WO2014034333A1 - 電動車駆動システム - Google Patents

電動車駆動システム Download PDF

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Publication number
WO2014034333A1
WO2014034333A1 PCT/JP2013/069970 JP2013069970W WO2014034333A1 WO 2014034333 A1 WO2014034333 A1 WO 2014034333A1 JP 2013069970 W JP2013069970 W JP 2013069970W WO 2014034333 A1 WO2014034333 A1 WO 2014034333A1
Authority
WO
WIPO (PCT)
Prior art keywords
regenerative
battery
electric vehicle
drive system
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2013/069970
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English (en)
French (fr)
Japanese (ja)
Inventor
和人 大山
宮崎　英樹
勝洋 星野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Astemo Ltd
Original Assignee
Hitachi Automotive Systems Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Automotive Systems Ltd filed Critical Hitachi Automotive Systems Ltd
Priority to DE112013004242.8T priority Critical patent/DE112013004242T5/de
Priority to US14/421,647 priority patent/US9694688B2/en
Priority to CN201380041266.4A priority patent/CN104520131B/zh
Publication of WO2014034333A1 publication Critical patent/WO2014034333A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • 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
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/36—Arrangements for braking or slowing; Four quadrant control
    • 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
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
    • 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
    • B60L2240/421—Speed
    • 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
    • B60L2240/423—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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an electric vehicle drive system mounted on an electric vehicle that performs regenerative coordinated brake control.
  • the rotating electric machine In an electric vehicle such as a hybrid car or an electric car that drives wheels using the driving force of the rotating electric machine, the rotating electric machine is regenerated to generate a braking force when controlling the vehicle speed or braking the vehicle.
  • the vehicle kinetic energy is effectively utilized by charging the regenerated electric power at that time back to the battery.
  • the motor, the generator, and the motor generator will be collectively referred to as a rotating electrical machine.
  • the driver request braking force is the friction braking force and regeneration In proportion to the braking force, a part of the kinetic energy of the vehicle is recovered as regenerative power to charge the battery.
  • a part of the braking force is shared by the regenerative braking force of the rotating electrical machine, if battery failure occurs during charging and regenerative braking and charging / discharging is prohibited, the regenerative operation of the rotating electrical machine is immediately stopped. If this is done, the braking force will be insufficient, causing the vehicle to become unstable and giving the driver a sense of apprehension.
  • Patent Document 1 does not show a preferable method with regard to the problem of the instability of the vehicle travel accompanying the stop of the regenerative operation during the regenerative coordinated braking operation.
  • the invention of claim 1 is mounted on an electric vehicle provided with a regenerative coordinated brake control device, and a battery monitoring unit that monitors the state of a battery mounted on the electric vehicle, and a rotating electrical machine control unit that controls a rotating electrical machine of the electric vehicle.
  • the battery monitoring unit diagnoses whether or not the battery can be charged if it detects that the battery state is the non-chargeable state during regenerative coordinated brake control, and charges the battery according to the diagnosis result. If it determines that it is not possible, it outputs a charge impossible signal, and the rotary electric machine control unit rotates the rotary electric machine while holding the torque of the rotary electric machine at the regenerative torque corresponding to the regenerative brake force when receiving the charge impossible signal during regenerative coordinated brake control. It is characterized in that a loss increase control is performed to increase the internal loss of the electric machine and to decrease the regenerative power by the regenerative brake.
  • the present invention by performing the loss increase control to reduce the regenerative power during the regenerative coordinated braking operation, it is possible to improve the stability of the vehicle traveling when the regenerative operation is stopped during the regenerative coordinated braking operation.
  • FIG. 1 is a diagram showing a configuration of an electric vehicle 1 to which an electric vehicle drive system is applied.
  • FIG. 2 is a block diagram showing the main part of the electric vehicle 1.
  • FIG. 3 is a diagram showing the configuration of the power converter 200.
  • FIG. 4 is a diagram showing the rotating electrical machine control unit 210.
  • FIG. 5 is a diagram showing an example of the current map.
  • FIG. 6 is a diagram showing a change in the distribution state of the friction brake and the regenerative brake during the regenerative coordinated braking operation.
  • FIG. 7 is a diagram showing the speed of the electric motor vehicle 1 during the regenerative coordinated braking operation.
  • FIG. 1 is a diagram showing a configuration of an electric vehicle 1 to which an electric vehicle drive system is applied.
  • FIG. 2 is a block diagram showing the main part of the electric vehicle 1.
  • FIG. 3 is a diagram showing the configuration of the power converter 200.
  • FIG. 4 is a diagram showing the rotating electrical machine control unit 210.
  • FIG. 5 is
  • FIG. 8 is a diagram showing the friction brake and the regenerative brake and the switching process during the regenerative coordinated braking operation.
  • FIG. 9 is a diagram showing the battery control unit 310 and the battery 300.
  • FIG. 10 is a diagram showing an example of a battery abnormality.
  • FIG. 11 is a view showing the friction braking force and the regenerative braking force when the stopping operation is instantaneously performed.
  • FIG. 12 is a diagram showing the regenerative coordinated brake cancellation process according to the present embodiment.
  • FIG. 13 is a diagram showing a battery diagnosis process of the battery control unit 310 in the present embodiment.
  • FIG. 14 is a diagram showing a battery state when the Fail notice signal and the Fail signal are output.
  • FIG. 15 is a diagram showing a battery state when the Fail notice signal and the Fail release signal are output.
  • FIG. 16 is a diagram showing the relationship between regenerative torque and current phase.
  • FIG. 17 is a vector diagram of the d-axis current Id and the q-axis current Iq in the current phase at the point Ph1.
  • FIG. 18 is a vector diagram of the d-axis current Id and the q-axis current Iq in the current phase of the point Pj1.
  • FIG. 19 is a diagram showing the current map 220a in the current command calculation unit 220 shown in FIG. 4 in more detail.
  • FIG. 20 is a diagram showing a first example of the protection operation.
  • FIG. 20 is a diagram showing a first example of the protection operation.
  • FIG. 21 is a diagram showing a case where the Fail release is not performed in the first example and the battery Fail is determined.
  • FIG. 22 is a diagram showing a second example of the protection operation.
  • FIG. 23 shows a third example of the protection operation.
  • FIG. 24 is a diagram for explaining a current map in the third example.
  • FIG. 25 is a diagram showing the relationship between regenerative torque and current phase when a plurality of loss increasing current maps are provided.
  • FIG. 26 is a diagram for explaining the second embodiment.
  • FIG. 1 is a diagram showing the configuration of an electric vehicle 1 to which the electric vehicle drive system of the present embodiment is applied.
  • the electric vehicle 1 shown in FIG. 1 is an example of an electric vehicle (hereinafter referred to as "EV"), but the same applies to an electric vehicle such as a hybrid vehicle (hereinafter referred to as "HEV"). be able to.
  • EV electric vehicle
  • HEV hybrid vehicle
  • the rotary electric machine 900 generates a traveling torque of the vehicle. Further, rotating electric machine 900 not only has a function of generating rotational torque but, conversely, has a function of converting traveling kinetic energy into electric power when traveling kinetic energy of the vehicle is added as rotational torque of wheel 10 (regenerative function ).
  • the rotary electric machine 900 is, for example, an AC synchronous machine or an AC induction machine, and includes a stator and a rotor (not shown).
  • the stator includes, for example, stator coils for three phases of U phase V phase W phase. As described above, the rotary electric machine 900 operates as a motor or a generator according to the driving method.
  • rotating electric machine 900 When the rotary electric machine 900 is mounted on an automobile, it is desirable to obtain a small size and high output, and a permanent magnet type synchronous motor using a magnet such as neodymium as a rotor (not shown) is suitable. Further, the permanent magnet type synchronous motor has less heat generation of the rotor as compared with the induction motor, and is also excellent for automobiles in this respect.
  • rotating electric machine 900 will be described as a permanent magnet type three-phase AC synchronous motor.
  • the electric vehicle 1 includes left and right front wheels 10FR and 10FL and left and right rear wheels 10RR and 10RL.
  • the output torque of the rotary electric machine 900 is transmitted to the left and right front wheels 10FR and 10FL via the transmission 40 and the differential gear 30F.
  • the electric vehicle 1 is described using the front-wheel drive EV as an example, but it may be a rear-wheel drive or four-wheel drive EV or HEV.
  • rotational torque is transmitted from the wheels to the rotating electrical machine 900, and the rotating electrical machine 900 generates AC power (regenerative power) based on the supplied rotational torque.
  • the generated AC power is converted into DC power by the power conversion device 200 as described later, and is used to charge the battery 300.
  • the charged power is used again as traveling energy.
  • the signals of the rotation sensor 920 and the temperature sensor 930 provided in the rotary electric machine 900 are taken into the rotary electric machine control unit 210 of the power conversion device 200 through the signal line 290.
  • the power conversion device 200 is an inverter including the rotating electrical machine control unit 210.
  • the power conversion device 200 converts DC power from the battery 300 into AC power and supplies the AC electric power to the rotary electric machine 900.
  • the power conversion device 200 converts AC power (regenerative power) generated by the rotary electric machine 900 into DC power to charge the battery 300.
  • the rotary electric machine 900 and the power conversion device 200 are connected by an AC harness 400 (three phases of U phase V phase W phase).
  • Power converter 200 and battery 300 are connected by DC harnesses 450P and 450N. Electric power can be bidirectionally transferred from the rotating electric machine 900 to the battery 300 or from the battery 300 to the rotating electric machine 900 via the power conversion device 200.
  • the battery 300 is configured of, for example, a NiMH (nickel metal hydride) battery or a Li-ion (lithium ion) battery, and includes a battery control unit 310. The configuration details of the battery 300 will be described later.
  • Relays 450a are provided in the DC harnesses 450P and 450N connecting the power conversion device 200 and the battery 300, and the power conversion device 200 and the battery 300 can be mechanically connected and disconnected by the relay 450a.
  • Regenerative coordinated braking system 500 includes a brake control unit 510.
  • Regenerative coordinated braking system 500 calculates the braking force required by the driver based on the depression amount of the brake pedal, and transmits the calculated braking force to vehicle controller 100. Further, a braking force corresponding to the command of the vehicle controller 100 is generated. During regenerative coordinated braking, a braking force is generated by subtracting the regenerative braking force from the total braking force required by the driver. Details of the regenerative coordinated braking operation will be described later.
  • Regenerative coordinated braking system 500 is connected to front right and left calipers 20FR and 20RL via brake fluid pressure piping 520, and is also connected to front left and right calipers 20FR and 20RL via brake hydraulic pressure piping 530. It is connected. The braking force is transmitted to the wheels 10FR, 10FL, 10RR, 10RL by the brake fluid pressure.
  • the vehicle controller 100 is a top control device that manages the vehicle in an integrated manner.
  • the vehicle controller 100 and the brake control unit 510 are connected by the first CAN 110, and the vehicle controller 100, the rotating electrical machine control unit 210 and the battery control unit 310 are connected by the second CAN 120, and CAN communication is possible. ing.
  • FIG. 2 is a block diagram showing the main part of electrically powered vehicle 1, and shows vehicle controller 100, power conversion device 200, battery control device 310, regenerative coordinated braking device 500, and rotating electric machine 900.
  • the vehicle controller 100 controls the electric motor 1 by receiving battery information (SOC, total voltage) signals, etc. obtained from the battery control unit 310 via the second CAN 120.
  • the torque command T * for power running or regeneration is transmitted.
  • the regenerative coordinated braking device 500 is provided with a brake pedal stroke sensor 500a that detects the amount of depression of the brake when the driver depresses the brake.
  • the brake control unit 510 of the regenerative coordination brake system 500 is provided with a driver request braking force calculation unit 510a that calculates the braking force requested by the driver based on the detection result of the brake pedal stroke sensor 500a.
  • the calculated driver request braking force is transmitted to the vehicle controller 100 via the first CAN 110.
  • the vehicle controller 100 is provided with a regenerative friction braking force distribution computing unit 100a. At the time of the regenerative coordinated braking operation, a part of the driver request braking force is divided into the regenerative braking force.
  • the regenerative friction braking force distribution arithmetic unit 100a calculates the amount of division so that the traveling stability of the electric motor vehicle 1 is secured and the driver does not feel discomfort in switching the braking force based on the received driver request braking force. .
  • the vehicle controller 100 transmits a braking force command for the friction brake to the brake control unit 510 via the first CAN 110. Further, the command regarding the distributed regenerative braking force is transmitted to the rotary electric control unit 210 via the second CAN 120 as a torque command T *. Vehicle controller 100 transmits torque command T * for driving rotary electric machine 900 to rotary electric control unit 210 regardless of power running or regeneration.
  • FIG. 3 is a diagram showing the configuration of the power converter 200.
  • the power conversion device 200 is provided with an inverter circuit 204, a rotating electrical machine control unit 210, a driver circuit 210a, a smoothing capacitor 205, and a current sensor 280.
  • DC power from the battery 300 is sent from the DC harnesses 450P and 450N to the positive side 205P and the negative side 205N of the smoothing capacitor 205 and supplied to the inverter circuit 204.
  • the DC power is converted into AC power by the inverter circuit 204 and supplied to the rotating electric machine 900.
  • the rotating electrical machine 900 when the rotating electrical machine 900 is regenerated, AC power is generated by rotating the rotating electrical machine 900 by the rotational torque from the wheels, and the AC power is converted to DC power by the inverter circuit 204.
  • the converted DC power is supplied from the positive electrode side 205P and the negative electrode side 205N of the smoothing capacitor 205 to the battery 300 via the DC harnesses 450P and 450N, and the battery 300 is charged.
  • the inverter circuit 204 which converts DC power into AC power includes six switching elements 201U, 202U, 201V, 202V, 201W and 202W.
  • An IGBT, a MOSFET or the like is used as the switching element.
  • the emitter electrode of switching element 201U and the collector electrode of switching element 202U, the emitter electrode of switching element 201U and the collector electrode of switching element 202U, and the emitter electrode of switching element 201U and the collector electrode of switching element 202U are electrically connected, respectively. .
  • the collector electrodes of the switching elements 201U, 201V, 201W are electrically connected to the positive electrode side of the battery 300 via the DC harness 450P.
  • Emitter electrodes of the switching elements 202U, 202V, 202W are connected by the negative electrode side of the battery 300 and the DC harness 450N.
  • connection point 203U of the switching elements 201U and 202U connected in series is connected to one end of a U-phase coil 900U of the rotary electric machine 900.
  • connection point 203 V of switching elements 201 V and 202 V is connected to one end of V-phase coil 900 V of rotary electric machine 900
  • connection point 203 W of switching elements 201 W and 202 W is one end of W-phase coil 900 W of rotary electric machine 900. It is connected.
  • the other ends of the U-phase coil 900 U, the V-phase coil 900 V, and the W-phase coil 900 W are connected at a neutral point 900 N.
  • the driver circuit 210a is based on the gate control signal output from the gate control signal operation unit 250 of the rotary electric machine control unit 210 to drive the switching elements 201U, 201V, and 201W and the switching elements 202U, 202V, and 202W.
  • Current sensor 280 shown in FIG. 2 detects three-phase AC currents Iu, Iv, Iw flowing through U-phase coil 900 U, V-phase coil 900 V, and W-phase coil 900 W of rotary electric machine 900.
  • the detected current values Iu, Iv, Iw are input to the rotating electrical machine control unit 210.
  • the rotary electric machine 900 is provided with a rotation sensor 920 and a temperature sensor 930.
  • the rotation sensor signal output from rotation sensor 920 is input to position / speed calculator 260 of rotating electric machine control unit 210.
  • temperature sensor 930 detects the temperature of at least one of U-phase coil 900 U, V-phase coil 900 V, and W-phase coil 900 W provided on the stator (not shown) of rotary electric machine 900.
  • the detected coil temperature (temperature sensor signal) is input to the current command calculation unit 220 of the motor control unit 210.
  • FIG. 4 is a diagram showing the rotating electrical machine control unit 210.
  • the rotary electric machine control unit 210 includes a current command calculation unit 220, a current control unit 230, a two-phase to three-phase converter 240a, a three-phase to two-phase converter 240b, a gate control signal calculator 250, and a position speed calculator 260.
  • the current command calculation unit 220 further includes a current map 220a, an actual generated torque calculation unit 220b, a battery diagnosis and determination unit 220c, and a current map selection unit 220d.
  • Position / speed calculator 260 calculates magnetic pole position ⁇ d and angular velocity ⁇ r of the rotor (not shown) of rotary electric machine 900 based on the rotation sensor signal input from rotation sensor 920.
  • the magnetic pole position ⁇ d is a two-phase to three-phase converter 240a for converting dq axis (two-phase) system to UVW (three-phase) system, and 3 for converting UVW (three-phase) system to dq axis (two-phase) system
  • the signal is input to the phase-to-phase converter 240b and used for conversion calculation in each.
  • the calculated angular velocity ⁇ r is input to the current command calculation unit 220.
  • Three-phase to two-phase converter 240 b converts current values Iu, Iv, Iw input from current sensor 280 into dq axis currents Idc, Iqc based on magnetic pole position ⁇ d input from position / speed calculator 260 Do.
  • the converted dq-axis currents Idc and Iqc are fed back (negatively fed back) to the d-axis current command Id * and the q-axis current command Iq * before being input to the current control unit 230.
  • the dq-axis currents Idc and Iqc are also input to the actual torque generation unit 220b.
  • the actually generated torque calculation unit 220b calculates an actually generated torque Ta from the currents Idc and Iqc actually flowing through the rotary electric machine 900.
  • the calculated actual generated torque Ta is transmitted to the vehicle controller 100 via the second CAN 120.
  • the current command calculation unit 220 of the rotary electric machine control unit 210 instructs the d-axis current command to the rotary electric machine 900 based on the magnetic pole position ⁇ d input from the position / speed calculator 260 and the torque command T * input from the vehicle controller 100.
  • the Id * and q-axis current commands Iq * are retrieved from the current map 220a.
  • the current map 220a maps in advance the d-axis current command Id * and the q-axis current command Iq * required for each operating point of the rotary electric machine 900 determined from the angular velocity ⁇ r and the torque command T *.
  • Current command calculation unit 220 outputs 0 to 100% of the output of rotary electric machine 900 during powering or regeneration with respect to torque command T * from vehicle controller 100 according to the coil temperature input from temperature sensor 930. There is a limitation between
  • FIG. 5 is a diagram showing an example of the current map.
  • the horizontal axis is the angular velocity ⁇ r (or the number of rotations), and the vertical axis is the torque command value T *.
  • Each operating point is divided into grids, and d-axis current command Id * and q-axis current command Iq * necessary to output the torque command value T * at the angular velocity ⁇ r are stored at each operating point.
  • the data between the operating points is calculated utilizing linear interpolation or the like.
  • the d-axis current command Id * and the q-axis current command Iq * retrieved from the current map 220a in the current command calculation unit 220 are subjected to current control after the dq-axis currents Idc and Iqc are fed back (negative feedback) as described above. It is input to the part 230.
  • the current control unit 230 converts the input dq-axis current command into voltage command values (d-axis voltage command Vdc *, q-axis voltage command Vqc *), and outputs them to the two-phase to three-phase converter 240a. .
  • the two-to-three phase converter 240a converts the d-axis voltage command Vdc * and the q-axis voltage command Vqc * into three-phase voltage commands Vu *, Vv *, Vw * based on the magnetic pole position ⁇ d.
  • Gate control signal operation unit 250 generates a control signal for turning on or off the switching element provided in inverter circuit 204 based on the three-phase voltage commands Vu *, Vv *, Vw *.
  • FIG. 6 is a diagram showing a change in the distribution state of the friction brake and the regenerative brake during the regenerative coordinated braking operation.
  • the vertical axis represents the braking force of the friction brake and the regenerative brake
  • the horizontal axis represents time.
  • Line L1 indicates the braking force of the friction brake
  • line L2 indicates the braking force of the regenerative brake
  • a line L0 indicated by an alternate long and short dash line indicates the driver request braking force.
  • Points B1 to B6 on the line L1 and corresponding points G1 to G6 on the line L2 respectively indicate points at the same time.
  • FIG. 7 is a diagram showing the speed of the electric motor vehicle 1 during the regenerative coordinated braking operation shown in FIG.
  • the case where the driver depresses the brake pedal with a constant force that is, the case where the required braking force is constant as shown by line L0 in FIG. 6 will be described as an example.
  • the regenerative coordinated braking device 500 raises the friction braking force to point B0 according to the amount of depression of the brake, and first secures the driver's required braking force. Until the point B1 (G1), the driver's required braking force is secured only by the friction braking force.
  • the vehicle controller 100 determines the proportional amount at this time, that is, the target of how to switch the driver request braking force from the friction braking force to the regenerative braking force. Ru.
  • the vehicle controller 100 takes into consideration that the traveling stability of the electric motor vehicle 1 is taken into consideration, and also determines that the target value for the division is taken into consideration that the driver does not feel uncomfortable.
  • the vehicle controller 100 maintains the driver request braking force between the points B5 (G5) to B6 (G6) while the section B1 (G1) to B4 remains. Contrary to (G4), a part of the regenerative braking force is gradually switched to the friction braking force. This switching operation is also achieved by repeating [Operation 1] to [Operation 4] in FIG.
  • the rotary electric control unit 210 causes the rotating electric machine 900 to generate regenerative torque in accordance with the received regenerative torque command T *. Further, in the actually generated torque calculation unit 220b provided in the current calculation unit 220, the actually generated torque Ta is calculated based on the currents Idc and Iqc flowing through the rotary electric machine 900. The actual generated torque Ta is transmitted to the vehicle controller 100 via the second CAN 120.
  • the regenerative friction braking force apportionment calculator 100a of the vehicle controller 100 calculates a regenerative braking force by the actual generated torque Ta. Then, a friction braking force obtained by subtracting the regenerative braking force from the driver request braking force is transmitted to the brake control unit 510 via the first CAN 110 as a friction braking force command. The brake control unit 510 changes the friction braking force in accordance with the received friction braking force command.
  • the control shown in FIG. 6 shows the operation in a normal state of the battery 300 and is basically the same as the conventional regenerative coordinated brake control.
  • an abnormality Fail
  • the case where an abnormality (Fail) occurs in the battery 300 during the regenerative coordination brake which is a feature of the present embodiment, will be described in detail.
  • FIG. 9 is a diagram showing the battery control unit 310 and the battery 300.
  • a plurality of cells n in FIG. 9 are disposed inside the battery 300, and n cells are connected in series or in parallel to create a total voltage of the battery 300.
  • the battery control unit 310 constantly monitors various information of the battery, for example, total voltage, temperature, cell voltage and the like, and when it detects an abnormality, starts battery diagnosis (including, for example, cell voltage diagnosis, total voltage diagnosis and the like) Do. More specifically, cell voltage diagnostics monitor whether the voltage of each of the n cells in FIG. 9 is within the threshold of the maximum voltage and the minimum voltage.
  • the total voltage diagnosis monitors whether the total voltage, which is the sum of the voltages of n individual cells, is within the threshold of the allowable maximum voltage and the allowable minimum voltage. In particular, when the capacity of a battery increases as in an EV (Electric Vehicle), the number of cells increases and the variation in individual cell voltages also increases, so monitoring of the cell voltages also becomes important.
  • EV Electric Vehicle
  • the cell voltage of number n ⁇ 1 exceeds the threshold.
  • the upper diagram in FIG. 10 shows temporal changes in the total voltage of the battery 300, and the lower diagram shows the first cell to the n-th cell at the time of the black circle in the upper diagram.
  • the vehicle controller 100 obtains the diagnosis result of the battery 300 from the battery control unit 310 by the second CAN 120. Conventionally, when the vehicle controller 100 receives a Fail signal of the battery 300 from the battery control unit 310 via the second CAN 120, the vehicle controller 100 prohibits charging / discharging of the battery 300 and sends a command to the rotating electrical machine control unit 210 to limit power regeneration operation. In addition, the switching operation of the power conversion apparatus 200 is stopped, or the relay 450a provided in the DC harness 450P and the DC harness 450N is shut off.
  • the vehicle controller 100 when the battery 300 is in charge / discharge inhibition due to total voltage abnormality during regenerative coordination braking, and the vehicle controller 100 receives the Fail signal as a diagnosis result, the vehicle controller 100 immediately stops regeneration operation to stop regeneration operation. Enter the action of
  • FIG. 11 is a view showing the friction braking force and the regenerative braking force when the stopping operation is instantaneously performed.
  • the vehicle controller 100 instantaneously sets the regenerative braking force to zero while maintaining the driver request braking force indicated by the line L0, and the friction brake Increase the force to the driver demand braking force.
  • it is practically difficult to switch completely and instantaneously at the same time, not only giving the driver a sense of discomfort in the switching of the braking force, but also deteriorating the running stability of the electric vehicle 1, especially where road conditions are bad. The deterioration of the running stability appears notably.
  • the regenerative coordinated brake cancellation process as shown in FIG. 12 is performed.
  • the vehicle controller 100 When the Fail signal from the battery control unit 310 is received at point B2 (G2), the vehicle controller 100 repeatedly executes the operation shown in FIG. While setting G3 and changing the friction braking force from point B2 to point B3, switching to the friction braking force as fast as possible while giving priority to the traveling stability of the electric vehicle 1.
  • the regenerative coordinated brake termination process as shown in FIG. 12 is performed, and the battery protection operation as described below is performed from the viewpoint of battery protection.
  • FIGS. 13 to 15 are diagrams for explaining the diagnostic operation in the present embodiment.
  • the battery control unit 310 detects that the total battery voltage exceeds the maximum total voltage threshold Vth-max shown in FIG. 14, the battery control unit 310 starts diagnosis and transmits a Fail notice signal to the second CAN 120.
  • the Fail notice signal is a signal indicating that the battery operation is not abnormal (Fail state), but if the regenerative brake is used as it is, the battery abnormal state occurs, so that the protection operation is necessary.
  • the battery diagnosis includes the cell voltage diagnosis, the total voltage diagnosis and the like as described above, and the diagnosis is performed a plurality of times at predetermined time intervals. Then, as shown in FIG. 14, when the battery total voltage abnormality detection continues even after a plurality of diagnoses, the battery control unit 310 ends the diagnosis and transmits a Fail signal to the second CAN 120. Then, when the Fail signal is received by the rotating electrical machine control unit 210, the friction brake force and the regenerative brake are satisfied while the driver request braking force is satisfied, as shown by the lines B2 to B3 and G2 to G3 in FIG. The force is controlled and ultimately only the friction braking force is taken.
  • the battery control unit 310 ends the diagnosis operation and transmits a Fail release signal to the second CAN 120.
  • the current command calculation unit 220 of the rotary electric control unit 210 includes the battery diagnosis determination unit 220c, and the battery control unit 310 transmits the battery to the second CAN 120.
  • the diagnostic information (Fail notice signal, Fail signal, Fail release signal, etc.) can be directly received without passing through the vehicle controller 100. By configuring in this way, it is possible to detect in advance the battery Fail in the regenerative coordination brake without waiting for a command from the vehicle controller 100, and to cope with it in advance.
  • battery diagnosis determination unit 220c of current command calculation unit 220 prepares for battery Fail when it receives the Fail notice signal transmitted to the second CAN 120 by battery control unit 310 during regeneration coordinated braking operation. Perform processing to increase the internal loss of 900.
  • the driver's requested braking force is divided into friction braking force and regenerative braking force, and part of the kinetic energy of the vehicle that was conventionally discarded as heat of the friction brake, It is made to return to the battery 300. That is, a part of kinetic energy of the vehicle is converted into regenerative power (AC power) by the rotating electrical machine 900, and AC power is converted into DC power by the power conversion device 200 to charge the battery 300.
  • AC power regenerative power
  • 16 to 18 are diagrams for explaining the relationship between the phase current flowing through the U-phase coil 900 U, the V-phase coil 900 V, and the W-phase coil 900 W of the rotary electric machine 900 and the regenerative torque.
  • FIG. 16 shows how the relationship between the phase current flowing through the U-phase coil 900 U, the V-phase coil 900 V, and the W-phase coil 900 W of the rotating electric machine 900 and the regenerative torque changes with the current phase on the dq axis. It is a thing.
  • the line a shows the relationship between the current phase and the regenerative torque when the phase current is a.
  • lines b to j show the relationship between the current phase and the regenerative torque when the phase current is b to j.
  • the phase current increases as a ⁇ j, and the phase current j is the maximum phase current that can be supplied to the rotary electric machine 900. As shown in FIG.
  • the points indicated by white circles are the points at which the maximum regenerative torque is generated when the current phase of the phase current is changed, that is, the highest efficiency points.
  • phase current ( ⁇ (Id ⁇ 2 + Iq ⁇ 2)) / ⁇ 3 (4)
  • FIG. 18 is a vector diagram showing the d-axis current Id and the q-axis current Iq in the current phase of the point Pj1.
  • the phase current is h ⁇ j, and the current on the d-axis side is mainly increased by the transition from point Ph1 to point Pj1.
  • the current on the d-axis side is a current flowing in the direction of the magnet flux of the rotary electric machine 900, and is not a torque but a current which is an internal loss of the motor.
  • the point Pj1 is the same regenerative torque as the point Ph1 although it is the maximum phase current that can be supplied to the rotary electric machine 900. That is, point Pj1 is the lowest efficiency point.
  • points indicated by black circles Pj1, Pj2, Pj3, Pj4, Pj5 are the lowest efficiency points corresponding to the highest efficiency points Ph1, Pg2, Pf3, Pe4, Pd5, and the corresponding ones have the same regenerative torque. ing.
  • FIG. 19 shows the current map 220a in the current command calculation unit 220 shown in FIG. 4 in more detail.
  • the standard current map 221a the maximum values shown by white circles Ph1, Pg2, Pf3, Pe4 and Pd5 are shown.
  • the d-axis current Id and the q-axis current Iq are mapped based on the current phase which is an efficiency point.
  • the d-axis current Id and the q-axis current Iq are mapped to the loss increase current map 221e based on the current phase which is the lowest efficiency point shown by black circles Pj1, Pj2, Pj3, Pj4 and Pj5. .
  • the current map selection unit 220d shown in FIG. 19 selects one of the standard current map 221a and the loss increase current map 221e according to the situation.
  • the standard current map 221a is selected, and in the case of the protection operation during the regenerative coordinated braking operation described below, the loss increase current map 221e is selected.
  • FIG. 20 is a diagram showing a first example of the protection operation.
  • the protection operation in the first example when the battery diagnosis determination unit 220c receives the Fail notice signal during the regenerative coordinated braking operation, the inside of the rotary electric machine 900 for battery protection in the background even if there is no command from the vehicle controller 100. Recognizing the need for increased loss, the current map selection unit 220d switches the current map from the standard current map 221a to the increased loss current map 221e.
  • Current command calculation unit 220 of rotary electric machine control unit 210 searches d-axis current command Id * and q-axis current command Iq * from loss increase current map 221 e based on torque command T * and angular velocity ⁇ r.
  • FIG. 20 shows a line L2 of a portion related to the regenerative brake in the process from the point B1 (G1) to the point B4 (G4) in FIG.
  • the example shown in FIG. 20 shows a process when the battery diagnosis determination unit 220c receives the Fail advance notification signal from the battery control unit 310 in the process of points G1 ⁇ G4 and then receives the Fail release signal. This corresponds to the case where the total battery voltage changes as shown in FIG.
  • the current map selection unit 220d of FIG. 19 selects the standard current map 221a based on the maximum efficiency point until the battery diagnosis and determination unit 220c receives the Fail notice signal. At this time, the internal loss of the rotary electric machine 900 in the equation (3) is in the smallest state. In FIG. 20, the regenerative power at this time is represented by the hatched area on the lower side of the line L2. In the state of using the standard current map 221a before receiving the fail notice signal, the entire lower side of the line L2 is hatched.
  • the current map selection unit 220d switches the current map from the standard current map 221a to the loss increase current map 221e.
  • the d-axis current command Id * and the q-axis current command Iq are such that the internal loss of the rotating electric machine 900 is increased while maintaining the regenerative torque of the rotating electric machine 900 at the regenerative torque command T * from the vehicle controller 100.
  • the regenerative power decreases by an amount of increase in loss of the rotary electric machine 900. Therefore, as shown in FIG. 20, the area of the hatching area representing the regenerative power decreases by the increase in loss of the rotary electric machine 900.
  • the white area on the lower side of the line L2 indicates the increase in loss of the rotary electric machine 900.
  • the Fail diagnosis signal is received by the battery diagnosis and determination unit 220c, it is determined that the need for battery protection has been eliminated in the background even if there is no command from the vehicle controller 100, and the internal loss increase processing of the rotary electric machine 900 is performed. Cancel Then, the current map determination unit 220d switches the current map from the loss increase current map 220e to the standard current map 220a. As a result, the white area is eliminated, and the entire area under the line L2 becomes a hatching area representing the regenerative power.
  • the battery total voltage after receiving the Fail notice signal changes as shown by a broken line in FIG.
  • the regenerative power returned to battery 300 decreases, and the total battery voltage decreases compared to the case where the current map is not switched (solid line). ing.
  • a margin occurs with respect to battery charging, and even when there is a switching operation as shown in G2 to G3 (B2 to B3) of FIG. 12, the battery 300 can be protected against battery charging.
  • FIG. 21 is a diagram illustrating a case where the Fail cancellation is not performed in the first example and the battery Fail is determined at the point G2 (when the Fail signal is received).
  • the current map is switched from the loss increase current map 221e to the standard current map 221a. Therefore, between G2 and G3, the lower side of the line L2 is hatched in the entire area, and the battery 300 is charged by the regenerative power.
  • the charge amount during this period is decreased by increasing the loss of the rotary electric machine 900 from the receipt of the fail notice signal to the determination of the Fail, it is possible to allow room for battery charging after the determination of the Fail.
  • the battery 300 can be protected. By performing control to reduce the charge amount in advance in this manner, while maintaining the running stability of the electric motor vehicle 1, the regenerative power to be returned to the battery 300 is spared after the battery Fail between point G2 and G3. You can take it and accept it.
  • FIG. 22 is a diagram showing a second example of the protection operation, and as shown in FIG. 14, shows an operation in the case where a Fail signal is further received after reception of a Fail notice signal.
  • a regenerative torque command T * in which the regenerative braking force decreases like G2 to G3 of the line L2 is transmitted from the vehicle controller 100 to the rotary electric machine control unit 210 via the second CAN 120.
  • the selection of the current map is maintained in the loss increase current map 221 e even after the determination of Fail.
  • the loss of the rotary electric machine 900 also increases in the G2 to G3 section, and the regenerative power decreases by the amount of increase in loss indicated by the white area.
  • FIG. 23 shows a third example of the protection operation.
  • the increase in internal loss loss mainly becomes Joule heat of the U-phase coil 900 U, the V-phase coil 900 V, and the W-phase coil 900 W, and the coil temperature rises.
  • the temperature rise is detected by a coil temperature sensor 930 provided in the rotary electric machine 900.
  • the detection result is input to the current command calculation unit 220 of the rotary electric machine control unit 210.
  • two threshold values Tth1 and Tth2 are provided for the coil temperature of the rotary electric machine 900.
  • the figure shown in the upper part of FIG. 23 is the same as FIG. 22, but the method of increasing the loss of the rotary electric machine 900 in the G2 to G3 section is different.
  • the magnitude of the loss is changed according to the coil temperature. Therefore, as shown in FIG. 24, the current command calculation unit 220 is provided with a plurality of loss increasing current maps.
  • the current map selection unit 220 d selects which current map to use.
  • three loss increasing current maps 221e, 221f and 221g are provided.
  • the magnitude of the internal loss increases in the order of (map 221 e)> (map 221 f)> (map 221 g).
  • the black circles Pj1, Pj2 and Pj3 apply the loss increase current map 221e
  • the black circle Pg4 applies the loss increase current map 220f
  • the black circle Pe5 applies the loss increase current map 220g.
  • the number of types is not limited to three and more may be provided.
  • the coil Since internal loss increase processing of the rotary electric machine 900 starts when the battery diagnosis / determination unit 220c of the rotary electric machine control unit 210 receives the Fail notice signal, the coil is started from the time of the Fail notice signal as shown in the lower side of FIG. The temperature is also rising. At this time, for example, it is assumed that the loss increasing current map 221 e of FIG. 24 is selected as the current map.
  • the current command calculation unit 220 switches to a loss increasing current map 221f or 221g with a smaller amount of internal loss to lower the Joule heat of the coil.
  • the ratio of internal loss decreases from the point Gth1 at which the loss increase current map switches from 221e to 221f or 221g, and the ratio of regenerative power increases. Also, the degree of increase in coil temperature is reduced.
  • the current command calculation unit 220 cancels the internal loss increase processing to protect the rotary electric machine 900. That is, the current map selection unit 220d selects the standard current map 220a. Therefore, from the point Gth2, the increase in internal loss becomes zero, and the coil temperature tends to decrease.
  • the internal loss increase control is performed while monitoring the coil temperature of the rotary electric machine 900, and the loss increase current map is switched according to the coil temperature to adjust the internal loss increase. While being able to effectively utilize the internal loss that the rotary electric machine 900 can tolerate, there is an effect that breakage of the rotary electric machine 900 can be prevented.
  • the electric vehicle system divides a motor operation by battery power and a rotating electric machine capable of selectively generating power by vehicle traveling energy, into a friction braking force and a regenerative braking force. While performing regenerative coordinated brake control and reducing the regenerative brake force and increasing the friction brake force so as to hold the braking force at the driver request braking force when the battery can not be charged during the regenerative coordinated brake operation.
  • a battery monitoring unit mounted on an electric vehicle having a regenerative cooperation brake control device for stopping regenerative cooperation brake control, and monitoring a state of a battery mounted on the electric vehicle; and a rotating electric machine controlling a rotating electric machine of the electric vehicle And a control unit.
  • the battery control unit 310 diagnoses whether the battery 300 can be charged or not. If judged, the Fail signal is output, and when the rotating electric machine control unit 210 receives the Fail signal during the regenerative coordinated braking control, the rotating electric machine 900 holds the torque of the rotating electric machine 900 at the regenerative torque corresponding to the regenerative braking force.
  • a loss increase control that increases the internal loss and reduces the regenerative power by the regenerative brake is executed.
  • the battery control unit 310 outputs a Fail notice signal with the start of the diagnosis. Then, when the rotary electric machine control unit 210 receives the Fail notice signal during the regenerative coordinated brake control, the rotary electric machine control unit 210 executes the loss increase control.
  • the battery control unit 310 determines that charging is possible from the diagnosis result, it outputs a Fail cancellation signal. Then, the rotary electric machine control unit 210 cancels the loss increase control when it receives the Fail release signal after receiving the Fail notice signal, and continues the loss increase control when it receives the Fail signal after receiving the Fail notice signal. Since loss increase control is stopped when the Fail release signal is received, energy consumption can be effectively saved. Also, even after receiving the Fail signal, battery protection can be performed more reliably by continuing the aforementioned loss increase control to reduce the regenerative power returned to the battery 300.
  • the temperature sensor 930 for detecting the temperature of the stator coil (900 U to 900 W) of the rotary electric machine 900 is provided in the motor vehicle 1, and the internal loss amount is large when the temperature detected by the temperature sensor 930 is low. Since the amount of internal loss of the rotary electric machine in the loss increase control is adjusted according to the detected temperature so that the amount of internal loss becomes smaller when the temperature is high, the coil temperature of the rotary electric machine 900 is prevented from excessive rise In addition to the protection of the battery 300, the rotary electric machine 900 can be protected.
  • the adjustment of the internal loss amount according to the coil temperature can be performed not only in the section G2 to G3 of FIG. 23, but also in any section as long as loss increase control is underway.
  • the current map may be switched to the minimum loss current map (standard current map 221a) to cancel the loss increase control.
  • the rotary electric machine control unit 210 includes a plurality of current maps 221a to 221g representing the relationship between the torque and rotational angular velocity of the rotary electric machine 900 and the supplied current according to the size of the internal loss,
  • the standard current map 221a with the smallest internal loss among the plurality of current maps 221a to 221g is used, and when loss increase control is performed, one of the other current maps 221e, 221f, and 221g is used. May be used.

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PCT/JP2013/069970 2012-08-30 2013-07-24 電動車駆動システム Ceased WO2014034333A1 (ja)

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