WO2022176055A1 - 制御装置、制御システム、制御方法、プログラム、電動車両、学習装置、および学習済モデル - Google Patents
制御装置、制御システム、制御方法、プログラム、電動車両、学習装置、および学習済モデル Download PDFInfo
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- 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
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
- H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
- H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M7/53—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M7/537—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
- H02M7/5387—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
- H02M7/53871—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
- H02M7/53873—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current with digital control
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- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- 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]
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- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/525—Temperature of converter or components thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L2250/28—Accelerator pedal thresholds
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- 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
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- B60L2260/44—Control modes by parameter estimation
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/46—Control modes by self learning
Definitions
- the present disclosure relates to control devices, control systems, control methods, programs, electric vehicles, learning devices, and learned models.
- Patent Document 1 discloses that the number of power converters to be driven is determined based on the total amount of inflow current to a plurality of power converters, and the number of carrier signals for generating drive signals is determined. A frequency determination is disclosed. This control device predicts the load of the vehicle based on the information of the planned travel route of the vehicle, and if the predicted load is greater than the current load, the determined number of drives is increased and the determined frequency is lowered. do. Based on future load predictions, the number of power converters driven is increased before the current load increases, and the carrier frequency is lowered when a high load is expected, thereby suppressing heat generation in the power converters. is said to be possible.
- the information on the planned travel route is typically gradient information on the planned travel route. There is also a statement that it may be
- Patent Document 2 discloses a detection unit for detecting the occurrence of a load operation that causes charging and discharging of a power storage device such that the temperature of a switching element rises, and and a limit setting unit for setting a limit value in power conversion for suppressing the passing current of the switching element.
- a temperature rise phase in which a temperature change amount that leads to thermal stress of a switching element occurs, causes charging and discharging of the main battery when the driver operates the accelerator, starts the engine, or when the vehicle decelerates significantly. Generated by load operation.
- Patent Document 2 it is generally stated that the power loss in a switching element increases as the switching frequency increases, and as a result, the temperature of the element rises sharply. When the current exceeds the threshold, the upper limit of the switching frequency is lowered below the default value so that the switching frequency of the converter is lowered. There is also a description of acquiring a current or battery current and setting a limit value in power conversion based on the acquired state quantity.
- Patent Documents 1 and 2 heat generation of the switching elements can be suppressed by lowering the drive frequency of the switching elements used in the power converter.
- the drive frequency of the switching element is lowered, a new problem arises in that the drive sound enters the human audible range and noise is generated.
- Patent Documents 1 and 2 do not consider such a noise problem at all.
- the present disclosure has been made in order to solve the above-described problems, and aims to suppress heat generation of switching elements and improve driving efficiency while reducing discomfort caused by noise generated from a power conversion device. aim.
- a control system is a control system that controls the operation of a power conversion device that performs power conversion between a motor that drives a vehicle and a power supply, and includes data acquisition means that acquires data from equipment in the vehicle. and control means for reducing the driving frequency of the switching element of the power converter when the driver determines that the noise is acceptable based on the data acquired by the data acquisition means.
- the control system includes control means for reducing the drive frequency of the switching element included in the power conversion device when the driver determines that the noise is acceptable based on the data acquired by the data acquisition means. It is possible to suppress the heat generation of the switching elements and improve the drive efficiency while alleviating discomfort caused by the noise generated from the power conversion device.
- FIG. 1 is a block diagram showing the overall configuration of a control system according to Embodiment 1; FIG. It is a figure which shows the hardware constitutions of a control apparatus.
- 4 is a flowchart showing the operation of the control device according to Embodiment 1;
- 2 is a block diagram showing the overall configuration of a control system according to Embodiment 2;
- FIG. 9 is a flow chart showing the operation of the control device according to Embodiment 2;
- FIG. 11 is a block diagram showing the overall configuration of a control system according to Embodiment 3;
- FIG. 10 is a flow chart showing the operation of the control device 60 according to Embodiment 3.
- FIG. 13 is a flow chart showing the operation of a control device in a modified example of Embodiment 3;
- FIG. 13 is a flow chart showing the operation of a control device in a modified example of Embodiment 3;
- FIG. 13 is a flow chart showing the operation of a control device in a modified example of
- FIG. 12 is a block diagram showing the overall configuration of a control system according to Embodiment 4;
- FIG. 14 is a flow chart showing the operation of a control device in Embodiment 4;
- FIG. 12 is a block diagram showing the overall configuration of a control system according to Embodiment 5;
- FIG. 12 is a schematic diagram showing the configuration of a power conversion device according to Embodiment 5;
- 14 is a flow chart showing the operation of the control device in Embodiment 5.
- FIG. 14 is a flow chart showing the operation of a control device in a modified example of Embodiment 5.
- FIG. FIG. 13 is a block diagram showing the configuration of a learning device according to Embodiment 6;
- FIG. 14 is a flow chart relating to learning processing of a learning device according to Embodiment 6.
- FIG. FIG. 12 is a block diagram showing the configuration of a control device in Embodiment 6;
- FIG. 20 is a flow chart relating to inference processing of the control device in Embodiment 6.
- FIG. FIG. 12 is a schematic diagram showing a three-layer neural network according to Embodiment 6;
- FIG. 1 is a block diagram showing the overall configuration of a control system 101 according to Embodiment 1 of the present disclosure.
- the control system 101 is mounted on an electric vehicle that also uses or uses an electric drive, such as a hybrid vehicle or an electric vehicle, and generates or controls driving force for driving the electric vehicle.
- the control system 101 includes a power supply 10, a power conversion device 20, a motor 30, a semiconductor device 40, an accelerator position sensor 51, a vehicle speed sensor 52, and a control device 60.
- the power supply 10 is a DC power supply and supplies DC power to the power conversion device 20 .
- the power supply 10 can be composed of various things, for example, it can be composed of a DC system, a solar battery, a storage battery, or it can be composed of a rectifier circuit or an AC/DC converter connected to an AC system. good too. Also, the power supply 10 may be configured by a DC/DC converter that converts the DC power output from the DC system into predetermined power.
- the power conversion device 20 is a three-phase inverter connected between the power supply 10 and the motor 30 , converts the DC power supplied from the power supply 10 into AC power, and supplies the AC power to the motor 30 .
- the power conversion device 20 includes a main conversion circuit 21, a drive circuit 22, and a control circuit 23, as shown in FIG.
- the main conversion circuit 21 converts the DC power input from the power supply 10 into AC power and outputs the AC power to the motor 30 .
- the drive circuit 22 outputs a drive signal for driving each switching element provided in the semiconductor device 40 forming the main conversion circuit 21 .
- the control circuit 23 outputs a control signal for controlling the drive circuit 22 to the drive circuit 22 .
- the motor 30 is a three-phase AC motor driven by AC power supplied from the power converter 20 . By driving the motor 30, a driving force for driving the mounted electric vehicle is generated.
- the semiconductor device 40 that constitutes the main conversion circuit 21 includes a switching element and a freewheeling diode (not shown). By switching the switching element, the DC power supplied from the power supply 10 is converted into AC power, It feeds the motor 30 .
- the main conversion circuit 21 is a two-level three-phase full bridge circuit, and has six switching elements and It can consist of six freewheeling diodes in anti-parallel. Six switching elements are connected in series every two switching elements to form upper and lower arms, and each upper and lower arm forms each phase (U phase, V phase, W phase) of the full bridge circuit. Output terminals of the upper and lower arms, that is, three output terminals of the main conversion circuit 21 are connected to the motor 30 .
- the switching element is, for example, an IGBT (Insulated Gate Bipolar Transistor) or a power semiconductor element such as a MOSFET (Metal-Oxide-Semiconductor Field-Effect-Transistor: insulated gate field effect transistor), and the freewheeling diode is, for example, a PIN It is a semiconductor element in which a FWD (Free Wheel Diode) such as a diode or SBD (Schottky Barrier Diode) is formed, but is not limited to these as long as it has a similar function.
- IGBT Insulated Gate Bipolar Transistor
- MOSFET Metal-Oxide-Semiconductor Field-Effect-Transistor: insulated gate field effect transistor
- the freewheeling diode is, for example, a PIN It is a semiconductor element in which a FWD (Free Wheel Diode) such as a diode or SBD (Schottky Barrier Diode) is formed, but is not
- Silicon is typically used as the semiconductor material that constitutes the switching element and the freewheeling diode, but is not particularly limited.
- a so-called wide bandgap semiconductor which has a wider bandgap than silicon, may be used.
- wide bandgap semiconductors include silicon carbide, gallium nitride, aluminum nitride, aluminum gallium nitride, gallium oxide, and diamond.
- the main conversion circuit 21 may be configured by providing six semiconductor devices 40 each having a pair of switching elements and a freewheeling diode, or two sets of switching elements and freewheeling diodes forming upper and lower arms. , or one semiconductor device 40 having six switching elements and a freewheeling diode.
- the drive circuit 22 generates drive signals for driving the switching elements of the semiconductor device 40 and supplies them to the control electrodes of the switching elements of the semiconductor device 40 .
- a drive signal for turning on the switching element and a drive signal for turning off the switching element are output to the control electrode of each switching element.
- the driving signal is a voltage signal (ON signal) equal to or higher than the threshold voltage of the switching element, and when maintaining the switching element in the OFF state, the driving signal is a voltage equal to or less than the threshold voltage of the switching element. signal (off signal).
- the control circuit 23 controls the switching elements of the semiconductor device 40 so that the desired power is supplied to the motor 30 . Specifically, based on the power to be supplied to the motor 30, the time (on time) during which each switching element of the semiconductor device 40 should be in the ON state is calculated.
- the main conversion circuit 21 can be controlled by PWM control that modulates the ON time of the switching element according to the voltage to be output. Then, a control command (control signal) is output to the drive circuit 22 so that an ON signal is output to the switching element that should be in the ON state at each time point, and an OFF signal is output to the switching element that should be in the OFF state.
- the drive circuit 22 outputs an ON signal or an OFF signal as a drive signal to the control electrode of each switching element according to this control signal.
- the power converter 20 is a two-level three-phase inverter in Embodiment 1, the power converter 20 of the present disclosure is not limited to this. Any device that performs power conversion between the motor 30 and the power supply 10 by driving switching elements may be used, and may be a three-level or multi-level three-phase inverter. may be a single-phase inverter. Further, when supplying power to a DC load or the like, it is possible to employ a DC/DC converter or an AC/DC converter as the power conversion device 20 .
- the accelerator position sensor 51 is provided inside the electric vehicle and detects the accelerator opening A of the electric vehicle. As is well known, a driver's acceleration, deceleration, and stop command for the electric vehicle is input by operating an accelerator pedal and a brake pedal.
- the accelerator position sensor 51 is generally attached to an accelerator pedal of an automobile, and measures the amount of depression of the accelerator pedal by detecting the position of the accelerator pedal depressed by the driver.
- the accelerator position sensor 51 outputs to the control device 60 an output signal indicating a voltage corresponding to the amount of depression of the accelerator pedal by the driver.
- the vehicle speed sensor 52 is provided inside the electric vehicle and detects the vehicle speed of the electric vehicle.
- the vehicle speed sensor 52 is generally a rotation speed sensor installed on an axle connected to a tire, and the rotation speed detected by this rotation speed sensor is converted into a vehicle speed and used.
- the vehicle speed sensor 52 is also electrically connected to the controller 60 in the same way as the accelerator position sensor 51 is. Vehicle speed sensor 52 outputs an output signal indicating the detected vehicle speed to control device 60 .
- the control device 60 is an electronic control unit (ECU: Electronic Control Unit) that controls the operation of the power conversion device 20 .
- control device 60 determines whether or not the driver can tolerate noise based on the predicted temperature of the switching element of semiconductor device 40 and the vehicle speed of the electric vehicle.
- the control device 60 has a data acquisition section 61 , a storage section 62 , a frequency switching determination section 63 and an inverter control section 64 .
- the data acquisition unit 61 acquires data from equipment provided in the electric vehicle.
- data acquisition unit 61 acquires data on accelerator opening A of the electric vehicle and vehicle speed of the electric vehicle from accelerator position sensor 51 and vehicle speed sensor 52 provided in the electric vehicle.
- the storage unit 62 stores data used for determination by the frequency switching determination unit 63 . More specifically, the storage unit 62 stores a prediction model for predicting the future load of the motor 30 or the power conversion device 20 based on data acquired from equipment in the electric vehicle, and the load of the motor 30 or the power conversion device 20. and a relational expression for determining the temperature of the switching element based on the characteristics of the switching element. In Embodiment 1, the storage unit 62 stores a prediction model for predicting the future load of the motor 30 or the power conversion device 20 based on the data of the accelerator opening A of the electric vehicle.
- the correlation between the data of the accelerator opening A of the electric vehicle and the future load of the motor 30 or the power conversion device 20 may be set in advance experimentally, empirically, or based on a simulation or the like.
- the storage unit 62 stores data that associates a predetermined driving pattern of the electric vehicle with a result obtained by preliminarily determining whether or not the driver can tolerate the sound generated from the power conversion device 20 in the driving pattern. I remember each pattern.
- the storage unit 62 stores data in which the vehicle speed data of the electric vehicle and the result of predetermining whether or not the driver can tolerate the sound generated from the power conversion device 20 at the vehicle speed are associated with each other. is stored for each vehicle speed.
- the data that associates the driving pattern with the result of judging whether the noise generated at that time is acceptable to the driver can be obtained by measuring the sound in the interior of the electric vehicle during test driving during development, for example.
- the model may be created by collecting the opinions of a plurality of personnel regarding sounds generated during actual driving through questionnaires, etc., and setting an allowable range.
- the amount of noise a driver can tolerate in each driving pattern depends on the results of driving tests, the feeling of the test driver when driving, and the relationship between vehicle acceleration requirements and noise tuning for each vehicle manufacturer. It may be determined according to a trend or the like. For example, if the car prioritizes quietness, the driving frequency will not change unless the change in the accelerator opening A is considerably large. , the driving frequency can be switched at an early stage. In this way, the driver can predetermine a state in which noise can be tolerated, that is, a driving pattern in which acceleration is prioritized over quietness.
- the frequency switching determination unit 63 determines whether or not the driver is in a state where noise can be tolerated. In Embodiment 1, the frequency switching determination unit 63 determines whether or not the driver can tolerate noise based on data on the accelerator opening A of the electric vehicle and the vehicle speed of the electric vehicle.
- the frequency switching determination unit 63 determines the future performance of the switching element based on the data of the accelerator opening A acquired by the data acquisition unit 61 and the prediction model and the relational expression stored in the storage unit 62. Predict temperature. Then, when the predicted temperature of the switching element exceeds a predetermined value, the frequency switching determination unit 63 stores the current running state of the electric vehicle on the basis of the vehicle speed data acquired by the data acquisition unit 61 . , and based on the result of the determination, it is determined whether or not the driver can tolerate the noise.
- the frequency switching determination unit 63 calculates the amount of change dA/dt in the accelerator opening from the data of the accelerator opening A of the electric vehicle acquired by the data acquiring unit 61, and calculates the change in the accelerator opening. Determining whether the quantity dA/dt exceeds a predetermined threshold may determine whether the expected temperature of the switching element exceeds a predetermined value. . If the change amount dA/dt of the accelerator opening exceeds a predetermined threshold value, it can be determined that the driver is requesting rapid acceleration and that a high load will be applied to the switching element in the future, causing the temperature to rise.
- the storage unit 62 stores a threshold value used to determine the amount of change dA/dt in the accelerator opening, and the frequency switching determination unit 63 stores the amount of change dA/dt in the accelerator opening in the storage unit 62. It may be configured to determine whether or not a stored threshold value is exceeded.
- the frequency switching determination unit 63 determines whether or not the vehicle speed of the electric vehicle acquired by the data acquisition unit 61 exceeds a predetermined threshold, thereby determining whether the driver allows noise. It may be configured such that it can be determined whether or not it is possible. When the vehicle speed of the electric vehicle exceeds a predetermined threshold, the driver has transitioned to a high-speed driving state in which noise can be tolerated, or the electric vehicle is in a high-speed driving state, causing an increase in noise for the driver. can be judged to be acceptable. In this case, the storage unit 62 stores a threshold value used for determining the vehicle speed, and the frequency switching determination unit 63 determines whether or not the vehicle speed of the electric vehicle exceeds the threshold value stored in the storage unit 62. may be configured.
- the inverter control unit 64 controls the operation of the power conversion device 20 by outputting to the control circuit 23 commands relating to the target output of the motor 30, the energized current of the switching elements, and the drive frequency. Further, when the frequency switching determination unit 63 determines that the driver can tolerate noise, the inverter control unit 64 outputs a command to the control circuit 23 to decrease the drive frequency of the switching element included in the power conversion device 20. . That is, when the change amount dA/dt of the accelerator opening of the electric vehicle exceeds a predetermined value and the vehicle speed of the electric vehicle exceeds a predetermined value, the inverter control unit 64 switches the switching element reduce the drive frequency of
- FIG. 2 is a diagram showing the hardware configuration of the control device 60 according to the first embodiment.
- the control device 60 includes a transmitter/receiver 66 , a processor (CPU: Central Processing Unit) 67 , a memory (ROM: Read Only Memory) 68 , and a memory (RAM: Random Access Memory) 69 .
- the control device 60 outputs a command for controlling the operation of the power conversion device 20 by having the processor 67 process a predetermined program stored in advance in the memory 68 .
- the transmitting/receiving device 66 transmits and receives signals to and from various devices connected to the control device 60 and the power electronics device 20 .
- control device 60 various functional modules are realized by the processor 67 executing a predetermined program stored in the memory 68.
- the control module includes a data acquisition section 61 , a frequency switching determination section 63 and an inverter control section 64 .
- the storage unit 62 described above corresponds to the memory 68 and the memory 69 .
- Each functional module of control device 60 may be realized by executing software processing by processor 67 in accordance with a preset program as described above, or at least a part of the function corresponding to each functional module may be implemented.
- Hardware such as an electronic circuit may be configured to execute predetermined numerical/logical operation processing.
- the single control device 60 is configured to control the operation of the power conversion device 20 and switch the drive frequency of the switching element. may be realized.
- FIG. 3 is a flow chart showing the operation of the control device 60 according to the first embodiment. While the electric vehicle equipped with the control system 101 is running, the control device 60 always or at a predetermined timing appropriately executes the processing of the flow shown in FIG.
- step S1 the data acquisition unit 61 acquires, from the accelerator position sensor 51, an output signal indicating a voltage corresponding to the amount of depression of the accelerator pedal by the driver as data of the accelerator opening A of the electric vehicle. Further, the data acquisition unit 61 acquires an output signal indicating the vehicle speed of the electric vehicle from the vehicle speed sensor 52 as vehicle speed data of the electric vehicle.
- step S ⁇ b>2 the frequency switching determination unit 63 determines the data of the accelerator opening A of the electric vehicle acquired by the data acquisition unit 61 and the future operation of the motor 30 or the power conversion device 20 stored in the storage unit 62 .
- a future temperature is predicted, and it is determined whether or not the predicted temperature exceeds a predetermined value.
- the frequency switching determination unit 63 calculates the amount of change dA/dt in the accelerator opening from the data of the accelerator opening A, and determines whether the amount of change dA/dt in the accelerator opening exceeds a predetermined threshold value. It may be determined whether or not the expected temperature of the switching element exceeds a predetermined value by determining .
- step S2 it is determined that the variation dA/dt of the accelerator opening of the electric vehicle does not exceed a predetermined threshold value, that is, the predicted temperature of the switching element does not exceed a predetermined value. If so (step S2 is No), the control device 60 ends the processing of the flow in FIG.
- step S2 if the change amount dA/dt of the accelerator opening of the electric vehicle exceeds a predetermined threshold value, that is, if it is determined that the predicted temperature of the switching element exceeds a predetermined value ( If step S2 is Yes), the process proceeds to determination processing in step S3.
- step S ⁇ b>3 the frequency switching determination unit 63 matches the current running state of the electric vehicle with the predetermined running pattern stored in the storage unit 62 based on the vehicle speed data of the electric vehicle acquired by the data acquisition unit 61 . determine whether When the current running state of the electric vehicle matches the predetermined running pattern, the frequency switching determination unit 63 determines whether the sound generated by the driver associated with the predetermined running pattern stored in the storage unit 62 is acceptable. It is determined whether or not the driver can tolerate noise based on the determination result of whether or not.
- the frequency switching determination unit 63 may determine whether the driver can tolerate noise by determining whether the vehicle speed of the electric vehicle exceeds a predetermined threshold.
- step S3 if the vehicle speed of the electric vehicle does not exceed the predetermined threshold value, i.e., if it is determined that the driver is not in a state in which noise can be tolerated (No in step S3), the control device 60 performs the control shown in FIG. End flow processing.
- step S3 if the vehicle speed of the electric vehicle exceeds the predetermined threshold value, that is, if it is determined that the driver can tolerate noise (Yes in step S3), the process proceeds to step S4.
- step S ⁇ b>4 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element of the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow in FIG. 3 is terminated.
- the power loss in switching elements generally increases as the driving frequency of the switching elements increases. can suppress heat generation of the switching element. This is because the switching loss that occurs in the switching element is obtained by multiplying the loss that occurs in one switching operation by the number of repetitions. This is because the number of repetitions is reduced and the switching loss is also reduced.
- the human audible range is generally 20 Hz to 20 kHz, but in the field of inverter control, for example, it is said that sounds are audible from 2 kHz to 5 kHz, and sounds become inaudible or unnoticeable from about 8 kHz. . Therefore, when the drive frequency of the switching element is lowered, the drive frequency falls within the human audible range as described above, and the drive sound of the power converter is perceived as noise.
- the timing for switching the drive frequency near the permissible limit of the switching element.
- the heat resistance temperature of silicon semiconductors is 150° C.
- that of silicon carbide is around 200° C.
- the guaranteed operating temperature is usually defined depending on the semiconductor used. Therefore, it is conceivable to switch the drive frequency just before reaching the heat resistant temperature or the guaranteed operating temperature, or to control the switching process at a value around 100 ° C in consideration of the sensor error on the system side and the delay in processing time. be done.
- a thermal load associated with the temperature rise of the switching element accumulates in the switching element, which may deteriorate the switching element and shorten the life of the element.
- noise can be prevented by, for example, the wall (bulkhead) or hood that separates the vehicle interior from the engine compartment under the hood where the power conversion device is mounted in an electric vehicle. Additional parts are required, such as installing sound absorbing material underneath.
- the power conversion device is an inverter
- switching the drive frequency of the switching element during inverter operation will increase the drive pulse width of the switching element at the moment of switching, causing a problem such as a short circuit.
- it is necessary to use a method such as stepwise switching of the drive frequency but in this case, if the temperature of the switching element rises sharply, there will be a delay in switching the drive frequency, and the switching element will become hot. I was afraid I would lose it.
- control system 101 of Embodiment 1 includes a data acquisition unit 61 that acquires data from devices in the electric vehicle, and a state in which the driver can tolerate noise based on the data acquired by the data acquisition unit 61.
- the controller 60 is provided with an inverter controller 64 that reduces the drive frequency of the switching element of the power conversion device 20 when it is determined that the power conversion device 20 has.
- control system 101 of Embodiment 1 lowers the drive frequency of the switching elements in a state where the driver can tolerate the noise, the driver does not perceive the sound generated from the power conversion device 20 as noise, and the switching elements are controlled. Heat generation can be suppressed by reducing loss. Therefore, it is possible to suppress the heat generation of the switching elements and improve the driving efficiency while reducing discomfort caused by the noise generated from the power conversion device.
- the switching element of the power conversion device 20 is predicted to become hot, and the operation is performed. Before the temperature of the switching element actually rises to a high temperature, switching control is performed to reduce the driving frequency so that the temperature of the switching element becomes low in a state where the drivability of the user is not impaired. As a result, it is possible to prevent a delay in switching the drive frequency from occurring as in the conventional case.
- semiconductors generally have specified heat resistance temperatures or guaranteed operating temperatures. You can definitely avoid it and ensure safe operation within the specified temperature.
- the switching element is a MOSFET made of silicon carbide (SiC) or the like
- SiC silicon carbide
- the effect of reducing the loss can be obtained by suppressing the temperature of the switching element.
- the driver determines that the noise can be tolerated, regardless of the temperature of the switching element or the load condition, it will be actively driven for the purpose of reducing the above switching loss and the loss associated with the temperature rise peculiar to the MOSFET. You may make it reduce a frequency.
- a decrease in the drive frequency causes an increase in inverter noise, but since the switching operation is performed in a state where the driver can tolerate the noise, it is possible to prevent the driver from getting tired or impairing drivability due to the noise. In addition, it is possible to reduce the amount of sound absorbing material or the like mounted to prevent the driver from hearing the inverter noise.
- both the drivability of the driver and the safety of the device can be achieved, and unnecessary sound absorbing materials can be omitted, so that the cost of the automobile can be reduced.
- the main conversion circuit 21 is composed of a semiconductor device 40 having a set of one or more switching elements and a free wheel diode, and the drive signal from the drive circuit 22 is the semiconductor device
- the semiconductor device 40 is a so-called IPM (Intelligent Power Module), which is a single package containing a set of one or more switching elements and a free wheel diode, as well as the drive circuit 22 and other protection circuits. ) may be formed as IPM (Intelligent Power Module), which is a single package containing a set of one or more switching elements and a free wheel diode, as well as the drive circuit 22 and other protection circuits. ) may be formed as IPM (Intelligent Power Module), which is a single package containing a set of one or more switching elements and a free wheel diode, as well as the drive circuit 22 and other protection circuits. ) may be formed as IPM (Intelligent Power Module), which is a single package containing a set of one or more switching elements and a free wheel
- the inverter control unit 64 outputs a command such as the drive frequency of the switching element to the control circuit 23, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs the drive signal to the switching element, but it is not limited to this.
- the inverter control unit 64 may be configured to output a drive signal for driving each switching element constituting the main conversion circuit 21.
- the inverter control unit 64 outputs a drive signal with a reduced drive frequency to the switching element instead of outputting to the control circuit 23 a command to decrease the drive frequency of the switching element. output directly.
- Such a configuration has the advantage that the drive circuit 22 and the control circuit 23 are not required. In this case, the drive signal with the drive frequency actually decreased corresponds to the command to decrease the drive frequency of the switching element.
- the data acquisition unit 61 acquires data directly from the accelerator position sensor 51 and the vehicle speed sensor 52, but it is not limited to this.
- the control system 101 further includes a host controller (not shown), the host controller acquires data from devices provided in the electric vehicle such as the accelerator position sensor 51 and the vehicle speed sensor 52, and transmits the acquired data to the data acquisition unit. 61 may be used.
- FIG. 4 is a block diagram showing the overall configuration of control system 201 according to the second embodiment.
- the control system 201 of the second embodiment uses data obtained from the navigation device 53 instead of using data obtained from the accelerator position sensor 51 . Since the control system 201 of the second embodiment has most of the parts in common with the control system 101 of the first embodiment, the differences from the control system 101 will be mainly described below. Descriptions of configurations, operations, and the like that are common to the system 101 will be omitted as appropriate.
- the control system 201 of Embodiment 2 includes a power supply 10, a power conversion device 20, a motor 30, a semiconductor device 40, a vehicle speed sensor 52, a navigation device 53, and a control device 60.
- the navigation device 53 is provided in the electric vehicle and includes a position search system such as GPS (Global Positioning System) and map data.
- the navigation device 53 can identify the current position of the vehicle on the map based on the position information obtained via GPS, and can output the current position on the map information to a display device (not shown).
- the navigation device 53 stores road information such as road gradients and speed limits.
- the navigation device 53 can acquire information on the latitude, longitude, and altitude of the current position of the electric vehicle using GPS, and based on the acquired information, information on the road on which the electric vehicle travels, such as gradient information. , road information, various types of information, etc., and output to a display device (not shown).
- the gradient information is information about the absolute gradient of the road surface on which the electric vehicle is running.
- the navigation device 53 searches for a route from the current location to a destination set by the user, and displays information on the planned travel route, which is the searched route, on the display device, thereby presenting the information to the user (driver).
- the planned travel route means the portion of the route to the destination immediately preceding the electric vehicle when the destination is set, and the route ahead of the electric vehicle when the destination is not set. shall mean the road of
- the navigation device 53 has only a display device and a human-machine interface mounted inside the vehicle, and the main body of the device including a storage medium for storing data and a program is a device (server) outside the vehicle that is wirelessly connected. may be configured. Further, the navigation device 53 may be a device that identifies the current position and planned travel route of the electric vehicle in conjunction with a mobile terminal or smartwatch owned by the driver. In this case, the electric vehicle is provided with an interface device for communicating with a mobile terminal or a smart watch, and the data acquisition unit 61 is configured to receive data regarding the planned travel route via the interface device. good.
- the navigation device 53 is electrically connected to the control device 60 and outputs data regarding the planned travel route of the electric vehicle to the control device 60 .
- the data acquisition unit 61 of the control device 60 acquires data related to the planned travel route of the electric vehicle from the navigation device 53 .
- the data on the planned travel route includes information on the gradient of the road surface on which the electric vehicle travels.
- the road surface on which the electric vehicle travels is a concept that includes at least the road surface on which the electric vehicle is currently traveling, and also encompasses the road surface on which the electric vehicle may travel in the near future.
- the data acquisition unit 61 acquires vehicle speed data of the electric vehicle from the vehicle speed sensor 52 provided in the electric vehicle.
- the storage unit 62 stores a prediction model for predicting the future load of the motor 30 or the power conversion device 20 based on the data regarding the planned travel route of the electric vehicle.
- the correlation between the data regarding the planned travel route of the electric vehicle and the future load of the motor 30 or the power conversion device 20 may be set in advance experimentally, empirically, or based on a simulation or the like.
- the storage unit 62 stores the data of the vehicle speed of the electric vehicle, the result of determining in advance whether or not the driver can tolerate the sound generated from the power conversion device 20 at the vehicle speed, is stored for each vehicle speed.
- the data that associates the driving pattern with the result of judging whether the noise generated at that time is acceptable to the driver can be created in the same manner as in the first embodiment.
- the frequency switching determination unit 63 determines the load of the electric vehicle based on the data regarding the planned travel route acquired by the data acquisition unit 61 and the prediction model and the relational expression stored in the storage unit 62. It is predicted that the temperature will rise in the future, and the temperature of the switching element at that time is predicted.
- the frequency switching determination unit 63 predicts whether or not the load on the electric vehicle will increase in the future based on the information on the slope of the road surface on which the electric vehicle travels, which is included in the data on the planned travel route. do. That is, the frequency switching determination unit 63 analyzes information about the gradient of the road surface on which the electric vehicle travels, and determines whether or not it is predicted that the electric vehicle will enter an uphill road in the future. It may be determined whether or not the predicted temperature of the switching element exceeds a predetermined value by determining whether or not the vehicle is estimated to be traveling on an uphill road.
- the storage unit 62 stores a threshold value used for determining the gradient of the road surface, and the frequency switching determination unit 63 determines whether the gradient of the road surface on which the electric vehicle travels exceeds the threshold value stored in the storage unit 62. It may be configured to determine whether or not there is.
- the frequency switching determination unit 63 determines that the predicted load is greater than the current load, and If the slope is smaller than the slope of the road surface directly below the vehicle, it may be determined that the predicted load is smaller than the current load.
- the frequency switching determination unit 63 determines whether the driver allows the noise based on the vehicle speed data of the electric vehicle, as in the first embodiment. Determine if it is possible.
- the vehicle speed of the electric vehicle exceeds the predetermined value, it can be determined that the driver has selected to accelerate the uphill to climb, and thus it can be determined that the driver can tolerate the noise.
- the inverter control unit 64 controls a command to decrease the drive frequency of the switching element included in the power conversion device 20. Output to circuit 23 . That is, when it is predicted that the load of the electric vehicle will increase from the data regarding the scheduled travel route of the electric vehicle and the vehicle speed of the electric vehicle exceeds a predetermined value, the inverter control unit 64 drives the switching element. Decrease frequency.
- FIG. 5 is a flow chart showing the operation of the control device 60 according to the second embodiment.
- the data acquisition unit 61 acquires data regarding the planned travel route of the electric vehicle from the navigation device 53 and acquires vehicle speed data of the electric vehicle from the vehicle speed sensor 52 .
- step S ⁇ b>12 the frequency switching determination unit 63 selects the data related to the planned travel route, the prediction model for predicting the future load of the motor 30 or the power conversion device 20 stored in the storage unit 62 , and the data stored in the storage unit 62 .
- the future temperature of the switching element is predicted based on a relational expression for obtaining the temperature of the switching element based on the load of the motor 30 or the power conversion device 20 and the characteristics of the switching element, and the predicted temperature is predetermined. It is determined whether or not the specified value is exceeded.
- the frequency switching determination unit 63 analyzes information regarding the gradient of the road surface on which the electric vehicle travels from the data regarding the planned travel route, and determines whether the gradient of the road surface on which the electric vehicle travels exceeds a predetermined threshold value. It may be determined whether or not the expected temperature of the switching element exceeds a predetermined value by determining .
- step S12 If it is determined in step S12 that the gradient of the road surface on which the electric vehicle travels does not exceed a predetermined threshold value, that is, if it is determined that the predicted temperature of the switching element does not exceed a predetermined value (step S12 is No), the control device 60 terminates the processing of the flow in FIG.
- step S12 if the gradient of the road surface on which the electric vehicle travels exceeds a predetermined threshold, that is, if it is determined that the predicted temperature of the switching element exceeds a predetermined value (Yes in step S12). ), and proceeds to the determination process of step S13.
- step S13 the frequency switching determination unit 63 determines whether the current running state of the electric vehicle matches the predetermined running pattern stored in the storage unit 62, based on the vehicle speed data of the electric vehicle.
- the frequency switching determination unit 63 determines whether the sound generated by the driver associated with the predetermined running pattern stored in the storage unit 62 is acceptable. It is determined whether or not the driver can tolerate noise based on the determination result of whether or not.
- the frequency switching determination unit 63 may determine whether the driver can tolerate noise by determining whether the vehicle speed of the electric vehicle exceeds a predetermined threshold.
- step S13 when the vehicle speed of the electric vehicle does not exceed the predetermined threshold value, that is, when it is determined that the driver is not in a state where noise can be tolerated (No in step S13), the control device 60 performs the control shown in FIG. End flow processing.
- step S13 if the vehicle speed of the electric vehicle exceeds the predetermined threshold value, that is, if it is determined that the driver can tolerate noise (Yes in step S13), the process proceeds to step S14.
- step S ⁇ b>14 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element included in the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow of FIG. 5 is terminated.
- control system 201 of the second embodiment can also obtain the same effect as described in the first embodiment.
- the frequency switching determination unit 63 determines whether or not the driver can tolerate noise based on the vehicle speed data of the electric vehicle. It is not something that can be done.
- the data acquisition unit 61 acquires acceleration data of the electric vehicle from an acceleration sensor provided in the electric vehicle, and the frequency switching determination unit 63 determines whether the acceleration of the electric vehicle is a predetermined threshold value. It may be determined whether or not the driver can tolerate the noise by determining whether or not the noise is exceeded. Even when acceleration data is used, if the acceleration of the electric vehicle exceeds a predetermined value, it can be determined that the driver has selected to accelerate and climb the hill, so it can be determined that the driver can tolerate noise.
- the storage unit 62 stores a threshold value used to determine the acceleration, and the frequency switching determination unit 63 determines whether or not the acceleration of the electric vehicle exceeds the threshold value stored in the storage unit 62. may be configured.
- the frequency switching determination unit 63 determines whether or not it is predicted that the load of the electric vehicle will increase in the future, that is, it is predicted that the electric vehicle will enter an uphill road in the future.
- the determination as to whether or not the vehicle is to be driven is made based on the information regarding the gradient of the road surface on which the electric vehicle travels, which is included in the data regarding the planned travel route provided by the navigation device 53
- the present invention is not limited to this. For example, it may be performed based on the slope information provided from the navigation device 53, or based on the slope information obtained as a result of the control device 60 analyzing the position information of the electric vehicle provided from the navigation device 53. good too.
- the data on the planned travel route means gradient information or position information of the electric vehicle.
- situations where the load on the electric vehicle will increase in the future are not limited to when the electric vehicle enters a steep uphill road.
- the frequency switching determination unit 63 determines that the load on the electric vehicle will increase in the future based on the information that the travel route will be switched to an expressway or a suburb, which is included in the data regarding the planned travel route provided from the navigation device 53. may be configured to determine whether is predicted.
- FIG. 6 is a block diagram showing the overall configuration of control system 301 according to the third embodiment.
- Control system 301 of Embodiment 3 differs from control system 101 of Embodiment 1 in that instead of using data acquired from accelerator position sensor 51 and vehicle speed sensor 52, driving support device 54, accelerator position sensor 51, and direction sensor 51 are used. Data obtained from the indicator 55 is used. Since the control system 301 of the third embodiment has most of the same parts as the control system 101 of the first embodiment, the following description will focus on the differences from the control system 101. Descriptions of configurations, operations, and the like that are common to the system 101 will be omitted as appropriate.
- the control system 301 of Embodiment 3 includes a power source 10, a power conversion device 20, a motor 30, a semiconductor device 40, an accelerator position sensor 51, a driving support device 54, a direction indicator 55, and a control device. 60.
- the driving support device 54 is a device that supports driving of an electric vehicle, such as ACC (Adaptive Cruise Control) or an automatic driving device.
- ACC was developed on the premise that it will be used on expressways and motorways, and it is possible to operate the electric vehicle at a predetermined speed while maintaining a constant distance between the electric vehicle and other vehicles. It is an automatic device.
- Conventional CC (Cruise Control) allowed the vehicle to travel at a vehicle speed set by the driver, but the driver had to operate the brakes to maintain a constant inter-vehicle distance.
- the ACC enables follow-up driving while maintaining a constant distance between the vehicle and the vehicle in front through the coordinated operation of the sensor and CPU. It has become. This is the so-called level 2 of automatic driving.
- the accelerator position sensor 51 is the same as that described in the first embodiment.
- the direction indicator 55 is a device operated by the driver to indicate the direction to the surroundings when turning right or left or changing course, and is called a blinker.
- the driving assistance device 54 and the direction indicator 55 are electrically connected to the control device 60 in the same way as the accelerator position sensor 51.
- the driving support device 54 outputs data regarding the driving state of the electric vehicle to the control device 60 .
- the direction indicator 55 also outputs data regarding the traveling direction of the electric vehicle to the control device 60 .
- the data acquisition unit 61 of the control device 60 acquires data regarding the driving state of the electric vehicle from the driving support device 54 in the third embodiment.
- the data about the driving state of the electric vehicle includes information indicating that the electric vehicle is automatically driving by ACC.
- the data acquisition unit 61 acquires data regarding the traveling direction of the electric vehicle from the direction indicator 55 .
- the data about the traveling direction of the electric vehicle includes information indicating the direction in which the electric vehicle turns left or right or changes course.
- the data acquisition unit 61 acquires data on the accelerator opening A of the electric vehicle from the accelerator position sensor 51, as in the first embodiment.
- the storage unit 62 associates the data regarding the operating state of the electric vehicle with the result of determining in advance whether or not the driver can tolerate the sound generated from the power conversion device 20 in the operating state. This data is stored for each driving state of the electric vehicle.
- the storage unit 62 is a prediction model for predicting the future load of the motor 30 or the power conversion device 20 based on the data regarding the traveling direction of the electric vehicle and the data of the accelerator opening A of the electric vehicle.
- the frequency switching determination unit 63 determines whether the current running state of the electric vehicle matches the predetermined running pattern stored in the storage unit 62 based on the data regarding the driving state of the electric vehicle, Based on the determination result, it is determined whether or not the driver can tolerate noise.
- the frequency switching determination unit 63 acquires information indicating that the electric vehicle is automatically driving by ACC, which is included in the data regarding the driving state of the electric vehicle. It is determined whether or not the noise is permissible.
- the electric vehicle is in a high-speed running state, and it can be determined that the driver has indicated his intention to allow noise.
- the frequency switching determination unit 63 uses the data regarding the traveling direction of the electric vehicle, the data of the accelerator opening A of the electric vehicle, and the prediction model and the relational expression stored in the storage unit 62. Based on this, the future temperature of the switching element is predicted.
- the frequency switching determination unit 63 is based on the information indicating the direction in which the electric vehicle turns left or right or changes course, which is included in the data regarding the traveling direction of the electric vehicle, and the accelerator opening A of the electric vehicle. Then, the future temperature of the switching element is predicted, and it is determined whether or not the predicted temperature of the switching element exceeds a predetermined value.
- the accelerator operation and turn signal operation are detected in the state of automatic driving by ACC, it can be determined that overtaking acceleration will be performed by the driver's intention, so at this stage a high load is applied to the switching element and the switching element You can expect it to get hot.
- the storage unit 62 stores a threshold value used for determining the accelerator opening A
- the frequency switching determination unit 63 receives information from the direction indicator 55 indicating that the electric vehicle will turn left or right or change course. It is also possible to determine whether or not the accelerator opening degree A exceeds the threshold value stored in the storage unit 62 .
- the inverter control unit 64 controls the power conversion device 20 to the control circuit 23 to decrease the driving frequency of the switching element.
- the inverter control unit 64 is in a state where the driving assistance device 54 is performing driving assistance for the electric vehicle, and the inverter control unit 64 controls the driver's operation based on the data on the accelerator opening A of the electric vehicle and the data on the traveling direction of the electric vehicle. determines that the overtaking operation is to be performed, the driving frequency of the switching element is decreased.
- FIG. 7 is a flow chart showing the operation of the control device 60 according to the third embodiment.
- the data acquisition unit 61 acquires data regarding the driving state of the electric vehicle from the driving support device 54, acquires data regarding the traveling direction of the electric vehicle from the direction indicator 55, and obtains data regarding the traveling direction of the electric vehicle from the accelerator position sensor 51. Acquire the data of the accelerator opening A.
- step S22 the frequency switching determination unit 63 determines whether the current running state of the electric vehicle matches the predetermined running pattern stored in the storage unit 62, based on the data regarding the driving state of the electric vehicle.
- the frequency switching determination unit 63 determines whether the sound generated by the driver associated with the predetermined running pattern stored in the storage unit 62 is acceptable. It is determined whether or not the driver can tolerate noise based on the determination result of whether or not.
- the frequency switching determination unit 63 acquires information indicating that the electric vehicle is automatically driven by ACC, which is included in the data regarding the driving state of the electric vehicle, and determines whether the driver can tolerate noise. It may be determined whether
- step S22 if the electric vehicle does not acquire information indicating that the electric vehicle is performing automatic driving by ACC, that is, if it is determined that the driver is not in a state where noise can be tolerated (No in step S22), control Device 60 ends the processing of the flow of FIG.
- step S22 when information indicating that the electric vehicle is automatically driven by ACC is acquired, that is, when it is determined that the driver is in a state where noise can be tolerated (Yes in step S22), step The process proceeds to the determination process of S23.
- the frequency switching determination unit 63 determines the data regarding the travel direction of the electric vehicle, the data of the accelerator opening A of the electric vehicle, and the future load of the motor 30 or the power conversion device 20 stored in the storage unit 62. Based on a prediction model to be predicted and a relational expression for obtaining the temperature of the switching element based on the load of the motor 30 or the power conversion device 20 and the characteristics of the switching element stored in the storage unit 62, the future future of the switching element A temperature is predicted and it is determined whether the predicted temperature exceeds a predetermined value.
- the frequency switching determination unit 63 acquires information indicating that the electric vehicle will turn left or right or change course, and determines whether or not the accelerator opening A exceeds a predetermined threshold value. may determine whether the expected temperature of the switching element exceeds a predetermined value.
- step S23 if information indicating that the electric vehicle will turn left or right or change course is not acquired, or if the accelerator opening A does not exceed a predetermined threshold value, that is, if the predicted temperature of the switching element does not exceed the predetermined value (No in step S23), the control device 60 terminates the processing of the flow of FIG.
- step S23 when information indicating that the electric vehicle will turn left or right or change course is acquired, and the accelerator opening degree A exceeds a predetermined threshold value, that is, when the predicted temperature of the switching element If it is determined that the predetermined value is exceeded (Yes in step S23), the process proceeds to step S24.
- step S ⁇ b>24 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element included in the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow of FIG. 7 is terminated.
- the inverter control unit 64 is in a state where the driving support device 54 is performing driving support for the electric vehicle, and the data of the accelerator opening A of the electric vehicle and the data of the electric vehicle
- the drive frequency of the switching element is reduced when it is determined that the driver will overtake based on the data on the traveling direction of the vehicle
- the present invention is not limited to this.
- the driving assistance device 54 is a device that automatically performs up to overtaking operation, and the inverter control unit 64 may reduce the drive frequency of the switching element when the driving assistance device 54 performs overtaking operation.
- the driving support device 54 works in conjunction with the navigation device to automatically travel on a predetermined travel route such as an expressway while maintaining a constant inter-vehicle distance from the preceding vehicle up to a set speed.
- the driving assistance of the electric vehicle may be performed so as to do so.
- the driving assistance device 54 determines that it is possible to overtake the vehicle and suggests that effect to the driver.
- the system is configured to automatically execute a series of operations from changing lanes to overtaking the vehicle in front and returning to the original lane.
- the driving assistance device 54 is also electrically connected to the control device 60 and outputs data regarding the driving state of the electric vehicle to the control device 60 .
- the data acquisition unit 61 acquires data regarding the driving state of the electric vehicle from the driving support device 54 .
- the data about the driving state of the electric vehicle includes information indicating that the driving support device 54 automatically performs overtaking driving.
- FIG. 8 is a flow chart showing the operation of the control device 60 in the modified example of the third embodiment.
- the data acquisition unit 61 acquires data regarding the driving state of the electric vehicle from the driving support device 54 .
- step S32 the frequency switching determination unit 63 determines whether the current running state of the electric vehicle matches the predetermined running pattern stored in the storage unit 62, based on the data regarding the driving state of the electric vehicle.
- the frequency switching determination unit 63 determines whether the sound generated by the driver associated with the predetermined running pattern stored in the storage unit 62 is acceptable. It is determined whether or not the driver can tolerate noise based on the determination result of whether or not.
- the frequency switching determination unit 63 uses data related to the operating state of the electric vehicle, a prediction model for predicting the future load of the motor 30 or the power conversion device 20 stored in the storage unit 62, and a model stored in the storage unit 62.
- the future temperature of the switching element is predicted based on a relational expression for obtaining the temperature of the switching element based on the load of the motor 30 or the power conversion device 20 and the characteristics of the switching element, and the predicted temperature is predetermined. It is determined whether or not the specified value is exceeded.
- the frequency switching determination unit 63 acquires information indicating that the driving support device 54 automatically performs overtaking driving, which is included in the data regarding the driving state of the electric vehicle, and determines whether the driver is in a state where noise can be tolerated. It may be determined whether In addition, the frequency switching determination unit 63 obtains information indicating that the driving support device 54 automatically performs overtaking driving, which is included in the data regarding the driving state of the electric vehicle, thereby predetermining the predicted temperature of the switching element. It may be determined whether or not the specified value is exceeded. That is, the frequency switching determination unit 63 may be configured to collectively perform these determinations by acquiring information indicating that the driving support device 54 will automatically perform overtaking driving.
- step S32 if the driving support device 54 has not acquired information indicating that the overtaking operation is to be performed automatically, that is, if the driver is not in a state where the noise can be tolerated, or if the expected temperature of the switching element is determined in advance, If it is determined that the value does not exceed the value (No in step S32), the control device 60 ends the processing of the flow of FIG.
- step S32 when the driving support device 54 acquires information indicating that the overtaking operation is to be performed automatically, that is, the driver is in a state where noise can be tolerated, and the predicted temperature of the switching element is predetermined. If it is determined that the value exceeds the determined value (Yes in step S32), the process proceeds to step S33.
- step S ⁇ b>33 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element included in the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow of FIG. 8 ends.
- the drive frequency of the switching elements can be reduced without waiting for data acquired from the direction indicator 55 and the accelerator position sensor 51, so heat generation of the switching elements can be suppressed and drive efficiency can be improved.
- the improvement effect can be enhanced, and the processing performed by the control device 60 can be simplified.
- FIG. 9 is a block diagram showing the overall configuration of control system 401 according to the fourth embodiment.
- the control system 401 of the fourth embodiment uses data obtained from the fuel gauge 56 and the battery capacity meter 57 instead of using the data obtained from the accelerator position sensor 51 and the vehicle speed sensor 52. to use. Since the control system 401 of the fourth embodiment has most of the parts in common with the control system 101 of the first embodiment, the following description will focus on the differences from the control system 101. Descriptions of configurations, operations, and the like that are common to the system 101 will be omitted as appropriate.
- the electric vehicle equipped with the control system 401 is a hybrid vehicle equipped with both a gasoline engine and a battery. Further, control device 60 determines whether or not the driver can tolerate noise based on the cruising distance that the hybrid vehicle can travel in the future.
- the control system 401 of Embodiment 4 includes a power source 10, a power conversion device 20, a motor 30, a semiconductor device 40, a fuel gauge 56, a battery capacity gauge 57, and a control device 60.
- the fuel gauge 56 is a gauge that detects the remaining amount of fuel such as a gasoline engine in a hybrid vehicle and displays it to the driver.
- the fuel gauge 56 is mainly used by the driver to grasp the current remaining amount of fuel.
- the battery capacity meter 57 is a sensor configured to detect the remaining capacity of a battery (not shown) installed in the hybrid vehicle, that is, SOC (State Of Charge). Note that the battery is a rechargeable storage battery that functions as a power supply source that supplies power for driving the motor 30 .
- the fuel gauge 56 and the battery capacity gauge 57 are electrically connected to the control device 60, and the remaining fuel amount of the hybrid vehicle detected by the fuel gauge 56 and the remaining battery capacity detected by the battery capacity gauge 57 are , is always grasped by the control device 60 .
- the data acquisition unit 61 of the control device 60 acquires data on the remaining amount of fuel of the hybrid vehicle from the fuel gauge 56 and acquires data on the remaining capacity of the battery of the hybrid vehicle from the battery capacity gauge 57 .
- the storage unit 62 stores a model for determining whether or not the driver can tolerate noise based on the data on the remaining amount of fuel of the hybrid vehicle and the data on the remaining amount of the battery of the hybrid vehicle.
- the frequency switching determination unit 63 determines whether the driver is to operate based on the data of the remaining amount of fuel of the hybrid vehicle, the data of the remaining amount of the battery of the hybrid vehicle, and the model stored in the storage unit 62. It is determined whether or not the noise is permissible.
- the frequency switching determination unit 63 determines whether the remaining amount of fuel in the hybrid vehicle is below a predetermined threshold value, thereby determining whether the driver can tolerate noise. can be determined. Further, the frequency switching determination unit 63 is configured to determine whether or not the driver can tolerate noise by determining whether or not the remaining battery capacity is below a predetermined threshold. good too. If the remaining amount of fuel or remaining battery capacity is below a predetermined threshold, it can be determined that the fuel or battery capacity is insufficient and that the driver wishes to extend the cruising distance. That is, since it is a state in which priority should be given not to increase the loss by increasing the load on the switching element, it can be determined that the driver can tolerate the noise.
- the storage unit 62 stores a threshold value used for determining the remaining fuel amount and the remaining battery capacity of the hybrid vehicle
- the frequency switching determination unit 63 stores the remaining fuel amount or the remaining battery capacity of the hybrid vehicle.
- a configuration may be adopted in which it is determined whether or not the threshold value stored in the storage unit 62 is exceeded.
- the state in which the remaining amount of fuel is below a predetermined threshold value means that, for example, when the amount of remaining fuel detected by the fuel gauge becomes low, a remaining amount of fuel warning such as a warning indicator light is turned on while driving. prompting the operator to refuel quickly.
- the warning indicator light is lit when the detected value exceeds a predetermined value in a configuration in which the height of the float in the gasoline tank is detected by a sensor or switch.
- the timing at which the warning indicator light is turned on is generally at the stage when the distance that can be traveled with the fuel remaining in the gasoline tank reaches approximately 10 km to 5 km.
- the state in which the remaining battery capacity is below a predetermined threshold is not limited to the above. Alternatively, it may be determined in advance that the fuel or battery capacity will be insufficient in the future at an earlier stage than the warning light is turned on.
- the inverter control unit 64 controls a command to decrease the drive frequency of the switching element included in the power conversion device 20. Output to circuit 23 . That is, inverter control unit 64 reduces the driving frequency of the switching element when the remaining amount of fuel or the remaining amount of battery in the hybrid vehicle falls below a predetermined value.
- FIG. 10 is a flow chart showing the operation of the control device 60 according to the fourth embodiment.
- the data acquisition unit 61 acquires data on the remaining amount of fuel of the hybrid vehicle from the fuel gauge 56 and acquires data on the remaining capacity of the battery of the hybrid vehicle from the battery capacity gauge 57 .
- step S42 the frequency switching determination unit 63 determines whether the driver is making noise based on the data on the remaining amount of fuel of the hybrid vehicle, the data on the remaining amount of the battery of the hybrid vehicle, and the model stored in the storage unit 62. Determine whether the condition is acceptable.
- the frequency switching determination unit 63 is configured to determine whether or not the driver can tolerate noise by determining whether or not the remaining amount of fuel in the hybrid vehicle is below a predetermined threshold. You may Further, the frequency switching determination unit 63 is configured to determine whether or not the driver can tolerate noise by determining whether or not the remaining battery capacity is below a predetermined threshold. good too.
- step S42 if the remaining amount of fuel in the hybrid vehicle is not below a predetermined threshold value and the remaining amount of battery is not below a predetermined threshold value, that is, the driver is not in a state in which noise can be tolerated. If determined (No in step S42), the control device 60 ends the processing of the flow in FIG.
- step S42 if the remaining amount of fuel in the hybrid vehicle is below a predetermined threshold value, or if the remaining amount of battery power is below a predetermined threshold value, that is, in a state where the driver can tolerate noise, If it is determined that there is (Yes in step S42), the process proceeds to step S43.
- step S ⁇ b>43 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element of the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow of FIG. 10 is terminated.
- the electric vehicle equipped with the control system 401 is a hybrid vehicle equipped with both a gasoline engine and a battery, but it is not limited to this.
- the electric vehicle may be an electric vehicle equipped with only a battery such as a lead battery, a nickel metal hydride battery, or a lithium ion battery, or a fuel cell vehicle equipped with a battery as a fuel cell using hydrogen fuel.
- the data acquisition unit 61 acquires data on the remaining battery capacity only from the battery capacity meter, and the frequency switching determination unit 63 determines whether the driver can tolerate noise based on the data on the remaining battery capacity.
- the inverter control unit 64 reduces the drive frequency of the switching element included in the power conversion device 20 based on the determination result of the frequency switching determination unit 63 . Even with such a configuration, the same effect as described above can be obtained.
- FIG. 11 is a block diagram showing the overall configuration of control system 501 according to the fifth embodiment.
- control system 501 of Embodiment 5 uses data obtained from temperature sensor 42 and current sensor 43 instead of using data obtained from accelerator position sensor 51 and vehicle speed sensor 52. use. Since the control system 501 of the fifth embodiment has most of the parts in common with the control system 101 of the first embodiment, the following description will focus on the differences from the control system 101. Descriptions of configurations, operations, and the like that are common to the system 101 will be omitted as appropriate.
- the control system 501 of Embodiment 5 includes a power supply 10, a power conversion device 20, a motor 30, a semiconductor device 40, and a control device 60.
- the control device 60 is electrically connected to the semiconductor device 40 and configured to be able to transmit and receive data.
- FIG. 12 is a schematic diagram showing the configuration of the power converter 20 according to the fifth embodiment.
- the semiconductor device 40 includes a switching element 41, a temperature sensor 42, and a current sensor 43, as shown in FIG.
- the temperature sensor 42 detects the element temperature Ts of the switching element 41 .
- the temperature sensor 42 is an on-chip temperature sensor provided within the chip of the switching element 41 .
- the temperature sensor 42 is not limited to being provided in the chip of the switching element 41 , and may be provided in the main conversion circuit 21 so as to be able to measure the element temperature Ts of the switching element 41 .
- a temperature sensor 42 for example, a temperature sensor built into the semiconductor device 40 configured as an intelligent power module (IPM) can be used.
- the current sensor 43 detects the current value Is flowing through the switching element 41 .
- the current sensor 43 is an on-chip current sensor that detects the current value Is flowing through the current sensing region arranged within the chip of the switching element 41 .
- the current sensor 43 is not limited to being provided in the chip of the switching element 41 , and may be provided in the main conversion circuit 21 and configured to be able to measure the current value Is flowing through the switching element 41 .
- the current sensor 43 can be configured to detect the current value Is flowing through the switching element 41 by means of a shunt resistor (not shown) connected inside or outside the semiconductor device 40 .
- the temperature sensor 42 and the current sensor 43 are electrically connected to the control device 60, and the element temperature Ts of the switching element 41 detected by the temperature sensor 42 and the current flowing through the switching element 41 detected by the current sensor 43 The value Is is always grasped by the control device 60 .
- the main conversion circuit 21 includes a semiconductor device 40, a frequency dividing circuit 25, and switches 26 and 27, as shown in FIG.
- the frequency dividing circuit 25 divides the frequency of the driving signal input from the driving circuit 22 and outputs the result.
- the frequency dividing circuit 25 for example, a 1/2 frequency dividing circuit that divides the frequency of the input drive signal by 1/2 or a 1/3 frequency dividing circuit that divides the frequency by 1/3 can be used.
- the switch 26 and the switch 27 open and close in response to a command from the control circuit 23, and pass the drive signal from the drive circuit 22 through the frequency dividing circuit 25 and then supply it to the switching element 41. Switch to the supply route. Normally, the switch 26 and the switch 27 are in the open state and the switch 27 is in the closed state, and the drive signal of the drive circuit 22 is supplied to the control electrode of the switching element 41 as it is.
- the control device 60 detects an abnormality and performs control processing. , it is possible to prevent the occurrence of a processing delay until the operation of the switching element 41 is actually switched after outputting a command to switch the driving frequency. As a result, it is possible to prevent problems such as deterioration of the switching element 41 due to the high temperature of the switching element 41 during the delay time of the processing delay.
- the configuration and operation of the frequency dividing circuit 25 are known as described in, for example, Japanese Patent Laid-Open No. 6-140923, so further detailed description will be omitted.
- the control circuit 23 receives data on the element temperature Ts of the switching element 41 from the temperature sensor 42 and data on the current value Is flowing through the switching element 41 from the current sensor 43 . Further, the control circuit 23 is set with predetermined threshold values, and when the element temperature Ts of the switching element 41 and the change amount dTs/dt of the element temperature exceed these threshold values, the switches 26 and 27 are opened. Outputs a command to switch between the state and the closed state. Thereby, the drive signal of the drive circuit 22 is supplied to the control electrode of the switching element 41 via the frequency divider circuit 25 .
- the control device 60 determines whether or not the driver can tolerate noise based on the element temperature Ts of the switching element 41 and the temperature change amount dTs/dt.
- the data acquisition unit 61 of the control device 60 acquires the data of the element temperature Ts of the switching element 41 from the temperature sensor 42 in the fifth embodiment.
- the storage unit 62 stores a prediction model for predicting whether there is a risk that the switching element 41 will become hot in the future based on the data of the element temperature Ts of the switching element 41 .
- the heat resistance temperature of silicon semiconductors is generally 150° C., and the guaranteed operating temperature is usually specified according to the semiconductor used. Taking this into account, it is common to control the switching process at a value of around 100°C.
- the temperature at which the switching control is performed is set based on the response of the system that performs the switching control, etc. In the case of a slow response system, the temperature is low, and in the opposite case, it is set at a value close to 150°C.
- a system with a slow response includes, for example, a case where there is a lot of noise and a filter time constant for filtering the signal is slow, or a case where the processing timing of the microcomputer is slow.
- the prediction model stored in the storage unit 62 is preferably created in consideration of the above circumstances. Also, the prediction model or the threshold may be set in advance experimentally, empirically, or based on simulation or the like.
- the storage unit 62 stores a model for determining whether or not the driver is in a state in which noise can be tolerated, based on the data of the change amount dTs/dt of the element temperature of the switching element 41. is doing.
- the relationship between the amount of change dTs/dt in the element temperature of the switching element 41 and whether or not the driver can tolerate the sound generated at that time can be determined in the same manner as the method described in the first embodiment. That is, based on the results of test runs during the development of electric vehicles and simulations simulating electric vehicles, the relationship between the amount of change in element temperature dTs/dt and the specified temperature such as the guaranteed operating temperature of semiconductors is calculated and modeled. can do.
- the frequency switching determination unit 63 predicts that the load of the electric vehicle will increase in the future based on the data of the element temperature Ts of the switching element 41 and the prediction model stored in the storage unit 62. and predict the temperature of the switching element at that time.
- the storage unit 62 stores a threshold used to determine the element temperature Ts, and the frequency switching determination unit 63 determines whether the element temperature Ts of the switching element 41 exceeds the threshold stored in the storage unit 62. It may be configured such that it can be determined whether or not the predicted temperature of the switching element exceeds a predetermined value by determining whether or not.
- the frequency switching determination unit 63 determines It is determined whether or not the driver can tolerate noise based on the amount of change dTs/dt in the element temperature and the model stored in the storage unit 62 .
- the frequency switching determination unit 63 determines whether or not the amount of change dTs/dt in the element temperature of the switching element 41 exceeds a predetermined threshold, thereby enabling the driver to hear the noise. It may be configured such that it can be determined whether or not the state is permissible. When the amount of change dTs/dt in the element temperature of the switching element 41 exceeds a predetermined threshold value, a large load change occurs in the electric vehicle, leading to a high-load driving state in which the driver can tolerate noise.
- the storage unit 62 stores a threshold value used for determining the element temperature change amount dTs/dt, and the frequency switching determination unit 63 determines the element temperature change amount from the data of the element temperature Ts of the switching element 41.
- dTs/dt may be calculated, and it may be determined whether or not the calculated amount of change dTs/dt in the element temperature exceeds the threshold value stored in the storage unit 62 .
- the inverter control unit 64 controls a command to decrease the drive frequency of the switching element included in the power conversion device 20. Output to circuit 23 . That is, when the element temperature Ts of the switching element 41 exceeds a predetermined value and the change amount dTs/dt of the element temperature of the switching element 41 exceeds a predetermined value, the inverter control unit 64 , the driving frequency of the switching element 41 is decreased.
- FIG. 13 is a flow chart showing the operation of the control device 60 according to the fifth embodiment.
- the data acquisition unit 61 acquires data on the element temperature Ts of the switching element 41 from the temperature sensor 42 .
- step S52 the frequency switching determination unit 63 uses the data of the element temperature Ts of the switching element 41 from the temperature sensor 42 and the prediction for predicting whether there is a risk that the switching element 41 stored in the storage unit 62 will become hot in the future.
- a future temperature of the switching element is predicted based on the model, and it is determined whether the predicted temperature exceeds a predetermined value.
- the frequency switching determination unit 63 determines whether or not the element temperature Ts of the switching element 41 exceeds a predetermined threshold, thereby determining whether the predicted temperature of the switching element exceeds a predetermined value. It may be determined whether
- step S52 if the element temperature Ts of the switching element 41 does not exceed a predetermined threshold value, that is, if it is determined that the predicted temperature of the switching element does not exceed a predetermined value (step S52 No), the control device 60 ends the processing of the flow of FIG.
- step S52 if the element temperature Ts of the switching element 41 exceeds a predetermined threshold, that is, if it is determined that the predicted temperature of the switching element exceeds a predetermined value (Yes in step S52). , the process advances to the determination process of step S53.
- step S53 the frequency switching determination unit 63 determines the amount of change dTs/dt in the element temperature of the switching element 41 calculated from the data of the element temperature Ts of the switching element 41 and the model stored in the storage unit 62. Based on this, it is determined whether or not the driver can tolerate the noise.
- the frequency switching determination unit 63 determines whether or not the change amount dTs/dt of the element temperature calculated from the data of the element temperature Ts of the switching element 41 exceeds the threshold value stored in the storage unit 62. It may be determined whether or not the driver can tolerate noise.
- step S53 when the vehicle speed of the electric vehicle does not exceed the predetermined threshold value, that is, when it is determined that the driver is not in a state where noise can be tolerated (No in step S53), the control device 60 performs the control shown in FIG. End flow processing.
- step S53 if the vehicle speed of the electric vehicle exceeds the predetermined threshold, that is, if it is determined that the driver can tolerate noise (Yes in step S53), the process proceeds to step S54.
- step S ⁇ b>54 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element 41 of the power converter 20 based on the determination result of the frequency switching determination unit 63 . Based on this command, the control circuit 23 outputs a control signal to the drive circuit 22, and the drive circuit 22 outputs a drive signal with a reduced drive frequency to the switching element, thereby actually reducing the drive frequency of the switching element. be. Then, the processing of the flow of FIG. 13 is terminated.
- the power conversion device 20 of Embodiment 5 When the inverter control unit 64 reduces the drive frequency of the switching element 41, the power conversion device 20 of Embodiment 5 outputs a command to reduce the drive frequency of the switching element 41 to the control circuit 23 at the same time as Or, before that, the frequency of the drive signal that drives the switching element 41 is divided. That is, in Embodiment 5, the data of the element temperature Ts of the switching element 41 detected by the temperature sensor 42 is also supplied to the control circuit 23 at the stage of step S51. When the element temperature Ts of the switching element 41 exceeds a predetermined threshold and the change amount dTs/dt of the element temperature exceeds a predetermined threshold, the control circuit 23 controls the switch 26 and It outputs a command to switch the switch 27 between the open state and the closed state. As a result, the drive signal of the drive circuit 22 is frequency-divided through the frequency divider circuit 25 , and the frequency-divided drive signal is supplied to the control electrode of the switching element 41 .
- the control system 501 of the fifth embodiment controls the switching element 41.
- a frequency dividing circuit 25 divides the supplied drive signal.
- the control device 60 detects an abnormality, performs control processing, outputs a command to switch the drive frequency, and can prevent processing delays from occurring until the operation of the switching element 41 is actually switched in response to the command. Therefore, it is possible to prevent problems such as deterioration of the switching element 41 due to the high temperature of the switching element 41 during the delay time of the processing delay.
- the control system 501 reduces the driving frequency of the switching element 41 based on the data of the element temperature Ts of the switching element 41 acquired from the temperature sensor 42, but this is not the only option. is not.
- the control system 501 may reduce the driving frequency of the switching element 41 based on the current value Is flowing through the switching element 41 obtained from the current sensor 43 .
- the data acquisition unit 61 acquires data of the current value Is flowing through the switching element 41 from the current sensor 43 .
- the storage unit 62 stores a prediction model or the like or a threshold value used for determining the current value Is, and a model or the like or the threshold value used for determining the change amount dIs/dt of the current value.
- the frequency switching determination unit 63 determines whether or not the predicted temperature of the switching element exceeds a predetermined value based on the current value Is and the prediction model or the like or the threshold. Further, the frequency switching determination unit 63 determines whether or not the driver can tolerate noise based on the amount of change dIs/dt in the current value and the model or the like or the threshold.
- the inverter control unit 64 drives the switching element 41. Decrease frequency.
- the element temperature Ts of the switching element 41 rises due to heat generated by the switching operation for power conversion. Therefore, the change amount dTs/dt of the element temperature mainly depends on the current switched by the switching element 41 , that is, the magnitude of the element current passing through the switching element 41 . Therefore, the element temperature Ts of the switching element 41 can be predicted from the current value Is flowing through the switching element 41, and the element temperature change amount dTs/dt can be predicted from the current value change amount dIs/dt. Therefore, judging whether or not the driver can tolerate the noise based on the current value Is flowing through the switching element 41 and the change amount dIs/dt of the current value is the element temperature Ts of the switching element 41 and the change in the temperature. It is synonymous with judging whether or not the driver can tolerate noise based on the amount dTs/dt.
- FIG. 14 is a flow chart showing the operation of the control device 60 in the modified example of the fifth embodiment.
- the data acquisition unit 61 acquires data of the current value Is flowing through the switching element 41 from the current sensor 43 .
- the frequency switching determination unit 63 determines whether or not the current value Is flowing through the switching element 41 exceeds a predetermined threshold. Further, in step S63, the frequency switching determination unit 63 determines whether or not the variation dIs/dt of the current value exceeds a predetermined threshold.
- step S64 the inverter control unit 64 determines that the current value Is of the switching element 41 exceeds a predetermined value and the change amount dIs/dt of the current of the switching element 41 exceeds a predetermined value. If it exceeds, it outputs a command to the control circuit 23 to decrease the driving frequency of the switching element 41 .
- control device 60 predicts switching elements based on data acquired from various devices provided in the electric vehicle and prediction models or the like stored in storage unit 62 or threshold values. It is decided whether or not the temperature at which the temperature rises exceeds a predetermined value. In addition, the control device 60 determines whether or not the driver can tolerate noise based on data acquired from various devices provided in the electric vehicle and a model or the like or a threshold value.
- the prediction model, etc. and the threshold value used for the above determination are set based on questionnaires, etc. conducted during test runs during development, or are set in advance experimentally, empirically, or based on simulations, etc. I was planning to do it.
- Embodiment 6 a case will be described in which the prediction model and the like used for determination and the threshold are created or determined by machine learning using AI (Artificial Intelligence).
- AI Artificial Intelligence
- FIG. 15 is a block diagram showing the configuration of a learning device 70 for creating a learned model used in control device 60a of the sixth embodiment.
- the learning device 70 is provided in the electric vehicle, and the data acquired from the equipment provided in the electric vehicle in a predetermined driving pattern of the electric vehicle and the sound generated from the power conversion device 20 in the driving pattern are learned by the driver.
- the result of determining in advance whether or not the driver can tolerate the noise hereinafter referred to as the result of determining whether or not the noise is acceptable
- a learned model is generated for inferring the noise tolerance decision result).
- the learning device 70 includes a learning data acquisition unit 71 , a model generation unit 72 , and a learned model storage unit 73 .
- the learning data acquisition unit 71 obtains data on the accelerator opening degree A in a predetermined driving pattern of the electric vehicle, data on the vehicle speed of the electric vehicle, and whether or not the driver can tolerate the sound generated from the power conversion device 20 at the vehicle speed. The result of pre-determining whether or not is associated with the data is acquired as learning data.
- the model generating unit 72 generates a learning model based on a combination of the accelerator opening A and the vehicle speed of the electric vehicle in a predetermined driving pattern output from the learning data acquisition unit 71 and the admissibility determination result at that time. Based on the data, learn the noise tolerance determination result. That is, a trained model is generated for inferring the optimal noise tolerance determination result from the accelerator opening A and vehicle speed in a predetermined driving pattern of the electric vehicle and the tolerance determination result.
- the learning data is data in which the accelerator opening A and the vehicle speed in a predetermined driving pattern are associated with the noise allowance determination result. It should be noted that the data used as learning data may be associated with each other either before or after being acquired by the learning data acquisition unit 71 .
- supervised learning unsupervised learning
- reinforcement learning can be used as the learning algorithm used by the model generation unit 72 .
- a case where a neural network is applied will be described.
- the model generation unit 72 learns the noise tolerance determination result by so-called supervised learning, for example, according to the neural network model.
- supervised learning refers to a method of inferring a result from an input by giving a set of input and result (label) data to the learning device 70 to learn features in the learning data.
- a neural network consists of an input layer consisting of multiple neurons, an intermediate layer (hidden layer) consisting of multiple neurons, and an output layer consisting of multiple neurons.
- the intermediate layer may be one layer, or two or more layers.
- the neural network is a learning data created based on a combination of the accelerator opening A and the vehicle speed of the electric vehicle in a predetermined driving pattern acquired by the learning data acquisition unit 71 and the admissibility determination result at that time. Based on the data, the result of judging whether or not the driver is in a state in which noise can be tolerated is learned by so-called supervised learning.
- the neural network learns by adjusting the weights W1 and W2 so that the result output from the output layer with the accelerator opening A and the vehicle speed of the electric vehicle input to the input layer approaches the admissibility determination result. .
- the model generation unit 72 generates and outputs a learned model by executing the above learning.
- the learned model storage unit 73 stores the learned model output from the model generation unit 72.
- the learned model generated in this way is based on the data obtained from the equipment provided in the vehicle in a predetermined driving pattern of the electric vehicle (that is, the accelerator opening A and the vehicle speed of the electric vehicle), and the driving model in each driving pattern.
- the result of determining in advance whether the driver can tolerate noise that is, the result of determining whether the noise is acceptable
- the result of determining whether the driver can tolerate noise that is, the result of determining whether the driver can tolerate noise
- a control device 60a which will be described later, is operated so as to output .
- FIG. 16 is a flow chart relating to learning processing of the learning device 70 .
- step S71 the learning data acquisition unit 71 acquires the accelerator opening A and the vehicle speed of the electric vehicle in a predetermined driving pattern, and the admissibility determination result at that time.
- the accelerator opening A and the vehicle speed and the allowable/unacceptable determination result at that time are acquired at the same time, it is sufficient that the accelerator opening A and vehicle speed and the allowable/unallowable determination result can be input in association with each other.
- a and the vehicle speed, and the data of the admissibility determination result may be obtained at different timings.
- step S72 the model generation unit 72 performs so-called supervised learning according to learning data created based on a combination of the accelerator opening A and the vehicle speed acquired by the learning data acquisition unit 71 and the admissibility determination result. learns the noise tolerance decision result and generates a learned model.
- step S ⁇ b>73 the learned model storage unit 73 stores the learned model generated by the model generation unit 72 .
- FIG. 17 is a block diagram showing the configuration of the control device 60a according to the sixth embodiment.
- the control device 60a is provided in the electric vehicle, acquires data from equipment provided in the electric vehicle in a predetermined driving pattern of the electric vehicle, and infers the noise allowance determination result from the data acquired in the driving pattern. Using the trained model, output the noise tolerance determination result from the acquired data.
- the control device 60a is provided, for example, instead of the control device 60 in the control system 101 described in the first embodiment, and has the same function as the control device 60 and controls the operation of the power conversion device 20.
- the control device 60 a includes an inference data acquisition section 61 a , a storage section 62 a , a frequency switching determination section 63 a and an inverter control section 64 .
- the inference data acquisition unit 61 a acquires data on the accelerator opening A from the accelerator position sensor 51 and acquires data on the vehicle speed of the electric vehicle from the vehicle speed sensor 52 .
- the storage unit 62a stores the learned model created by the learning device 70.
- the frequency switching determination unit 63a uses the learned model stored in the storage unit 62a to infer the noise tolerance determination result obtained from the learned model. That is, by inputting the data of the accelerator opening A and the vehicle speed data of the electric vehicle acquired by the inference data acquisition unit 61a into this trained model, the noise allowance determination result inferred from the accelerator opening A and the vehicle speed is obtained. can be output.
- the learned model learned by the model generation unit 72 is used to output the noise tolerance determination result during the test run of the electric vehicle.
- a learned model may be acquired from and the noise tolerance determination result may be output based on this learned model.
- step S81 the inference data acquisition unit 61a acquires data on the accelerator opening A from the accelerator position sensor 51, and acquires data on the vehicle speed of the electric vehicle from the vehicle speed sensor 52.
- step S82 the frequency switching determination unit 63a inputs the accelerator opening A data and the vehicle speed data of the electric vehicle to the learned model stored in the storage unit 62a, and obtains the noise tolerance determination result.
- step S83 the frequency switching determination unit 63a outputs the noise tolerance determination result obtained from the learned model to the inverter control unit 64.
- step S84 the inverter control unit 64 outputs to the control circuit 23 a command to decrease the drive frequency of the switching element of the power conversion device 20 based on the output noise tolerance determination result. This can actually reduce the drive frequency of the switching element.
- the learned model storage unit 73 may be a memory included in the learning device 70 or the control device 60a, or may be configured by an external memory or a memory included in another device.
- the learned model generated by the model generation unit 72 is not limited to that stored in the learned model storage unit 73.
- the trained model may be stored on a computer-readable storage medium such as an optical disc.
- the learned model generated by the model generation unit 72 is stored in the storage medium instead of being stored in the learned model storage unit 73 .
- the control device 60a can store the learned model acquired from the storage medium in the storage unit 62a and use it for inference of the noise tolerance determination result as described above.
- the learning device 70 is used to learn the noise tolerance determination result during the test run of the electric vehicle, but it is not limited to being provided in the electric vehicle.
- the control device 60a also uses the learned model generated by the learning device 70 to infer the noise tolerance determination result when the electric vehicle is running, but is not limited to being provided in the electric vehicle.
- the learning device 70 and the control device 60a may be devices that are connected to the electric vehicle via a network and prepared separately from the electric vehicle.
- the learning device 70 and the control device 60a may be built in the electric vehicle.
- the learning device 70 and the control device 60a may exist on a cloud server.
- the entire configuration of the learning device 70 and the control device 60a is not limited to being connected to an electric vehicle via a network or existing on a cloud server, but the learning data acquisition unit 71 that is a part of the functions possessed by these.
- model generation unit 72, learned model storage unit 73, inference data acquisition unit 61a, storage unit 62a, frequency switching determination unit 63a, and inverter control unit 64 are connected to the electric vehicle via a network.
- it may be configured to exist on a cloud server.
- the model generation unit 72 may learn the noise tolerance determination result according to learning data created for a plurality of electric vehicles.
- the model generation unit 72 may acquire learning data from a plurality of electric vehicles used in the same country or region, or may acquire learning data from a plurality of electric vehicles operating independently in different countries or regions.
- the collected learning data may be used to learn the noise tolerance determination result. It is also possible to add or remove an electric vehicle from which data for learning is to be collected on the way.
- the learning device 70 that has learned the noise tolerance determination result for a certain electric vehicle may be applied to a different electric vehicle, and the noise tolerance determination result for the other electric vehicle may be re-learned and updated. good.
- model generation unit 72 deep learning that learns to extract the feature amount itself can also be used, and other known methods such as genetic programming, functional logic programming, Machine learning may be performed according to support vector machines and the like.
- a modification of Embodiment 6 uses a prediction model or the like and a threshold value that are set based on the results of questionnaires during test driving, the results of simulations, etc., when determining whether or not the driver is in a state in which noise can be tolerated. It is the same as the sixth embodiment in that a learned model generated by machine learning using AI is used instead.
- the modified example of the sixth embodiment enhances the learning of the noise-tolerant state of the driver so as not to reduce the driving frequency of the switching element in the noise-tolerant state of the driver. This is intended to modify the inference operation for the judgment result.
- data of accelerator opening A in a predetermined driving pattern, data of vehicle speed of an electric vehicle, determination result of allowability in the driving pattern can be used as learning data to generate a learned model through machine learning by the model generation unit 72 as described above.
- the transition from a state in which it is determined that switching of the driving frequency of the switching element is necessary to a state in which it is determined that switching of the driving frequency of the switching element is not necessary If the time is very short, specifically, if the driver's accelerator operation is released immediately after depressing the accelerator, and the state in which a high load is applied to the switching element ends in an extremely short time, It cannot be judged that the person indicated that the noise was acceptable. Therefore, switching the drive frequency in such a case is not permitted by the driver and is considered inappropriate. Therefore, for data in such a case, it is necessary to correct the inference operation in the learned model so that the noise tolerance determination result that the driver is not in a state to tolerate noise is output.
- switching processing time the time during which the application continues
- switching processing unnecessary data the data in the case where the time during which the application continues
- the driver cannot tolerate the noise
- the result of the determination of whether or not the noise is acceptable is linked. If it is attached, there is no problem even if the data that does not require switching processing is used as it is as learning data.
- the data that does not require switching processing is associated with the allowability determination result that the driver can tolerate noise, correction is required when this data is used as learning data.
- a threshold value tb is set in advance for determining whether or not it is necessary to switch the drive frequency.
- the model generation unit 72 of the learning device 70 generates, for example, the data of the accelerator opening A in a predetermined driving pattern, the data of the vehicle speed of the electric vehicle, and the allowability determination result that the driver can tolerate the noise in the driving pattern. , and the switching processing time in the driving pattern, are used for learning using learning data including data associated with each other.
- the model generation unit 72 determines whether or not the switching processing time in the travel pattern is equal to or less than a preset threshold value tb. Then, when the switching processing time in the driving pattern is longer than the threshold value tb, the model generation unit 72 determines that the driver can tolerate the noise based on the determination result that the driver can tolerate the noise. to learn. On the other hand, if the switching processing time in the driving pattern is equal to or less than the threshold value tb, it learns that the driver is not in a state where the noise can be tolerated regardless of the allowability determination result that the driver can tolerate the noise. Thereby, the model generation unit 72 generates a learned model for inferring a more appropriate noise tolerance determination result.
- the learned model generated in this manner is configured such that when data of the accelerator opening A in a predetermined driving pattern, data of the vehicle speed of the electric vehicle, and switching processing time in the driving pattern are input, the switching When the processing time is longer than the threshold value tb, the noise tolerance determination result is output based on the data of the accelerator opening A and the data of the vehicle speed of the electric vehicle in the driving pattern. On the other hand, when the switching processing time is equal to or less than the threshold value tb, regardless of the data of the accelerator opening A and the data of the vehicle speed of the electric vehicle in the driving pattern, it is determined that the driver cannot tolerate noise. Output the result.
- a noise tolerance determination result is output indicating that the driver is not in a state where noise can be tolerated.
- the frequency switching determination unit 63a of the control device 60a uses the learned model generated in this way to infer the noise tolerance determination result obtained from the learned model as described above.
- Embodiment 6 by using a learned model for inferring a more appropriate noise tolerance determination result, it is possible to cope with noise generated from the power conversion device 20 and heat generation of the switching elements. It is possible to more appropriately realize both of the suppression of the noise and the improvement of the driving efficiency.
- the model generation unit 72 of the learning device 70 includes information about the gradient of the road surface on which the electric vehicle travels, which is included in the data about the planned travel route, the vehicle speed data of the electric vehicle, and the By learning using the data that associates the result of judging whether or not the noise is permissible at times with the data indicating that the electric vehicle is not traveling on an uphill road, the driver learns that the noise is permissible.
- the data indicating that the electric vehicle is not traveling on the uphill road includes cases where the electric vehicle deviates from the planned driving route immediately before entering the uphill road, or stops suddenly due to sudden braking, and actually does not run on the uphill road. Examples include data indicating that the vehicle did not run.
- the trained model generated in this manner includes information on the slope of the road surface on which the electric vehicle travels, which is included in the data on the planned travel route, data on the vehicle speed of the electric vehicle, and in addition, the electric vehicle travels on an uphill road.
- data indicating that the vehicle is not being driven is obtained at the same time, it is usually estimated from the data related to the planned driving route that the electric vehicle will be driving on an uphill road in the near future, and the driver will allow the noise. Even when it is determined that the driver is in a state in which noise can be tolerated, a noise tolerance determination result is output indicating that the driver is not in a state in which noise can be tolerated.
- the model generation unit 72 of the learning device 70 when applying the third embodiment or its modification, the model generation unit 72 of the learning device 70 generates information indicating that the electric vehicle is automatically driving by the driving support device, Learning using learning data including data relating to the traveling direction of the vehicle, the data of the accelerator opening A of the electric vehicle, the determination result of the admissibility at that time, and the switching processing time in the driving pattern. I do.
- the switching processing time is longer than the threshold value tb, it learns that the driver is in a state where the noise can be tolerated, based on the judgment result that the driver can tolerate the noise.
- the switching processing time in the driving pattern is equal to or less than the threshold value tb, it learns that the driver is not in a state where the noise can be tolerated regardless of the allowability determination result that the driver can tolerate the noise.
- the driver's accelerator operation is released immediately after stepping on the accelerator, or immediately after the driving support device determines that automatic overtaking driving will be performed. There are cases where the automatic driving by the driving support device is canceled.
- the learned model generated in this way also outputs a noise tolerance determination result that the driver is not in a state where noise can be tolerated when switching processing unnecessary data with a very short switching processing time is input.
- the switching processing time from determining whether to switch the driving frequency of the switching element to actually switching the driving frequency is very short, so the switching processing is practically unnecessary, or the electric vehicle is traveling on an uphill road.
- switching processing unnecessary data indicating that switching of the driving frequency of the switching element is not actually required such as when switching processing is not actually required due to the fact that the learned model is not Regardless of the input data, it may be configured to output a noise tolerance determination result that the driver is not in a state where noise can be tolerated.
- the model generation unit 72 of the learning device 70 generates such a learned model, and the frequency switching determination unit 63a of the control device 60a uses the learned model to infer a more appropriate noise tolerance determination result. becomes possible.
- the learning device 70 and the control device 60a may have a device configuration that includes the learning device 70 .
- the learning data acquisition unit 71 and the inference data acquisition unit 61a may be configured with the same function, and may be realized by common program processing, for example.
- the trained model storage unit 73 and the storage unit 62a by configuring the trained model storage unit 73 and the storage unit 62a with the same memory or the like, it is not necessary to move the generated trained model from the memory or the like in which it is stored. It becomes unnecessary to send and receive the finished model.
- the entire configuration of the learning device 70 and the control device 60a or a part thereof may be connected to an electric vehicle via a network or may exist on a cloud server. be.
- each component is a conceptual unit, including cases where one component is composed of a plurality of structures and cases where one component corresponds to a part of a certain structure.
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Abstract
Description
図1は、本開示の実施の形態1における制御システム101の全体構成を示すブロック図である。制御システム101は、図示は省略するが、例えば、ハイブリッド自動車や電気自動車などの電気駆動を併用または使用する電動車両に搭載され、電動車両を駆動するための駆動力の発生または制御を行う。図1に示すように、制御システム101は、電源10、電力変換装置20、モータ30、半導体装置40、アクセル位置センサー51、車速センサー52、および制御装置60を備えている。
図4は、実施の形態2における制御システム201の全体構成を示すブロック図である。実施の形態2の制御システム201は、実施の形態1の制御システム101と異なり、アクセル位置センサー51から取得したデータを用いる代わりにナビゲーション装置53から取得したデータを使用する。なお、実施の形態2の制御システム201は、実施の形態1の制御システム101と共通する部分がほとんどであるため、以下においては、制御システム101との相違点を中心に説明することとし、制御システム101と共通する構成や動作等については適宜説明を省略する。
図6は、実施の形態3における制御システム301の全体構成を示すブロック図である。実施の形態3の制御システム301は、実施の形態1の制御システム101と異なり、アクセル位置センサー51および車速センサー52から取得したデータを用いる代わりに、運転支援装置54、アクセル位置センサー51、および方向指示器55から取得したデータを使用する。なお、実施の形態3の制御システム301は、実施の形態1の制御システム101と共通する部分がほとんどであるため、以下においては、制御システム101との相違点を中心に説明することとし、制御システム101と共通する構成や動作等については適宜説明を省略する。
図9は、実施の形態4における制御システム401の全体構成を示すブロック図である。実施の形態4の制御システム401は、実施の形態1の制御システム101と異なり、アクセル位置センサー51および車速センサー52から取得したデータを用いる代わりに、燃料計56およびバッテリー容量計57から取得したデータを使用する。なお、実施の形態4の制御システム401は、実施の形態1の制御システム101と共通する部分がほとんどであるため、以下においては、制御システム101との相違点を中心に説明することとし、制御システム101と共通する構成や動作等については適宜説明を省略する。
図11は、実施の形態5における制御システム501の全体構成を示すブロック図である。実施の形態5の制御システム501は、実施の形態1の制御システム101と異なり、アクセル位置センサー51および車速センサー52から取得したデータを用いる代わりに、温度センサー42および電流センサー43から取得したデータを使用する。なお、実施の形態5の制御システム501は、実施の形態1の制御システム101と共通する部分がほとんどであるため、以下においては、制御システム101との相違点を中心に説明することとし、制御システム101と共通する構成や動作等については適宜説明を省略する。
実施の形態1から5において、制御装置60は、電動車両内に設けられた各種機器から取得したデータと、記憶部62に記憶された予測モデル等または閾値と、に基づいてスイッチング素子の予測される温度が予め定められた値を超えるか否かを判定することとしている。また、制御装置60は、電動車両内に設けられた各種機器から取得したデータと、モデル等または閾値と、に基づいて運転者が騒音を許容できる状態か否かを判定することとしている。ここで、上記の判定に用いられる予測モデル等や閾値は、開発の際のテスト走行時に実施するアンケート等をもとに設定したり、予め実験的に、経験的にあるいはシミュレーション等に基づいて設定することとしていた。実施の形態6においては、判定に用いられる予測モデル等や閾値を、AI(Artificial Intelligence)を使った機械学習により作成または決定する場合について説明する。なお、以下においては、実施の形態1の予測モデル等の作成にAIを適用した場合について説明するが、他の実施の形態においても同様に適用可能である。
図15は実施の形態6の制御装置60aにおいて使用される学習済モデルを作成するための学習装置70の構成を示すブロック図である。学習装置70は、電動車両内に設けられ、電動車両の所定の走行パターンにおいて当該電動車両内に設けられる機器から取得されたデータと、当該走行パターンにおいて電力変換装置20から発生する音について運転者が騒音を許容できるか否かを予め判別した結果(以下、許容可否判別結果と称する)と、を含む学習用データを用いて、運転者が騒音を許容できる状態か否かを判定した結果(以下、騒音許容判定結果と称する)を推論するための学習済モデルを生成する。学習装置70は、学習用データ取得部71、モデル生成部72、及び学習済モデル記憶部73を備える。
<活用フェーズ>
なお、本明細書で説明した上記の各実施の形態では、各構成要素の材質、材料、寸法、形状、相対的配置関係または実施の条件等について記載している場合があるが、これらは全ての局面において例示であって、各実施の形態が記載されたものに限られることはない。よって、例示されていない無数の変形例が、各実施の形態の範囲内において想定される。例えば、任意の構成要素を変形する場合、追加する場合または省略する場合、さらには、少なくとも1つの実施形態における少なくとも1つの構成要素を抽出し、他の実施形態の構成要素と組み合わせる場合が含まれる。
Claims (27)
- 車両を駆動するモータと電源との間で電力変換を行う電力変換装置の動作を制御する制御システムであって、
前記車両内に設けられる機器からデータを取得するデータ取得手段と、
前記データ取得手段が取得したデータに基づいて運転者が騒音を許容できる状態と判断した場合、前記電力変換装置が有するスイッチング素子の駆動周波数を減少させる制御手段と、
を備える制御システム。 - 前記車両の所定の走行パターンと、前記走行パターンにおいて前記電力変換装置から発生する音について運転者が許容できるか否かを予め判別した結果と、を関連付けたデータを前記走行パターンごとに記憶する記憶手段と、
前記データ取得手段が取得したデータに基づいて、前記車両の現在の走行状態が前記走行パターンと一致するかを判定する判定手段と、
をさらに備える請求項1に記載の制御システム。 - 前記記憶手段は、
前記機器から取得したデータに基づいて前記モータまたは前記電力変換装置の今後の負荷を予測する予測モデルと、
前記モータまたは前記電力変換装置の負荷と前記スイッチング素子の特性とに基づいて前記スイッチング素子の温度を求める関係式と、を記憶しており、
前記判定手段は、
前記予測モデルおよび前記関係式に基づいて前記スイッチング素子の今後の温度を予測し、前記スイッチング素子の予測される温度が予め定められた値を超える場合、前記車両の現在の走行状態が前記走行パターンと一致するかの判定を行う、
請求項2に記載の制御システム。 - 前記制御手段は、前記スイッチング素子の予測される温度および前記車両の車速に基づいて、運転者が騒音を許容できる状態か否かを判断する、
請求項1から3のいずれか1項に記載の制御システム。 - 前記機器は、前記車両のアクセル開度を検出するアクセル位置センサー、および前記車両の車速を検出する車速センサーであり、
前記データ取得手段は、前記アクセル位置センサーから前記車両のアクセル開度のデータを取得し、前記車速センサーから前記車両の車速のデータを取得し、
前記制御手段は、前記車両のアクセル開度の変化量が予め定められた値を超えており、かつ、前記車両の車速が予め定められた値を超えた場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から4のいずれか1項に記載の制御システム。 - 前記機器は、前記車両の位置情報を有するナビゲーション装置、および前記車両の車速を検出する車速センサーであり、
前記データ取得手段は、前記ナビゲーション装置から前記車両の予定走行経路に関するデータを取得し、前記車速センサーから前記車両の車速のデータを取得し、
前記制御手段は、前記車両の予定走行経路に関するデータから前記車両の負荷が上昇することが予測され、かつ、前記車両の車速が予め定められた値を超えた場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から4のいずれか1項に記載の制御システム。 - 前記機器は、前記車両の位置情報を有するナビゲーション装置、および前記車両の加速度を検出する加速度センサーであり、
前記データ取得手段は、前記ナビゲーション装置から前記車両の予定走行経路に関するデータを取得し、前記加速度センサーから前記車両の加速度のデータを取得し、
前記制御手段は、前記車両の予定走行経路に関するデータから前記車両の負荷が上昇することが予測され、かつ、前記車両の加速度が予め定められた値を超えた場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から4のいずれか1項に記載の制御システム。 - 前記制御手段は、前記車両が走行する路面の勾配に関する情報を含む前記車両の予定走行経路のデータに基づいて、前記車両の負荷が上昇するか否かを予測する、
請求項6または7に記載の制御システム。 - 前記機器は、前記車両の運転を支援する運転支援装置であり、
前記データ取得手段は、前記運転支援装置から前記車両の運転状態に関するデータを取得し、
前記制御手段は、前記運転支援装置が追い越し運転を行う場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から4のいずれか1項に記載の制御システム。 - 前記機器は、前記車両の運転を支援する運転支援装置、前記車両のアクセル開度を検出するアクセル位置センサー、および前記車両の進行方向を表示する方向指示器であり、
前記データ取得手段は、前記運転支援装置から前記車両の運転状態に関するデータを取得し、前記アクセル位置センサーから前記車両のアクセル開度のデータを取得し、前記方向指示器から前記車両の進行方向に関するデータを取得し、
前記制御手段は、前記運転支援装置が前記車両の運転支援を行っている状態であり、かつ、前記車両のアクセル開度のデータおよび前記車両の進行方向に関するデータに基づいて運転者が追い越し運転を行うと判断した場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から4のいずれか1項に記載の制御システム。 - 前記運転支援装置は、前記車両と他の車両との車間距離を一定に保ちつつ、前記車両を所定の車速で走行させる運転操作を自動で行う、
請求項9または10に記載の制御システム。 - 前記制御手段は、前記車両が今後走行可能な航続可能距離に基づいて、運転者が騒音を許容できる状態か否かを判断する、
請求項1または2に記載の制御システム。 - 前記機器は、前記車両の燃料残量を検出する燃料計であり、
前記データ取得手段は、前記燃料計から前記車両の燃料残量のデータを取得し、
前記制御手段は、前記車両の燃料残量が予め定められた値を下回った場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1、2および12のいずれか1項に記載の制御システム。 - 前記機器は、前記車両のバッテリーの残容量を検出するバッテリー容量計であり、
前記データ取得手段は、前記バッテリー容量計から前記車両のバッテリーの残容量のデータを取得し、
前記制御手段は、前記車両のバッテリーの残容量が予め定められた値を下回った場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1、2および12のいずれか1項に記載の制御システム。 - 前記制御手段は、前記スイッチング素子の温度および温度の変化量に基づいて、運転者が騒音を許容できる状態か否かを判断する、
請求項1から3のいずれか1項に記載の制御システム。 - 前記機器は、前記スイッチング素子の温度を検出する温度センサーであり、
前記データ取得手段は、前記温度センサーから前記スイッチング素子の温度のデータを取得し、
前記制御手段は、前記スイッチング素子の温度が予め定められた値を超えており、かつ、前記スイッチング素子の温度の変化量が予め定められた値を超えた場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から3、および15のいずれか1項に記載の制御システム。 - 前記機器は、前記スイッチング素子の電流値を検出する電流センサーであり、
前記データ取得手段は、前記電流センサーから前記スイッチング素子の電流値のデータを取得し、
前記制御手段は、前記スイッチング素子の電流値が予め定められた値を超えており、かつ、前記スイッチング素子の電流値の変化量が予め定められた値を超えた場合、前記スイッチング素子の駆動周波数を減少させる、
請求項1から3、および15のいずれか1項に記載の制御システム。 - 前記電力変換装置は、前記制御手段が前記スイッチング素子の駆動周波数を減少させる場合に、前記スイッチング素子を駆動する駆動信号の周波数を分周する、
請求項15から17のいずれか1項に記載の制御システム。 - 車両を駆動するモータと電源との間で電力変換を行う電力変換装置の動作を制御する制御装置であって、
前記車両内に設けられる機器からデータを取得するデータ取得部と、
前記データ取得部が取得したデータに基づいて、運転者が騒音を許容できる状態か否かを判定する判定部と、
前記判定部が、運転者が騒音を許容できる状態と判定した場合、前記電力変換装置が有するスイッチング素子の駆動周波数を減少させる指令を出力する制御部と、
を備える制御装置。 - 車両を駆動するモータと電源との間で電力変換を行う電力変換装置の動作を制御する制御方法であって、
前記車両内に設けられる機器からデータを取得するデータ取得ステップと、
取得したデータに基づいて、運転者が騒音を許容できる状態か否かを判定する判定ステップと、
運転者が騒音を許容できる状態と判定した場合、前記電力変換装置が有するスイッチング素子の駆動周波数を減少させる制御ステップと、
を備える制御方法。 - 車両を駆動するモータと電源との間で電力変換を行う電力変換装置の動作を制御する制御装置で動作するプログラムであって、
前記車両内に設けられる機器から取得したデータに基づいて、運転者が騒音を許容できる状態か否かを判定する判定ステップと、
運転者が騒音を許容できる状態と判定した場合、前記電力変換装置が有するスイッチング素子の駆動周波数を減少させる指令を出力する制御ステップと、
を前記制御装置に実行させるプログラム。 - 電源と、
車両を駆動するモータと、
前記電源と前記モータとの間で電力変換を行う電力変換装置と、
前記車両内に設けられる機器からデータを取得し、取得したデータに基づいて運転者が騒音を許容できる状態と判断した場合、前記電力変換装置が有するスイッチング素子の駆動周波数を減少させる制御装置と、
を備える電動車両。 - 車両の所定の走行パターンにおいて前記車両内に設けられる機器から取得されたデータと、前記走行パターンにおいて運転者が騒音を許容できるか否かを予め判別した結果と、を含む学習用データを取得する学習用データ取得部と、
前記学習用データを用いて、前記車両内に設けられる機器から取得されたデータから運転者が騒音を許容できる状態か否かを推論するための学習済モデルを生成するモデル生成部と、
を備える学習装置。 - 車両の所定の走行パターンにおいて前記車両内に設けられる機器からデータを取得する推論用データ取得部と、
前記走行パターンにおいて前記車両内に設けられる機器から取得されたデータから運転者が騒音を許容できる状態か否かを推論するための学習済モデルを用いて、前記推論用データ取得部が取得したデータから運転者が騒音を許容できる状態か否かの判定結果を出力する周波数切替判定部と、
を備える制御装置。 - 前記車両は、電源とモータとの間で電力変換を行う電力変換装置を有しており、
前記周波数切替判定部は、前記電力変換装置が有するスイッチング素子の駆動周波数を切り替えることが不要であることを示すデータが入力された場合、運転者が騒音を許容できる状態ではないとの判定結果を出力する、
請求項24に記載の制御装置。 - 前記周波数切替判定部は、前記スイッチング素子の駆動周波数の切り替えが必要と判定される状態から前記スイッチング素子の駆動周波数の切り替えが必要ではないと判定される状態に遷移するまでの時間が非常に短いデータが入力された場合、運転者が騒音を許容できる状態ではないとの判定結果を出力する、
請求項25に記載の制御装置。 - 車両を駆動するモータと電源との間で電力変換を行う電力変換装置の動作を制御する制御装置で動作する学習済モデルであって、
前記車両の所定の走行パターンにおいて前記車両内に設けられる機器から取得したデータと、前記走行パターンにおいて運転者が騒音を許容できるか否かを予め判別した結果と、に基づいて、運転者が騒音を許容できる状態か否かの判定結果を出力するよう、前記制御装置を動作させるための学習済モデル。
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