor generator mounted on such an electric vehicle, a permanent magnetic synchronous machine is often used because of the high density of field magnetic flux and the ease of power regeneration.
- the interior permanent magnet synchronous machine force that can be used in combination with the driving torque (reluctance streak) generated by the asymmetry of the magnetic resistance is frequently used.
- the coercive force of a permanent magnet changes according to the environmental temperature. For example, if a ferromagnetic material that is the main component of a permanent magnet is exposed to a high ambient temperature that exceeds the Curie point at which a phase transition occurs, the coercive force of the permanent magnet will decrease, causing irreversible demagnetization that cannot be restored. Can occur.
- Japanese Laid-Open Patent Publication No. 2 0 1-1 5 7 3 0 4 discloses a rotating electric machine for a hybrid vehicle that can prevent demagnetization of a magnet due to temperature rise.
- the hybrid vehicle includes first and second rotating electric machines and a control device.
- This control device includes the engine and the first and first Based on the data input for the control of the second rotating electrical machine, the temperature of the permanent magnet of the 1 'rotating electrical machine is estimated.
- the control device estimates the armature coil temperature from the temperature of the permanent magnet, and sets the maximum energizable current value from the armature coil temperature.
- the control device limits the value of the current flowing through the armature to below this maximum value.
- the method for estimating the temperature of a permanent magnet disclosed in Japanese Patent Laid-Open No. 2 0 1-1 5 7 3 0 4 is as follows. First, the absolute value ratio K between the torque command value of the first rotating electrical machine and the output torque is calculated. Next, the calculated temperature K is substituted into a map in which the magnet temperature and the ratio K are associated, and the magnet temperature is estimated.
- the estimation accuracy may vary depending on the structure of the rotating electrical machine. If the estimation accuracy is low, the estimated temperature may be lower than the actual magnet temperature. If the estimated temperature is lower than the actual temperature, there is a possibility that the rotating electrical machine will continue to operate without the temperature rise of the rotating electrical machine being suppressed. Therefore, the possibility of permanent magnet demagnetization increases. Disclosure of the invention
- An object of the present invention is to provide a drive control device for a rotating electrical machine capable of estimating the temperature estimation of a permanent magnet included in the rotating electrical machine with higher accuracy, and a vehicle including the drive control device.
- the present invention includes a first rotating electric machine including a first rotor including a first permanent magnet, and a structure different from the first rotating electric machine, and includes a second permanent magnet.
- a drive control device that drives and controls a second rotating electrical machine (M 2) including a second rotor.
- the drive control device estimates the drive unit that drives the first and second rotating electrical machines, the temperature of the first permanent magnet, and the temperature of the second permanent magnet, and based on the estimation result
- the control unit includes a temperature estimation unit.
- the temperature estimation unit corresponds to each of the first and second rotating electric machines from among a plurality of parameters related to the state of the first and second rotating electric machines based on the difference in the structure of the first and second rotating electric machines.
- the temperature estimation unit estimates the temperature of the first permanent magnet and the temperature of the second permanent magnet using the first and second parameters, respectively.
- the length of the second rotating electrical machine in the rotational axis direction is longer than the length of the first rotating electrical machine in the rotational axis direction.
- the first rotating electrical machine further includes a first stator provided around the first rotor.
- the second rotating electrical machine further includes a second stator provided around the second rotor.
- the first and second rotors and the first and second stators are cooled by a cooling medium.
- the first parameter is the temperature of the cooling medium.
- the second parameter is the temperature of the second stator.
- the cooling medium is a cooling oil.
- the drive unit includes first and second inverters for driving the first and second rotating electric machines, respectively.
- the control unit further includes an inverter control unit.
- the inverter control unit limits the output current of the first inverter when the temperature of the first permanent magnet is equal to or higher than the first threshold temperature.
- the inverter control unit limits the output current of the second inverter when the temperature of the second permanent magnet is equal to or higher than the second threshold temperature.
- the first and second rotating electric machines are mounted on a vehicle including an internal combustion engine and drive wheels.
- the first rotating electrical machine is coupled to the internal combustion engine.
- the second rotating electrical machine is coupled to the drive wheel.
- the first rotating electric machine including the first rotor having the first permanent magnet, and a structure different from the first rotating electric machine
- a second rotating electric machine including a second rotor having a second permanent magnet, a drive unit for driving the first and second rotating electric machines, a temperature of the first permanent magnet, and a second permanent magnet
- the control unit includes a temperature estimation unit. Based on the difference in the structure of the first and second rotating electrical machines, the temperature estimation unit applies each of the first and second rotating electrical machines from among a plurality of parameters related to the state of the first and second rotating electrical machines. Select the corresponding first and second parameters. The temperature estimation unit estimates the temperature of the first permanent magnet and the temperature of the second permanent magnet using the first and second parameters, respectively.
- the length of the second rotating electrical machine in the rotational axis direction is longer than the length of the first rotating electrical machine in the rotational axis direction.
- the first rotating electric machine further includes a first stator provided around the first rotor.
- the second rotating electrical machine further includes a second stator provided around the second rotor.
- the first and second rotors and the first and second stators are cooled by a cooling medium.
- the first parameter is the temperature of the cooling medium.
- the second parameter is the temperature of the second stator.
- the cooling medium is a cooling oil.
- the drive unit includes first and second inverters for driving the first and second rotating electric machines, respectively.
- the control unit includes an inverter control unit.
- the inverter control unit limits the output current of the first inverter when the temperature of the first permanent magnet is equal to or higher than the threshold temperature of the ⁇ .
- the inverter control unit limits the output current of the second inverter when the temperature of the second permanent magnet is equal to or higher than the second threshold temperature.
- the vehicle further includes an internal combustion engine to which the first rotating electric machine is coupled, and drive wheels to which the second rotating electric machine is coupled.
- FIG. 1 is a schematic block diagram showing an example of a hybrid vehicle equipped with a drive control device for a rotating electrical machine according to an embodiment of the present invention.
- FIG. 2 is a schematic diagram of power split device 2 10 shown in FIG.
- FIG. 3 is a diagram showing in detail a portion related to drive control of AC motors M 1 and M 2 in hybrid vehicle drive apparatus 100 of FIG.
- FIG. 4 is a diagram for explaining the configuration of the inverters 14 and 31.
- FIG. 5 is a diagram showing a configuration example of a main part of a permanent magnet type rotating electrical machine used for AC motors M 1 and M 2.
- FIG. 6 is a diagram schematically showing a cross section of AC motors M 1 and M 2.
- FIG. 7 is a functional block diagram of the control device 30 in FIG.
- FIG. 8 is a diagram for explaining the eddy current generated in the permanent magnet.
- FIG. 9 is a thermal model diagram for explaining the temperature estimation method of the present embodiment.
- Fig. 10 shows the result of applying the thermal model of Fig. 9 to AC motor M1.
- FIG. 11 shows the result of applying the thermal model of FIG. 9 to AC motor M 2.
- 'FIG. 12 is a diagram showing a map stored in the temperature estimation unit 302 of FIG.
- FIG. 13 is a flowchart showing the control process of AC motor Ml in the present embodiment.
- FIG. 14 is a diagram for explaining the load factor limiting process for AC motor M 1.
- FIG. 15 is a flowchart showing a control process for AC motor M2 in the present embodiment.
- FIG. 16 is a diagram for explaining the load factor limiting process for AC motor M2. BEST MODE FOR CARRYING OUT THE INVENTION
- FIG. 1 is a schematic block diagram showing an example of a hybrid vehicle equipped with a drive control device for a rotating electrical machine according to an embodiment of the present invention.
- hybrid vehicle 200 includes a hybrid vehicle drive device 100, a power split mechanism 210, a differential gear (DG: D i f f e ren tia 1 Ge a r) 220, and a front wheel 230.
- Hybrid vehicle drive device 100 includes DC power supply B, system relays SR 1 and SR2, boost converter 12 and 2, inverters 14 and 31, DCZDC converter 20, auxiliary battery 21 and control device 30.
- the engine 60 and AC motors Ml and M2 are provided.
- Inverters 14 and 31 constitute an IPM (intelligent power module) 35.
- I PM35 is a drive unit that drives AC motors Ml and M2.
- AC motor Ml is coupled to engine 60 through power split device 210. Then, AC motor VII starts engine 60 or generates electric power by the rotational force of engine 60.
- AC motor M2 drives front wheel 230 via power split mechanism 210 and differential gear 220.
- AC motors Ml and M2 are permanent magnet type three-phase AC synchronous rotating electrical machines. That is, each of AC motors Ml and M2 is configured to rotate a rotor having a permanent magnet by a current magnetic field (rotating magnetic field) generated by a drive current flowing in a coil provided in the stator.
- the DC power source B consists of a secondary battery such as nickel metal hydride or lithium ion.
- System relays SR 1 and SR 2 are turned on and off by signal SE from control device 30. More specifically, the system relays SR 1 and _SR 2 are turned on by an H (logic high) level signal SE from the control device 30 and an L (logical low) level signal SE from the control device 30. Turned off.
- Boost converter 12 boosts the DC voltage supplied from DC power supply B and supplies it to inverters 14 and 31. More specifically, when boost converter 12 receives signal PWMU from control device 30, it boosts the DC voltage and supplies it to inverters 14 and 31. Further, when boost converter 12 receives signal PWMD from control device 30, boost converter 12 steps down the DC voltage supplied from inverter 14 (or 31) and supplies it to DC power supply B and DC / DC converter 20. Further, boost converter 12 stops the boost operation and the step-down operation by signal STP 1 from control device 30.
- inverter 14 converts the DC voltage into an AC voltage based on signal DRV 1 from control device 30 to drive AC motor Ml. Inverter 14 also converts the AC voltage generated by AC motor Ml into a DC voltage based on signal DRV 1 from control device 30, and supplies the converted DC voltage to boost converter 12.
- inverter 31 converts the DC voltage into an AC voltage based on signal DR V 2 from control device 30 and drives AC motor M 2.
- the inverter 31 converts the AC voltage generated by the AC motor M 2 into a DC voltage based on the signal DRV 2 from the control device 30 during regenerative braking of the hybrid vehicle on which the hybrid vehicle drive device 100 is mounted.
- the converted DC voltage is supplied to the boost converter 12.
- regenerative braking here refers to a driver driving a hybrid vehicle. Although braking with regenerative power generation when the foot brake is operated or foot brake is not operated, turning off the accelerator pedal while driving decelerates the vehicle (or stops acceleration) while generating regenerative power. Including that.
- the DC / DC converter 20 is driven by the signal DRV from the control device 30 and converts the DC voltage from the DC power source B to charge the auxiliary battery 21.
- the DC / DC converter 20 is stopped by a signal STP 2 from the control device 3 °.
- the auxiliary battery 21 stores the electric power supplied from the DCZDC converter 20.
- the control device 30 generates a signal DRV 1 for controlling the inverter 14 when the inverter 14 drives the AC motor M 1, and outputs the generated signal DRV 1 to the inverter 14.
- Control device 30 generates signal DRV 2 for controlling inverter 31 when inverter 31 drives AC motor M 2, and outputs the generated signal DRV 2 to inverter 31.
- control device 30 when inverter 14 (or 3 1) drives AC motor Ml (or M2), control device 30 generates signal PW MU for controlling boost converter 12 and uses the generated signal PWMU as boost converter. Output to 12. Furthermore, the control device 30 generates a signal DRV 2 for converting the AC voltage generated by the AC motor M 2 into a DC voltage during regenerative braking of the hybrid vehicle 200 on which the hybrid vehicle drive device 100 is mounted. The signal DRV 2 is output to the inverter 3 1.
- control device 30 generates signal PWMD for stepping down the DC voltage supplied from inverter 31 at the time of regenerative braking of hybrid vehicle 200, and outputs the generated signal PWMD to boost converter 12.
- FIG. 2 is a schematic diagram of power split device 210 shown in FIG.
- dynamic force dividing mechanism 210 includes a ring gear 21 1, a carrier gear 21 2, and a sun gear 2 13 and a force.
- the shaft 251 of the engine 60 is connected to the pinion gear 21 2 through the planetary carrier 253, the shaft 252 of the AC motor Ml is connected to the sun gear 213, and the shaft 254 of the AC motor M 2 is connected to the ring gear 2 1 1. It is connected.
- the shaft 254 of AC motor M 2 is DG220 It is coupled to the drive shaft of the front wheel 230 via
- AC motor M 1 rotates shaft 251 via shaft 252, sun gear 213, pinion gear 212, and planetary carrier 253 to start engine 60.
- AC motor Ml receives the rotational force of engine 60 through shaft 251, planetary carrier 253, pinion gear 212, sun gear 213, and shaft 252, and generates electric power by the received rotational force.
- FIG. 3 is a diagram showing in detail a portion related to drive control of AC motors Ml and M2 in hybrid vehicle drive apparatus 100 of FIG.
- DC power supply B outputs a DC voltage.
- the voltage sensor 10 detects the voltage Vb output from the direct current power supply B, and outputs the detected voltage Vb to the control device 30.
- Capacitor C 1 smoothes the DC voltage supplied from DC power supply B via system relays SR 1 and SR 2, and supplies the smoothed DC voltage to boost converter 12.
- the voltage sensor 11 detects the voltage V c across the capacitor C 1 and outputs the detected voltage V c to the control device 30.
- Boost converter 12 includes a reactor L 1, IGBT (Insulated Gate Bipolar Transistor) elements Q 1 and Q 2, and diodes D 1 and D 2.
- One end of the reactor L 1 is connected to the power line of the DC power source B, and the other end is an intermediate point between the I GBT element Q 1 and the I 08 element 02, that is, the I 08 element (31 emitters and I GBT element Q2 is connected between the collector of Q 2.
- I GBT elements Ql and Q2 are connected in series between the power line and the ground line 1. 8 elements (31, Q2 are above An arm and a lower arm are formed respectively.
- the collector of I GBT element Q 1 is connected to the power line, and the emitter of I GBT element Q 2 is connected to the earth line.
- diodes D 1 and D 2 for passing current from the emitter side to the collector side are arranged between the collector emitters of the IGBT elements Q l and Q2, respectively.
- boost converter 12 I GBT elements Q1 and Q2 are turned on by controller 30.
- the DC voltage supplied from the capacitor C 1 is boosted and the output voltage is supplied to the capacitor C 2.
- boost converter 12 lowers the DC voltage generated by AC motor Ml or M2 and converted by inverter 14 or 31 during regenerative braking of the hybrid vehicle, and supplies the voltage to capacitor C1.
- Capacitor C 2 smoothes the DC voltage supplied from boost converter 12, and supplies the smoothed DC voltage to inverters 14 and 31.
- Voltage sensor 13 detects the voltage on both sides of capacitor C 2, that is, output voltage Vm of boost converter 12.
- the inverter 14 converts the DC voltage into an AC voltage based on the signal DRV 1 from the control device 30 and drives the AC motor VII. As a result, AC motor Ml is driven so as to generate torque specified by torque command value TR 1.
- the inverter 14 converts the AC voltage generated by the AC motor Ml into a DC voltage based on the signal DRV 1 from the controller 30 when the AC motor Ml generates power, and converts the converted DC voltage to the capacitor C 2 To the boost converter 1 2.
- the inverter 31 converts the DC voltage into an AC voltage based on the signal D R V 2 from the control device 30 and drives the AC motor M 2. As a result, AC motor M 2 is driven to generate the torque specified by torque command value TR 2.
- the inverter 31 converts the AC voltage generated by the AC motor M 2 into a DC voltage based on the signal DRV 2 from the control device 30 during regenerative braking of the hybrid vehicle equipped with the hybrid vehicle drive device 100. Then, the converted DC voltage is supplied to the boost converter 12 via the capacitor C2.
- the rotation angle detector 3 2 A is arranged in the AC motor Ml.
- the rotation angle detector 32 A is connected to the rotation shaft of the AC motor Ml.
- the rotation angle detector 32A detects the rotation angle 61 based on the rotation position of the rotor of the AC motor Ml, and outputs the detected rotation angle 01 to the control device 30.
- the rotation angle detector 3 2 B is disposed in the AC motor M2.
- the rotation angle detector 3 2 B is connected to the rotation shaft of the AC motor M2.
- Rotation angle detector 3 2 B is an AC motor M2
- the rotation angle 0 2 is detected based on the rotation position of the rotor, and the detected rotation angle 02 is controlled and output to the device 30.
- the control device 30 receives torque command values TR1, TR2 and motor rotational speeds MRN1, MRN2 from an ECU (Electric continent ununit) provided outside. Control device 30 further receives voltage Vb from voltage sensor 10, receives voltage Vc from voltage sensor 11 and receives voltage Vm from voltage sensor 13 and receives motor current MCRT 1 from current sensor 24, and current sensor. 28 receives motor current MCRT2. Control device 30 further receives rotation angles 0 1 and 0 2 from rotation angle detectors 32 A and 32 B, respectively.
- control device 30 Based on voltage Vm, motor current MCRT 1, torque command value TR 1, and rotation angle 0 1, control device 30 performs switching control of the switching elements included in inverter 14 when inverter 14 drives AC motor Ml. Signal DR VI to generate Control device 30 outputs the generated signal DRV 1 to inverter 14.
- the control device 30 controls the switching elements included in the inverter 31 when the inverter 31 drives the AC motor M2.
- the signal DRV2 is generated.
- Control device 30 outputs the generated signal DRV 2 to inverter 31.
- the controller 30 controls the voltage Vb, Vm, the torque command value TR 1 (or TR2), and the motor speed MRN 1 (or MRN2). Based on the above, it generates the signal PWMU for switching control of the I & 8 elements 01 and Q2 of the boost converter 12. Control device 30 outputs the generated signal PWMU to boost converter 12.
- Control device 30 generates signal DRV 2 for converting the AC voltage generated by AC motor M 2 into a DC voltage during regenerative braking of hybrid vehicle 200.
- Control device 30 outputs signal DRV2 to inverter 31.
- the switching element of the inverter 31 is controlled by the signal DRV 2. This
- the inverter 31 converts the AC voltage generated by the AC motor M 2 into a DC voltage and supplies it to the boost converter 12.
- control device 30 generates a signal PWMD for stepping down the DC voltage supplied from inverter 14 (or 31), and outputs the generated signal PWMD to boost converter 12.
- the AC voltage generated by AC motor Ml or M2 is converted into a DC voltage, stepped down, and supplied to DC power source B.
- FIG. 4 is a diagram for explaining the configuration of the inverters 14 and 31.
- the configuration of the inverter 31 is the same as that of the inverter 14.
- the configuration of inverter 14 is typically described, but the configuration of inverter 3 1 is equivalent to the configuration of inverter 14 described below, with “inverter 14” replaced by “inverter 3 1”. .
- inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17.
- U-phase arm 15, V-phase arm 16, and W-phase arm 17 are provided in parallel between power supply line 1 and earth line 2.
- U-phase arm 15 consists of I GBT elements Q 3 and Q 4 force connected in series
- V-phase arm 16 consists of I GBT elements Q 5 and Q 6 force connected in series
- W-phase arm 17 Is composed of I 08 elements (37, Q 8 force connected in series.
- diode D 3 allows current to flow from the emitter side to the collector side between the collector and emitter of each I GBT element Q 3 to Q 8. ⁇ D8 are connected respectively.
- each phase arm of inverter 14 is connected to each phase end of each phase coil of AC motor Ml. That is, the other end of the U-phase coil of AC motor Ml is at the midpoint of I GBT elements Q3 and Q4, the other end of the V-phase coil is at the midpoint of IGBT elements Q5 and Q6, and the other end of the W-phase coil Are connected to the intermediate points of I GBT elements Q 7 and Q 8, respectively. Similarly, the intermediate point of each phase arm of inverter 31 is connected to each phase end of each phase coil of AC motor M2.
- FIG. 5 is a diagram showing a configuration example of a main part of a permanent magnet type rotating electric machine used for AC motors Ml and M2.
- a plurality of holes 52 are formed in the rotor core 50, and the permanent magnet 54 is inserted and disposed in the hole 52 to form a pole.
- the rotor core 5 A plurality of coils (not shown) are arranged so as to surround 0. The rotor is driven to rotate based on a rotating magnetic field formed by passing through a plurality of coils.
- the control device 30 controls the inverters 14 and 31 in the first mode, and the magnet temperature exceeds the threshold temperature. In the second mode, the inverters 14 and 31 are controlled in the second mode in which the temperature rise of the permanent magnet can be suppressed more than in the first mode.
- FIG. 6 is a diagram schematically showing a cross section of AC motors Ml and M2.
- the cross-sectional direction of AC motors Ml and M2 is parallel to the rotation axis of AC motors Ml and M2.
- AC motors Ml and M2 are housed in case 65.
- the AC motor Ml includes a rotor core 50.1 and a permanent magnet 54.1.
- the permanent magnet 54.1 is inserted into the rotor core 50.1.
- AC Motor] VII further includes a stator core 46.1 and a stator coil 46.1 wound around the stator core 40.1.
- the stator core 40.1 (and the stator coil 46.1) is provided around the rotor core S-O-1.
- AC motor M2 includes a rotor core 50.2 and a permanent magnet 54.2.
- the permanent magnet 54.2 is inserted into the rotor core 50.2.
- AC motor M2 further includes a stator core 40.2 and a stator coil 46.2 wound around stator core 40.2.
- the stator core 40.2 (and the stator coil 46.2) is placed around the mouth-tacore 50.2.
- the number of permanent magnets 54.1 and the number of permanent magnets 54.2 are not particularly limited.
- Axis X is the rotating shaft of AC motor Ml and the rotating shaft of AC motor M2. As shown in Fig. 6, the length of the rotor core 50.1 in the axis X direction is the rotor core 50. It is longer than the length of the 2 axis X direction. Thus, AC motor Ml and AC motor M2 have different structures.
- Rotor core 50.1 and stator (stator core 40.1 and stator coil 46.1) are cooled by oil 70.
- rotor core 50.2 and stator (stator core 40.2 and stator coil
- the oil 70 is specifically an automatic transmission fluid (ATF) of an automatic transmission.
- ATF automatic transmission fluid
- the rotor and the stator can be cooled by the cooling oil that is liquid.
- the rotor and the stator can be cooled by the ATF.
- the cooling medium is oil, but for example, the cooling medium may be a gas.
- a temperature sensor 72 for detecting the temperature of the oil 70 is provided at the bottom of the case 65.
- a temperature sensor 74 is provided in the vicinity of the stator coil 46.2 in order to detect the temperature of the stator of the AC motor M2.
- FIG. 7 is a functional block diagram of the control device 30 of FIG. Note that the control device 30 shown in FIG. 7 may be realized by hardware or software.
- control device 30 includes a converter control unit 301, a temperature estimation unit 3 02, and an inverter control unit 303. Based on the voltage Vb of the DC power supply B, the voltage Vc of the capacitor C1, the motor rotation speeds MRN1 and MRN2, and the torque command values TR1 and TR2, the converter control unit 301 generates signals PWMU, PWMD, Generate and output STP 1.
- Temperature estimation unit 302 receives motor rotation speeds MRN 1 and MRN 2 and torque command values TR 1 and TR 2. Temperature estimation unit 302 further receives temperature Ta of oil 70 from temperature sensor 72 (see FIG. 6), and receives temperature T s of stator coil 46.2 from temperature sensor 74 (see FIG. 6). The temperature estimation unit 302 calculates the rotor core of the AC motor Ml based on the motor rotational speed MRN1, the torque command direct TR 1, and the temperature Ta.
- the inverter control unit 303 generates a signal DRV 1 based on the rotation angles 0 1 and 0 2, the torque command values TR 1 and TR 2, the motor currents MCRT 1 and MCRT 2, and the output voltage V m of the boost converter 12. , Generate and output DRV 2.
- the inverter control unit 303 receives the estimated magnet temperature value from the temperature estimation unit 302. Inverter control section 303 limits the load factor of AC motor Ml (M2) when the magnet temperature exceeds a predetermined threshold temperature.
- FIG. 8 is a diagram for explaining the eddy current generated in the permanent magnet.
- eddy current I is generated in permanent magnet 54.
- Eddy current I flows only near the surface of the permanent magnet 54. Since Joule heat is generated by the eddy current I, the temperature of the permanent magnet 54 rises. The eddy current I increases as the fluctuation of the magnetic field increases. As a result, the temperature of the permanent magnet 54 increases.
- Joule heat due to eddy current is not generated.
- the rotor of an AC motor is configured to be rotatable, if a temperature sensor is used to directly detect the temperature of the permanent magnet provided in the rotor, the rotating rotor and the stationary stator side It is necessary to configure the sensor wiring between them with a rotary joint. This complicates the motor structure.
- control device 30 Based on the difference in the structure of AC motors Ml and M2, control device 30 has first and second corresponding to each of AC motors Ml and M2 among a plurality of parameters related to the states of AC motors M1 and M2. Select the second parameter.
- the first parameter is the temperature Ta of the oil 70
- the second parameter is the temperature T s of the stator coil 46.2.
- the control device 30 estimates the temperature of the permanent magnet 54.1 included in the AC motor Ml based on the temperature T s and calculates the temperature of the permanent magnet 54.2 included in the AC motor M2 based on the temperature T s. presume. By selecting an appropriate parameter from among multiple parameters according to the structure of the AC motor, the temperature of the permanent magnet can be estimated more accurately.
- FIG. 9 is a thermal model diagram for explaining the temperature estimation method of the present embodiment.
- the magnet temperature, calorific value, and heat capacity are Tin, Qm, and Mm, respectively.
- T r, Q r, and Mr be the rotor temperature, heat value, and heat capacity, respectively.
- T s, Q s, and Ms be the stator temperature, heat value, and heat capacity, respectively.
- the temperature of the atmosphere (oil) be Ta.
- the thermal resistance between the magnet and the rotor, the thermal resistance between the rotor and the stator, the thermal resistance between the stator and the atmosphere, and the thermal resistance between the rotor and the atmosphere are respectively R 1, R 2, R 3 , R4.
- the unit of temperature is [° C].
- the unit of heat capacity is [JZ ° C] and the unit of thermal resistance is [° CZW].
- Tm (R 1 + R 4) Qm + R4 (Q r + Q s) — (R 4 / R 3) T s + (1 + R 4 / R 3) T a (4)
- Equation (4) shows that the temperature Tm is a linear function determined by the calorific value and temperature.
- FIG. 10 is a diagram showing a result of applying the thermal model of FIG. 9 to AC motor M 1.
- the temperature is the measured value
- the calorific value is the calculated value.
- the contribution rate is a value indicating the degree of coincidence between the measured value and the estimated value, and is a value in the range of 0 to 1. The closer the contribution rate is to 1, the smaller the difference between the estimated value and the measured value. As shown in FIG. 10, a plurality of points indicating the relationship between the estimated value and the actually measured value are distributed in the vicinity of a straight line indicating that the estimated value and the actually measured value are equal.
- FIG. 11 shows the result of applying the thermal model of FIG. 9 to AC motor M 2.
- the temperature is a measured value
- the heat value is a calculated value.
- a high correlation was obtained between magnet heat generation Q m and stator temperature T s.
- the horizontal axis shows the estimated value of the magnet temperature obtained from the regression equation
- the vertical axis shows the measured value of the magnet temperature.
- the contribution ratio (R 2 ) was 0.9699.9.
- a plurality of points indicating the relationship between the estimated value and the actually measured value are distributed in the vicinity of a straight line indicating that the estimated value and the actually measured value are equal.
- the temperature of oil 70 is the ambient temperature of AC motors Ml and M2. Therefore, if the AC motor continues to be used without changing the operating point of the AC motor, the ambient temperature and the temperature of the permanent magnet will be approximately equal. For this reason, the temperature of AC motor M1 and the oil temperature are considered to be correlated.
- AC motor M2 has a longer shaft length than AC motor Ml.
- stator of AC motor M 2 (stator core 40.2 and stator coil 46.2) Receives a lot of heat generated from the rotor (heat receiving area increases).
- temperature of oil 70 reflects the average temperature of AC motors Ml and M2. Therefore, the temperature of stator coil 46.2 is higher than that of oil 70. Permanent magnet 54.
- temperature estimation unit 302 in FIG. 7 stores a map that associates the operating state of AC motor M 1 with the magnet temperature, and is included in the rotor of AC motor M 1 with reference to this map. Estimate the temperature of the permanent magnet.
- FIG. 12 is a diagram showing a map recorded by the temperature estimation unit 302 in FIG.
- each of maps MP 1 to MP 4 defines the correspondence between the magnet temperature and the operating point of AC motor Ml determined by the torque and rotational speed of AC motor Ml.
- the oil temperature (temperature Ta) conditions differ between maps MP1 to MP4.
- the temperature estimation unit 302 stores a plurality of maps (maps MP 1, MP 2, MP 3, MP 4, etc.) that differ for each oil temperature (temperature Ta).
- the number of maps is not particularly limited, but the larger the number of maps, the more accurately the temperature of the permanent magnet included in the rotor of AC motor Ml can be estimated.
- the temperature estimation unit 302 receives the temperature Ta from the temperature sensor 72 and selects a map corresponding to the temperature Ta from a plurality of maps. Next, temperature estimation section 302 refers to the map and calculates the magnet temperature from the operating point on the map determined by torque command value TR 1 and motor rotational speed MRN1. Fig. 12 shows 110 ° C, 150 ° C, and 190 ° C as examples of magnet temperatures defined in the map.
- the method for estimating the magnet temperature of AC motor M 2 by temperature estimation unit 302 is as follows.
- the temperature estimation unit 302 stores a correlation equation between the stator temperature and the magnet temperature, which is obtained in advance.
- the temperature estimation unit 302 estimates the magnet temperature of the AC motor M2 based on the stator temperature T s obtained by the temperature sensor 74 and its correlation equation.
- FIG. 13 is a flowchart showing the control process of AC motor Ml in the present embodiment.
- control device 30 sets the initial temperature of the permanent magnet included in the rotor of AC motor Ml (M2) (step S1).
- the process of step S1 is executed, for example, when a start instruction is given to the hybrid vehicle drive apparatus 100.
- the initial temperature of the permanent magnet of AC motor Ml is set to temperature Ta (oil temperature).
- control device 30 (more specifically, temperature estimation unit 302 shown in FIG. 6) obtains temperature Ta, torque command value TR 1, and motor rotation speed MRN 1.
- the control device 30 selects a map corresponding to the temperature T′a from among a plurality of maps.
- control device 30 estimates magnet temperature Tmg 1 of the permanent magnet included in the rotor of AC motor Ml based on the map, torque command value TR 1 and motor rotational speed MRN 1.
- control device 30 determines whether or not magnet temperature Tmg1 is equal to or higher than a predetermined temperature T1. If magnet temperature Tmg 1 is equal to or higher than temperature T 1 (YES in step S 3), the process proceeds to step S 4. On the other hand, when magnet temperature Tmg 1 is lower than temperature T 1 (NO in step S 3), the process returns to step S 2.
- control device 30 executes a process (load factor limiting process) for limiting torque of AC motor Ml (step S 4). Specifically, control device 30 limits the current flowing through AC motor Ml, that is, the output current of inverter 14. When the process of step S4 ends, the process returns to step S2.
- FIG. 14 is a diagram for explaining the load factor limiting process for AC motor Ml.
- the horizontal axis of the graph represents the estimated magnet temperature (magnet temperature Tmg 1)
- the vertical axis of the graph represents the torque limit value of AC motor M1.
- the control device 30 reduces the torque limit value when the magnet temperature exceeds T1.
- control device 30 sets the torque limit value to 0, for example.
- the control device 30 controls the output current of the inverter 14 so as not to exceed the torque limit value of the AC motor Ml. Therefore, when magnet temperature Tmg 1 exceeds T 1, the torque of AC motor Ml is limited.
- FIG. 15 is a flowchart showing the control processing of AC motor M2 in the present embodiment.
- control device 30 sets the initial temperature of the permanent magnet included in the rotor of AC motor M2 (step S1A).
- the initial temperature of the permanent magnet of AC motor M 2 is set to temperature T s (stator coil temperature).
- step S 2 A the control device 30 (more specifically, the temperature estimation unit 302 shown in FIG. 6) substitutes the temperature T s into a correlation equation that is stored in advance, and includes a permanent magnet included in the rotor of the AC motor M2. Estimate the magnet temperature Tmg2.
- step S 3 A the controller 30 determines that the magnet temperature Tmg 2 is equal to the predetermined temperature T 1.
- step S 3 A judges whether it is A or more. If magnet temperature Tmg 2 is equal to or higher than temperature T 1 A (YES in step S 3 A), the process proceeds to step S 4 A. On the other hand, when magnet temperature Tmg 2 is lower than temperature T 1 A (NO in step S 3 A), the process returns to step S 2 A.
- control device 30 executes a process of limiting the torque of AC motor M 2 (load factor limiting process) (step S4A).
- the control device 30 limits the current flowing through the AC motor M 2, that is, the output current of the inverter 31.
- the process of step S 4 A ends, the process returns to step S 2 A.
- FIG. 16 is a diagram for explaining the load factor limiting process for AC motor M2.
- the horizontal axis of the graph shows the estimated magnet temperature (magnet temperature Tmg 2), and the vertical axis of the graph shows the torque limit value of AC motor M2.
- the control device 30 decreases the torque limit value when the magnet temperature exceeds T l A. When the magnet temperature becomes T 2 A or higher, control device 30 sets the torque limit value to 0, for example.
- the control device 30 controls the output current of the inverter 14 so that the output torque of the AC motor M2 does not exceed the torque limit value. Therefore, when magnet temperature Tmg 2 exceeds T 1 A, the torque of AC motor M2 is limited.
- the temperature of the permanent magnet can be lowered by operating the AC motor Ml (M2) with the output torque limited. Therefore, demagnetization of the permanent magnet can be prevented.
- AC motors Ml and M2 are motors having different structures (having different shaft lengths).
- the controller 30 estimates the magnet temperatures Tmg l and Tmg 2 and controls the I PM 35 (inverters 14 and 31) based on the magnet temperatures Tmg 1 and Tmg 2.
- Control device 30 estimates magnet temperature Tmg 1 using the first parameter (temperature of cooling oil of AC motors Ml and M2).
- the control device 30 estimates the magnet temperature Tmg 2 based on the second parameter (temperature of the stator coil 46.2).
- the magnet temperature can be estimated more accurately by selecting an appropriate parameter from the multiple parameters related to the state of the AC motors Ml and M2 based on the difference in the structure of the AC motors Ml and M2. .
- the vehicle of the present embodiment it is possible to drive a plurality of rotating electric machines having different structures while preventing demagnetization of the permanent magnet.
- converter control unit 301, temperature estimation unit 302, and inverter control unit 303 in control device 30 in the present embodiment may be configured by a circuit having a function corresponding to each block, or set in advance. You may implement
- CPU Central Processing Unit
- ROM Read Only Memory
- the plurality of parameters relating to the state of the AC motor are not limited to the parameters used in the thermal model of FIG. 9, and may include other parameters such as the number of rotations of the AC motor.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
- Dc-Dc Converters (AREA)
- Control Of Ac Motors In General (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN2008800056368A CN101617465B (zh) | 2007-02-21 | 2008-02-12 | 旋转电机的驱动控制装置和车辆 |
DE112008000467T DE112008000467B4 (de) | 2007-02-21 | 2008-02-12 | Antriebssteuerungsgerät für rotierende elektrische Maschinen und Fahrzeug |
US12/448,972 US8307929B2 (en) | 2007-02-21 | 2008-02-12 | Drive control apparatus for rotating electric machines and vehicle |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2007-040840 | 2007-02-21 | ||
JP2007040840A JP4853321B2 (ja) | 2007-02-21 | 2007-02-21 | 回転電機の駆動制御装置および車両 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2008102714A1 true WO2008102714A1 (ja) | 2008-08-28 |
Family
ID=39709991
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2008/052608 WO2008102714A1 (ja) | 2007-02-21 | 2008-02-12 | 回転電機の駆動制御装置および車両 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8307929B2 (ja) |
JP (1) | JP4853321B2 (ja) |
CN (1) | CN101617465B (ja) |
DE (1) | DE112008000467B4 (ja) |
WO (1) | WO2008102714A1 (ja) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8482238B2 (en) | 2010-11-30 | 2013-07-09 | Caterpillar Inc. | System and method for estimating a generator rotor temperature in an electric drive machine |
CN107171605A (zh) * | 2017-05-19 | 2017-09-15 | 燕山大学 | 一种bldcm二二导通与三三导通切换方法 |
Families Citing this family (27)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010124610A (ja) * | 2008-11-20 | 2010-06-03 | Meidensha Corp | Pmモータの制御方法 |
CN101741295B (zh) * | 2009-12-31 | 2013-07-17 | 陕西捷普控制技术有限公司 | 基于单个fpga芯片的多稀土永磁同步电机驱动系统 |
JP5264941B2 (ja) * | 2011-01-21 | 2013-08-14 | 本田技研工業株式会社 | 電動車両用電源装置 |
JP5264940B2 (ja) * | 2011-01-21 | 2013-08-14 | 本田技研工業株式会社 | 電動車両用電源装置 |
DE112011105027T5 (de) * | 2011-03-16 | 2013-12-24 | Toyota Jidosha Kabushiki Kaisha | Wechselrichter-Überhitzungsschutz-Steuervorrichtung und Wechselrichter-Überhitzungsschutz-Steuerverfahren |
US9166516B2 (en) | 2011-06-30 | 2015-10-20 | Toyota Jidosha Kabushiki Kaisha | Motor drive apparatus and vehicle including the same, and method for controlling motor drive apparatus |
JP5276700B2 (ja) * | 2011-09-21 | 2013-08-28 | ファナック株式会社 | 電動機の巻線過熱防止装置および電動機の制御装置 |
JP5811755B2 (ja) * | 2011-10-11 | 2015-11-11 | 日産自動車株式会社 | モータ温度検出装置及び駆動力制御装置 |
JP5802577B2 (ja) | 2012-03-07 | 2015-10-28 | 日立オートモティブシステムズ株式会社 | 回転電機制御装置 |
JP5420006B2 (ja) * | 2012-03-22 | 2014-02-19 | 三菱電機株式会社 | 同期機制御装置 |
US20150073639A1 (en) * | 2012-04-18 | 2015-03-12 | International Engine Intellectual Property Company , Llc | Hybrid drive train control method |
KR20150004374A (ko) * | 2012-04-27 | 2015-01-12 | 보그워너 토크트랜스퍼 시스템즈 아베 | 전기 차축 |
KR101920080B1 (ko) * | 2012-05-04 | 2018-11-19 | 현대모비스 주식회사 | 모터 회전자 온도를 이용한 구동모터제어방법 |
JP5885250B2 (ja) * | 2012-06-15 | 2016-03-15 | トヨタ自動車株式会社 | 回転電機冷却システム |
JP2014024442A (ja) * | 2012-07-26 | 2014-02-06 | Toyota Motor Corp | ハイブリッド車両用動力装置の制御装置 |
JP6026815B2 (ja) * | 2012-08-22 | 2016-11-16 | トヨタ自動車株式会社 | 電動車両の駆動制御装置 |
JP2014045575A (ja) * | 2012-08-27 | 2014-03-13 | Toyota Motor Corp | 回転電機の駆動制御装置 |
JP2014057385A (ja) | 2012-09-11 | 2014-03-27 | Toyota Motor Corp | 回転電機の制御装置及びその制御装置を備えた回転電機駆動システム |
JP5695013B2 (ja) | 2012-11-02 | 2015-04-01 | 本田技研工業株式会社 | 回転電機の磁石温度推定装置及び磁石温度推定方法 |
JP2014131392A (ja) * | 2012-12-28 | 2014-07-10 | Toshiba Corp | インバータ制御装置及びインバータ装置 |
DE102013208335A1 (de) * | 2013-05-07 | 2014-11-13 | Mahle International Gmbh | Motor und Verfahren zum Antreiben einer Pumpe |
US20150229249A1 (en) * | 2014-02-13 | 2015-08-13 | GM Global Technology Operations LLC | Electronic motor-generator system and method for controlling an electric motor-generator |
WO2015170747A1 (ja) * | 2014-05-09 | 2015-11-12 | 本田技研工業株式会社 | 回転電機の磁石温度推定装置および回転電機の磁石温度推定方法 |
US20160079850A1 (en) * | 2014-09-15 | 2016-03-17 | Continental Automotive Systems, Inc. | Boost Converter Apparatus And Method |
CN110506389B (zh) * | 2017-04-28 | 2023-06-20 | 日本电产株式会社 | 马达驱动装置和电动助力转向装置 |
JP6701158B2 (ja) * | 2017-12-22 | 2020-05-27 | 株式会社Subaru | 車両の制御装置及び車両の制御方法 |
DE102018204159A1 (de) * | 2018-03-19 | 2019-09-19 | Robert Bosch Gmbh | Verfahren zu Ansteuerung eines Elektromotors |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001157304A (ja) * | 1999-11-24 | 2001-06-08 | Denso Corp | ハイブリッド車用回転電機装置 |
JP2003134869A (ja) * | 2001-08-17 | 2003-05-09 | Delphi Technologies Inc | 電気機械のためのアクティブ温度推定 |
JP2003164010A (ja) * | 2001-11-26 | 2003-06-06 | Aisin Aw Co Ltd | 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム |
JP2005012914A (ja) * | 2003-06-19 | 2005-01-13 | Koyo Seiko Co Ltd | 電動機のドライバ |
JP2006014554A (ja) * | 2004-06-29 | 2006-01-12 | Toyo Electric Mfg Co Ltd | 永久磁石型同期電動機の制御装置 |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH02101944A (ja) * | 1988-10-05 | 1990-04-13 | Yaskawa Electric Mfg Co Ltd | 回転軸の熱変位制御方法 |
JPH0265081U (ja) | 1988-10-31 | 1990-05-16 | ||
JP3000943B2 (ja) * | 1996-07-02 | 2000-01-17 | トヨタ自動車株式会社 | 動力出力装置およびその制御方法 |
JPH11243658A (ja) * | 1998-02-23 | 1999-09-07 | Hitachi Ltd | 液冷式オルタネータ |
JP2000023421A (ja) | 1998-06-30 | 2000-01-21 | Toyota Motor Corp | ロータ温度推定方法 |
JP3557924B2 (ja) | 1998-12-10 | 2004-08-25 | トヨタ自動車株式会社 | 電動機制御装置及び電動機制御方法 |
JP3644354B2 (ja) * | 2000-05-09 | 2005-04-27 | トヨタ自動車株式会社 | 温度推定方法および装置 |
JP3859052B2 (ja) * | 2000-06-13 | 2006-12-20 | アイシン・エィ・ダブリュ株式会社 | 駆動装置 |
JP4701481B2 (ja) * | 2000-08-01 | 2011-06-15 | 富士電機システムズ株式会社 | 電動機の制御装置 |
US6427794B1 (en) | 2001-09-17 | 2002-08-06 | Ford Global Technologies, Inc. | Adaptive demagnetization compensation for a motor in an electric or partially electric motor vehicle |
JP4391719B2 (ja) * | 2002-03-20 | 2009-12-24 | トヨタ自動車株式会社 | モータ温度推定装置およびモータ制御装置 |
US20060207809A1 (en) * | 2005-03-21 | 2006-09-21 | Caterpillar Inc. | Electric drive system having cooling strategy |
DE102005026439A1 (de) * | 2005-06-08 | 2006-12-14 | Siemens Ag | Verfahren und Vorrichtung zum Steuern eines bürstenlosen Gleichstrommotors |
-
2007
- 2007-02-21 JP JP2007040840A patent/JP4853321B2/ja not_active Expired - Fee Related
-
2008
- 2008-02-12 CN CN2008800056368A patent/CN101617465B/zh not_active Expired - Fee Related
- 2008-02-12 US US12/448,972 patent/US8307929B2/en not_active Expired - Fee Related
- 2008-02-12 DE DE112008000467T patent/DE112008000467B4/de not_active Expired - Fee Related
- 2008-02-12 WO PCT/JP2008/052608 patent/WO2008102714A1/ja active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2001157304A (ja) * | 1999-11-24 | 2001-06-08 | Denso Corp | ハイブリッド車用回転電機装置 |
JP2003134869A (ja) * | 2001-08-17 | 2003-05-09 | Delphi Technologies Inc | 電気機械のためのアクティブ温度推定 |
JP2003164010A (ja) * | 2001-11-26 | 2003-06-06 | Aisin Aw Co Ltd | 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム |
JP2005012914A (ja) * | 2003-06-19 | 2005-01-13 | Koyo Seiko Co Ltd | 電動機のドライバ |
JP2006014554A (ja) * | 2004-06-29 | 2006-01-12 | Toyo Electric Mfg Co Ltd | 永久磁石型同期電動機の制御装置 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8482238B2 (en) | 2010-11-30 | 2013-07-09 | Caterpillar Inc. | System and method for estimating a generator rotor temperature in an electric drive machine |
CN107171605A (zh) * | 2017-05-19 | 2017-09-15 | 燕山大学 | 一种bldcm二二导通与三三导通切换方法 |
Also Published As
Publication number | Publication date |
---|---|
JP2008206340A (ja) | 2008-09-04 |
DE112008000467B4 (de) | 2012-05-31 |
CN101617465A (zh) | 2009-12-30 |
CN101617465B (zh) | 2012-06-27 |
US20100140002A1 (en) | 2010-06-10 |
JP4853321B2 (ja) | 2012-01-11 |
US8307929B2 (en) | 2012-11-13 |
DE112008000467T5 (de) | 2010-01-21 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4853321B2 (ja) | 回転電機の駆動制御装置および車両 | |
US20100012408A1 (en) | Drive control apparatus for rotating electric machine and vehicle | |
JP5109290B2 (ja) | 電動機駆動制御システムおよびその制御方法 | |
JP5454685B2 (ja) | モータ駆動装置およびそれを搭載する車両 | |
JP4797476B2 (ja) | 二次電池の制御装置 | |
US8581533B2 (en) | Motor driver and method of controlling the same | |
JP4605274B2 (ja) | 車両 | |
CN101689828B (zh) | 电机驱动系统及其控制方法 | |
JP2009171640A (ja) | 電動機の駆動制御装置および駆動制御方法ならびに電動車両 | |
JP5055836B2 (ja) | 同期モーター用磁極位置センサーの位相ズレ検出装置および検出方法 | |
JP2009189181A (ja) | モータ駆動システムおよびその制御方法ならびに電動車両 | |
JP2007028702A (ja) | 二次電池の制御装置 | |
JP2008206339A (ja) | 回転電機の駆動制御装置および車両 | |
JP4754901B2 (ja) | 電動圧縮機の制御装置 | |
JP2006333549A (ja) | 車両用制動制御装置 | |
JP2009240087A (ja) | 回転電機の制御装置 | |
JP5428234B2 (ja) | 回転電機制御システム | |
JP3985550B2 (ja) | 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム | |
KR101171914B1 (ko) | 친환경 자동차의 모터온도 추정방법 및 장치 | |
JP5516272B2 (ja) | 回転電機制御システム | |
JP2011125161A (ja) | 電動機駆動制御装置 | |
JP2004194476A (ja) | 電圧変換装置、異常検出方法、および異常検出をコンピュータに実行させるためのプログラムを記録したコンピュータ読取り可能な記録媒体 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 200880005636.8 Country of ref document: CN |
|
DPE2 | Request for preliminary examination filed before expiration of 19th month from priority date (pct application filed from 20040101) | ||
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 08711432 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 12448972 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 1120080004676 Country of ref document: DE |
|
RET | De translation (de og part 6b) |
Ref document number: 112008000467 Country of ref document: DE Date of ref document: 20100121 Kind code of ref document: P |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 08711432 Country of ref document: EP Kind code of ref document: A1 |