Motor control method and motor control device

Abstract

To provide a motor control method by which the temperature of a battery can be increased while a damage to a component is prevented.SOLUTION: A method for controlling a motor that is mounted on a battery-equipped motor vehicle includes calculating a target modulation rate on the basis of a torque command value for the motor and the rotating state of the motor, determining a voltage norm command value and a voltage phase command value on the basis of the torque command value and the target modulation rate, and performing PWM control on an inverter on the basis of the determined voltage norm command value and the determined voltage phase command value. Further, whether or not the temperature of the battery needs to be increased is determined on the basis of the state of the battery. If the temperature of the battery needs to be increased, the target modulation rate is changed so as to increase a total loss in the motor and the inverter.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a motor control method and a motor control device. [Background technology]

[0002] In hybrid vehicles or electric vehicles, if the battery temperature is low, for example in cold regions, there is a risk that the desired output may not be obtained.

[0003] Patent Document 1 discloses a motor control device that varies copper loss by increasing or decreasing the current amplitude of the motor current when the battery temperature is lower than a predetermined value. Due to the variation in copper loss, the battery charges and discharges power equivalent to the copper loss, and as this charging and discharging is repeated, the internal resistance of the battery generates heat, causing the battery temperature to rise. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-26700 Summary of the Invention [Problem to be solved by the invention]

[0005] In the control device of Patent Document 1, copper loss is increased by increasing the current amplitude of the motor current. However, if the winding temperature rises excessively as a result of the increase in copper loss, there is a risk of component damage, such as burnout. To avoid this, copper loss cannot be increased when the motor is operated at an operating point with a large current amplitude or when the winding temperature is high. Therefore, in such cases, there is a problem in that the battery cannot be heated.

[0006] The present invention has been made in view of the above-mentioned problems, and has an object to provide a motor control method and a motor control device that are capable of raising the temperature of a battery while preventing damage to components. [Means for solving the problem]

[0007] According to one aspect of the present invention, there is provided a method for controlling a motor mounted on an electric vehicle having a battery. This motor control method calculates a target modulation factor based on a torque command value for the motor and the rotational state of the motor, determines a voltage norm command value and a voltage phase command value based on the torque command value and target modulation factor, and performs PWM control of an inverter based on the determined voltage norm command value and voltage phase command value. Then, based on the state of the battery, it is determined whether or not a temperature increase of the battery is necessary. If a temperature increase of the battery is necessary, the target modulation factor is changed so as to increase the total loss of the motor and the inverter. [Effects of the Invention]

[0008] According to the motor control method of the present invention, when it is necessary to heat the battery, the target modulation factor is changed so that the total loss of the motor and inverter increases. In other words, the loss required to heat the battery does not depend solely on the power consumption (copper loss) of the windings. Therefore, it is possible to ensure the loss required to heat the battery while preventing damage to components, such as burnout due to excessive heating of the windings. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle to which a motor control method according to a first embodiment is applied. [Figure 2] FIG. 2 is a control block diagram illustrating switching control by the generator controller. [Figure 3] FIG. 3 is a control block diagram of the voltage phase control unit. [Figure 4] FIG. 4 is a control block diagram of the target modulation factor calculation unit. [Figure 5] FIG. 5 is a diagram showing the correlation between magnet loss and switch loss and the modulation rate. [Figure 6] FIG. 6 is a diagram showing energy loss of a generator. [Figure 7] FIG. 7 is a diagram showing a breakdown of the energy loss of the generator at the operating point A and the operating point B in FIG. [Figure 8] FIG. 8 is a flowchart illustrating the motor control method according to the first embodiment. [Figure 9] FIG. 9 is a control block diagram of a target modulation factor calculation unit in a hybrid vehicle to which the motor control method according to the second embodiment is applied. [Figure 10] FIG. 10 is a diagram showing the relationship between the modulation rate and the current amplitude. [Figure 11] FIG. 11 is a diagram showing the relationship between the modulation rate and the outputtable torque. [Figure 12] FIG. 12 is a diagram showing a specific method for selecting a modulation factor in the target modulation factor calculation unit. [Figure 13] FIG. 13 is a diagram showing the correlation between modulation rate and copper loss. [Figure 14] FIG. 14 is a diagram showing the correlation between modulation factor and iron loss. [Figure 15] FIG. 15 is a flowchart illustrating a motor control method according to the second embodiment. [Figure 16] FIG. 16 is a control block diagram of a target modulation factor calculation unit in a hybrid vehicle to which the motor control method according to the third embodiment is applied. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] (First embodiment) FIG. 1 is a schematic diagram of a hybrid vehicle (hereinafter also referred to as a vehicle) 100 to which a motor control method according to a first embodiment is applied.

[0012] Hybrid vehicle (hereinafter also referred to as vehicle) 100 is configured as a so-called series hybrid vehicle equipped with an engine 1 (internal combustion engine), a power generation motor (hereinafter referred to as generator 2), and an electric motor (hereinafter referred to as drive motor 6) that generates driving force used for traveling. However, without being limited to this, the motor control method of each embodiment can also be applied to vehicles in which the engine can be used both for power generation and as a driving source for traveling, electric vehicles powered only by a battery, etc.

[0013] 1, the hybrid vehicle 100 includes an engine 1, a generator 2, a generator inverter 3, a battery 4, a drive inverter 5, a drive motor 6, and a reduction gear 7. The hybrid vehicle 100 also includes a controller 50 that includes a battery controller 11, a system controller 12, a generator controller 13, a drive motor controller 14, and an engine controller 15, and the controller 50, together with the generator 2, constitutes the motor control device 10.

[0014] The engine 1 is connected to the generator 2 via a gear (not shown) and transmits driving force to the generator 2 for generating electricity. In other words, the engine 1 of the hybrid vehicle 100 is used as a driving source for generating electricity using the generator 2.

[0015] The generator 2 is a generator motor that generates electricity by rotating with the driving force of the engine 1, and is an IPM three-phase synchronous motor in this example. When the engine 1 is started, the generator 2 also cranks the engine 1 using the power of the generator 2, and also performs motoring, which consumes electricity by powering the engine 1 to rotate using the power of the generator 2. The electrical angle θ of the generator 2 e is detected by the rotor position sensor 20 (see FIG. 2), and the detected electrical angle θ e is transmitted to the generator controller 13. Furthermore, at least two phase currents of the generator 2 are detected by phase current sensors 30 (see FIG. 2), and the detected phase currents are transmitted to the generator controller 13.

[0016] The generator inverter (hereinafter also referred to as inverter) 3 is connected to the generator 2, the battery 4, and the drive inverter 5, and converts AC power generated by the generator 2 into DC power. The generator inverter 3 also converts DC power supplied from the battery 4 into AC power and supplies it to the generator 2.

[0017] The battery 4 is charged with the regenerated power of the generator 2 and the drive motor 6, and discharges the drive power. The direct current output voltage (DC voltage) V of the battery 4 dc is detected by the voltage sensor 40 (see FIG. 2), and the detected DC voltage V dc is sent to the generator controller 13.

[0018] The drive inverter 5 converts DC power supplied from the battery 4 or the generator inverter 3 into AC power and supplies it to the drive motor 6. The drive inverter 5 also converts AC power regenerated by the drive motor 6 into DC power and supplies it to the battery 4.

[0019] The drive motor 6 generates drive force using AC current supplied from the drive inverter 5, and transmits the drive force to the drive wheels 8 through the reducer 7. When the vehicle 100 decelerates or coasts, the drive motor 6 rotates along with the drive wheels 8, generating a regenerative drive force, thereby recovering the kinetic energy of the vehicle 100 as electrical energy.

[0020] The controller 50 includes a battery controller 11, a system controller 12, a generator controller 13, a drive motor controller 14, and an engine controller 15. The controller 50 is composed of, for example, a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).

[0021] The battery controller 11 measures the state of charge (SOC) based on the current and voltage charged and discharged to the battery 4, and transmits the measured information to the system controller 12. The battery controller 11 also calculates the input and output power of the battery 4 according to the temperature, internal resistance, and SOC of the battery 4, and outputs the calculated values ​​to the system controller 12. Furthermore, the battery controller 11 determines whether or not a warm-up operation is required (i.e., whether or not the temperature of the battery 4 needs to be increased) according to the temperature and SOC of the battery 4, and if a warm-up operation is required, outputs a warm-up operation request to the system controller 12. For example, in cold regions, the warm-up operation request is output when there is a risk that the desired output required for starting, accelerating, etc. of the vehicle 100 cannot be obtained due to the low temperature of the battery 4.

[0022] The system controller 12 calculates a motor torque command value for the drive motor 6 based on vehicle conditions such as accelerator opening, vehicle speed, and road gradient, as well as information from the battery controller 11 such as SOC information, available input power, available output power, and power generated by the generator 2. The system controller 12 also calculates a target power generation value to be supplied from the generator 2 to the battery 4 or drive motor 6.

[0023] The power generation control unit 121 in the system controller 12 switches the operation mode according to the target power generation and a warm-up operation request. Specifically, if the target power generation is other than 0, the system is set to the "power generation operation mode", and if the target power generation is 0 and there is a warm-up operation request from the battery 4 (battery controller 11), the system is set to the "power consumption operation mode". If neither of these conditions is met, the system is set to "stop operation". In the "power generation operation mode", in order to realize the target power generation, the engine speed command value to the engine controller 15 and the generator torque command value T * In the "power consumption operation mode", the engine rotation speed command value is set to 0, and the generator torque command value T is calculated so that the generator 2 converges to the desired rotation speed. * In the case of "stop operation", the engine speed command value and generator torque command value T *When the system controller 12 is set to the "power consumption operation mode", it issues a power consumption increase request P up_fig In other modes, the power consumption increase request P up_fig is assumed to be unrequired.

[0024] The generator controller 13 receives the generator torque command value T * In order to achieve this, the generator inverter 3 is switched on and off in accordance with the detected value of the rotation speed of the generator 2, the voltage, and other conditions (the rotation state of the generator 2). up_fig Depending on the target modulation rate M * Change the target modulation rate M * The details of the changes will be explained later.

[0025] The drive motor controller 14 controls the switching of the drive inverter 5 in accordance with the state of the drive motor 6 such as the rotation speed and voltage, so that the drive motor torque achieves the drive motor torque command value from the system controller 12 .

[0026] The engine controller 15 adjusts the amount of intake air by the throttle actuator of the engine 1, the amount of fuel injected by the injector, and the ignition timing by the spark plug in accordance with state signals such as the engine speed and temperature of the engine 1 so that the engine speed matches the engine speed command value from the system controller 12. When the engine speed command value is 0, fuel injection is stopped, resulting in a so-called fuel cut state.

[0027] FIG. 2 is a control block diagram illustrating the switching control of the generator inverter 3 executed by the generator controller 13. As shown in FIG.

[0028] As shown in FIG. 2, the generator controller 13 is composed of a three-phase to two-phase converter 21, a rotation speed calculator 22, a torque calculator 23, a target modulation factor calculator 24, a voltage phase control unit 25, a two-phase to three-phase converter 26, and a PWM converter 27.

[0029] The generator (motor) 2 to be controlled by the generator controller 13 is an IPM type three-phase synchronous motor. The generator inverter 3 is a voltage-driven PWM inverter, and the positive and negative power elements provided for each of the three phases inside the generator inverter 3 are driven by a switching signal D x * is driven by

[0030] The generator controller 13 also receives the DC voltage V of the battery 4 detected by the voltage sensor 40. dc , the electrical angle θ of the generator 2 detected by the rotor position sensor 20 e , the phase currents i of at least two phases of the generator 2 detected by the phase current sensors 30 u , i v is entered.

[0031] The three-phase to two-phase converter 21 converts the phase current i u , i v and electrical angle θ e Based on this, the dq axis current i d , i q The calculated dq axis current i d , i q is output to the torque calculator 23.

[0032]

number

[0033] The rotation speed calculator 22 calculates the electrical angle θ of the generator 2. e By differentiating the electrical angular velocity ω e The calculated electrical angular velocity ω is calculated by taking into account the number of pole pairs. e and the mechanical angle rotation speed N are output to the target modulation factor calculation unit 24.

[0034] The torque calculator 23 calculates the dq-axis current i d , i qBy referring to a table storing torque values ​​previously measured in an experiment, the torque estimated value T est Calculate the torque estimate T est is output to the voltage phase control unit 25.

[0035] The target modulation factor calculation unit 24 calculates the generator torque command value (hereinafter also referred to as torque command value) T * , power consumption increase demand P up_fig , the detected DC voltage of battery 4, V dc , the electrical angular velocity ω of generator 2 e (i.e., the rotation state of the generator 2) based on the target modulation factor M * The calculated target modulation factor M * is output to the voltage phase control unit 25. The details of the calculation logic of the target modulation factor calculation unit 24 will be described later.

[0036] The voltage phase control unit 25 determines the target modulation factor M * , torque command value T * , torque estimate T est , electrical angular velocity ω e , DC voltage of battery 4 V dc , the dq-axis voltage command value v d * , v q * The calculated dq-axis voltage command value v d * , v q * is output to the two-phase to three-phase converter 26. The details of the calculation logic of the voltage phase control unit 25 will be described later.

[0037] The two-phase to three-phase converter 26 outputs the dq-axis voltage command value v d * , v q * and the electrical angle θ of generator 2 e Based on this, the phase voltage command value v is calculated from the following equation (2): u * , v v * , v w *The calculated phase voltage command value v u * , v v * , v w * is output to the PWM converter 27.

[0038]

number

[0039] The PWM converter 27 outputs a phase voltage command value v u * , v v * , v w * and the DC voltage of battery 4, V dc Based on this, the average phase voltage per carrier period applied to generator 2, v u , v v , v w is the phase voltage command value v u * , v v * , v w * The switching signal D x * The calculated switching signal D x * is output to the generator inverter 3, and the generator inverter 3 outputs the switching signal D x * The generator inverter 3 is driven by the inverter 3, whereby PWM control is performed.

[0040] FIG. 3 is a control block diagram of voltage phase control unit 25.

[0041] As shown in FIG. 3, the voltage phase control unit 25 is composed of a voltage norm calculator 31, a torque norm response calculator 32, a voltage phase target value calculator 33, a PI controller 34, a voltage phase limiter 35, a vector converter 36, and a stabilization filter 37.

[0042] The voltage norm calculator 31 calculates the target modulation factor M* , DC voltage V dc Based on this, the voltage norm command value v is calculated from the following equation (3): a * The calculated voltage norm command value v a * is output to the voltage phase target value calculation unit 33 and the vector converter 36.

[0043]

number

[0044] The torque reference response calculation unit 32 calculates the torque command value T * response time constant τ m The torque reference response T ref Calculate the following.

[0045]

number

[0046] The voltage phase target value calculation unit 33 calculates the voltage norm command value v a * , electrical angular velocity ω e , torque command value T * By referring to a table created in advance by experiment or analysis, the feedforward voltage phase command value α ff * In this embodiment, the voltage phase is defined as 0° (reference voltage phase) when the q-axis component of the voltage vector is positive and the d-axis component is 0.

[0047] The PI controller 34 controls the torque reference response T ref and the torque estimate T est From the difference between these, PI control is performed based on the following equation (5), and the feedback voltage phase command value α fb * However, in equation (5), K αp is the proportional gain, K αi is the integral gain.

[0048]

number

[0049] The voltage phase limiter 35 determines the feedforward voltage phase command value α ff * and the feedback voltage phase command value α fb * The pre-limit voltage phase command value α * ' is limited to a predetermined range in which the voltage phase and torque can maintain a positive correlation, * The voltage phase limiter 35 calculates the voltage phase command value α * While the voltage phase command value α is stuck at the upper or lower limit, a notification signal lmt_flg indicating that the voltage phase command value α is being limited is sent to the PI controller 34. While the notification indicates that the voltage phase command value α is being limited, the PI controller 34 uses the voltage phase command value α before the limit for anti-windup. * and the voltage phase command value after limiting (voltage phase command value after limiting) α lim * Initialize the integrator so that the values ​​of are equal.

[0050] The vector converter 36 converts the DC voltage V of the battery 4 dc , target modulation rate M * , post-limit voltage phase command value α lim * Based on this, the dq-axis voltage command value before stabilization v d * ´,v q * The calculated value is output to the stabilization filter 37.

[0051]

number

[0052] The stabilization filter 37 calculates the dq-axis voltage command value v before stabilization. d * ´,v q * ´ to dq axis current id , i q Specifically, the dq-axis voltage command value v is calculated based on the following equation (7): d * , v q * and outputs it to the two-phase to three-phase converter 26.

[0053]

number

[0054] where τ m is a response time constant provided in common with the torque reference response calculation unit 32. e The gain k varies depending on 11 , k 12 , k 21 , k 22 is defined by the following equation (8). In equation (8), L d is the d-axis inductance, L q is the q-axis inductance, L d ´ is the d-axis dynamic inductance, L q ´ is the q-axis dynamic inductance.

[0055]

number

[0056] Next, the calculation logic of the target modulation factor calculation unit 24 will be described in detail with reference to FIGS.

[0057] The target modulation factor calculation unit 24 calculates the power consumption increase request P up_fig The target modulation rate M * The calculation logic for calculating is switched.

[0058] Incidentally, when it is necessary to heat the battery, it is known that the current amplitude of the motor current is increased to increase the energy loss (copper loss) of the motor, thereby raising the battery temperature. However, if the winding temperature rises excessively due to the increase in copper loss, there is a risk of component damage such as burnout. To avoid this, if the motor is operated at an operating point with a large current amplitude or when the winding temperature is high, it is not possible to increase copper loss, which results in the problem of not being able to heat the battery.

[0059] In contrast, in the hybrid vehicle 100 to which the motor control method of this embodiment is applied, as will be described below, when it is necessary to increase the temperature of the battery 4, the target modulation factor calculation unit 24 calculates the target modulation factor M so that the total loss of the generator (motor) 2 and the generator inverter 3 (hereinafter simply referred to as the total loss) increases. * More specifically, the target modulation factor M * Torque command value T * Standard target modulation rate M0 suitable for realizing * The target loss increase modulation factor M obtained by correcting the total loss to increase is pup * In other words, the loss required to heat the battery 4 does not depend solely on the power consumption (copper loss) of the windings. Therefore, it is possible to prevent damage to components, such as damage caused by excessive heating of the windings, while ensuring the loss required to heat the battery 4.

[0060] 4 is a control block diagram of the target modulation factor calculation unit 24. The target modulation factor calculation unit 24 is made up of a standard modulation factor calculator 41 and a modulation factor switcher 42.

[0061] The standard modulation rate calculator 41 receives the torque command value T * , DC voltage of battery 4 V dc , the electrical angular velocity ω of generator 2 e The target modulation factor calculation unit 24 calculates the standard target modulation factor MO from these input values ​​by referring to a table that has been determined in advance through experiments or analysis, etc., to determine the modulation factor that allows the generator 2 to be operated most efficiently. * and outputs it to the modulation rate switch 42.

[0062] The modulation rate switch 42 selects the target modulation rate M * The modulation factor switch 42 receives the power consumption increase request P up_fig When there is a loss increase target modulation factor M pup * Select the target modulation rate M * On the other hand, the system controller 12 requests an increase in power consumption P up_fig If there is no standard target modulation factor M0 * Select the target modulation rate M * Let's say.

[0063] Here, the total loss of the generator 2 and inverter 3 (hereinafter simply referred to as total loss) includes the magnet loss in the generator 2 and the switch loss in the inverter 3. It is known that magnet loss is easily affected by carrier harmonics, the magnitude of which changes according to the PWM switching pulse waveform, and the switch loss of the inverter 3 is also affected by carrier harmonics. In other words, magnet loss and switch loss are correlated with the magnitude of the carrier harmonics that occur due to the carrier frequency. Furthermore, because the shape of the switching pulse waveform is determined by the modulation rate, by manipulating the modulation rate it is possible to change the losses (magnet loss and switch loss) that are correlated with the magnitude of the carrier harmonics, and thereby manipulate the total loss.

[0064] Fig. 5 is a diagram showing the correlation between the modulation factor and the sum of the magnet loss in the generator 2 and the switch loss in the inverter 3, and shows an example of loss when the rotation speed of the generator 2 is changed while the current amplitude of the current flowing through the generator 2 is kept constant. The correlation between the modulation factor and the magnet loss and switch loss can be found in advance experimentally or analytically.

[0065] Here, magnet loss is more susceptible to the influence of carrier harmonics than to spatial harmonics, which are influenced by the magnetic flux density distribution between the stator slots and the rotor. Therefore, even if the rotation speed of the generator 2 is different, the loss tends to be distributed with a mountain-shaped peak at a certain predetermined modulation factor. For this reason, even in Figure 5, which shows the correlation between the sum of magnet loss and switch loss and the modulation factor, the loss peaks at a certain modulation factor. Therefore, the target modulation factor calculation unit 24 (modulation factor switcher 42) calculates the loss increase target modulation factor M pup * is set to the modulation factor at which the sum of the magnet loss and the switch loss reaches its peak. This makes it possible to operate the generator 2 so that losses increase at a variety of operating points with simple processing.

[0066] FIG. 6 is a diagram showing the energy loss of the generator 2, where (a) shows the copper loss in the generator 2, (b) shows the magnet loss in the generator 2, and (c) shows the total motor loss, which is the sum of the energy losses in the generator 2.

[0067] As shown in (a) and (b) of Figure 6, the copper loss decreases as the modulation factor increases, and as shown in (b), the magnet loss increases as the modulation factor increases. As shown in (c) of Figure 6, operating point A is the operating point where the total motor loss is minimized, and there is no need to increase the temperature of the battery 4 (power consumption increase request P up_fig In other words, if the modulation factor at the operating point A is equal to the standard target modulation factor MO, * is.

[0068] Operating point B in Fig. 6 is the modulation factor (loss increase target modulation factor M pup * ) is the operating point of the generator 2, and the temperature of the battery 4 needs to be increased. up_fig, the generator 2 is driven at operating point B. As shown in Figure 6 (a), at operating point B, copper loss is lower than at operating point A, but as shown in (b), magnet loss increases and the total motor loss, which is the loss of the entire generator 2, is higher than at operating point A. Therefore, at operating point B, the total loss of the generator 2 and inverter 3 is also higher than at operating point A.

[0069] Fig. 7 shows the breakdown of energy loss in generator 2 at operating points A and B in Fig. 6. As shown in Fig. 7, at operating point B, copper loss is reduced compared to operating point A, but magnet loss is increased, and the overall energy loss of generator 2 is also increased.

[0070] As described above, in this embodiment, the modulation factor is controlled so as to increase the losses (magnet loss and switch loss) that are correlated with the magnitude of the carrier harmonics, thereby increasing the total loss of the generator 2 and inverter 3 and raising the temperature of the battery 4. This makes it possible to distribute power consumption among various parts, not just the windings (copper loss), and to prevent damage to components such as burnout due to excessive heating of the windings. Therefore, even in situations where it is not possible to increase copper loss, such as when the motor is operating at an operating point with a large current amplitude or when the winding temperature is high, it is possible to increase loss and raise the temperature of the battery 4.

[0071] In this embodiment, the modulation factor at which the total of the magnet loss and the switch loss reaches its peak (maximum) is referred to as the loss increase target modulation factor M pup * However, the present invention is not limited to this. The extent to which the loss is increased can be determined based on the state of the battery 4, etc., and the loss increase target modulation rate M pup * is not necessarily set to the modulation factor at which the loss is maximized.

[0072] In this embodiment, the loss increase target modulation factor M pup * (Target modulation rate M *) is set, but it is not limited to this. The correlation between the overall loss of the generator 2 and the inverter 3 and the modulation factor may be obtained in advance by experiment or analysis, and the modulation factor with the largest overall loss may be set as the target modulation factor M * may be set to

[0073] 8 is a flowchart illustrating the motor control method according to this embodiment. The following control is programmed in the controller 50 (generator controller 13) so as to be constantly executed at regular intervals while the vehicle system of the hybrid vehicle 100 is running.

[0074] In step S101, the generator controller 13 detects the DC voltage V of the battery 4 by the sensor. dc , the phase currents i of at least two phases of the generator 2 u , i v , the electrical angle θ of generator 2 e Get.

[0075] In step S102, the generator controller 13 calculates the electrical angle θ of the generator 2. e Based on this, the electrical angular velocity ω e and the mechanical angle rotation speed N is calculated.

[0076] In step S103, the generator controller 13 calculates the phase current i u , i v and electrical angle θ e Based on this, the dq axis current i d , i q Calculate.

[0077] In step S104, the generator controller 13 receives the generator torque command value T * and power consumption increase demand P up_fig As described above, when the system controller 12 is set to the "power consumption operation mode", the power consumption increase request P up_fig In other modes, the power consumption increase request P up_fig There is no requirement to do so.

[0078] Steps S105 and S106 are performed to calculate the target modulation factor M * This is the step of calculating:

[0079] In step S105, the generator controller 13 sets the standard target modulation factor M0 * Calculate the following.

[0080] In step S106, the generator controller 13 receives the power consumption increase request P up_fig If there is no requirement, the standard target modulation rate M0 * The target modulation rate M * While the hybrid vehicle 100 is running, the standard target modulation rate M0 * is the target modulation rate M * On the other hand, the power consumption increase request P up_fig When there is a loss, the generator controller 13 sets the loss increase target modulation factor M pup * Calculate the loss increase target modulation factor M pup * The target modulation rate M * Switch to set it as

[0081] Steps S107 to S115 are steps for executing voltage phase control.

[0082] In step S107, the generator controller 13 calculates the target modulation factor M * , DC voltage V dc Based on this, the voltage norm command value v a * Calculate the following.

[0083] In step S108, the generator controller 13 calculates the generator torque command value T * response time constant τ m The torque reference response T ref Calculate the following.

[0084] In step S109, the generator controller 13 calculates the voltage norm command value v a * , electrical angular velocity ω e , torque command value T * Based on this, the feedforward voltage phase command value α ff * Calculate the following.

[0085] In step S110, the generator controller 13 calculates the torque reference response T ref and the torque estimate T est Based on this, PI control is performed and the feedback voltage phase command value α fb * Calculate the following.

[0086] In step S111, the generator controller 13 calculates a feedforward voltage phase command value α ff * and the feedback voltage phase command value α fb * Based on this, a voltage phase command value α is set so that the voltage phase and torque are within a predetermined range in which a positive correlation can be maintained. * Calculate the range of.

[0087] In step S112, the generator controller 13 calculates a voltage phase command value α * is set to a voltage phase command value α so that the voltage phase and torque are within a predetermined range in which a positive correlation can be maintained. * Voltage phase command value α * is limited (is an upper limit value or a lower limit value), in step S113, the generator controller 13 sets the voltage phase command value α before the limit for anti-windup. * and the voltage phase command value after limiting (voltage phase command value after limiting) α lim * Initialize the integrator so that the values ​​of are equal.

[0088] In step S112, the voltage phase command value α * is not limited, or the voltage phase command value α *When is no longer limited by the upper limit value or the lower limit value, the generator controller 13 executes the process of step S114.

[0089] In step S114, the generator controller 13 detects the DC voltage V of the battery 4. dc , target modulation rate M * , voltage phase command value α * (Post-limit voltage phase command value α lim * ) based on the dq-axis voltage command value before stabilization v d * ´,v q * Calculates ´ (vector transformation).

[0090] In step S115, the generator controller 13 calculates the pre-stabilization dq-axis voltage command value v d * ´,v q * ´ to dq axis current i d , i q The resonance characteristics of the feedback loop are offset to stabilize the dq-axis voltage command value v d * , v q * Calculate the following.

[0091] In step S116, the generator controller 13 calculates the dq-axis voltage command value v d * , v q * and the electrical angle θ of generator 2 e Based on this, the phase voltage command value v u * , v v * , v w * Calculate (two-phase to three-phase conversion).

[0092] In step S117, the generator controller 13 calculates the phase voltage command value v u * , v v * , v w *and the DC voltage of battery 4, V dc Based on this, the average phase voltage per carrier period applied to generator 2, v u , v v , v w is the phase voltage command value v u * , v v * , v w * The switching signal D x * The generator inverter 3 calculates (PWM conversion) the switching signal D x * The generator inverter 3 is driven by the inverter 3, whereby PWM control is performed.

[0093] According to the motor control method of the first embodiment described above, the following effects can be obtained.

[0094] The motor control method of this embodiment determines whether or not the temperature of the battery 4 needs to be increased based on the state of the battery 4, and if the temperature of the battery 4 needs to be increased, adjusts the target modulation factor M so that the total loss of the generator (motor) 2 and the inverter 3 increases. * In other words, the loss required to heat the battery 4 does not depend solely on the power consumption (copper loss) of the windings. This ensures the loss required to heat the battery 4, while preventing damage to components such as damage caused by excessive heating of the windings.

[0095] In the motor control method of this embodiment, when it is necessary to increase the temperature of the battery 4, the target modulation factor M is set so as to increase the loss correlated with the magnitude of the carrier harmonic. * This changes the total loss of the generator 2 and inverter 3, distributing power consumption to each part, rather than just the winding (copper loss). This prevents damage to components such as burnout due to excessive heating of the winding, and therefore increases the loss and makes it possible to raise the temperature of the battery 4 even in situations where copper loss cannot be increased, such as when the motor is operating at an operating point with a large current amplitude or when the winding temperature is high.

[0096] (Second embodiment) A motor control method according to the second embodiment will be described with reference to Figures 9 to 14. Elements similar to those in the first embodiment are given the same reference numerals, and descriptions thereof will be omitted.

[0097] The hybrid vehicle 100 to which the motor control method of the second embodiment is applied differs from that of the first embodiment in the target modulation factor calculation unit 24. The other configurations are the same as those of the hybrid vehicle 100 to which the motor control method of the first embodiment is applied.

[0098] FIG. 9 is a control block diagram of the target modulation factor calculation unit 24 in the hybrid vehicle 100 to which the motor control method according to the second embodiment is applied.

[0099] The target modulation factor calculation unit 24 in the second embodiment includes a minimum modulation factor calculation unit 43 and a maximum modulation factor calculation unit 44 in addition to a standard modulation factor calculation unit 41 and a modulation factor switcher 42. The standard modulation factor calculation unit 41, the minimum modulation factor calculation unit 43, and the maximum modulation factor calculation unit 44 are configured to calculate a torque command value T * , DC voltage of battery 4 V dc , the electrical angular velocity ω of generator 2 e is entered.

[0100] As in the first embodiment, the standard modulation factor calculator 41 calculates the torque command value T * , DC voltage of battery 4 V dc , the electrical angular velocity ω of generator 2 e A table is referenced in which a modulation factor that allows the generator 2 to be operated most efficiently is determined in advance through experiments or analysis, and the standard target modulation factor M0 * and outputs it to the modulation rate switch 42.

[0101] The minimum modulation rate calculator 43 calculates the torque command value T * , DC voltage V dc , electrical angular velocity ω e For the operating point defined by, the minimum target modulation factor M min * and outputs it to the modulation rate switch 42.

[0102] Here, the table defining the minimum value of the allowable target modulation factor is set so as not to exceed the maximum value of the current amplitude allowable for the hardware such as the inverter 3 and the battery 4. For example, when the torque T and the DC voltage V dc , electrical angular velocity ω e In Figure 10, which shows the relationship between the modulation rate and current amplitude when M is constant, the current amplitude has a downward convex characteristic. Therefore, in order not to exceed the maximum allowable current amplitude, the modulation rate must be set to M in Figure 10. min1 * From M max1 * That is, the minimum allowable target modulation rate must be within the range of at least M min1 * In this way, the table that defines the minimum allowable target modulation rate is set taking into account the limitations of the hardware.

[0103] In addition, the table defining the minimum value of the allowable target modulation factor is set so that the voltage phase of the generator 2 falls within a predetermined range. For example, dc , electrical angular velocity ω e In Fig. 11, which shows the modulation rate and the available output torque when the voltage phase command value α of the voltage phase control is constant, the absolute value of the available output torque also becomes small in the region where the modulation rate is small. * The torque when a voltage phase equivalent to the limit value of is applied. Here, the torque command value T * is T1 * If this is the case, then M in Fig. 11 min2 * The modulation rate is less than the target modulation rate M * In this case, in order to keep the voltage phase within a range that has a positive correlation with the torque T, the voltage phase command value α * is limited, and the torque command value T1 * To avoid this, the minimum allowable target modulation factor is set to at least M min2 *In this way, the table defining the minimum allowable target modulation rate is set to the torque command value T1 * The voltage phase is set to fall within a range that allows the torque T to be output that satisfies the above.

[0104] The maximum modulation rate calculator 44 calculates the torque command value T * , DC voltage V dc , electrical angular velocity ω e By referring to a table that defines the maximum allowable target modulation factor for the operating point defined by max * and outputs it to the modulation rate switch 42.

[0105] The table that defines the maximum value of the allowable target modulation factor is set so as not to exceed the maximum value of the current amplitude that is allowable for the hardware such as the inverter 3 and the battery 4. For example, in the above-mentioned FIG. 10, in order not to exceed the maximum value of the allowable current amplitude, the modulation factor is set to M min1 * From M max1 * Therefore, the maximum allowable target modulation rate must be at least M max1 * It is defined as follows:

[0106] The modulation rate switch 42 receives the power consumption increase request P up_fig Depending on the standard target modulation rate M0 * , minimum target modulation rate M min * , maximum target modulation rate M max * , loss increase target modulation rate M pup * Select one of the following to set the target modulation rate M * The following calculation is performed.

[0107] FIG. 12 is a diagram showing a specific method for selecting a modulation factor in the target modulation factor calculation unit 24 (modulation factor switch 42).

[0108] As shown in FIG. 12, the system controller 12 issues a power consumption increase request P up_fig If there is no modulation factor, the modulation factor switch 42 selects the standard target modulation factor M0 * Select the target modulation rate M * (priority 1).

[0109] On the other hand, the system controller 12 requests an increase in power consumption P up_fig When there is a carrier harmonic, the loss increase target modulation factor M is set so that the losses (magnet loss and switch loss) correlated with the magnitude of the carrier harmonic increase. pup * is the minimum target modulation rate M min * and maximum target modulation rate M max * If the range of the modulation factor is exceeded, the modulation factor switch 42 switches to the target modulation factor M * (priority 2, 3). That is, the loss increase target modulation factor M pup * is the minimum target modulation rate M min * In the following cases, the modulation factor switch 42 selects the minimum target modulation factor M min * Select the target modulation rate M * Also, the loss increase target modulation factor M pup * is the maximum target modulation rate M max * In the above cases, the modulation factor switch 42 selects the maximum target modulation factor M max * Select the target modulation rate M * This allows the torque command value T * It is possible to output a torque T that conforms to the target modulation rate M * By limiting the voltage phase command value α * falls within a range where it is not limited, it becomes possible to stably control the generator 2 within a range where the output torque T has a positive correlation with the voltage phase.

[0110] Next, the system controller 12 issues a power consumption increase request P up_figand the loss increase target modulation factor M pup * is the minimum target modulation rate M min * and maximum target modulation rate M max * If the target modulation factor M pup * and standard target modulation rate M0 * When the difference between the loss increase target modulation factor M and the loss increase target modulation factor M is equal to or greater than a predetermined value ΔM, the modulation factor switcher 42 pup * Select the target modulation rate M * (Priority 4). Here, ΔM can be set to a range that satisfies the increase in total loss required for the system to increase the temperature of the battery 4 by a desired value, by increasing the losses (magnet loss and switch loss) that are correlated with the magnitude of the carrier harmonics. Therefore, the loss increase target modulation factor M pup * and standard target modulation rate M0 * When the difference between these is equal to or greater than a predetermined value ΔM, the temperature of the battery 4 can be raised by a desired value by increasing the losses (magnet loss and switch loss) that are correlated with the magnitude of the carrier harmonics.

[0111] In contrast, the loss increase target modulation factor M pup * and standard target modulation rate M0 *When the difference between the carrier harmonics and the modulation factor switch 42 is less than a predetermined value ΔM, the effect of an increase in losses (magnet loss and switch loss) correlated with the magnitude of the carrier harmonics on the overall loss of the generator 2 and inverter 3 is relatively small. In other words, even if the losses (magnet loss and switch loss) correlated with the magnitude of the carrier harmonics are increased, the battery 4 may not be heated to the desired temperature. In this case, the modulation factor switch 42 increases the overall loss by increasing losses correlated with the current amplitude or the effective value of the current, such as copper loss, or by increasing losses correlated with the magnitude of the induced voltage, such as iron loss. Generally, iron loss tends to increase on the high-speed side of the motor due to the high frequency of the alternating magnetic field, while copper loss tends to increase on the low-speed side due to increased torque (current). Therefore, the modulation factor switch 42 divides the processing into two parts: the high-speed side and the low-speed side of the generator 2.

[0112] Figure 13 shows the DC voltage V dc , electrical angular velocity ω e 14 is a diagram showing the correlation between the modulation factor and copper loss when the torque T is constant, and the DC voltage V dc , electrical angular velocity ω e 10A and 10B are diagrams showing the correlation between modulation rate and iron loss when torque T is constant.

[0113] When the generator 2 rotates at high speed, that is, when the electrical angular velocity ω e is the reference electrical angular velocity ω e_th In the above cases, if the iron loss of the stator core or the like is further increased, there is a risk that components that are prone to heat generation due to the influence of iron loss may become overheated. Therefore, the target modulation factor calculation unit 24 (modulation factor switch 42) increases power consumption mainly due to copper loss. That is, the target modulation factor calculation unit 24 (modulation factor switch 42) increases power consumption mainly due to copper loss. * Smaller minimum target modulation rate M min * Select the target modulation rate M * This allows the current amplitude to be increased to the maximum allowable current amplitude (see Figure 10), and the modulation rate is set to the standard target modulation rate M0 * As shown in Figure 13, the modulation factor is smaller than the standard target modulation factor M0 *Since the distance between the coil and the core is smaller than the reference winding, the iron loss decreases as shown in FIG. 14, but the increase in copper loss exceeds the decrease in iron loss, so the total loss increases.

[0114] When the generator 2 is rotating at a low speed, that is, when the electrical angular velocity ω e is the reference electrical angular velocity ω e_th If the target modulation factor is less than the standard target modulation factor MO, the target modulation factor calculation unit 24 (modulation factor switch 42) increases power consumption mainly due to iron loss in order to reduce the risk of overheating of components that are prone to heat generation due to the influence of copper loss in the armature windings, etc. * Larger maximum target modulation rate M max * Select the target modulation rate M * This allows the modulation rate to be equal to the standard target modulation rate M0 * As shown in Fig. 14, the modulation factor becomes larger than the standard target modulation factor M0 * Even if it becomes smaller, the copper loss does not decrease much, so the total loss increases.

[0115] The reference electrical angular velocity ω e_th can be determined from, for example, the maximum electrical angular velocity at which the temperature rise of the components due to iron loss is allowed.

[0116] As described above, even if it is difficult to sufficiently increase the total loss by increasing losses that are correlated with the magnitude of carrier harmonics, such as magnet losses, due to the constraints on current amplitude and the degree of contribution to the total loss, it is possible to increase the total loss by increasing the target modulation factor M * By manipulating the voltage phase command value α, the total loss can be increased. That is, depending on the operating point, copper loss can be increased by decreasing the modulation factor, and iron loss can be increased by increasing the modulation factor. * To avoid limiting the target modulation rate M * In order to limit the range of * It is possible to output a torque T that satisfies the following.

[0117] 15 is a flowchart illustrating the motor control method according to the second embodiment. As in the first embodiment, the following control is programmed in the controller 50 (generator controller 13) so as to be constantly executed at regular intervals while the vehicle system of the hybrid vehicle 100 is running.

[0118] The processing in steps S101 to S105 is the same as in the first embodiment, and therefore a description thereof will be omitted.

[0119] In step S206, the generator controller 13 calculates the torque command value T * , DC voltage V dc , electrical angular velocity ω e Based on this, the minimum target modulation rate M min * Calculate the following.

[0120] In step S207, the generator controller 13 calculates the torque command value T * , DC voltage V dc , electrical angular velocity ω e Based on this, the maximum target modulation rate M max * Calculate the following.

[0121] In step S207, the generator controller 13 receives the power consumption increase request P up_fig Depending on the standard target modulation rate M0 * , minimum target modulation rate M min * , maximum target modulation rate M max * , loss increase target modulation rate M pup * Select one of the following to set the target modulation rate M * The following calculation is performed.

[0122] The processing in steps S107 to S117 is the same as in the first embodiment, and therefore a description thereof will be omitted.

[0123] According to the motor control method of the second embodiment described above, the following effects can be obtained.

[0124] In the motor control method of this embodiment, when it is necessary to increase the temperature of the battery 4, the target modulation factor M * This makes it possible to ensure the necessary loss by increasing losses that are correlated with the effective value of the current, such as copper loss, even if the total loss cannot be increased sufficiently by increasing losses that are correlated with the magnitude of the carrier harmonics (magnet loss, switch loss, etc.).

[0125] In the motor control method of this embodiment, when it is necessary to increase the temperature of the battery 4, the target modulation factor M * This makes it possible to ensure the necessary loss by increasing losses that are correlated with the magnitude of the induced voltage, such as iron loss, even if the total loss cannot be increased sufficiently by increasing losses that are correlated with the magnitude of the carrier harmonics (magnet loss, switch loss, etc.).

[0126] The motor control method of this embodiment is to calculate a voltage phase command value α of the generator (motor) 2. * is within a predetermined range without any restriction. * This allows the generator (motor) 2 to be stably controlled within a range in which the output torque T has a positive correlation with the voltage phase, and also allows the required torque (torque command value) T * The loss can be increased to the extent that it does not impair the

[0127] (Third embodiment) A motor control method according to the third embodiment will be described with reference to Fig. 16. Elements similar to those in the other embodiments are given the same reference numerals, and descriptions thereof will be omitted.

[0128] The hybrid vehicle 100 to which the motor control method of the third embodiment is applied differs from the other embodiments in the target modulation factor calculation unit 24. The other configurations are the same as those of the hybrid vehicle 100 to which the motor control methods of the first and second embodiments are applied.

[0129] FIG. 16 is a control block diagram of the target modulation factor calculation unit 24 in the hybrid vehicle 100 to which the motor control method according to the third embodiment is applied.

[0130] As in the other embodiments, the target modulation factor calculation unit 24 includes a standard modulation factor calculation unit 41 and a modulation factor switcher 42.

[0131] The standard modulation factor calculator 41 calculates the torque command value T * , DC voltage of battery 4 V dc , the electrical angular velocity ω of generator 2 e A table is referenced in which a modulation factor that allows the generator 2 to be operated most efficiently is determined in advance through experiments or analysis, and the standard target modulation factor M0 * and outputs it to the modulation rate switch 42.

[0132] The modulation rate switch 42 selects the standard target modulation rate M0 * or loss increase target modulation rate M pup * Select one of the following to set the target modulation rate M * However, unlike the other embodiments, the modulation factor switch 42 does not include a magnet temperature T mag is entered.

[0133] Here, the magnet of the generator 2 has a large temperature correlation with the magnitude of the carrier harmonic. Therefore, the magnet temperature T mag When the power consumption increase request P up_fig In addition, the magnet temperature T mag Considering the standard target modulation rate M0 * or loss increase target modulation rate M pup * Perform the selection.

[0134] Specifically, the system controller 12 issues a power consumption increase request P up_fig If there is no magnet temperature T magis the magnet temperature threshold T mag_th In the above cases, the modulation factor switch 42 selects the standard target modulation factor M0 * Select the target modulation rate M * On the other hand, the system controller 12 outputs a power consumption increase request P up_fig and the magnet temperature T mag is the magnet temperature threshold T mag_th If it is less than the loss increase target modulation factor M pup * Select the target modulation rate M * Output as

[0135] The magnet temperature of generator 2, T mag can be detected by a temperature sensor such as a thermistor. mag_th is, for example, the loss increase target modulation factor M pup * The saturation temperature when the generator 2 is continuously operated can be determined from the maximum magnet temperature that does not exceed the heat resistance of the magnet in the generator 2.

[0136] In this way, in this embodiment, the magnet temperature T mag is the magnet temperature threshold T mag_th In the above cases, the power consumption increase request P up_fig Regardless of the presence or absence of the standard target modulation factor M0 * This prevents the magnet from overheating, which increases magnet loss, and prevents deterioration and failure of components due to overheating, such as irreversible demagnetization of permanent magnets.

[0137] In this embodiment, the magnet temperature T mag The target modulation rate M * However, it is not limited to this, and for components other than the magnet, which have a large temperature correlation with the magnitude of the carrier harmonic, the target modulation factor M * may be set.

[0138] According to the motor control method of the third embodiment described above, the following effects can be obtained.

[0139] The motor control method of this embodiment is to set the target modulation factor M so that the temperature of the component that has a temperature correlation with the magnitude of the carrier harmonic does not exceed a predetermined value. * This prevents deterioration and failure due to overheating of components, such as irreversible demagnetization of permanent magnets.

[0140] In each embodiment, the generator controller 13 has been described as a motor control method for the generator (motor) 2, but the present invention is not limited to this. The drive motor controller 14 may also execute a similar control on the drive motor 6.

[0141] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments. [Explanation of symbols]

[0142] 1, engine, 2, generator (motor), 3, generator inverter, 4, battery, 11, battery controller, 12, system controller, 13, generator controller, 14, drive motor controller, 15, engine controller, 100, hybrid vehicle (vehicle)

Claims

1. A method for controlling a motor mounted on an electric vehicle having a battery, comprising: calculating a target modulation rate based on a torque command value for the motor and a rotation state of the motor; determining a voltage norm command value and a voltage phase command value based on the torque command value and the target modulation factor; performing PWM control of an inverter based on the determined voltage norm command value and the determined voltage phase command value; determining whether or not a temperature increase of the battery is necessary based on the state of the battery, and if a temperature increase of the battery is not necessary, setting the target modulation factor to a standard target modulation factor that enables the motor to be operated most efficiently, and if a temperature increase of the battery is necessary, calculating a loss increase target modulation factor that increases the total loss of the motor and the inverter; the total loss includes a loss correlated with the magnitude of a carrier harmonic generated due to a carrier frequency of the inverter, a loss correlated with an effective current value of the motor, and a loss correlated with the magnitude of an induced voltage of the motor, calculates a minimum and a maximum allowable target modulation factor so that the temperature of a component that is temperature-correlated with the magnitude of a carrier harmonic generated due to the carrier frequency of the inverter does not exceed a predetermined value and the voltage phase command value falls within a predetermined range in which it is not limited, and calculates a minimum target modulation factor and a maximum target modulation factor within the calculated minimum and maximum ranges that can increase the loss that is correlated with the magnitude of the carrier harmonic; When it is necessary to increase the temperature of the battery, If the loss increase target modulation rate is equal to or less than the minimum target modulation rate, the minimum target modulation rate is set to the target modulation rate; If the loss increase target modulation rate is equal to or greater than the maximum target modulation rate, the maximum target modulation rate is set to the target modulation rate; When the loss increase target modulation factor is greater than the minimum target modulation factor and less than the maximum target modulation factor, based on the magnitude of the difference between the loss increase target modulation rate and the standard target modulation rate, if an increase in total loss caused by increasing the loss correlated with the magnitude of the carrier harmonic satisfies the increase in loss required for increasing the temperature of the battery, the loss increase target modulation rate is set to the target modulation rate; When the increase in total loss caused by increasing the loss correlated with the magnitude of the carrier harmonic does not satisfy the increase in loss required for the temperature rise of the battery, when the angular velocity of the motor is equal to or greater than a predetermined value, the minimum target modulation factor is set to the target modulation factor so that the loss correlated with the effective value of the motor current increases, and when the angular velocity of the motor is smaller than the predetermined value, the maximum target modulation factor is set to the target modulation factor so that the loss correlated with the magnitude of the induced voltage of the motor increases. Motor control methods.

2. a motor mounted on an electric vehicle having a battery; A motor control device comprising: a controller that controls the motor, The controller calculating a target modulation rate based on a torque command value for the motor and a rotation state of the motor; determining a voltage norm command value and a voltage phase command value based on the torque command value and the target modulation factor; performing PWM control of an inverter based on the determined voltage norm command value and the determined voltage phase command value; determining whether or not a temperature increase of the battery is necessary based on the state of the battery, and if a temperature increase of the battery is not necessary, setting the target modulation factor to a standard target modulation factor that enables the motor to be operated most efficiently, and if a temperature increase of the battery is necessary, calculating a loss increase target modulation factor that increases the total loss of the motor and the inverter; the total loss includes a loss correlated with the magnitude of a carrier harmonic generated due to a carrier frequency of the inverter, a loss correlated with an effective current value of the motor, and a loss correlated with the magnitude of an induced voltage of the motor, calculates a minimum and a maximum allowable target modulation factor so that the temperature of a component that is temperature-correlated with the magnitude of a carrier harmonic generated due to the carrier frequency of the inverter does not exceed a predetermined value and the voltage phase command value falls within a predetermined range in which it is not limited, and calculates a minimum target modulation factor and a maximum target modulation factor within the calculated minimum and maximum ranges that can increase the loss that is correlated with the magnitude of the carrier harmonic; When it is necessary to increase the temperature of the battery, If the loss increase target modulation rate is equal to or less than the minimum target modulation rate, the minimum target modulation rate is set to the target modulation rate; If the loss increase target modulation rate is equal to or greater than the maximum target modulation rate, the maximum target modulation rate is set to the target modulation rate; When the loss increase target modulation factor is greater than the minimum target modulation factor and less than the maximum target modulation factor, based on the magnitude of the difference between the loss increase target modulation rate and the standard target modulation rate, if an increase in total loss caused by increasing the loss correlated with the magnitude of the carrier harmonic satisfies the increase in loss required for increasing the temperature of the battery, the loss increase target modulation rate is set to the target modulation rate; When the increase in total loss caused by increasing the loss correlated with the magnitude of the carrier harmonic does not satisfy the increase in loss required for the temperature rise of the battery, when the angular velocity of the motor is equal to or greater than a predetermined value, the minimum target modulation factor is set to the target modulation factor so that the loss correlated with the effective value of the motor current increases, and when the angular velocity of the motor is smaller than the predetermined value, the maximum target modulation factor is set to the target modulation factor so that the loss correlated with the magnitude of the induced voltage of the motor increases. Motor control device.

Images