JP4305446B2 - 車両の制御装置および車両 - Google Patents
車両の制御装置および車両 Download PDFInfo
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- JP4305446B2 JP4305446B2 JP2005372615A JP2005372615A JP4305446B2 JP 4305446 B2 JP4305446 B2 JP 4305446B2 JP 2005372615 A JP2005372615 A JP 2005372615A JP 2005372615 A JP2005372615 A JP 2005372615A JP 4305446 B2 JP4305446 B2 JP 4305446B2
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- control
- inverter
- motor
- rectangular wave
- vehicle
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- Y02T10/64—Electric machine technologies in electromobility
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Description
図20を参照して、車両が進行し路面上の突起、たとえば路肩や落下物等に乗り上げると、その直後の時刻t1ではタイヤが空転するスリップ状態となる。スリップ状態では、路面抵抗がなくなるので同じトルクで車輪を回転させていると車輪の回転数が上昇する。
好ましくは、制御部は、インバータからモータに流れる電流に応じて緊急切替条件の成立を判定する。
好ましくは、制御部は、インバータからモータに流れる電流に応じて緊急切替条件の成立を判定する。
図1は、本発明の実施の形態に係るハイブリッド自動車1の構成を示すブロック図である。
図6は、d軸電流、q軸電流を説明するための第2の図である。
Iq=√2×(IV・cosθ−IU・cos(θ−120°)) … (2)
また、ステータコイルに流れている電流(合成電流)|I|をdq平面上で表現すると図6に示すようになる。すなわち図5からもわかるように、d軸電流はロータRの磁極方向の成分であり、q軸電流はロータRの磁極方向に垂直な電流の成分であることがわかる。
現在の制御モードが矩形波制御モードである場合には処理はステップS4に進み、矩形波制御モードでない場合には処理はステップS10に進む。
図7を参照して、矩形波制御においては、たとえば要求トルクが200N・mであるときは図7のA点で表されるd軸電流およびq軸電流が流れるようにインバータの制御が行なわれる。同様に要求トルクが150,100,50N・mである場合にはそれぞれ、B,C,D点で表される電流がモータに与えられるようにインバータの制御が行なわれる。
図8を参照して、過変調制御が行なわれる場合には、過変調制御電流指令ライン上に制御電流を示す点が位置する。つまりたとえば要求トルクが200,150,100,50N・mである場合にはそれぞれ点E,F,G,Hで表わされるd軸電流およびq軸電流が流れるように制御が行なわれる。
図9を参照して、時刻t0〜t1は通常の安定した走行状態を示す。このときに昇圧ユニット出力指令値VH0は目標値としてV0=650Vに設定されており、昇圧ユニット20はこの指令値どおりの電圧650Vを出力している。
図1に示したハイブリッド自動車は、モータジェネレータMG1,MG2およびエンジン200のトルクを制御してこれらを動力分配機構であるプラネタリギヤPGで結合することにより無段階変速を行なっていた。
図10、図11を参照して、変速機307は、サンギヤ322がいわゆる入力要素であり、またキャリヤ326が出力要素となっている。ブレーキBHを係合させることにより変速比が小さい高速段が設定され、ブレーキBHに換えてブレーキBLを係合させることにより高速段より変速比の大きい低速段が設定されるよう構成されている。
図13を参照して、ハイブリッド自動車400は、エンジン200と、モータジェネレータMG1,MG2と、プラネタリギヤPGと、変速機401とを含む。エンジン200,モータジェネレータMG1,プラネタリギヤPGおよびモータジェネレータMG2の部分については、図10において説明した自動車300と同様な構成であるので説明は繰返さない。
図13、図14を参照して、第1速(1ST)のギヤ比にする場合にはクラッチC1が係合状態に制御されクラッチC2,C3およびブレーキB1は開放状態に制御される。そしてブレーキB2はエンジンブレーキを発生させるときにのみ係合状態に制御される。第1速ではワンウェイクラッチF1によってリングギヤ410が一方向にのみ回転するようになる。
ステップS203、S205、S207,S209,S210のいずれかの処理が終了するとステップS211において制御はメインルーチンに移される。
図17を参照して、横軸に時刻が示され、モータ回転数Nm、制御モード、トルク指令TRおよび昇圧コンバータ12の目標電圧指令VH0が示される。
たとえばスリップした場合の変速機のギヤ段がローギヤである場合にはスリップしたときは初期トルクが大きいために回転数の変化幅が大きい。つまり高い回転まで回転数が上昇する。したがって、図18においてトルクTはほぼ等しいまま回転数Nが増加し、制御モードは点P1における正弦波PWM制御モードから点P2における過変調PWM制御モードとなりさらに点P3においては矩形制御モードに遷移する。
Claims (12)
- 車輪を駆動する少なくとも1つのモータと、前記モータを駆動するインバータと、前記インバータに直流電源電流を供給する昇圧コンバータとを備える車両の制御装置であって、
前記インバータに対して矩形波制御と非矩形波制御とを切替えて行なう制御部を備え、
前記制御部は、車輪のスリップを検出して前記矩形波制御から前記非矩形波制御に制御を切替える緊急切替条件を判定基準の一つとして有し、前記矩形波制御実行中に前記緊急切替条件が成立した場合に前記昇圧コンバータに対して前記インバータの過電圧を防止するための処理を指示し、
前記制御部は、前記昇圧コンバータに対して昇圧の目標電圧を指示し、前記インバータの過電圧を防止するための処理として、前記目標電圧を下げる、車両の制御装置。 - 前記非矩形波制御は、過変調PWM制御または正弦波PWM制御である、請求項1に記載の車両の制御装置。
- 前記制御部は、前記インバータから前記モータに流れる電流に応じて前記緊急切替条件の成立を判定する、請求項1に記載の車両の制御装置。
- 前記制御部は、前記インバータから前記モータに供給されるq軸電流が所定のしきい値を超えた場合に前記緊急切替条件が成立したと判定する、請求項3に記載の車両の制御装置。
- 前記q軸電流の前記所定のしきい値は、前記インバータから前記モータに供給されるI軸電流に対応して予め定められる、請求項4に記載の車両の制御装置。
- 前記車両は、
前記モータの駆動力を変速して車軸に伝える多段変速機をさらに備え、
前記制御部は、前記緊急切替条件成立時に前記多段変速機の変速段に応じて前記昇圧コンバータに対して指示を変更する、請求項1〜5のいずれか1項に記載の車両の制御装置。 - 車輪を駆動する少なくとも1つのモータと、
前記モータを駆動するインバータと、
前記インバータに直流電源電流を供給する昇圧コンバータと、
前記インバータに対して矩形波制御と非矩形波制御とを切替えて行なう制御部を備え、
前記制御部は、車輪のスリップを検出して前記矩形波制御から前記非矩形波制御に制御を切替える緊急切替条件を判定基準の一つとして有し、前記矩形波制御実行中に前記緊急切替条件が成立した場合に前記昇圧コンバータに対して前記インバータの過電圧を防止するための処理を指示し、
前記制御部は、前記昇圧コンバータに対して昇圧の目標電圧を指示し、前記インバータの過電圧を防止するための処理として、前記目標電圧を下げる、車両。 - 前記非矩形波制御は、過変調PWM制御または正弦波PWM制御である、請求項7に記載の車両。
- 前記制御部は、前記インバータから前記モータに流れる電流に応じて前記緊急切替条件の成立を判定する、請求項7に記載の車両。
- 前記制御部は、前記インバータから前記モータに供給されるq軸電流が所定のしきい値を超えた場合に前記緊急切替条件が成立したと判定する、請求項9に記載の車両。
- 前記q軸電流の前記所定のしきい値は、前記インバータから前記モータに供給されるI軸電流に対応して予め定められる、請求項10に記載の車両。
- 前記モータの駆動力を変速して車軸に伝える多段変速機をさらに備え、
前記制御部は、前記緊急切替条件成立時に前記多段変速機の変速段に応じて前記昇圧コンバータに対して指示を変更する、請求項7〜11のいずれか1項に記載の車両。
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