Drive device

Abstract

The invention relates to a driving device which suppresses noise and vibration increase of a motor and enables the temperature of an electricity storage device to rise. When the temperature rise condition of the power storage device is satisfied, if the rotation speed of the motor is within a first range in which noise and vibration of the motor are subject by the electromagnetic force of 6m (m = 1, 2,...) times, the current lead angle is set so as to give consideration to both the reduction of the electromagnetic force of 6m times and the heat generation amount of the motor and the inverter. When the rotational speed is within a second range in which noise and vibration of the motor due to the electromagnetic force of electric 2n (n = 1, 2,...) times are subject, the current lead angle is set so as to give consideration to both the reduction of the electromagnetic force of electric 2n times and the amount of heat generated by the motor and the inverter.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a drive device. BACKGROUND

[0002] In the past, a technology has been proposed that has a compressor having a compression section that compresses refrigerant and a drive motor that drives the compression section, and that raises the temperature of the refrigerant using waste heat that accompanies driving of the drive motor, and a blow-off section that blows air toward a heat exchanger that is warmed by heat of the refrigerant, and blows air that has been heat-exchanged with the heat exchanger into a vehicle cabin (for example, refer to Patent Literature 1). In this technology, by controlling the current phase to a phase in which the change in the output of the drive motor with respect to the change in the current phase of the drive motor is relatively small, specifically, to a phase that lags behind the optimum phase, when the blow-off section is in a driving state, the drive motor is driven non-efficiently.

[0003] [Patent Literature 1] Japanese Patent Application Publication No. 2021-59152

[0004] In the above-described technology, depending on the current phase when the drive motor is driven non-efficiently, it is possible that the noise and vibration of the motor become large due to electromagnetic forces of the motor at the 6m (m = 1, 2,...)th or the 2n (n = 1, 2,...)th of the electric current, or the like. The main purpose of the drive device of the present disclosure is to suppress the noise and vibration of the motor from becoming large and to warm up the electric storage device. SUMMARY

[0005] To achieve the above-described main object, the driving device of the present disclosure adopts the following means. The driving device of the present disclosure is provided with: an electric storage device; a motor; an inverter provided between the electric storage device and the motor; a heat transfer device that transfers heat of the motor and / or the inverter to the electric storage device; and a control device that controls the inverter using a current lead angle based on a torque command of the motor, wherein the control device, when a temperature rise condition of the electric storage device is satisfied, sets the current lead angle in a manner that takes into account both reduction of electromagnetic force of the electric 6m (m = 1, 2,...) times and heat generation amount of the motor and the inverter, when a rotational speed of the motor is within a first range in which noise and vibration of the motor become problematic due to electromagnetic force of the electric 6m times, and sets the current lead angle in a manner that takes into account both reduction of electromagnetic force of the electric 2n (n = 1, 2,...) times and heat generation amount of the motor and the inverter, when the rotational speed is within a second range in which noise and vibration of the motor become problematic due to electromagnetic force of the electric 2n times. With such processing, it is possible to suppress noise and vibration of the motor from becoming large in accordance with which of the electromagnetic force of the electric 6m times and the electromagnetic force of the electric 2n times becomes problematic, and it is possible to cause the electric storage device to rise in temperature. BRIEF DESCRIPTION OF DRAWINGS

[0006] Figure 1 is a brief configuration diagram of an electric vehicle 10 that mounts the driving device of the embodiment.

[0007] Figure 2 is a flowchart that shows one example of a processing routine.

[0008] Figure 3 is an explanatory diagram that shows one example of the relationship between the current lead angle θi, the torque command Tm*, and the electromagnetic force Fem of the electric 6m times and the electric 2n times. DETAILED DESCRIPTION

[0009] Embodiments for implementing the present disclosure (embodiments) are described with reference to the drawings. Figure 1 is a brief configuration diagram of an electric vehicle 10 that mounts the driving device of the embodiment. As shown in the figure, the electric vehicle 10 of the embodiment is provided with a motor 22, an inverter 24, a battery 26 that is an electric storage device, a cooling device 40 that is a heat transfer device, and an electronic control unit (hereinafter, referred to as "ECU") 50 that is a control device.

[0010] Motor 22 is configured as a three-phase AC motor, comprising a rotor with permanent magnets embedded in its rotor core and a stator with three-phase (U-phase, V-phase, W-phase) coils wound in its stator core. The rotor of motor 22 is connected to a drive shaft 16 via differential gears 14 to drive wheels 12a and 12b. Inverter 24 is connected to power lines 28 (positive line 28p and negative line 28n) connected to battery 26. Inverter 24 includes six transistors T11 to T16 as switching elements and six diodes D11 to D16 connected in parallel with each of the six transistors T11 to T16. Transistors T11 to T16 are arranged in pairs, with the positive line 28p and the negative line 28n as the source and drain sides, respectively. The connection points of the pairs of transistors T11 to T16 are connected to the three-phase (U-phase, V-phase, W-phase) coils of motor 22, respectively. Therefore, by adjusting the on-time ratio of paired transistors T11 to T16 by the ECU 50, a rotating magnetic field is formed in the three-phase coils of the motor 22, driving the motor 22 (rotor) to rotate. The battery 26 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery. The positive and negative terminals of the battery 26 are connected to the positive terminal line 28p and the negative terminal line 28n. A smoothing capacitor 30 is connected to the positive terminal line 28p and the negative terminal line 28n. The cooling device 40 includes a circulation path 42, a radiator 44, and an electric pump 46. The circulation path 42 is configured to circulate cooling water sequentially to the motor 22, the inverter 24, the battery 26, and the radiator 44. The electric pump 46 pressurizes the cooling water in the circulation path 42 (to circulate it). Alternatively, the circulation path 42 can also be configured to circulate cooling water sequentially to the inverter 24, the motor 22, the battery 26, and the radiator 44.

[0011] ECU50 is equipped with a microcomputer with CPU, ROM, RAM, flash memory, input / output ports, communication ports, various drive circuits, and various logic ICs. Signals from various sensors are input to ECU50. For example, the rotational position θm of the rotor of motor 22 is input from rotational position sensor 22a, and the phase currents Iu, Iv, and Iw of each phase of motor 22 are input from current sensors 22u, 22v, and 22w. The voltage Vb of battery 26 is also input from voltage sensor 26v, the current Ib of battery 26 is input from current sensor 26i, and the temperature Tb of battery 26 is input from temperature sensor 26t. The voltage VH of capacitor 30 is also input from voltage sensor 30v, and the temperature Tc of cooling water in the circulation path 42 of cooling device 40 is input from temperature sensor 48. The inputs also include on / off signals from the power switch 60, the operating position (gear SP) of the shift lever 61 from the gear position sensor 62, the amount of pressure applied to the accelerator pedal 63 (accelerator opening Acc) from the accelerator pedal position sensor 64, the amount of pressure applied to the brake pedal 65 (brake pedal position BP) from the brake pedal position sensor 66, and the vehicle speed V from the vehicle speed sensor 67. The ECU 50 outputs switching control signals to transistors T11-T16 of the inverter 24 and control signals to the electric pump 46. The ECU 50 calculates the electrical angle θe and rotational speed Nm of the motor 22 based on the rotor's rotational position θm, or calculates the state of charge (SOC) of the battery 26 based on the accumulated current Ib of the battery 26.

[0012] In the electric vehicle 10 of this embodiment, the ECU 50 sets the required torque Td* (required by the drive shaft 16) for driving based on the accelerator opening Acc and the vehicle speed V. The ECU then sets the torque command Tm* of the motor 22 to drive according to the set torque Td*, and controls the switching of transistors T11 to T16 of the inverter 24 based on the set torque command Tm*. Here, the control of the inverter 24 will be explained. The ECU 50 uses the electrical angle θe of the motor 22 to perform a coordinate transformation (3-phase to 2-phase transformation) of the phase currents Iu, Iv, and Iw of each phase of the motor 22 into d-axis and q-axis currents Id and Iq. Next, based on the torque command Tm* of the motor 22, the ECU 50 sets the current lead angle θi and the effective current value Ir, and based on the set current lead angle θi and the effective current value Ir, sets the d-axis and q-axis current commands Id* and Iq*. The current lead angle θi is the angle (lead angle) of the current command vector (with components Id* and Iq* of the d-axis and q-axis in the dq coordinate system) relative to the q-axis. The effective current value Ir is the square root of the sum of the squares of the d-axis current command Id* and the q-axis current command Iq*. Then, the voltage commands Vd* and Vq* of the d-axis and q-axis are calculated through current feedback control to eliminate the difference between the current commands Id* and Iq* of the d-axis and q-axis and the currents Id and Iq. In addition, the voltage commands Vd* and Vq* of the d-axis and q-axis are transformed (2-phase to 3-phase transformation) using the electrical angle θe of motor 22 into voltage commands Vu*, Vv*, and Vw* of each phase. By comparing these voltage commands Vu*, Vv*, and Vw with the carrier voltage, PWM signals for transistors T11 to T16 are generated to control the switching of transistors T11 to T16.

[0013] Next, the operation of the electric vehicle 10 according to the embodiment, especially the processing of setting the current lead angle θi and the effective value of the current Ir, will be explained. Figure 2 This is a flowchart illustrating an example of a processing routine repeatedly executed by ECU 50. When this routine is executed, ECU 50 first determines whether the heating condition of battery 26 is met (step S100). Here, the heating condition of battery 26 is met, for example, when the temperature Tb of battery 26 is below the threshold Tblo, or when the heating of battery 26 is requested by user operation (e.g., switch operation, etc.). If it is determined in step S100 that the heating condition of battery 26 is not met, the value θi1 is set to the current lead angle θi (step S140), and the effective current value Ir is set based on the set current lead angle θi and torque command Tm* (step S190), and the routine ends. The value θi1 is determined to be the minimum value of the effective current value Ir in the combination of the current lead angle θi used to output torque command Tm* from motor 22.

[0014] When it is determined in step S100 that the heating condition of battery 26 is met, it is determined whether the noise / vibration of motor 22 becomes the subject of the NV (Noise Vibration) problem condition (step S110). The NV problem condition is met, for example, when the rotational speed Nm of motor 22 is within a specified rotational speed range. The specified rotational speed range includes a first rotational speed range and a second rotational speed range. The first rotational speed range is predetermined through experiments, analysis, etc., and is the rotational speed range of the subject of the noise and vibration of motor 22 due to the electromagnetic force of electric 6m (m = 1, 2, ...). The second rotational speed range is predetermined through experiments, analysis, etc., and is the rotational speed range of the subject of the subject of the noise and vibration of motor 22 due to the electromagnetic force of electric 2n (n = 1, 2, ...). The electromagnetic force of electric 6m is the electromagnetic force based on the higher harmonic components of the phase currents Iu, Iv, and Iw of motor 22. The electromagnetic force of the 2nth electric current is based on the fundamental components of the phase currents Iu, Iv, and Iw of the motor 22, and is easily exacerbated by imbalances in the phase currents Iu, Iv, and Iw. The speed range at which the noise and vibration of the motor 22 are considered as problems due to the electromagnetic forces of the 6m and 2nth electric currents is included, depending on whether the electromagnetic forces of the 6m and 2nth electric currents are considered as problems, and is thus included in either the first or second speed range.

[0015] When it is determined in step S110 that the NV problem condition is not met, the current lead angle θi is set to a value θi2 (step S150), and the effective current value Ir is set based on the set current lead angle θi and torque command Tm* (step S190), ending the routine. The value θi2 is, for example, determined to be an increase in the effective current value Ir compared to the value θi1 in the combination of the current lead angle θi used to output torque command Tm* from the motor 22, thereby increasing the heat generation of the motor 22 and inverter 24. This increases the heat generation of the motor 22 and inverter 24, causing the battery 26 to heat up via the cooling device 40.

[0016] When the NV problem condition is met in step S110, it is determined whether the rotational speed Nm of motor 22 is within the first rotational speed range (the rotational speed range within which the noise and vibration of motor 22 are subject to the electromagnetic force of 6m times) (step S120), and whether the rotational speed Nm of motor 22 is within the second rotational speed range (the rotational speed range within which the noise and vibration of motor 22 are subject to the electromagnetic force of 2n times) (step S130). When it is determined in step S120 that the rotational speed Nm of motor 22 is within the first rotational speed range, the value θi3 is set to the current lead angle θi (step S160). When it is determined in step S130 that the rotational speed Nm of motor 22 is within the second rotational speed range, the value θi4 is set to the current lead angle θi (step S170). When it is determined in steps S120 and S130 that the rotational speed Nm1 of motor 22 is outside the first and second rotational speed ranges, the value θi5 is set to the current lead angle θi (step S180). The values ​​θi3 to θi5 will be described later. When the current lead angle θi is set in this way, the effective current value Ir is set based on the set current lead angle θii and the torque command Tm* (step S190), and this routine ends.

[0017] Figure 3 This is an explanatory diagram illustrating an example of the relationship between the current lead angle θi, the torque command Tm*, and the electromagnetic force Fem generated by the 6mth and 2nth electric current cycles. This relationship varies depending on the specifications of the motor 22, etc. Figure 3 In the example, the torque command Tm* is illustrated when the torque is Tm1. The value θi1 is set to the current lead angle θi at the intersection of the torque Tm1 and the optimal current lead angle line, and the value θi2 is set such that it is larger than the effective current value Ir of the torque Tm1 compared to the value θi1, for example, on the side smaller than the value θi1.

[0018] exist Figure 3 In the example, the electromagnetic force of the 6mth electric current increases after decreasing with the increase of the current lead angle θi, while the electromagnetic force of the 2nth electric current decreases with the increase of the current lead angle θi. Therefore, the value θi3 is set on the side smaller than θi2, taking into account both the decrease in the electromagnetic force Fem of the 6mth electric current relative to the torque Tm1 and the same or increased current effective value Ir (heat generation of motor 22 and inverter 24). The value θi4 is set on the side larger than θi2, taking into account both the decrease in the electromagnetic force Fem of the 2nth electric current relative to the torque Tm1 and the same or increased current effective value Ir. The value θi5 is set on the side closer to θi than θi3 and θi4, so that even if the current effective value Ir relative to the torque Tm1 is slightly smaller, it can suppress the noise and vibration of motor 22.

[0019] In the drive unit of the electric vehicle 10 described above, when the battery 26 reaches a certain temperature and the NV (noise, vibration, and air resistance) condition is met, if the motor 22's rotational speed Nm is within a first speed range where motor noise and vibration become a problem due to the electromagnetic force of the 6mth electric current, the current lead angle θi is set in a way that balances the reduction of the electromagnetic force of the 6mth electric current and the heat generation of the motor 22 and the converter 24. If the motor 22's rotational speed Nm is within a second speed range where motor noise and vibration become a problem due to the electromagnetic force of the 2nth electric current, the current lead angle θi is set in a way that balances the reduction of the electromagnetic force of the 2nth electric current and the heat generation of the motor 22 and the converter 24. Therefore, it is possible to suppress the increase in motor noise and vibration based on whether the electromagnetic force of the 6mth electric current or the electromagnetic force of the 2nth electric current becomes a problem, and it is also possible to raise the temperature of the energy storage device.

[0020] In the above embodiment, the motor's noise and vibration became a problem due to the electromagnetic force applied 6m times, using the motor 22's rotational speed Nm within a first rotational speed range as the condition. However, a condition combining the rotational speed condition and the torque command Tm* below the threshold Tmref could also be used. This is because when the torque of the motor 22 is large enough, the degree of deterioration in the motor 22's noise and vibration decreases compared to when the torque is small. The same consideration can be given to the condition that the motor's noise and vibration become a problem due to the electromagnetic force applied 2n times.

[0021] In the above-described embodiment, it is used as a drive unit for an electric vehicle 10 equipped with a motor 22, but it is not limited to this. For example, it could be used as a drive unit for a hybrid vehicle that has an engine in addition to a motor, or as a drive unit for a fuel cell vehicle that has a fuel cell in addition to a motor. Alternatively, it could be used as a drive unit for a mobile body other than a vehicle, or for stationary building equipment.

[0022] The correspondence between the main elements of the implementation method and the main elements of the invention described in the "Summary of the Invention for Solving the Problem" section will be explained. In the implementation method, battery 26 is equivalent to "energy storage device", motor 22 is equivalent to "motor", inverter 24 is equivalent to "inverter", cooling device 40 is equivalent to "heat transfer device", and ECU 50 is equivalent to "control device".

[0023] In this context, the correspondence between the main elements of the implementation method and the main elements of the invention described in the "Invention Content for Solving the Problem" column is merely an example of how the implementation method is used to carry out the invention described in the "Invention Content for Solving the Problem" column. Therefore, the elements of the invention described in the "Invention Content for Solving the Problem" column are not limited. That is, the explanation of the invention described in the "Invention Content for Solving the Problem" column is based on the description in that column, and the implementation method is simply a specific example of the invention described in the "Invention Content for Solving the Problem" column.

[0024] The above describes the methods for implementing this disclosure using the embodiments, but this disclosure is not limited to such embodiments. Of course, it can be implemented in various ways without departing from the spirit of this disclosure.

[0025] This disclosure can be applied to industries such as the manufacturing of drive devices.

[0026] Explanation of reference numerals in the attached figures

[0027] 22-Motor, 24-Inverter, 26-Battery, 40-Cooling device (heat transfer device), 50-ECU (control device).

Claims

1. A drive device comprising: an energy storage device; a motor; an inverter disposed between the energy storage device and the motor; a heat transfer device for transferring heat from the motor and / or the inverter to the energy storage device; and a control device for controlling the inverter using a current lead angle based on a torque command from the motor, wherein... When the temperature rise condition of the energy storage device is met, and the motor speed is within the first range where the noise and vibration of the motor are within the acceptable range due to the electromagnetic force of the 6mth electric current, the control device sets the current lead angle in a way that balances the reduction of the electromagnetic force of the 6mth electric current and the heat generation of the motor and the inverter. When the speed is within the second range where the noise and vibration of the motor are within the acceptable range due to the electromagnetic force of the 2nth electric current, the control device sets the current lead angle in a way that balances the reduction of the electromagnetic force of the 2nth electric current and the heat generation of the motor and the inverter. Where m = 1, 2, ..., n = 1, 2, ...

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