WO2018070367A1 - 車両制御装置 - Google Patents

車両制御装置 Download PDF

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Publication number
WO2018070367A1
WO2018070367A1 PCT/JP2017/036598 JP2017036598W WO2018070367A1 WO 2018070367 A1 WO2018070367 A1 WO 2018070367A1 JP 2017036598 W JP2017036598 W JP 2017036598W WO 2018070367 A1 WO2018070367 A1 WO 2018070367A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
command value
rotation speed
main motor
locked state
Prior art date
Application number
PCT/JP2017/036598
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English (en)
French (fr)
Japanese (ja)
Inventor
征輝 西山
広文 山下
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.)
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Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN201780063050.6A priority Critical patent/CN109843634B/zh
Publication of WO2018070367A1 publication Critical patent/WO2018070367A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a vehicle control device.
  • Patent Document 1 a vehicle drive system using an electric motor as a vehicle drive source is known.
  • the motor is controlled by periodically outputting a torque command value to the inverter when the motor is locked.
  • 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 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.
  • 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.
  • 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. 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
  • 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.
  • FIGS. 1 and 2 One embodiment is shown in FIGS.
  • 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.
  • the main motor 3 is appropriately set as “MG” and the main motor 3 functions as an electric motor will be mainly described.
  • 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.
  • the forward direction is the direction in which the vehicle 90 is moved forward
  • 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.
  • CVT continuously variable transmission
  • the drive wheel 95 is provided with a brake 97.
  • the brake 97 is a friction braking device such as a disc brake.
  • the vehicle 90 is braked by the regenerative brake of the main motor 3 and the frictional force of the brake 97.
  • 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.
  • 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.
  • 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.
  • 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.
  • a vehicle communication network 60 such as a CAN (Controller Area Network)
  • 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.
  • 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”.
  • 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.
  • 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.
  • 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.
  • 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 ⁇ 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.
  • the lock determination unit 54 Judge that there is.
  • the lock determination threshold ⁇ th, the torque determination threshold trq_th, and the continuation determination time Xth can be arbitrarily set.
  • the lock determination threshold ⁇ th is 50 [rpm]
  • the torque determination threshold trq_th is 50 [Nm]
  • 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.
  • the torque limiter 55 directly sets the torque command value trq * as the post-limit torque command value trq_a * .
  • 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.
  • the torque limit value trq_lim may be decreased nonlinearly.
  • 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.
  • 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. .
  • 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.
  • 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 ⁇ * .
  • the subtractor 572 subtracts the MG rotational speed ⁇ from the rotational speed command value ⁇ * to calculate the rotational speed deviation ⁇ .
  • the controller 573 calculates the fluctuation torque command value trq * _f by PI calculation or the like so that the rotation speed deviation ⁇ 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_ ⁇ * during rotation speed control.
  • the rotation speed control of the present embodiment is control based on the MG rotation speed ⁇ and the rotation speed command value ⁇ * to be fed back, and can be said to be rotation speed feedback control.
  • the torque control unit 58 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_ ⁇ * . 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 * .
  • the driving wheel 95 of the vehicle 90 may be locked due to an obstacle or an uphill.
  • the main motor 3 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.
  • the main motor 3 is controlled by the rotational speed control that controls the MG rotational speed ⁇ , thereby avoiding current concentration on a specific phase and the vehicle 90 when it is released from the locked state. Suppresses jumping and sliding.
  • step S101 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.
  • a predetermined interval for example, 100 “ms”
  • step S101 the MG control unit 52 acquires the torque command value trq * from the vehicle control unit 51.
  • 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.
  • the torque limiting unit 55 calculates a post-limit torque command value trq_a * based on the coolant temperature Wt.
  • the MG control unit 52 determines whether or not the coolant temperature Wt is higher than the rotation speed control threshold value Wt_r.
  • 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.
  • the vehicle control unit 51 places the clutch 81 in a half-clutch state.
  • 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.
  • 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.
  • the rotational speed command calculation unit 571 calculates the uphill rotational speed command value ⁇ C * as the rotational speed command value ⁇ * . In S108, the rotation speed command calculation unit 571 calculates the non-hill-climbing rotation speed command value ⁇ L * as the rotation speed command value ⁇ * .
  • 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 ⁇ * .
  • the drive signal is generated based on the rotational speed control torque command value trq_ ⁇ * calculated based on the rotational speed command value ⁇ * .
  • the post-restricted torque command value trq * _a is calculated based on the element temperature or the like.
  • 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 * .
  • the rotational speed command value ⁇ * 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 ⁇ * is set so that the main motor 3 rotates at an electrical angle of 120 ° or more during the switching periods PL and PC.
  • FIG. 7 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.
  • the non-uphill rotation speed command value ⁇ L * is shown in the upper stage
  • the MG rotation speed ⁇ is shown in the lower stage.
  • the first half period in one cycle of the switching cycle PL is set as the forward rotation period
  • the non-hill-climbing rotation speed command value ⁇ L * is set as the first command value ⁇ L1 * .
  • the latter half of the switching period PL is set as the reverse rotation period
  • the non-hill-climbing rotation speed command value ⁇ L * is set as the second command value ⁇ L2 * .
  • MG rotation speed ⁇ changes periodically.
  • the first command value ⁇ L1 * is positive
  • the second command value ⁇ L2 * is negative
  • the absolute values are equal
  • 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 ⁇ L1 * is, for example, 30 [rpm]
  • the second command value ⁇ L2 * is, for example, ⁇ 30 [rpm].
  • the absolute values of the first command value ⁇ L1 * and the second command value ⁇ L2 * may be different. Further, the lengths of the forward rotation period and the reverse rotation period may be different.
  • the first command value ⁇ L1 * and the second command value ⁇ L2 * 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.
  • 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.
  • the total backlash existing between the main motor 3 and the axle 93 is simply referred to as “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.
  • the non-climbing rotation speed command value ⁇ L * 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.
  • FIG. 8 is an example when the vehicle 90 is in a non-hill-climbing locked state.
  • the horizontal axis is the common time axis, and from the top, the accelerator opening, the vehicle speed, the MG rotation speed ⁇ , 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.
  • the time scale and the like are appropriately changed in FIG. The same applies to FIG.
  • 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.
  • 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.
  • 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.
  • the MG control unit 52 Is switched to rotation speed control. Specifically, as described with reference to FIG. 7, the first command value ⁇ L1 * and the second command value ⁇ L2 * are switched as the non-hill-climbing rotation speed command value ⁇ L * .
  • the main motor 3 is switched between the forward rotation and the reverse rotation to prevent current concentration in a specific phase. Yes.
  • FIG. 10 is a time chart according to a reference example.
  • the horizontal axis is the common time axis, and the MG rotation speed ⁇ , 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.
  • the lock determination threshold ⁇ th is assumed to be 0.
  • the MG rotation speed ⁇ 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.
  • 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.
  • the cooling water temperature Wt is not shown.
  • the rotational speed command value ⁇ * 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 uphill rotational speed command value ⁇ C * is shown in the upper stage
  • the MG rotational speed ⁇ is shown in the lower stage.
  • the uphill rotation speed command value ⁇ C * of the first half period in one cycle of the switching period PC is set to the first command value ⁇ C1 *
  • the uphill rotation speed command value ⁇ C * of the second half period is set to the second time.
  • the command value is ⁇ C2 * . If the main motor 3 is reversely rotated in the climbing lock state, the vehicle 90 may slip down.
  • the first command value ⁇ C1 * is a positive value, for example, 60 [rpm].
  • the second command value ⁇ C2 * is set to 0.
  • the second command value ⁇ C2 * may be a positive value different from the first command value ⁇ C1 * .
  • 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 .
  • 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.
  • the forward rotation and the stop of the main motor 3 are switched in small increments to prevent current concentration in a specific phase.
  • 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.
  • the brake control unit 59 controls the brake 97. This prevents the vehicle 90 from sliding down.
  • the main motor 3 is stopped if it is not necessary to continue the locked state by the main motor 3.
  • 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.
  • the MG rotational speed ⁇ 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 ⁇ 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.
  • 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 ⁇ * related to the control of the rotation speed of the main motor 3 that is a drive source of the vehicle 90.
  • 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 ⁇ * that is periodically changed.
  • the rotation speed command calculation unit 571 switches the first command value and the second command value alternately as the rotation speed command value ⁇ * . Specifically, the rotational speed command calculation unit 571 switches the first command value ⁇ C1 * and the second command value ⁇ C2 * 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 ⁇ L1 * and the second command value ⁇ L2 * are alternately switched. As a result, the rotational speed command value ⁇ * 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.
  • the rotation speed command calculation unit 571 sets the first command value ⁇ C1 * to a positive value and sets the second command value ⁇ C2 * to 0 or the first command value ⁇ C1. A positive value different from * . Thereby, the vehicle 90 can be prevented from sliding down.
  • the rotation speed command calculating unit 571 sets the first command value ⁇ L1 * to a positive value and the second command value ⁇ L2 * 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 ⁇ L1 * and the second command value ⁇ L2 * 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 ⁇ 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 ⁇ L1 * and the second command value ⁇ L2 *.
  • the value ⁇ L1 * and the second command value ⁇ L2 * are determined.
  • 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 ⁇ C1 * and the second command value ⁇ C2 * .
  • First command value ⁇ C1 * and second command value ⁇ C2 * 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 ⁇ that is the rotation speed of the main motor 3 is smaller than the lock determination threshold value ⁇ th and the MG torque trq that is the torque of the main motor 3 is larger than the torque determination threshold trq_th.
  • it determines with the vehicle 90 being a locked state. Thereby, the locked state of the vehicle 90 can be determined appropriately.
  • 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.
  • 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 ⁇ , 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.
  • 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.
  • 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.
  • the vehicle 97 can be appropriately prevented from slipping down by controlling the brake 97.
  • a rotational speed command value is switched periodically by switching a 1st command value and a 2nd command value alternately.
  • 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.
  • 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.
  • the same rotational speed command value may be used regardless of the vehicle inclination state.
  • the rotation speed control when the coolant temperature is higher than the rotation speed control threshold, the rotation speed control is performed.
  • 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.
  • the clutch is controlled to the half-clutch state when the rotational speed control is performed.
  • 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.
  • control device includes three control units, a vehicle control unit, an MG control unit, and a brake control unit.
  • 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.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Electric Motors In General (AREA)
  • Hybrid Electric Vehicles (AREA)
PCT/JP2017/036598 2016-10-12 2017-10-10 車両制御装置 WO2018070367A1 (ja)

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WO2023106331A1 (ja) * 2021-12-08 2023-06-15 株式会社デンソー 車両用制動装置

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JP7278693B2 (ja) * 2019-08-30 2023-05-22 ダイハツ工業株式会社 モータ制御装置
JP6811820B1 (ja) * 2019-09-27 2021-01-13 三菱電機株式会社 モータ制御装置
CN115003544A (zh) * 2020-01-14 2022-09-02 株式会社电装 车辆的驱动控制装置
JP7528795B2 (ja) * 2021-01-12 2024-08-06 スズキ株式会社 車両の制御装置
JP2023115790A (ja) * 2022-02-08 2023-08-21 ダイハツ工業株式会社 電動車両の制御装置

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JP2008013028A (ja) * 2006-07-05 2008-01-24 Nissan Motor Co Ltd ハイブリッド車両のモータロック防止装置
JP2012065424A (ja) * 2010-09-15 2012-03-29 Toyota Motor Corp 車両の制動力制御装置
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JP2005045863A (ja) * 2003-07-22 2005-02-17 Toyota Motor Corp 動力出力装置およびその制御方法並びに自動車
JP2008013028A (ja) * 2006-07-05 2008-01-24 Nissan Motor Co Ltd ハイブリッド車両のモータロック防止装置
JP2012065424A (ja) * 2010-09-15 2012-03-29 Toyota Motor Corp 車両の制動力制御装置
JP2012239276A (ja) * 2011-05-11 2012-12-06 Toyota Motor Corp 車両の駆動システムおよびその制御方法
JP2016028922A (ja) * 2014-07-25 2016-03-03 富士重工業株式会社 電動車両の駆動装置

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Publication number Priority date Publication date Assignee Title
WO2023106331A1 (ja) * 2021-12-08 2023-06-15 株式会社デンソー 車両用制動装置
JP7552565B2 (ja) 2021-12-08 2024-09-18 株式会社デンソー 車両用制動装置

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JP2018064343A (ja) 2018-04-19

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