WO2016013063A1 - モータ制御装置及びモータ制御方法 - Google Patents
モータ制御装置及びモータ制御方法 Download PDFInfo
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- WO2016013063A1 WO2016013063A1 PCT/JP2014/069395 JP2014069395W WO2016013063A1 WO 2016013063 A1 WO2016013063 A1 WO 2016013063A1 JP 2014069395 W JP2014069395 W JP 2014069395W WO 2016013063 A1 WO2016013063 A1 WO 2016013063A1
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- Prior art keywords
- temperature
- motor
- torque
- cooling water
- refrigerant
- Prior art date
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- 238000000034 method Methods 0.000 title claims description 26
- 230000005540 biological transmission Effects 0.000 claims abstract description 37
- 239000003507 refrigerant Substances 0.000 claims abstract description 29
- 238000001816 cooling Methods 0.000 claims abstract description 21
- 239000003921 oil Substances 0.000 claims description 35
- 239000010687 lubricating oil Substances 0.000 claims description 27
- 238000001514 detection method Methods 0.000 claims description 25
- 230000008569 process Effects 0.000 claims description 17
- 230000008859 change Effects 0.000 claims description 14
- 239000002826 coolant Substances 0.000 claims description 8
- 239000000314 lubricant Substances 0.000 abstract description 3
- 239000000498 cooling water Substances 0.000 description 112
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 45
- 230000007704 transition Effects 0.000 description 6
- 238000013461 design Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000001050 lubricating effect Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Images
Classifications
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- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
-
- 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
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
-
- 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
- B60L3/12—Recording operating variables ; Monitoring of operating variables
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/25—Devices for sensing temperature, or actuated thereby
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/60—Controlling or determining the temperature of the motor or of the drive
-
- 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
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/08—Arrangements for controlling the speed or torque of a single motor
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/425—Temperature
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
- B60L2240/485—Temperature
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/525—Temperature of converter or components thereof
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a motor control device and a motor control method.
- the oil temperature Toil of the lubricating cooling oil that lubricates and cools the transmission is detected by a temperature sensor attached to the oil pan, and the execution oil temperature Toil * is set.
- the load factor R2 of the motor MG2 is set based on the set execution oil temperature Toil * and the coil temperature Tcoil2 of the motor. When the coil temperature Tcoil2 exceeds a predetermined temperature, the load factor R2 is set to decrease largely as the execution oil temperature Toil * increases.
- the motor torque command Tm2 * is set using the set load factor R2, and drive control of the motor is performed so that the torque of the torque command Tm2 * is output. As a result, the drive of the motor is greatly restricted as the execution oil temperature Toil increases (Patent Document 1).
- the temperature of the cooling water of the motor rises.
- the element temperature which comprises an inverter also rises.
- the torque of the motor may be limited according to the motor temperature or the element temperature of the inverter.
- the problem to be solved by the present invention is to provide a motor control device and a motor control method capable of performing appropriate torque limitation.
- the present invention selects the temperature of either the lubricating oil temperature detected by the oil temperature sensor or the refrigerant temperature detected by the refrigerant sensor as the detected temperature, and limits the torque based on the detected temperature. Solve the above problems.
- the present invention allows not only the temperature of the refrigerant but also the temperature of the lubricating oil to be selected as the temperature used when limiting the torque. Therefore, even if it is a state where appropriate torque limitation can not be applied by the detection value of the refrigerant sensor, the detection value of the oil temperature sensor can be used when applying the torque limitation. As a result, appropriate torque limits can be implemented.
- FIG. 1 is a block diagram of a vehicle drive system according to the present embodiment.
- FIG. 2 is a flowchart showing a control flow of the vehicle drive system.
- FIG. 3 is a graph showing the characteristics of the peak temperature of the cooling water with respect to the oil temperature.
- FIG. 4 is a graph showing the characteristics of the torque limit value with respect to the coolant temperature.
- FIG. 5 is a graph showing the transition of the actual temperature of the cooling water and the transition of the detected value of the water temperature sensor with respect to the driving time.
- FIG. 1 is a block diagram of a drive system of a vehicle according to an embodiment of the present invention.
- the motor control device according to the present embodiment is applied to a drive system of a vehicle.
- the vehicle is a vehicle equipped with a motor, such as an electric car or a hybrid vehicle.
- the drive system of the vehicle includes a motor 1, an inverter 2, a power element 3, a transmission 4, an oil temperature sensor 5, a radiator 6, a cooling water pump 7, a cooling flow path 8, a water temperature sensor 9, a reservoir A tank 10 and a controller 100 are provided.
- the configuration of the drive system is not limited to the configuration shown in FIG. 1, and includes, for example, drive wheels and the like.
- the motor 1 is, for example, a synchronous motor generator in which permanent magnets are embedded in a rotor and a stator coil is wound around a stator.
- the motor 1 functions as a motor and also as a generator.
- the motor 1 is rotationally driven (power running).
- the motor 1 when the rotor is rotated by external force, the motor 1 generates alternating current power by generating electromotive force at both ends of the stator coil (regeneration).
- the inverter 2 is a conversion circuit for converting the power of a vehicle battery (not shown) into AC power and outputting the converted power to the motor 1.
- the inverter 2 generates a motor torque by causing a current to flow to the motor 1 based on a torque command value transmitted from the controller 100.
- the motor 1 functions as a generator, the inverter 2 converts AC power generated by the motor into DC power and outputs the DC power to the battery.
- the inverter 2 is connected to the motor 1.
- a switching signal based on a torque command value is input to the inverter 2, and the inverter 2 is driven by switching on and off the switching element according to the switching signal.
- the switching signal is generated based on the torque command value, the rotation speed of the motor 1 and the like. The generation of the switching signal is performed by the controller 100.
- the inverter 2 has the power element 3 which modularized switching elements, such as IGBT. At the time of driving the inverter 2, heat is generated by the loss of the power element 3, and the temperature of the power element 3 rises. Therefore, in order to cool the temperature of the power element 3, cooling water is circulating.
- the transmission 4 is a continuously variable transmission mechanism (CVT) that obtains a stepless transmission ratio by changing the contact belt contact diameter among a plurality of pulleys.
- the input shaft of the transmission 4 is connected to the rotation shaft of the motor 1, and the rotational driving force from the motor 1 is input to the transmission 4.
- the output shaft of the transmission 4 is coupled to the drive wheel via a shaft so that the output rotational drive force of the transmission 4 can be transmitted to the drive wheel.
- Lubricant oil is designed to flow into the transmission 4 in order to lubricate or cool the mechanical parts of the transmission 4.
- An oil temperature sensor 5 is disposed in the transmission 4.
- the oil temperature sensor 5 is a sensor for detecting the temperature of the lubricating oil.
- the detected value of the oil temperature sensor 5 is output to the controller 100.
- the motor 1 is disposed close to the transmission 4 or in the vicinity of the motor 1.
- the motor 1 and the transmission 4 are arranged such that heat is transferred between at least the motor 1 and the transmission 4.
- heat exchange is performed between the lubricating oil in the transmission 4 and the motor 1.
- the motor 1 and the transmission 4 are disposed close to each other. Further, even if the motor 1 and the transmission 4 are disposed with a gap, if the heat of the transmission 4 is transmitted to the motor 1, the motor 1 is disposed in the vicinity of the transmission 4 It will be
- the oil temperature sensor 5 is a sensor for detecting the temperature of the lubricating oil.
- the detected value (detected temperature) of the oil temperature sensor 5 is output to the controller 100.
- the radiator 6 is an exchanger for exchanging the heat of the cooling water.
- the cooling water pump 7 is a mechanical or electric pump and is a device for circulating the cooling water in the cooling flow passage 8.
- the cooling flow path 8 is a flow path for flowing the cooling water.
- the cooling flow passage 8 is provided in the motor 1 and the inverter 2 so as to perform heat exchange between the cooling water and the motor 1 and heat exchange between the cooling water and the power element 3.
- the cooling flow passage 8 is formed by a circulation flow passage so that the cooling water can be circulated by the motor 1, the inverter 2, the water temperature sensor 9, and the reservoir tank 10.
- the water temperature sensor 9 is a sensor for detecting the temperature of the cooling water.
- the detected value (detected temperature) of the water temperature sensor 9 is output to the controller 100.
- the reservoir tank 10 is a tank for storing cooling water.
- the controller 100 is a controller for controlling the entire vehicle, and controls the motor 1, the inverter 2 and the cooling water pump 7.
- the controller 100 includes a ROM in which various programs are stored, a CPU as an operation circuit that executes the programs stored in the ROM, and a RAM that functions as an accessible storage device.
- controller 100 controls motor 1, inverter 2 and cooling water pump 7, pump control unit 101, torque limit value calculation unit 102, required torque calculation unit 103, and torque command value calculation unit 104. have.
- the transmission 4 By the way, while the vehicle is traveling, the transmission 4 generates heat. Therefore, when the vehicle is parked and the main switch is turned off, the temperature of the transmission 4 is high. In order to transfer heat between the motor 1 and the transmission 4, while the vehicle is parked, the heat of the transmission 4 is transferred to the motor 1, and the coolant in the motor 1 is heated. Then, in the next traveling, when the main switch is turned on and the cooling water pump 7 is driven, the heated cooling water in the motor 1 flows to the inverter 2. Therefore, when the vehicle starts traveling, the temperature of the power element 3 or the temperature of the coil or the like of the motor 1 becomes high. Then, in such a state where the temperature is high, the required torque is high, and when the motor 1 is driven to satisfy the required torque, the temperature of the power element 3 and the like further increases.
- the torque of the motor may be limited according to the temperature of the cooling water.
- a torque limit value is set, and when the required torque is higher than the torque limit value, the torque command value is limited to the torque limit value. This limits the required torque.
- the water temperature sensor 9 has a delay in response time.
- the cooling water pump 7 starts driving and the heated cooling water flows to the water temperature sensor 9
- the water temperature sensor 9 can not detect the water temperature following the temperature rise. Then, the temperature detected by the water temperature sensor 9 becomes lower than the actual temperature of the cooling water. Therefore, when the output torque of the motor 1 is restricted based on the detection value of the water temperature sensor 9, there is a problem that the torque restriction becomes insufficient.
- the torque limit value As another torque limiting method, it is conceivable to keep the torque limit value constant for a certain period from the start of driving of the cooling water pump 7. Even if cooling water of the highest temperature assumed flows from the motor 1 into the cooling flow passage 8 after the driving of the cooling water pump 7 is started, the temperature of the power element 3 etc. does not exceed the allowable temperature For this purpose, the constant torque limit value needs to be set to a low value in advance. However, the frequency at which the actual cooling water temperature reaches the highest temperature assumed is low. Therefore, there is a problem that the torque limit is applied more than necessary for a certain period.
- FIG. 2 is a flowchart showing a control flow of the controller 100.
- FIG. 3 is a graph showing the relationship between the temperature of the lubricating oil (oil temperature) and the peak temperature of the cooling water.
- FIG. 4 is a graph showing the relationship between the temperature (cooling water temperature) of the cooling water and the torque limit value.
- step S1 the pump control unit 101 transmits a drive command to the cooling water pump 7.
- the coolant pump 7 receives the drive command and starts driving. Cooling water circulates in the cooling flow path 8.
- step S2 the oil temperature sensor 5 detects the temperature of the lubricating oil.
- the torque limit value calculation unit 102 acquires the temperature of the lubricating oil from the oil temperature sensor 5.
- step S3 the water temperature sensor 9 detects the temperature of the cooling water.
- the torque limit value calculation unit 102 acquires the temperature of the cooling water from the water temperature sensor 9.
- step S4 the torque limit value calculation unit 102 compares the driving time of the cooling water pump 7 with the first predetermined time.
- the driving time of the cooling water pump 7 is an elapsed time from the start of driving of the cooling water pump 7 to the present time.
- the first predetermined time is a time set in advance according to the delay time of the detection of the water temperature sensor 9. After the cooling water pump 7 is driven, when the temperature of the cooling water changes sharply, it takes time until the detected value of the water temperature sensor 9 becomes the actual temperature of the cooling water.
- the first predetermined time indicates the time from when the cooling water pump 7 is driven until the detection value of the water temperature sensor 9 becomes the actual temperature of the cooling water.
- the water temperature sensor 9 can not follow the temperature change, and the detected value of the water temperature sensor 9 and the actual temperature of the cooling water are diverged. , By time.
- a time until the difference between the detected value of the water temperature sensor 9 and the actual temperature of the cooling water becomes small may be set as a first predetermined time.
- the torque limit value calculation unit 102 determines that the actual temperature of the cooling water is higher than the detection value of the water temperature sensor 9, and step S5. Go to That is, when the temperature of the cooling water suddenly changes before the driving time passes the first predetermined time, the water temperature sensor 9 can not immediately detect the actual temperature of the cooling water. Therefore, the torque limit value calculation unit 102 considers that the actual temperature is higher than the detection value of the water temperature sensor 9 from the driving time.
- step S5 the torque limit value calculator 102 calculates the peak temperature of the cooling water corresponding to the temperature of the lubricating oil detected by the oil temperature sensor 5 with reference to the first map.
- the peak temperature of the cooling water indicates the maximum temperature reached by the cooling water at the current temperature of the lubricating oil.
- the temperature of the transmission 4 is also high. Then, the heat of the transmission 4 is transmitted to the motor 1 and the temperature of the cooling water becomes high. That is, there is a correlation between the temperature of the lubricating oil and the temperature of the cooling water, and the higher the temperature of the lubricating oil, the higher the peak temperature of the cooling water after the driving of the cooling water pump 7.
- the torque limit value calculation unit 102 stores the relative relationship between the temperature of the lubricating oil and the peak temperature of the cooling water as a first map.
- the said relative relationship is represented by the graph of FIG. 3, and is the relationship that the peak temperature of a cooling water becomes high, so that the temperature of lubricating oil is high.
- the torque limit value calculator 102 calculates a torque limit value corresponding to the peak temperature of the cooling water while referring to the second map.
- the torque limit value calculator 102 stores the relative relationship between the temperature of the cooling water and the torque limit value as a second map.
- the relative relationship is represented by the graph of FIG.
- the torque limit value is a constant value (A 1). If the coolant temperature is T 2 or less by T 1 or more, as the cooling water temperature becomes higher, the torque limit value is lower between the A 1 of A 2.
- the torque limit value becomes a constant value (A 2 ). Torque limit value A 1 is higher than the torque limit value A 2.
- the relative relationship between the temperature of the cooling water and the torque limit value is not limited to the relationship shown in FIG. 4 and may be a relationship indicated by other characteristics.
- the torque limit value calculator 102 calculates the torque limit value after inputting the peak temperature of the cooling water as the temperature of the cooling water shown in the second map.
- the torque limit value calculator 102 outputs the torque limit value to the torque command value calculator 104. Then, the process proceeds to step S10.
- the torque limit value calculation unit 102 is configured to use the temperature of the lubricating oil detected by the oil temperature sensor 5 or the water temperature sensor 9. The detected value of the oil temperature sensor 5 is selected among the detected temperatures of the cooling water. Then, the torque limit value calculation unit 102 calculates the torque limit value based on the selected detection value.
- step S4 If it is determined in step S4 that the driving time of the cooling water pump 7 is equal to or longer than the first predetermined time, the process proceeds to step S7.
- step S7 the torque limit value calculation unit 102 compares the drive time with the second predetermined time.
- the second predetermined time indicates the time until the temperature of the cooling water falls below the design water temperature. For example, the upper limit temperature of the cooling water assumed in the normal traveling state of the vehicle is set as the design water temperature.
- step S8 the torque limit value calculation unit 102 calculates a torque limit value corresponding to the detection value of the water temperature sensor 9 while referring to the second map.
- the torque limit value calculator 102 calculates the torque limit value after inputting the detection value of the water temperature sensor 9 to the temperature of the cooling water shown in the second map.
- the torque limit value calculator 102 outputs the torque limit value to the torque command value calculator 104.
- the torque limit value calculation unit 102 detects the temperature of the lubricating oil detected by the oil temperature sensor 5 or the water temperature sensor 9 The detected value of the water temperature sensor 9 is selected among the temperatures of the cooling water. Then, the torque limit value calculation unit 102 calculates the torque limit value based on the selected detection value.
- step S7 If it is determined in step S7 that the driving time of the cooling water pump 7 is equal to or longer than the second predetermined time, the process proceeds to step S9.
- step S9 the torque limit value calculator 102 sets the maximum value of the output torque of the motor 1 as the torque limit value.
- the torque limit value calculator 102 outputs the torque limit value to the torque command value calculator 104. Thereby, the torque limitation based on the temperature of the cooling water or the temperature of the lubricating oil is released. Then, the process proceeds to step S10.
- step S10 the required torque calculation unit 103 calculates the torque required of the motor 1 as the required torque based on the accelerator opening degree.
- the required torque calculation unit 103 outputs the required torque to the torque command value calculation unit 104.
- step S11 torque command value calculation unit 104 compares the required torque with the torque limit value. If the required torque is equal to or greater than the torque limit value, in step S12, the torque command value computing unit 104 computes the torque limit value as a torque command value, and outputs the torque command value to the inverter 2. As a result, the required torque is limited to the torque limit value.
- step S13 the torque command value calculation unit 104 calculates the required torque as a torque command value without applying torque limitation, and gives the inverter 2 a torque command. Print a value.
- step S14 controller 100 determines whether the main switch is in the off state. If the main switch is in the on state, the process proceeds to step S2. Then, while the on state of the main switch continues, the control flow from step S2 to step S14 is repeatedly performed. If the main switch is in the off state, the control flow is ended.
- the torque command value computing unit 104 may smoothly release the torque by the gradual change process. For example, when the driving time of the cooling water pump 7 is equal to or longer than the second predetermined time, the process proceeds to step S9, and the torque restriction is released. At this time, the torque limit value calculation unit 102 performs the following processing without changing the torque limit value set in step S8 in the previous control flow to the maximum value of the output torque. First, the torque limit value calculation unit 102 calculates the temperature of the cooling water by performing a gradual change process on the detected value of the cooling water. For example, an averaging process is used for the gradual change process. The temperature of the calculated coolant changes smoothly with the passage of time. Then, the torque limit value calculation unit 102 inputs the calculated temperature of the cooling water to the second map, and calculates the torque limit value.
- the temperature of the cooling water is subjected to a slow change process, and the torque limit is performed based on the temperature after the slow change process. Then, after the torque limitation is performed, the torque limitation is released.
- the driving time of the cooling water pump 7 reaches the second predetermined time, the torque limitation is not immediately released, so that it is possible to suppress the sudden change of the torque command value. As a result, the deterioration of drivability can be avoided.
- the torque restriction according to the temperature of the cooling water is performed.
- the torque limit value calculation unit 102 does not perform the gradual change process on the temperature of the cooling water. Thereby, when performing torque limitation, since torque can be limited immediately, motor 1 or inverter 2 can be protected from heat.
- the temperature transition is a transition after the driving of the cooling water pump 7 is started.
- the horizontal axis of FIG. 5 shows the driving time of the cooling water pump 7, and the vertical axis shows the temperature (cooling water temperature) of the cooling water.
- the dotted line graph indicates the detection value (water temperature sensor temperature) of the water temperature sensor 9, and the solid line graph indicates the actual temperature of the cooling water.
- the time t 1 denotes the first predetermined time
- the time t 2 denotes the second predetermined time.
- the drive time is the time t a, the cooling water heated by the heat of the transmission 4 through the motor 1 and the inverter 2. Therefore, the temperature of the cooling water circulating through the cooling flow passage 8 rises.
- the water temperature sensor 9 can not follow the steep temperature change of the cooling water. Until the driving time reaches the first predetermined time t 1 is the deviation between the actual temperature and the detected value of the water temperature sensor 9 of the cooling water increases.
- the torque limit value calculation unit 102 selects the detection value of the oil temperature sensor 5 and calculates the torque limit value based on the detection value of the oil temperature sensor 5 . Thereby, the torque limit value is set to a low value, and appropriate torque limit can be performed.
- the detection value of the water temperature sensor 9 is as follows the actual temperature.
- the torque limit value calculation unit 102 selects the detection value of the water temperature sensor 9 and calculates the torque limit value based on the detection value of the water temperature sensor 9.
- the controller 100 selects either the temperature of the lubricating oil detected by the oil temperature sensor 5 or the temperature of the cooling water detected by the water temperature sensor 9, and based on the selected temperature Limit the torque.
- torque limitation can be performed using the detection value of the oil temperature sensor 5 even in a state where appropriate torque limitation can not be applied.
- appropriate torque limits can be implemented.
- the controller 100 selects the detection value of the oil temperature sensor 5 while selecting it. Limit the torque based on the detected value. Thereby, for example, the temperature of the cooling water can be raised in a short time, and appropriate torque limitation can be performed in a state where the actual temperature of the cooling water is higher than the detection value of the cooling sensor 9.
- water is used as the refrigerant for cooling the motor 1 or the power element 3.
- the refrigerant may be another refrigerant other than water.
- the above controller corresponds to the "control means” of the present invention.
- the cooling water pump 7, the cooling flow path 8, and the reservoir tank 10 correspond to the "cooling means” of the present invention.
- the water temperature sensor 9 corresponds to the "refrigerant sensor” of the present invention.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- General Engineering & Computer Science (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Motor Or Generator Cooling System (AREA)
- Control Of Electric Motors In General (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
Abstract
Description
2…インバータ
3…パワー素子
4…変速機
5…油温センサ
7…冷却水ポンプ
8…冷却流路
9…水温センサ
10…リザーバタンク
100…コントローラ
Claims (6)
- モータと、
前記モータに近接し又は前記モータの近傍に配置された変速機と、
前記変速機の潤滑油の温度を検出する油温センサと、
冷媒により前記モータを冷却する冷却手段と、
前記冷媒の温度を検出する冷媒センサと、
前記モータのトルクを制御する制御手段とを備え、
前記制御手段は、
前記油温センサにより検出された潤滑油温度、又は、前記冷媒センサにより検出された冷媒温度のいずれか一方の温度を検出温度として選択し、
前記検出温度に基づいて前記トルクに制限をかける
ことを特徴とするモータ制御装置。 - 請求項1記載のモータ制御装置において、
前記制御手段は、
前記冷媒の実際の温度が前記冷媒温度よりも高い状態であると判定した場合には、前記潤滑油温度を前記検出手段として選択する
ことを特徴とするモータ制御装置。 - 請求項1又は2に記載のモータ制御装置において、
前記制御手段は、
前記冷却手段を駆動した時点からの経過時間が所定時間より短い場合には、前記潤滑油温度を前記検出温度として選択する
ことを特徴とするモータ制御装置。 - 請求項3に記載のモータ制御装置において、
前記制御手段は、
前記冷却手段を駆動した時点からの経過時間が前記所定時間より長い場合には、前記冷媒温度を前記検出温度として選択する
ことを特徴とするモータ制御装置。 - 請求項1~4のいずれか一項に記載のモータ制御装置において、
前記制御手段は、
前記冷媒温度に基づいて前記トルクに制限をかける場合には、前記冷媒温度に所定の緩変化処理を施すことなくトルク制限を行い、
前記トルク制限を解除する場合には、前記冷媒温度に前記緩変化処理を施し、かつ、前記緩変化処理を施した後の前記冷媒温度に基づいて前記トルク制限を行った後に、前記トルク制限を解除する
ことを特徴とするモータ制御装置。 - モータのトルクを制御する制御方法において、
前記モータに近接し又は前記モータの近傍に配置された変速機の潤滑油を、油温センサにより検出し、
冷媒により前記モータを冷却し、
前記冷媒の温度を冷媒センサにより検出し、
前記油温センサにより検出された潤滑油温度、又は、前記冷媒センサにより検出された冷媒温度のいずれか一方の温度を検出温度として選択し、
前記検出温度に基づいて前記トルクに制限をかける
ことを特徴とするモータ制御方法。
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MX2017001033A MX359048B (es) | 2014-07-23 | 2014-07-23 | Aparato de control de motor y método de control de motor. |
MYPI2017000104A MY188451A (en) | 2014-07-23 | 2014-07-23 | Motor control apparatus and motor control method |
JP2016535569A JP6252681B2 (ja) | 2014-07-23 | 2014-07-23 | モータ制御装置及びモータ制御方法 |
US15/327,795 US10427543B2 (en) | 2014-07-23 | 2014-07-23 | Motor control apparatus and motor control method |
EP14898216.8A EP3173281B1 (en) | 2014-07-23 | 2014-07-23 | Motor control apparatus and motor control method |
CN201480080828.0A CN106573541B (zh) | 2014-07-23 | 2014-07-23 | 马达控制装置以及马达控制方法 |
PCT/JP2014/069395 WO2016013063A1 (ja) | 2014-07-23 | 2014-07-23 | モータ制御装置及びモータ制御方法 |
RU2017105575A RU2668384C2 (ru) | 2014-07-23 | 2014-07-23 | Устройство управления мотором и способ управления мотором |
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