Device for controlling electric vehicle and electric vehicle equipped with the control device, and electric vehicle control method and computer readable recording medium on which program for allowing
A technology of electric vehicles and control devices, which is applied in the direction of motor generator control, electromechanical brake control, AC motor control, etc., can solve problems such as converter overheating and converter loss increase, and achieve suppression of current concentration and reduction of conduction loss , the effect of preventing overheating damage
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Embodiment approach 1
[0107] figure 1 It is a diagram showing the structure of the powertrain of the electric vehicle according to the first embodiment of the present invention. Reference figure 1 The electric vehicle 100 includes a power storage device B, an inverter (inverter) 10, an electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 20, a motor generator MG, and wheels DW. In addition, the electric vehicle 100 further includes a positive line PL, a negative line NL, a capacitor C, a U-phase line UL, a V-phase line VL, and a W-phase line WL. Furthermore, the electric vehicle 100 further includes a voltage sensor 22, a current sensor 24, and a rotation angle sensor 26.
[0108] The positive terminal and the negative terminal of the power storage device B are connected to the positive line PL and the negative line NL, respectively. The capacitor C is connected between the positive line PL and the negative line NL. The inverter 10 includes a U-phase arm 12, a V-phase...
Embodiment approach 2
[0161] As described above, when the motor is in a locked state where the motor rotation speed is extremely low, a severe thermal situation occurs due to the concentration of current in a specific phase. Therefore, in the second embodiment, the variable control of the PWM center is executed when the switching frequency of the inverter is low and the motor lock state is detected.
[0162] According to the powertrain structure of the electric vehicle of the second embodiment, and figure 1 The illustrated electric vehicle 100 according to Embodiment 1 is the same.
[0163] Figure 13 It is a functional block diagram of ECU 20A in Embodiment 2. Reference Figure 13 , ECU20A is in figure 2 The configuration of the ECU 20 in the first embodiment shown includes a PWM center control unit 66A instead of the PWM center control unit 66.
[0164] The PWM center control unit 66A receives the motor rotation angle θ and the motor rotation speed MRN from the rotation speed calculation unit 62, and ...
Embodiment approach 3
[0174] In Embodiment 3, an example of the amount of change in the PWM center when the motor is locked is shown. Specifically, in the third embodiment, the PWM center is changed in a manner that reduces the conduction loss of the phase with the largest current and balances the conduction loss of each phase.
[0175] The overall structure of the electric vehicle and ECU according to the third embodiment is the same as figure 1 The electric vehicle 100 shown and Figure 13 The ECU 20A shown is the same. Hereinafter, the method of determining the PWM center in the third embodiment will be described.
[0176] Now, suppose it is Picture 12 The shown motor rotation angle θ1 (when the U-phase motor current Iu is at the peak) is the case where the motor is locked. In addition, it is assumed that the diodes D1 to D6 have more thermal surplus than the transistors Q1 to Q6.
[0177] The loss ΔLu of the transistor Q1 of the U-phase upper arm can be expressed by the following equation.
[0178] ...
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