WO2018070367A1

WO2018070367A1 - Vehicle control apparatus

Info

Publication number: WO2018070367A1
Application number: PCT/JP2017/036598
Authority: WO
Inventors: 征輝西山; 広文山下
Original assignee: 株式会社デンソー
Priority date: 2016-10-12
Filing date: 2017-10-10
Publication date: 2018-04-19
Also published as: CN109843634A; JP2018064343A; CN109843634B; JP6614092B2

Abstract

A vehicle control apparatus (50) is provided with: a lock determination unit (54); and a motor driving control unit (56). The lock determination unit (54) determines whether a vehicle (90) is in a locked state. The motor driving control unit (56) has a rotation speed command calculation unit (571) that calculates a rotation speed command value for controlling the rotation speed of a main machine motor (3) serving as a driving source for the vehicle (90). When the vehicle (90) is in the locked state, the motor driving control unit (56) controls driving of the main machine motor (3) through rotation speed control which uses the rotation speed command value which is periodically changed.

Description

Vehicle control device

Cross-reference of related applications

This application is based on patent application No. 2016-200687 filed on Oct. 12, 2016, the description of which is incorporated herein by reference.

The present invention relates to a vehicle control device.

Conventionally, a vehicle drive system using an electric motor as a vehicle drive source is known. For example, in Patent Document 1, the motor is controlled by periodically outputting a torque command value to the inverter when the motor is locked.

JP 2012-239276 A

However, as in Patent Document 1, when the electric motor is controlled based on the torque command value, the number of revolutions becomes a result. Therefore, when the vehicle is released from the locked state, the vehicle may jump out or slip down.
An object of the present disclosure is to provide a rotating electrical machine control device that can prevent a vehicle from jumping out or sliding down when it is released from a locked state.

The vehicle control device according to the present disclosure includes a lock determination unit and a motor drive control unit. The lock determination unit determines whether or not the vehicle is in a locked state. The motor drive control unit includes a rotation speed command calculation unit that calculates a rotation speed command value related to the rotation speed of the main motor that is a drive source of the vehicle. When the vehicle is in a locked state, the motor drive control unit controls driving of the main motor by rotation speed control that is control using a rotation speed command value that is periodically changed.
By periodically changing the rotation speed of the main motor when the vehicle is in a locked state, current can be prevented from concentrating on a specific phase, and the bias of heat generation can be reduced. Further, by controlling the rotation speed of the main motor when the vehicle is locked, it is possible to prevent the vehicle from jumping out or sliding down when the vehicle is released from the locked state.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings. The drawing
FIG. 1 is a schematic diagram illustrating a configuration of a vehicle according to an embodiment. FIG. 2 is an explanatory diagram illustrating a control device according to an embodiment. FIG. 3 is a block diagram illustrating an MG control unit according to an embodiment. FIG. 4 is an explanatory diagram illustrating a torque limit value according to an embodiment. FIG. 5 is a flowchart illustrating motor control processing according to an embodiment. FIG. 6 is an explanatory diagram illustrating phase currents according to an embodiment. FIG. 7 is a time chart for explaining the rotational speed command value and the MG rotational speed when the vehicle is in a non-hill-climbing locked state in one embodiment of the present invention. FIG. 8 is a time chart illustrating a motor control process according to an embodiment. FIG. 9 is a time chart for explaining the rotational speed command value and the MG rotational speed when the vehicle is in the uphill lock state in one embodiment. FIG. 10 is a time chart illustrating motor control processing according to a reference example.

Hereinafter, the vehicle control device will be described with reference to the drawings.
(One embodiment)
One embodiment is shown in FIGS.
As shown in FIGS. 1 and 2, a control device 50 as a vehicle control device is applied to a vehicle 90. The vehicle 90 of the present embodiment is an EV vehicle that travels with the driving force of the main motor 3. The main motor 3 of the present embodiment is a permanent magnet type synchronous three-phase AC rotating electric machine, and is a so-called “motor generator” having both a function as an electric motor and a function as a generator. Hereinafter, the case where the main motor 3 is appropriately set as “MG” and the main motor 3 functions as an electric motor will be mainly described. Further, currents that are passed through the phases of the main motor 3 are referred to as phase currents Iu, Iv, and Iw.
The main motor 3 is provided with a rotation angle sensor 4 that detects the rotation angle.

The driving force of the main motor 3 is transmitted to the drive shaft 91 via the clutch 81 and the transmission 82. The driving force transmitted to the drive shaft 91 rotates the drive wheels 95 via the gear 92 and the axle 93. As for the rotation direction of the main motor 3, the forward direction is the direction in which the vehicle 90 is moved forward, and the reverse direction is the direction in which the vehicle 90 is moved backward.
The clutch 81 is provided between the main motor 3 and the transmission 82, and is configured to be able to connect and disconnect the main motor 3 and the transmission 82.
The transmission 82 is a continuously variable transmission (CVT) that can change continuously.

The drive wheel 95 is provided with a brake 97. The brake 97 is a friction braking device such as a disc brake. In the present embodiment, the vehicle 90 is braked by the regenerative brake of the main motor 3 and the frictional force of the brake 97. When there is a wheel (not shown) other than the drive wheel 95, the brake 97 is also provided on the wheel.

The main battery 10 is a secondary battery such as nickel metal hydride or lithium ion, and is configured to be chargeable / dischargeable. Main battery 10 is charged and discharged so that SOC (State of charge) falls within a predetermined range. The main battery 10 may be composed of an electric double layer capacitor or the like.

As shown in FIG. 2, relay unit 15 is provided between main unit battery 10 and inverter 20. The relay unit 15 includes a high potential side relay 16 provided on the high potential side wiring 11 and a low potential side relay 17 provided on the low potential side wiring 12. The high potential side relay 16 and the low potential side relay 17 may be mechanical relays or semiconductor relays.
Relay unit 15 switches between conduction and interruption between main unit battery 10 and main unit motor 3. The main unit battery 10 and the main unit motor 3 are brought into conduction by turning on the relay unit 15, and the main unit battery 10 and the main unit motor 3 are cut off by being turned off.

The inverter 20 includes a drive circuit 21, a capacitor 25, and an MG control unit 52. In the figure, “control unit” is described as “ECU”.
Drive circuit 21 includes a three-phase inverter having six switching elements 211-216. The switching elements 211 to 216 are all IGBTs and are provided so as to be able to dissipate heat on both sides. The drive circuit 21 is cooled by an inverter cooler (not shown) through which cooling water circulates.

The switching elements 211 to 213 connected to the high potential side are connected to the collectors of the low potential side switching elements 214 to 216 whose collectors are connected to the high potential side wiring 11 and whose emitters are respectively paired. The emitters of the switching elements 214 to 216 connected to the low potential side are connected to the low potential side wiring 12. A connection point between the paired high potential side switching elements 211 to 213 and the low potential side switching elements 214 to 216 is connected to one end of each phase winding of the main motor 3.

The high-potential side switching elements 211 to 213 and the low-potential side switching elements 214 to 216 that are paired are alternately and complementarily turned on and off based on the drive signal from the MG control unit 52. The inverter 20 converts the DC power into three-phase AC power by controlling the on / off operation of the switching elements 211 to 216, and outputs it to the main motor 3.
A boost converter (not shown) is provided between the drive circuit 21 and the relay unit 15, and a voltage boosted by the boost converter is applied to the drive circuit 21.
The capacitor 25 is connected to the drive circuit 21 in parallel.

The control device 50 includes a vehicle control unit 51, an MG control unit 52, a brake control unit 59, and the like. In the figure, the vehicle control unit 51, the MG control unit 52, and the brake control unit 59 are all composed mainly of a microcomputer or the like. Each process in the vehicle control unit 51, the MG control unit 52, and the brake control unit 59 may be a software process in which a CPU stores a program stored in advance in a substantial memory device such as a ROM. Hardware processing by a dedicated electronic circuit may be used.
The vehicle control unit 51, the MG control unit 52, and the brake control unit 59 are connected via a vehicle communication network 60 such as a CAN (Controller Area Network) and can exchange information.

The vehicle control unit 51 acquires signals from an accelerator sensor, a shift switch, a brake switch, a vehicle speed sensor and the like (not shown), and controls the entire vehicle 90 based on the acquired signals. The vehicle control unit 51 calculates a torque command value trq ^* for driving the main motor 3 based on the accelerator opening and the vehicle speed. Torque command value trq ^* is output to MG control unit 52.

The vehicle control unit 51 controls the engagement state of the clutch 81. Hereinafter, an intermediate state between the state where the clutch 81 is completely engaged and the state where it is completely separated is referred to as a “half-clutch state”. In the present embodiment, the vehicle control unit 51 controls the clutch 81 and corresponds to a “clutch control unit”.
The brake control unit 59 controls the brake 97. In the present embodiment, the brake control unit 59 corresponds to a “brake control unit”.

The MG control unit 52 controls the driving of the main motor 3 by controlling the on / off operation of the switching elements 211 to 216 based on the torque command value trq ^* and the detection value of the rotation angle sensor 4 and the like. In the present embodiment, driving of the main motor 3 is controlled by current feedback control. Instead of the current feedback control, torque feedback control or the like may be used.

As shown in FIG. 3, the MG control unit 52 includes a rotation speed calculation unit 53, a lock determination unit 54, a torque limiting unit 55, a drive control unit 56 as a motor drive control unit, and the like.
The rotation speed calculation unit 53 calculates the MG rotation speed ω that is the rotation speed of the main motor 3 based on the detection value of the rotation angle sensor 4.

The lock determination unit 54 determines whether or not the vehicle 90 is in a locked state. The locked state of the vehicle 90 is a state in which the vehicle 90 is stopped due to an obstacle or the like even though the accelerator pedal is depressed, or the vehicle 90 is an ascending slope, and the vehicle 90 is not used. This is a state in which 90 stops are maintained. “Climbing slope” means a state in which the front of the vehicle is on the upper side in the vertical direction compared to the rear, and the vehicle 90 is inclined at a predetermined inclination angle or more.

When the state in which the MG rotation speed ω is less than the lock determination threshold value ωth and the MG torque trq is greater than the torque determination threshold value trq_th continues for a predetermined continuation determination time Xth, the lock determination unit 54 Judge that there is. The lock determination threshold ωth, the torque determination threshold trq_th, and the continuation determination time Xth can be arbitrarily set. For example, the lock determination threshold ωth is 50 [rpm], the torque determination threshold trq_th is 50 [Nm], and the continuation determination time Xth is 3 [s].

The torque limiter 55 limits the torque command value trq ^{* according} to the torque limit value trq_lim.
When the torque command value trq ^* is equal to or less than the torque limit value trq_lim, the torque limiter 55 directly sets the torque command value trq ^* as the post-limit torque command value trq_a ^* . When the torque command value trq ^* is larger than the torque limit value trq_lim, the torque limiter 55 sets the torque limit value trq_lim as the post-limit torque command value trq_a ^* .

Torque limiting unit 55 limits torque command value trq ^* based on cooling water temperature Wt that is the temperature of cooling water for cooling drive circuit 21 when vehicle 90 is in a locked state.
As shown in FIG. 4, when the coolant temperature Wt is equal to or lower than the first threshold value Wt1, the torque limit value trq_lim is set as the lock maximum limit value trq_max. When the cooling water temperature Wt is higher than the first threshold value Wt1 and lower than or equal to the second threshold value Wt2, the torque limit value trq_lim is made smaller as the cooling water temperature Wt becomes higher. In FIG. 4, the torque limit value trq_lim is described so as to be linearly decreased. However, the torque limit value trq_lim may be decreased nonlinearly. When the coolant temperature Wt is higher than the second threshold value Wt2, the torque limit value trq_lim is set to the minimum limit value trq_min. The minimum limit value trq_min is set to such an extent that it can be evacuated.

In the present embodiment, when the main motor 3 is in a locked state, the MG torque trq is not uniformly limited so as to be the minimum limit value trq_min, but the cooling water temperature Wt is low and the cooling performance has a margin. It can also be understood that the torque limit is relaxed compared to the case where the coolant temperature Wt is high.

FIG. 4 illustrates the torque limitation based on the cooling water temperature Wt at the time of lock determination, but torque limitation based on the element temperature that is the temperature of the switching elements 211 to 216 is performed separately even at times other than the lock determination. Further, when the element temperature exceeds the overheat protection temperature, the torque limit value trq_lim is decreased, and when the element temperature exceeds the overheat abnormality determination value TmpH, the torque limit value trq_lim is set to 0 for component protection and the driving of the main motor 3 is stopped. .

Returning to FIG. 3, the drive control unit 56 generates a drive signal for controlling the on / off operation of the switching elements 211 to 216, and controls the switching elements 211 to 216 based on the drive signal, thereby driving the main motor 3. Control. The drive control unit 56 includes a rotation speed control unit 57 and a torque control unit 58.
The rotation speed control unit 57 includes a rotation speed command calculation unit 571, a subtracter 572, a controller 573, and an adder 574.

The rotation speed command calculation unit 571 calculates the rotation speed command value ω ^* .
The subtractor 572 subtracts the MG rotational speed ω from the rotational speed command value ω ^* to calculate the rotational speed deviation Δω.
The controller 573 calculates the fluctuation torque command value trq ^* _f by PI calculation or the like so that the rotation speed deviation Δω is zero.
The adder 574 adds the fluctuation torque command value trq ^* _f to the post-restricted torque command value trq ^* _a, and calculates the torque command value trq_ω ^* during rotation speed control.
The rotation speed control of the present embodiment is control based on the MG rotation speed ω and the rotation speed command value ω ^* to be fed back, and can be said to be rotation speed feedback control.

When performing the rotational speed control, the torque control unit 58 generates a drive signal for controlling the on / off operation of the switching elements 211 to 216 based on the rotational speed control torque command value trq_ω ^* . Further, when the rotational speed control is not performed, the torque control unit 58 generates a drive signal based on the post-limit torque command value trq_a ^* .

By the way, the driving wheel 95 of the vehicle 90 may be locked due to an obstacle or an uphill. When in the locked state, the main motor 3 is not rotating or the rotation speed is small, so that current concentrates in a specific phase according to the position of the rotor. If the state where current concentrates in a specific phase is continued, the temperature of the switching element in the current concentration phase may increase. Further, if the temperature of the switching element exceeds the overheat abnormality determination value TmpH, a failure determination is made and the driving of the main motor 3 cannot be continued.

In the locked state, even if the torque is controlled, the rotation of the rotor of the main motor 3 may not be directly connected. Therefore, when the vehicle is released from the locked state, the MG rotation speed ω may change suddenly, and the vehicle 90 may jump out or slip down.
Therefore, in the present embodiment, in the locked state, the main motor 3 is controlled by the rotational speed control that controls the MG rotational speed ω, thereby avoiding current concentration on a specific phase and the vehicle 90 when it is released from the locked state. Suppresses jumping and sliding.

The motor control process of this embodiment is demonstrated based on the flowchart of FIG. This process is executed by the control device 50 at a predetermined interval (for example, 100 “ms”) while the start switch of the vehicle 90 is on. Hereinafter, “step” in step S101 is omitted, and is simply referred to as “S”.
In the first S101, the MG control unit 52 acquires the torque command value trq ^* from the vehicle control unit 51.

In S102, the lock determination unit 54 determines whether or not the vehicle 90 is in a locked state. When it is determined that the vehicle 90 is not in the locked state (S102: NO), the process proceeds to S110. When it is determined that the vehicle 90 is in the locked state (S102: YES), the process proceeds to S103.

In S103, the torque limiting unit 55 calculates a post-limit torque command value trq_a ^* based on the coolant temperature Wt.
In S104, the MG control unit 52 determines whether or not the coolant temperature Wt is higher than the rotation speed control threshold value Wt_r. In the present embodiment, the rotation speed control threshold value Wt_r is set to the second threshold value Wt2, but may be a value different from the second threshold value Wt2. When it is determined that the coolant temperature Wt is equal to or lower than the rotation speed control threshold value Wt_r (S104: NO), the process proceeds to S111. That is, when the cooling water temperature Wt is equal to or lower than the rotation speed control threshold Wt_r, power saving is performed according to the cooling water temperature Wt, but rotation speed control is not performed. When it is determined that the coolant temperature Wt is higher than the rotation speed control threshold Wt_r (S104: YES), the process proceeds to S105.

In S105, the vehicle control unit 51 places the clutch 81 in a half-clutch state.
In S106, the MG control unit 52 determines whether or not the vehicle 90 is on an ascending slope. Whether the vehicle 90 is climbing or not may be determined inside the MG control unit 52 based on the detected value of the G sensor or the like acquired from the vehicle control unit 51, or the vehicle control unit 51 may You may judge based on information, such as a flag based on the judgment result which judged the inclination state.
When it is determined that the vehicle 90 has an uphill slope (S106: YES), the process proceeds to S107. If it is determined that the vehicle 90 is not climbing (S106: NO), the process proceeds to S108.

In S107, the rotational speed command calculation unit 571 calculates the uphill rotational speed command value ωC ^* as the rotational speed command value ω ^* .
In S108, the rotation speed command calculation unit 571 calculates the non-hill-climbing rotation speed command value ωL ^* as the rotation speed command value ω ^* .

In S109, the drive control unit 56 generates a drive signal for controlling the on / off operation of the switching elements 211 to 216 by the rotation speed control based on the rotation speed command value ω ^* . Specifically, the drive signal is generated based on the rotational speed control torque command value trq_ω ^* calculated based on the rotational speed command value ω ^* .

When it is determined that the vehicle 90 is not in the locked state (S102: NO), the post-restricted torque command value trq ^* _a is calculated based on the element temperature or the like.
When the coolant temperature Wt is equal to or lower than the rotation speed control threshold value Wt_r (S104: NO), or in S111 that moves to S110, the drive control unit 56 does not perform the rotation speed control and generates a drive signal by torque control. To do. Specifically, the drive signal is generated based on the post-limit torque command value trq_a ^* .

Here, the rotational speed command value ω ^* will be described.
Since the main motor 3 of the present embodiment is a three-phase motor, as shown in FIG. 6, by rotating the electrical angle by 120 ° or more, at least two-phase current becomes zero once and the current is maximum. The phases become. In addition, since the positive / negative of the phase currents Iu, Iv, Iw corresponds to the energization direction, the “phase with the maximum current” is the phase with the largest absolute value of the phase currents Iu, Iv, Iw.
In the present embodiment, the rotational speed command value ω ^* is set so that the main motor 3 rotates at an electrical angle of 120 ° or more during the switching periods PL and PC.

The rotational speed control in a non-hill-climbing locked state where the vehicle 90 is other than the climbing slope and is locked by an obstacle or the like will be described with reference to FIGS. 7 and 8. In FIG. 7, the non-uphill rotation speed command value ωL ^* is shown in the upper stage, and the MG rotation speed ω is shown in the lower stage.
As shown in FIG. 7, when the vehicle 90 is in the non-hill climbing lock state, the first half period in one cycle of the switching cycle PL is set as the forward rotation period, and the non-hill-climbing rotation speed command value ωL ^* is set as the first command value ωL1 ^* . To do. Further, the latter half of the switching period PL is set as the reverse rotation period, and the non-hill-climbing rotation speed command value ωL ^* is set as the second command value ωL2 ^* .
Thereby, MG rotation speed ω changes periodically.

In the present embodiment, the first command value ωL1 ^* is positive, the second command value ωL2 ^* is negative, and the absolute values are equal. In the present embodiment, the length of the forward rotation period and the length of the reverse rotation period in the switching cycle PL are equal. The switching period PL can be arbitrarily set, but is about 150 [ms], for example. The first command value ωL1 ^* is, for example, 30 [rpm], and the second command value ωL2 ^* is, for example, −30 [rpm]. The absolute values of the first command value ωL1 ^* and the second command value ωL2 ^* may be different. Further, the lengths of the forward rotation period and the reverse rotation period may be different.

The first command value ωL1 ^* and the second command value ωL2 ^* are rotated at an electrical angle of 60 ° or more in the forward rotation direction, rotated at an electrical angle of 60 ° or more in the reverse rotation direction, and aligned in the forward and reverse directions for an electrical angle of 120 ° or more. Determined to rotate. For example, if the number of magnetic poles is 4, to rotate the electrical angle by 120 °, the mechanical angle is 30 °, that is, the mechanical angle is 15 ° in the positive direction and the mechanical angle is 15 in the reverse direction in the switching cycle PL. Rotate for ° minutes.

Further, as shown in FIG. 1, a clutch 81, a transmission 82, and a gear 92 are provided between the main motor 3 and the axle 93. The clutch 81, the transmission 82, and the gear 92 have backlash. Hereinafter, the total backlash existing between the main motor 3 and the axle 93 is simply referred to as “gear backlash”.
When the rotation amount of the main motor 3 is within the range of the gear backlash, the axle 93 does not rotate. In other words, if the main motor 3 is rotating within the range of the gear backlash, the locked state is continued.

In the present embodiment, in the non-climbing slope locked state, the non-climbing rotation speed command value ωL ^* is determined so that the forward rotation and the reverse rotation of the main motor 3 are switched within the range of the gear backlash. As a result, even if the MG rotational speed ω is changed by the rotational speed control, the change is not transmitted to the drive wheels 95, so that it is possible to prevent the drivability (hereinafter referred to as “drivability”) from being deteriorated.

MG control processing of the present embodiment will be described based on the time chart of FIG. FIG. 8 is an example when the vehicle 90 is in a non-hill-climbing locked state. In FIG. 8, the horizontal axis is the common time axis, and from the top, the accelerator opening, the vehicle speed, the MG rotation speed ω, the MG torque trq, the lock determination, the cooling water temperature Wt, the element temperature, and the fail determination are shown. The element temperature indicates the temperature of the switching element having the highest temperature. The lock determination was “1” when in the locked state and “0” when in the locked state. For the sake of explanation, the time scale and the like are appropriately changed in FIG. The same applies to FIG.

When the accelerator pedal (not shown) is operated at time x11 and the accelerator opening is not zero, the MG torque trq increases. At this time, when the vehicle 90 is locked due to an obstacle or the like, the main motor 3 does not rotate. When the MG torque trq exceeds the torque determination threshold trq_th at time x12 and this state continues for the continuation determination time Xth, a lock determination is made at time x13. When the cooling water temperature Wt rises, the MG torque trq is limited from time x14 when the cooling water temperature Wt exceeds the first threshold value Wt1, and is limited to the minimum limit value trq_min at time x15 when it exceeds the second threshold value Wt2.

In the present embodiment, since the rotation speed control threshold value Wt_r is the same as the second threshold value Wt2, at the time x15 when the cooling water temperature Wt exceeds the second threshold value Wt2 in the locked state, the MG control unit 52 Is switched to rotation speed control. Specifically, as described with reference to FIG. 7, the first command value ωL1 ^* and the second command value ωL2 ^* are switched as the non-hill-climbing rotation speed command value ωL ^* . In other words, in the present embodiment, when the vehicle 90 is in a locked state in a state where the vehicle 90 is not climbing, the main motor 3 is switched between the forward rotation and the reverse rotation to prevent current concentration in a specific phase. Yes.

If the current does not concentrate on a specific phase and the bias of the phase currents Iu, Iv, Iw is reduced, the amount of current flowing to the phase where the current was concentrated decreases, so the temperature of the switching element with the highest temperature decreases. Turn to. Even if the locked state is continued, if the element temperatures of all phases do not exceed the overheat abnormality determination value TmpH, the fail determination is not made and the driving of the main motor 3 can be continued.

FIG. 10 is a time chart according to a reference example. In FIG. 10, the horizontal axis is the common time axis, and the MG rotation speed ω, the MG torque trq, the lock determination, the phase currents Iu, Iv, Iw, the temperature of the switching element 212, and the fail determination are shown from the top. In FIG. 10, the lock determination threshold ωth is assumed to be 0.
As shown in FIG. 10, when the MG rotation speed ω becomes 0 at time x91 and the state where the MG torque trq is larger than the torque determination threshold trq_th continues for the continuation determination time Xth, the lock determination is made at time x92. Further, when the cooling water temperature Wt rises as the temperature of the switching element rises due to the locked state, the torque command value trq ^* is restricted and the MG torque trq is restricted. In FIG. 10, the cooling water temperature Wt is not shown.

When the vehicle 90 is in a locked state and the rotor position of the main motor 3 is not changed, a state in which a constant current is supplied to each phase continues. In the example of FIG. 10, the state where the V-phase current Iv is large is continued as compared with the other two phases. If this state continues, the temperature increase of the V-phase switching element 212 becomes larger than that of other elements.
If the temperature of the switching element 212 exceeds the overheat abnormality determination value TmpH at time x93, a failure determination is made and the driving of the main motor 3 cannot be continued.

On the other hand, in the present embodiment, when the vehicle 90 is locked, the rotational speed command value ω ^* is periodically switched. Thereby, even if the locked state continues, current concentration on a specific phase is prevented and file determination is avoided, so that the main motor 3 can be continuously driven in the locked state. .

The rotation speed control in the uphill lock state in which the vehicle 90 is in the locked state on the climb slope will be described with reference to FIG. In FIG. 7, the uphill rotational speed command value ωC ^* is shown in the upper stage, and the MG rotational speed ω is shown in the lower stage. When the vehicle 90 is in the uphill lock state, the uphill rotation speed command value ωC ^* of the first half period in one cycle of the switching period PC is set to the first command value ωC1 ^* , and the uphill rotation speed command value ωC ^* of the second half period is set to the second time. The command value is ωC2 ^* .
If the main motor 3 is reversely rotated in the climbing lock state, the vehicle 90 may slip down. Therefore, in the rotation speed control in the uphill lock state, the first command value ωC1 ^* is a positive value, for example, 60 [rpm]. The second command value ωC2 ^{* is set} to 0. The second command value ωC2 ^* may be a positive value different from the first command value ωC1 ^* .

In this embodiment, in the switching period PC, a climbing time of rotation speed command value .omega.C ^*, is equal to the a period of the first command value Omegashi1 ^* period to the second command value Omegashi2 ^*, it may be different . In addition, the switching cycle PC in the uphill lock state and the switching cycle PL in the non-uphill locked state are the same, but they may be different.

In the present embodiment, when the vehicle 90 is in the uphill lock state, the forward rotation and the stop of the main motor 3 are switched in small increments to prevent current concentration in a specific phase. When the vehicle 90 is on an uphill slope, the main motor 3 is not reversely rotated to prevent the vehicle 90 from moving down, so the vehicle 90 moves forward at a slow speed. At this time, whether the locked state is released or continued depends on the MG torque trq, the gradient, and the like.

In the present embodiment, when the amount of backward movement of the vehicle 90 exceeds the slippage determination value in the locked state, it is determined that the vehicle 90 has slipped, and the brake control unit 59 controls the brake 97. This prevents the vehicle 90 from sliding down. When the vehicle 90 is braked by the brake 97, the main motor 3 is stopped if it is not necessary to continue the locked state by the main motor 3.
In the locked state, when the high temperature state of the cooling water temperature Wt continues, the brake control unit 59 controls the brake 97 to brake the vehicle 90 and stop the main motor 3.
If the main motor 3 is stopped, the element temperature and the cooling water temperature are lowered.

In the present embodiment, when the vehicle 90 is locked, the MG rotational speed ω is periodically changed by rotational speed control. Thereby, it is possible to continue driving the main motor 3 in the locked state by preventing current concentration on a specific phase and preventing temperature rise of a specific element due to current concentration.
Further, since the MG rotational speed ω in the locked state is controlled, even when the locked state is released, the rotational speed does not change suddenly, and unexpected jumping out or sliding down of the driver can be prevented.

As described above, the control device 50 of the present embodiment includes the lock determination unit 54 and the drive control unit 56.
The lock determination unit 54 determines whether or not the vehicle 90 is in a locked state.
The drive control unit 56 includes a rotation speed command calculation unit 571 that calculates a rotation speed command value ω ^* related to the control of the rotation speed of the main motor 3 that is a drive source of the vehicle 90. When the vehicle 90 is in the locked state, the drive control unit 56 controls the driving of the main motor 3 by rotation speed control that is control using the rotation speed command value ω ^* that is periodically changed.

When the vehicle 90 is in the locked state, by periodically changing the MG rotational speed ω, it is possible to prevent current from being concentrated on a specific phase and to reduce the bias of heat generation. Further, by controlling the MG rotation speed ω when the vehicle is locked, it is possible to prevent the vehicle 90 from jumping out or sliding down when the vehicle is released from the locked state.

The rotation speed command calculation unit 571 switches the first command value and the second command value alternately as the rotation speed command value ω ^* . Specifically, the rotational speed command calculation unit 571 switches the first command value ωC1 ^* and the second command value ωC2 ^* alternately when the vehicle 90 is on the climb slope, and when the vehicle 90 is not the climb slope, the first command The value ωL1 ^* and the second command value ωL2 ^* are alternately switched.
As a result, the rotational speed command value ω ^* can be appropriately switched.

The main motor 3 the rotational speed command value to be rotated in the forward direction omega ^* positive, and negative rotation speed command value omega ^* is rotated in the reverse direction.
When the vehicle 90 is in an uphill lock state in which the vehicle 90 is locked by an ascending slope, the rotation speed command calculation unit 571 sets the first command value ωC1 ^* to a positive value and sets the second command value ωC2 ^* to 0 or the first command value ωC1. ^A positive value different from ^* . Thereby, the vehicle 90 can be prevented from sliding down.
Further, when the vehicle 90 is in a non-hill-climbing locked state where the vehicle 90 is locked other than the climbing slope, the rotation speed command calculating unit 571 sets the first command value ωL1 ^* to a positive value and the second command value ωL2 ^* to a negative value. To do. Thereby, the normal rotation and reverse rotation of the main motor 3 can be periodically repeated.

A gear backlash exists between the main motor 3 and the drive wheel 95.
The rotation speed command calculation unit 571 determines the first command value ωL1 ^* and the second command value ωL2 ^* so that the drive range of the main motor 3 is within the gear backlash range when in the non-hill climbing lock state. Since the main motor 3 is driven within the range of the gear backlash, the driving of the main motor 3 is not transmitted to the drive wheels 95. As a result, the MG rotation speed ω can be switched periodically without causing the driver to feel uncomfortable.

The rotational speed command calculation unit 571 generates the first command so that the main motor 3 rotates at an electrical angle of 120 ° or more in one cycle of the switching cycle PL for switching between the first command value ωL1 ^* and the second command value ωL2 ^*. The value ωL1 ^* and the second command value ωL2 ^* are determined. Similarly, the rotational speed command calculation unit 571 is configured so that the main motor 3 rotates at an electrical angle of 120 ° or more in one cycle of the switching cycle PC for switching between the first command value ωC1 ^* and the second command value ωC2 ^* . First command value ωC1 ^* and second command value ωC2 ^* are determined.
Thereby, the current concentration on the specific phase can be appropriately prevented.

The lock determination unit 54 continues the predetermined state in which the MG rotation speed ω that is the rotation speed of the main motor 3 is smaller than the lock determination threshold value ωth and the MG torque trq that is the torque of the main motor 3 is larger than the torque determination threshold trq_th. When it continues over determination time Xth, it determines with the vehicle 90 being a locked state.
Thereby, the locked state of the vehicle 90 can be determined appropriately.

In the drive control unit 56, the cooling water temperature Wt that is the temperature of the cooling water for cooling the inverter 20 that converts the electric power supplied to the main motor 3 is higher than the rotation speed control threshold value Wt_r. In this case, the rotational speed control is performed. When the cooling water temperature Wt is high and the element temperature is likely to rise, by controlling the rotational speed and changing the MG rotational speed ω, it is possible to suppress the temperature rise at a specific location due to current concentration in a specific phase. it can.

The control device 50 includes a torque limiting unit 55 that limits the torque output from the main motor 3 based on the coolant temperature Wt when the vehicle 90 is in a locked state. Thereby, torque limitation can be appropriately performed according to the cooling performance.

The control device 50 is provided with a vehicle control unit 51 that controls a clutch 81 provided between the main motor 3 and the drive shaft 91. When vehicle speed control is performed, the vehicle control unit 51 controls the engagement state of the clutch 81 to a half-clutch state between the fully engaged state and the completely separated state.
Thereby, since the fluctuation | variation of MG rotation speed (omega) becomes difficult to be transmitted to the driving wheel 95 side, the deterioration of drivability by changing MG rotation speed (omega) can be suppressed.

The control device 50 includes a brake control unit 59 that controls the brake 97 and stops the vehicle 90 when it is determined that the vehicle 90 is in the locked state and the moving amount of the vehicle 90 is larger than the sliding determination threshold value.
When the main motor 3 cannot continue the locked state of the vehicle 90, the vehicle 97 can be appropriately prevented from slipping down by controlling the brake 97.

(Other embodiments)
(A) Rotational speed control In the said embodiment, a rotational speed command value is switched periodically by switching a 1st command value and a 2nd command value alternately. In another embodiment, the rotation speed command value may be periodically switched by sequentially switching three or more values. Further, the rotational speed command value may be periodically changed in any way.
In the said embodiment, a 1st command value and a 2nd command value are made into a different value by the case where a vehicle is a climbing gradient and the case except a climbing gradient. In another embodiment, the same rotational speed command value may be used regardless of the vehicle inclination state.

In the above embodiment, when the coolant temperature is higher than the rotation speed control threshold, the rotation speed control is performed. In another embodiment, S104 in FIG. 5 may be omitted, and when the vehicle is locked, the rotational speed control may be performed regardless of the coolant temperature.
In the above embodiment, the clutch is controlled to the half-clutch state when the rotational speed control is performed. In another embodiment, S105 in FIG. 5 may be omitted, and the clutch may be completely engaged even during the rotational speed control without performing the half clutch control. Further, the clutch may not be provided.

(A) Control Device In the above embodiment, the control device includes three control units, a vehicle control unit, an MG control unit, and a brake control unit. In other embodiments, the number of control units constituting the control device may be two or less, or four or more. Further, as long as each control unit can exchange information by communication or the like, each process relating to the rotational speed control or the like may be performed by any control unit.

(C) Main motor In the above embodiment, the main motor is a permanent magnet type three-phase AC rotating electric machine. In other embodiments, any main motor may be used.
(D) Vehicle In the above embodiment, the vehicle to which the power supply system control device is applied is an EV vehicle that travels using the power of one main motor. In other embodiments, a plurality of main motors may be provided. In another embodiment, the vehicle to which the rotating electrical machine control device is applied is not limited to an EV vehicle, but may be a hybrid vehicle including a main motor and a fuel cell vehicle as a drive source of the vehicle.
As described above, the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the disclosure.

This disclosure has been described in accordance with the embodiment. However, the present disclosure is not limited to the embodiments and structures. The present disclosure also includes various modifications and modifications within the equivalent scope. Also, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims

A lock determination unit (54) for determining whether the vehicle (90) is in a locked state;
A motor drive control section (56) having a rotation speed command calculation section (571) for calculating a rotation speed command value relating to the control of the rotation speed of the main motor (3) which is a drive source of the vehicle;
With
When the vehicle is in a locked state, the motor drive control unit controls the drive of the main motor by rotation speed control that is control using the rotation speed command value that is periodically changed.
The vehicle control device according to claim 1, wherein the rotation speed command calculation unit alternately switches between a first command value and a second command value as the rotation speed command value.
When the rotation speed command value for rotating the main motor in the forward rotation direction is positive and the rotation speed command value for rotating in the reverse rotation direction is negative,
The rotational speed command calculation unit is
When the vehicle is in an uphill lock state in which the vehicle is locked on an ascending slope, the first command value is a positive value, the second command value is 0 or a positive value different from the first command value,
3. The vehicle control device according to claim 2, wherein when the vehicle is in a non-hill-climbing locked state where the vehicle is in a locked state other than climbing slope, the first command value is a positive value and the second command value is a negative value.
There is a gear backlash between the main motor and the drive wheel (95),
The rotation speed command calculation unit determines the first command value and the second command value so that a driving range of the main motor is within a range of the gear backlash when in the non-hill climbing lock state. 4. The vehicle control device according to 3.
The rotation speed command calculation unit is configured to output the first command value and the first command value so that the main motor rotates at an electrical angle of 120 ° or more in one cycle of a switching cycle for switching between the first command value and the second command value. The vehicle control device according to any one of claims 2 to 4, wherein the second command value is determined.
The lock determination unit locks the vehicle when the number of rotations of the main motor is smaller than a lock determination threshold and the torque of the main motor is larger than the torque determination threshold for a predetermined continuation determination time. The vehicle control device according to any one of claims 1 to 5, which is determined to be in a state.
When the vehicle is in a locked state and the temperature of cooling water for cooling the inverter (20) for converting the power supplied to the main motor is higher than the rotation speed control threshold, the motor drive control unit The vehicle control device according to any one of claims 1 to 6, wherein the vehicle speed control is performed.
When the vehicle is in a locked state, a torque limiter (55) that limits the torque output from the main motor based on the temperature of cooling water that cools the inverter (20) that converts the power supplied to the main motor. The vehicle control device according to any one of claims 1 to 7, further comprising:
A clutch control unit (51) for controlling a clutch (81) provided between the main motor and the drive shaft (91);
The clutch control unit, when performing the rotation speed control, controls the engagement state of the clutch to a half-clutch state between a complete engagement state and a complete separation state. The vehicle control device described in 1.
A brake control unit (59) for controlling the brake (97) to stop the vehicle when the vehicle is in a locked state and it is determined that the amount of movement of the vehicle is larger than a threshold value for determining a slippage. The vehicle control device according to any one of 1 to 9.