WO2013132986A1 - 回転電機制御装置 - Google Patents

回転電機制御装置 Download PDF

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Publication number
WO2013132986A1
WO2013132986A1 PCT/JP2013/053612 JP2013053612W WO2013132986A1 WO 2013132986 A1 WO2013132986 A1 WO 2013132986A1 JP 2013053612 W JP2013053612 W JP 2013053612W WO 2013132986 A1 WO2013132986 A1 WO 2013132986A1
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WIPO (PCT)
Prior art keywords
torque
motor
magnet
calculation unit
temperature
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PCT/JP2013/053612
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English (en)
French (fr)
Japanese (ja)
Inventor
裕人 今西
横山　篤
山田　博之
利貞 三井
Original Assignee
日立オートモティブシステムズ株式会社
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Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to CN201380007758.1A priority Critical patent/CN104203634B/zh
Priority to DE112013000565.4T priority patent/DE112013000565B4/de
Publication of WO2013132986A1 publication Critical patent/WO2013132986A1/ja

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/14—Supplying electric power to auxiliary equipment of vehicles to electric lighting circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • 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
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    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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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
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/032—Preventing damage to the motor, e.g. setting individual current limits for different drive conditions
    • 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
    • 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
    • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
    • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
    • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an ac motor
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    • B60L2200/00—Type of vehicles
    • B60L2200/18—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
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    • B60L2200/36—Vehicles designed to transport cargo, e.g. trucks
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    • B60L2200/40—Working vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60L2220/50—Structural details of electrical machines
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/12—Speed
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    • 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
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    • B60L2240/42—Drive Train control parameters related to electric machines
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    • 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
    • B60L2240/423—Torque
    • 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
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    • 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
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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
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    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a rotating electrical machine control device for a rotating electrical machine for driving a vehicle having a stator provided with a coil and a rotor provided with a magnet.
  • a motor control device for preventing an excessive temperature rise of the motor is known in order to avoid burning of a coil and thermal demagnetization of a magnet.
  • a motor control device for preventing an excessive temperature rise of the motor is known in order to avoid burning of a coil and thermal demagnetization of a magnet.
  • the temperature of the coil or magnet rises, the temperature of the coil or magnet is lowered by reducing the torque of the motor.
  • the heat generation of the magnet is caused by a change in the magnetic flux penetrating the magnet, and is increased not only by the torque of the motor but also by an increase in the rotational speed. For this reason, for example, when the magnet is at an excessive temperature during high rotation, the conventional apparatus for reducing the torque of the motor has a problem that the overheating of the magnet cannot be sufficiently suppressed.
  • a rotating electrical machine control device includes a vehicle-driven rotating electrical machine having a stator provided with a coil and a rotor provided with a magnet, an inverter device for supplying a driving current to the vehicle-driven rotating electrical machine, and Mounted on a vehicle equipped with a braking device, a torque command calculating unit that calculates a torque command to the inverter device, a braking command calculating unit that calculates a braking command to the braking device, and a coil temperature acquisition that acquires coil temperature information
  • a magnet temperature acquiring unit that acquires temperature information of the magnet, a first torque limiting unit that calculates a first torque limit value based on the temperature information of the coil, and a second torque based on the temperature information of the magnet
  • a second torque limiting unit that calculates a limit value
  • a rotation speed limit calculating unit that calculates a rotation speed limit value of the rotating electrical machine for driving the vehicle based on the temperature information of the magnet, and vehicle running at the rotation speed limit value
  • the torque command is such that the torque point is less than or equal to the torque limit value, and the rotation speed at the operating point is less than or equal to the rotation speed limit value. If the balance torque is a negative value, a torque command of zero torque is output, The braking command calculation unit outputs a braking command for generating a braking force when the balance torque is a negative value.
  • FIG. 2 is a cross-sectional view showing a configuration of a motor 2.
  • FIG. It is a figure explaining the tendency of the heat_generation
  • the present invention is described by taking as an example a case where the present invention is applied to a control device for an electric vehicle using a motor as the sole drive source of the vehicle. It is also applied to control devices for electric vehicles such as electric vehicles, electric vehicles that use an internal combustion engine and an electric motor as the driving source of the vehicle, for example, hybrid cars (passenger cars), freight cars such as hybrid trucks, and shared cars such as hybrid buses. can do.
  • electric vehicles such as electric vehicles, electric vehicles that use an internal combustion engine and an electric motor as the driving source of the vehicle, for example, hybrid cars (passenger cars), freight cars such as hybrid trucks, and shared cars such as hybrid buses. can do.
  • FIG. 1 is a diagram illustrating a configuration of a rotating electrical machine control device (hereinafter referred to as a motor control device) for an electric vehicle according to a first embodiment.
  • the broken line arrows in FIG. 1 indicate the flow of signals.
  • the vehicle includes a battery 1 that is an energy source of the vehicle, a motor 2 that electrically drives the vehicle, an inverter power source 3 that performs power conversion between the battery 1 and the motor 2, an inverter power source 3, a braking device 7, and magnet overheating. And a control calculation unit 8 for controlling the warning lamp 17 and the like.
  • the inverter power supply 3 converts the DC power supplied from the battery 1 into three-phase AC power by pulse width modulation (PWM) and supplies it to the motor 2.
  • PWM pulse width modulation
  • the motor 2 converts electric energy supplied as three-phase AC power from the inverter power supply 3 into kinetic energy.
  • the power generated as kinetic energy by the motor 2 is transmitted to the speed reducer 4, and after being decelerated by a gear type speed reducing mechanism inside the speed reducer 4, is transmitted to the left and right drive wheels 6 via the differential mechanism 5. This is a driving force for driving the vehicle.
  • a braking device 7 for braking the vehicle is provided near the drive wheel 6.
  • the braking device 7 is provided with a hydraulic booster, and the driving wheel 6 is pressed by a hydraulic operation force generated by the hydraulic booster to generate a frictional force. This converts kinetic energy into thermal energy and brakes the vehicle.
  • the braking device 7 can reduce the rotation speed of the motor 2 by braking the vehicle.
  • a control calculation unit 8 is composed of a CPU, a memory, and the like, and controls a motor 2 and a braking device 7 by executing a motor control program to be described later.
  • the control calculation unit 8 sends a command to the inverter power supply 3 to change the magnitude of the current to be supplied to the motor 2 and the frequency of the alternating current, thereby generating the torque generated by the motor 2 and the regenerative power charged in the battery 1. Can be changed.
  • the control calculation part 8 can change the braking force which the braking device 7 generate
  • the control calculation unit 8 includes a vehicle speed sensor 9 that detects a vehicle speed, an accelerator sensor 10 that detects an accelerator pedal opening (amount of operation of the accelerator pedal), and a brake pedal opening (an amount of operation of the brake pedal). ), A coil temperature sensor 12 for detecting the temperature of a coil 26 (to be described later) of the motor 2, an outside air temperature sensor 13 for detecting the outside air temperature, a torque sensor 14 for detecting the torque of the motor 2, and the rotation of the motor 2 A rotation speed sensor 15 for detecting the number, a gradient sensor 16 for detecting the road gradient, a magnet overheat warning lamp 17 described later, and the like are connected.
  • FIG. 2 is a cross-sectional view showing the configuration of the motor 2.
  • the motor 2 is an IPM (Interior / Permanent / Magnet) motor, and a magnet 21 is embedded in the rotor 20.
  • a shaft 22 is attached to the rotor 20, and the shaft 22 is supported by a bearing 24 provided on the cover 23.
  • the housing 25 is covered with a cover 23 at the front and back, and a stator 27 provided with a coil 26 is fixed to the inner peripheral surface.
  • an alternating current is applied to the coil 26 to generate a rotating magnetic field
  • the rotor 20 and the shaft 22 in which the magnet 21 is embedded rotate.
  • the electric energy supplied to the motor 2 is converted into kinetic energy.
  • the motor 2 generates heat according to the operating state. Therefore, when the motor temperature rises excessively due to heat generation, the varnish applied to the coil 26 may be altered. Further, the magnet 21 (for example, a magnet using a rare earth metal) has a property of being irreversibly demagnetized when subjected to a large reverse magnetic field at a high temperature. Therefore, it is necessary to protect the coil 26 and the magnet 21 from an excessive temperature rise.
  • the magnet 21 for example, a magnet using a rare earth metal
  • FIG. 3 is a diagram for explaining the heat generation tendency of the coil 26, in which the heat generation tendency (lines L11 to L14) of the coil 26 is superimposed on the curve L1 indicating the rotation speed / torque characteristics (maximum torque) of the motor 2. It is.
  • the vertical axis represents the motor torque
  • the horizontal axis represents the motor rotation speed
  • the line L1 indicated by a bold line represents the maximum torque of the motor 2 at room temperature.
  • the maximum torque L1 indicates a motor torque that can be output at each motor speed, and the motor 2 is used in a region inside the maximum torque (region surrounded by the line L1).
  • Each line L11 to L14 representing a heat generation tendency is a curve connecting operating points having the same heat generation amount.
  • the alternating current supplied to the coil 26 changes in accordance with the magnitude (absolute value) of the motor torque. Therefore, the heat generation amount of the coil 26 increases in accordance with the magnitude of the motor torque, and the heat generation amount increases in the order of L11 ⁇ L12 ⁇ L13 ⁇ L14.
  • L11 to L14 in a region where the motor torque is negative indicate the amount of heat generated when the motor 2 is regeneratively operated.
  • FIG. 4 is a diagram for explaining the heat generation tendency of the magnet 21, in which the heat generation tendency (curves L 21 to L 24) of the magnet 21 is superimposed on the curve L 1 indicating the maximum torque of the motor 2.
  • the density of the magnetic flux formed by the coil 26 increases according to the magnitude of the motor torque. Further, when the number of rotations of the motor 2 increases, the change in magnetic flux becomes severe. Therefore, the amount of heat generated by the magnet 21 changes according to the magnitude of the motor torque and the number of rotations of the motor, and as shown in FIG. 4, curves L21 to L24 connecting the operating points of the same amount of heat generation have complicated shapes. .
  • the calorific value increases in the order of L21 ⁇ L22 ⁇ L23 ⁇ L24.
  • the heating value of the coil 26 changes according to the magnitude of the motor torque (FIG. 3), whereas the heating value of the magnet 21 changes according to the magnitude of the motor torque and the motor rotation speed ( FIG. 4). Therefore, when the magnitude (absolute value) of the motor torque increases, the amount of heat generated in the coil 26 increases, and the coil temperature becomes high. In the case of the magnet 21, when the motor torque increases or the motor rotation speed increases, the amount of heat generation increases and the magnet temperature becomes high.
  • the heat generation amount that is, the motor torque may be limited according to the coil temperature.
  • the allowable motor torque is relatively large. Below a certain temperature, the maximum torque shown in FIG. 3 is allowed. Conversely, when the coil temperature is relatively high, the allowable motor torque is small.
  • the allowable value (limit value) of the motor torque determined according to the coil temperature is referred to as “first torque limit”.
  • FIG. 17 is a diagram showing the relationship between the coil temperature and the first torque limit.
  • the coil 26 has a heat generation tendency as shown in FIG. 3, and if the motor torque is equal, the heat generation amount is substantially constant regardless of the motor rotation speed. Therefore, the first torque limits L101, L102, L103 are represented by straight lines parallel to the horizontal axis.
  • L101, L102, and L103 are first torque limits when the temperature of the coil 26 is Tc1, Tc2, and Tc3 (Tc1 ⁇ Tc2 ⁇ Tc3), respectively.
  • Lines L101 ', L102', and L103 'shown in the region where the motor torque is negative are obtained by reversing the lines L101 to L103, and are the first torque limit when the motor torque is negative.
  • the coil temperature When the coil temperature is normal temperature, the coil temperature does not exceed the upper limit temperature Tcmax even if the maximum torque L1 is output. On the other hand, when the coil temperature is Tc1, if the motor torque exceeds the line L101, the coil temperature exceeds the upper limit temperature Tcmax. Therefore, the region surrounded by the line L101 and the line L1 (first limit range and Calling is restricted. Then, the operation is continued at a low torque operating point below the line L101. Further, when the coil temperature is Tc2 higher than Tc1, the first torque limit L102 has a motor torque magnitude (absolute value) smaller than that of the line L101. Thus, in order to prevent the temperature of the coil 26 from exceeding the upper limit temperature Tcmax, the first torque limit having a smaller absolute value is set as the coil temperature is higher.
  • the heat generation amount of the magnet 21 changes according to the magnitude (absolute value) of the motor torque and the motor rotation speed, and the line with a constant heat generation amount is shaped like the lines L21 to L24 shown in FIG.
  • the torque represented by the lines L201 to L203 shown in FIG. 18 according to the magnet temperatures Tm1, Tm2, and Tm3 (Tm1 ⁇ Tm2 ⁇ Tm3). Limits are set.
  • the shape of the lines L201 to L203 is similar to the shape of the lines L21 to L24 with a constant calorific value shown in FIG. However, in the region where the rotational speed is large in the lines L21 to L24 (region where the motor torque is close to 0), the motor rotational speed is almost the same regardless of the motor torque, so the shapes of the lines L201 to L203 in that region are The vertical straight line does not depend on the motor torque.
  • the vertical straight line portions L201b to L203b are referred to as “revolution speed limitation”, and the other curved line portions L201a to L203a and L201a ′ to L203a ′ are referred to as “second torque limitation”. To do.
  • the operation in the area surrounded by the line L1 and the line L201 is restricted, and the operation is continued at the low rotation operating point on the left side of the line L201. Further, when the magnet temperature rises to Tm3, the operating point may be controlled so as to be a region on the left side of the line L201. Controlling the operation of the motor 2 in this way can prevent the magnet temperature from exceeding the upper limit temperature Tmmax of the magnet 21.
  • the coil 26 becomes high temperature
  • the magnitude (absolute value) of the motor torque is lowered to lower the coil temperature.
  • the magnet 21 becomes high temperature
  • the magnet temperature is lowered by lowering the height or the motor rotational speed to prevent the coil temperature and the magnet temperature from exceeding their upper limit temperatures Tcmax and Tmmax.
  • Tcmax and Tmmax the upper limit temperatures
  • the coil 26 and the magnet 21 have different operating points that tend to be high in temperature and the actions that are desirable to reduce the temperature.
  • an excessive temperature rise of the coil 26 and the magnet 21 can be prevented by performing different protection operations depending on whether the coil 26 is hot or the magnet 21 is hot.
  • the operation can be performed at the operating point of high rotation and low torque within the range surrounded by the line L102 and the line L1, the coil 26 is not hot and the magnet 21 is hot. In this case, it is possible to avoid excessive restrictions when the motor 2 is at a high temperature, such as operation at an operating point of low rotation and high torque within the range surrounded by the line L1 and the line L201.
  • the coil temperature is limited (first torque limits L102, L102 ′).
  • limits on the magnet temperature (second torque limits L201a, L201a ′, rotation speed limit L201b) are set.
  • the coil temperature and the magnet temperature can exceed the upper limit temperatures Tcmax and Tmmax. Can be prevented.
  • the first torque limit, the second torque limit, and the rotation speed limit are positive numbers.
  • the control calculation unit 8 sends a command to the inverter power supply 3 so that the magnitude (absolute value) of the motor torque is equal to or less than the first torque limit, and suppresses heat generation of the coil 26. Thereby, the excessive temperature rise of the coil 26 can be avoided.
  • the control calculation unit 8 sends a command to the inverter power supply 3 so that the magnitude (absolute value) of the motor torque is equal to or less than the second torque limit, and suppresses heat generation of the magnet 21.
  • the heat generated by the magnet 21 increases according to the magnitude (absolute value) of the motor torque and the motor rotation speed. Therefore, even if the motor torque is decreased, the temperature of the magnet 21 may increase if the motor rotation speed is large. For example, when the vehicle is traveling on a downward slope, that is, when a load that increases the motor rotation speed is applied to the shaft 22, even if the motor torque is limited to zero, the vehicle speed, that is, the motor rotation speed is To increase. At this time, the heat generated by the magnet 21 increases and the magnet temperature continues to rise. In such a case, if the motor torque is adjusted to decrease the motor rotation speed, it is necessary to increase the motor torque to the regeneration side. Also in this case, the heat generation of the magnet 21 increases.
  • the control calculation unit 8 when the motor rotation speed exceeds the rotation speed limit, the control calculation unit 8 sends a command to the inverter power supply 3 so that the motor torque becomes zero, and performs braking so as to decrease the vehicle speed, that is, the motor rotation speed. A command is sent to the device 7.
  • the motor rotational speed can be reduced without increasing the motor torque to the regeneration side, and an excessive temperature rise of the magnet 21 can be avoided.
  • FIG. 6 is a block diagram showing motor control in the first embodiment.
  • FIG. 7 is a flowchart showing the motor control program according to the first embodiment.
  • the CPU of the control calculation unit 8 configures the motor control block shown in FIG. 6 in the form of a microcomputer software, and repeats the motor control program shown in FIG. 7 while the vehicle ignition key switch (not shown) is on. Execute.
  • the control calculation unit 8 includes a torque request calculation unit 30, a braking force request calculation unit 31, a heat generation calculation unit 32, a magnet temperature calculation unit 33, a first limit unit 34, a second limit unit 36, and a balance torque calculation unit. 39, a torque command calculation unit 40, a lighting command calculation unit 42, and a braking force command calculation unit 41 are provided.
  • the first limiting unit 34 is provided with a first torque limiting unit 35
  • the second limiting unit 36 is provided with a second torque limiting unit 37 and a rotation speed limiting unit 38. The operation of each part will be described below.
  • step S01 a torque request for the motor 2 is requested based on a vehicle speed signal input from the vehicle speed sensor 9 and an accelerator opening signal (a signal corresponding to the amount of depression of the accelerator pedal) input from the accelerator sensor 10. Calculation is performed in the arithmetic unit 30. Specifically, since the accelerator opening of the accelerator pedal is proportional to the output request of the vehicle, the accelerator opening is converted into an output request. Then, by dividing the output request by the vehicle speed, the vehicle driving force request, that is, the torque request of the motor 2 is calculated.
  • step S02 the braking force request calculation unit 31 calculates a braking force request of the braking device 7 based on a brake opening signal (a signal corresponding to the depression amount of the brake pedal) input from the brake sensor 11. Since the brake opening of the brake pedal is proportional to the braking force requirement of the vehicle, the brake opening is converted into a braking force requirement. Note that the braking force request is converted to a motor torque equivalent and is negative because it acts to decelerate the vehicle.
  • a brake opening signal a signal corresponding to the depression amount of the brake pedal
  • step S03 each part of the motor 2 (parts such as a motor coil, a permanent magnet, a motor stator, and a rotor) based on the motor torque input from the torque sensor 14 and the motor rotational speed input from the rotational speed sensor 15.
  • the heat generation calculation unit 32 calculates the heat generation amount.
  • the alternating current input from the inverter power supply 3 to the motor 2 has a magnitude and frequency that are substantially determined with respect to the motor torque and the motor speed. Therefore, the amount of heat generated at each part of the motor 2 can be calculated from the motor torque and the motor rotation speed, which are the driving state of the motor 2.
  • step S03 The correspondence relationship between the motor torque and the motor rotation speed and the heat generation amount of each part of the motor 2 is stored as a numerical map in a memory provided in the control calculation unit 8.
  • step S03 the amount of heat generated in each part of the motor 2 is calculated by searching this numerical map.
  • step S04 based on the temperature of the coil 26 inputted from the coil temperature sensor 12, the outside air temperature inputted from the outside air temperature sensor 13, and the heat generation amount of each part of the motor 2 calculated by the heat generation calculating unit 32,
  • the magnet temperature calculator 33 calculates the temperature of the magnet 21.
  • the temperature of each part of the motor 2 is determined by the balance of heat generation of each part of the motor 2, heat transfer of each part of the motor 2, and heat radiation from each part of the motor 2 to the outside air.
  • the amount of heat transfer between the parts of the motor 2 is determined by the temperature difference between the parts.
  • the amount of heat released from each part of the motor 2 to the outside air is determined by the temperature difference between each part of the motor 2 and the outside air. Therefore, the temperature of each part of the motor 2, that is, the magnet 21, can be calculated from the heat generation amount of each part of the motor 2 and the outside air temperature. Furthermore, by calculating the temperature of each part of the motor 2 using the detected value of the coil temperature actually measured by the coil temperature sensor 12, the temperature of each part of the motor 2, that is, the magnet 21 can be calculated with higher accuracy. .
  • the temperature of the magnet 21 is determined from the coil temperature actually measured by the coil temperature sensor 12 and the motor torque and motor rotation speed that are the driving state of the motor 2. Can be estimated. As the driving state of the motor 2, the above-described magnitude and frequency of the alternating current may be used. Of course, the temperature of each part of the motor 2 is calculated from the calorific value of each part of the motor 2 and the outside air temperature (for example, assuming that the temperature when the motor is stopped is equal to the outside air temperature) without using the measured value of the coil temperature. Can do.
  • the first torque limiting unit 35 provided in the first limiting unit 34 protects the coil 26 from excessive temperature rise based on the temperature of the coil 26 input from the coil temperature sensor 12.
  • the first torque limit is calculated.
  • the correspondence from the temperature of the coil 26 to the first torque limit is stored as a numerical map in the memory provided in the control calculation unit 8.
  • the first torque limit is calculated by searching the numerical map.
  • the first torque limit is a positive number
  • the power running side limits the motor torque so as to be equal to or less than the first torque limit
  • the regeneration side limits the motor torque so as to be equal to or greater than the positive / negative reversal value of the first torque limit. Restrict.
  • step S06 the second torque limiting unit 37 in the second limiting unit 36 is based on the motor rotation speed input from the rotation speed sensor 15 and the temperature of the magnet 21 input from the magnet temperature calculation unit 33. Then, a second torque limit for protecting the magnet 21 from excessive temperature rise is calculated.
  • the second torque limit is a limit motor torque at which the magnet 21 exceeds the upper limit temperature, and is determined by the temperature of the magnet 21 and heat generation. As described above, the heat generated by the magnet 21 is largely determined by the motor torque and the motor speed. Therefore, the second torque limit can be calculated from the motor speed and the temperature of the magnet 21. As shown in FIG. 17, the lines L201 to L203 representing the second torque limit approach the lower rotational speed as the magnet temperature becomes higher, and when the motor rotational speeds are equal, the torque value decreases as the magnet temperature increases. ing.
  • the correspondence relationship from the motor rotation speed and the temperature of the magnet 21 to the second torque limit is stored as a numerical map in a memory provided in the control calculation unit 8.
  • the second torque limit is calculated by searching this numerical map.
  • the second torque limit is a positive number
  • the power running side limits the motor torque so as to be equal to or less than the second torque limit
  • the regeneration side limits the motor torque so as to be equal to or greater than the positive / negative reversal value of the second torque limit. Restrict.
  • step S07 the rotation speed limiting unit 38 in the second limiting unit 36 is based on the temperature of the magnet 21 input from the magnet temperature calculation unit 33, and protects the magnet 21 from excessive temperature rise.
  • the limit (the rotational speed Nmax represented by the lines L201b to L203b in FIG. 18) is calculated. As shown in FIG. 18, the rotational speed limit Nmax is the limit motor rotational speed at which the magnet temperature exceeds the upper limit temperature regardless of the value of the motor torque. Determined.
  • the heat generated by the magnet 21 is generally determined by the motor torque and the motor rotation speed.
  • the lines L21 to L24 as shown in FIG.
  • the correspondence from the temperature of the magnet 21 to the rotation speed limit Nmax is stored as a numerical map in the memory provided in the control calculation unit 8. In step S07, this numerical map is searched to calculate the rotation speed limit Nmax.
  • step S08 the balance torque calculation unit 39 calculates the balance torque based on the rotation speed limit Nmax input from the rotation speed limiter 38 and the road gradient input from the gradient sensor 16.
  • the balance torque is a motor torque that balances the running resistance of the vehicle when the motor rotation speed is the rotation speed limit Nmax.
  • the running resistance is determined by road gradient, air resistance, rolling friction resistance, and the like. Since the air resistance and rolling friction resistance are substantially determined according to the vehicle speed, the running resistance is determined by using the road gradient from the gradient sensor 16.
  • the motor speed converges to the speed limit value.
  • the balancing torque is determined by the rotational speed limit and the traveling resistance, and the traveling resistance at a certain motor rotational speed is determined if the road gradient is known. Accordingly, the balancing torque can be calculated from the rotational speed limit and the road gradient.
  • the running resistance is a negative value (for example, when traveling on a downhill)
  • the balancing torque is a motor torque at which the running resistance line and the rotation speed limit Nmax line intersect. Become.
  • the correspondence relationship between the rotational speed limit and the road gradient to the balancing torque is stored as a numerical map in a memory provided in the control calculation unit 8. In step S08, the balance torque is calculated by searching this numerical map.
  • step S09 the torque command calculator 40 receives the torque request input from the torque request calculator 30, the first torque limit input from the first torque limiter 35, and the second torque limiter 37.
  • a torque command to be transmitted to the inverter power supply 3 is calculated based on the input second torque limit.
  • FIG. 8 is a flowchart showing details of step S09.
  • step S091 it is determined whether the torque request calculated in step S01 is zero or more. If it is determined in step S091 that the torque request is zero or more, the process proceeds to step S092.
  • step S092 the first torque limit calculated in step S05, the second torque limit calculated in step S06, and the torque request are compared, and the smallest one of them is transmitted to the inverter power supply 3. Set to the torque command to be used.
  • FIG. 19 shows an example of the torque request Tr, the first torque limit Tr1, and the second torque limit Tr2.
  • the torque request Tr has the smallest torque value, and therefore, in step S029, a torque command to be transmitted to the inverter power supply 3 is set based on the torque request Tr.
  • the second torque limit Tr2 since the second torque limit Tr2 is the smallest, a torque command based on the second torque limit Tr2 is transmitted to the inverter power supply 3.
  • the motor rotation speed N is equal to or higher than the rotation speed limit (Nmax in FIG. 19), as described above, the second torque limit is set to zero or the balance torque according to the positive / negative of the balance torque. A torque command based on them is transmitted to the inverter power supply 3.
  • step S091 determines whether the torque request is smaller than zero (ie, minus). If it is determined in step S091 that the torque request is smaller than zero (ie, minus), the process proceeds to step S093.
  • step S093 the positive / negative reversal value of the first torque limit calculated in step S05 is compared with the positive / negative reversal value of the second torque limit calculated in step S06, and the torque request is compared.
  • the command is transmitted to the inverter power supply 3. Thereby, the excessive temperature rise of the coil 26 and the magnet 21 can be prevented.
  • step S ⁇ b> 10 the braking force command calculation unit 41 is based on the balancing torque input from the balancing torque calculation unit 39 and the braking force request input from the braking force request calculation unit 31. Then, a braking force command to be transmitted to the braking device 7 is calculated.
  • FIG. 9 is a flowchart showing details of step 10.
  • step S101 it is determined whether or not the balance torque calculated in step S08 is equal to or greater than the braking force request calculated in step S02. Since the braking force requirement is zero (when the brake is not operated) or negative (when the brake is depressed), the running resistance is positive and the balancing torque is positive, such as when driving on flat ground or uphill. In this case, it is determined as YES (balance torque ⁇ braking force request) in step S101, and the process proceeds to step S103.
  • step S103 the braking force request calculated in step S02 is selected as a braking force command to be transmitted to the braking device 7.
  • step S101 when (braking force request) ⁇ (balance torque), the braking force request has a greater effect of reducing the motor speed.
  • step S103 braking force request ⁇ balance torque
  • step S102 the balance torque (negative value) has a greater effect of reducing the motor speed
  • step S101 to step S102 the motor rotational speed is reduced to the rotational speed limit calculated in step S07.
  • step S101 to step S103 the motor rotational speed is less than the rotational speed limit. Since the rotational speed is lowered to a low value, an excessive temperature rise of the magnet 21 can be prevented.
  • step S11 the lighting command calculation unit 42 calculates a lighting command to be transmitted to the magnet overheating warning lamp 17 based on the temperature of the magnet 21 input from the magnet temperature calculation unit 33.
  • FIG. 10 is a flowchart showing details of step S11.
  • step S111 it is determined whether or not the temperature of the magnet 21 calculated in step S04 is equal to or higher than a predetermined value.
  • the process proceeds to step S112, and the magnet overheat warning lamp 17 is turned on. Accordingly, it is possible to prompt the driver to drive the vehicle, that is, to reduce the motor rotation speed, and to prevent an excessive temperature rise of the magnet 21.
  • step S112 is skipped, and the process of FIG.
  • the magnet overheat warning lamp 17 is turned on to prompt the driver to decrease the vehicle speed.
  • a predetermined value for example, a temperature having a margin with respect to the upper limit temperature Tmmax may be used.
  • Tmmax a temperature having a margin with respect to the upper limit temperature
  • the first torque limiting unit 35, the second torque limiting unit 37, the rotation speed limiting unit 38, and the balance torque calculating unit 39 are provided.
  • a torque command is output so that the motor torque is less than or equal to the first torque limit by the first torque limiter 35 and less than or equal to the second torque limit by the second torque limiter 37; Since the braking force command that is equal to or lower than the rotational speed limit by the number limiting unit 38 is output, an excessive increase in the temperature of the coil 26 and the temperature of the magnet 21 can be prevented.
  • the torque command is set as the balance torque in order to protect the magnet 21 from excessive temperature rise when the vehicle continues running in such a situation.
  • the operation in the low torque and high rotation range, which is the second limit range is limited, and the operation below the rotation speed limit is continued.
  • the magnet 21 is embedded in the rotor 20 that is a rotating body, and it is difficult to directly measure it with a temperature sensor or the like. Therefore, in the present embodiment, the control calculation unit 8 calculates the temperature of the magnet 21 from the heat generation of the motor 2 calculated from the operation state of the motor 2. Thereby, the temperature of the magnet 21 embedded in the rotating body can be estimated without providing a sensor for detecting the temperature. Of course, it is also possible to directly measure the temperature of the magnet 21 with a temperature sensor through a slip ring. In such a case, the measured temperature can be used as the temperature of the magnet 21.
  • FIG. 11 is a diagram illustrating a schematic configuration of the motor control device according to the second embodiment, and broken-line arrows indicate the flow of signals.
  • the same elements as those shown in FIG. 1 are denoted by the same reference numerals, and different points will be mainly described.
  • the 11 includes a transmission 50 that transmits the power generated by the motor 2 to the differential mechanism 5.
  • the transmission 50 can change a gear ratio that is a ratio of the rotational speeds of the motor 2 and the drive wheels 6. By changing the gear ratio of the transmission 50, the motor 2 can be operated at a more efficient operating point, and when the temperature of the magnet 21 rises excessively, the motor rotation speed can be reduced.
  • FIG. 12 is a block diagram showing motor control in the second embodiment.
  • FIG. 13 is a flowchart illustrating a motor control program according to the second embodiment. The motor control operation in the second embodiment will be described with reference to these drawings. The same elements as those shown in FIGS. 6 and 7 are denoted by the same reference numerals, and different points will be mainly described.
  • the CPU of the control calculation unit 8 configures the motor control block shown in FIG. 12 in the form of a microcomputer software, and repeatedly executes the motor control program shown in FIG. 13 while an ignition key switch (not shown) is on. .
  • steps S21 to S23 are added instead of step S01 of the flowchart shown in FIG. 7, and step S24 is added between steps S08 and S09.
  • step S21 the output request calculation unit 60 calculates an output request as a vehicle based on the accelerator opening signal input from the accelerator sensor 10. Since the accelerator opening of the accelerator pedal is proportional to the required output value of the vehicle, the accelerator opening is converted into the required output value.
  • step S22 the torque request conversion unit 61 selects the most efficient operating point from the motor torque and the motor rotation speed that realize the output request based on the output request input from the output request calculation unit 60, The motor torque at this operating point is used as a torque request.
  • the correspondence from the output request to the torque request is stored as a numerical map in a memory provided in the control calculation unit 8.
  • the output request is converted into a torque request by searching this numerical map.
  • step S23 the rotation speed request conversion unit 62 selects the most efficient operating point out of the motor torque and the motor rotation speed that realize the output request based on the output request input from the output request calculation unit 60 ( In other words, the operating point selected in step S22), and the motor rotational speed at this operating point is set as the rotational speed request.
  • the correspondence from the output request to the rotation speed request is stored as a numerical map in the memory provided in the control calculation unit 8. In the process of step S23, this numerical map is searched to convert the output request into a rotation speed request. Thereby, the motor 2 can be operated at a highly efficient operating point.
  • step S02 the braking force request calculation unit 31 calculates a braking force request of the braking device 7 based on the brake opening signal similarity inputted from the brake sensor 11.
  • step S ⁇ b> 03 the heat generation calculation unit 32 calculates the heat generation of each part of the motor 2 based on the motor torque input from the torque sensor 14 and the motor rotation speed input from the rotation speed sensor 15.
  • step S04 the magnet temperature calculation unit 33 is based on the temperature of the coil 26 input from the coil temperature sensor 12, the outside air temperature input from the outside air temperature sensor 13, and the heat generation of each part of the motor 2 input from the heat generation calculation unit 32. Then, the temperature of the magnet 21 is calculated.
  • step S05 the first torque limiting unit 35 provided in the first limiting unit 34 protects the coil 26 from excessive temperature rise based on the temperature of the coil 26 input from the coil temperature sensor 12.
  • the first torque limit is calculated.
  • step S06 the second torque limiting unit 37 in the second limiting unit 36 is based on the motor rotation speed input from the rotation speed sensor 15 and the temperature of the magnet 21 input from the magnet temperature calculation unit 33. Then, a second torque limit for protecting the magnet 21 from excessive temperature rise is calculated.
  • step S07 the rotation speed limiting unit 38 in the second limiting unit 36 is based on the temperature of the magnet 21 input from the magnet temperature calculation unit 33, and protects the magnet 21 from excessive temperature rise. Calculate the limit.
  • step S08 the balance torque calculation unit 39 calculates the balance torque based on the rotation speed limit Nmax input from the rotation speed limiter 38 and the road gradient input from the gradient sensor 16.
  • step S24 the shift command calculation unit 63 is based on the vehicle speed signal input from the vehicle speed sensor 9, the rotation speed request input from the rotation speed request conversion unit 62, and the rotation speed limit input from the rotation speed limiter 38. Then, a shift command to be transmitted to the transmission 50 is calculated.
  • FIG. 14 is a flowchart showing details of step S24.
  • step S241 it is determined whether the rotational speed limit calculated in step S07 is equal to or greater than the rotational speed request calculated in step S23. If the rotational speed limit is greater than or equal to the rotational speed request in step S241, the process proceeds to step S242, and a shift command is calculated so that the motor rotational speed becomes the rotational speed request.
  • the gear ratio is a ratio between the input rotation speed and the output rotation speed of the transmission 50, and is proportional to a value obtained by dividing the motor rotation speed by the vehicle speed.
  • step S242 a value obtained by dividing the rotation speed request by the vehicle speed is converted and used as a shift command.
  • step S241 If it is determined in step S241 that the rotation speed limit is equal to or less than the rotation speed request, the process proceeds to step S243, and a shift command is calculated so that the motor rotation speed becomes the rotation speed limit.
  • step S243 a value obtained by dividing the rotational speed limit by the vehicle speed is converted and used as a shift command. Thereby, a motor rotation speed can be reduced to the rotation speed limit calculated by step S07, and the excessive temperature rise of the magnet 21 can be prevented.
  • step S09 the torque command calculation unit 40 is input from the torque request input from the torque request conversion unit 61, the first torque limit input from the first torque limit unit 35, and the second torque limit unit 37. Based on the second torque limit, a torque command to be transmitted to the inverter power supply 3 is calculated.
  • step S ⁇ b> 10 the braking force command calculation unit 41 transmits the braking force to the braking device 7 based on the balancing torque input from the balancing torque calculation unit 39 and the braking force request input from the braking force request calculation unit 31. Calculate power demand.
  • step S ⁇ b> 11 the lighting command calculation unit 42 calculates a lighting command to be transmitted to the magnet overheating warning lamp 17 based on the temperature of the magnet 21 input from the magnet temperature calculation unit 33.
  • the first limit range and the second limit range are set as shown in FIG. 5 and the transmission 50 provided in the vehicle is controlled as described above, whereby the coil 26 and the magnet The excessive temperature rise of 21 can be prevented.
  • the motor 21 when the vehicle is cruising at high speed on a flat road, the motor 21 has a high temperature because the motor speed is large, but the motor torque is small, and the coil 26 is not easily heated. If traveling is continued in such a situation, in order to protect the magnet 21, the operation is restricted in the low torque high rotation region which is the second restriction range. At this time, in the second embodiment, the motor torque is increased to the regeneration side by changing the gear ratio of the transmission 50 and changing the motor torque while moving to the operating point of high torque and low rotation on the equal output line. Without reducing the rotation speed of the motor, excessive temperature rise of the magnet 21 can be avoided.
  • -Third embodiment- 15 and 16 are diagrams showing a schematic configuration of a motor control device according to the third embodiment.
  • a part of the configuration of the first embodiment described above (the configuration of the control device) is changed.
  • the same elements as those shown in FIG. 1 are denoted by the same reference numerals, and the differences will be mainly described below.
  • the broken-line arrows in FIG. 15 indicate the signal flow.
  • the control calculation unit 8 in the motor control device of FIG. 15 includes a first control calculation unit 70 that transmits a torque command to the inverter power supply 3, a second control calculation unit 71 that transmits a braking force command to the braking device 7, It is composed of The first control calculation unit 70 and the second control calculation unit 71 are individually configured with a CPU and a memory, and exchange data with each other via a communication path.
  • the communication path is a circuit pattern when the first control calculation unit 70 and the second control calculation unit 71 are mounted on the same circuit board, and when they are mounted on separate circuit boards. Is a wiring provided between circuit boards.
  • the first control calculation unit 70 includes a coil temperature sensor 12 that detects the temperature of the coil 26, an outside air temperature sensor 13 that detects the outside air temperature, a torque sensor 14 that detects the torque of the motor 2, and a rotational speed of the motor 2.
  • a rotational speed sensor 15 is connected.
  • the second control calculation unit 71 includes a vehicle speed sensor 9 that detects a vehicle speed, an accelerator sensor 10 that detects an accelerator pedal opening, a brake sensor 11 that detects a brake pedal opening, a gradient sensor 16 that detects a road gradient, and the like. Is connected.
  • FIG. 16 is a block diagram showing motor control in the third embodiment.
  • the CPUs of the first control calculation unit 70 and the second control calculation unit 71 constitute the motor control block shown in FIG. 16 in the form of microcomputer software, and while the ignition key switch (not shown) is on, the motor Run the control program.
  • the first control calculation unit 70 mainly executes a calculation specific to the motor 2.
  • the first control calculation unit 70 includes a heat generation calculation unit 32, a magnet temperature calculation unit 33, a first torque limit unit 35, a second torque limit unit 37, a rotation speed limit unit 38, and a torque command calculation unit 40.
  • the second control calculation unit 71 mainly executes a calculation that does not depend on the motor 2.
  • the second control calculation unit 71 includes a torque request calculation unit 30, a braking force request calculation unit 31, a balance torque calculation unit 39, and a braking force command calculation unit 41.
  • the first control calculation unit 70 receives the temperature of the coil 26 input from the coil temperature sensor 12, the outside air temperature input from the outside air temperature sensor 13, the motor torque input from the torque sensor 14, and the rotation speed sensor 15. Based on the motor rotation speed and the torque request input from the second control calculation section 71, the rotation speed limit to be transmitted to the second control calculation section 71 and the torque command to be transmitted to the motor 2 are calculated. On the other hand, the second control calculation unit 71 inputs the vehicle speed signal input from the vehicle speed sensor 9, the accelerator opening signal input from the accelerator sensor 10, the brake opening signal input from the brake sensor 11, and the gradient sensor 16. Based on the road gradient and the rotation speed limit input from the first control calculation unit 70, a torque request to be transmitted to the first control calculation unit 70 and a braking force request to be transmitted to the braking device 7 are calculated.
  • the maintainability of the program can be improved. For example, when the vehicle specifications change and the characteristics of the motor 2 change, only the first control calculation unit 70 needs to be corrected. Further, the magnet overheat warning lamp 17 may be connected to the first control calculation unit 70, and the magnet overheat warning lamp 17 may be turned on when the temperature of the magnet 21 is equal to or higher than a predetermined value. Thereby, the driver
  • the torque command calculation unit 40 is configured such that the torque of the motor 2 is calculated based on the first torque limit calculated based on the temperature information of the coil 26 ( 5 and below the second torque limit (L201a, 201a ′ in FIG. 5) calculated based on the temperature information of the magnet 21, and the rotational speed of the motor 2 is based on the temperature information of the magnet 21.
  • a torque command that is equal to or less than the rotation speed limit value (L201b in FIG. 5) calculated in this way is calculated and output. Then, by driving and controlling the motor 2 based on this torque command, an excessive temperature rise of the magnet 21 and the coil 26 can be prevented.
  • the torque command calculation unit 40 outputs a torque command with zero torque, and the braking force command calculation unit 41 generates a braking force.
  • the motor rotation speed can be reduced below the rotation speed limit value without increasing the motor torque to the regeneration side, and an excessive temperature rise of the magnet 21 can be prevented.
  • a rotation speed request conversion unit 62 as a rotation speed calculation unit calculates a required rotation speed for the motor 2 based on the output request, and when the rotation speed limit value is equal to or greater than the required rotation speed, When the gear ratio is output from the shift command calculation unit 63 to the transmission 50 so that the rotational speed becomes the rotational speed limit value, and the rotational speed limit value is smaller than the required rotational speed, the rotational speed of the motor 2 is the required rotational speed.
  • a gear ratio that satisfies the following conditions is output from the shift command calculation unit 63 to the transmission 50.
  • the magnet temperature can be estimated more accurately.
  • the driving state of the motor 2 the motor torque and the motor speed may be used, or the magnitude and frequency of the alternating current input to the motor 2 may be used.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Ac Motors In General (AREA)
PCT/JP2013/053612 2012-03-07 2013-02-15 回転電機制御装置 WO2013132986A1 (ja)

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CN201380007758.1A CN104203634B (zh) 2012-03-07 2013-02-15 旋转电机控制装置
DE112013000565.4T DE112013000565B4 (de) 2012-03-07 2013-02-15 Steuervorrichtung für rotierende elektrische Maschine

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WO2022270268A1 (ja) * 2021-06-24 2022-12-29 株式会社デンソー システムの制御装置、及びプログラム
WO2023040349A1 (zh) * 2021-09-14 2023-03-23 上汽通用五菱汽车股份有限公司 电驱系统过温保护方法、车辆及可读存储介质

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JP6531706B2 (ja) * 2016-04-21 2019-06-19 株式会社デンソー 回転電機の制御装置
JP6531705B2 (ja) 2016-04-21 2019-06-19 株式会社デンソー 回転電機の制御装置
DE102016211716B4 (de) 2016-06-29 2018-08-30 Siemens Aktiengesellschaft Verfahren zum Betreiben eines Fahrzeugs
CN109874393B (zh) * 2016-09-30 2022-08-05 日本电产东测有限公司 控制装置、控制方法、马达以及电动油泵
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JP6983290B1 (ja) * 2020-09-02 2021-12-17 三菱電機株式会社 回転電機の制御装置
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JP2013187983A (ja) 2013-09-19
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DE112013000565T5 (de) 2014-11-06
DE112013000565B4 (de) 2021-08-26
JP5802577B2 (ja) 2015-10-28

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