WO2023276696A1 - Dispositif de commande de véhicule et programme - Google Patents

Dispositif de commande de véhicule et programme Download PDF

Info

Publication number
WO2023276696A1
WO2023276696A1 PCT/JP2022/024108 JP2022024108W WO2023276696A1 WO 2023276696 A1 WO2023276696 A1 WO 2023276696A1 JP 2022024108 W JP2022024108 W JP 2022024108W WO 2023276696 A1 WO2023276696 A1 WO 2023276696A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
torque
regenerative
control
inverter
Prior art date
Application number
PCT/JP2022/024108
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 CN202280046925.2A priority Critical patent/CN117597254A/zh
Publication of WO2023276696A1 publication Critical patent/WO2023276696A1/fr

Links

Images

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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • 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 vehicle control device and a program.
  • a vehicle includes a rotating electrical machine, an inverter electrically connected to a stator winding of the rotating electrical machine, drive wheels that rotate when power is transmitted from the rotor of the rotating electrical machine, and a mechanical brake device.
  • the control device applied to this vehicle controls the braking device in order to control the frictional braking torque applied to the wheels from the braking device, and the switching control of the inverter in order to control the regenerative torque generated by the regenerative power generation of the rotary electric machine. I do.
  • Patent Document 1 describes a control device that switches from braking using regenerative power generation of a rotating electric machine to braking using a brake device. More specifically, the control device maintains the relationship that the sum of the command value of the friction braking torque and the command value of the regenerative braking torque becomes the required braking torque, while gradually decreasing the command value of the regenerative braking torque. Gradually increase the command value of
  • a main object of the present disclosure is to provide a vehicle control device and a program that can apply braking torque to wheels while suppressing overheating of the inverter and the rotating electric machine.
  • a first disclosure is a rotating electric machine having a rotor and stator windings; an inverter electrically connected to the stator winding; a driving wheel that rotates when power is transmitted from the rotor; a mechanical brake,
  • a vehicle control device applied to a vehicle comprising a brake control unit that controls the brake device so as to control the frictional braking torque applied from the brake device to the wheels of the vehicle; an inverter control unit that performs switching control of the inverter in order to control regenerative torque generated by regenerative power generation of the rotating electric machine; a determination unit that acquires the temperature of at least one of the rotating electric machine and the inverter and determines whether the acquired temperature exceeds a determination temperature; When it is determined that the acquired temperature exceeds the determination temperature when the regenerative power generation is being performed, friction braking torque is applied to the wheel before the regenerative torque decreases to 0.
  • the braking device is controlled by the braking control section.
  • the regenerative torque of the rotating electric machine is reduced to 0.
  • current can be prevented from flowing through the stator windings and the inverter, and overheating of the rotating electric machine and the inverter can be suppressed.
  • the braking device is controlled to apply friction braking torque to the wheels before the regenerative torque decreases to 0. Therefore, braking torque can be applied to the wheels by at least one of braking using regenerative power generation and braking using the braking device. This makes it possible to apply braking torque to the wheels while preventing the inverter and the rotating electric machine from overheating.
  • the brake control unit controls the brake device to control the friction braking torque to the friction braking command torque
  • the inverter control unit performs the switching control to control the regenerative torque to the regenerative braking command torque, when it is determined that the obtained temperature exceeds the limit start temperature as the determination temperature when the regenerative power generation is being performed, increasing the friction braking command torque used in the brake control unit, and a processing unit that reduces the regenerative braking command torque used in the inverter control unit toward 0;
  • the inverter control unit performing low-pass filter processing on the regenerative braking command torque used for controlling the regenerative torque; When it is determined that the acquired temperature exceeds the limit start temperature when the regenerative power generation is being performed, the low-pass filter process is performed more than when it is determined that the acquired temperature is equal to or lower than the limit start temperature. increase the time constant of
  • the responsiveness of the friction braking torque applied to the wheels by the braking device is generally lower than the responsiveness of the regenerative braking torque applied to the drive wheels by regenerative power generation. For this reason, for example, while maintaining the relationship that the sum of the friction braking command torque and the regenerative braking command torque becomes a predetermined torque, the regenerative braking command torque is gradually decreased toward 0, and the friction braking command torque is reduced to the required braking torque. Even if it is gradually increased, the degree of shortage of the actual braking torque with respect to the predetermined torque may become large during the transitional period in which the distribution of the required braking torque is changed from the regenerative torque to the friction braking torque.
  • the regenerative braking command torque used to control the regenerative torque is subjected to low-pass filter processing, for example, in order to prevent sudden changes in the torque of the rotating electric machine.
  • the second disclosure uses the above-described low-pass filter processing to prevent the degree of shortage of the actual braking torque from increasing. Specifically, in the second disclosure, when it is determined that the acquired temperature exceeds the limit start temperature when regenerative power generation is being performed, when it is determined that the acquired temperature is equal to or lower than the limit start temperature Also, the time constant of the low-pass filtering process is increased. In this case, the time from when the regenerative braking command torque used in the inverter control unit starts to decrease until it reaches 0 is longer than when it is determined that the acquired temperature is equal to or lower than the restriction start temperature. Therefore, it is possible to prevent the degree of shortage of the actual braking torque from increasing during the transitional period in which the distribution of the required braking torque is changed from the regenerative torque to the friction braking torque.
  • the first disclosure can be embodied, for example, as in the third disclosure.
  • the inverter control unit performs the switching control to control the regenerative torque of the rotating electric machine to the regenerative braking command torque
  • the determination unit determines whether the acquired temperature exceeds a notification temperature as the determination temperature or a limit start temperature higher than the notification temperature, When it is determined that the acquired temperature exceeds the notification temperature in the case where the regenerative power generation is being performed, the brake control unit determines that the acquired temperature has exceeded the limit start temperature.
  • the regenerative braking command torque used to control the regenerative torque is reduced toward 0 or One of the processes for stopping the switching control of the inverter is performed.
  • the responsiveness of the friction braking torque applied to the wheels using the braking device is generally lower than the responsiveness of the regenerative braking torque applied to the drive wheels using regenerative power generation. For this reason, when at least one of the rotating electric machine and the inverter is overheated, when switching from braking using regenerative power generation to braking using a braking device, in order to prevent the degree of insufficient braking torque from increasing, It is desirable to apply friction braking torque to the wheels as early as possible.
  • the braking device when it is determined that the acquired temperature exceeds the notification temperature when regenerative power generation is being performed, even before it is determined that the acquired temperature exceeds the limit start temperature , the braking device is controlled to apply friction braking torque to the wheels. Therefore, when switching from braking using regenerative power generation to braking using a brake device, it is possible to prevent the inverter and the rotating electric machine from becoming overheated and prevent the degree of insufficient braking torque from increasing.
  • FIG. 1 is an overall configuration diagram of the system according to the first embodiment
  • FIG. 2 is a flowchart showing the procedure of braking control processing performed by the brake CU
  • FIG. 3 is a functional block diagram of torque control performed by the MGCU
  • FIG. 4 is a flowchart showing the procedure of overheat protection processing performed by the MGCU
  • FIG. 5 is a diagram showing the operating region of the operating point of the rotating electric machine
  • FIG. 6 is a diagram showing the relationship between the motor temperature and the limiting coefficient
  • FIG. 7 is a flowchart showing the procedure of overheat protection processing performed by the EVCU
  • FIG. 8 is a flowchart showing the procedure of overheat protection processing performed by the MGCU according to the second embodiment
  • FIG. 9 is a flowchart showing the procedure of overheat protection processing performed by the EVCU.
  • the vehicle 10 includes a rotating electric machine 20.
  • the rotary electric machine 20 is a three-phase synchronous machine, and includes star-connected stator windings 21 for each phase.
  • the stator 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 rotating electric machine 20 is a vehicle-mounted main machine, and the rotor 22 can transmit power to the driving wheels 11 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 rotating electric machine 20 may be, for example, an in-wheel motor provided integrally with the drive wheels of the vehicle 10, or an on-board motor provided in the vehicle body of the vehicle.
  • 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.
  • the first end of the stator winding 21 is connected to the emitter of the upper arm switch SWH and the collector of the lower arm switch SWL.
  • the second ends of the stator windings 21 of each phase are connected to each other at a neutral point.
  • the stator 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 "inverter control section").
  • 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 stator 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. 4 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 command torque Treq transmitted from an EVCU 50 (Electric Vehicle Control Unit), which will be described later. MGCU 36 performs switching control of switches SWH and SWL constituting inverter 30 in order to control the torque of rotating electric machine 20 based on received command torque Treq. In each phase, the upper arm switch SWH and the lower arm switch SWL are alternately turned on.
  • EVCU 50 Electric Vehicle Control Unit
  • the MGCU 36 performs power running drive control.
  • 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 AC power to the stator windings 21 .
  • 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 .
  • the rotating electric machine 20 functions as a generator and generates regenerative torque.
  • the vehicle 10 is equipped with an EVCU 50 (corresponding to a "upper control unit").
  • the EVCU 50 is mainly composed of a microcomputer 50a (corresponding to a "second computer"), and the microcomputer 50a has a CPU.
  • the functions provided by the microcomputer 50a 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 50a 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 50a executes a program stored in its own storage unit.
  • the program includes, for example, a program for processing shown in FIG. 7 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 CU 63 (corresponding to a "brake control unit").
  • 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 device 60 includes disc rotors provided on wheels including the driving wheels 11, brake pads pressed against the disc rotors, and brake calipers for pressing the brake pads against the disc rotors. Frictional braking torque is applied to the wheel by pressing the brake pad against the disk rotor.
  • the braking device 60 is, for example, a hydraulic or electric braking device.
  • the electric brake device 60 is also called an EMB (Electro Mechanical Brake).
  • the brake caliper of the hydraulic brake device 60 has a hydraulically driven piston.
  • the hydraulic pressure of the hydraulic mechanism forming the brake device 60 is increased, and the piston is displaced in the first direction.
  • the brake pads are pressed against the disc rotor.
  • the hydraulic pressure of the hydraulic mechanism is lowered, and the piston is displaced in the second direction opposite to the first direction. This separates the brake pads from the disc rotor.
  • the brake caliper of the electric brake device 60 includes a motor, a piston, and a mechanism (for example, a ball screw) that displaces the piston by rotating the rotating shaft of the motor.
  • a mechanism for example, a ball screw
  • the windings of the motor are energized, the rotating shaft of the motor rotates, and the piston is displaced in the first direction.
  • the brake pads are pressed against the disc rotor.
  • the brake pedal is released, energization of the windings of the motor is stopped and the piston is displaced in the second direction. This separates the brake pads from the disc rotor.
  • the brake CU 63 is mainly composed of a microcomputer 63a (corresponding to a "third computer"), and the microcomputer 63a has 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 MGCU 36, EVCU 50, and brake CU 63 can exchange information with each other through a predetermined communication format (eg, CAN).
  • 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 50 .
  • the EVCU 50 calculates a command rotational 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 50 calculates a command torque Treq as a manipulated variable for feedback-controlling the rotation speed of the rotor 22 to the calculated command rotation speed Nm*.
  • the EVCU 50 transmits the calculated command torque Treq to MGCU 36 .
  • the EVCU 50 is set based on the target running speed of the vehicle 10 set by the automatic driving CU included in the vehicle 10, for example, when the automatic driving mode is executed.
  • the command rotation speed Nm* may be calculated.
  • the braking control executed by the brake CU 63 will be described using FIG. This process is, for example, repeatedly executed at a predetermined control cycle.
  • step S10 the required braking torque Fbrk to be applied to the wheels is calculated based on the brake stroke detected by the brake sensor 61.
  • step S11 the regenerative braking torque Fgmax is received from the EVCU 50.
  • 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.
  • a regenerative braking command torque Fgb and a friction braking command torque Ffb are calculated based on the received regenerative braking torque Fgmax and the calculated required braking torque Fbrk.
  • the regenerative braking command torque Fgb is set to the same value as the regenerative possible braking torque Fgmax.
  • the friction braking command torque Ffb is calculated by subtracting the regenerative braking command torque Fgb from the required braking torque Fbrk.
  • step S13 the calculated regenerative braking command torque Fgb is transmitted to the EVCU 50.
  • EVCU 50 transmits received regenerative braking command torque Fgb to MGCU 36 as command torque Treq.
  • step S14 the calculated frictional braking command torque Ffb is transmitted to the brake device 60.
  • the friction braking torque applied to the wheels by the brake device 60 is controlled to the friction braking command torque Ffb.
  • the command torque Treq transmitted from the EVCU 50 is input to the first filter section 80 and the second filter section 81 .
  • the first filter section 80 and the second filter section 81 perform low-pass filter processing on the input command torque Treq.
  • Low-pass filtering is, for example, low-pass filtering of first-order lag elements.
  • the first filter unit 80 is provided, for example, to prevent a sudden change in the actual torque of the rotary electric machine 20 even when the command torque Treq changes suddenly.
  • the time constant ⁇ 1 of the low-pass filtering process in the first filter section 80 is smaller than the time constant ⁇ 2 of the low-pass filtering process in the second filter section 81 .
  • the switching unit 82 selects and outputs either the command torque Treq low-pass filtered by the first filter unit 80 or the command torque Treq low-pass filtered by the second filter unit 81 .
  • the command current setting unit 83 acquires the required torque Trq*, which is the command torque Treq output from the switching unit 82 .
  • a command current setting unit 83 sets d- and q-axis command currents Id* and Iq* based on the required torque Trq*.
  • the d- and q-axis command currents Id* and Iq* may be calculated by, for example, minimum current maximum torque control (MTPA).
  • a two-phase converter 84 converts the U-, V-, and W-phase currents in the three-phase fixed coordinate system to two-phase rotating coordinates based on the detected value of the current sensor 32 and the electrical angle ⁇ e detected by the rotation angle sensor 34.
  • d-axis current Idr and q-axis current Iqr in the system (dq coordinate system).
  • the d-axis deviation calculator 85 calculates the d-axis current deviation ⁇ Id by subtracting the d-axis current Idr from the d-axis command current Id*.
  • a q-axis deviation calculator 86 calculates a q-axis current deviation ⁇ Iq by subtracting the q-axis current Iqr from the q-axis command current Iq*.
  • the d-axis command voltage calculator 87 calculates a d-axis command voltage Vd* as a manipulated variable for feedback-controlling the d-axis current Idr to the d-axis command current Id* based on the d-axis current deviation ⁇ Id.
  • a q-axis command voltage calculator 88 calculates a q-axis command voltage Vq* as a manipulated variable for feedback-controlling the q-axis current Iqr to the q-axis command current Iq* based on the q-axis current deviation ⁇ Iq.
  • the feedback control used in the d-axis command voltage calculator 87 and the q-axis command voltage calculator 88 may be proportional integral control, for example.
  • a three-phase converter 89 converts the d- and q-axis command voltages Vd* and Vq* in the two-phase rotating coordinate system to the three-phase fixed coordinate system based on the d- and q-axis command voltages Vd* and Vq* and the electrical angle ⁇ e.
  • the signal generator 90 drives the U-phase upper and lower arm switches SWH and SWL based on the U-, V- and W-phase command voltages VU*, VV* and VW* and the power supply voltage Vdc detected by the voltage sensor 33.
  • Signals GUH and GUL, drive signals GVH and GVL for V-phase upper and lower arm switches SWH and SWL, and drive signals GWH and GWL for W-phase upper and lower arm switches SWH and SWL are generated.
  • the signal generator 90 calculates the U-phase normalized command voltage VUS by dividing the U-phase command voltage VU* by 1/2 of the power supply voltage Vdc.
  • the signal generation unit 90 generates drive signals GUH and GUL for the U-phase upper and lower arm switches SWH and SWL by PWM control based on a magnitude comparison between the U-phase normalized command voltage VUS and the carrier signal Sc.
  • the carrier signal Sc is, for example, a triangular wave signal with equal rising and falling speeds.
  • the signal generator 90 outputs the generated U-phase drive signals GUH and GUL to the gates of the U-phase switches SWH and SWL, and outputs the generated V-phase drive signals GVH and GVL to the V-phase drive signals GVH and GVL.
  • the generated W-phase drive signals GWH and GWL are output to the gates of the W-phase switches SWH and SWL. Note that the control period of the MGCU 36 is sufficiently shorter than the period of the carrier signal Sc.
  • the processing shown in FIG. 4 is, for example, repeatedly executed at a predetermined control cycle.
  • the control cycles of the MGCU 36, the brake CU 63 and the EVCU 50 may be the same cycle or may be different cycles.
  • step S20 the current torque Trq and rotation speed Nm of the rotary electric machine 20 are acquired, and it is determined whether or not the operating point determined from the current rotation speed Nm and torque Trq is within the protection target area.
  • Power running drive control is performed when the torque Trq is a positive value.
  • the torque Trq is a negative value, regenerative drive control is performed.
  • the current torque Trq may be, for example, torque calculated based on the values detected by the current sensor 32 and the rotation angle sensor 34, or may be the required torque Trq* output from the switching unit 82. good.
  • 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. 5, 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 operation region Rcc and on the high speed side with respect to the continuous operation region Rcc.
  • the high-speed region Rhr is a region in which field-weakening control is performed to apply a field-weakening current to the stator 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 S21 the motor temperature Tmgd detected by the motor temperature sensor 35 exceeds the limit start temperature TempH. Determine whether or not it exceeds 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.
  • the process of step S21 corresponds to the "determination unit”.
  • step S21 When it is determined in step S21 that the motor temperature Tmgd is equal to or lower than the restriction start temperature TempH, the process proceeds to step S22, where the command torque Treq subjected to low-pass filtering by the first filter unit 80 is converted from the switching unit 82 to the command current. It is made to be output to the setting section 83 .
  • step S21 if it is determined in step S21 that the motor temperature Tmgd exceeds the restriction start temperature TempH, the process proceeds to step S23, and the torque of the rotary electric machine 20 becomes smaller than the required torque Trq* output from the switching unit 82.
  • Switching control of the upper and lower arm switches SWH and SWL is performed so that In the torque limiting process of step S23, for example, as shown in FIG. 6, the required torque Trq* is multiplied by a limiting coefficient Klim, and the multiplied value is used to control the torque of the rotary electric machine 20 by the upper and lower arm switches SWH and SWL. switching control can be performed.
  • 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 S23 the EVCU 50 is notified that the torque limiting process is being performed. Note that when it is determined that the motor temperature Tmgd has become equal to or lower than the restriction start temperature TempH, notification of torque restriction processing to the EVCU 50 is stopped.
  • step S24 it is determined whether both the first condition that the overheat prediction notification in step S26 described later has been transmitted to the EVCU 50 and the second condition that regenerative drive control is being performed are satisfied. If it is determined in step S24 that at least one of the first and second conditions is not satisfied, the process proceeds to step S22.
  • Step S20 If it is determined in step S20 that the current operating point is within the protection target area, the process proceeds to step S25 to determine whether the motor temperature Tmgd exceeds the notification temperature TempL ( ⁇ TempH).
  • Notification temperature TempL is a threshold for predicting whether or not at least one of rotating electrical machine 20 and inverter 30 will be overheated when torque control of rotating electrical machine 20 is continued.
  • the notification temperature TempL is, for example, the time required 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. should be set to a value that ensures
  • step S25 If it is determined in step S25 that the motor temperature Tmgd exceeds the notification temperature TempL, the process proceeds to step S26 to transmit an overheat prediction notification to the EVCU 50.
  • step S26 After the process of step S26 is completed, if the determination in step S21 is affirmative, the process proceeds to step S24 via step S23. When it is determined in step S24 that the first and second conditions are satisfied, the process proceeds to step S27, where the command torque Treq subjected to low-pass filtering by the second filter section 81 is converted from the switching section 82 to the command current It is made to be output to the setting section 83 .
  • step S25 If it is determined in step S25 that the motor temperature Tmgd is equal to or lower than the notification temperature TempL, the process advances to step S28 to determine whether or not the first condition that the overheat prediction notification has been transmitted to the EVCU 50 is satisfied. If it is determined in step S28 that the first condition is not satisfied, the process proceeds to step S22.
  • step S28 determines whether the motor temperature Tmgd has decreased to the release temperature Temp0 ( ⁇ TempL).
  • step S29 determines whether the motor temperature Tmgd has decreased to the release temperature Temp0 ( ⁇ TempL).
  • step S30 to transmit a release signal of the overheat prediction notification to the EVCU 50 .
  • the first condition that the overheat prediction notification in step S24 has been transmitted to the EVCU 50 is no longer satisfied, and the affirmative determination is no longer made in step S28.
  • the processing shown in FIG. 7 is, for example, repeatedly executed at a predetermined control cycle.
  • step S33 it is determined whether or not an overheat prediction notification has been received from the MGCU 36. If the MGCU 36 has not yet transmitted the overheating prediction notification, or if the MGCU 36 has transmitted the overheating prediction notification cancellation signal, a negative determination is made in step S33.
  • step S33 If an affirmative determination is made in step S33, the process proceeds to step S34 and notifies the driver that the traveling speed of the vehicle 10 will be reduced or that the torque of the rotary electric machine 20 will be reduced. This is to prevent the driver from feeling uncomfortable even if the process of step S35, 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 S34, 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 S35 when it is determined that the current operating point is within the high speed region Rhr, the command torque Treq 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 Treq 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 process of step S35 corresponds to the "rotation reduction section".
  • 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 stator windings 21 to generate a predetermined torque is larger than when the field-weakening control is not performed. As a result, even if the command torque Treq is reduced to, for example, 0 in the high-speed region Rhr, the effective value [Arms] of the phase current flowing through the stator winding 21 is always It may not be possible to reduce the current below the allowable 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 stator winding 21 is high, so power regeneration occurs, and the stator winding 21, the diode DH of the upper arm switch SWH, the capacitor 31, and the diode DL of the lower arm switch SWL.
  • a current flows in a closed circuit containing
  • 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 Treq, 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 S35 If it is determined in step S35 that the current operating point is within the high speed region Rhr, in addition to the command torque Treq decreasing process, the brake CU 63 may be instructed to apply friction braking torque to the wheels by the braking device 60. good.
  • the mechanical braking device 60 it is not necessary to apply current to the stator windings 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 friction braking torque to the wheels by the braking device 60 is also effective in the following cases, for example.
  • the rotation speed of the rotor 22 does not decrease even if the command torque Treq 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 friction braking torque to the wheels by the braking device 60 .
  • step S35 If it is determined in step S35 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 Treq may be 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.
  • step S36 it is determined whether or not both the third condition that a notification of torque limiting processing has been received from the MGCU 36 and the second condition that regenerative drive control is being performed are satisfied. If it is determined in step S36 that the second and third conditions are met, the process proceeds to step S37.
  • the process of step S37 corresponds to a "processing unit" and is a process for suppressing overheating of the rotating electric machine 20 and the inverter 30 due to the execution of the regenerative drive control.
  • step S37 an instruction is sent to the brake CU63 to stepwise increase the frictional braking command torque Ffb used by the brake CU63 from the current value toward the total braking torque Fsum. For example, if no friction braking torque is applied to the wheels at this time, the friction braking command torque Ffb is increased stepwise from 0 toward the total braking torque Fsum.
  • step S37 along with the instruction to the brake CU 63, the regenerative braking command torque Fgb to be transmitted to the MGCU 36 is decreased stepwise from the current value toward zero.
  • step S37 The situation in which the processing of step S37 is performed is that the demanded torque Trq* used in the command current setting unit 83 shown in FIG. This is the situation where torque Treq is used.
  • the time from when the required torque Trq* used in the MGCU 36 starts to decrease by the process of step S37 until it becomes 0 is when the required torque Trq* used in the command current setting unit 83 has a relatively small time constant. It is longer than the command torque Treq subjected to the low-pass filter processing of the first filter unit 80 . Therefore, even if the responsiveness of the friction braking torque applied to the wheels using the brake device 60 is lower than the responsiveness of the regenerative braking torque applied to the drive wheels 11, the regenerative torque is reduced to the friction braking torque. It is possible to prevent the degree of shortage of the actual braking torque with respect to the total braking torque Fsum from increasing during the transitional period in which the distribution of the total braking torque Fsum is changed to .
  • time constant ⁇ 2 of the low-pass filter processing of the second filter section 81 and the time constant of the friction braking torque of the brake device 60 when the friction braking command torque Ffb is changed stepwise are set to the same value. Just do it.
  • a time constant ⁇ 2 of the low-pass filter processing of the second filter section 81 may be set.
  • the first time T1 is the time from when the brake pedal is started to be depressed and the hydraulic pressure of the brake device 60 starts to rise until the brake pad comes into contact with the disc rotor.
  • the first time T1 is the time from when the brake pedal is started to be depressed and the windings of the motor start to be energized until the brake pads come into contact with the disc rotor.
  • the second time T2 is from when the regenerative braking command torque Fgb to be transmitted to the MGCU 36 is reduced stepwise from the current value toward 0 until the current flowing through the stator winding 21 becomes 0, or when the command current is set. This is the time until the required torque Trq* input to the unit 83 becomes zero.
  • the time ratio RT is, for example, "0.5 ⁇ RT ⁇ 1.5", preferably “0.7 ⁇ RT ⁇ 1.3", more preferably “0.8 ⁇ RT ⁇ 1.2”. ], the time constant ⁇ 2 may be set.
  • the sum of the actual regenerative torque and the friction braking torque is, for example, "0.9 ⁇ Fsum to 1.1 ⁇ Fsum”. or the range of "0.95 ⁇ Fsum to 1.05 ⁇ Fsum”.
  • the switching unit 82 selects the subject to perform low-pass filtering on the command torque Treq from the second filter unit 81. Switch to the first filter unit 80 . This reduces the time constant of the low-pass filter processing applied to the command torque Treq.
  • the MGCU 36 when the MGCU 36 makes an affirmative determination in steps S28 and S29, it transmits an overheat prediction notification cancellation signal to the EVCU 50 in step S30. In this case, the EVCU 50 stops executing the process of step S35 in FIG. As a result, the travel restriction of the vehicle 10 can be released.
  • the MGCU 36 sets the degree of limitation of the required torque Trq* in step S23 of FIG. You can make it higher.
  • the allowable upper limit temperature is a temperature higher than the shutdown temperature Tshut, and is the upper limit of the temperature at which the reliability of the rotating electric machine 20 and the inverter 30 can be maintained.
  • the command torque Treq may be decreased to a predetermined value higher than 0 instead of 0.
  • the process shown in FIG. 8 is, for example, repeatedly executed at a predetermined control cycle.
  • step S40 as in step S20 of FIG. 4, the current torque Trq and rotation speed Nm of the rotary electric machine 20 are obtained, and whether or not the operating point determined from the current rotation speed Nm and torque Trq is within the protection target region. determine whether
  • step S40 If it is determined in step S40 that the current operating point is outside the protection target area, the process proceeds to step S41 to determine whether the motor temperature Tmgd exceeds the limit start temperature TempH.
  • step S41 When it is determined in step S41 that the motor temperature Tmgd exceeds the limit start temperature TempH, the process proceeds to step S42, and the same processing as in step S23 is performed.
  • step S40 If it is determined in step S40 that the current operating point is within the protection target area, the process proceeds to step S43 to determine whether the motor temperature Tmgd exceeds the notification temperature TempL ( ⁇ TempH). In this embodiment, the process of step S43 corresponds to the "determination unit".
  • step S43 When it is determined in step S43 that the motor temperature Tmgd exceeds the notification temperature TempL, the process proceeds to step S44 and an overheat prediction notification is transmitted to the EVCU 50. After that, the process proceeds to step S41.
  • step S43 If it is determined in step S43 that the motor temperature Tmgd is equal to or lower than the notification temperature TempL, the process advances to step S45 to determine whether or not the first condition that the overheat prediction notification has been transmitted to the EVCU 50 is satisfied. If it is determined in step S45 that the first condition is satisfied, the process proceeds to step S46 to determine whether or not the motor temperature Tmgd has decreased to the release temperature Temp0 ( ⁇ TempL). If it is determined that the motor temperature Tmgd has decreased to the release temperature Temp0, the process advances to step S47 to transmit a release signal of the overheating prediction notification to the EVCU 50 .
  • the processing shown in FIG. 9 is, for example, repeatedly executed at a predetermined control cycle.
  • step S50 similarly to step S33, it is determined whether or not an overheat prediction notification has been received from the MGCU 36. If the MGCU 36 has not yet transmitted the overheating prediction notification, or if the MGCU 36 has transmitted the overheating prediction notification release signal, a negative determination is made in step S50.
  • step S50 If the determination in step S50 is affirmative, the process proceeds to step S51, and the same processing as in step S34 is performed. In subsequent step S52, the same process as in step S35 is performed. The process of step S52 corresponds to the "rotation reduction section".
  • step S53 after the operating point is within the protection target area, the elapsed time after the affirmative determination is first made in step S50 is counted. Then, it is determined whether or not the counted elapsed time has reached the determination time Cjde.
  • step S53 If it is determined in step S53 that the wheel has been reached, the process proceeds to step S54, and an instruction to apply friction braking torque to the wheels by the brake device 60 is transmitted to the brake CU63. If the braking device 60 does not apply the friction braking torque to the wheels in step S52, the braking device 60 applies the friction braking torque to the wheels when the determination time Cjde has elapsed since the overheat prediction notification was received. be.
  • the determination time Cjde may be set to a value that allows the process of step S54 to be executed before the motor temperature Tmgd rises and reaches the restriction start temperature TempH.
  • step S55 it is determined whether or not a notification of torque limiting processing has been received from the MGCU 36. If the determination in step S55 is affirmative, the process proceeds to step S56, and the regenerative braking command torque Fgb to be transmitted to the MGCU 36 is gradually decreased from the current value toward zero.
  • the sum of the friction braking command torque Ffb used by the brake CU 63 and the regenerative braking command torque Fgb used by the MGCU 36 at the start timing of the process of step S56 will be referred to as total braking torque Fsum.
  • the sum of the actual regenerative torque and the friction braking torque is, for example, in the range of "0.9 x Fsum to 1.1 x Fsum", or in the range of "0.95 x Fsum to 1.05 x Fsum"
  • Friction braking command torque Ffb may be gradually increased as regenerative braking command torque Fgb is gradually decreased.
  • the brake device 60 is controlled to apply friction braking torque to the wheels. Therefore, when switching from braking using regenerative power generation to braking using the brake device 60, the overheating of the inverter 30 and the rotating electric machine 20 is suppressed, and an increase in the degree of insufficient braking torque is prevented. can.
  • step S56 in FIG. 9 may be changed to a process of turning off the upper and lower arm switches SWH and SWL of all phases that constitute the inverter 30 .
  • 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 50 may transmit the command rotational speed Nm* to the MGCU 36.
  • the MGCU 36 may calculate the command torque Treq as the manipulated variable for feedback-controlling the rotation speed of the rotor 22 to the received command rotation speed Nm*.
  • the EVCU 50 may reduce the command rotational speed Nm* to be transmitted to the MGCU 36 to a predetermined rotational speed in step S32 of FIG. 7 or step S52 of FIG.
  • the predetermined rotation speed may be 0, or may be a value higher than 0.
  • the computing functions of the EVCU 50, 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 rotating electric machine is not limited to a star-connected one, and may be, for example, a delta-connected one.
  • 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 recording medium.

Abstract

L'invention concerne un dispositif de commande de véhicule comprenant : une unité de commande de frein (63) permettant de commander un dispositif de frein (60) de sorte à commander le couple de freinage par frottement transmis par le dispositif de frein à une roue d'un véhicule (10) ; une unité de commande d'onduleur (36) permettant d'effectuer une commande de commutation d'un onduleur (30) de sorte à commander le couple régénératif généré au moyen d'une génération régénérative d'électricité par une machine électrique tournante (20) ; et une unité de détermination permettant d'acquérir une température de la machine électrique tournante et/ou de l'onduleur et de déterminer si la température acquise dépasse une température de détermination. S'il est déterminé que la température acquise a dépassé la température de détermination lorsque la génération régénérative d'électricité est en cours de réalisation, le dispositif de commande de véhicule commande le dispositif de frein au moyen de l'unité de commande de frein pour transmettre un couple de freinage par frottement à la roue avant que le couple régénératif ne chute à zéro.
PCT/JP2022/024108 2021-07-02 2022-06-16 Dispositif de commande de véhicule et programme WO2023276696A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202280046925.2A CN117597254A (zh) 2021-07-02 2022-06-16 车辆用控制装置和程序

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021110699A JP2023007694A (ja) 2021-07-02 2021-07-02 車両用制御装置、及びプログラム
JP2021-110699 2021-07-02

Publications (1)

Publication Number Publication Date
WO2023276696A1 true WO2023276696A1 (fr) 2023-01-05

Family

ID=84692278

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2022/024108 WO2023276696A1 (fr) 2021-07-02 2022-06-16 Dispositif de commande de véhicule et programme

Country Status (3)

Country Link
JP (1) JP2023007694A (fr)
CN (1) CN117597254A (fr)
WO (1) WO2023276696A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009018709A (ja) * 2007-07-12 2009-01-29 Toyota Motor Corp 車両およびその制御方法
JP2012060871A (ja) * 2010-09-03 2012-03-22 Hyundai Motor Co Ltd 電気自動車の制動制御方法

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009018709A (ja) * 2007-07-12 2009-01-29 Toyota Motor Corp 車両およびその制御方法
JP2012060871A (ja) * 2010-09-03 2012-03-22 Hyundai Motor Co Ltd 電気自動車の制動制御方法

Also Published As

Publication number Publication date
CN117597254A (zh) 2024-02-23
JP2023007694A (ja) 2023-01-19

Similar Documents

Publication Publication Date Title
JP5669833B2 (ja) 電動車両の制御装置及び制御方法
JP4380700B2 (ja) 電動車両
JP4751854B2 (ja) 車両の制御装置、制御方法、その方法を実現するプログラムおよびそのプログラムを記録した記録媒体
JP4946100B2 (ja) モータ駆動制御装置およびそれを搭載する電動車両ならびにモータ駆動制御方法
EP2533417B1 (fr) Appareil de commande d'une machine électrique tournante et procédé de commande d'une machine électrique tournante
JP2007143303A (ja) 電動車両の制御装置
JP2012100435A (ja) 回転電機制御装置
JP5358622B2 (ja) 回転電機制御装置
JP4765939B2 (ja) 電動車両
JP4848976B2 (ja) 電動機の制御装置
JP7459752B2 (ja) 回生制御方法及び回生制御装置
JP2010178444A (ja) 回転電機制御システム
JP2009240087A (ja) 回転電機の制御装置
WO2023276696A1 (fr) Dispositif de commande de véhicule et programme
JP6137045B2 (ja) 車両の駆動電動機制御装置
WO2023276615A1 (fr) Dispositif de commande de véhicule et programme
WO2022270268A1 (fr) Dispositif de commande pour système et programme
JP6084600B2 (ja) 車両用制動装置
JP6973641B2 (ja) インバータ制御方法及びインバータ制御システム
WO2022270269A1 (fr) Dispositif et programme de commande de corps mobile
WO2023002809A1 (fr) Dispositif de commande et programme
WO2023002810A1 (fr) Dispositif pour véhicule
JP2010161929A (ja) 回転電機の制御システム及び制御装置
JP2002271908A (ja) シリーズハイブリッド電気自動車
JP2022182013A (ja) 車両用制御装置、及びプログラム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 22832847

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE