WO2018047866A1 - Dispositif de commande de machine électrique rotative - Google Patents

Dispositif de commande de machine électrique rotative Download PDF

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Publication number
WO2018047866A1
WO2018047866A1 PCT/JP2017/032126 JP2017032126W WO2018047866A1 WO 2018047866 A1 WO2018047866 A1 WO 2018047866A1 JP 2017032126 W JP2017032126 W JP 2017032126W WO 2018047866 A1 WO2018047866 A1 WO 2018047866A1
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WO
WIPO (PCT)
Prior art keywords
engine
electrical machine
rotating electrical
arms
pair
Prior art date
Application number
PCT/JP2017/032126
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English (en)
Japanese (ja)
Inventor
拓人 鈴木
Original Assignee
株式会社デンソー
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
Priority claimed from JP2017160310A external-priority patent/JP6565983B2/ja
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to US16/332,578 priority Critical patent/US10742156B2/en
Priority to DE112017004581.9T priority patent/DE112017004581T5/de
Priority to CN201780055713.XA priority patent/CN109819687B/zh
Publication of WO2018047866A1 publication Critical patent/WO2018047866A1/fr

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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
    • H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
    • H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
    • H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
    • H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 disclosure relates to a control device that controls a rotating electrical machine having a power generation function.
  • this type of control device includes a transistor chopper type excitation circuit that supplies an excitation current of a vehicle generator, and regenerates a current that excites a rotor in a battery (see Patent Document 1).
  • the power transistor connected to the ground side is turned on on condition that the key switch of the engine is off and the rotational speed of the engine is 200 rpm or less.
  • the power transistor connected to the output terminal side is turned off.
  • the present disclosure has been made to solve the above-described problems, and has as its main object to provide a control device for a rotating electrical machine that can prevent the rotor from corroding during an automatic engine stop.
  • the first means for solving the above problems is as follows. This is applied to a vehicle that automatically stops the engine when a predetermined automatic stop condition is satisfied, and then automatically restarts the engine when a predetermined restart condition is satisfied.
  • An excitation current is supplied from a transistor chopper type excitation circuit in which arms are configured by power transistors and a second pair of arms are configured by diodes, and the rotating electrical machine having a power generation function based on the rotational force of the engine is controlled.
  • a control device During the automatic stop of the engine, among the first pair of arms, the power transistor connected to the ground side of the rotating electrical machine is turned on, and the power connected to the output terminal side of the rotating electrical machine First ground control is performed to turn off the transistor.
  • the engine in the vehicle, the engine is automatically stopped when a predetermined automatic stop condition is satisfied, and the engine is automatically restarted when a predetermined restart condition is satisfied thereafter.
  • a rotating electrical machine having a power generation function is supplied with an excitation current from a transistor chopper type excitation circuit and generates power based on the rotational force of the engine.
  • the power transistor connected to the grounding side of the rotating electrical machine is turned on and the power transistor connected to the output terminal side of the rotating electrical machine is turned off.
  • the first ground control is executed. For this reason, even if the rotating electrical machine stops during the automatic stop of the engine, it is possible to prevent the rotor in the stopped state from being floated in terms of potential. Therefore, even if a leak current occurs, it can be passed to the ground via the power transistor on the ground side, and corrosion of the rotor during the automatic engine stop can be suppressed.
  • the automatic engine stop includes idling stop for stopping engine idling, engine stop during deceleration for stopping the engine when the vehicle decelerates, engine stop during coasting for stopping the engine during vehicle coasting, and the like. Further, during the automatic stop of the engine, the automatic stop includes from the time when the combustion of fuel in the engine is stopped to the time after the engine stops.
  • the rotating electrical machine has a power running function for applying a rotational force to the engine in a state where an excitation current is supplied from the excitation circuit, and the first grounding is performed during the automatic stop of the engine.
  • the first pair of arms is provided with a first diagnosis unit that turns on both the power transistors and diagnoses whether the excitation current flows.
  • the rotating electrical machine has a power running function for applying a rotational force to the engine in a state where an excitation current is supplied from the excitation circuit. For this reason, when the engine is restarted, a rotational force can be applied to the engine by the rotating electrical machine.
  • the power transistor of the excitation circuit is out of order, the excitation current cannot be supplied to the rotating electrical machine when the engine is restarted, and the rotational power cannot be applied to the engine by the rotating electrical machine.
  • both the power transistors are turned on in the first pair of arms to diagnose whether the excitation current flows.
  • the first diagnosis is executed. For this reason, it is possible to execute the first grounding control after diagnosing whether or not the rotating electrical machine can apply the rotational force to the engine.
  • each of the diodes constituting the second pair of arms utilizes a body diode of a power transistor, and during the automatic stop of the engine, of the second pair of arms, Second grounding control is performed to turn on the power transistor connected to the ground side of the rotating electrical machine and turn off the power transistor connected to the output terminal side of the rotating electrical machine.
  • each of the diodes constituting the second pair of arms uses a power transistor body diode.
  • the power transistors in the second pair of arms are controlled, and the second grounding control is executed in the same manner as the first grounding control. For this reason, even if the rotating electrical machine stops during the automatic stop of the engine, it is possible to prevent the rotor in the stopped state from being floated in terms of potential.
  • the rotating electrical machine has a power running function for applying a rotational force to the engine in a state where an excitation current is supplied from the excitation circuit, and the second grounding is performed during the automatic stop of the engine.
  • a second diagnosis unit is provided that executes a second diagnosis for turning on both the power transistors in the second pair of arms and diagnosing whether the excitation current flows.
  • the power transistors in the second pair of arms are controlled, and the second diagnosis is executed in the same manner as the first diagnosis. For this reason, it is possible to execute the second grounding control after diagnosing whether or not the rotating electrical machine can apply the rotational force to the engine.
  • each of the diodes constituting the second pair of arms uses a body diode of a power transistor, and before the first diagnosis is executed during the automatic stop of the engine, A second diagnostic unit for performing a second diagnostic for diagnosing whether or not the excitation current flows by turning on both of the power transistors in the second pair of arms; and An off control unit is provided that performs off control for turning off both the power transistors in the second pair of arms after both of the power transistors are turned on in the pair of arms.
  • the second diagnosis is executed before the first diagnosis is executed while the engine is automatically stopped. For this reason, it is possible to diagnose whether or not the rotating electric machine can apply the rotational force to the engine by flowing an exciting current through the second pair of arms.
  • the off control unit when the off control unit turns off both of the power transistors in the second pair of arms in the off control, the rotation of the second pair of arms is rotated. After the power transistor connected to the output terminal side of the electric machine is turned off, the power transistor connected to the ground side of the rotating electric machine is turned off.
  • the vehicle includes a starter that applies a rotational force to the engine when the engine is started, and when the first diagnosis unit diagnoses that the excitation current does not flow, When the engine is restarted, a rotational force is applied to the engine by the starter.
  • the vehicle since the vehicle includes the starter that applies the rotational force to the engine when the engine is started, the rotational force can be applied to the engine by the starter when the engine is restarted. Therefore, when it is diagnosed that the exciting current does not flow in the first diagnosis, a rotational force is applied to the engine by the starter at the time of automatic restart. Therefore, the failure of the excitation circuit is diagnosed, and when the excitation circuit is broken, the engine can be restarted by the starter.
  • the vehicle includes a starter that applies a rotational force to the engine when the engine is started, and the first diagnosis unit or the second diagnosis unit diagnoses that the excitation current does not flow.
  • a rotational force is applied to the engine by the starter during the automatic restart.
  • the failure of the excitation circuit is diagnosed in the first diagnosis and the second diagnosis, and the engine is restarted by the starter when it is diagnosed that the excitation current does not flow in the first diagnosis or the second diagnosis. Can do.
  • the first ground contact control is executed on the condition that the rotational speed of the engine is lower than a predetermined rotational speed.
  • the power transistor connected to the ground side of the rotating electrical machine is turned on in the first pair of arms, so that a closed circuit for flowing an exciting current is formed in the exciting circuit. The For this reason, when the rotational speed of the engine is high, electric power is generated in the rotating electrical machine, and an excessive braking torque may act on the engine.
  • the first ground contact control is executed on the condition that the rotational speed of the engine is lower than the predetermined rotational speed. Therefore, during the automatic stop of the engine, the first grounding control is executed when the rotational speed of the engine is lower than the predetermined rotational speed, and the first grounding control is performed when the rotational speed of the engine is higher than the predetermined rotational speed. Not executed. Therefore, when the first ground contact control is executed, it is possible to suppress an excessive braking torque from acting on the engine.
  • the second grounding control is executed on the condition that the rotational speed of the engine is lower than a predetermined rotational speed.
  • the leakage current flowing through the rotor is larger than when the voltage supplied to the excitation circuit is 12V, and the rotor is more easily corroded.
  • a voltage of 48 V is supplied to the excitation circuit on the premise of any one of the first to tenth means. Therefore, corrosion of the rotor can be suppressed with respect to a configuration in which corrosion of the rotor easily proceeds.
  • FIG. 1 is an electric circuit diagram showing an electrical configuration of a vehicle.
  • FIG. 2 is an electric circuit diagram showing an electrical configuration of the rotating electrical machine unit
  • FIG. 3 is a flowchart showing procedures of diagnosis and ground control
  • FIG. 4 is an electric circuit diagram showing a modification example of the electrical configuration of the rotating electrical machine unit
  • FIG. 5 is an electric circuit diagram showing a modification of the electrical configuration of the vehicle.
  • the vehicle 10 includes an engine 42, a starter 13, a lead storage battery 11, a lithium ion storage battery 12, electric loads 14 and 15, a rotating electrical machine unit 16, and the like.
  • the engine 42 is a gasoline engine, a diesel engine, or the like, and generates driving force by burning fuel.
  • the starter 13 (starting device) applies an initial rotational force to the output shaft (crankshaft) of the engine 42 when the engine 42 is started.
  • the power supply system of the vehicle 10 is a dual power supply system having a lead storage battery 11 and a lithium ion storage battery 12 as a power storage unit.
  • Each storage battery 11, 12 can supply power to the starter 13, various electric loads 14, 15, and the rotating electrical machine unit 16. Further, each of the storage batteries 11 and 12 can be charged by the rotating electrical machine unit 16.
  • a lead storage battery 11 and a lithium ion storage battery 12 are connected in parallel to the rotating electrical machine unit 16 and the electrical loads 14 and 15, respectively.
  • the lead storage battery 11 is a well-known general-purpose storage battery.
  • the lithium ion storage battery 12 is a high-density storage battery that has less power loss during charging / discharging and higher output density and energy density than the lead storage battery 11.
  • the lithium ion storage battery 12 is desirably a storage battery having higher energy efficiency during charging / discharging than the lead storage battery 11.
  • the lithium ion storage battery 12 is configured as an assembled battery having a plurality of single cells. These storage batteries 11 and 12 have the same rated voltage, for example, 12V.
  • the lithium ion storage battery 12 is housed in a housing case and configured as a battery unit U integrated with a substrate.
  • the battery unit U has two output terminals P1 and P2, among which the lead storage battery 11, the starter 13 and the electric load 14 are connected to the output terminal P1, and the electric load 15 and the rotating electrical machine unit are connected to the output terminal P2. 16 is connected.
  • the electric loads 14 and 15 have different requirements for the voltage of power supplied from the storage batteries 11 and 12.
  • the electric load 14 includes a constant voltage required load that is required to be stable so that the voltage of the supplied power is constant or at least varies within a predetermined range.
  • the electric load 15 is a general electric load other than the constant voltage required load.
  • the electric load 14 that is a constant voltage required load include various ECUs such as a navigation device, an audio device, a meter device, and an engine ECU. In this case, by suppressing the voltage fluctuation of the supplied power, it is possible to suppress the occurrence of unnecessary reset and the like in each of the above devices, and ensure stable operation.
  • the electric load 14 may include a travel system actuator such as an electric steering device or a brake device.
  • Specific examples of the electric load 15 include a seat heater, a heater for a defroster for a rear window, a headlight, a wiper for a front window, and a blower fan for an air conditioner.
  • the rotating electrical machine unit 16 includes a rotating electrical machine 21, an inverter 22, a field circuit 23, and a rotating electrical machine ECU 24 that controls the operation of the rotating electrical machine 21.
  • the rotating electrical machine unit 16 is a generator with a motor function, and is configured as an electromechanically integrated ISG (Integrated / Starter / Generator). Details of the rotating electrical machine unit 16 will be described later.
  • the battery unit U is provided with an electrical path L1 that connects the output terminals P1 and P2 and an electrical path L2 that connects the point N1 on the electrical path L1 and the lithium ion storage battery 12 as an in-unit electrical path.
  • the switch 31 is provided in the electrical path L1
  • the switch 32 is provided in the electrical path L2.
  • the battery unit U is provided with a bypass path L3 that bypasses the switch 31.
  • the bypass path L3 is provided so as to connect the output terminal P3 and the point N1 on the electrical path L1.
  • the output terminal P3 is connected to the lead storage battery 11 via the fuse 35.
  • a bypass switch 36 composed of a normally closed mechanical relay is provided in the bypass path L3, for example. By turning on (closing) the bypass switch 36, the lead storage battery 11, the electrical load 15, and the rotating electrical machine unit 16 are electrically connected even when the switch 31 is turned off (opened).
  • the battery unit U includes a battery ECU 37 that controls on / off (opening / closing) of the switches 31 and 32.
  • the battery ECU 37 is constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • the battery ECU 37 controls on / off of the switches 31 and 32 based on the traveling state of the vehicle 10 and the storage states of the storage batteries 11 and 12. Thereby, charging / discharging is implemented using the lead storage battery 11 and the lithium ion storage battery 12 selectively.
  • the battery ECU 37 calculates the charging rate SOC (State Of Charge) of the lithium ion storage battery 12, and sets the charging amount and discharging amount to the lithium ion storage battery 12 so that the charging rate SOC is maintained within a predetermined use range. Control.
  • SOC State Of Charge
  • the rotating electrical machine ECU 24 of the rotating electrical machine unit 16 and the battery ECU 37 of the battery unit U are connected to an engine ECU 40 as a host controller that manages the ECUs 24 and 37 in an integrated manner.
  • the engine ECU 40 is composed of a microcomputer including a CPU, ROM, RAM, input / output interface, and the like, and controls the operation of the engine 42 based on the engine operating state and the vehicle traveling state each time.
  • the ECUs 24, 37, and 40 are connected by a communication line 41 that constructs a communication network such as CAN and can communicate with each other, and bidirectional communication is performed at a predetermined cycle. Thereby, the various data memorize
  • the engine ECU 40 automatically stops the engine 42 when a predetermined automatic stop condition is satisfied, and automatically restarts the engine 42 when a predetermined restart condition is satisfied thereafter.
  • the combustion of fuel in the engine 42 is stopped. Specifically, fuel injection and ignition are stopped for a gasoline engine, and fuel injection is stopped for a diesel engine.
  • the automatic stop the period from when the combustion of the fuel in the engine 42 is stopped until the time when the rotation of the engine 42 is stopped (a state where the rotation of the engine 42 is stopped) is included in the automatic stop of the engine 42.
  • the operation amount of the accelerator operation member of the vehicle 10 is 0 (smaller than the predetermined operation amount), the operation amount of the brake operation member is not 0 (larger than the predetermined operation amount), and the vehicle 10 At least one of the speeds is lower than a predetermined speed. That is, the automatic stop of the engine 42 includes idling stop for stopping idling of the engine 42, engine stop during deceleration for stopping the engine 42 when the vehicle 10 is decelerated, and coasting engine for stopping the engine 42 when coasting the vehicle 10. Including stoppages.
  • the operation amount of the accelerator operation member of the vehicle 10 is not 0 (larger than the predetermined operation amount), the operation amount of the brake operation member is 0 (smaller than the predetermined operation amount), and the vehicle The speed of 10 includes at least one of higher than the predetermined speed.
  • the rotating electrical machine 21 is a three-phase AC motor and includes U-phase, V-phase, and W-phase windings 25U, 25V, and 25W as three-phase armature windings, and a field winding 26 as a rotor winding. ing.
  • the rotating electrical machine unit 16 includes a power generation function that generates power (regenerative power generation) by rotating the engine output shaft and the axle, and a power running function that applies rotational force to the engine output shaft.
  • the rotating shaft of the rotating electrical machine 21 is connected to an engine output shaft (not shown) via a belt so that driving force can be transmitted. Electricity is generated by rotating the rotating shaft of the rotating electrical machine 21 with the rotation of the engine output shaft through the belt, and power is generated by rotating the engine output shaft with the rotating shaft of the rotating electrical machine 21.
  • the inverter 22 converts the AC voltage output from each phase winding 25U, 25V, 25W into a DC voltage and outputs it to the battery unit U.
  • the inverter 22 converts the DC voltage input from the battery unit U into an AC voltage and outputs the AC voltage to the phase windings 25U, 25V, and 25W.
  • the inverter 22 is a bridge circuit having the same number of upper and lower arms as the number of phases of the phase winding, and constitutes a three-phase full-wave rectifier circuit.
  • the inverter 22 adjusts the power supplied to the armature winding of the rotating electrical machine 21 in a state where the field current (excitation current) is supplied from the field circuit 23 to the field winding 26, thereby rotating the rotating electrical machine.
  • the drive circuit which drives 21 is comprised.
  • the inverter 22 includes an upper arm switch Sp and a lower arm switch Sn for each phase.
  • voltage controlled semiconductor switching elements are used as the switches Sp and Sn (power transistors), specifically, N-channel MOSFETs are used.
  • An upper arm diode Dp is connected in antiparallel to the upper arm switch Sp, and a lower arm diode Dn is connected in antiparallel to the lower arm switch Sn.
  • the body diodes of the switches Sp and Sn are used as the diodes Dp and Dn.
  • the diodes Dp and Dn are not limited to body diodes, and may be diodes that are separate parts from the switches Sp and Sn, for example.
  • An intermediate connection point of the series connection body of the switches Sp and Sn in each phase is connected to one end of each phase winding 25U, 25V, and 25W.
  • the field circuit 23 is a bidirectional switch, and a DC voltage can be applied to the field winding 26.
  • the field circuit 23 (transistor chopper-type excitation circuit) constitutes an H-bridge rectifier circuit in which four switches Spa, Sna, Spb, and Snb are combined. Since the basic configuration of each switch Spa, Sna, Spb, Snb (power transistor) is the same as each switch of the inverter 22, the description thereof is omitted here.
  • the DC voltage applied to the field winding 26 by switching control of each switch Spa, Sna, Spb, Snb, the direction and current amount of the field current flowing through the field winding 26 are adjusted. Control.
  • the power transistors of the first pair of arms facing each other are configured by the switches Spa and Snb, and the diodes of the second pair of arms are configured by the diodes Dna and Dpb.
  • the switches Sp, Sn, Spa, Sna, Spb, Snb constituting the inverter 22 and the field circuit 23 are independently switched on / off via the driver 27.
  • a current detection unit 29A for detecting each phase current iu, iv, iw and a current detection unit 29B for detecting the field current if are provided.
  • the current detection units 29A and 29B for example, those including a current transformer and a resistor are used.
  • the rotating electrical machine ECU 24 (control device for the rotating electrical machine) is constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • the rotating electrical machine ECU 24 controls the generated voltage (output voltage to the battery unit U) of the rotating electrical machine unit 16 by adjusting the field current flowing through the field winding 26. Further, the rotary electric machine ECU 24 assists the driving force of the engine 42 by controlling the inverter 22 to drive the rotary electric machine 21 after the vehicle 10 starts traveling.
  • the rotating electrical machine 21 can give an initial rotation to the output shaft when starting the engine, and also has a function as an engine starting device.
  • the rotating electrical machine 21 is stopped during the automatic stop of the engine 42, and a leak current flows through the stopped rotor, so that the rotor may be corroded.
  • the switches Spa, Sna, Spb, and Snb are turned off.
  • the rotor field winding 26 is in a state of floating in potential.
  • the rotating electrical machine 21 may be covered with water containing a snow melting agent. In such a case, a leakage current may occur between the exposed connection terminal P4 (P6) of the upper arm switch Spa (Spb) and the exposed connection terminal P5 (P7).
  • the rotor potential becomes the same as the potential of the output terminal P2 of the battery unit U, a current flows between the rotor and the armature core (stator core) that is the ground potential, and a very narrow air gap is present. There is a risk of rusting (corrosion).
  • the rotating electrical machine ECU 24 (first diagnosis unit, second diagnosis unit, off control unit) performs the following first diagnosis, first ground control, 2 Diagnosis and off control (second grounding control) are executed. Specifically, the rotating electrical machine ECU 24 executes the diagnosis and the grounding control in the order of the second diagnosis, the off control (second grounding control), the first diagnosis, and the first grounding control.
  • FIG. 3 is a flowchart showing a procedure for the diagnosis and grounding control.
  • This series of processing is executed by the rotating electrical machine ECU 24 when the engine 42 shifts from the operating state to automatic stop. Whether or not the engine 42 is automatically stopped is determined based on the fact that the fuel injection or ignition of the engine 42 is stopped, the automatic stop condition is satisfied, or the like. Further, the condition for executing this series of processing is that the rotational speed of the engine 42 is lower than a predetermined rotational speed (for example, 200 rpm). That is, even if the engine 42 is being automatically stopped, if the rotational speed of the engine 42 is higher than the predetermined rotational speed, this series of processing is not executed.
  • the rotational speed of the engine 42 can be calculated based on the detection value of the crank angle sensor or the like.
  • both switches Spb and Sna are turned on to diagnose whether or not a field current flows in the field winding 26 (S11). Specifically, it is determined whether or not the field current flows through the field winding 26 based on the detection value of the current detection unit 29B that detects the field current if.
  • both switches Spb and Sna are turned off in the second pair of arms as an off control.
  • S12 the switch Spb connected to the output terminal side of the rotating electrical machine 21 is turned off, and then the switch Sna connected to the ground side of the rotating electrical machine 21 is turned off. That is, when the switch Spb connected to the output terminal side of the rotating electrical machine 21 is turned off, the switch Sna connected to the ground side of the rotating electrical machine 21 is turned on.
  • the control that forms this state corresponds to the second ground control.
  • both switches Spa and Snb are turned on in the first pair of arms to diagnose whether or not a field current flows through the field winding 26 (S13). Specifically, it is determined whether or not the field current flows through the field winding 26 based on the detection value of the current detection unit 29B that detects the field current if.
  • process of S11 corresponds to the process as a 2nd diagnostic part
  • process of S12 corresponds to the process as an OFF control part
  • process of S13 corresponds to the process as a 1st diagnostic part.
  • the engine ECU 40 applies a rotational force to the engine 42 by the starter 13 during the automatic restart.
  • the switch Snb connected to the ground side of the rotating electrical machine 21 is turned on and the switch Spa connected to the output terminal side of the rotating electrical machine 21 is turned off.
  • the first ground control for setting the state is executed. For this reason, even if the rotary electric machine 21 stops during the automatic stop of the engine 42, it is possible to prevent the rotor in the stopped state from being in a potential floating state. Therefore, even if a leak current occurs, it can flow to the ground via the switch Snb on the ground side, and the rotor can be prevented from corroding during the automatic stop of the engine 42.
  • the second diagnosis is executed before the first diagnosis is executed while the engine 42 is automatically stopped. For this reason, it is possible to diagnose whether or not the rotating electric machine 21 can apply a rotational force to the engine 42 by causing a field current to flow through the second pair of arms. Then, after both switches Spb and Sna are turned on in the second pair of arms, an off control is performed to turn off both switches Spb and Sna in the second pair of arms. For this reason, it is possible to shift to the first diagnosis while avoiding a short circuit between the second pair of arms and the first pair of arms.
  • a failure of the field circuit 23 is diagnosed in the first diagnosis and the second diagnosis, and the engine 42 is restarted by the starter 13 when it is diagnosed that the field current does not flow in the first diagnosis or the second diagnosis. Can do.
  • the switch Snb or the switch Sna connected to the ground side of the rotating electrical machine 21 is turned on in the first pair of arms.
  • a closed circuit for flowing a field current is formed.
  • the first grounding control and the second grounding control are executed on the condition that the rotational speed of the engine 42 is lower than the predetermined rotational speed. Accordingly, it is possible to suppress an excessive braking torque from acting on the engine 42 when the first ground contact control is executed.
  • the rotational speed of the engine 42 is lower than the predetermined rotational speed. In this case, it is desirable to disconnect the connection between the output shaft of the engine 42 and the axle of the vehicle 10 when executing the first ground control and the second ground control. Moreover, since the engine 42 stops rapidly, the time until it can be restarted can be shortened.
  • the automatic stop of the engine 42 can be interrupted. According to such a configuration, when there is a possibility that the engine 42 cannot be automatically restarted by the rotating electrical machine unit 16, the engine 42 can be prevented from being automatically stopped.
  • both the switches Spb and Sna when both the switches Spb and Sna are turned off in the second pair of arms, both the switches Spb and Sna can be turned off simultaneously in the second pair of arms.
  • the second diagnosis of S11 can be omitted, and the first diagnosis of S13 can be omitted.
  • the rotating electrical machine ECU 24 (control device) turns on a switch Sna (power transistor) connected to the ground side of the rotating electrical machine 21 among the second pair of arms while the engine 42 is automatically stopped. Only the second ground control for turning off the switch Spb (power transistor) connected to the output terminal side of the electric machine 21 can be executed.
  • a vehicle 10 that does not include the starter 13 may be employed.
  • a generator unit 116 may be employed as shown in FIG.
  • the diode rectifier circuit 122 of FIG. 4 can be used instead of the inverter 22 of FIG. 1, and the switches Spb and Sna of the second pair of arms can be omitted in the field circuit 23.
  • the rotating electrical machine ECU 24 can execute the first diagnosis and the first ground control.
  • the rated voltage of the lithium ion storage battery 12 may be 48V
  • the rotating electrical machine 21 may be driven by a voltage of 48V
  • the vehicle 10 may include a bidirectional DCDC converter 50.
  • a voltage of 48 V is supplied from the lithium ion storage battery 12 to the field circuit 23 (the rotating electrical machine unit 16).
  • the voltage supplied from the battery unit U to the lead storage battery 11 is stepped down by the DCDC converter 50, and the voltage supplied from the lead storage battery 11 to the battery unit U is boosted by the DCDC converter 50.
  • the rotating electrical machine unit 16 uses a voltage of 48 V to apply a negative torque so that the rotational speed of the engine 42 quickly passes through a resonance region (for example, 200 to 400 rpm), or reset the piston stop position of the engine 42.
  • a resonance region for example, 200 to 400 rpm
  • control is performed to stop at a position suitable for starting. When these controls are performed, a current flows through the field winding 26 until immediately before the engine 42 stops, so that electric charges easily remain in the field winding 26 when the engine 42 stops.
  • connection terminal P5 (P7) and the armature core at the ground potential are short-circuited with water or the like containing a snow melting agent in a state where electric charges remain in the field winding 26, the space between the rotor and the armature core is reduced. Leakage current flows through the rotor and corrosion of the rotor easily proceeds.
  • the rotor corrosion can be suppressed as compared with the configuration in which the rotor corrosion easily proceeds.
  • the engine ECU 40 can instruct the rotating electrical machine ECU 24 to execute the first diagnosis, the first grounding control, the second diagnosis, and the off control (second grounding control). That is, the engine ECU 40 can constitute a first diagnosis unit, a second diagnosis unit, and an off control unit, that is, a control device for a rotating electrical machine.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un dispositif de commande (24) appliqué à un véhicule, caractérisé en ce qu'un moteur est automatiquement arrêté lorsqu'une condition d'arrêt automatique prescrite est satisfaite, et en ce que le moteur est redémarré automatiquement lorsqu'une condition de redémarrage prescrite est ensuite satisfaite, ce dispositif de commande commandant une machine électrique rotative (21) qui possède une fonction de génération d'énergie fondée sur la force de rotation du moteur, et à laquelle un courant d'excitation est fourni à partir d'un circuit d'excitation à découpage transistorisé (23), une première paire de branches, opposées dans un circuit en pont, étant agencée à partir de transistors de puissance (Spa, Snb), et une seconde paire de branches étant agencée à partir de diodes (Dna, Dpb). Pendant l'arrêt automatique du moteur, le dispositif de commande (24) exécute une première commande de mise à la terre caractérisée en ce que, entre la première paire de branches, le transistor de puissance (Snb) connecté au côté terre de la machine électrique rotative est sous tension, et le transistor de puissance (Spa) connecté au côté de borne de sortie de la machine électrique rotative est hors tension.
PCT/JP2017/032126 2016-09-12 2017-09-06 Dispositif de commande de machine électrique rotative WO2018047866A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US16/332,578 US10742156B2 (en) 2016-09-12 2017-09-06 Control apparatus of rotating electrical machine
DE112017004581.9T DE112017004581T5 (de) 2016-09-12 2017-09-06 Steuerungsgerät einer rotierenden elektrischen Maschine
CN201780055713.XA CN109819687B (zh) 2016-09-12 2017-09-06 旋转电机的控制装置

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2016177956 2016-09-12
JP2016-177956 2016-09-12
JP2017160310A JP6565983B2 (ja) 2016-09-12 2017-08-23 回転電機の制御装置
JP2017-160310 2017-08-23

Publications (1)

Publication Number Publication Date
WO2018047866A1 true WO2018047866A1 (fr) 2018-03-15

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PCT/JP2017/032126 WO2018047866A1 (fr) 2016-09-12 2017-09-06 Dispositif de commande de machine électrique rotative

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000197394A (ja) * 1998-12-28 2000-07-14 Mitsubishi Electric Corp アイドリングストップアンドスタ―ト車両用交流発電機の制御装置
JP4442582B2 (ja) * 2006-04-17 2010-03-31 株式会社デンソー 車両用発電制御装置
CN103684160A (zh) * 2013-12-05 2014-03-26 南京航空航天大学 自升压双凸极无刷直流发电系统
US20140266079A1 (en) * 2013-03-15 2014-09-18 Hamilton Sundstrand Corporation Method of controlling rotating main field converter

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000197394A (ja) * 1998-12-28 2000-07-14 Mitsubishi Electric Corp アイドリングストップアンドスタ―ト車両用交流発電機の制御装置
JP4442582B2 (ja) * 2006-04-17 2010-03-31 株式会社デンソー 車両用発電制御装置
US20140266079A1 (en) * 2013-03-15 2014-09-18 Hamilton Sundstrand Corporation Method of controlling rotating main field converter
CN103684160A (zh) * 2013-12-05 2014-03-26 南京航空航天大学 自升压双凸极无刷直流发电系统

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