WO2022270269A1 - Dispositif et programme de commande de corps mobile - Google Patents

Dispositif et programme de commande de corps mobile Download PDF

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Publication number
WO2022270269A1
WO2022270269A1 PCT/JP2022/022535 JP2022022535W WO2022270269A1 WO 2022270269 A1 WO2022270269 A1 WO 2022270269A1 JP 2022022535 W JP2022022535 W JP 2022022535W WO 2022270269 A1 WO2022270269 A1 WO 2022270269A1
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WO
WIPO (PCT)
Prior art keywords
electric machine
torque
region
temperature
command
Prior art date
Application number
PCT/JP2022/022535
Other languages
English (en)
Japanese (ja)
Inventor
晴美 堀畑
Original Assignee
株式会社デンソー
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to CN202280044364.2A priority Critical patent/CN117545652A/zh
Publication of WO2022270269A1 publication Critical patent/WO2022270269A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/62—Controlling or determining the temperature of the motor or of the drive for raising the temperature of the motor
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/60—Controlling or determining the temperature of the motor or of the drive
    • H02P29/68—Controlling or determining the temperature of the motor or of the drive based on the temperature of a drive component or a semiconductor component
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to a mobile body control device and a program.
  • Patent Document 1 As a control device of this type, as described in Patent Document 1, one that is applied to an electric vehicle equipped with a rotating electrical machine is known. When the rotor of the rotary electric machine is rotationally driven, the drive wheels rotate and the vehicle travels.
  • the control device described in Patent Document 1 predicts the time until the temperature of the rotating electrical machine reaches the limit temperature based on the temperature detection value of the rotating electrical machine when the rotating electrical machine is driven in a high load state. .
  • the control device limits the current flowing through the stator windings of the rotating electrical machine so that the temperature rise of the rotating electrical machine is suppressed. As a result, the current can be limited before the temperature of the rotating electric machine reaches the limit temperature, the output of the rotating electric machine is prevented from suddenly becoming zero, and the sudden stop of the vehicle is prevented.
  • the operating point of the rotating electrical machine is determined by the torque and rotation speed of the rotating electrical machine.
  • the high-speed region where the rotation speed is high among the operating regions of the operating point it may not be possible to limit the current flowing through the stator windings.
  • the rotor of a rotating electrical machine includes field poles, so when the rotor rotates, a back electromotive force is generated in the stator windings.
  • the counter electromotive voltage increases as the rotation speed of the rotor increases.
  • the line voltage of the stator windings when a back electromotive force is generated may exceed the voltage of the storage unit provided on the input side of the inverter.
  • shutdown control is executed to turn off the upper and lower arm switches of the inverter in order to limit the current, power regeneration, a phenomenon in which current flows from the stator winding side to the storage unit, occurs. can.
  • a main object of the present disclosure is to provide a moving body control device and a program capable of suppressing overheating of an inverter and a rotating electric machine.
  • the present disclosure provides a rotating electric machine having a rotor and stator windings containing field poles; a power storage unit; an inverter having upper and lower arm switches and electrically connecting the stator winding and the power storage unit; a rotating member that rotates when power is transmitted from the rotor;
  • a moving body control device that is applied to a moving body that moves by rotating the rotating member, the moving body comprising: a command calculation unit that calculates a command value that is either a command torque or a command rotation speed of the rotating electric machine; a rotary electric machine control unit that performs switching control of the upper and lower arm switches in order to control the torque of the rotary electric machine to the command torque based on the calculated command value;
  • a first region and a second region adjacent to the first region are set in an operating region of an operating point determined by the torque and rotation speed of the rotating electric machine,
  • the second area includes a high-speed area on the high-speed side with respect to the first area,
  • the rotary electric machine control unit of the present disclosure determines whether or not at least one of the rotary electric machine and the inverter will be overheated when torque control of the rotary electric machine is continued when it is determined that the current operating point is within the high-speed region. Predict.
  • the command calculation unit performs the above-described protection process when it is predicted that an overheating state will occur. Therefore, the protection process can be performed before at least one of the rotating electric machine and the inverter actually becomes overheated. As a result, subsequent movement of the moving body can be performed properly.
  • FIG. 1 is an overall configuration diagram of the system according to the first embodiment
  • FIG. 2 is a flowchart showing the procedure of overheat protection processing performed by the MGCU
  • FIG. 3 is a diagram showing the operating region of the operating point of the rotating electric machine
  • FIG. 4 is a diagram showing the relationship between the motor temperature and the limiting factor
  • FIG. 5 is a flowchart showing the procedure of overheat protection processing performed by the EVCU
  • FIG. 6 is a time chart showing the relationship between phase currents and motor temperature rise characteristics
  • FIG. 7 is a diagram showing the relationship between vehicle deceleration force, running speed, and the time required to stop the vehicle;
  • FIG. 8 is a diagram showing an example of transition of the operating point when overheat protection control is performed;
  • FIG. 9 is a diagram showing a method for setting a notification temperature according to a modification of the first embodiment;
  • FIG. 10 is a diagram showing a method of setting a notification temperature according to a modification of the first embodiment;
  • FIG. 11 is a time chart showing the transition of the detection error of the temperature sensor;
  • FIG. 12 is a diagram showing a method of setting the detection error used to set the notification temperature;
  • FIG. 13 is a flowchart showing the procedure of overheat protection processing performed by the MGCU according to the second embodiment;
  • FIG. 14 is a flowchart showing the procedure of overheat protection processing performed by the EVCU;
  • FIG. 15 is a flowchart showing the procedure of overheat protection processing performed by the brake CU;
  • FIG. 16 is a flowchart showing the procedure of overheat protection processing performed by the MGCU according to the third embodiment;
  • FIG. 17 is a flowchart showing the procedure of overheat protection processing performed by the MGCU according to the fourth embodiment;
  • FIG. 18 is a time chart showing an example of transition of the counter;
  • FIG. 19 is a flowchart showing the procedure of overheat protection processing performed by the EVCU according to the fifth embodiment;
  • FIG. 20 is a time chart showing changes in motor temperature when cooling enhancement processing is performed.
  • the vehicle 10 includes a rotating electric machine 20.
  • the rotary electric machine 20 is a three-phase synchronous machine, and includes windings 21 for each phase that are star-connected as stator windings.
  • the windings 21 of each phase are arranged with an electrical angle shift of 120°.
  • the rotary electric machine 20 of the present embodiment is a permanent magnet synchronous machine in which a rotor 22 is provided with permanent magnets (corresponding to “field poles”).
  • the rotary electric machine 20 is a vehicle-mounted main machine, and the rotor 22 can transmit power to the drive wheels 11 (corresponding to "rotating members") of the vehicle 10. Torque generated by the rotating electric machine 20 functioning as an electric motor is transmitted from the rotor 22 to the driving wheels 11 . As a result, the driving wheels 11 are rotationally driven.
  • the vehicle 10 includes an inverter 30, a capacitor 31 (corresponding to a "storage unit"), and a storage battery 40.
  • the inverter 30 has three phases of series-connected bodies each including an upper arm switch SWH and a lower arm switch SWL.
  • each of the switches SWH and SWL is a voltage-controlled semiconductor switching element, specifically an IGBT. Therefore, the high potential side terminal of each switch SWH and SWL is the collector, and the low potential side terminal is the emitter. Freewheel diodes DH and DL are connected in anti-parallel to the switches SWH and SWL.
  • a first end of the winding 21 is connected to the emitter of the upper arm switch SWH and the collector of the lower arm switch SWL in each phase.
  • the second ends of the windings 21 of each phase are connected at a neutral point.
  • the windings 21 of each phase are set to have the same number of turns.
  • the collector of the upper arm switch SWH of each phase and the positive electrode terminal of the storage battery 40 are connected by a positive electrode side bus line Lp.
  • the emitter of the lower arm switch SWL of each phase and the negative terminal of the storage battery 40 are connected by a negative bus line Ln.
  • a capacitor 31 connects the positive electrode side bus line Lp and the negative electrode side bus line Ln. Note that the capacitor 31 may be built in the inverter 30 or may be provided outside the inverter 30 .
  • the storage battery 40 is, for example, an assembled battery, and the terminal voltage of the storage battery 40 is, for example, several hundred volts.
  • the storage battery 40 is, for example, a secondary battery such as a lithium ion battery or a nickel hydrogen storage battery.
  • the vehicle 10 includes a current sensor 32, a voltage sensor 33, a rotation angle sensor 34, a motor temperature sensor 35, and an MGCU 36 (Motor Generator Control Unit, equivalent to "rotating electric machine control unit”).
  • the current sensor 32 detects the current flowing through the windings 21 for at least two phases.
  • Voltage sensor 33 detects the terminal voltage of capacitor 31 .
  • the rotation angle sensor 34 is, for example, a resolver and detects the rotation angle (electrical angle) of the rotor 22 .
  • a motor temperature sensor 35 detects the temperature of the rotating electric machine 20 as a motor temperature Tmgd. In this embodiment, the motor temperature sensor 35 detects the temperature of the winding 21 as the motor temperature Tmgd.
  • Motor temperature sensor 35 is, for example, a thermistor. Detected values from the sensors 32 to 35 are input to the MGCU 36 .
  • the MGCU 36 is mainly composed of a microcomputer 36a (corresponding to a "first computer"), and the microcomputer 36a has a CPU.
  • the functions provided by the microcomputer 36a can be provided by software recorded in a physical memory device, a computer executing the software, only software, only hardware, or a combination thereof.
  • the microcomputer 36a is provided by an electronic circuit that is hardware, it can be provided by a digital circuit including many logic circuits, or an analog circuit.
  • the microcomputer 36a executes a program stored in a non-transitory tangible storage medium as its own storage unit.
  • the program includes, for example, a program for processing shown in FIG. 2 and the like.
  • a method corresponding to the program is executed by executing the program.
  • the storage unit is, for example, a non-volatile memory. Note that the program stored in the storage unit can be updated via a network such as the Internet, for example.
  • the MGCU 36 receives a command torque Trq* transmitted from an EVCU 55 (Electric Vehicle Control Unit), which will be described later.
  • the MGCU 36 performs switching control of the switches SWH and SWL forming the inverter 30 in order to control the torque of the rotary electric machine 20 to the received command torque Trq*.
  • the upper arm switch SWH and the lower arm switch SWL are alternately turned on.
  • the MGCU 36 performs power running drive control.
  • the powering drive control is switching control of the inverter 30 for converting the DC power output from the storage battery 40 into AC power and supplying the winding 21 with the AC power.
  • the rotating electric machine 20 functions as an electric motor and generates power running torque.
  • the MGCU 36 performs regenerative drive control.
  • Regenerative drive control is switching control of inverter 30 for converting AC power generated by rotary electric machine 20 into DC power and supplying it to storage battery 40 . When this control is performed, the rotating electric machine 20 functions as a generator and generates regenerative torque.
  • the vehicle 10 includes a circulation path 50 through which cooling water circulates, and an electric water pump 51, a radiator 52, and an electric fan 53 as cooling devices.
  • the water pump 51 circulates cooling water by being powered and driven.
  • the inverter 30 and the rotating electric machine 20 are arranged in this order downstream of the water pump 51 .
  • the arrangement order of the rotary electric machines 20 and the inverters 30 in the circulation path 50 is not limited to the order described above.
  • a radiator 52 is provided between the inverter 30 and the water pump 51 in the circulation path 50 .
  • the radiator 52 cools the cooling water flowing through the circulation path 50 and supplies it to the water pump 51 .
  • the cooling water flowing into the radiator 52 is cooled by the running wind blown against the radiator 52 as the vehicle 10 runs and the wind blown against the radiator 52 by rotationally driving the fan 53 .
  • the vehicle 10 includes a cooling water temperature sensor 54 and an EVCU 55 (corresponding to a "command calculation unit").
  • Cooling water temperature sensor 54 detects the temperature of the cooling water flowing to inverter 30 in circulation path 50 .
  • the EVCU 55 is mainly composed of a microcomputer 55a (corresponding to a "second computer"), and the microcomputer 55a has a CPU.
  • the EVCU 55 corresponds to a higher-level controller of the MGCU 36 and a brake CU 63, which will be described later.
  • the functions provided by the microcomputer 55a can be provided by software recorded in a physical memory device, a computer that executes the software, only software, only hardware, or a combination thereof.
  • the microcomputer 55a is provided by an electronic circuit that is hardware, it can be provided by a digital circuit including many logic circuits, or an analog circuit.
  • the microcomputer 55a executes a program stored in its own storage unit.
  • the program includes, for example, a program for driving the cooling device and the processing shown in FIG. 5 and the like.
  • a method corresponding to the program is executed by executing the program.
  • the program stored in the storage unit can be updated via a network such as the Internet, for example.
  • the vehicle 10 includes a brake device 60, a brake sensor 61, a brake lamp 62, and a brake CU63.
  • the braking device 60 generates braking force by applying frictional force to wheels including the drive wheels 11 .
  • the brake device 60 includes a master cylinder, brake pads, and the like that operate according to the amount of depression of the brake pedal.
  • the brake sensor 61 detects a brake stroke, which is the depression amount of a brake pedal as a brake operation member of the driver. A value detected by the brake sensor 61 is input to the brake CU 63 .
  • the brake CU 63 is mainly composed of a microcomputer 63a, and the microcomputer 63a includes a CPU.
  • the functions provided by the microcomputer 63a can be provided by software recorded in a physical memory device, a computer executing the software, only software, only hardware, or a combination thereof.
  • the microcomputer 63a is provided by an electronic circuit that is hardware, it can be provided by a digital circuit including many logic circuits, or an analog circuit.
  • the microcomputer 63a executes a program stored in its own storage unit.
  • the programs include, for example, programs such as braking force control processing of the brake device 60 .
  • a method corresponding to the program is executed by executing the program.
  • the program stored in the storage unit can be updated via a network such as the Internet, for example.
  • the brake CU 63 also performs processing for turning on the brake lamp 62 when it determines that the brake pedal is depressed.
  • the EVCU 55 determines that the start switch (not shown) has been turned on, it performs processing to start supplying power from the low-voltage power supply (not shown) to the MGCU 36 and the brake CU 63 . As a result, the MGCU 36 and the brake CU 63 are activated and become operable.
  • the start switch is provided in the vehicle 10 and is, for example, an ignition switch or a push-type start switch, and is operated by the driver.
  • the output voltage (specifically, the rated voltage) of the low-voltage power supply is lower than the output voltage of the storage battery 40 .
  • the MGCU 36, the EVCU 55 and the brake CU 63 can exchange information with each other by a predetermined communication format (eg CAN).
  • the vehicle 10 includes an accelerator sensor 70 and a steering angle sensor 71.
  • the accelerator sensor 70 detects an accelerator stroke, which is the depression amount of an accelerator pedal as an accelerator operation member of the driver.
  • the steering angle sensor 71 detects the steering angle of the steering wheel by the driver. Detected values of the accelerator sensor 70 and the steering angle sensor 71 are input to the EVCU 55 .
  • the EVCU 55 calculates a command rotation speed Nm* of the rotor 22 based on the accelerator stroke detected by the accelerator sensor 70 and the steering angle detected by the steering angle sensor 71 .
  • the EVCU 55 calculates a command torque Trq* as a manipulated variable for feedback-controlling the rotation speed of the rotor 22 to the calculated command rotation speed Nm*.
  • the EVCU 55 transmits the calculated command torque Trq* (corresponding to “command value”) to the MGCU 36 .
  • the rotation speed of the rotor 22 may be calculated based on the detection value of the rotation angle sensor 34, for example. Further, when the vehicle 10 is provided with an automatic driving function, the EVCU 55, for example, based on the target running speed of the vehicle 10 set by the automatic driving CU provided in the vehicle 10 when the automatic driving mode is executed , the command rotation speed Nm* may be calculated.
  • the brake CU 63 calculates the total braking torque Fbrk to be applied to the wheels based on the brake stroke detected by the brake sensor 61 .
  • Brake CU63 receives regenerative braking torque Fgmax from EVCU55.
  • the regenerative possible braking torque Fgmax is the current maximum value of the braking torque that can be applied to the wheels by regenerative drive control.
  • the brake CU63 calculates the regenerative required braking torque Fgb and the mechanical required braking torque Fmb based on the regenerative possible braking torque Fgmax and the total braking torque Fbrk. For example, the brake CU63 calculates the mechanical required braking torque Fmb by subtracting the regenerative required braking torque Fgb from the total braking torque Fbrk.
  • the brake CU 63 transmits the calculated regeneration request braking torque Fgb to the EVCU 55 .
  • the EVCU 55 transmits the received regeneration request braking torque Fgb to the MGCU 36 as the command torque Trq*.
  • Trq* the command torque Trq*.
  • the brake CU 63 transmits the calculated mechanical required braking torque Fmb to the brake device 60 .
  • the braking torque applied to the wheels by the braking device 60 is controlled to the mechanical required braking torque Fmb.
  • the vehicle 10 includes an acceleration sensor 72 and a situation recognition device 73.
  • the acceleration sensor 72 detects acceleration/deceleration (front-rear G) occurring in the longitudinal direction of the vehicle 10 and acceleration/deceleration (lateral G) occurring in the lateral (lateral) direction of the vehicle 10 .
  • a detection value of the acceleration sensor 72 is input to the EVCU 55 .
  • the situation recognition device 73 includes a navigation device.
  • the navigation device detects the current position of the vehicle 10, the current time, map and weather information based on the signals transmitted from the GPS satellites.
  • the situation recognition device 73 includes a temperature sensor that detects the outside temperature and the road surface temperature around the vehicle 10, a rain detection sensor that detects rainfall, a snow detection sensor that detects snowfall, a camera device, and the like. As a result, the situation recognition device 73 can acquire road surface condition information around the own vehicle 10 and distance information between the own vehicle 10 and other vehicles around the own vehicle 10 .
  • the camera device captures an image of the surrounding environment including the road surface of the vehicle 10, and is a monocular camera or a stereo camera.
  • the situation recognition device 73 includes, for example, a navigation device and a tilt angle sensor, and has a function of detecting road gradient information near the vehicle 10 .
  • the navigation device detects a road surface gradient near the vehicle 10 based on map information and positioning information transmitted from GPS satellites.
  • the tilt angle sensor detects the road surface gradient near the vehicle 10 .
  • a detection value of the situation recognition device 73 is input to the EVCU 55 .
  • the processing shown in FIG. 2 is, for example, repeatedly executed at a predetermined control cycle.
  • step S10 the current torque Trq and rotational speed Nm of the rotary electric machine 20 are acquired, and whether or not the operating point determined from the current rotational speed Nm and torque Trq is within the protection target region (corresponding to the "second region"). determine whether Power running drive control is performed when the torque Trq is a positive value. On the other hand, when the torque Trq is a negative value, regenerative drive control is performed.
  • the current torque Trq may be, for example, a torque calculated based on the detected values of the current sensor 32 and the rotation angle sensor 34, or may be the command torque Trq*.
  • the current rotation speed Nm may be calculated based on the detection value of the rotation angle sensor 34, for example.
  • the areas to be protected are, as shown in FIG. 3, a high speed area Rhr, a powering side high torque area Rhtm, and a regeneration side high torque area Rhtg.
  • the high speed region Rhr is a region adjacent to the continuous motion region Rcc (corresponding to the “first region”) and on the high speed side with respect to the continuous motion region Rcc.
  • the high-speed region Rhr is a region in which field-weakening control is performed in which a field-weakening current is passed through the winding 21 .
  • the boundary on the high rotational speed side of the high speed region Rhr is the maximum value Nmax of the rotational speed Nm.
  • the continuous operation region Rcc is a region in which the rotary electric machine 20 and the inverter 30 can be driven continuously without overheating if the rotation speed and torque are within that region.
  • the boundary on the high torque side in the continuous operation region Rcc is the upper limit value TmC of the continuous torque when the power running drive control is performed and the upper limit value TgC of the continuous torque when the regenerative drive control is performed.
  • the powering side high torque region Rhtm and the regeneration side high torque region Rhtg are regions adjacent to the continuous operation region Rcc and on the high torque side with respect to the continuous operation region Rcc. Further, the high speed side of the powering side high torque region Rhtm and the regeneration side high torque region Rhtg are adjacent to the high speed region Rhr.
  • a rotational speed defining a boundary between the high torque regions Rhtm, Rhtg and the continuous operation region Rcc and the high speed region Rhr is the high speed side threshold value Nth.
  • At least one of the rotating electric machine 20 and the inverter 30 may be overheated. This is a region in which the time to continuously drive the rotating electric machine 20 is restricted.
  • TmL indicates the positive upper limit torque in the high speed region Rhr and the powering side high torque region Rhtm
  • TgL indicates the negative upper limit torque in the high speed region Rhr and the regeneration side high torque region Rhtg.
  • step S10 if it is determined in step S10 that the current operating point is outside the protection target area, the process proceeds to step S11, where the motor temperature Tmgd detected by the motor temperature sensor 35 exceeds the limit start temperature TempH. It is determined whether or not it has exceeded.
  • Limitation start temperature TempH is set to a temperature at which it can be determined that at least one of rotating electric machine 20 and inverter 30 is in an overheated state.
  • step S11 When it is determined in step S11 that the motor temperature Tmgd exceeds the restriction start temperature TempH, the process proceeds to step S12, and the torque of the rotating electric machine 20 is increased so as to be smaller than the command torque Trq* received from the EVCU 55.
  • Switching control of the lower arm switches SWH and SWL is performed.
  • the received command torque Trq* is multiplied by the limit coefficient Klim, and the multiplied value is used for switching control of the upper and lower arm switches SWH and SWL in order to control the torque of the rotary electric machine 20. should be done.
  • the limit coefficient Klim is 1 when the motor temperature Tmgd is equal to or lower than the limit start temperature TempH, and when the motor temperature Tmgd exceeds the limit start temperature TempH, the higher the motor temperature Tmgd, the smaller the value.
  • the limit coefficient Klim becomes zero.
  • Step S10 If it is determined in step S10 that the current operating point is within the protection target area, the process proceeds to step S13 to determine whether the motor temperature Tmgd exceeds the notification temperature TempL ( ⁇ TempH).
  • Notification temperature TempL is a threshold value for predicting whether or not at least one of rotating electrical machine 20 and inverter 30 will be overheated when control of the torque and rotation speed of rotating electrical machine 20 is continued. A method for setting the notification temperature TempL will be described in detail later.
  • step S13 If it is determined in step S13 that the motor temperature Tmgd exceeds the notification temperature TempL, the process proceeds to step S14 and an overheat prediction notification is transmitted to the EVCU 55.
  • the processing shown in FIG. 5 is, for example, repeatedly executed at a predetermined control cycle.
  • the control period of the EVCU 55 and the control period of the MGCU 36 may be the same period or may be different periods.
  • step S20 it is determined whether or not an overheat prediction notification has been received from the MGCU 36.
  • step S20 If it is determined in step S20 that the overheating prediction notification has been received, the process advances to step S21 to inform the driver that the running speed of the vehicle 10 will be reduced or that the torque of the rotary electric machine 20 will be reduced. Notice. This is to prevent the driver from feeling uncomfortable even if the process of step S22, which will be described later, is executed, by notifying the driver of this fact.
  • the driver may be notified by, for example, at least one of a display unit such as a navigation device, light, vibration, sound, and smell. Further, in step S21, the brake CU 63 may be instructed to turn on the brake lamp 62 . Accordingly, it is possible to inform other vehicles around the own vehicle 10 that the own vehicle 10 is about to decelerate, such as vehicles following the own vehicle 10 .
  • step S22 when it is determined that the current operating point is within the high speed region Rhr, the command torque Trq* to be transmitted to the MGCU 36 is decreased in order to shift the operating point from the high speed region Rhr to the continuous operating region Rcc.
  • the rotation speed of the rotor 22 is reduced under the control of the MGCU 36, and the traveling speed of the vehicle 10 is reduced. This protects the rotating electric machine 20 and the inverter 30 from overheating.
  • the command torque Trq* to be transmitted is gradually decreased toward 0 so that the deceleration of the vehicle 10 is equal to or less than a predetermined deceleration. This secures the time required to evacuate the vehicle 10 to a safe place and stop the vehicle.
  • the predetermined deceleration is set to a value (for example, 0.2 G) that can ensure the safety of the occupants of the vehicle 10 .
  • the reason why the rotational speed of the rotor 22 is reduced here is as follows. Since field-weakening control is performed in the high-speed region Rhr, the magnitude of the current vector supplied to the winding 21 to generate a predetermined torque becomes larger than when the field-weakening control is not performed. As a result, even if the command torque Trq* is reduced to, for example, 0 in the high-speed region Rhr, the effective value [Arms] of the phase current flowing through the winding 21 is always allowed by the rotary electric machine 20 (specifically, the winding 21). It may not be possible to reduce the current below the current.
  • the motor temperature Tmgd further rises and reaches the shutdown temperature Tshut (>THH), and the MGCU 36 performs shutdown control to turn off the upper and lower arm switches SWH and SWL of each phase.
  • the back electromotive voltage generated in the winding 21 is high, so power regeneration occurs, and the winding 21, the diode DH of the upper arm switch SWH, the capacitor 31, and the diode DL of the lower arm switch SWL are included.
  • a current flows in a closed circuit.
  • the temperatures of the rotating electrical machine 20 and the inverter 30 further increase, and the rotating electrical machine 20 and the inverter 30 may fail. Therefore, by lowering the command torque Trq*, the back electromotive voltage is lowered to prevent power regeneration. This prevents the rotating electric machine 20 and the inverter 30 from failing due to abnormal overheating.
  • step S22 If it is determined in step S22 that the current operating point is within the high speed region Rhr, in addition to or instead of the reduction processing of the command torque Trq*, braking force is applied to the wheels by the brake device 60.
  • the instruction may be sent to the brake CU63.
  • the mechanical braking device 60 there is no need to pass a current through the winding 21 for generating regenerative torque. Therefore, the rotation speed of the rotor 22 can be reduced while appropriately suppressing the temperature rise of the rotating electric machine 20 and the inverter 30 . Further, the process of applying the braking force to the wheels by the braking device 60 is also effective in the following cases, for example.
  • the rotation speed of the rotor 22 may not decrease even if the command torque Trq* is decreased.
  • the regenerative torque may be limited to prevent overcharging of the storage battery 40, or the regenerative torque may not be generated. In these cases, it is effective to apply the braking force to the wheels by the braking device 60 . It should be noted that whether or not there is a downward slope may be determined based on the detection value of the situation recognition device 73 .
  • step S22 if it is determined in step S22 that the current operating point is within the high torque regions Rhtm, Rhtg, a command to be sent to the MGCU 36 to shift the operating point from the high torque regions Rhtm, Rhtg to the continuous operating region Rcc Torque Trq* is gradually reduced. In this case, the torque of rotating electric machine 20 is reduced under the control of MGCU 36 . This protects the rotating electric machine 20 and the inverter 30 from overheating.
  • the notification temperature TempL secures the time necessary to decelerate and stop the vehicle 10 at a predetermined deceleration before the motor temperature Tmgd reaches the restriction start temperature TempH when the operating point is within the high speed region Rhr. It is set to a value that allows That is, as shown in FIG. 7, the higher the traveling speed Vs of the vehicle 10, the longer the time from when the process of step S22 is started until the vehicle 10 is stopped. Therefore, it is necessary to lengthen the time required for the motor temperature Tmgd to reach the restriction start temperature TempH after it exceeds the notification temperature TempL as the travel speed Vs increases. Therefore, the higher the running speed Vs, the lower the notification temperature TempL is set. As a result, as shown in FIG.
  • the required times t1 to t2 when the traveling speed is 40 km/h are longer than the required times t3 to t4 when the traveling speed is 20 km/h.
  • the notification temperature TempL may be set based on the running speed Vs assumed when the operating point is in the high speed region Rhr.
  • the time Tn from when the process of step S22 is started to when the vehicle 10 is stopped may be roughly calculated using the following equation (eq1), for example. .
  • Imax indicates the maximum possible value of the effective value of the phase current.
  • Tmax indicates the time from when the process of step S22 is started to when the vehicle 10 is stopped, where Imax is the effective value of the phase current and Vmax is the running speed of the vehicle 10 .
  • Ka indicates a coefficient.
  • the notification temperature TempL may be set based on the maximum effective value Iph of the phase current assumed when the operating point is in the high speed region Rhr.
  • the MGCU 36 transmits an overheat prediction notification to the EVCU 55.
  • the EVCU 55 gradually decreases the command torque Trq* in order to reduce the traveling speed of the vehicle 10 before the rotating electric machine 20 and the inverter 30 become overheated.
  • the operating point becomes the third operating point P3 within the continuous operating region Rcc. Therefore, the vehicle 10 can be evacuated while protecting the rotating electric machine 20 and the inverter 30 from overheating.
  • the EVCU 55 in order to stop the vehicle 10, gradually decreases the command torque Trq* to 0, and sets the operating point to the fourth operating point P4 at which the rotation speed Nm and the torque Trq are 0. .
  • ⁇ Modified Example of First Embodiment> - MGCU36 is good also considering the notification temperature TempL used by FIG.2 S13 as variable based on the drive state of the vehicle 10 instead of a fixed value.
  • the MGCU 36 calculates the notification temperature TempL lower as the effective value or amplitude of the phase current value flowing through the winding 21 increases or as the current running speed Vs of the vehicle 10 increases.
  • the effective value or amplitude of the phase current value may be calculated based on the detected value of the current sensor 32, for example, and the running speed Vs may be calculated based on the detected value of the rotation angle sensor 34, for example.
  • the notified temperature TempL may be calculated based on map information or mathematical expression information in which the notified temperature TempL, the effective value or amplitude of the phase current, and the traveling speed Vs are associated.
  • the setting of the notification temperature TempL includes the maximum value of the effective value or amplitude of the phase current in the period from the start of one trip of the vehicle 10 to the present, or the output of the rotating electrical machine 20 in the period from the start of one trip to the present
  • the rms value or amplitude of the phase current at the operating point where is maximum may be used.
  • the start of one trip means that the start switch is turned on by the driver.
  • the MGCU 36 may calculate the notification temperature TempL to be higher as the deceleration of the vehicle 10 increases when the vehicle 10 is decelerated by the process of step S22.
  • the MGCU 36 may use, for example, the maximum value of deceleration acquired during the period from the start of one trip to the present to calculate the notification temperature TempL.
  • the notification temperature TempL can be made as high as possible while reflecting the driver's tendency to operate the brake pedal when decelerating the vehicle 10 .
  • the notified temperature TempL may be, for example, an average value of decelerations acquired during the period from the start of one trip to the present.
  • the deceleration may be detected by the acceleration sensor 72 .
  • the notified temperature TempL may be calculated based on map information or mathematical expression information in which the notified temperature TempL and the deceleration are associated.
  • the MGCU 36 may transmit the overheating prediction notification taking into consideration the influence of the communication delay. For example, the time from when the process of step S22 is started until the vehicle 10 is stopped is used for calculating the notification temperature TempL, but this time may be shortened by the time corresponding to the communication delay.
  • the MGCU 36 may perform processing for correcting the notification temperature TempL used in step S13 of FIG. As shown in FIG. 10, the MGCU 36 may lower the notified temperature TempL as the distance between the own vehicle 10 and the following vehicle is shorter. As a result, the following vehicle can be prevented from colliding with the own vehicle 10, and the time required for the motor temperature Tmgd to reach the restriction start temperature TempH can be ensured. Note that the distance to the following vehicle may be detected by the situation recognition device 73 .
  • the MGCU 36 may lower the notification temperature TempL as the projected area of the own vehicle 10 increases.
  • the projected area is, for example, a value used to calculate the aerodynamic coefficient of the vehicle.
  • a vehicle that follows a vehicle with a large projected area (for example, a large truck) has less air resistance than a preceding vehicle that has a small projected area, resulting in a smaller deceleration. Therefore, by decreasing the notification temperature TempL as the projected area of the vehicle 10 increases, the following vehicle can be prevented from colliding with the vehicle 10, and the motor temperature Tmgd reaches the limit start temperature TempH. Secure your time.
  • the MGCU 36 may lower the notification temperature TempL as the friction coefficient ⁇ of the road surface on which the vehicle 10 travels is smaller. If the coefficient of friction ⁇ is small, the time required to stop the vehicle 10 will be long. Therefore, the smaller the coefficient of friction ⁇ , the lower the notification temperature TempL, thereby securing the time until the motor temperature Tmgd reaches the restriction start temperature TempH. For example, the MGCU 36 may determine the current weather based on the detection value of the situation recognition device 73, and if the determined weather is rainy or snowy, the notification temperature TempL may be lower than in the case of fine weather.
  • the MGCU 36 may lower the notification temperature TempL as the load capacity of the vehicle 10 increases.
  • the load When the load is large, it takes a long time to stop the vehicle 10 . Therefore, the larger the load, the lower the notification temperature TempL, thereby securing the time until the motor temperature Tmgd reaches the restriction start temperature TempH.
  • the MGCU 36 determines that the slope of the road surface on which the vehicle 10 is traveling is an upward slope based on the detection value of the situation recognition device 73, the higher the slope, the higher the notification temperature TempL. Further, when the MGCU 36 determines that the gradient of the road surface on which the vehicle 10 is traveling is downward, the greater the gradient, the lower the notification temperature TempL.
  • the notification temperature TempL is calculated from the allowable upper limit temperature (for example, 180° C.) of the detection target of the motor temperature sensor 35, the maximum value ⁇ C of the error ⁇ Tmg, and the temperature rise of the detection target assumed until the vehicle 10 stops. It may be set to a value minus the amount.
  • the maximum value ⁇ C used to calculate the notification temperature TempL may be increased as the effective value or amplitude of the phase current increases.
  • the rotating electrical machine is a coreless motor
  • copper loss is greater than iron loss in the rotating electrical machine. Therefore, for a system having a coreless motor, there is a great advantage in applying a configuration in which the maximum value ⁇ C is variable based on the phase current.
  • the MGCU 36 may lower the restriction start temperature TempH as the number of times of transition from the continuous operation area Rcc to the protection target area increases. This process is based on the fact that the cooling capacity of the windings 21 decreases as aging of the rotating electric machine 20 progresses.
  • the MGCU 36 may cancel the torque limitation started by the process of step S12, for example, when any one of the following conditions (A) to (D) is satisfied.
  • the release temperature may be a value obtained by subtracting the error ⁇ Tmg (for example, the maximum value ⁇ C) of the motor temperature sensor 35 from the notification temperature TempL.
  • the current determination value may be, for example, a value equal to or less than the constant allowable current of the rotary electric machine 20 .
  • (D) A condition that the traveling speed Vs or the rotational speed of the rotor 22 has become equal to or lower than the judgment speed.
  • the determination speed may be, for example, a value with which it can be determined that the rotation speed of the rotor 22 has fallen below the high speed side threshold value Nth.
  • step S21 in FIG. 5 is not essential.
  • the command torque Trq* may be decreased to a predetermined value higher than 0 instead of 0.
  • FIG. 13 The processing shown in FIG. 13 is, for example, repeatedly executed at a predetermined control cycle.
  • FIG. 13 the same reference numerals are given to the same processes as those shown in FIG. 2 for the sake of convenience.
  • step S11 If it is determined in step S11 that the motor temperature Tmgd has exceeded the notification temperature TempL, the process advances to step S15 to transmit a vehicle speed limit notification to the brake CU 63 without performing torque limit processing.
  • FIG. 14 The processing shown in FIG. 14 is, for example, repeatedly executed at a predetermined control cycle.
  • FIG. 14 the same reference numerals are assigned to the same processes as those shown in FIG. 5 for the sake of convenience.
  • step S21 after the process of step S21, the series of processes is temporarily terminated without performing the process of step S22.
  • the processing shown in FIG. 15 is, for example, repeatedly executed at a predetermined control cycle.
  • the control cycles of the brake CU 63, the EVCU 55, and the MGCU 36 may be the same cycle, or may be different cycles.
  • step S30 it is determined whether or not a vehicle speed limit notification has been received from the MGCU 36.
  • step S30 If it is determined in step S30 that the vehicle speed limit notification has been received, the process proceeds to step S31, and braking force is applied to the driving wheels 11 by the brake device 60. As a result, the operating point can be shifted from the high-speed region Rhr to the continuous operating region Rcc, and overheat protection of the rotating electric machine 20 and the inverter 30 can be performed.
  • the overheat protection control performed by the MGCU 36 will be described using FIG.
  • the processing shown in FIG. 16 is, for example, repeatedly executed at a predetermined control cycle.
  • step S40 as in step S10, the current rotational speed Nm and torque Trq are acquired, and it is determined whether or not the operating point determined from the current rotational speed Nm and torque Trq is within the protection target region.
  • step S40 If it is determined in step S40 that it is outside the protection target area, the process proceeds to step S41 to determine whether or not the motor temperature Tmgd exceeds the limit start temperature TempH. When it is determined in step S41 that the temperature exceeds the restriction start temperature TempH, the process proceeds to step S42, and torque restriction processing is performed in the same manner as in step S22.
  • step S40 determines whether or not the motor temperature Tmgd exceeds the notification temperature TempL. If it is determined in step S ⁇ b>43 that the temperature exceeds the notification temperature TempL, the process proceeds to step S ⁇ b>44 to transmit an overheat prediction notification to the EVCU 55 .
  • step S44 after the operating point is within the protection target area, the elapsed time after the process of step S44 is executed for the first time is counted.
  • step S45 it is determined whether or not the counted elapsed time has reached the determination time Cjde. If it is determined in step S45 that it has reached, the process proceeds to step S42. As a result, the torque limiting process is performed when the determination time Cjde has passed since the overheating prediction notification was transmitted.
  • the overheat protection control performed by the MGCU 36 will be described using FIG.
  • the processing shown in FIG. 17 is, for example, repeatedly executed at a predetermined control cycle.
  • step S50 similarly to step S10, it is determined whether or not the operating point is within the protection target area.
  • step S50 If it is determined in step S50 that it is outside the protection target area, the process proceeds to step S51 to determine whether or not the motor temperature Tmgd exceeds the limit start temperature TempH. If it is determined in step S51 that the temperature exceeds the restriction start temperature TempH, the process proceeds to step S52, and torque restriction processing is performed in the same manner as in step S22.
  • step S50 determines whether or not the effective value of the phase current calculated based on the detection value of the current sensor 32 exceeds the current threshold value Ith. judge.
  • the current threshold Ith is set, for example, to a value (eg, 70 Arms) that is equal to or less than the constant allowable current of the rotary electric machine 20 .
  • step S53 When it is determined in step S53 that the effective value of the phase current exceeds the current threshold value Ith, the process proceeds to step S54 to count up the counter CC by a first predetermined value (eg, 1). On the other hand, when it is determined in step S53 that the effective value of the phase current is equal to or less than the current threshold value Ith, the process proceeds to step S55 to count down the counter CC by the second predetermined value.
  • the second predetermined value is a value (for example, 0.5) smaller than the first predetermined value, and in this embodiment, it is half the first predetermined value.
  • step S56 it is determined whether or not the counter CC has reached the determination time Cth. If it is determined in step S ⁇ b>56 that the temperature has been reached, the process proceeds to step S ⁇ b>57 to transmit an overheat prediction notification to the EVCU 55 . After that, the process proceeds to step S51.
  • the counter CC when the operating point is within the protection target area, the counter CC changes as shown in FIG. 18, for example.
  • the counter CC is counted up during the period before time t1, and is counted down during the period from time t1 to t2. After time t2, the counter CC counts up again, and reaches the determination time Cth at time t3.
  • the MGCU 36 transmits an overheat prediction notification to the EVCU 55, and overheat protection of the rotating electric machine 20 and the inverter 30 can be performed in the same manner as in the first embodiment.
  • the MGCU 36 may transmit the information of the counter CC to the EVCU 55.
  • the EVCU 55 can grasp the remaining time until the counter CC reaches the determination time Cth, it is possible to prepare for subsequent processing, for example.
  • the overheat protection control executed by the MGCU 36 will be described.
  • the MGCU 36 basically performs the processing shown in FIG. However, the method of calculating the notification temperature TempL used in step S13 is changed.
  • the notification temperature TempL is a value lower than the restriction start temperature TempH used in torque restriction processing, and is set to notify the EVCU 55 that the cooling capacity of the water pump 51 and fan 53 will begin to be temporarily enhanced. .
  • the notification temperature TempL is, for example, the temperature rise characteristic of the detection target of the motor temperature sensor 35 when the rotating electric machine 20 and the inverter 30 continue to be driven, and the cooling power (for example, cooling water flow rate, temperature, flow velocity), the motor temperature Tmgd may be set from the viewpoint of not allowing the motor temperature Tmgd to reach the restriction start temperature TempH.
  • the cooling water temperature Thw detected by the cooling water temperature sensor 54 is high, the flow rate of the cooling water circulated through the circulation path 50 by the water pump 51 is small, or the air volume of the fan 53 is small.
  • the lower the notification temperature TempL should be set as the temperature increases.
  • the overheat protection control performed by the EVCU 55 will be described using FIG.
  • the processing shown in FIG. 19 is, for example, repeatedly executed at a predetermined control cycle.
  • step S60 it is determined whether or not an overheat prediction notification has been received from the MGCU 36.
  • step S60 If it is determined that it has been received in step S60, the process proceeds to step S62 to perform cooling enhancement processing. Specifically, the circulation flow rate of the cooling water by the water pump 51 and the air volume of the fan 53 are made larger than when the overheat prediction notification is not received. In this embodiment, the increase in flow rate and air volume continues for a predetermined period of time (for example, 10 seconds) and is canceled after the predetermined period of time has elapsed. As a result, overheat protection of the rotating electric machine 20 and the inverter 30 can be performed without limiting the torque of the rotating electric machine 20 as much as possible. As a result, it is possible to avoid limiting the driving force of the vehicle 10 as much as possible.
  • a predetermined period of time for example, 10 seconds
  • FIG. 20 shows changes in the motor temperature Tmgd when the enhanced cooling process is performed.
  • Tlim shown in FIG. 20 is a temperature higher than the shutdown temperature Tshut, and is a temperature at which the reliability of at least one of the rotating electric machine 20 and the inverter 30 cannot be guaranteed.
  • the MGCU 36 determines that the motor temperature Tmgd has exceeded the notification temperature TempL, and transmits an overheat prediction notification to the EVCU 55.
  • the EVCU 55 starts cooling enhancement processing.
  • the EVCU 55 ends the enhanced cooling process and cancels the increase in flow rate and air volume at time t2 when a predetermined period of time has passed since the enhanced cooling process started. Due to the cooling enhancement process, the rate of increase of motor temperature Tmgd is gradually reduced, and it is possible to prevent motor temperature Tmgd from reaching restriction start temperature TempH.
  • the EVCU 55 may end the cooling enhancement process when it determines that the motor temperature Tmgd has decreased to the enhancement cancellation temperature Temp0 ( ⁇ TempL) after the cooling enhancement process is started.
  • the notified temperature TempL may be calculated by the EVCU 55 instead of the MGCU 36 .
  • the process of step S13 of FIG. 2 may be provided instead of the process of step S60.
  • the temperature of the inverter 30 may be used, or the higher temperature of the motor temperature Tmgd and the temperature of the inverter 30 may be used.
  • the temperature of the inverter 30 may be detected, for example, by a sensor (for example, a temperature sensitive diode or a thermistor) that detects the temperatures of the upper and lower arm switches SWH and SWL that constitute the inverter 30 .
  • the EVCU 55 may transmit the command rotational speed Nm* to the MGCU 36.
  • the MGCU 36 may calculate the command torque Trq* as the manipulated variable for feedback-controlling the rotation speed of the rotor 22 to the received command rotation speed Nm*.
  • the EVCU 55 may reduce the command rotational speed Nm* to be transmitted to the MGCU 36 to a predetermined rotational speed in step S22 of FIG.
  • the predetermined rotation speed may be 0, or may be a value higher than 0.
  • the computing functions of the EVCU 55, the MGCU 36, and the brake CU 63 may be integrated into one CU.
  • the semiconductor switch that constitutes the inverter is not limited to an IGBT, and may be, for example, an N-channel MOSFET with a built-in body diode.
  • the high side terminal of the switch is the drain and the low side terminal is the source.
  • the mobile object on which the rotating electric machine is mounted is not limited to a vehicle, and may be, for example, an aircraft or a ship.
  • the rotating electric machine serves as a flight power source for the aircraft, and a propeller as a rotating member rotates as the rotor rotates.
  • the rotating electric machine serves as a power source for sailing the ship, and a screw as a rotating member rotates as the rotor is driven to rotate.
  • the controller and techniques described in this disclosure can be performed by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program; may be implemented.
  • the controls and techniques described in this disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits.
  • the control units and techniques described in this disclosure can be implemented by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may also be implemented by one or more dedicated computers configured.
  • the computer program may also be stored as computer-executable instructions on a computer-readable non-transitional tangible storage medium.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)
  • Control Of Ac Motors In General (AREA)

Abstract

Un dispositif de commande de corps mobile comprend : une unité de calcul de commande (55) qui calcule une valeur de commande pour une vitesse de rotation de commande (Nm*) ou un couple de commande (Trq*) d'une machine électrique rotative (20) ; et une unité de commande de machine électrique rotative (36) qui effectue une commande de commutation de commutateurs de bras supérieur et inférieur (SWH, SWL) sur la base de la valeur de commande calculée. Une première région (Rcc) et des deuxièmes régions (Rhr, Rhtm, Rhtg) adjacentes à la première région sont définies dans une région de fonctionnement pour un point de fonctionnement de la machine électrique rotative. La deuxième région comprend une région à grande vitesse (Rht) sur un côté à grande vitesse de la première région. S'il a été évalué que le point de fonctionnement actuel se trouve à l'intérieur de la région à grande vitesse, l'unité de commande de machine électrique rotative prédit si la machine électrique rotative et/ou un onduleur est dans un état surchauffé lorsque la commande de couple de la machine électrique rotative a été en marche. Lorsqu'il a été prédit que l'état surchauffé est atteint, l'unité de calcul de commande effectue un processus de protection qui empêche la machine électrique rotative et l'onduleur d'atteindre l'état surchauffé.
PCT/JP2022/022535 2021-06-24 2022-06-02 Dispositif et programme de commande de corps mobile WO2022270269A1 (fr)

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JP2021105122A JP2023003821A (ja) 2021-06-24 2021-06-24 移動体用制御装置、及びプログラム

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013187983A (ja) * 2012-03-07 2013-09-19 Hitachi Automotive Systems Ltd 回転電機制御装置
JP2017185981A (ja) * 2016-03-31 2017-10-12 本田技研工業株式会社 車両

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013187983A (ja) * 2012-03-07 2013-09-19 Hitachi Automotive Systems Ltd 回転電機制御装置
JP2017185981A (ja) * 2016-03-31 2017-10-12 本田技研工業株式会社 車両

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