WO2024084891A1 - 制御装置及びプログラム - Google Patents

制御装置及びプログラム Download PDF

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Publication number
WO2024084891A1
WO2024084891A1 PCT/JP2023/034430 JP2023034430W WO2024084891A1 WO 2024084891 A1 WO2024084891 A1 WO 2024084891A1 JP 2023034430 W JP2023034430 W JP 2023034430W WO 2024084891 A1 WO2024084891 A1 WO 2024084891A1
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WO
WIPO (PCT)
Prior art keywords
charging
drive control
control
regenerative drive
storage battery
Prior art date
Application number
PCT/JP2023/034430
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English (en)
French (fr)
Japanese (ja)
Inventor
晴美 堀畑
貞洋 赤間
Original Assignee
株式会社デンソー
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Application filed by 株式会社デンソー filed Critical 株式会社デンソー
Priority to JP2024551365A priority Critical patent/JPWO2024084891A1/ja
Publication of WO2024084891A1 publication Critical patent/WO2024084891A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • 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
    • H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
    • H02P21/22—Current control, e.g. using a current control loop
    • 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

Definitions

  • This disclosure relates to a control device and a program.
  • Patent Document 1 describes a control device that performs regenerative drive control on the condition that the SOC of the storage battery is less than 97%.
  • Regenerative drive control may be restricted due to the storage battery being fully charged.
  • This disclosure has been made in consideration of the above circumstances, and its main purpose is to provide a control device and program that can prevent restrictions on the implementation of regenerative drive control.
  • the present disclosure relates to a rotating electric machine having a winding, an inverter having upper and lower arm switches electrically connected to the winding; a storage battery electrically connected to the inverter, the control device determining a charge limit value at which the storage battery is in a fully charged state, and performing regenerative drive control to cause the rotating electric machine to function as a generator under a condition that a charge parameter indicating a charge state of the storage battery is lower than the charge limit value, a charge determination unit that determines whether the charging parameter is equal to or greater than a charge determination value that is lower than the charge limit value and whether the regenerative drive control is to be performed; and a control unit that, when the charging parameter is equal to or greater than the charging determination value and it is determined that the regenerative drive control is to be performed, performs control to suppress charging of the storage battery by the regenerative drive control.
  • regenerative drive control is implemented to make the rotating electric machine function as a generator. In this case, there is a concern that the charging parameter of the storage battery will reach the charging limit value, restricting the implementation of regenerative drive control.
  • the present disclosure it is determined whether the charging parameters of the storage battery are equal to or greater than a charging judgment value that is lower than the charging limit value and whether regenerative drive control is to be implemented. If it is determined that the charging parameters of the storage battery are equal to or greater than the charging judgment value and regenerative drive control is to be implemented, control is performed to suppress charging of the storage battery by regenerative drive control. This suppresses an increase in the charging parameters of the storage battery and prevents the charging parameters of the storage battery from reaching the charging limit value. Therefore, it is possible to suppress restrictions on the implementation of regenerative drive control.
  • FIG. 1 is an overall configuration diagram of a vehicle
  • FIG. 2 is a functional block diagram of the control performed by the MGCU
  • FIG. 3 is a diagram showing a method for setting a charging determination value
  • FIG. 4 is a diagram illustrating an example of charge suppression control.
  • FIG. 5 is a flowchart showing a procedure of a process performed by a determination unit
  • FIG. 6 is a diagram showing an in-wheel motor structure
  • FIG. 7 is a diagram illustrating an example of charge suppression control according to another embodiment
  • FIG. 8 is a diagram illustrating an example of charge suppression control according to another embodiment
  • FIG. 9 is a diagram showing a rotating electric machine and its peripheral structure according to another embodiment.
  • control device is mounted on an electric vehicle, a hybrid vehicle, or other electrically-driven vehicle, and constitutes an in-vehicle system.
  • the vehicle 10 is equipped with a rotating electric machine 20.
  • the rotating electric machine 20 is a three-phase synchronous machine, and is equipped with windings 21 of each phase that are star-connected as stator windings.
  • the windings 21 of each phase are arranged with an electrical angle of 120°.
  • the rotating electric machine 20 of this embodiment is a permanent magnet synchronous machine equipped with a permanent magnet in the rotor 22.
  • the rotating electric machine 20 is an in-vehicle main engine, and its rotor 22 is capable of transmitting power to the drive wheels 11 of the vehicle 10.
  • the torque generated by the rotating electric machine 20 functioning as an electric motor is transmitted from the rotor 22 to the drive wheels 11. This causes the drive wheels 11 to rotate.
  • the vehicle 10 includes an inverter 30, a capacitor 31, and a storage battery 40.
  • the inverter 30 includes three phases of a series connection of an upper arm switch SWH and a lower arm switch SWL.
  • each switch SWH, SWL is a voltage-controlled semiconductor switching element, specifically an IGBT. Therefore, the high potential terminal of each switch SWH, SWL is the collector, and the low potential terminal is the emitter.
  • Freewheel diodes DH, DL are connected in inverse parallel to each switch SWH, SWL.
  • the 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.
  • the second ends of the windings 21 of each phase are connected to each other at the neutral point.
  • the collector of the upper arm switch SWH of each phase and the positive terminal of the storage battery 40 are connected by a positive side bus 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 side bus Ln.
  • the positive side bus Lp and the negative side bus Ln are connected by a capacitor 31.
  • the capacitor 31 may be built into the inverter 30 or may be provided outside the inverter 30.
  • the storage battery 40 is, for example, a battery pack configured as a series connection of multiple battery cells, and the terminal voltage of the storage battery 40 is, for example, several hundred volts.
  • the battery cells are, for example, secondary batteries such as lithium ion batteries or nickel-metal hydride batteries.
  • the vehicle 10 is equipped with a friction brake device 12 and on-board electrical equipment 13.
  • the friction brake device 12 generates friction braking torque on the wheels, including the drive wheels 11.
  • the friction brake device 12 is a disc-type friction braking device.
  • the friction brake device 12 includes a master cylinder that operates according to the amount of depression of the brake pedal, a disk-shaped brake disc, and brake pads that come into contact with the brake disc to generate a braking force.
  • the positive terminal of the on-board electrical equipment 13 is connected to the positive bus Lp, and the negative terminal of the on-board electrical equipment 13 is connected to the negative bus Ln.
  • the on-board electrical equipment 13 is connected in parallel to the storage battery 40.
  • the on-board electrical equipment 13 is, for example, an electric compressor, a step-down converter, and other auxiliary equipment.
  • the electric compressor constitutes the passenger compartment air conditioning system, and is driven by power supplied from the storage battery 40 to circulate the refrigerant in the on-board refrigeration cycle.
  • the step-down converter is driven to step down the output voltage of the storage battery 40 and supply power to a low-voltage battery (not shown, for example, a 12V auxiliary battery).
  • the vehicle 10 is equipped with an MGCU 50 (Motor Generator Control Unit), an EVCU 51 (Electric Vehicle Control Unit), and a brake CU 52.
  • the MGCU 50, EVCU 51, brake CU 52, and the ECUs of the on-board electrical equipment 13 exchange information with each other using a predetermined communication format (e.g., CAN).
  • a predetermined communication format e.g., CAN
  • the vehicle 10 is equipped with a current sensor 32, a voltage sensor 33, and a rotation angle sensor 34.
  • the current sensor 32 detects the current flowing through the windings 21 of at least two of the phases.
  • the voltage sensor 33 detects the terminal voltage of the capacitor 31.
  • the rotation angle sensor 34 is, for example, a resolver, and detects the rotation angle (electrical angle) of the rotor 22.
  • the detection signals of the sensors 32 to 34 are input to the MGCU 50.
  • the vehicle 10 is equipped with an accelerator sensor 37, a steering angle sensor 38, and an acceleration sensor 39.
  • the accelerator sensor 37 detects the accelerator stroke, which is the amount of depression of the accelerator pedal, which serves as the driver's accelerator operating member.
  • the steering angle sensor 38 detects the steering angle of the steering wheel by the driver.
  • the acceleration sensor 39 is installed near the center of gravity of the vehicle 10, and detects the acceleration of the vehicle 10 in the forward/backward, left/right, and up/down directions.
  • the detection signals of the accelerator sensor 37, steering angle sensor 38, and acceleration sensor 39 are input to the EVCU 51.
  • the vehicle 10 is equipped with a brake stroke sensor 45.
  • the brake stroke sensor 45 detects the brake stroke, which is the amount of depression of the brake pedal, which serves as the driver's brake operating member.
  • the detection value of the brake stroke sensor 45 is input to the brake CU 52.
  • the vehicle 10 is equipped with a monitoring unit 41.
  • the monitoring unit 41 detects the terminal voltage, SOC, temperature, etc. of each battery cell that constitutes the storage battery 40, and monitors the state of the storage battery 40.
  • the monitoring unit 41 is capable of communicating with the MGCU 50. Detection signals of the terminal voltage, SOC, and temperature of the storage battery 40 are input to the MGCU 50.
  • the MGCU50, EVCU51 and brake CU52 are mainly composed of microcomputers (corresponding to "computers"), and each of the microcomputers in CU50-52 has a CPU.
  • the functions provided by the microcomputers in each of CU50-52 can be provided by software recorded in a physical memory device and a computer that executes the software, by software alone, by hardware alone, or by a combination of these.
  • the microcomputer when the microcomputer is provided by an electronic circuit that is hardware, it can be provided by a digital circuit including a large number of logic circuits, or an analog circuit.
  • the microcomputer in each of CU50-52 executes a program stored in a non-transitory tangible storage medium that serves as a storage unit provided in the microcomputer.
  • the program includes, for example, a program for the process shown in FIG. 5.
  • a program When a program is executed, a method corresponding to the program is executed.
  • the storage unit is, for example, a non-volatile memory.
  • the programs stored in the storage unit can be updated, for example, via a network such as the Internet.
  • the EVCU 51 calculates the command rotation speed of the rotor 22 based on the accelerator stroke detected by the accelerator sensor 37 and the steering angle detected by the steering angle sensor 38.
  • the EVCU 51 calculates the command torque Trq* as an operation amount for feedback control of the rotation speed of the rotor 22 to the calculated command rotation speed.
  • the EVCU 51 transmits the command torque Trq* to the MGCU 50.
  • the rotation speed of the rotor 22 may be calculated, for example, based on the detection signal of the rotation angle sensor 34. Also, for example, when the vehicle 10 is equipped with an autonomous driving function and the autonomous driving mode is executed, the EVCU 51 may calculate the command rotation speed based on the target driving speed of the vehicle 10 set by an autonomous driving CU equipped in the vehicle 10.
  • the MGCU 50 controls the switching of the switches SWH and SWL that make up the inverter 30 to control the torque of the rotating electric machine 20 to the command torque Trq* received from the EVCU 51.
  • the upper arm switch SWH and the lower arm switch SWL are alternately turned on.
  • the MGCU 50 When the command torque Trq* received from the EVCU 51 is a positive value, the MGCU 50 performs power running control. Power running control is switching control of the inverter 30 to convert the DC power output from the storage battery 40 into AC power and supply the converted AC power to the windings 21. When power running control is performed, the rotating electric machine 20 functions as an electric motor. This provides a driving torque to the drive wheels 11.
  • the MGCU 50 When the command torque Trq* received from the EVCU 51 is a negative value, the MGCU 50 performs regenerative drive control. Regenerative drive control is switching control of the inverter 30 to convert the AC power generated by the rotating electric machine 20 into DC power and supply the converted DC power to the storage battery 40. When regenerative drive control is performed, the rotating electric machine 20 functions as a generator. This provides a braking torque to the drive wheels 11.
  • the command current setting unit 60 sets the d- and q-axis command currents Id* and Iq* based on the command torque Trq*.
  • the command current setting unit 60 sets the d- and q-axis command currents Id* and Iq*, for example, by minimum current maximum torque control (MTPA).
  • MTPA minimum current maximum torque control
  • the command current setting unit 60 may set the d- and q-axis command currents Id* and Iq* based on map information or formula information that associates the command torque Trq* with the d- and q-axis command currents Id* and Iq*.
  • the two-phase conversion unit 61 converts the U-, V-, and W-phase currents in the three-phase fixed coordinate system into a d-axis current Idr and a q-axis current Iqr in a two-phase rotating coordinate system (dq coordinate system) based on the detection value of the current sensor 32 and the electrical angle ⁇ e detected by the rotation angle sensor 34.
  • the d-axis deviation calculation unit 62a calculates the d-axis current deviation ⁇ Id by subtracting the d-axis current Idr from the d-axis command current Id*.
  • the q-axis deviation calculation unit 62b calculates the q-axis current deviation ⁇ Iq by subtracting the q-axis current Iqr from the q-axis command current Iq*.
  • the d-axis command voltage calculation unit 63a calculates a d-axis command voltage Vd based on the d-axis current deviation ⁇ Id as a manipulated variable for feedback-controlling the d-axis current Idr to the d-axis command current Id*.
  • the q-axis command voltage calculation unit 63b calculates a q-axis command voltage Vq based on the q-axis current deviation ⁇ Iq as a manipulated variable for feedback-controlling the q-axis current Iqr to the q-axis command current Iq*.
  • the feedback control used by the d-axis command voltage calculation unit 63a and the q-axis command voltage calculation unit 63b may be, for example, proportional-integral control.
  • the three-phase conversion unit 64 converts the d- and q-axis command voltages Vd and Vq in the two-phase rotating coordinate system into U-, V- and W-phase command voltages VU*, VV* and VW* in the three-phase fixed coordinate system based on the d- and q-axis command voltages Vd and Vq and the electrical angle ⁇ e output from the d- and q-axis command voltage calculation units 63a and 63b.
  • the U-, V- and W-phase command voltages VU*, VV* and VW* have sinusoidal waveforms with a phase shift of 120° in electrical angle.
  • the signal generating unit 65 generates drive signals GUH, GUL for the U-phase upper and lower arm switches SWH, SWL, drive signals GVH, GVL for the V-phase upper and lower arm switches SWH, SWL, and drive signals GWH, GWL for the W-phase upper and lower arm switches SWH, SWL by three-phase modulation based on the U-, V-, and W-phase command voltages VU*, VV*, and VW* and the power supply voltage Vdc.
  • the signal generating unit 65 calculates the U-phase normalized command voltage VUS by dividing the U-phase command voltage VU* by 1/2 the power supply voltage Vdc.
  • the signal generating unit 65 calculates the U-phase PWM signal GU* based on a magnitude comparison between the U-phase normalized command voltage VUS and the carrier signal.
  • the signal generating unit 65 generates the upper and lower arm drive signals GUH and GUL for the upper and lower arm switches SWH and SWL of the U phase based on the U phase PWM signal GU* and the logical inversion signal of the U phase PWM signal GU*.
  • the signal generating unit 65 may use a value calculated based on the detection signal of the voltage sensor 33 as the power supply voltage Vdc.
  • the signal generating unit 65 outputs the generated U-phase upper and lower arm drive signals GUH, GUL to the gates of the U-phase upper and lower arm switches SWH, SWL, outputs the generated V-phase upper and lower arm drive signals GVH, GVL to the gates of the V-phase upper and lower arm switches SWH, SWL, and outputs the generated W-phase upper and lower arm drive signals GWH, GWL to the gates of the W-phase upper and lower arm switches SWH, SWL.
  • sine wave PWM control is executed as switching control of the inverter 30.
  • the control period of the MGCU 50 is sufficiently shorter than the period of the carrier signal.
  • the carrier signal in this embodiment is a triangular wave signal with equal rising and falling speeds.
  • the brake CU 52 calculates the total required braking torque to be applied to the wheels based on the brake stroke detected by the brake stroke sensor 45.
  • the brake CU 52 transmits the total required braking torque to the EVCU 51.
  • the EVCU 51 calculates the regenerative upper limit braking torque.
  • the regenerative upper limit braking torque is the upper limit of the braking torque that can be applied to the drive wheels 11 by the regenerative drive control. The calculation of the regenerative upper limit braking torque will be described later.
  • the EVCU 51 calculates the regenerative demand braking torque and the friction demand braking torque based on the regenerative upper limit braking torque and the total demand braking torque received from the brake CU 52.
  • the EVCU 51 transmits the regenerative demand braking torque as a command torque Trq* to the MGCU 50, and transmits the friction demand braking torque to the brake CU 52.
  • Trq* which is a negative value
  • the command torque Trq* which is a negative value
  • the EVCU 51 sets the regenerative demand braking torque to the same value as the regenerative upper limit braking torque, and calculates the friction demand braking torque by subtracting the regenerative demand braking torque from the total demand braking torque.
  • the EVCU 51 prioritizes the regenerative drive control by the rotating electric machine 20 between the regenerative drive control by the rotating electric machine 20 and the application of friction braking torque by the friction brake device 12.
  • the MGCU 50 performs regenerative drive control based on the command torque Trq*, which is a negative value, received from the EVCU 51.
  • the brake CU 52 controls the friction brake device 12 based on the friction request braking torque received from the EVCU 51.
  • a braking torque is applied to the wheels.
  • the kinetic energy of the vehicle 10 is reduced, and the vehicle 10 decelerates.
  • the implementation of regenerative drive control may be restricted due to the storage battery 40 being in a fully charged state.
  • an upper limit standard value Vm of the terminal voltage Vr of the storage battery 40 is set, and the state in which the terminal voltage Vr of the storage battery 40 is at the upper limit standard value Vm is considered to be a fully charged state. If the terminal voltage Vr of the storage battery 40 becomes higher than the upper limit standard value Vm, for example, the storage battery 40 may deteriorate.
  • the SOC when the terminal voltage Vr of the storage battery 40 is at the upper limit standard value Vm is set as the charging limit value Sm.
  • the SOC of the storage battery 40 is the ratio of the charge amount to the full charge capacity of the storage battery 40, and corresponds to the "charging parameter."
  • the EVCU 51 performs regenerative drive control on the condition that the SOC of the storage battery 40 is lower than the charging limit value Sm. In other words, when the SOC of the storage battery 40 is lower than the charging limit value Sm, the EVCU 51 calculates a value greater than 0 as the regenerative upper limit braking torque, and when a total required braking torque is received, the EVCU 51 sets all or part of the total required braking torque as the regenerative required braking torque. On the other hand, when the SOC of the storage battery 40 reaches the charging limit value Sm, the EVCU 51 sets the regenerative upper limit braking torque to 0, and when a total required braking torque is received, the EVCU 51 sets the total required braking torque to the friction required braking torque. In this case, the implementation of regenerative drive control is prohibited.
  • the EVCU 51 may calculate the regenerative upper limit braking torque to be lower than when the SOC of the storage battery 40 is lower than the charging limit value Sm. In this case, the proportion of the regenerative required braking torque in the total required braking torque becomes lower, and the implementation of regenerative drive control is limited.
  • the EVCU 51 may obtain the SOC of the storage battery 40 based on detection information from the monitoring unit 41.
  • the MGCU 50 performs charge suppression control to prevent the implementation of regenerative drive control from being restricted.
  • the following describes the charge suppression control performed by the MGCU 50.
  • the MGCU 50 includes a determination unit 66.
  • the determination unit 66 acquires the SOC of the storage battery 40.
  • the determination unit 66 may acquire the SOC of the storage battery 40 based on detection information from the monitoring unit 41.
  • the determination unit 66 determines whether the SOC of the storage battery 40 is equal to or greater than a charging determination value Sa and whether regenerative drive control is performed.
  • the charging determination value Sa is a value lower than the charging limit value Sm.
  • the charging determination value Sa may be 60-90%, 70-90%, or 80-90% of the charging limit value Sm.
  • the determination unit 66 determines whether or not regenerative drive control is to be performed. In this embodiment, the determination unit 66 acquires the vehicle speed Vs of the vehicle 10, the accelerator stroke Ac detected by the accelerator sensor 37, the brake stroke Br detected by the brake stroke sensor 45, and the road surface gradient Gd. The determination unit 66 may acquire the vehicle speed Vs of the vehicle 10 calculated based on the detection signal of the rotation angle sensor 34, and acquire the road surface gradient Gd calculated based on the detection signal of the acceleration sensor 39.
  • the determination unit 66 determines that regenerative drive control is to be performed when it determines that the vehicle speed Vs of the vehicle 10 is higher than the vehicle speed determination value Vth, determines that the driver of the vehicle 10 has not operated the accelerator, determines that the driver of the vehicle 10 has operated the brakes, and determines that the vehicle 10 is traveling downhill. Specifically, the vehicle speed determination value Vth is 0 [km/h]. When it determines that the accelerator stroke Ac is equal to or less than the accelerator determination value, the determination unit 66 determines that the driver of the vehicle 10 has not operated the accelerator. When it determines that the brake stroke Br is greater than the brake determination value, the determination unit 66 determines that the driver of the vehicle 10 has operated the brakes.
  • the determination unit 66 determines that the vehicle 10 is traveling downhill.
  • the vehicle speed determination value Vth is not limited to 0 [km/h], and may be set to a value of, for example, 5 to 10 [km/h].
  • the determination unit 66 determines that the SOC of the storage battery 40 exceeds the charging determination value Sa and that regenerative drive control will be performed, it switches the logic of the command signal Sg from L to H.
  • the determination unit 66 communicates that normal control will be performed. Normal control is regenerative drive control that is performed when the SOC of the storage battery 40 is lower than the charging determination value Sa, and in this embodiment is minimum current maximum torque control.
  • the determination unit 66 communicates that control will be performed to suppress charging of the storage battery 40 by regenerative drive control compared to normal control.
  • the determination unit 66 transmits the command signal Sg to the command current setting unit 60.
  • the command current setting unit 60 receives a command signal Sg with logic H, it reduces the power generation efficiency of the regenerative drive control compared to normal control.
  • the command current setting unit 60 sets the d- and q-axis command currents Id* and Iq* using minimum current maximum torque control (MTPA).
  • MTPA minimum current maximum torque control
  • the command current setting unit 60 receives a command signal Sg with logic H, it increases the magnitude of the d-axis command current Id* compared to when normal control is implemented.
  • FIG. 4 shows an example of a case where the d-axis command current Id* is increased.
  • the solid line indicates the trajectory A of the d- and q-axis command currents Id* and Iq* in normal control (specifically, minimum current maximum torque control), and the dashed line indicates the trajectory B of the d- and q-axis command currents Id* and Iq* when the command signal Sg is switched from L to H.
  • Trq* When a negative command torque Trq* is input, if the logic of the command signal Sg is L, the command current setting unit 60 sets the d- and q-axis command currents Id* and Iq* based on the control point Pa on the trajectory A.
  • the command current setting unit 60 sets the d- and q-axis command currents Id* and Iq* based on the control point Pb on the trajectory B.
  • the rotating electric machine 20 has a non-salient pole structure, and the command current setting unit 60 keeps the q-axis command current Iq* constant at the control points Pa and Pb while increasing the d-axis command current Id* at the control point Pb compared to the d-axis command current Id* at the control point Pa.
  • This allows the command torque Trq* input to the MGCU 50 to be realized while reducing the power generation efficiency of the regenerative drive control compared to normal control.
  • the command current setting unit 60 may increase the d-axis command current Id* along a constant torque curve, which is the locus of the d- and q-axis command currents Id* and Iq* that generate a constant torque in the charge suppression control.
  • the MGCU 50 includes a notification unit 67 and an auxiliary communication unit 68.
  • a command signal Sg is input to the notification unit 67 and the auxiliary communication unit 68.
  • the notification unit 67 receives a command signal Sg of logic H, it notifies the user of the vehicle 10 of warning information such as that the speed of the vehicle 10 is limited or that the user is prompted to stop the vehicle 10 in a safe place.
  • the notification unit 67 may notify the user audibly by a voice guide from a speaker provided in the vehicle 10, or visually by a warning display on a display provided in the vehicle 10.
  • the auxiliary communication unit 68 receives a command signal Sg of logic H, it increases the power supplied from the storage battery 40 to the on-board electrical equipment 13.
  • the auxiliary communication unit 68 may increase the driving power of the electric compressor as the on-board electrical equipment 13, or increase the supply power supplied to the low-voltage battery.
  • FIG. 5 shows the procedure of the process performed by the determination unit 66. This process is repeatedly executed at a predetermined cycle when the SOC of the storage battery 40 reaches a predetermined process start value.
  • the process start value is preferably a value lower than the charging determination value Sa.
  • step S10 it is determined whether the SOC of the storage battery 40 is equal to or greater than the charging determination value Sa.
  • the SOC of the storage battery 40 may be obtained based on the detection signal of the monitoring unit 41. If the determination in step S10 is negative, the process proceeds to step S18. On the other hand, if the determination in step S10 is positive, the process proceeds to step S11.
  • step S11 it is determined whether the vehicle speed Vs of the vehicle 10 is higher than the vehicle speed determination value Vth.
  • the vehicle speed Vs may be a value obtained based on the detection signal of the rotation angle sensor 34. If the determination in step S11 is negative, the process proceeds to step S18. On the other hand, if the determination in step S11 is positive, the process proceeds to step S12.
  • step S12 it is determined whether or not the driver of the vehicle 10 is operating the accelerator. In this embodiment, if it is determined that the accelerator stroke Ac exceeds the accelerator determination value, it is determined that the driver of the vehicle 10 is operating the accelerator. As the accelerator stroke Ac, it is preferable to use a value obtained based on the detection signal of the accelerator sensor 37. If the determination in step S12 is positive, the process proceeds to step S18. On the other hand, if the determination in step S12 is negative, the process proceeds to step S13.
  • step S13 it is determined whether or not the driver of the vehicle 10 has applied the brakes. In this embodiment, if it is determined that the brake stroke Br is greater than the brake determination value, it is determined that the driver of the vehicle 10 has applied the brakes. As the brake stroke Br, it is preferable to use a value obtained based on the detection signal of the brake stroke sensor 45. If a negative determination is made in step S13, the process proceeds to step S18. On the other hand, if a positive determination is made in step S13, the process proceeds to step S14.
  • step S14 it is determined whether the vehicle 10 is traveling downhill. In this embodiment, if it is determined that the road surface gradient Gd is greater than the gradient determination value, which is a downward gradient, it is determined that the vehicle 10 is traveling downhill. As the road surface gradient Gd, a value acquired based on the detection signal of the acceleration sensor 39 may be used. If a negative determination is made in step S14, the process proceeds to step S18. On the other hand, if a positive determination is made in step S14, the process proceeds to step S15. In other words, in this embodiment, if a positive determination is made in steps S11, 13, and 14 and a negative determination is made in step S12, it is determined that regenerative drive control is to be performed. The processing in steps S10 to S14 corresponds to a "charging determination unit.”
  • step S15 the logic of the command signal Sg is switched from L to H.
  • the command current setting unit 60 receives a command signal Sg of logic H
  • it increases the magnitude of the d-axis command current Id* compared to the d-axis command current Id* in normal control.
  • the notification unit 67 receives a command signal Sg of logic H
  • it notifies the user of the vehicle 10 of warning information.
  • the auxiliary communication unit 68 receives a command signal Sg of logic H, it increases the power supplied from the storage battery 40 to the on-board electrical device 13 to be greater than the power supplied from the rotating electric machine 20 to the storage battery 40 by regenerative drive control.
  • the process of step S15 corresponds to the "control unit".
  • step S15 when the logic of the command signal Sg is switched from L to H, one or two of the following processes may be performed: the command current setting unit 60 increases the d-axis command current Id*, the notification unit 67 notifies the user of warning information, and the auxiliary communication unit 68 increases the power supplied to the in-vehicle electrical device 13.
  • step S16 it is determined whether downhill travel has ended. In this embodiment, if it is determined that the road surface gradient Gd is equal to or less than the gradient determination value, it is determined that downhill travel has ended. If the determination in step S16 is positive, the process proceeds to step S18. On the other hand, if the determination in step S17 is negative, the process proceeds to step S17.
  • step S17 it is determined whether the SOC of the storage battery 40 has fallen below a release determination value Sb, which is equal to or less than the charging determination value Sa.
  • the release determination value Sb is set to a value lower than the charging determination value Sa. If a negative determination is made in step S17, the process proceeds to step S11. On the other hand, if a positive determination is made in step S17, the process proceeds to step S18.
  • the process in step S17 corresponds to the "release determination unit.”
  • step S18 the logic of the command signal Sg is set to L.
  • the logic of the command signal Sg is set to H until a negative judgment is made in the processing of steps S11, S13, or S14, or a positive judgment is made in the processing of steps S12 or S17.
  • the command current setting unit 60 continues to increase the d-axis command current Id*
  • the notification unit 67 continues to notify the user of warning information
  • the auxiliary communication unit 68 continues to increase the power supplied to the in-vehicle electrical equipment 13. This suppresses charging of the storage battery 40 by the regenerative drive control of the rotating electrical machine 20.
  • the processing of step S18 corresponds to the "cancellation processing unit".
  • the rotating electric machine 20 is configured in a manner suitable for discharging the heat generated by the rotating electric machine 20 into the atmosphere.
  • the rotating electric machine 20 and its surrounding structure will be described below with reference to FIG. 6.
  • the rotating electric machine 20 is an in-wheel motor provided inside the wheel 14 of the drive wheel 11.
  • the wheel 14 has a cylindrical rim portion 15 and a disk-shaped disk portion 16 provided at the outer end of the rim portion 15 in the vehicle width direction.
  • a tire 17 is attached to the outer periphery of the rim portion 15.
  • the rotating electric machine 20 is housed in the inner space of the wheel 14 surrounded by the rim portion 15 and the disk portion 16, and provides rotational power to the wheel 14.
  • the rotating electric machine 20 is an outer rotor type motor that includes a rotor 22 and a stator 70 arranged radially inside the rotor 22.
  • the rotor 22 includes a cylindrical magnet holder 23 and a magnet unit 24 provided on the inner peripheral surface of the magnet holder 23.
  • the magnet holder 23 faces the inner peripheral surface of the rim 15 from the outer end to the inner end in the axial direction (vehicle width direction) of the rotating electric machine 20.
  • the magnet unit 24 is cylindrical and concentric with the central axis of rotation of the rotor 22, and has multiple magnets fixed to the inner peripheral surface of the magnet holder 23.
  • the rotating electric machine 20 of this embodiment is a surface magnet type synchronous machine (SPMSM).
  • SPMSM surface magnet type synchronous machine
  • the magnets are arranged so that their polarities alternate along the circumferential direction of the rotor 22.
  • the magnets are, for example, sintered neodymium magnets.
  • the rotating electric machine 20 may be an embedded magnet type synchronous machine (IPMSM).
  • the rotor 22 is provided at the outer end of the magnet holding portion 23 in the vehicle width direction, and has a disk-shaped flat plate portion 25 that connects the magnet holding portion 23 and the disk portion 16.
  • the disk portion 16 is fixed to the flat plate portion 25 with bolts.
  • the brake disk 12a of the friction brake device 12 is fixed to the inner end of the magnet holding portion 23 in the vehicle width direction of the rotor 22. This allows the rotor 22, wheel 14, and brake disk 12a to rotate together.
  • the brake disk 12a is made of a solid disk made of a single circular plate, a ventilated disk with a cavity inside for ventilation, etc.
  • the stator 70 has a cylindrical winding 21 arranged at a position facing the magnet unit 24 in the radial direction, and a cylindrical stator base portion 71 provided radially inside the winding 21.
  • the winding 21 has a coil side portion provided at a position facing the magnet unit 24 in the radial direction, and coil end portions provided at both axial ends of the coil side portion.
  • the stator base portion 71 is fixed to the vehicle body via a knuckle 72 and a suspension arm 73, and holds the windings 21, etc.
  • the knuckle 72 is fixed to the suspension arm 73 with a bolt.
  • the stator base portion 71 has a cylindrical portion 74 fixed to the vehicle body. The portion of the cylindrical portion 74 adjacent to the windings 21 in the radial direction is the stator core 74a.
  • the stator base portion 71 has a fixed portion 75 that extends radially inward from one axial end of the cylindrical portion 74.
  • the rotor 22 is rotatably supported relative to the stator base portion 71 by the fixed portion 75 and the bearings 80.
  • the radially outer end of the fixed portion 75 is formed as an annular protrusion 76 that protrudes toward the flat plate portion 25.
  • the portion of the protrusion 76 that faces the flat plate portion 25 is formed as a flat surface.
  • the bearing 80 is a rolling bearing (e.g., a radial ball bearing) and includes an outer ring 81, an inner ring 82, and a number of rolling elements 83 (e.g., balls) arranged between the outer ring 81 and the inner ring 82.
  • the outer ring 81 is fixed to the fixing part 75 with bolts.
  • the inner ring 82 includes a cylindrical part 82a that faces the outer ring 81 in the radial direction, and a flange part 82b that extends radially outward from one axial end of the cylindrical part 82a.
  • the flange part 82b is fixed to the flat plate part 25 and the disk part 16 with bolts. Note that FIG. 5 shows the inner ring 82 and the outer ring 81 coaxially.
  • the rotating electric machine 20 is fixed in contact with the brake disc 12a, the knuckle 72, and the suspension arm 73. Therefore, heat generated by the rotating electric machine 20 is suitably released into the atmosphere via the brake disc 12a, the knuckle 72, and the suspension arm 73.
  • a charging judgment value Sa which is lower than the charging limit value Sm
  • regenerative drive control is to be implemented. If the SOC of the storage battery 40 is equal to or greater than the charging judgment value Sa, and it is determined that regenerative drive control is to be implemented, the d-axis command current Id* is increased, warning information is notified to the user, and the power supplied to the in-vehicle electrical equipment 13 is increased. This suppresses charging of the storage battery 40 through regenerative drive control. Therefore, an increase in the SOC of the storage battery 40 is suppressed, and the SOC of the storage battery 40 is suppressed from reaching the charging limit value Sm. As a result, it is possible to suppress restrictions on the implementation of regenerative drive control.
  • the inverter 30 is controlled to reduce the power generation efficiency of the regenerative drive control compared to normal control. This makes it possible to appropriately suppress charging of the storage battery 40 by the regenerative drive control.
  • the magnitude of the d-axis command current Id* is increased compared to the regenerative drive control that is performed when the SOC of the storage battery 40 is lower than the charging judgment value Sa. This increases the current flowing through the winding 21, and increases the copper loss of the rotating electric machine 20. Therefore, the power generation efficiency of the regenerative drive control can be appropriately reduced.
  • the power generation efficiency of the regenerative drive control is reduced by increasing the d-axis command current Id*. Therefore, charging to the storage battery 40 by the regenerative drive control can be suppressed without adding a configuration to the vehicle 10 for reducing the power generation efficiency of the regenerative drive control.
  • the inverter 30 is controlled to suppress charging to the storage battery 40 by the regenerative drive control, and the power supplied from the storage battery 40 to the in-vehicle electrical equipment 13 is increased to be greater than the power supplied from the rotating electric machine 20 to the storage battery 40 by the regenerative drive control.
  • This makes it possible to reduce the SOC of the storage battery 40 while the regenerative drive control is being performed.
  • the charge suppression is released. As a result, the period during which the power generation efficiency of the regenerative drive control is reduced can be shortened.
  • the rotating electric machine 20 is arranged so that heat generated in the rotating electric machine 20 is transferred to the brake disc 12a, knuckle 72, and suspension arm 73 of the friction brake device 12.
  • the heat generated in the rotating electric machine 20 can be suitably released into the atmosphere via the brake disc 12a, knuckle 72, and suspension arm 73 of the friction brake device 12. Therefore, there is a great advantage in applying the above-mentioned rotating electric machine 20 and its surrounding structure to a configuration in which the heat generated in the rotating electric machine 20 is increased during charge suppression control.
  • control when the logic of the command signal Sg is switched from L to H, control may be performed to reduce the switching frequency of the upper and lower arm switches SWH, SWL compared to when normal control is performed.
  • the determination unit 66 transmits the command signal Sg to the signal generation unit 65.
  • the signal generation unit 65 receives a command signal Sg with a logical H, it performs low carrier control, which sets the frequency of the carrier signal lower than when normal control is performed.
  • the frequency of the carrier signal in low carrier control may be set to a frequency equivalent to 1/2 to 2/3 of the frequency of the carrier signal in normal control.
  • FIG. 7 shows an example of a case where low carrier control is implemented, using the U phase as an example.
  • (a) shows the progression of carrier signal Sig1 and U-phase normalized command voltage VUS under normal control
  • (b) shows the progression of U-phase PWM signal GU* under normal control
  • (c) shows the progression of carrier signal Sig1 and U-phase normalized command voltage VUS under low carrier control
  • (d) shows the progression of U-phase PWM signal GU* under low carrier control.
  • the frequency of carrier signal Sig2 in low carrier control is set lower than the frequency of carrier signal Sig1 in normal control.
  • the number of times the logic H/L of U-phase PWM signal GU* switches in one electrical angle cycle (360°) is less in low carrier control than in normal control. Therefore, the number of switching times in one electrical angle cycle (360°) is less in low carrier control than in normal control.
  • the switching frequency of the upper and lower arm switches SWH, SWL of the U-phase is made lower in low carrier control than in normal control.
  • the switching frequency of the upper and lower arm switches SWH, SWL is reduced compared to normal control. This increases the amplitude of the ripple current flowing through the winding 21, and increases the iron loss generated in the rotating electric machine 20. Therefore, the power generation efficiency of the regenerative drive control can be appropriately reduced.
  • the power generation efficiency of the regenerative drive control is reduced by lowering the switching frequency. Therefore, charging to the storage battery 40 by the regenerative drive control can be suppressed without adding a configuration to the vehicle 10 for reducing the power generation efficiency of the regenerative drive control.
  • Overmodulation control is a control that generates each of the drive signals GUH, GUL, GVH, GVL, GWH, and GWL based on a comparison of the magnitude between the carrier signal and each of the phase normalized command voltages VUS, VVS, and VWS, which have an amplitude larger than that of the carrier signal.
  • the determination unit 66 transmits the command signal Sg to the three-phase conversion unit 64. When the three-phase conversion unit 64 receives a command signal Sg of logic H, it performs overmodulation control.
  • the three-phase conversion unit 64 makes the peak values of each of the phase command voltages VU*, VV*, and VW* higher than 1/2 of the power supply voltage Vdc.
  • the amplitude of each of the phase normalized command voltages VUS, VVS, and VWS is made larger than the amplitude of the carrier signal.
  • FIG. 8 shows an example of when the amplitude of the U-phase normalized command voltage VUS is increased, using the U-phase as an example.
  • (a) shows the progression of the carrier signal Sig and the U-phase normalized command voltage VUS1 under normal control
  • (b) shows the progression of the U-phase PWM signal GU* under normal control
  • (c) shows the progression of the carrier signal Sig and the U-phase normalized command voltage VUS2 under overmodulation control
  • (d) shows the progression of the U-phase PWM signal GU* under overmodulation control.
  • the amplitude of the U-phase normalized command voltage VUS1 is smaller than the amplitude of the carrier signal Sig
  • in overmodulation control the amplitude of the U-phase normalized command voltage VUS2 is larger than the amplitude of the carrier signal Sig.
  • the number of times the logic H/L of the U-phase PWM signal GU* switches in one electrical angle cycle (360°) is less in overmodulation control than in normal control. Therefore, the number of switching times in one electrical angle cycle (360°) is less in overmodulation control than in normal control.
  • the switching frequency of the U-phase upper and lower arm switches SWH, SWL is lower in overmodulation control than in normal control.
  • the command torque Trq* may be input to the determination unit 66.
  • the charging suppression control may be performed based on the terminal voltage Vr of the storage battery 40.
  • the EVCU 51 may perform the regenerative drive control based on the fact that the terminal voltage Vr of the storage battery 40 is lower than the upper limit standard value Vm.
  • step S10 it may be determined whether the terminal voltage Vr of the storage battery 40 is equal to or higher than the charging judgment voltage value Va.
  • the charging judgment voltage value Va is the terminal voltage of the storage battery 40 at the charging judgment value Sa.
  • the terminal voltage Vr of the storage battery 40 has fallen below the release voltage value Vb.
  • the release voltage value Vb is the terminal voltage of the storage battery 40 at the release judgment value Sb.
  • the terminal voltage of the storage battery 40 may be obtained based on the detection signal of the monitoring unit 41. In this embodiment, the terminal voltage Vr of the storage battery 40 corresponds to the "charging parameter".
  • steps S14 and S16 in FIG. 5 may not be performed. In other words, the determination of whether the vehicle 10 is traveling downhill may be omitted. In this case, the process may proceed to step S15 after the process of step S13, and to step S17 after the process of step S15.
  • step S15 of FIG. 5 when the logic of the command signal Sg is switched from L to H, the command current setting unit 60 increases the d-axis command current Id* and the signal generating unit 65 performs low carrier control, or the command current setting unit 60 increases the d-axis command current Id* and the three-phase conversion unit 64 performs overmodulation control.
  • the determination unit 66 may obtain the road surface gradient Gd calculated based on a detection signal other than that of the acceleration sensor 39. For example, the determination unit 66 may obtain the road surface gradient Gd calculated based on a detection signal of a load sensor provided on each wheel of the vehicle 10. The load sensor may detect the load acting on the suspension of each wheel. Also, for example, the determination unit 66 may obtain the road surface gradient Gd calculated based on a GPS signal received by a navigation device provided on the vehicle 10. In this case, the GPS signal received by the navigation device may include the current position of the vehicle 10 and map information about the surrounding area.
  • the rotating electric machine 20 does not have to be an in-wheel motor.
  • the rotating electric machine 20 may be provided outside the wheel of the drive wheel 11, and the rotor 22 may be capable of transmitting power to the drive wheel 11 via the shaft 18.
  • the heat generated by the rotating electric machine 20 can be suitably released into the atmosphere via the brake disc 12a of the friction brake device 12.
  • the moving object on which the rotating electric machine is mounted is not limited to a vehicle, but may be, for example, an aircraft or a ship.
  • the vehicle control device and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor and memory programmed to execute one or more functions embodied in a computer program.
  • the vehicle control device and the method thereof described in the present disclosure may be realized by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits.
  • the vehicle control device and the method thereof described in the present disclosure may be realized by one or more dedicated computers configured by combining a processor and memory programmed to execute one or more functions with a processor configured with one or more hardware logic circuits.
  • the computer program may be stored in a computer-readable non-transient tangible recording medium as instructions executed by the computer.
  • the storage battery is a power source that supplies power to an electrical device (13), a release determination unit that, when the charging parameter is equal to or greater than the charging determination value and it is determined that the regenerative drive control is to be performed, determines whether the charging parameter has fallen below a release determination value that is equal to or less than the charging determination value; a release processing unit that releases control that suppresses charging of the storage battery by the regenerative drive control when it is determined that the charging parameter falls below the release determination value; Equipped with A control device as described in any one of configurations 1 to 4, wherein, when it is determined that the charging parameter is equal to or greater than the charging judgment value and the regenerative drive control is to be performed, the control unit performs control to suppress charging to the storage battery by the regenerative drive control, and increases the power supplied from the storage battery to the electrical equipment to be greater than the power supplied from the rotating electric machine to the storage battery by the regenerative drive control.
  • the system is an on-board system installed in a vehicle (10),
  • the system includes a friction brake device (12) for applying a friction braking torque to a driving wheel (11) of the vehicle;
  • the control device according to any one of configurations 1 to 5, wherein the rotating electric machine is disposed so that heat generated by the rotating electric machine is transferred to the friction brake device.

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PCT/JP2023/034430 2022-10-20 2023-09-22 制御装置及びプログラム WO2024084891A1 (ja)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017158389A (ja) * 2016-03-04 2017-09-07 本田技研工業株式会社 車両
JP2018023212A (ja) * 2016-08-03 2018-02-08 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ 車両の制動制御装置
JP2022006573A (ja) * 2020-06-24 2022-01-13 トヨタ自動車株式会社 モータ駆動システム

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017158389A (ja) * 2016-03-04 2017-09-07 本田技研工業株式会社 車両
JP2018023212A (ja) * 2016-08-03 2018-02-08 ダイムラー・アクチェンゲゼルシャフトＤａｉｍｌｅｒ ＡＧ 車両の制動制御装置
JP2022006573A (ja) * 2020-06-24 2022-01-13 トヨタ自動車株式会社 モータ駆動システム

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