WO2008102916A1 - 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
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- WO2008102916A1 WO2008102916A1 PCT/JP2008/053351 JP2008053351W WO2008102916A1 WO 2008102916 A1 WO2008102916 A1 WO 2008102916A1 JP 2008053351 W JP2008053351 W JP 2008053351W WO 2008102916 A1 WO2008102916 A1 WO 2008102916A1
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- inverter
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- rotating electrical
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- 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
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- 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
- B60K6/22—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 apparatus, components or means specially adapted for HEVs
- B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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- 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
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- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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- 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
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- 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
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
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- 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
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- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/10—Arrangements for controlling torque ripple, e.g. providing reduced torque ripple
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- 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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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- 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
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- 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
- B60L2260/10—Temporary overload
- B60L2260/16—Temporary overload of electrical drive trains
- B60L2260/167—Temporary overload of electrical drive trains of motors or generators
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- 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
- B60W2510/083—Torque
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- 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
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- 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
- B60W2510/10—Change speed gearings
- B60W2510/104—Output speed
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- 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
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- 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
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. In particular, it is for steering the magnetism resistance asymmetry thus generated drive torque (reluctance torque) the combination with the permanent magnet type synchronous machine buried structures available (interior permanent magnet synchronous machine) force s frequently.
- the coercive force of a permanent magnet changes according to the environmental temperature. For example, if the permanent magnet is exposed to a high ambient temperature that exceeds the Curie point at which the ferromagnetic material that is the main component of the permanent magnet exceeds the phase transition, the coercive force of the permanent magnet will decrease and the loss will not return to its original value. Magnetism 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 first 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.
- An object of the present invention is to provide a drive control device for a rotating electrical machine that can prevent demagnetization of a permanent magnet included in the rotating electrical machine, and a vehicle including the drive control device.
- the present invention is a drive control device for a first rotating electrical machine including a first rotor including a first permanent magnet.
- the drive control device includes a temperature estimation unit, a first inverter, and a control unit.
- the temperature estimation unit estimates the temperature of the first permanent magnet based on the first operating condition required for the first rotating electrical machine, and outputs the magnet temperature as the estimation result.
- the first inverter drives the first rotating electrical machine to rotate the first rotor.
- the control unit is configured to control the first inverter as a control mode of the first inverter and a second mode capable of suppressing a higher harmonic component of output current from the first inverter to the first rotating electrical machine than in the first mode. Mode.
- the control unit controls the first inverter in the first mode when the magnet temperature is lower than the first threshold temperature, while the controller controls the first inverter when the magnet temperature is higher than the first threshold temperature.
- the first inverter is controlled in the second mode.
- control unit limits the output current of the first inverter when the magnet temperature exceeds the second threshold temperature while controlling the first inverter in the second mode.
- the first mode is a pulse width modulation control mode.
- Second mode Is a rectangular wave control mode.
- control unit when the control mode is the second mode, the control unit is configured to reduce the rotation speed of the first rotating electrical machine as compared with the case where the control mode is the first mode.
- Control 1 inverter when the control mode is the second mode, the control unit is configured to reduce the rotation speed of the first rotating electrical machine as compared with the case where the control mode is the first mode.
- the first rotating electrical machine is mounted on a vehicle.
- the vehicle includes a drive wheel, a second rotating electric machine for rotating the drive wheel, an internal combustion engine, and a power split mechanism.
- the power split mechanism is configured such that the second rotating electrical machine and the driving wheel are coupled, and the internal combustion engine and the first rotating electrical machine are coupled, whereby the rotational speed of the first rotating electrical machine and the rotational speed of the internal combustion engine are coupled.
- the rotation speed of the second rotating electrical machine is uniquely determined.
- the internal combustion engine increases the rotational speed of the internal combustion engine so that the rotational speed of the second rotating electrical machine is kept constant.
- the second rotating electrical machine includes a second rotor including a second permanent magnet.
- the temperature estimation unit estimates the temperature of the second permanent magnet based on the second operating condition required for the second rotating electrical machine.
- the drive control device further includes a second inverter that drives the second rotating electrical machine to rotate the second rotor.
- the control unit limits the output current from the second inverter to the second rotating electrical machine when the temperature of the second permanent magnet estimated by the temperature estimation unit exceeds a predetermined temperature.
- control unit increases the carrier frequency of the first inverter as compared to when the control mode is the first mode.
- a vehicle a first rotating electrical machine including a first rotor having a first permanent magnet
- a drive control device that drives and controls the first rotating electrical machine.
- the drive control device includes a temperature estimation unit, a first inverter, and a control unit.
- the temperature estimation unit estimates the temperature of the first permanent magnet based on the first operating condition required for the first rotating electrical machine, and outputs the magnet temperature as the estimation result.
- the first inverter drives the first rotating electrical machine to rotate the first rotor.
- the control unit is configured to control the first inverter as a control mode of the first inverter and a second mode capable of suppressing higher harmonic components of the output current from the first inverter to the first rotating electrical machine than in the first mode. Mode.
- the controller When the magnet temperature is lower than the first threshold temperature, the controller When the first inverter is controlled in the first mode and the magnet temperature is higher than the first threshold temperature, the first inverter is controlled in the second mode.
- control unit limits the output current of the first inverter when the magnet temperature exceeds the second threshold temperature while controlling the first inverter in the second mode.
- the first mode is a pulse width modulation control mode.
- the second mode is the rectangular wave control mode.
- control unit when the control mode is the second mode, the control unit is configured to reduce the rotation speed of the first rotating electrical machine as compared with the case where the control mode is the first mode.
- Control 1 inverter when the control mode is the second mode, the control unit is configured to reduce the rotation speed of the first rotating electrical machine as compared with the case where the control mode is the first mode.
- the vehicle further includes drive wheels, a second rotating electric machine for rotating the drive wheels, an internal combustion engine, and a power split mechanism.
- the power split mechanism is configured such that the second rotating electrical machine and the drive wheel are coupled, and the internal combustion engine and the first rotating electrical machine are coupled to each other so that the rotational speed of the first rotating electrical machine and the rotation of the internal combustion engine are The number of revolutions of the second rotating electric machine is uniquely determined from the number.
- the internal combustion engine increases the rotational speed of the internal combustion engine so that the rotational speed of the second rotating electrical machine is kept constant.
- the second rotating electrical machine includes a second rotor having a second permanent magnet.
- the temperature estimation unit estimates the temperature of the second permanent magnet based on the second operating condition required for the second rotating electrical machine.
- the drive control device further includes a second inverter that drives the second rotating electrical machine to rotate the second rotor. The controller limits the output current from the second inverter to the second rotating electrical machine when the temperature of the second permanent magnet estimated by the temperature estimation unit exceeds a predetermined temperature.
- control unit increases the carrier frequency of the first inverter as compared to when the control mode is the first mode.
- 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 210 shown in FIG.
- 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.
- 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 electric machine used for AC motors Ml and M2.
- FIG. 6 is a functional block diagram of the control device 30 of FIG.
- FIG. 7 is a diagram for explaining the eddy current generated in the permanent magnet.
- FIG. 8 is a waveform diagram for explaining a method of generating signals DRV1, DRV2 by inverter control unit 303 shown in FIG.
- FIG. 10 is a diagram showing a map stored in the temperature estimation unit 302 of FIG.
- FIG. 11 is a flowchart for explaining temperature estimation processing executed by the temperature estimation unit 302 in FIG.
- FIG. 12 is a flowchart explaining the control process of AC motor Ml in the present embodiment.
- FIG. 13 is a diagram for explaining the movement of the operating point of AC motor M 1 in the rotational speed control process.
- FIG. 14 is a diagram for explaining the relationship between the magnet temperature Tmg and the rotational speed of the AC motor Ml.
- FIG. 15 is an alignment chart for explaining the operation of power split device 210 shown in FIG.
- FIG. 16 is a diagram for explaining the movement of the operating point of AC motor M 1 during the load factor limiting process.
- FIG. 17 illustrates the relationship between the magnet temperature Tmg and the load factor of the AC motor Ml.
- FIG. 18 is a collinear diagram for explaining the operation of power split device 210 in the load factor limiting process.
- FIG. 19 is a flowchart illustrating the control process of AC motor M 2 in the present embodiment.
- FIG. 20 is a flowchart showing another example of the control process for AC motors Ml and M2.
- FIG. 21 is a flowchart showing still another example of control processing of AC motors Ml and M2.
- 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 FE ri ent ia 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 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 3 1 constitute IPM (intelligent power module) 35.
- AC motor Ml is coupled to engine 60 through power split device 210. Then, AC motor Ml 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.
- AC motors Ml and M2 are, for example, permanent magnet type three-phase AC synchronous rotating electric 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.
- the system relays SR 1 and SR 2 are turned on / off by a signal S E from the 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 turned off by an L (logical low) level signal SE from the control device 30. Is done.
- 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. 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 DCZDC 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. Further, 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 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 boost converter 12.
- inverter 31 converts the DC voltage into an AC voltage based on signal DRV 2 from control device 30 to drive AC motor M 2. Further, the inverter 31 converts the AC voltage generated by the AC motor M2 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. Supply the converted DC voltage to boost converter 12.
- the regenerative braking here refers to braking with regenerative power generation when the driver operating the hybrid vehicle performs a foot brake operation, or the accelerator pedal is turned off while driving, although the foot brake is not operated. This includes decelerating (or stopping acceleration) the vehicle while generating regenerative power.
- the DCZDC converter 20 is driven by a 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 S TP 2 from the control device 30.
- the auxiliary battery 21 stores the electric power supplied from the DC / DC 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 also 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 has an inverter 14 (or 3 1) that is connected to the AC motor Ml.
- a signal PW MU for controlling the boost converter 12 is generated, and the generated signal PWMU is output to the boost converter 12. Further, the control device 30 generates signals DRV 1 and DRV2 for converting the AC voltage generated by the AC motor Ml or M2 into a DC voltage during regenerative braking of the hybrid vehicle 200 on which the hybrid vehicle drive device 100 is mounted. And outputs signals DR VI and DRV2 to inverters 14 and 31, respectively.
- control device 30 generates signal PWMD for stepping down the DC voltage supplied from inverter 14 (or 31) during regenerative braking of hybrid vehicle 200, and the generated signal PWMD is sent to boost converter 12. Output.
- 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 212, a sun gear 2 1 3, and a force.
- the shaft 251 of the engine 60 is connected to the carrier gear 21 2 through the planetary carrier 253, the shaft 252 of the AC motor Ml is connected to the sun gear 21 3, and the shaft 254 of the AC motor M 2 is connected to the ring gear 2 1 Connected to 1.
- the shaft 254 of AC motor M 2 is coupled to the drive shaft of front wheel 230 via DG220.
- AC motor Ml rotates shaft 25 1 through shaft 252, sun gear 21 3, carrier gear 21 2, and planetary carrier 253 to start engine 60.
- AC motor Ml receives the rotational force of engine 60 through shaft 25 1, planetary carrier 25 3, carrier gear 21 2, 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.
- System relays SR I and SR2 supply DC voltage from DC power supply B to capacitor C 1 when turned on by signal S E from 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 1 2.
- 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.
- Reactor L 1 has one end connected to the power supply line of DC power supply B, and the other end is the midpoint between I GBT element Q 1 and I 08 element 02, that is, I 08 element ⁇ 31 emitter I GBT connected between the collector of QT element Q2.
- I GBT elements Ql and Q2 are connected in series between the power supply line and the earth line.
- the collector of the I GBT element Q 1 is connected to the power supply line, and the emitter of the I GBT element Q 2 is connected to the earth line.
- diodes D 1 and D 2 for flowing current from the emitter side to the collector side are arranged between the collector and emitter emitters of the IGBT elements Q 1 and Q 2, respectively.
- boost converter 12 I GBT elements Q 1 and Q2 are turned on by controller 30.
- the DC voltage supplied from capacitor C1 is boosted and the output voltage is supplied to capacitor C2.
- Boost converter 12 steps down 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 inverter 14 31.
- Voltage sensor 13 detects the voltage on both sides of capacitor C 2, that is, the 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 Ml. As a result, AC motor Ml is driven so as to generate torque specified by torque command value TR 1. Further, 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 control device 30 during regenerative braking of the hybrid vehicle equipped with the hybrid vehicle drive device 100. The converted DC voltage is supplied to the boost converter 1 2 via the capacitor C 2.
- the inverter 31 converts the DC voltage into an AC voltage based on the signal DRV 2 from the control device 30 and drives the AC motor M 2. As a result, AC motor M2 is driven to generate the torque specified by torque command value TR2.
- the inverter 31 converts the AC voltage generated by the AC motor M2 into a DC voltage based on the signal DRV2 from the controller 30 power 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 1 2 via the capacitor C 2.
- the AC motor Ml is provided with a rotation angle detector 32A.
- the rotation angle detector 32 A is connected to the rotation shaft of the AC motor Ml.
- the rotation angle detector 32 A detects the rotation angle 01 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 AC motor M2 is provided with a rotation angle detector 32B.
- Rotation angle detector 32 B Connected to the rotating shaft of AC motor M2.
- the rotation angle detector 32B detects the rotation angle 02 based on the rotation position of the rotor of the AC motor M2, and outputs the detected rotation angle ⁇ 2 to the control device 30.
- the control device 30 receives torque command values TR 1 and T R 2 and motor rotation speeds MR ⁇ 1 and MRN 2 from an ECU (E l crt i c a cnt r o 1 Unit) 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 MCRT 2. Control device 30 further receives rotation angles 0 1 and 0 2 from rotation angle detectors 32 A and 32 B, respectively.
- the controller 30 controls the switching element included in the inverter 14 when the inverter 14 drives the AC motor Ml. Generates a signal DR VI for switching control. Control device 30 outputs the generated signal DRV 1 to inverter 14.
- the control device 30 switches the switching element included in the inverter 31 when the inverter 31 drives the AC motor M2 based on the voltage Vm, the motor current MCRT 2, the torque command value TR 2, and the rotation angle ⁇ 2. Generate signal DRV2 to control. 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 ) To generate a signal PWMU for switching control of I08 8-element ⁇ 31, Q2 of boost converter 1 2.
- Control device 30 outputs the generated signal PWMU to boost converter 12.
- Control device 30 generates signals DRV 1 and 2 for converting the AC voltage generated by AC motor Ml or M2 into a DC voltage when regenerative braking of hybrid vehicle 200 is performed.
- the control device 30 outputs the signal DRV 1 to the inverter 14 and outputs the signal DR Output V 2 to inverter 31.
- the switching elements of the inverters 14 and 31 are controlled by the signals DRV1 and DRV2.
- inverter 14 converts the AC voltage generated by AC motor Ml into a DC voltage and supplies it to boost converter 12
- inverter 31 converts the AC voltage generated by AC motor M2 to the DC voltage. And then supplied 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, which is stepped down and supplied to DC power supply 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. In the following, the configuration of the inverter 14 will be described as a representative, but the configuration of the inverter 31 is equivalent to the configuration of the inverter 14 described below in which “inverter 14” is replaced with “inverter 31”.
- 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.
- Q 4 connected in series
- V phase arm 16 consists of I GBT elements Q 5, Q 6 connected in series
- W phase arm 17 consists of I GBT elements Q 7, Q 8 force, etc. connected in series.
- diodes D3 to D8 that flow current from the emitter side to the collector side are connected between the collectors and emitters of the IGBT elements Q3 to Q8, 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 midpoints of I GBT elements Q7 and Q8, respectively.
- the intermediate point of each phase arm of inverter 31 is connected to each phase end of each phase coil of AC motor M2.
- Figure 5 shows the configuration of the main parts of a permanent magnet type rotating electrical machine used for AC motors Ml and M2. It is a figure which shows an example.
- 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.
- a plurality of coils (not shown) are arranged so as to surround the rotor core 50. 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 when the magnet temperature of the permanent magnet is equal to or lower than the predetermined threshold temperature, and when the magnet temperature exceeds the threshold temperature. Controls the inverters 14 and 31 in the second mode, which can suppress the temperature rise of the permanent magnets in the first mode.
- FIG. 6 is a functional block diagram of the control device 30 of FIG. Note that the control device 30 shown in FIG. 6 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.
- Converter control unit 301 generates signals PWMU, PWMD based on voltage Vb of DC power supply B, voltage Vc of capacitor C1, motor rotational speed MRN1, MRN2, and torque command values TR1, TR2. , STP 1 is generated and output.
- Temperature estimation unit 302 estimates the temperature of the permanent magnet included in the rotor of AC motor Ml based on motor rotational speed MRN 1 and torque command value TR 1. Temperature estimation unit 302 estimates the temperature of the permanent magnet included in the rotor of AC motor M 2 based on motor rotational speed MRN 2 and torque command value TR 2. Details of the temperature estimation method will be described later.
- Inverter control section 303 includes rotation angles 0 1 and 0 2, torque command values TR 1 and TR 2, motor currents MCRT 1 and MCRT 2, and output voltage V of boost converter 1 2 Based on m, signals DRV 1 and DRV 2 are generated and output.
- the inverter control unit 303 receives the estimated magnet temperature value from the temperature estimation unit 302. When the magnet temperature exceeds a predetermined threshold temperature, inverter control unit 303 changes the control mode of AC motors Ml and M2 from the first mode to the second mode.
- FIG. 7 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.
- FIG. 8 is a waveform diagram for explaining a method of generating signals DRV 1 and DRV 2 by inverter control unit 303 shown in FIG.
- the method for generating the signals DRV 1 and DRV 2 corresponding to the U phase of AC motors M 1 and M2 is typically shown.
- the signals corresponding to the V and W phases of AC motors Ml and M2 are also generated by a method similar to the method for generating signals DRV1 and DRV2 shown in FIG.
- curve k l represents the U-phase voltage command signal calculated by inverter control unit 303.
- the triangular wave signal k 2 is a carrier signal generated by the inverter control unit 303.
- the inverter control unit 303 compares the curve k 1 with the triangular wave signal k 2 and generates pulsed signals DRV 1 and DRV 2 whose voltage values change according to the magnitude relationship between the curve k l and the triangular wave signal k 2. Then, inverter control unit 303 outputs the generated signals D RV 1 and DRV 2 to inverters 14 and 31, respectively.
- the I GBT elements Q 3 and Q 4 included in each U-phase arm 15 (see Fig. 4) of the inverters 14 and 31 perform a switching operation according to the input signal.
- 108 elements 03 and Q4 perform the switching operation at the switching frequency corresponding to the carrier frequency of the carrier signal (triangular wave signal k2).
- I GBT element Q 3 Q by changing the carrier frequency of the carrier signal (triangular signal k 2) 4 switching frequency is changed.
- the switching frequency of the switching element of the inverter depends on the carrier frequency of the PWM signal.
- a harmonic component ripple current
- the order of the harmonic component is not particularly limited.
- the magnitude of the harmonic component changes according to the number of triangular wave peaks contained in one period of curve k1.
- the harmonic component changes when the carrier frequency changes.
- Figure 9 shows the relationship between the carrier frequency and the inverter output current.
- Fig. 9 shows the U-phase output current of the inverter, but the V-phase and W-phase output currents change in the same way as the U-phase output current.
- the harmonic component (ripple current) contained in the U-phase output current increases as shown by waveform WV1.
- the carrier frequency of the triangular wave signal k2 is increased without changing the period of the curve k1, the number of triangular wave peaks included in one period of the curve k1 increases.
- the harmonic components become smaller and the waveform of the output current approaches a sine wave.
- the magnet temperature rise can be suppressed compared to when the inverter input current waveform is WV 1, thus preventing demagnetization of the permanent magnet. Is possible. Note that the waveforms WV 1 and WV 2 shown in FIG. 9 schematically show actual waveforms for explanation.
- Another method to prevent the demagnetization of the permanent magnet is to make the magnetic field (demagnetizing field) in the direction opposite to that of the permanent magnet as small as possible. The greater the demagnetizing field, the lower the temperature at which magnet demagnetization occurs.
- the magnitude of the demagnetizing field is proportional to the current flowing in the stator coil.
- the demagnetizing field is also reduced. The Thereby, it can prevent that the temperature which the demagnetization of a permanent magnet produces falls. That is, it is possible to prevent permanent magnets from demagnetizing.
- the control device estimates the magnet temperature of the permanent magnet based on the rotational speed of the motor and the torque command value.
- FIG. 10 is a diagram showing a map stored in the temperature estimation unit 30 2 in FIG.
- the temperature estimation unit 30 2 stores a map corresponding to each of the AC motors M 1 and M 2.
- FIG. 10 shows a map corresponding to the AC motor M 1.
- the map corresponding to AC motor M 2 is the same as the map shown in FIG.
- the horizontal axis of the map shows the torque of the AC motor
- the vertical axis of the map shows the rotational speed of the AC motor.
- the coordinate plane contains the regions R G 0, R G 1, R G 2 and R G 3.
- Region R G 1 is a region where magnet heat generation is large and demagnetization of the magnet occurs due to continuous use of the motor.
- the inverter is PWM controlled and both the torque and rotation speed of the AC motor are high, the operating point determined by the torque and rotation speed of the AC motor is located in the region R G 1.
- control device 30 When the rotational speed of the AC motor is high, control device 30 performs field weakening control.
- the field weakening control in general, the motor electromotive force, which increases according to the number of rotations of the motor, is reduced by weakening the field so that the motor can be controlled up to a high speed range.
- control is performed so that a demagnetizing field is applied to the permanent magnet in the d-axis direction (direction parallel to the direction of the magnetic field generated by the permanent magnet). For this reason, the demagnetization start temperature tends to decrease due to field-weakening control even if the torque decreases in the high-rotation region.
- Areas RG 2 and RG 3 generate less heat from the magnet, and the magnet temperature is increased by continuous use of the motor. Is a region where the temperature becomes smaller than the demagnetization temperature.
- the inverter is PWM controlled and both the torque and rotation speed of the AC motor are low, the operating point of the AC motor is located in the area RG2.
- the inverter is square wave controlled, the operating point of the AC motor is located in region RG3.
- the change in the magnet temperature is smaller than when the operating point is located in the region RG 1,2.
- temperature estimation section 302 sets a count value (° CZ seconds) for each of regions 100-1 ⁇ 03. This count value is determined based on experimental results and design contents, for example.
- the temperature estimation unit 302 increases or decreases the count value based on the residence time of the operating point on the map. Then, the temperature estimation unit 302 estimates the magnet temperature based on the count value.
- FIG. 11 is a flowchart illustrating the temperature estimation process executed by the temperature estimation unit 302 in FIG.
- temperature estimation unit 302 acquires a torque command value and a motor rotational speed (step S O 1).
- the temperature estimation unit 302 refers to the map of FIG. 10 and identifies in which region in the map the operating point of the AC motor determined by the acquired torque command value and motor rotational speed is located. .
- the temperature estimation unit 302 determines whether or not the operating point is located in the region RG 1 (step S O 2). When the operating point is located in region RG 1 (YES in step S O 2), temperature estimation unit 302 increases the count value (step S 03). If the operating point is not located in region RG 1 (NO in step S 02), temperature estimation unit 302 determines whether the operating point is included in either region RG 2 or region RG 3 (step S 04). When the operating point is included in region RG 2 or RG 3 (YES in step S 04), temperature estimation unit 302 decreases the count value (step S 05).
- temperature estimation unit 302 determines that the operating point is included in region RG0. In this case, the temperature estimation unit 302 does not increase or decrease the count value (step S 06).
- step SO 7 the temperature estimation unit 302 converts the count value to the magnet temperature Tmg (step SO 7).
- FIG. 12 is a flowchart explaining the control process of AC motor Ml in the present embodiment.
- the process shown in the flowchart of FIG. 12 is called from the main routine and executed when the hybrid vehicle drive apparatus 100 is started, for example.
- control device 30 sets the initial temperature of the permanent magnet included in the rotor of AC motor Ml (step S1).
- the process of step S1 is executed, for example, when a start instruction is given to the hybrid vehicle drive apparatus 100.
- AC motors Ml and M2 are provided with temperature sensors for detecting the temperature of the stator.
- the control device 30 sets the temperature of the stator detected by the temperature sensor to the initial temperature of the permanent magnet. This is because the magnet temperature and the stator temperature can be regarded as almost the same immediately after the operation of the AC motors Ml and M2 starts.
- control device 30 (more specifically, temperature estimation unit 302 shown in FIG. 6) executes the processing shown in the flowchart of FIG. 11 and is included in the rotor of AC motor M1. Estimate the temperature of the permanent magnet.
- control device 30 determines whether or not magnet temperature Tmg is equal to or higher than a predetermined threshold temperature T1. If magnet temperature Tmg is equal to or higher than threshold temperature T 1 (YES in step S 3), the process proceeds to step S 4. On the other hand, if magnet temperature Tmg is smaller than threshold temperature T 1 (NO in step S 3), the process returns to step S 2.
- control device 30 determines whether or not magnet temperature Tmg is equal to or higher than a predetermined threshold temperature T2. Note that T2> T1. If magnet temperature Tmg is equal to or higher than threshold temperature T 2 (YES in step S 4), the process proceeds to step S 7 described later. On the other hand, if magnet temperature Tmg is smaller than threshold temperature T 2 (NO in step S 4), the process proceeds to step S 5.
- step S5 the controller 30 determines that the operating point of the AC motor Ml is AC motor. Judge whether it is in the third quadrant of the operating area of M1. Similar to the map shown in Fig. 10, the operating area is a coordinate plane determined by the torque and rotational speed of AC motor Ml.
- control device 30 limits the rotational speed of AC motor Ml (step S6). Specifically, control device 30 decreases the rotational speed of AC motor Ml as the magnet temperature increases. As a result, the operating point of AC motor Ml moves from region RG 1 to region RG 2 in the map shown in FIG. As a result, the magnet temperature decreases, so that demagnetization of the permanent magnet can be prevented.
- control device 30 executes a process for limiting the torque of AC motor M1 (load factor limiting process) (step S7). Specifically, the control device 30 limits the current flowing through the AC motor Ml (the output current of the inverter 14). Note that when the process of step S7 is completed, the process returns to step S2.
- FIG. 13 is a diagram for explaining the movement of the operating point of AC motor M 1 in the rotational speed control process.
- FIG. 14 is a diagram for explaining the relationship between the magnet temperature Tmg and the rotational speed of the AC motor Ml.
- control device 30 reduces the rotational speed of AC motor Ml in accordance with magnet temperature Tmg. For example, as shown in Fig. 14, when the magnet temperature Tmg increases from T 1 to T 2, the rotational speed decreases from N g a to 0.
- the operating point moves from point A 1 to point B 1 in the operating region shown in FIG.
- the torque of AC motor Ml when the operating point is point B 1 is T g b.
- hybrid vehicle 200 of the present embodiment it is possible to move the operating point of AC motor Ml without changing the engine power. This will be explained below.
- FIG. 15 is a collinear diagram for explaining the operation of the power split mechanism 210 shown in FIG. is there.
- the rotational speed of AC motor Ml, the rotational speed of AC motor M2, and the rotational speed of engine 60 are When the rotation speed is arranged, it is located on a straight line. That is, the rotational speeds of AC motors Ml and M2 and the engine rotational speed always change so as to be positioned on a straight line.
- FIG. 16 is a diagram for explaining the movement of the operating point of AC motor Ml during the load factor limiting process.
- FIG. 17 is a diagram for explaining the relationship between the magnet temperature Tmg and the load factor of the AC motor Ml. '
- the control device 30 decreases the load factor according to the magnet temperature T mg. For example, when the magnet temperature Tmg is T2, the load factor is 100%, whereas when the magnet temperature Tmg is T3, the load factor decreases to 75%.
- the operating point moves from point A2 to point B2 in the third quadrant of the operating area.
- the torque and rotation speed of AC motor Ml when the operating point is point B2 are T gb and N gb, respectively.
- the load factor limiting process is the first to fourth quadrants of the operating area. It is executed regardless of the limit.
- FIG. 18 is a collinear diagram for explaining the operation of power split device 2 10 in the load factor limiting process.
- control device 30 changes the torque and rotational speed of AC motor M l so that the engine power does not change.
- the engine speed is N e a and the engine torque is T e a.
- controller 30 moves the operating point of AC motor M l from point A 2 to point B 2
- the engine speed is changed from N ea to N eb
- the operating point can be moved easily. For example, when the driver depresses the accelerator pedal more, the vehicle can be accelerated. On the other hand, when the speed of a hybrid vehicle becomes extremely high, or when a hybrid vehicle travels on a slope, the operating point is in the fourth quadrant (in the motion region shown in Fig. 13), In the next area.
- control device 30 limits the rotational speed of AC motor M l when the operating point of AC motor M l is in the third quadrant of the operating region. As a result, for example, it is possible to prevent the engine sound from becoming loud and to prevent the fuel consumption from decreasing.
- Control device 30 also limits the load factor when magnet temperature T mg reaches T 2 which is higher than T 1.
- the load factor of AC motor M l is limited, the acceleration performance of hybrid vehicle 200 may be reduced.
- the rotational speed limiting process is performed on the AC motor M l, thereby reducing the influence on the traveling of the hybrid vehicle 200 while reducing the rotor of the AC motor M l.
- the number of rotations can be arbitrarily set.
- step S5 the determination process in step S5 is performed. However, depending on the engine, the determination in step S5 may be unnecessary. In such a case, for example, when the condition that the magnet temperature T mg is equal to or higher than T 1 and lower than T 2 (YES in step S 3 and NO in step S 4) is satisfied, step S Process 6 is executed.
- FIG. 19 is a flowchart illustrating the control process of AC motor M 2 in the present embodiment. The process shown in the flowchart of FIG. 19 is called and executed from the main unit when the hybrid vehicle drive apparatus 100 is started, for example, as in the flowchart shown in FIG.
- the process of the flowchart of FIG. 19 is different from the process of the flow chart of FIG. 12 in that the processes of steps S 5 and S 6 are not executed. That is, the control process for AC motor M 2 differs from the control process for AC motor M 1 in that the rotation speed control process is not executed.
- control device 30 determines whether or not magnet temperature T mg of the permanent magnet included in the rotor of AC motor M 2 is equal to or higher than a predetermined temperature T x.
- control device 30 limits the load factor of AC motor ⁇ 2 (step S7).
- the temperature T x can be appropriately determined according to the characteristics of the AC motor M 2. For example, the temperature T x may be set to the same level as the temperature T 2 or higher than the temperature T 2.
- AC motor M 2 drives front wheels 2 3 0 via power split mechanism 2 1 0. Therefore, if the rotational speed limit is applied to the AC motor M 2 as well as the AC motor M 1, the traveling of the hybrid vehicle 200 may be affected.
- the control device 30 performs a load factor limiting process to lower the magnet temperature. As a result, it is possible to prevent demagnetization of the permanent magnet included in the rotor of the AC motor ⁇ 2 while minimizing the influence on the running of the hybrid vehicle 200.
- FIG. 20 is a flowchart showing another example of the control process for AC motors Ml and M2. The process shown in the flowchart of FIG. 20 is executed for each of AC motors Ml and M2.
- the process of the flowchart of FIG. 20 is different from the process of the flowchart of FIG. 12 in that steps S 5A and S 6 A are used instead of steps S 5 and S 6. This is the point where the process is executed.
- Processing in the Flowchart in FIG. 20 The processing in other steps is the same as the processing in the corresponding step in the flowchart in FIG.
- control device 30 determines whether the element temperature of inverter 14 (the temperature of the IGBT element) is equal to or lower than a predetermined value.
- control device 30 increases the carrier frequency of triangular wave signal k2 shown in FIG. 8 (step S6A). This increases the carrier frequency (switching frequency) of the inverter 14.
- control device 30 increases the carrier frequency only when the element temperature of inverter 14 is determined to be equal to or lower than the predetermined value in step S 5 A. This can prevent the inverter element from being damaged.
- the threshold temperature (temperature T 1) in step S 2 and the predetermined value in step S 5 A may be the same or different between AC motors Ml and M 2. If magnet temperature Tmg is greater than the predetermined value in step S 5 A (NO in step S 5 A), or if step S 6 A is completed, the process returns to step S 2.
- FIG. 21 is a flowchart showing still another example of the control process for AC motors Ml and M2.
- the process shown in the flowchart of Fig. 21 is the same as that of AC motors It is executed for each.
- the processing in the other steps of the flowchart of FIG. 21 is the same as the processing of the corresponding steps in the flow chart of FIG. 12, and therefore, the following description will not be repeated.
- step S4 when magnet temperature T mg is smaller than T2 (NO in step S4), control device 30 changes the control mode of AC motor Ml (M2) from PW M control mode to rectangular wave control mode. (Step S 6 B).
- the threshold temperature (temperature T 1) in step S 2 may be the same or different between AC motors M 1 and M 2.
- driving the AC motor in the rectangular wave control mode can reduce the harmonic component of the current flowing in the stator coil rather than driving in the PWM control mode. Therefore, as in the case where the carrier frequency is increased in the PWM control mode, the eddy current generated in the permanent magnet is reduced, so that demagnetization of the permanent magnet can be prevented.
- hybrid motor drive 200 is equipped with an AC motor drive control device.
- the drive control device includes an inverter 14 that drives the AC motor Ml, a control mode of the inverter 14, a first mode (PWM control mode), and an output of the inverter 14 that is higher than that of the first mode.
- a control device 30 for controlling the inverter 14 by switching between the second mode capable of suppressing the harmonic component of the current. Control device 30 controls inverter 14 in the first mode when the magnet temperature of the permanent magnet is lower than the first threshold temperature, and when the magnet temperature is equal to or higher than the first threshold temperature. Controls the inverter 14 in the second mode.
- the “second mode” in the present embodiment is a mode in which inverter 14 is controlled by WM and the rotational speed of AC motor M 1 is reduced (see step S 6 in FIG. 12), inverter 1 4 PWM control and inverter 14 carrier frequency reduction mode (see step S 6 A in Fig. 20), square wave control mode (See step S 6 B in Figure 21).
- This makes it possible to suppress an increase in magnet temperature. Therefore, according to the present embodiment, it is possible to prevent demagnetization of the permanent magnet.
- converter control unit 30 01, temperature estimation unit 30 02, and inverter control unit 30 3 in control device 30 in the present embodiment may be configured with a circuit having a function corresponding to each block.
- it may be realized by the control unit executing processing according to a preset program.
- the control of the control device 30 described above is performed by a CPU (Central Processing Unit), and the CPU executes a program for executing the function block and the processing shown in the flowchart in the ROM (Read Read from (Only Memory), execute the read program, and execute processing according to the above function block and flowchart. Therefore, ROM is equivalent to a computer (CPU) -readable recording medium that records a program for executing the processing shown in the above functional blocks and flowcharts.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/449,589 US20100012408A1 (en) | 2007-02-21 | 2008-02-20 | Drive control apparatus for rotating electric machine and vehicle |
Applications Claiming Priority (2)
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JP2007-040838 | 2007-02-21 | ||
JP2007040838A JP2008206338A (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)
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WO2008102916A1 true WO2008102916A1 (ja) | 2008-08-28 |
Family
ID=39710184
Family Applications (1)
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PCT/JP2008/053351 WO2008102916A1 (ja) | 2007-02-21 | 2008-02-20 | 回転電機の駆動制御装置および車両 |
Country Status (4)
Country | Link |
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US (1) | US20100012408A1 (ja) |
JP (1) | JP2008206338A (ja) |
CN (1) | CN101617464A (ja) |
WO (1) | WO2008102916A1 (ja) |
Cited By (3)
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FR2935848A1 (fr) * | 2008-09-08 | 2010-03-12 | Bosch Gmbh Robert | Systeme de moteur d'entrainement d'un systeme mecanique et procede de gestion d'un moteur electrique |
JP2010200430A (ja) * | 2009-02-24 | 2010-09-09 | Nissan Motor Co Ltd | 電動機の駆動制御装置 |
US11558003B2 (en) * | 2017-11-20 | 2023-01-17 | Robert Bosch Gmbh | Method and device for operating an electric machine for outputting a predefined torque and a predefined rotational speed |
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JP4452735B2 (ja) * | 2007-09-05 | 2010-04-21 | 本田技研工業株式会社 | 昇圧コンバータの制御装置および制御方法 |
JP4730420B2 (ja) * | 2008-10-09 | 2011-07-20 | トヨタ自動車株式会社 | モータ駆動装置およびモータ駆動装置の制御方法 |
WO2011148457A1 (ja) | 2010-05-25 | 2011-12-01 | トヨタ自動車株式会社 | 回転電機制御システム及び回転電機の磁石温度操作方法 |
JP5893361B2 (ja) * | 2011-11-24 | 2016-03-23 | Ntn株式会社 | モータの制御装置 |
GB201206925D0 (en) * | 2012-04-20 | 2012-06-06 | Trw Ltd | Electric motor control |
JP2014007905A (ja) * | 2012-06-26 | 2014-01-16 | Honda Motor Co Ltd | 電動機駆動システムの制御装置 |
JP2014117013A (ja) * | 2012-12-06 | 2014-06-26 | Toyota Motor Corp | 電動機の制御装置及び電動機を駆動源として搭載した車両 |
GB201305787D0 (en) * | 2013-03-28 | 2013-05-15 | Trw Ltd | Motor drive circuit and method of driving a motor |
JP2015009284A (ja) * | 2013-06-26 | 2015-01-19 | 株式会社マキタ | 電動工具 |
JP6041785B2 (ja) * | 2013-11-05 | 2016-12-14 | 本田技研工業株式会社 | 電動機制御装置 |
CN103762911B (zh) * | 2013-12-25 | 2017-08-25 | 联合汽车电子有限公司 | 永磁同步电机的降额控制方法 |
EP2894784B1 (en) * | 2014-01-13 | 2021-05-26 | Nissan Motor Co., Ltd. | Magnet temperature estimating system for synchronous electric motor |
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 |
JP6408938B2 (ja) * | 2015-03-06 | 2018-10-17 | 日立オートモティブシステムズ株式会社 | インバータの故障診断装置及び故障診断方法 |
JP6245234B2 (ja) * | 2015-08-07 | 2017-12-13 | トヨタ自動車株式会社 | 車両の駆動装置 |
JP6252574B2 (ja) * | 2015-09-25 | 2017-12-27 | トヨタ自動車株式会社 | ハイブリッド車両 |
DE102016206835A1 (de) * | 2016-04-22 | 2017-08-24 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betrieb eines elektrischen Antriebsstrangs eines Fahrzeugs |
JP6740114B2 (ja) * | 2016-12-22 | 2020-08-12 | 株式会社デンソー | モータシステム |
JP6881350B2 (ja) * | 2018-02-28 | 2021-06-02 | トヨタ自動車株式会社 | スイッチトリラクタンスモータの制御装置 |
CN110350848A (zh) * | 2019-07-01 | 2019-10-18 | 灏云(张家港)智能设备有限公司 | 一种新型电机驱动方法 |
JP7312065B2 (ja) * | 2019-09-11 | 2023-07-20 | 日立Astemo株式会社 | モータ制御装置、機電一体ユニット、発電機システム、モータ駆動装置および電動車両システム |
JP7057387B2 (ja) * | 2020-03-27 | 2022-04-19 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
FR3121300B1 (fr) * | 2021-03-23 | 2024-03-15 | Valeo Equip Electr Moteur | Composant électronique de commande d’un onduleur/redresseur |
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JPH07241095A (ja) * | 1994-02-25 | 1995-09-12 | Kansai Electric Power Co Inc:The | ブラシレスモータの駆動装置 |
JP2005012914A (ja) * | 2003-06-19 | 2005-01-13 | Koyo Seiko Co Ltd | 電動機のドライバ |
JP2006090138A (ja) * | 2004-09-21 | 2006-04-06 | Toyota Motor Corp | リーンリミットを低電力消費にて達成するハイブリッド車 |
JP2006191775A (ja) * | 2005-01-07 | 2006-07-20 | Mitsubishi Electric Corp | 電動機装置 |
JP2006311770A (ja) * | 2005-05-02 | 2006-11-09 | Toyota Motor Corp | モータ駆動システムの制御装置 |
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DE102005026439A1 (de) * | 2005-06-08 | 2006-12-14 | Siemens Ag | Verfahren und Vorrichtung zum Steuern eines bürstenlosen Gleichstrommotors |
JP4305446B2 (ja) * | 2005-06-09 | 2009-07-29 | トヨタ自動車株式会社 | 車両の制御装置および車両 |
-
2007
- 2007-02-21 JP JP2007040838A patent/JP2008206338A/ja active Pending
-
2008
- 2008-02-20 WO PCT/JP2008/053351 patent/WO2008102916A1/ja active Application Filing
- 2008-02-20 US US12/449,589 patent/US20100012408A1/en not_active Abandoned
- 2008-02-20 CN CN200880005856A patent/CN101617464A/zh active Pending
Patent Citations (5)
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JPH07241095A (ja) * | 1994-02-25 | 1995-09-12 | Kansai Electric Power Co Inc:The | ブラシレスモータの駆動装置 |
JP2005012914A (ja) * | 2003-06-19 | 2005-01-13 | Koyo Seiko Co Ltd | 電動機のドライバ |
JP2006090138A (ja) * | 2004-09-21 | 2006-04-06 | Toyota Motor Corp | リーンリミットを低電力消費にて達成するハイブリッド車 |
JP2006191775A (ja) * | 2005-01-07 | 2006-07-20 | Mitsubishi Electric Corp | 電動機装置 |
JP2006311770A (ja) * | 2005-05-02 | 2006-11-09 | Toyota Motor Corp | モータ駆動システムの制御装置 |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2935848A1 (fr) * | 2008-09-08 | 2010-03-12 | Bosch Gmbh Robert | Systeme de moteur d'entrainement d'un systeme mecanique et procede de gestion d'un moteur electrique |
JP2010200430A (ja) * | 2009-02-24 | 2010-09-09 | Nissan Motor Co Ltd | 電動機の駆動制御装置 |
US11558003B2 (en) * | 2017-11-20 | 2023-01-17 | Robert Bosch Gmbh | Method and device for operating an electric machine for outputting a predefined torque and a predefined rotational speed |
Also Published As
Publication number | Publication date |
---|---|
CN101617464A (zh) | 2009-12-30 |
US20100012408A1 (en) | 2010-01-21 |
JP2008206338A (ja) | 2008-09-04 |
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