WO2014112109A1 - 車両用電動機の制御装置 - Google Patents
車両用電動機の制御装置 Download PDFInfo
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- WO2014112109A1 WO2014112109A1 PCT/JP2013/050986 JP2013050986W WO2014112109A1 WO 2014112109 A1 WO2014112109 A1 WO 2014112109A1 JP 2013050986 W JP2013050986 W JP 2013050986W WO 2014112109 A1 WO2014112109 A1 WO 2014112109A1
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- Prior art keywords
- characteristic
- motor
- electric motor
- vehicle
- torque
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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
- B60L15/2045—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 optimising the use of energy
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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
- B60L15/2054—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 by controlling transmissions or clutches
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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
- 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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
- B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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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
- H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
- H02P5/74—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors
- H02P5/747—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more ac dynamo-electric motors mechanically coupled by gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a technical field of a control device for a vehicle motor that controls the operation of a motor mounted on a vehicle such as an automobile.
- Patent Documents 1 and 2 propose a technique that can change the characteristics by making the relative phase of two rotors divided in the rotation axis direction variable.
- Japanese Patent Application Laid-Open No. H10-228561 proposes a technique that can change the characteristics by making the relative phase of two rotors divided in the circumferential direction variable.
- Patent Document 4 proposes a technique that can change characteristics by selectively switching and using two types of windings.
- the electric motor can be driven by switching a plurality of characteristics, it is possible to realize an operation state with high efficiency according to the situation. Specifically, driving is performed by switching characteristics between a situation where a relatively large torque is required (for example, when starting a vehicle) and a situation where only a relatively small torque is required (for example when driving at high speed). Therefore, the power consumed can be effectively suppressed.
- the above-described switching control of characteristics may not be performed due to an unintended failure or the like. That is, a situation may occur in which the characteristics of the electric motor are fixed to one characteristic.
- the electric motor for a vehicle is required to maintain a state where the vehicle can travel at least even if a problem occurs.
- the switching control cannot be performed in a state where the output torque is switched to a characteristic that is limited, an unexpected vehicle behavior is caused by insufficient torque, which not only hinders appropriate driving. It may be difficult to ensure safety.
- Patent Documents 1 to 4 may cause further inconvenience due to the characteristic being fixed when the characteristic switching control cannot be performed. Has technical problems.
- the present invention has been made in view of the above-described problems, and provides a vehicle motor control device capable of realizing appropriate traveling even when characteristic switching control cannot be performed. Let it be an issue.
- a vehicle motor control apparatus is a vehicle motor control apparatus that controls an electric motor capable of realizing a plurality of characteristics having different torque output upper limits.
- a characteristic switching means for switching between at least two characteristics of a first characteristic whose output upper limit is a first predetermined torque and a second characteristic whose output upper limit is a second predetermined torque smaller than the first predetermined torque;
- the characteristic determining means for determining whether the characteristic is the first characteristic or the second characteristic and the driven body driven by the motor stop, the characteristic of the electric motor is the first characteristic. Whether or not the characteristic of the electric motor is not the first characteristic, so that the characteristic of the electric motor is switched to the first characteristic, and the driven body
- a characteristic control means for controlling said characteristic switching means so as to start at the first characteristic in the next startup.
- the electric motor according to the present invention is configured as a motor generator such as a motor generator, for example, and is mounted on a vehicle such as a hybrid vehicle or an electric vehicle and functions as a power source.
- the electric motor according to the present invention is particularly capable of realizing a plurality of characteristics having different torque output upper limits.
- a field characteristic of an electric motor can be cited.
- switching of the characteristic can be realized by changing a relative phase of each rotor.
- the characteristics can be switched by switching the windings to be used. It should be noted that other known methods can be used as a method of switching the characteristics of the electric motor.
- a control device for a motor for a vehicle is a device that performs control of the above-described motor.
- CPUs Central Processing Unit
- MPU Micro Processing Unit
- various processors or various controllers
- various processing units such as a single or a plurality of ECUs (Electronic Controlled Units) that may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory
- ROM Read Only Memory
- RAM Random Access Memory
- flash memory flash memory
- Various computer systems such as various controllers or microcomputer devices can be used.
- the characteristics of the motor are switched between a plurality of characteristics by the characteristic switching means.
- the characteristic switching means switches the characteristics of the motor between at least two characteristics of a first characteristic whose output upper limit is a first predetermined torque and a second characteristic whose output upper limit is a second predetermined torque.
- the second predetermined torque is a value smaller than the first predetermined torque. Therefore, the second characteristic in which the second predetermined torque is the output upper limit is a characteristic in which the outputable torque is smaller than the first characteristic in which the first predetermined torque is the output upper limit (that is, the characteristic in which the output torque is limited). It can be said that.
- efficient operation of the electric motor can be realized by switching the characteristics having different upper torque output limits. For example, since it is required to output a relatively large torque when the vehicle starts, for example, it is possible to realize a suitable traveling of the vehicle by switching the characteristics of the electric motor to the first characteristic having a large torque output upper limit. . On the other hand, when the vehicle is traveling at a high speed, a high rotational speed is required, but torque is not so required. For this reason, the efficient driving
- the characteristic determining means determines whether the characteristic of the motor is the first characteristic or the second characteristic.
- the characteristic determination means for example, during the operation of the electric motor, the characteristic of the electric motor is determined at a predetermined timing such as periodically at a predetermined cycle or immediately after the characteristic switching control is executed. Thereby, it is possible to accurately grasp the current characteristics of the electric motor appropriately switched by the characteristic switching means, and it is possible to perform appropriate control according to the characteristics. For example, in the case of an electric motor that changes the characteristics by changing the phase of the rotor, the characteristic can be determined by detecting the rotation angle of the rotor.
- the characteristic determination means described above has a characteristic of the electric motor when the driven body driven by the electric motor stops (for example, when the vehicle stops or when only the operation of the electric motor is stopped). It is determined by the characteristic control means whether or not it is the first characteristic. That is, the characteristic determination means executes characteristic determination when the motor is stopped, in addition to characteristic determination for performing normal characteristic switching control during operation of the motor.
- the characteristic switching means is configured to switch the characteristic of the motor to the first characteristic by the characteristic control means. Is controlled. When it is determined that the characteristics of the motor are already the first characteristics, the characteristics of the motor need not be switched. As a result of such control, the characteristics of the motor in which the driven body is stopped are in the first characteristic state regardless of the characteristics immediately before the stop.
- the motor having the first characteristic when the driven body is stopped is started with the first characteristic when the driven body is started next time.
- the characteristics of the electric motor, which is the first characteristic at the time of stopping are maintained until the next start, and the electric motor is started with the first characteristic.
- switching of the motor characteristics by the characteristic switching means may not be executed due to an unintended failure or the like.
- the characteristics of the electric motor are fixed to one characteristic, it is difficult to efficiently operate by switching the characteristics as described above.
- the torque output is limited to the second predetermined torque which is relatively small, and thus the vehicle may not be able to travel appropriately. Specifically, there is a possibility that the vehicle cannot start properly from a state where the vehicle is stopped, or the acceleration / deceleration desired by the driver cannot be realized. Furthermore, since the behavior of the vehicle becomes unstable, it may be difficult to ensure safety.
- the characteristic of the electric motor is set to the first characteristic, and the first characteristic is started at the next start. For this reason, even when the characteristics cannot be switched while the driven body is stopped, the electric motor can output a relatively large torque. Therefore, the inconvenience caused by the shortage of output torque as described above can be preferably avoided.
- the first predetermined torque that is the upper limit of the output of the first characteristic is as large as possible.
- the first predetermined torque that is the upper limit of output of the first characteristic is somewhat larger than the second predetermined torque that is the upper limit of output of the second characteristic, the above-described effects are correspondingly applied regardless of the magnitude of the first predetermined torque. Demonstrated.
- the present invention is also effective when switching to another characteristic is realized. For example, switching to a third characteristic having an output upper limit of a third predetermined torque smaller than the first predetermined torque and larger than the second predetermined torque, or a fourth characteristic having an output upper limit of the fourth predetermined torque smaller than the second predetermined torque. Even if it is possible, if the driven body stops, switching to the first characteristic (that is, a characteristic capable of outputting a relatively large torque) can advantageously avoid inconvenience due to insufficient torque. it can.
- the vehicle motor control apparatus can achieve appropriate traveling even when the characteristic switching control of the motor cannot be performed. Such an effect can be said to be extremely useful in application to a vehicle that requires a minimum travel even if it is a failure.
- the first predetermined torque is a maximum torque that can be output by the motor.
- the first characteristic is set as a characteristic capable of outputting the maximum torque that can be output by the electric motor. For this reason, even if the characteristic cannot be switched during the stop, the maximum torque can be output from the motor that has been switched to the first characteristic in advance. That is, even if the characteristic is fixed due to a failure or the like, the output torque is not limited. Therefore, it is possible to surely avoid inconvenience due to insufficient torque.
- the characteristic control means determines whether the characteristic of the motor is the first characteristic when the driven body is stopped for a predetermined period or longer. Let the characteristic determination means determine.
- the determination of the characteristics of the electric motor by the characteristic determination unit instructed by the characteristic control unit is not always performed when the driven body stops, but when the driven body stops for a predetermined period or longer. Only run on. Therefore, even if the driven body is stopped, the characteristic of the motor cannot be switched to the first characteristic if the driven body is not stopped for a predetermined period or longer.
- the “predetermined period” is a period set in advance as a period in which the possibility that the switching control of the motor characteristics cannot be performed during the stop is increased to a certain level. Or set empirically or empirically. According to the study of the present inventor, it has been found that the troubles related to the characteristic switching control tend to be higher as the driven body is stopped longer. For this reason, if the determination of the characteristic and the switching control to the first characteristic are performed using the predetermined period as a threshold value, it is possible to avoid the problem more efficiently than in the case where the control is executed every time the vehicle is stopped. It becomes possible.
- the characteristics of the motor are The first characteristic is determined.
- the electric motor according to the present invention may output a stop torque in order to stop the driven body, and the stop torque is required to be a relatively large torque due to its characteristics. For this reason, the electric motor that outputs the stop torque has the first characteristic that can output a relatively large torque. Therefore, when the motor is outputting a stop torque to stop the driven body, the characteristic of the motor is the first characteristic without detecting other parameters (for example, the rotation angle of the rotor). Can be judged. That is, the characteristics can be determined by whether or not the motor is outputting the stop torque without separately executing the process for determining the characteristics of the motor. As a result, it becomes possible to execute the characteristic determination of the electric motor very easily and accurately.
- the characteristic control means determines whether the characteristic of the motor is the first characteristic after a system off command for a vehicle on which the motor is mounted. Is determined by the characteristic determining means.
- the vehicle according to the present invention is configured such that various controls of the entire vehicle such as traveling are executed by the system. For this reason, when the vehicle system is turned off, the driven body by the electric motor is also reliably stopped. Therefore, if the characteristic control means determines the characteristic of the electric motor after the vehicle system-off command, the determination timing can be made appropriate and the switching to the first characteristic can be suitably performed. Specifically, switching to the first characteristic can be executed after the system off command until the system is actually turned off.
- the electric motor which concerns on this aspect is an electric motor which does not require electric power for characteristic maintenance.
- examples of the electric motor that does not require electric power for maintaining characteristics include a rotor of a rotor division type, a magnetic force variable type by current control, and the like.
- the vehicle system is turned on by, for example, a driver's key operation, and is turned off when the vehicle stops and the driver leaves the vehicle. For this reason, when the vehicle system is turned off, the driven body of the electric motor is assumed to stop for a relatively long period of time. Therefore, when the vehicle system is turned off, it can be said that the motor is in a stopped state that has a high possibility of being unable to execute the switching control of the characteristics of the motor. Therefore, if the characteristics of the electric motor are determined when the vehicle system is turned off, the determination timing can be made extremely appropriate, and the switching to the first characteristic can be suitably performed.
- the motor is provided such that the drive shaft of the vehicle on which the motor is mounted corresponds to the rotation speed, and the characteristic control means When the speed becomes zero, the characteristic determination unit determines whether the characteristic of the electric motor is the first characteristic.
- the electric motor according to this aspect is provided as, for example, an electric motor that directly outputs torque to the drive shaft of the vehicle (more specifically, an electric motor that directly outputs power for running the vehicle).
- the rotation speed and the rotation speed of the drive shaft correspond to each other.
- “corresponding” means that when the rotational speed of the drive shaft becomes zero, the rotational speed of the motor becomes zero (that is, the driven body of the motor stops).
- a high-precision correspondence is not required until the rotational speed of the electric motor can be accurately calculated from the rotational speed of the drive shaft.
- the speed of the vehicle becomes zero, it can be estimated that the rotational speed of the drive shaft of the vehicle is also zero. Therefore, it can be estimated that the rotation speed of the motor corresponding to the drive shaft and the rotation speed is also zero.
- the characteristic of the electric motor is the first characteristic by an instruction from the characteristic control means. If it does in this way, the timing which the driven body of an electric motor stops can be judged appropriately, and the characteristic of an electric motor can be judged at an appropriate timing. Therefore, it is possible to suitably switch to the first characteristic.
- the motor is provided so as to correspond to an internal combustion engine of a vehicle on which the motor is mounted, and the characteristic control means includes the internal combustion engine.
- the characteristic determining means determines whether or not the characteristic of the electric motor is the first characteristic.
- the electric motor according to this aspect is, for example, an electric motor that directly outputs torque to an internal combustion engine of a vehicle (more specifically, an electric motor that outputs torque for starting the internal combustion engine or regenerates power output from the internal combustion engine) Etc.), and the rotational speed of the electric motor and the rotational speed of the internal combustion engine correspond to each other.
- “corresponding” means that when the rotational speed of the internal combustion engine becomes zero, the rotational speed of the motor becomes zero (that is, the driven body of the motor stops). For example, there is no need for a high-accuracy correspondence until the rotational speed of the electric motor can be accurately calculated from the rotational speed of the internal combustion engine.
- the rotational speed of the internal combustion engine when the rotational speed of the internal combustion engine becomes zero, it can be estimated that the rotational speed of the electric motor corresponding to the rotational speed is also zero. Therefore, in this aspect, when the rotational speed of the internal combustion engine becomes zero, it is determined whether or not the characteristic of the electric motor is the first characteristic by an instruction from the characteristic control means. If it does in this way, the timing which the driven body of an electric motor stops can be judged appropriately, and the characteristic of an electric motor can be judged at an appropriate timing. Therefore, it is possible to suitably switch to the first characteristic.
- 1 is a schematic diagram illustrating an overall configuration of a vehicle on which a control device for a vehicle electric motor according to an embodiment is mounted.
- 1 is a schematic configuration diagram conceptually showing a configuration of a hybrid drive device. It is an expanded sectional view showing composition of a rotor at the time of the 1st characteristic. It is an expanded sectional view showing composition of a rotor at the time of the 2nd characteristic. It is a graph which shows the relationship between the torque and rotation speed in the motor generator made into the 1st characteristic. It is a graph which shows the relationship between the torque and rotation speed in the motor generator made into the 2nd characteristic. It is a block diagram which shows the structure of ECU.
- FIG. 1 is a schematic diagram showing the overall configuration of a vehicle on which the control device for a vehicle motor according to this embodiment is mounted.
- a vehicle 1 is a so-called hybrid vehicle including a hybrid drive device 10, a PCU (Power Control Unit) 11, a battery 12, an accelerator opening sensor 13, a vehicle speed sensor 14, and an ECU 100. It is.
- the ECU 100 is an electronic control unit that includes a CPU, a ROM, a RAM, and the like and is configured to be able to control the operation of each part of the hybrid vehicle 1.
- the ECU 100 is configured to execute various controls in the hybrid vehicle 1 according to a control program stored in, for example, a ROM.
- the ECU 100 also functions as an example of the “control device for vehicle electric motor” of the present invention.
- the PCU 11 converts the DC power extracted from the battery 12 into AC power and supplies the AC power to a motor generator MG1 and a motor generator MG2 described later.
- PCU 11 also includes an inverter (not shown) that can convert AC power generated by motor generator MG1 and motor generator MG2 into DC power and supply it to battery 12. That is, the PCU 11 inputs / outputs power between the battery 12 and each motor generator, or inputs / outputs power between the motor generators (that is, in this case, the power between the motor generators without passing through the battery 12).
- the power control unit is configured to be controllable.
- the PCU 11 is electrically connected to the ECU 100, and its operation is controlled by the ECU 100.
- the battery 12 functions as a power supply source related to power for powering the motor generator MG1 and the motor generator MG2.
- the battery 12 can be charged, and the amount of stored electricity (SOC) can be detected by the ECU 100 or the like.
- the accelerator opening sensor 13 is a sensor configured to be able to detect an accelerator opening as an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1.
- the accelerator opening sensor 13 is electrically connected to the ECU 100, and the detected accelerator opening is referred to by the ECU 100 at a constant or indefinite period.
- the vehicle speed sensor 14 is a sensor configured to be able to detect the vehicle speed of the hybrid vehicle 1.
- the vehicle speed sensor 14 is electrically connected to the ECU 100, and the detected vehicle speed is referred to by the ECU 100 at a constant or indefinite period.
- the hybrid drive device 10 is a power unit that functions as a power train of the hybrid vehicle 1.
- FIG. 2 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus according to the present embodiment.
- the hybrid drive apparatus 10 mainly includes an engine 200, an MG1 side power transmission mechanism 310, an MG2 side power transmission mechanism 320, a damper 410, a motor generator MG1 (hereinafter abbreviated as “MG1” as appropriate), and a motor generator MG2. (Hereinafter abbreviated as “MG2” where appropriate), and an input shaft 420 and a drive shaft 500.
- the engine 200 is an example of the “internal combustion engine” of the present invention, and is configured to function as a main power source of the hybrid vehicle 1.
- the engine 200 is an engine that uses gasoline, light oil, alcohol fuel, or the like as fuel.
- the engine 200 burns the air-fuel mixture through an ignition operation by an ignition device in which a part of the ignition plug is exposed in the combustion chamber in the cylinder, and reciprocates the piston generated according to the explosive force caused by the combustion. It can be converted into a rotational movement of the crankshaft via the connecting rod.
- crank position sensor for detecting the rotational position (ie, crank angle) of the crankshaft is installed.
- the crank position sensor is electrically connected to the ECU 100, and the ECU 100 is configured to calculate the rotational speed of the engine 200 based on a crank angle signal output from the crank position sensor.
- the engine 200 is configured to be able to output power to the MG1 side power transmission mechanism 310 via the damper 410 and the input shaft 420.
- the MG1-side power transmission mechanism 310 is disposed between a sun gear S1 provided at the center, a ring gear R1 provided concentrically on the outer periphery of the sun gear S1, and between the sun gear S1 and the ring gear R1.
- the sun gear S1 is connected to the rotor of MG1 via a sun gear shaft.
- the ring gear R1 is coupled to the drive shaft 500.
- the carrier C ⁇ b> 1 is connected to the input shaft 420 of the engine 200.
- the MG2-side power transmission mechanism 320 is disposed between a sun gear S2 provided at the center, a ring gear R2 provided concentrically on the outer periphery of the sun gear S2, and between the sun gear S2 and the ring gear R2, and the outer periphery of the sun gear S2. And a plurality of pinion gears P2 that revolve while rotating.
- the sun gear S2 is connected to the rotor of the MG 2 via a sun gear shaft. Further, the ring gear R ⁇ b> 2 is connected to the drive shaft 500.
- the motor generator MG1 is a motor generator having a power running function that converts electrical energy into kinetic energy and a regenerative function that converts kinetic energy into electrical energy.
- motor generator MG2 is a motor generator having a power running function that converts electrical energy into kinetic energy and a regeneration function that converts kinetic energy into electrical energy.
- Motor generators MG1 and MG2 are configured as, for example, synchronous motor generators, and include, for example, a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field. However, it may have other configurations. Motor generator MG1 and motor generator MG2 are configured as an example of the “motor” according to the present invention.
- motor generator MG1 and the motor generator MG2 are used for explanation without being distinguished from each other, these may be simply referred to as MG.
- the drive shaft 500 is an example of the “drive shaft” in the present invention, and is connected to drive shafts SFR and SFL (see FIG. 1) that drive the right front wheel FR and the left front wheel FL, respectively, as drive wheels of the hybrid vehicle 1. .
- the hybrid vehicle 1 is described as an example of the vehicle according to the present invention.
- the vehicle is a vehicle other than the hybrid vehicle as long as the vehicle includes an electric motor (that is, a motor generator MG). It doesn't matter.
- an electric vehicle without the engine 200 can be an example of a vehicle according to the present invention.
- FIG. 3 is an enlarged sectional view showing the configuration of the rotor at the first characteristic
- FIG. 4 is an enlarged sectional view showing the configuration of the rotor at the second characteristic
- FIG. 5 is a graph showing the relationship between torque and rotation speed in the motor generator having the first characteristic
- FIG. 6 is a graph showing the relationship between torque and rotation speed in the motor generator having the second characteristic. It is.
- the motor generator MG includes a first rotor 610 and a second rotor 620 that are divided in the rotation axis direction.
- a first rotor cavity 615 is formed in the first rotor 610, and a second rotor cavity 625 is formed in the second rotor 620.
- the motor generator MG can realize two different characteristics by changing the relative phases (rotation angles) of the first rotor 610 and the second rotor 620.
- the motor generator MG has the first characteristic.
- the relative phases of the first rotor 610 and the second rotor 620 are different (refer to the positional relationship between the first rotor cavity 615 and the second rotor cavity 625). )
- the motor generator MG has the second characteristic.
- Such a change in characteristics is due to a change in field characteristics in motor generator MG.
- the first characteristic in which the relative phases of the first rotor 610 and the second rotor 620 are aligned is a characteristic having the maximum rated torque Tr1 of the motor generator MG as an output upper limit. For example, a relatively large torque is required. This is realized when the vehicle starts.
- the torque Tr1 here is an example of the “first predetermined torque” according to the present invention.
- the second characteristic in which the relative phases of the first rotor 610 and the second rotor 620 are different is a characteristic in which the output upper limit is a torque Tr2 smaller than the maximum rated torque Tr1, and for example, a relatively high rotation is required.
- the torque Tr2 here is an example of the “second predetermined torque” according to the present invention.
- the torque Tr1 may not be the maximum rated torque as long as it is larger than the torque Tr2, and even in such a case, the technical effect according to this embodiment to be described later is exhibited accordingly. However, it is preferable that the torque Tr1 is as large as possible in order to remarkably exhibit the effects according to this embodiment described later.
- the first characteristic with the output upper limit being a relatively large torque Tr1 is realized when the relative phases of the first rotor 610 and the second rotor 620 are aligned, and is relatively small when the relative phases are different.
- the second characteristic having the torque Tr2 as the output upper limit has been described, the relationship between the relative phase and the characteristic may be reversed. That is, when the relative phases of the first rotor 610 and the second rotor 620 are the same, a second characteristic having a relatively small torque Tr2 as an output upper limit is realized, and when the relative phases are different, a relatively large torque Tr1 is achieved.
- the first characteristic with an output upper limit may be realized.
- the switching of the characteristics of the motor generator MG can be realized not by dividing the rotor in the direction of the rotation axis as described above but also by dividing it in the circumferential direction. Further, the switching of the characteristics of the motor generator MG may be realized by other than the change in the relative phase of the divided rotors.
- the rotor includes a plurality of different windings, and the characteristics can be changed by changing the windings to be used.
- the characteristics of the motor generator MG may not depend on the field characteristics as in the present embodiment.
- the motor generator MG is capable of realizing a plurality of characteristics having different torque upper limits. For this reason, if the characteristics of the motor generator MG are appropriately switched according to the traveling state of the hybrid vehicle 1, the driving efficiency of the motor generator MG can be increased.
- the hybrid vehicle 1 includes the two motor generators MG1 and MG2.
- both of the motor generators MG1 and MG2 may not be switchable in characteristics, and if at least one of them can be switched in characteristics, a book to be described later The technical effect according to the embodiment can be obtained.
- FIG. 7 is a block diagram showing the configuration of the ECU according to this embodiment. In FIG. 7, only elements closely related to the present embodiment among elements included in the ECU 100 are illustrated, and illustration of other elements is omitted as appropriate.
- the ECU 100 includes an MG stop determination unit 110, an MG characteristic determination unit 120, an MG characteristic switching determination unit 130, and an MG characteristic switching control unit 140.
- the MG stop determination unit 110 determines that the motor generator MG being operated has been stopped. Specifically, information indicating the system state of the hybrid vehicle 1 is input to the MG stop determination unit 110, and when the system is turned off, it is determined that the motor generator MG is stopped. However, MG stop determination unit 110 may determine that motor generator MG has been stopped by another method. For example, in the configuration shown in FIG.
- the motor generator MG1 can determine that it has been stopped when the rotational speed of the engine 200 becomes zero. Further, motor generator MG2 corresponding to drive shaft 500 and the rotational speed can be determined to have stopped when the vehicle speed becomes zero. Alternatively, the stop may be determined by a sensor or the like that directly detects the rotation speed of the motor generator MG.
- the determination result by the MG stop determination unit 110 is output to the MG characteristic determination unit 120.
- the MG characteristic determining unit 120 is an example of the “characteristic determining unit” of the present invention, and determines the current characteristic of the motor generator MG.
- Information indicating the rotation angle of the rotor of the motor generator MG is input to the MG characteristic determination unit 120, and the MG characteristic determination unit 120 is based on the phase difference between the rotation angles of the first rotor 610 and the second rotor 620.
- the characteristics of the motor generator MG are determined. When the characteristics of motor generator MG are determined other than the phase difference of the rotor, other information for determining the characteristics may be input.
- the determination result by the MG characteristic determination unit 120 is output to the MG characteristic switching control unit 140. In addition, when the characteristic is determined by an instruction from the MG characteristic switching determination unit 130, the determination result is also output to the MG characteristic switching determination unit 130.
- the MG characteristic switching determination unit 130 is an example of the “characteristic control unit” of the present invention.
- the characteristic determination unit 120 displays the characteristics of the motor generator MG. Is the first characteristic (that is, whether or not the maximum rated torque Tr1 can be output).
- the MG is switched so that the characteristic is switched to the first characteristic and the first characteristic is maintained until the next start of the motor generator MG.
- An instruction is given to the characteristic switching control unit 140.
- the characteristic other than the first characteristic is only the second characteristic, but other characteristics (for example, even if a third characteristic having an output upper limit that is a torque Tr3 smaller than the maximum rated torque Tr1 but larger than the torque Tr2 or a fourth characteristic having a torque Tr4 smaller than the torque Tr2 as an output upper limit) can be realized.
- the characteristic may be switched to the first characteristic (that is, the characteristic having the largest output upper limit).
- the MG characteristic switching control unit 140 is an example of the “characteristic switching unit” of the present invention. As described with reference to FIGS. 3 to 6, the MG characteristic switching control unit 140 sets the relative phases of the first rotor 610 and the second rotor 620. By changing the characteristics, it is possible to switch the characteristics of the motor generator MG. For example, when the hybrid vehicle 1 travels, the MG characteristic switching control unit 140 depends on the characteristics of the motor generator MG determined by the MG characteristic determination unit 120, the parameters indicating the driving conditions input from each part of the vehicle, and the like. Characteristic switching control is performed so as to increase the operation efficiency of the motor generator MG. On the other hand, when the switching of the characteristics when the hybrid vehicle 1 is stopped as described above is performed, the characteristics of the motor generator MG are switched to the first characteristics according to an instruction from the MG characteristics switching determination unit 130.
- the ECU 100 configured to include each part described above is an electronic control unit configured integrally, and all the operations related to the above parts are configured to be executed by the ECU 100.
- the physical, mechanical, and electrical configurations of the above-described parts according to the present invention are not limited thereto.
- each of these parts includes various ECUs, various processing units, various controllers, microcomputer devices, and the like. It may be configured as a computer system or the like.
- FIG. 8 is a flowchart showing the operation of the control device for a vehicle motor according to this embodiment.
- the characteristic switching process at the time of stopping unique to the present embodiment will be described in detail, and other general processes will be described. Will not be described as appropriate.
- the MG stop determination unit 110 determines whether or not a command to turn off the system is issued to the hybrid vehicle 1 (step S101). ).
- step S101 YES
- an instruction is issued from MG characteristic switching determination unit 130 to MG characteristic determination unit 120, and the characteristics of motor generator MG are determined.
- step S102 a first characteristic
- the characteristics of the motor generator MG are determined not only when the operation is stopped, but also at other timings during operation. For example, which characteristic the motor generator MG has is determined by the MG characteristic determination unit 120 periodically at a predetermined period or at a predetermined timing such as immediately after the characteristic switching control is executed. As a result, the current characteristics of the motor generator MG can be accurately grasped, and appropriate control according to the characteristics can be performed.
- FIG. 9 is a time chart showing the operation of the motor generator having the first characteristic when the vehicle stops.
- FIG. 10 is a time chart showing the operation of the motor generator having the second characteristic when the vehicle stops.
- the characteristic can be determined based on the state of the immediately preceding motor generator MG instead of determining the characteristic directly from the rotation angle of the rotor as described above.
- motor generator MG may output a stop torque in order to stop the vehicle, and the stop torque is required to be a relatively large torque due to its characteristics.
- motor generator MG that outputs stop torque has a first characteristic that can output a relatively large torque. Therefore, when the motor generator MG outputs a stop torque to stop the vehicle, it can be determined that the characteristic of the motor generator MG is the first characteristic without detecting the rotation angle of the rotor described above.
- the characteristics can be determined depending on whether or not the motor generator MG outputs a stop torque without separately executing a process for determining the characteristics of the motor generator MG.
- the determination result of the characteristic at the time of the operation stop is output from the MG characteristic determination unit 120 to the MG characteristic switching determination unit 130.
- MG characteristic switching control unit so as to switch the characteristic of motor generator MG to the first characteristic from MG characteristic switching determination unit 130.
- An instruction is issued to 140.
- the MG characteristic switching control unit 140 executes control to align the relative phases of the first rotor 610 and the second rotor 620, thereby realizing the first characteristic (step S103).
- MG characteristic switching control unit 140 instructs MG characteristic switching control unit 140 to maintain the first characteristic after switching until the next start of motor generator MG. As a result, the stopped motor generator MG is started with the first characteristic at the next start.
- the motor generator MG is preferably configured as one that does not require electric power for maintaining characteristics.
- the motor generator MG is preferably configured as one that does not require electric power for maintaining characteristics.
- the NN pole and the SS pole are aligned with each other between the divided rotors. It does n’t move.
- the divided rotors have NS poles and SN poles so that they are attracted by their respective magnetic forces and the rotors do not move.
- variable magnet for example, a samarium cobalt magnet, an alnico magnet, etc.
- current control for example, a samarium cobalt magnet, an alnico magnet, etc.
- the switching of the characteristics of the motor generator MG as described above may not be executed due to an unintended failure or the like.
- the characteristic of the motor generator MG is fixed to one characteristic, it is difficult to perform efficient operation by characteristic switching as described above.
- the characteristic of motor generator MG is fixed at the second characteristic, the output of torque is limited to torque Tr2, and hybrid vehicle 1 may not be able to travel appropriately.
- the hybrid vehicle 1 cannot start properly from a stopped state, or the acceleration / deceleration desired by the driver cannot be realized.
- the behavior of the hybrid vehicle 1 becomes unstable, it may be difficult to ensure safety.
- the characteristic is the first characteristic, and the first characteristic is started at the next start. For this reason, even when the characteristics cannot be switched while the motor is stopped, the motor generator MG can output the maximum rated torque Tr1. Therefore, it is possible to preferably avoid the inconvenience caused by the shortage of output torque as described above.
- the problems related to the characteristic switching control tend to become higher as the motor generator MG is stopped longer. For this reason, if the switching control to the first characteristic is performed only when the motor generator MG is stopped for a certain period of time without executing the switching control to the first characteristic every time the motor generator MG stops, it is more efficient. It is possible to avoid problems. From this point of view, it can be said that the present embodiment for determining whether or not to execute the characteristic switching control when the system of the hybrid vehicle 1 is turned off is an extremely preferable embodiment.
- step S104 it is further determined whether or not the characteristic switching control has been normally completed after the characteristic switching control is executed. Specifically, MG characteristic determination unit 120 determines again whether or not the characteristic of motor generator MG is the first characteristic. Here, when it is determined that the characteristic of the motor generator MG is not the first characteristic even though the characteristic switching control has been executed (step S104: NO), it is determined that the characteristic switching control has not been performed normally (step S104). S105).
- FIG. 11 is a time chart showing the operation when the characteristic of the motor generator is switched from the second characteristic to the first characteristic.
- the characteristic of the motor generator MG is the second. It can be determined that it is a characteristic.
- control is performed such that the rotation angle of the second rotor 620 is aligned with the rotation angle of the first rotor 610 in order to switch the characteristics of the motor generator MG, as shown in the region surrounded by the broken line in the figure. Executed. Instead of such control, control may be performed such that the rotation angle of the first rotor 610 is aligned with the rotation angle of the second rotor 620.
- Each of the first rotor 610 and the second rotor 620 may be The rotation angles may be controlled so as to align with each other.
- the rotation angle of the first rotor 610 and the rotation angle of the second rotor 620 are the same value in the determination after the characteristic switching control (ie, step S105), and the relative phase difference is eliminated. Yes. Therefore, it can be determined that the characteristic of motor generator MG has been normally switched to the first characteristic. Note that, even after the characteristic switching control, if there is a difference in the relative phases of the first rotor 610 and the second rotor 620 (that is, characteristics other than the first characteristic remain), for example, switching is performed. It is considered that the characteristic cannot be switched normally due to a mechanism failure or the like. For such an abnormality, it may be determined that an abnormality has occurred as described above, but some processing for eliminating the abnormality may be executed. Alternatively, the characteristic switching control may be executed again.
- step S ⁇ b> 102: YES when it is determined that the first characteristic is already determined in the determination before the characteristic switching control (step S ⁇ b> 102: YES), it is determined that the control is normally completed after the characteristic switching control (step S ⁇ b> 104: YES). ), Or after determining that an abnormality has occurred in the characteristic switching control (step S105), the normal system-off processing is started (step S106). Thereby, a series of processes by the control device for a vehicle motor according to the present embodiment is completed.
- the control device for a vehicle motor in addition to the normal characteristic switching control for the motor generator MG, when the motor generator MG is stopped, the characteristic is the maximum rated torque Tr1. Is switched to the first characteristic capable of outputting. As a result, even if the characteristic switching control cannot be normally executed, it is possible to prevent the output torque from being insufficient and to realize appropriate traveling.
- the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification, and the vehicular electric motor accompanying such a change is possible. These control devices are also included in the technical scope of the present invention.
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Abstract
Description
先ず、本実施形態に係る車両用電動機の制御装置が搭載される車両の全体構成について、図1を参照して説明する。ここに図1は、本実施形態に係る車両用電動機の制御装置が搭載される車両の全体構成を示す概略図である。
次に、上述したモータジェネレータMGが実現し得る2つの特性について、図3から図6を参照して説明する。ここに図3は、第1特性時のロータの構成を示す拡大断面図であり、図4は、第2特性時のロータの構成を示す拡大断面図である。また図5は、第1特性とされたモータジェネレータにおけるトルクと回転数との関係を示すグラフであり、図6は、第2特性とされたモータジェネレータにおけるトルクと回転数との関係を示すグラフである。
次に、本実施形態に係る車両用電動機の制御装置の一例であるECU100の具体的な構成について、図7を参照して説明する。ここに図7は、本実施形態に係るECUの構成を示すブロック図である。なお、図7では、ECU100に含まれる要素のうち本実施形態に関係の深いもののみを図示し、その他については適宜図示を省略している。
次に、本実施形態に係る車両用電動機の制御装置の動作について、図8を参照して説明する。ここに図8は、本実施形態に係る車両用電動機の制御装置の動作を示すフローチャートである。なお、以下では、本実施形態に係る車両用電動機の制御装置が実行する全ての処理のうち、本実施形態に特有の停車時における特性切替え処理について詳細に説明し、その他の一般的な処理については適宜説明を省略するものとする。
10 ハイブリッド駆動装置
11 PCU
12 バッテリ
13 アクセル開度センサ
14 車速センサ
100 ECU
110 MG停止判定部
120 MG特性判定部
130 MG特性切替決定部
140 MG特性切替制御部
200 エンジン
310 MG1側動力伝達機構
320 MG2側動力伝達機構
410 ダンパ
420 インプットシャフト
500 ドライブシャフト
610 第1ロータ
615 第1ロータ空洞部
620 第2ロータ
625 第2ロータ空洞部
MG1,MG2 モータジェネレータ
Claims (7)
- トルクの出力上限が相異なる複数の特性を実現可能な電動機を制御する車両用電動機の制御装置であって、
前記電動機の特性を、出力上限が第1所定トルクである第1特性、及び出力上限が前記第1所定トルクより小さい第2所定トルクである第2特性の少なくとも2特性間で切替える特性切替え手段と、
前記電動機の特性が前記第1特性及び前記第2特性のいずれであるかを判定する特性判定手段と、
前記電動機により駆動される被駆動体が停止する場合に、前記電動機の特性が前記第1特性であるか否かを前記特性判定手段に判定させ、前記電動機の特性が前記第1特性でないと判定された場合に、前記電動機の特性を前記第1特性に切替えるように、且つ前記被駆動体の次回始動時に前記第1特性で始動させるように前記特性切替え手段を制御する特性制御手段と
を備えることを特徴とする車両用電動機の制御装置。 - 前記第1所定トルクは、前記電動機で出力し得る最大トルクであることを特徴とする請求項1に記載の車両用電動機の制御装置。
- 前記特性制御手段は、前記被駆動体が所定期間以上停止する場合に、前記電動機の特性が前記第1特性であるか否かを前記特性判定手段に判定させることを特徴とする請求項1又は2に記載の車両用電動機の制御装置。
- 前記特性判定手段は、前記電動機が前記被駆動体を停止させるための停止トルクを出力している場合に、前記電動機の特性が前記第1特性であると判定することを特徴とする請求項1から3のいずれか一項に記載の車両用電動機の制御装置。
- 前記特性制御手段は、前記電動機が搭載される車両のシステムオフの指令後に、前記電動機の特性が前記第1特性であるか否かを前記特性判定手段に判定させることを特徴とする請求項1から3のいずれか一項に記載の車両用電動機の制御装置。
- 前記電動機は、該電動機が搭載される車両の駆動軸と回転数が対応するように設けられ、
前記特性制御手段は、前記車両の速度がゼロとなった場合に、前記電動機の特性が前記第1特性であるか否かを前記特性判定手段に判定させる
ことを特徴とする請求項1から3のいずれか一項に記載の車両用電動機の制御装置。 - 前記電動機は、該電動機が搭載される車両の内燃機関と回転数が対応するように設けられ、
前記特性制御手段は、前記内燃機関の回転数がゼロとなった場合に、前記電動機の特性が前記第1特性であるか否かを前記特性判定手段に判定させる
ことを特徴とする請求項1から3のいずれか一項に記載の車両用電動機の制御装置。
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JP2014557292A JP5971352B2 (ja) | 2013-01-18 | 2013-01-18 | 車両用電動機の制御装置 |
PCT/JP2013/050986 WO2014112109A1 (ja) | 2013-01-18 | 2013-01-18 | 車両用電動機の制御装置 |
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JP5750395B2 (ja) * | 2012-03-30 | 2015-07-22 | 本田技研工業株式会社 | 車両用駆動装置 |
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- 2013-01-18 US US14/760,544 patent/US9637025B2/en active Active
- 2013-01-18 WO PCT/JP2013/050986 patent/WO2014112109A1/ja active Application Filing
- 2013-01-18 DE DE112013006447.2T patent/DE112013006447T8/de active Active
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JP2007068301A (ja) * | 2005-08-30 | 2007-03-15 | Nissan Motor Co Ltd | 電動車両の制御装置 |
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Cited By (2)
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WO2018078835A1 (ja) * | 2016-10-31 | 2018-05-03 | 三菱電機株式会社 | 空気調和機および空気調和機の制御方法 |
JPWO2018078835A1 (ja) * | 2016-10-31 | 2019-04-18 | 三菱電機株式会社 | 空気調和機および空気調和機の制御方法 |
Also Published As
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US20150360583A1 (en) | 2015-12-17 |
DE112013006447T5 (de) | 2015-10-08 |
US9637025B2 (en) | 2017-05-02 |
JP5971352B2 (ja) | 2016-08-17 |
DE112013006447T8 (de) | 2015-12-03 |
JPWO2014112109A1 (ja) | 2017-01-19 |
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