Electric vehicle control method and electric vehicle control device

Abstract

The present invention is an electric vehicle control method in which the heat of an electric unit including an electric motor and an inverter is used to warm up in-vehicle equipment. In this electric vehicle control method, the need to carry out warm-up is determined on the basis of a temperature of the in-vehicle equipment. When warm-up of the in-vehicle equipment is not required, the torque of the electric motor is controlled by a prescribed fundamental wave current. When warm-up of the in-vehicle equipment is required, all or part of the torque of the electric motor is controlled by using a harmonic wave current having a frequency that is an integral multiple of the fundamental wave current.

Description

Control method for electric vehicles, and control device for electric vehicles

[0001] The present invention relates to a control method and control device for electric vehicles.

[0002] JP2011-197607A discloses a hybrid vehicle that warms up the battery by supplying a current sufficient to rotate the drive motor when the battery temperature is below a predetermined set temperature.

[0003] Electric vehicles sometimes use the heat generated by the electric unit (electric powertrain), which consists of an electric motor and an inverter, to warm up on-board equipment such as batteries. When warming up on-board equipment using the heat of the electric unit in this way, the electric vehicle actively generates heat in the electric unit, for example, by passing a d-axis current through the electric motor. Thus, in recent years, there has been a demand to quickly warm up on-board equipment such as batteries that have become cold.

[0004] The present invention aims to provide a control method and control device for electric vehicles that can increase the heat generated in the electric unit and quickly warm up the on-board equipment.

[0005] Figure 1 is an explanatory diagram showing the schematic configuration of an electric vehicle. Figure 2 is a block diagram showing the configuration of the controller. Figure 3 is a block diagram showing the configuration of the drive control unit. Figure 4 is a block diagram showing the configuration of the current command generation unit. Figure 5 is a graph showing the magnitude of the electromotive force generated by harmonic currents in an unloaded motor. Figure 6 is a graph showing a typical example of harmonic currents, fundamental wave currents, and the final phase current composed of these. Figure 7 is a block diagram showing the configuration of the current control unit and the coordinate transformation unit. Figure 8 is a block diagram showing the configuration of the PWM control unit. Figure 9 is a flowchart relating to warm-up control in the first embodiment. Figure 10 is a block diagram showing the configuration of the current command generation unit in the second embodiment. Figure 11 is a graph showing a typical example of specific-order harmonic currents, additional harmonic currents, and the final phase current composed of these in the second embodiment. Figure 12 is a flowchart relating to warm-up control in the second embodiment. Figure 13 is a block diagram partially showing the configuration of the current command generation unit in the third embodiment. Figure 14 is a block diagram showing the configuration of the current command generation unit in the fourth embodiment. Figure 15 is a flowchart showing the setting of the warm-up mode in a modified example.

[0006] Embodiments of the present invention will be described below with reference to the drawings.

[0007] [First Embodiment] Figure 1 is an explanatory diagram showing the schematic configuration of the electric vehicle 100. As shown in Figure 1, the electric vehicle 100 is an electric vehicle or hybrid vehicle, etc., equipped with a battery 10, an electric unit 11, and a controller 12.

[0008] The battery 10 is a DC power source that stores the power supplied to the electric unit 11. The battery 10 is rechargeable and can be charged by an external power source or an on-board power generator, etc. (neither of which are shown). Furthermore, when the electric unit 11 generates power (regenerative power) through so-called regenerative control, the battery 10 can also be charged by that regenerative power. The battery 10 is made of, for example, a lithium-ion battery.

[0009] When the battery 10 is in a low-temperature state, its output power and acceptable power decrease. Therefore, when the battery 10 is in a low-temperature state, the electric vehicle 100 needs to warm up the battery 10 before supplying power to the electric unit 11 or charging the battery 10. In other words, the battery 10 is one of the on-board devices (hereinafter referred to as on-board devices) installed in the electric vehicle 100 that must be warmed up as needed. In this embodiment, we will particularly refer to the scenario in which the battery 10 must be warmed up while the electric vehicle 100 is running.

[0010] The electric unit 11 (electric powertrain) is a unit that generates the torque T necessary for the electric vehicle 100 to run. The electric unit 11 is driven by electricity supplied from the battery 10. The torque T generated by the electric unit 11 is transmitted to the drive wheels 16 via the reduction gear 13, differential gear 14, and drive shaft 15, etc. In other words, the electric unit 11 is the driving source for the electric vehicle 100, and the electric vehicle 100 generates driving force in the drive wheels 16 by the torque T generated by the electric unit 11. When the electric unit 11 is driven by the drive wheels 16, regenerative control allows the electric unit 11 to convert the kinetic energy of the electric vehicle 100 into electrical energy (regenerative power) and recover it.

[0011] Furthermore, the electric unit 11 is configured to exchange heat with on-board equipment that needs to be warmed up as needed. In this embodiment, the electric vehicle 100 has a cooling circuit (not shown) that can circulate water or other refrigerant (hereinafter simply referred to as cooling water) to both the battery 10 and the electric unit 11. Therefore, the electric vehicle 100 can transport the heat generated in the electric unit 11 to the battery 10 via the cooling water, and warm up the battery 10 with the heat generated in the electric unit 11.

[0012] In this embodiment, the electric unit 11 includes an inverter 17 and an electric motor 18.

[0013] The inverter 17 converts the DC power supplied from the battery 10 into AC power and supplies it to the motor 18. This causes the motor 18 to rotate and generate torque T on its output shaft. When the motor 18 generates regenerative power through regenerative control, the inverter 17 converts the regenerative power, which is AC power, into DC power and inputs it to the battery 10.

[0014] The electric motor 18 is the driving force source for the electric vehicle 100. The electric motor 18 is, for example, an IPM (Interior Permanent Magnet) type three-phase AC synchronous motor. In this embodiment, the electric motor 18 is an IPM type three-phase AC synchronous motor, and the stator has UVW three-phase windings, and the rotor includes permanent magnets.

[0015] Furthermore, the electric unit 11 may include, in addition to the inverter 17 and electric motor 18 described above, an internal combustion engine, a generator, and an inverter for controlling the generator. In other words, the electric unit 11 may include a power generation system that includes an internal combustion engine, a generator, and an inverter. In this case, in the warm-up control described below, the generator and inverter of the power generation system can be used instead of, or together with, the inverter 17 and electric motor 18 described above.

[0016] The controller 12 is a control device that comprehensively controls each part of the electric vehicle 100. The controller 12 is composed of, for example, one or more computers and is programmed to control the operation of each part in a predetermined control cycle.

[0017] The controller 12 functions, for example, as a BMS (Battery Management System). That is, the controller 12 controls the DC voltage (hereinafter referred to as battery voltage V) output by the battery 10. ｄｃ (This refers to) and the temperature of the battery 10 (hereinafter referred to as battery temperature Θ) ｂａｔ The following can be acquired as appropriate using sensors (not shown). Furthermore, the controller 12 can appropriately calculate the charge level (SOC: State of Charge) of the battery 10 by, for example, integrating the charge and discharge currents of the battery 10.

[0018] The controller 12 functions as a VCM (Vehicle Control Module). Specifically, the controller 12 controls the electric unit 11, etc., based on output signals from the accelerator pedal sensor, brake pedal sensor, parking brake switch, and shift position sensor, etc. (none of which are shown). In this way, the controller 12 controls the behavior of the electric vehicle 100.

[0019] For example, the controller 12 controls the accelerator pedal input A by referring to a torque map predetermined by experiment or simulation. ｐｏ A torque command T representing the torque T that the electric unit 11 should generate is based on (not shown) and other factors. ＊ The controller 12 also acquires parameters (rotation parameters) that represent the rotation state of the electric motor 18, such as the electrical angle θ [rad] and the electrical angular velocity ω [rad / sec]. Then, the controller 12 sets the torque command T ＊ Based on the electrical angular velocity ω, etc., the motor 18 receives a torque command T ＊ The electric unit 11 is driven to output a torque T corresponding to the value.

[0020] In particular, in this embodiment, when it is necessary to warm up the in-vehicle equipment such as the battery 10, the controller 12 adjusts the current supplied to the electric unit 11 and issues a torque command T ＊ The controller 12 generates a torque T corresponding to the current while increasing the heat generated in the electric unit 11. This promotes the warming up of the battery 10 and other components. In other words, the controller 12 warms up the battery 10 and other onboard equipment. That is, the controller 12 functions as a warm-up control device that warms up onboard equipment as needed. Thus, the warm-up control of the battery 10 and other components using the heat from the electric unit 11 is performed not only when the electric vehicle 100 is stationary, but also when the electric vehicle 100 is in motion, as needed.

[0021] Figure 2 is a block diagram showing the configuration of the controller 12. Here, the configuration related to the warm-up control and the drive control of the electric vehicle 100 is shown. As shown in Figure 2, the controller 12 includes a warm-up determination unit 19 and a drive control unit 20.

[0022] The warm-up determination unit 19 determines whether to warm up in-vehicle devices such as the battery 10. In the present embodiment, the warm-up determination unit 19 determines whether to warm up the battery 10. Specifically, the warm-up determination unit 19 includes a warm-up necessity determination unit 21 and a warm-up feasibility determination unit 22.

[0023] The warm-up necessity determination unit 21 determines whether it is necessary to warm up an in-vehicle device based on the temperature of the in-vehicle device. In the present embodiment, the warm-up necessity determination unit 21 determines whether it is necessary to warm up the battery 10 based on the battery temperature Θ ｂａｔ Specifically, the warm-up necessity determination unit 21 determines whether it is necessary to warm up the battery 10 based on the battery temperature Θ ｂａｔ and a lower limit value Θ ｂａｔ－Ｌｌｉｍ predetermined in advance. That is, the warm-up necessity determination unit 21 determines whether it is necessary to warm up the battery 10 by comparing the battery temperature Θ ｂａｔ with the lower limit value Θ ｂａｔ－Ｌｌｉｍ . That is, when the battery temperature Θ ｂａｔ is lower than the lower limit value Θ ｂａｔ－Ｌｌｉｍ (Θ ｂａｔ < Θ ｂａｔ－Ｌｌｉｍ ), the warm-up necessity determination unit 21 determines that it is necessary to warm up the battery 10. On the other hand, when the battery temperature Θ ｂａｔ is equal to or higher than the lower limit value Θ ｂａｔ－Ｌｌｉｍ (Θ ｂａｔ ≥ Θ ｂａｔ－Ｌｌｉｍ ), the warm-up necessity determination unit 21 determines that it is not necessary to warm up the battery 10.

[0024] The warm-up necessity determination unit 21 sets a warm-up request S ｗ according to the necessity of warm-up. In the present embodiment, when it is determined that it is necessary to warm up the battery 10, the warm-up necessity determination unit 21 sets the warm-up request S ｗ to "1 (on)", which indicates that warm-up control is necessary. On the other hand, when it is determined that it is not necessary to warm up the battery 10, the warm-up necessity determination unit 21 sets the warm-up request S ｗ to "0 (off)", which indicates that warm-up control is not necessary.

[0025] The warm-up feasibility determination unit 22 determines whether or not the system is in a state where warm-up control can actually be performed. In this embodiment, the warm-up feasibility determination unit 22 determines whether or not warm-up control can be performed based on the output power of the battery 10.

[0026] Specifically, the warm-up feasibility determination unit 22 determines the battery voltage V ｄｃ Based on the electrical angular velocity ω, the maximum torque T that can be output in the current state of the battery 10 and electric motor 18 is determined. ｍａｘ The torque command T is calculated and this is used. ＊ The warm-up feasibility determination unit 22 compares the battery voltage V ｄｃ And electrical angular velocity ω and maximum torque T ｍａｘ It has a maximum torque map (not shown) that is pre-associated with the current battery voltage V based on experiments or simulations. Therefore, the warm-up feasibility determination unit 22 refers to this maximum torque map to determine the current battery voltage V ｄｃ and the maximum torque T corresponding to the electrical angular velocity ω. ｍａｘ It can perform calculations.

[0027] Torque command T ＊ Maximum torque T ｍａｘ If it is smaller than (T ＊ <T ｍａｘ The warm-up feasibility determination unit 22 determines that the system is in a state where warm-up control can be performed. That is, when the output power of the battery 10 exceeds the power required to maintain the torque T of the electric motor 18, and there is sufficient power to supply the battery 10 for warm-up control, the warm-up feasibility determination unit 22 determines that the system is in a state where warm-up control can be performed.

[0028] Meanwhile, the torque command T ＊ Maximum torque T ｍａｘ If the above (T ＊ ≧T ｍａｘ ), the warm-up feasibility determination unit 22 determines that the system is in a state where warm-up control cannot be performed. That is, if the output power of the battery 10 is less than or equal to the power required to maintain the torque T of the electric motor 18, and there is no capacity to supply power to the battery 10 for warm-up control, the warm-up feasibility determination unit 22 determines that the system is in a state where warm-up control cannot be performed.

[0029] The warm-up feasibility determination unit 22 determines whether warm-up control can be performed and sets the warm-up execution flag F ｗ The warm-up execution flag F is set when the battery 10 is in a state where it can perform warm-up control. ｗ The warm-up execution flag S is set to positive (executable). On the other hand, when the battery 10 is in a state where it cannot execute warm-up execution control, the warm-up feasibility determination unit 22 sets the warm-up execution flag S ａｂｌ Set it to negative (cannot be executed).

[0030] In this embodiment, as described above, the warm-up feasibility determination unit 22 substantially determines whether or not to perform warm-up control according to the output power of the battery 10, but it is not limited to this. When the temperature of the inverter 17 or the motor 18 exceeds the limit temperature according to the durability, the warm-up feasibility determination unit 22 determines that it cannot perform warm-up control that would raise the temperature of the inverter 17 or the motor 18 above the limit temperature, and the warm-up execution flag F is raised. ｗ Set it to negative (cannot be executed).

[0031] The drive control unit 20 controls the on / off state of multiple switching elements (not shown) in the inverter 17. This allows the drive control unit 20 to control the driving state of the electric motor 18 and issue a torque command T to the electric motor 18. ＊ The drive control unit 20 outputs a torque T corresponding to the value. The drive control unit 20 switches the inverter 17 using so-called PWM (Pulse Width Modulation) control.

[0032] At this time, the drive control unit 20 sends a current (hereinafter referred to as the fundamental wave current I) having a predetermined frequency that can output torque T substantially most efficiently to the inverter 17 and the motor 18. １ The inverter 17 is switched so that the fundamental wave current I flows. In other words, the drive control unit 20, in principle, controls the fundamental wave current I １ The electric motor 18 is driven using this.

[0033] Also, warm-up request S ｗ The value is "1 (ON)", and the warm-up execution flag F ｗWhen the condition is positive, the drive control unit 20 switches the inverter 17 to increase the heat generated by the inverter 17 and the motor 18 while maintaining the drive state of the motor 18. In other words, when the battery 10 needs to be warmed up and warm-up control is possible, the drive control unit 20 performs warm-up control while maintaining the torque T of the motor 18.

[0034] At this time, the drive control unit 20 supplies the inverter 17 and the motor 18 with the fundamental wave current I １ Instead, or the fundamental wave current I １ Along with, the fundamental wave current I １ A current having a frequency that is an integer multiple of (hereinafter referred to as harmonic current I) ｈ The inverter 17 is switched so that the harmonic current I ( ) flows. In simple terms, when performing warm-up control, the drive control unit 20 switches the inverter 17. ｈ Using, or the fundamental wave current I １ and harmonic current I ｈ The electric motor 18 is driven using this. This allows the fundamental wave current I １ Copper losses (conduction losses) occur in the inverter 17 and motor 18, similar to when the motor 18 is driven using the same method. Furthermore, simply the fundamental wave current I １ When the motor 18 is driven using the fundamental wave current I, the switching loss in the inverter 17 and the iron loss in the motor 18 increase. As a result, the heat generated in the motor unit 11 increases, and the warming up of the battery 10 is accelerated. In other words, the drive control unit 20 controls the fundamental wave current I １ All or part of the harmonic current I ｈ By replacing it with this, the torque T of the electric motor 18 is maintained while promoting the warming up of the battery 10.

[0035] Furthermore, the drive control unit 20 controls the harmonic current I ｈ When the electric motor 18 is controlled using this, its harmonic current I ｈ As such, the fundamental wave current I １ A specific-order harmonic current I, which has a specific order, produces a torque T of the second largest magnitude. ｈ－sｏ (Not shown in the diagram) is used. Specific-order harmonic current I ｈ－sｏis determined in advance according to the specific configuration of the electric unit 11 (particularly the electric motor 18).

[0036] FIG. 3 is a block diagram showing the configuration of the drive control unit 20. As shown in FIG. 3, the drive control unit 20 includes a current command generation unit 31, a current control unit 32, a PWM control unit 33, a coordinate conversion unit 34, and a rotation detection unit 35.

[0037] The current command generation unit 31 calculates a current command (hereinafter referred to as the dq-axis current command i ＊ , battery voltage V ｄｃ , and the electrical angular velocity ω, in a so-called dq-axis coordinate system). The dq-axis current command i ｄｑ ＊ consists of a command for the d-axis current (hereinafter referred to as the d-axis current command i ｄｑ ＊ ｄ ＊ ｑ ＊ １ ｄｑ ＊ ｄｑ－ｆ ＊ ｈ ｄｑ ＊ ｄｑ－ｈ ＊ ｄｑ－ｆ ＊ ｄ ＊ ｄ－ｆ ＊ ｑ ＊ ｑ－ｆ <00013 The fundamental wave current command i ｄｑ－ｆ ＊ consists of the fundamental wave d-axis current command i ｄ ＊ which is the fundamental wave component of the d-axis current command i ｄ－ｆ ＊ and the fundamental wave q-axis current command i ｑ ＊ which is the fundamental wave component of the q-axis current command i ｑ－ｆ ＊ Similarly, the harmonic current command i ｄｑ－ｈ ＊ consists of the d-axis current command i ｄ ＊The harmonic d-axis current command i that is a harmonic component of ｄ－ｈ ＊ and the harmonic q-axis current command i that is a harmonic component of the q-axis current command i ｑ ＊ consist of. ｑ－ｈ ＊

[0039] The current command generation unit 31 adjusts the distribution of the fundamental wave current command i ｗ and the harmonic current command i ｗ based on the warm-up request S ｄｑ－ｆ ＊ and the warm-up execution flag F. In this embodiment, when the warm-up of the battery 10 is necessary and the warm-up control can be executed, the current command generation unit 31 realizes the output of the torque T corresponding to the torque command T ｄｑ－ｈ ＊ as much as possible by the harmonic current command i ＊ and when the output of the torque T corresponding to the torque command T ｄｑ－ｈ ＊ cannot be realized (maintained) only by the harmonic current command i ｄｑ－ｈ ＊ , the shortage is compensated by the fundamental wave current command i ＊ ｄｑ－ｆ ＊ .

[0040] The current control unit 32 calculates the fundamental wave voltage command v ｄｑ－ｆ ＊ so that the fundamental wave dq-axis current i １ (referred to as the fundamental wave dq-axis current i ｄｑ－ｆ ), the electrical angular velocity ω, and the battery voltage V ｄｃ coincide with or follow the fundamental wave current command i ｄｑ－ｆ ｄｑ－ｆ ＊ . ｄｑ－ｆ ＊

[0041] The fundamental wave dq-axis current i ｄｑ－ｆ is the fundamental wave component of the dq-axis current i ｄｑ flowing through the inverter 17 and the motor 18. The fundamental wave dq-axis current i ｄｑ－ｆ is the fundamental wave d-axis current i that is the fundamental wave component of the d-axis current i ｄ ​ｄ－ｆ And the q-axis current i ｑ The fundamental wave component is the fundamental wave q-axis current i ｑ－ｆ It consists of the following: Fundamental wave voltage command v ｄｑ－ｆ ＊ The dq axis voltage v of the inverter 17 and the motor 18. ｄｑ This is a command regarding the fundamental wave component. Fundamental wave voltage command v ｄｑ－ｆ ＊ The d-axis voltage v ｄ The fundamental wave d-axis voltage command v is a command for the fundamental wave component. ｄ ＊ And the q-axis voltage v ｑ The fundamental wave q-axis voltage command v is a command for the fundamental wave component. ｑ ＊ It consists of and .

[0042] Furthermore, the current control unit 32 controls the harmonic current command i ｄｑ－ｈ ＊ , harmonic current I in the dq-axis coordinate system ｈ (Hereinafter, harmonic dq-axis current i ｄｑ－ｈ (i) Harmonic current command i ｄｑ－ｈ ＊ , electrical angular velocity ω, and battery voltage V ｄｃ Based on this, the harmonic dq axis current i ｄｑ－ｈ is a harmonic current command i ｄｑ－ｈ ＊ Harmonic voltage command v to match or follow ｄｑ－ｈ ＊ Perform the calculation.

[0043] Harmonic dq axis current i ｄｑ－ｈ This is the dq-axis current i flowing through the inverter 17 and the motor 18. ｄｑ This is the harmonic component. The harmonic dq axis current i ｄｑ－ｈ is the d-axis current i ｄ The harmonic component of is the harmonic d-axis current i ｄ－ｈ And the q-axis current i ｑ The harmonic component of is the harmonic q-axis current i ｑ－ｈ It consists of the following: and . Harmonic voltage command v ｄｑ－ｈ ＊ The dq axis voltage v of the inverter 17 and the motor 18. ｄｑ This is a command regarding the harmonic components. Harmonic voltage command v ｄｑ－ｈ＊ The d-axis voltage v ｄ The harmonic d-axis voltage command v is a command for the harmonic components of the signal. ｄ－ｈ And the q-axis voltage v ｑ The harmonic q-axis voltage command v is a command for the harmonic components of the signal. ｑ－ｈ It consists of and .

[0044] The PWM control unit 33 receives the fundamental wave voltage command v ｄｑ－ｆ ＊ , harmonic voltage command v ｄｑ－ｈ ＊ , electrical angle θ, and battery voltage V ｄｃ Based on this, the drive signal D for the switching element of the inverter 17 ＊ = {D ｕｕ ＊ , D ｕｌ ＊ , D ｖｕ ＊ , D ｖｌ ＊ , D ｗｕ ＊ , D ｗｌ ＊} Generate. D ｕｕ ＊ This is the drive signal for the switching element that constitutes the upper arm of the U phase, and D ｕｌ ＊ This is the drive signal for the switching element that constitutes the lower arm of the U phase. ｖｕ ＊ This is the drive signal for the switching element that constitutes the upper arm of the V phase, and D ｖｌ ＊ This is the drive signal for the switching element that constitutes the lower arm of the V phase. And D ｗｕ ＊ This is the drive signal for the switching element that constitutes the upper arm of the W phase, and D ｗｌ ＊ This is the drive signal for the switching element that constitutes the lower arm of the W phase.

[0045] The coordinate transformation unit 34 performs a coordinate transformation from the three-phase coordinate system (UVW coordinate system) to the dq-axis coordinate system, thereby determining the phase current i ｕｖｗ From the dq axis current i ｄｑ The calculation is performed. In this embodiment, the coordinate transformation unit 34 calculates the phase current i ｕｖｗ Therefore, the fundamental wave dq axis current iｄｑ－ｆ and harmonic dq axis current i ｄｑ－ｈ Calculate the phase current i. ｕｖｗ This is the current flowing through each phase U, V, and W, and the U-phase current i ｕ , V phase current i ｖ , and W-phase current i ｗ It consists of the following. Phase current i ｕｖｗ This is acquired as appropriate using the current sensor 36 provided in the electric unit 11.

[0046] The rotation detection unit 35 calculates the electrical angle θ and electrical angular velocity ω of the electric motor 18 based on the output signal of the rotation sensor 37 provided on the electric motor 18.

[0047] For example, the rotation sensor 37 is composed of a resolver, and the rotation detection unit 35 is composed of an RDIC (Resolver Digital Converter Integrated Circuit), an ABZ counter, and a velocity calculator. In this case, the RDIC acquires an excitation signal and a modulation signal from the resolver and outputs up / down counter pulses A and B, and an origin signal pulse Z based on these. The ABZ counter calculates the electrical angle θ based on these ABZ signals. The velocity calculator then calculates the electrical angular velocity ω by differentiating the electrical angle θ with respect to time.

[0048] Figure 4 is a block diagram showing the configuration of the current command generation unit 31. As shown in Figure 4, the current command generation unit 31 includes a torque separator 41, a fundamental wave current command calculation unit 42, and a harmonic current command calculation unit 43.

[0049] The torque separator 41 controls the electrical angular velocity ω and the battery voltage V. ｄｃ Based on the torque command T ＊ The fundamental wave torque command T ｆ ＊ and harmonic torque command T ｈ ＊ It distributes (separates) the torque command T as needed. In other words, the torque separator 41 distributes (separates) the torque command T ＊ All or part of the harmonic torque command T ｈ ＊ Assign it to.

[0050] Fundamental wave torque command T ｆ ＊Torque command T ＊ Of the torque T corresponding to the fundamental wave current I １ This is a directive regarding the components that should be realized by the harmonic torque directive T. ｈ ＊ Torque command T ＊ Of the torque T corresponding to this, the harmonic current I ｈ This is a command regarding the components to be realized. Below, the fundamental wave torque command T is given for the T generated by the electric motor 18. ｆ ＊ The component corresponding to the fundamental wave control torque T ｆ And so, the harmonic torque command T ｈ ＊ The corresponding component is harmonic controlled torque T ｈ That's what they say.

[0051] More specifically, the torque separator 41 receives the torque command T as follows: ＊ The fundamental wave torque command T ｆ ＊ and harmonic torque command T ｈ ＊ Distribute it to them.

[0052] First, the torque separator 41 emits harmonic current I ｈ The maximum torque that can be generated by this method (hereinafter referred to as the harmonic-controlled maximum torque T) ｈ－ｍａｘ The torque separator 41 calculates the torque command T. ＊ and harmonic control maximum torque T ｈ－ｍａｘ Compare them.

[0053] Torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ The following is true, and the entire torque T that the electric motor 18 should output is harmonic current I ｈ When it can be generated by the following equation (1), the torque separator 41 controls the fundamental wave torque command T ｆ ＊ Set to zero, and the harmonic torque command T ｈ ＊ Torque command T ＊ Set to the torque command T. ＊ Harmonic control maximum torque T ｈ－ｍａｘIf the following conditions are met, the entire torque T of the electric motor 18 is a harmonic current I ｈ It is controlled by [something].

[0054]

[0055] Meanwhile, the torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ Larger than that, the entire torque T that the electric motor 18 should output is induced by harmonic current I ｈ When it is not possible to generate it by this, the torque separator 41 generates a harmonic torque command T as shown in equation (2) below. ｈ ＊ Harmonic control maximum torque T ｈ－ｍａｘ Set to the basic wave torque command T ｆ ＊ Torque command T ＊ and harmonic control maximum torque T ｈ－ｍａｘ Deviation (T ＊ -T ｈ－ｍａｘ Set to ). That is, torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ If it is greater than, the harmonic current I ｈ Harmonic control maximum torque T ｈ－ｍａｘ This generates and the fundamental wave control torque T ｆ Torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ To compensate for the deficiency.

[0056]

[0057] Furthermore, the torque separator 41 responds to the warm-up request S. ｗ and warm-up execution flag F ｗ Accordingly, Torque command T ＊ The fundamental wave torque command T ｆ ＊ and harmonic torque command T ｈ ＊ Change whether or not to distribute to it. Specifically, warm-up request S ｗ When the value is "0 (off)" and warm-up control is not required, or when the warm-up execution flag F ｗ When the torque command T is negative and warm-up control cannot be performed, the torque separator 41 will... ＊The entirety of the fundamental wave torque command T ｆ ＊ Assigned to T when warm-up control is not performed. ｆ ＊ = T ＊ And T ｈ ＊ = 0. In this case, the motor 18 has a fundamental wave current I １ It is driven by.

[0058] On the other hand, warm-up request S ｗ The value is "1 (ON)" and warm-up control is required, and the warm-up execution flag F ｗ When the torque command T is positive and warm-up control can be performed, the torque separator 41, as described above, ＊ The fundamental wave torque command T ｆ ＊ and harmonic torque command T ｈ ＊ It distributes to the torque command T. In other words, when warm-up control is performed, the torque separator 41 distributes the torque command T. ＊ The fundamental wave torque command T ｆ ＊ and harmonic torque command T ｈ ＊ Distribute it to them.

[0059] The fundamental wave current command calculation unit 42 calculates the fundamental wave torque command T ｆ ＊ , electrical angular velocity ω, and battery voltage V ｄｃ Based on this, the fundamental wave current command i ｄｑ－ｆ ＊ The calculation is performed. Specifically, the fundamental wave current command calculation unit 42 calculates the fundamental wave torque command T ｆ ＊ , electrical angular velocity ω and battery voltage V ｄｃ And, the fundamental wave current command i ｄｑ－ｆ ＊ It has a fundamental wave current command map (not shown) that has been pre-associated with the fundamental wave current based on experiments or simulations. Therefore, the fundamental wave current command calculation unit 42 refers to this fundamental wave current command map to calculate the fundamental wave torque command T ｆ ＊ , electrical angular velocity ω and battery voltage V ｄｃ The corresponding fundamental wave current command i ｄｑ－ｆ＊ Perform the calculation.

[0060] The harmonic current command calculation unit 43 calculates the harmonic torque command T ｈ ＊ , electrical angular velocity ω, and battery voltage V ｄｃ Based on this, harmonic current command i ｄｑ－ｈ ＊ Specifically, the harmonic current command calculation unit 43 calculates the harmonic torque command T. ｈ ＊ , electrical angular velocity ω and battery voltage V ｄｃ And, harmonic current command i ｄｑ－ｈ ＊ It has a harmonic current command map (not shown) that has been pre-associated with the harmonic current based on experiments or simulations. Therefore, the harmonic current command calculation unit 43 refers to this harmonic current command map to generate the harmonic torque command T ｈ ＊ , electrical angular velocity ω and battery voltage V ｄｃ The corresponding harmonic current command i ｄｑ－ｈ ＊ Perform the calculation.

[0061] Figure 5 shows the harmonic current I ｈ The electromotive force E generated in the motor 18 under no-load conditions. Ｎ This is a graph showing the magnitude of the harmonic current I. In Figure 5, the horizontal axis is the harmonic current I. ｈ The order N is shown, and the vertical axis represents the harmonic current I for each order N. ｈ The electromotive force E generated between each phase is produced by this. Ｎ This shows the amplitude (power). Note that order N=1 represents the fundamental wave. That is, the electromotive force E of N=1. １ This is the electromotive force component that is generated in synchronization with the rotation of the electrical angle θ. Here, for convenience, E １ The amplitude distribution of the electromotive force (harmonic electromotive force) for each order N up to the 17th order is shown, normalized so that the amplitude is "1".

[0062] As shown in Figure 5, in the electric motor 18, the fifth harmonic current I ５ The electromotive force E generated by (N=5) ５ However, the electromotive force E for N=1 １ It is the next largest. That is, harmonic current I ｈAmong them, the fifth harmonic current I ５ This allows the motor 18 to generate torque T most efficiently. For this reason, in this embodiment, a specific-order harmonic current I is mainly used for warm-up control. ｈ－sｏ This is the fifth harmonic current I ５ Let it be so.

[0063] Therefore, in this embodiment, the harmonic torque command T calculated by the torque separator 41 is ｈ ＊ This is a specific-order harmonic current I ｈ－sｏ The fifth harmonic current I is ５ The torque component to be realized is commanded by this. In addition, the harmonic current command calculation unit 43 calculates the harmonic current command i ｄｑ－ｈ ＊ This is a specific-order harmonic current I ｈ－sｏ The fifth harmonic current I is ５ The dq axis current command i to produce this ｄｑ ＊ That is the case.

[0064] Note that the fundamental wave current I １ Next are harmonic currents I that are likely to generate torque T. ｈ The order N is determined by the specific configuration of the motor 18. That is, depending on the specific configuration of the motor 18, the harmonic current I of an order N other than the 5th order (N=5) may be ｈ is a specific-order harmonic current I ｈ－sｏ This may occur. However, once the configuration of the motor 18 is determined, the specific harmonic current I to be used in warm-up control will be determined. ｈ－sｏ This is determined in advance by experiment or simulation.

[0065] As described above, harmonic current I ｈ The fifth harmonic current I ５ When using, the fundamental wave current I １ and fifth harmonic current I ５ The electromotive force E(θ) of each phase generated by this process is expressed in the form of equation (3) below, depending on the electrical angle θ. Amplitude E ａｍｐ coefficient k ｅｆ ,k ｅ５ and phase θ ｅ５This is an inherent characteristic of the electric motor 18 itself, and is predetermined by experiment or simulation.

[0066]

[0067] Also, the fundamental wave current I １ and fifth harmonic current I ５ When using this, the phase current I(θ) is, amplitude I ａｍｐ and coefficient k ｉｆ ,k ｉ５ Using this, the amplitude I is expressed in the form of equation (4) below, depending on the electrical angle θ. ａｍｐ The torque T that the electric motor 18 should output (torque command T) ＊ Therefore, the coefficient k is determined. ｉｆ ,k ｉ５ and phase θ ｉ５ This is predetermined by the configuration of the electric motor 18.

[0068]

[0069] Here, we define the electromotive force generated in the U-phase and the U-phase current i. ｕ The above shows that the electromotive force and phase current of the V-phase and W-phase are expressed in a corresponding form. Also, to simplify the formulas, the phase of the fundamental wave current is assumed to be in the q-axis direction, i.e., θ + π / 2.

[0070] The torque T output by the electric motor 18 can be calculated using equations (3) and (4), and is specifically expressed by the following equation (5). The first term of equation (5) is the fundamental wave current I １ This represents the component produced by the second term, and the fifth harmonic current I ５ This represents the component produced by the following equation (5). In other words, the first row of equation (5) below represents the fundamental wave current I １ and fifth harmonic current I ５ This represents the torque T (DC torque) generated by [the process]. Note that terms 3 and 4 represent the fundamental wave current I. １ and fifth harmonic current I ５ Torque ripple T caused by ｒｉｐｐｌｅ This represents the torque ripple T. In other words, the second line of equation (5) below is the torque ripple T. ｒｉｐｐｌｅ It represents.

[0071]

[0072] Figure 6 shows the harmonic current I ｈ , fundamental wave current I １ This graph shows a typical example of the final phase current composed of these components. Here, the harmonic current I ｈ and the fundamental wave current I １ This shows a scenario in which both are used. Figure 6(A) shows the harmonic current I ｈ Fifth harmonic current I used as ５ (Specific order harmonic current I ｈ－sｏ Figure 6(B) shows the fundamental wave current I １ This is shown. And Figure 6(C) shows the fundamental wave current I １ and harmonic current I ｈ and sum (I １ +I ５ ) by which the U-phase current i ｕ An example is shown. In Figures 6(A) to (C), the horizontal axis represents the electrical angle θ [rad].

[0073] Figure 7 is a block diagram showing the configuration of the current control unit 32 and the coordinate transformation unit 34. As shown in Figure 7, the current control unit 32 controls the fundamental wave voltage command v by PI (Proportional Integral) control. ｄｑ－ｆ ＊ and harmonic voltage command v ｄｑ－ｈ ＊ The calculations are performed. Specifically, the current control unit 32 includes PI controllers 51 and 52, a fundamental wave decoupling calculation unit 53, PI controllers 54 and 55, and a harmonic decoupling calculation unit 56. The coordinate transformation unit 34 includes a fundamental wave current calculation unit 57 and a harmonic current calculation unit 58.

[0074] The PI controllers 51 and 52 and the fundamental wave decoupling calculation unit 53 control the fundamental wave current command i ｄｑ－ｆ ＊ From the fundamental wave voltage command v ｄｑ－ｆ ＊ This is a configuration for performing calculations.

[0075] The PI controller 51 controls the fundamental wave d-axis current command i ｄ－ｆ ＊ and the fundamental wave d-axis current i ｄ－ｆ Deviation (i ｄ－ｆ ＊ -i ｄ－ｆ The fundamental wave d-axis voltage command v should be set so that it becomes smaller.ｄ－ｆ－ｃｐ ＊ The PI controller 52 determines the fundamental wave q-axis current command i. ｑ－ｆ ＊ and the fundamental wave q-axis current i ｑ－ｆ Deviation ( ｉｑ－ｆ ＊ -i ｑ－ｆ The fundamental wave q-axis voltage command v should be set so that it becomes smaller. ｑ－ｆ－ｃｐ ＊ To decide.

[0076] Furthermore, the PI controller 51 uses coefficient k ｐｄ ,k ｉｄ Using this, it is expressed by the following equation (6). In addition, the PI controller 52 has coefficient k ｐｑ ,k ｉｑ Using this, it is expressed by the following equation (7). In equations (6) and (7), "s" is the Laplace operator. And each coefficient k in equations (6) and (7) ｐｄ ,k ｉｄ ,k ｐｑ ,k ｉｑ This is the d-axis inductance L ｄ q-axis inductance L ｑ , winding resistance R, and fundamental wave current I １ The normative response time constant τ ｆ Using this, it can be expressed by the following equation (8).

[0077]

[0078] The fundamental wave decoupling calculation unit 53 calculates the electrical angular velocity ω and the battery voltage V ｄｃ Based on this, the fundamental wave d-axis voltage command v ｄ－ｆ－ｃｐ ＊ and the fundamental wave q-axis voltage command v ｑ－ｆ－ｃｐ ＊ The interference component is removed or reduced. Specifically, the fundamental wave decoupling calculation unit 53 calculates the fundamental wave d-axis voltage command v ｄ－ｆ－ｃｐ ＊ By removing the interference component between the d and q axes, the decoupled fundamental wave d-axis voltage command v ｄ－ｆ－ｄｃｐｌ ＊ The calculation is performed. In addition, the fundamental wave decoupling calculation unit 53 calculates the fundamental wave q-axis voltage command v ｑ－ｆ－ｃｐ ＊ By removing the interference component between the d and q axes, the decoupled fundamental wave q-axis voltage command vｑ－ｆ－ｄｃｐｌ ＊ The calculation is performed. Then, the fundamental wave decoupling calculation unit 53 converts these into the final fundamental wave voltage command v ｄｑ－ｆ ＊ It outputs as v ｄｑ－ｆ ＊ = (v ｄ－ｆ ＊ ,v ｑ－ｆ ＊ ) = (v ｄ－ｆ－ｄｃｐｌ ＊ ,v ｑ－ｆ－ｄｃｐｌ ＊ )

[0079] The PI controllers 54, 55 and the harmonic decoupling calculation unit 56 process the harmonic current command i ｄｑ－ｈ ＊ From harmonic voltage command v ｄｑ－ｈ ＊ This is a configuration for performing calculations.

[0080] The PI controller 54 controls the harmonic d-axis current command i ｄ－ｈ ＊ and harmonic d-axis current i ｄ－ｈ Deviation (i ｄ－ｈ ＊ -i ｄ－ｈ The harmonic d-axis voltage command v is set so that it becomes smaller. ｄ－ｈ－ｃｐ ＊ The PI controller 55 also performs the harmonic q-axis current command i ｑ－ｈ ＊ and harmonic q-axis current i ｑ－ｈ Deviation (i ｑ－ｈ ＊ -i ｑ－ｈ The harmonic q-axis voltage command v is set so that it becomes smaller. ｑ－ｈ－ｃｐ ＊ The calculation is performed. The PI controllers 54 and 55 are expressed in the same form as equations (6) to (8) relating to the PI controllers 51 and 52 described above.

[0081] The harmonic decoupling calculation unit 56 calculates the electrical angular velocity ω and the battery voltage V ｄｃ Based on this, the harmonic d-axis voltage command v ｄ－ｈ－ｃｐ ＊ and harmonic q-axis voltage command v ｑ－ｈ－ｃｐ ＊ The interference component is removed or reduced. Specifically, the harmonic decoupling calculation unit 56 calculates the harmonic d-axis voltage command vｄ－ｈ－ｃｐ ＊ By removing the interference component between the dq axes, the decoupled harmonic d-axis voltage command v ｄ－ｈ－ｄｃｐｌ ＊ The harmonic decoupling calculation unit 56 calculates the harmonic q-axis voltage command v ｑ－ｈ－ｃｐ ＊ By removing the interference component between the d and q axes, the decoupled harmonic q-axis voltage command v ｑ－ｈ－ｄｃｐｌ ＊ The harmonic decoupling calculation unit 56 then calculates these to obtain the final harmonic voltage command v ｄｑ－ｈ ＊ It outputs as v ｄｑ－ｈ ＊ = (v ｄ－ｈ ＊ ,v ｑ－ｈ ＊ ) = (v ｄ－ｈ－ｄｃｐｌ ＊ ,v ｑ－ｇ－ｄｃｐｌ ＊ )

[0082] The fundamental wave current calculation unit 57 calculates the phase current i through a basic coordinate transformation from the three-phase coordinate system to the dq-axis coordinate system and a low-pass filter process. ｕｖｗ From the fundamental wave dq axis current i ｄｑ－ｆ The calculation is performed. Specifically, the fundamental wave current calculation unit 57 performs a coordinate transformation according to the electrical angle θ according to the following equation (9), and then processes it with a low-pass filter (LPF) to calculate the fundamental wave dq axis current i ｄｑ－ｆ Perform the calculation.

[0083]

[0084] The harmonic current calculation unit 58 performs a coordinate transformation from the three-phase coordinate system to the dq-axis coordinate system and low-pass filtering to calculate the phase current i ｕｖｗ From the harmonic dq axis current i ｄｑ－ｈ The harmonic current calculation unit 58 performs a coordinate transformation according to the electrical angle θ according to the following equation (10), and then processes it with a low-pass filter (LPF) to calculate the harmonic dq axis current i. ｄｑ－ｈ The following is calculated: Phase θ ｅ５ As mentioned above, this is predetermined by the configuration of the electric motor 18.

[0085]

[0086] Figure 8 is a block diagram showing the configuration of the PWM control unit 33. As shown in Figure 8, the PWM control unit 33 includes a basic coordinate transformation unit 61, a harmonic coordinate transformation unit 62, a duty cycle command generation unit 63, and a drive signal generation unit 64.

[0087] The basic coordinate transformation unit 61 performs a coordinate transformation from the dq axis coordinate system to the three-phase coordinate system, thereby generating the basic wave voltage command v ｄｑ－ｆ ＊ From the fundamental wave three-phase voltage command v ｕｖｗ－ｆ ＊ The following is calculated: Fundamental wave three-phase voltage command v ｕｖｗ－ｆ ＊ This is the fundamental wave U-phase voltage command v ｕ－ｆ ＊ , fundamental wave V-phase voltage command v ｖ－ｆ ＊ , and the fundamental wave W-phase voltage command v ｗ－ｆ ＊ The basic coordinate transformation unit 61 performs a coordinate transformation according to the electrical angle θ according to the following equation (11), thereby generating the basic wave three-phase voltage command v ｕｖｗ－ｆ ＊ Perform the calculation.

[0088]

[0089] The harmonic coordinate transformation unit 62 performs a coordinate transformation from the dq axis coordinate system to the three-phase coordinate system, thereby generating a harmonic voltage command v ｄｑ－ｈ ＊ From harmonic three-phase voltage command v ｕｖｗ－ｈ ＊ The following is calculated: harmonic three-phase voltage command v ｕｖｗ－ｈ ＊ This is a harmonic U-phase voltage command v ｕ－ｈ ＊ , harmonic V-phase voltage command v ｖ－ｈ ＊ , and harmonic W-phase voltage command v ｗ－ｈ ＊ The harmonic coordinate transformation unit 62 performs a coordinate transformation according to the electrical angle θ according to the following equation (12), thereby generating a harmonic three-phase voltage command v ｕｖｗ－ｈ ＊ Perform the calculation.

[0090]

[0091] The duty cycle command generation unit 63 generates a fundamental wave three-phase voltage command v ｕｖｗ－ｆ ＊ and harmonic three-phase voltage command v ｕｖｗ－ｈ ＊ The final three-phase voltage command v is the sum of the two values. ｕｖｗ ＊ Based on this, the duty cycle directive Duty_uvw is calculated.

[0092] Final three-phase voltage command v ｕｖｗ ＊ The final U-phase voltage command v ｕ ＊ , final V-phase voltage command v ｖ ＊ , and the final W-phase voltage command v ｗ ＊ It can be. Final U-phase voltage command v ｕ ＊ This is the fundamental wave U-phase voltage command v ｕ－ｆ ＊ and harmonic U-phase voltage command v ｕ－ｈ ＊ It is the sum of the final V-phase voltage command v. ｖ ＊ This is the fundamental wave V-phase voltage command v ｖ－ｆ ＊ and harmonic V-phase voltage command v ｖ－ｈ ＊ It is the sum of the following. And the final W-phase voltage command v ｗ ＊ This is the fundamental wave W-phase voltage command v ｗ－ｆ ＊ and harmonic W-phase voltage command v ｗ－ｈ ＊ It is the sum of.

[0093] The duty cycle command Duty_uvw is a command that defines the duty cycle ratio for switching each of the U, V, and W phases, and consists of the U-phase duty cycle command Duty_u, the V-phase duty cycle command Duty_v, and the W-phase duty cycle command Duty_w.

[0094] For example, the duty cycle command generation unit 63 generates the final U-phase voltage command v according to the following equation (13). ｕ ＊ and battery voltage V ｄｃBased on this, the U-phase duty cycle command Duty_u is calculated. The V-phase duty cycle command Duty_v and the W-phase duty cycle command Duty_w are calculated in the same manner.

[0095]

[0096] The drive signal generation unit 64 generates a drive signal D for each switching element of the inverter 17 based on the duty cycle command Duty_uvw. ＊ = {D ｕｕ ＊ , D ｕｌ ＊ , D ｖｕ ＊ , D ｖｌ ＊ , D ｗｕ ＊ , D ｗｌ ＊ Specifically, the drive signal generation unit 64 generates the drive signal D by comparing a predetermined carrier signal (e.g., a triangular wave) with the duty cycle command Duty_uvw. ＊ Generates.

[0097] Inverter 17 receives this drive signal D ＊ By switching the switching elements of each phase on and off accordingly, the motor 18 receives the fundamental wave current I １ , harmonic current I ｈ , or fundamental wave current I １ and harmonic current I ｈ Both are passed through. As a result, the electric motor 18 receives the torque command T. ＊ It outputs a torque T corresponding to the current. And, a harmonic current I is added to the current flowing through the motor 18. ｈ When this is included, the fundamental wave current I is supplied to the motor 18. １ Iron losses (hysteresis losses and eddy current losses) increase compared to when only current flows. As a result, the motor 18 generates more heat, and the battery 10 warms up faster.

[0098] Figure 9 is a flowchart relating to warm-up control in the first embodiment. As shown in Figure 9, in step S10, the warm-up necessity determination unit 21 determines whether warm-up control is necessary. In step S10, the battery temperature Θ ｂａｔ The lower limit Θｂａｔ－Ｌｌｉｍ If it is determined that warm-up control is unnecessary, the process proceeds to step S11. In step S11, the torque separator 41 controls the torque command T ＊ All of the fundamental wave torque command T ｆ ＊ Assigned to, harmonic torque command T ｈ ＊ Set it to zero.

[0099] On the other hand, in step S10, the battery temperature Θ ｂａｔ The lower limit Θ ｂａｔ－Ｌｌｉｍ If the value is lower than the threshold and it is determined that warm-up control is necessary, the process proceeds to step S12. In step S12, the warm-up feasibility determination unit 22 determines whether or not warm-up control can be performed. If, in step S12, it is determined that there is not enough power to supply to the battery 10 for warm-up control and warm-up control cannot be performed, the process proceeds to step S11.

[0100] On the other hand, in step S12, the maximum torque T ｍａｘ Torque command T ＊ If it is determined that the power is greater than that and there is enough capacity to supply power to the battery 10 for warm-up control, and that warm-up control can be performed, the process proceeds to step S13.

[0101] In step S13, the torque separator 41 controls the harmonic control maximum torque T ｈ－ｍａｘ The torque command T is calculated and this is used. ＊ Compare with the following. In step S13, the torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ The following is true, and the entire torque T that the electric motor 18 should output is harmonic current I ｈ If it can be generated by this, the process proceeds to step S14. In step S14, the torque separator 41 generates the fundamental wave torque command T ｆ ＊ Set to zero, and the harmonic torque command T ｈ ＊ Torque command T ＊ Set to this.

[0102] On the other hand, in step S13, the torque command T ＊ Harmonic control maximum torque Tｈ－ｍａｘ Larger than that, the entire torque T that the electric motor 18 should output is induced by harmonic current I ｈ If it is not possible to generate it by this, the process proceeds to step S15. In step S15, the torque separator 41 generates a harmonic torque command T ｈ ＊ Harmonic control maximum torque T ｈ－ｍａｘ Set to the basic wave torque command T ｆ ＊ Torque command T ＊ and harmonic control maximum torque T ｈ－ｍａｘ Deviation (T ＊ -T ｈ－ｍａｘ Set it to ).

[0103] In step S16, the fundamental wave torque command T set in step S11, step S14, or step S15 is set. ｆ ＊ Based on this, the fundamental wave current command calculation unit 42 calculates the fundamental wave current command i ｄｑ－ｆ ＊ The calculation is performed. Also, in step S16, the harmonic torque command T set in step S11, step S14, or step S15 is calculated. ｈ ＊ Based on this, the harmonic current command calculation unit 43 calculates the harmonic current command i ｄｑ－ｈ ＊ Perform the calculation.

[0104] Then, in step S17, the fundamental wave current command i ｄｑ－ｆ ＊ The corresponding fundamental wave current I １ , harmonic current command i ｄｑ－ｈ ＊ Harmonic current I corresponding to ｈ The inverter 17 is switched so that either or both of these currents flow.

[0105] Therefore, either warm-up control is unnecessary or warm-up control is not possible, in step S11, the torque command T ＊ All of these are fundamental wave torque commands T ｆ ＊ Assigned to, harmonic torque command T ｈ ＊When set to zero, the motor 18 has a fundamental wave current I １ Driven using, harmonic current I ｈ Warm-up control using this method will not be performed.

[0106] On the other hand, warm-up control is necessary and feasible, and in step S14, T ｆ ＊ = 0 and T ｈ ＊ = T ＊ When set to this, the motor 18 substantially generates harmonic current I ｈ It is controlled by the torque command T. At this time, the electric motor 18 is controlled by the torque command T. ＊ It outputs a torque T corresponding to the power. In addition, the electric motor 18 outputs the fundamental wave current I １ Compared to when only is used for control, iron loss increases and heat generation increases. Furthermore, harmonic current I ｈ By using this method, the switching loss of the inverter 17 also increases. Therefore, the warm-up of the battery 10 is accelerated.

[0107] Furthermore, warm-up control is necessary and feasible, and in step S15, T ｈ ＊ = T ｈ－ｍａｘ And T ｆ ＊ = T ＊ -T ｈ－ｍａｘ When set to this, the motor 18 uses the fundamental wave current I １ and harmonic current I ｈ Controlled by, torque command T ＊ It outputs a torque T corresponding to the power. In addition, the electric motor 18 outputs the fundamental wave current I １ Compared to when only is used for control, iron loss increases and heat generation increases. Furthermore, harmonic current I ｈ By using this method, the switching loss of the inverter 17 also increases. Therefore, the warm-up of the battery 10 is accelerated.

[0108] In other words, according to the warm-up control of the first embodiment described above, the harmonic current I is used as all or part of the current that controls the electric motor 18. ｈ By using this method, the heat generated in the electric unit 11 can be increased, allowing the on-board equipment such as the battery 10 to be warmed up quickly.

[0109] [Second Embodiment] In the first embodiment described above, in the warm-up control, the harmonic current I ｈ The fifth harmonic current I ５ (Specific order harmonic current I ｈ－sｏ This includes, but is not limited to, harmonic current I. ｈ This includes a specific-order harmonic current I ｈ－sｏ The fifth harmonic current I is ５ In addition, there are other harmonic currents of order N (hereinafter referred to as additional harmonic currents I). ｈ－ａｄｄ This may include the following: However, the torque T that the electric motor 18 should output is the fifth harmonic current I ５ by, or the fundamental wave current I １ and fifth harmonic current I ５ Because it is controlled by, additional harmonic current I ｈ－ａｄｄ This should be a current component that does not contribute to the torque T. In the second embodiment below, the harmonic current I is defined in this way. ｈ Additional harmonic current I ｈ－ａｄｄ Let's explain an example of adding this.

[0110] Figure 10 is a block diagram showing the configuration of the current command generation unit 31 in the second embodiment. As shown in Figure 10, the current command generation unit 31 of the second embodiment includes a torque separator 41, a fundamental wave current command calculation unit 42, and a harmonic current command calculation unit 43, in addition to a current quantity calculation unit 71, a current limit value calculation unit 72, and an additional harmonic current command calculation unit 73.

[0111] The current quantity calculation unit 71 receives the fundamental wave current command i ｄｑ－ｆ ＊ and harmonic current command i ｄｑ－ｈ ＊ Based on this, the amount of current I that will flow to the motor 18 and inverter 17 ａ ＊ The current I is calculated. ａ ＊ This is the fundamental wave current I １ and harmonic current I ｈ (Specific order harmonic current I ｈ－sｏ This is the sum of ).

[0112] The current limit value calculation unit 72 calculates a limit value (hereinafter simply referred to as current limit value I) for the current flowing through the motor 18 and inverter 17. ａ－ｌｉｍ The current limit value I is calculated. ａ－ｌｉｍ This is determined by the durability of the electric motor 18, inverter 17 (switching element), etc. That is, the current limit value I ａ－ｌｉｍ If a current exceeding this limit flows, the switching elements of the motor 18 and inverter 17 may be damaged.

[0113] Here, the current limit value calculation unit 72 calculates, for example, the battery voltage V ｄｃ Battery temperature Θ ｂａｔ , the temperature of the electric motor 18 (hereinafter referred to as motor temperature Θ ＭＯＴ (hereinafter referred to as inverter temperature Θ), and the temperature of the inverter 17 (hereinafter referred to as inverter temperature Θ). ＩＮＶ Based on the above, the current limit value I ａ－ｌｉｍ The current limit value calculation unit 72 calculates the current limit value I using these parameters. Specifically, the current limit value calculation unit 72 calculates the current limit value I using these parameters. ａ－ｌｉｍ It has a current limit value map predetermined based on experiments or simulations. Therefore, the current limit value calculation unit 72 refers to this current limit value map to determine the battery voltage V ｄｃ Battery temperature Θ ｂａｔ , motor temperature Θ ＭＯＴ , and inverter temperature Θ ＩＮＶ Current limit value I corresponding to the combination ａ－ｌｉｍ Calculate the motor temperature Θ. ＭＯＴ , and inverter temperature Θ ＩＮＶ This is acquired as needed by a temperature sensor (not shown).

[0114] The additional harmonic current command calculation unit 73 calculates the current quantity I ａ ＊ and current limit value I ａ－ｌｉｍ Deviation (I ａ－ｌｉｍ -I ａ ＊ Based on ), additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ Set the additional harmonic current command i. ｄｑ－ｈ－ａｄｄ ＊ is a harmonic current I ｈ As such, a specific-order harmonic current I ｈ－sｏThis is a command for the additional harmonic current to be transmitted in conjunction with the above. Additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ This is an additional harmonic d-axis current command i ｄ－ｈ－ａｄｄ ＊ and additional harmonic q-axis current command i ｑ－ｈ－ａｄｄ ＊ It consists of the following: Additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ is a harmonic current command i ｄｑ－ｈ ＊ It will be added to.

[0115] More specifically, the additional harmonic current command calculation unit 73 calculates the additional harmonic current command i as follows: ｄｑ－ｈ－ａｄｄ ＊ Set it.

[0116] The additional harmonic current command calculation unit 73 calculates the current quantity I ａ ＊ and current limit value I ａ－ｌｉｍ Compare the current I. ａ ＊ Current limit value I ａ－ｌｉｍ The above dimensions are (I ａ－ｌｉｍ -I ａ ＊ If ) ≤ 0, the additional harmonic current command calculation unit 73 calculates the additional harmonic current I ｈ－ａｄｄ It is determined that adding this may damage the switching elements, etc. Therefore, the additional harmonic current command calculation unit 73 determines i ｄ－ｈ－ａｄｄ ＊ = 0, and i ｑ－ｈ－ａｄｄ ＊ Set to = 0. That is, the additional harmonic current I ｈ－ａｄｄ is a harmonic current I ｈ It will not be added.

[0117] On the other hand, current quantity I ａ ＊ Current limit value I ａ－ｌｉｍ Smaller than (I ａ－ｌｉｍ -I ａ ＊ If ) > 0, the additional harmonic current command calculation unit 73 calculates the specific order harmonic current I ｈ－sｏ Additional harmonic current I ｈ－ａｄｄBy adding this, it is determined that there is room to further increase the amount of heat generated in the motor 18, etc. Thus, additional harmonic current I ｈ－ａｄｄ If there is room to add, the current limit value I ａ－ｌｉｍ Within the limits not exceeding, to the maximum extent possible, additional harmonic current I ｈ－ａｄｄ In this embodiment, the additional harmonic current command calculation unit 73 calculates the additional harmonic current I up to a limit corresponding to the durability of the switching element, etc. ｈ－ａｄｄ Add this. This will maximize the warm-up of battery 10.

[0118] However, as mentioned above, the torque T of the electric motor 18 is the fundamental wave current I １ or specific order harmonic current I ｈ－sｏ (5th harmonic current I ５ It is controlled by ). For this reason, the additional harmonic current command calculation unit 73 controls the additional harmonic current I ｈ－ａｄｄ To prevent the motor 18 from generating torque T, an additional harmonic current command i is issued. ｄｑ－ｈ－ａｄｄ ＊ The following is set. Specifically, the additional harmonic current command calculation unit 73 calculates the additional harmonic d-axis current command i as shown in equation (14) below. ｄ－ｈ－ａｄｄ ＊ current I ａ ＊ and current limit value I ａ－ｌｉｍ Deviation (I ａ－ｌｉｍ -I ａ ＊ Set to a size equivalent to ), and add the additional harmonic q-axis current command i ｑ－ｈ－ａｄｄ ＊ Set it to zero. That is, the current I ａ ＊ Current limit value I ａ－ｌｉｍ If it is smaller than, the additional harmonic current command calculation unit 73 calculates the additional harmonic current I ｈ－ａｄｄ Using this, the current limit value I ａ－ｌｉｍ Within a range not exceeding the d-axis current i of the electric motor 18 ｄ This increases the additional harmonic current I, as can be seen from equation (14) in this embodiment. ｄ－ａｄｄ is the current I ａ ＊ and d-axis current i ｄ The sum of the increases is effectively equal to the current limit value I ａ－ｌｉｍIt is set to reach [the specified destination].

[0119]

[0120] This results in an additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ Additional harmonic current I flowing as a result ｈ－ａｄｄ The d-axis current i is a harmonic. ｄ Therefore, the q-axis current i ｑ This prevents the generation of additional harmonic currents I. ｈ－ａｄｄ Even with the addition of the additional harmonic current I, the torque T of the electric motor 18 does not increase or decrease in effect. ｈ－ａｄｄ When this is added, the iron loss in the electric motor 18 and the switching loss in the inverter 17 increase. As a result, the warm-up of the battery 10 is further accelerated.

[0121] Note that additional harmonic current I ｈ－ａｄｄ The order N is pre-selected by fitting based on experiments or simulations. However, additional harmonic current I is used to efficiently increase iron loss, etc. ｈ－ａｄｄ A high order N is preferable. Specifically, the additional harmonic current I ｈ－ａｄｄ The order N is the specific order harmonic current I ｈ－ｓｏ It is preferable that the order N is higher than the order of the additional harmonic current I. ｈ－ａｄｄ The electromotive force E that can be generated in the motor 18 under no-load conditions Ｎ It is preferable that it be small. That is, the additional harmonic current I ｈ－ａｄｄ is the d-axis current i ｄ Regardless of whether or not it is added, it is preferable that the motor 18 is not prone to generating torque T in the first place. Specifically, the additional harmonic current I ｈ－ａｄｄ The electromotive force E that can be generated Ｎ This is the fundamental wave current I １ It is preferable that it be about 10% or less. In this embodiment, the additional harmonic current I ｈ－ａｄｄ For example, the 13th harmonic current I １３ This is used.

[0122] Figure 11 shows the specific-order harmonic current I in the second embodiment. ｈ－ｓｏ , additional harmonic current I ｈ－ａｄｄThis graph shows a typical example of the final phase current composed of these. Here, for simplicity, the fundamental wave current I １ It is not used, and harmonic current I ｈ This shows a scene in which the electric motor 18 is driven by the following. Figure 11(A) shows a specific-order harmonic current I ｈ－ｓｏ Fifth harmonic current I used as ５ This is shown. Figure 11(B) shows the additional harmonic current I ｈ－ａｄｄ The 13th harmonic current I used as １３ This is shown. And Figure 11(C) shows a specific order harmonic current I ｈ－ｓｏ and additional harmonic current I ｈ－ａｄｄ The sum of (I ５ +I １３ ) by which the U-phase current i ｕ An example is shown. In Figures 11(A) to (C), the horizontal axis represents the electrical angle θ [rad].

[0123] Figure 12 is a flowchart relating to the warm-up control of the second embodiment. As shown in Figure 12, in the warm-up control of the second embodiment, the determination of whether warm-up control is necessary (step S10), the determination of whether warm-up control can be executed (step S12), and the torque command T ＊ The distribution (steps S11, S13-S15) is the same as the warm-up control in the first embodiment. Also, in step S16, similar to the warm-up control in the first embodiment, the fundamental wave torque command T ｆ ＊ Based on the fundamental wave current command i ｄｑ－ｆ ＊ The calculation is performed, and the harmonic torque command T ｈ ＊ Based on the harmonic current command i ｄｑ－ｈ ＊ The following is calculated. However, the harmonic current command i calculated here ｄｑ－ｈ ＊ This is a specific-order harmonic current I ｈ－ｓｏ This defines the additional harmonic current I ｈ－ａｄｄ It does not include the instruction.

[0124] Furthermore, in the warm-up control of the second embodiment, the fundamental wave current command i in step S16 ｄｑ－ｆ ＊ and harmonic current command i ｄｑ－ｈ＊ Steps S21 and S22 are inserted after the calculation.

[0125] In step S21, the current amount calculation unit 71 calculates the current amount I ａ ＊ The current limit value calculation unit 72 calculates the current limit value I ａ－ｌｉｍ The additional harmonic current command calculation unit 73 calculates these values ​​and compares them.

[0126] In step S21, the current quantity I ａ ＊ Current limit value I ａ－ｌｉｍ It is smaller than, and even considering the durability of switching elements, etc., the additional harmonic current I ｈ－ａｄｄ If there is room to add, proceed to step S22. On the other hand, in step S21, current quantity I ａ ＊ Current limit value I ａ－ｌｉｍ The above explains the additional harmonic current I, which depends on the durability of the switching elements, etc. ｈ－ａｄｄ If there is not enough room to add it, step S22 is skipped.

[0127] In step S22, the additional harmonic current command calculation unit 73 calculates the current amount I ａ ＊ and current limit value I ａ－ｌｉｍ Deviation (I ａ－ｌｉｍ -I ａ ＊ ) Additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ Set this and use it as a harmonic current command i ｄｑ－ｈ ＊ Add it to the total.

[0128] Subsequently, in step S17, the fundamental wave current command i is issued, similar to the first embodiment. ｄｑ－ｆ ＊ The corresponding fundamental wave current I １ , harmonic current command i ｄｑ－ｈ ＊ Harmonic current I corresponding to ｈ The inverter 17 is switched so that either or both of these currents flow. In this embodiment, in step S22, the harmonic current command i ｄｑ－ｈ ＊ Additional harmonic current command iｄｑ－ｈ－ａｄｄ ＊ If these were added, the harmonic current I flowing here would ｈ This includes a specific-order harmonic current I ｈ－ｓｏ In addition, additional harmonic current I ｈ－ａｄｄ This includes the additional harmonic current I ｈ－ａｄｄ is the d-axis current i ｄ That is the case.

[0129] Therefore, the electric motor 18 has a fundamental wave current I １ and / or specific-order harmonic current I ｈ－ｓｏ Torque command T ＊ Maintain the output of the corresponding torque T. Also, the specific order harmonic current I ｈ－ｓｏ By using this, the fundamental wave current I １ Iron loss and the like increase compared to when only is used. Furthermore, in this embodiment, additional harmonic current I ｈ－ａｄｄ The addition of this component further increases iron loss and other factors compared to the warm-up control of the first embodiment. As a result, in the warm-up control of this embodiment, heat generation in the electric unit 11 increases even more than in the warm-up control of the first embodiment, and in particular, on-board equipment such as the battery 10 is warmed up very quickly.

[0130] In the second embodiment described above, the additional harmonic current I ｈ－ａｄｄ The 13th harmonic current I １３ While only this is being selectively added, it is not limited to this. Additional harmonic current i ｈ－ａｄｄ As such, multiple harmonic currents I of order N ｈ The following may be added: In other words, in the warm-up control, the electric vehicle 100 may have one or more additional harmonic currents of order N I ｈ－ａｄｄ It can be used. Also, a specific order harmonic current I ｈ－ｓｏ Overall, the electric vehicle 100, in its warm-up control, generates one or more harmonic currents I of order N. ｈ You can use it.

[0131] [Third Embodiment] In the second embodiment described above, the additional harmonic current I ｈ－ａｄｄ When additional harmonic currents can be added, the additional harmonic current command calculation unit 73 calculates the additional harmonic current command i such that iron loss etc. is increased to the maximum extent possible. ｄｑ－ｈ－ａｄｄ＊ is set, but not limited thereto. When additional harmonic current I ｈ－ａｄｄ can be added, the additional harmonic current command calculation unit 73 sets the additional harmonic current command i ｒｉｐｐｌｅ so that the torque ripple T ｄｑ－ｈ－ａｄｄ ＊ is reduced.

[0132] FIG. 13 is a block diagram partially showing the configuration of the current command generation unit 31 in the third embodiment. As shown in FIG. 13, the current command generation unit 31 of the third embodiment further includes a torque ripple calculation unit 74 in addition to the current amount calculation unit 71, the current limit value calculation unit 72, and the additional harmonic current command calculation unit 73.

[0133] The torque ripple calculation unit 74 calculates the torque ripple T １ caused by the current (that is, the fundamental wave current I ｈ－ｓｏ , the specific order harmonic current I １ or the fundamental wave current I ｈ－ｓｏ and the specific order harmonic current I ｒｉｐｐｌｅ ) flowing to control the torque T of the motor 18. In the present embodiment, the torque ripple calculation unit 74 calculates the torque ripple T １ caused by using the fundamental wave current I ｈ－ｓｏ and the specific order harmonic current I ｒｉｐｐｌｅ in the control of the motor 18. Here, the torque ripple calculation unit 74 calculates the torque ripple T ｒｉｐｐｌｅ ｆ ＊ ｈ ＊ ｒｉｐｐｌｅ ｒｉｐｐｌｅ ａ based on, for example, the fundamental wave torque command T ｒｉｐｐｌｅ Specifically, the torque ripple calculation unit 74 can calculate the torque ripple T

[0134] And in the present embodiment, the additional harmonic current command calculation unit 73 determines that the current amount I ａ ＊ is smaller than the current limit value I ａ－ｌｉｍ , (I ａ－ｌｉｍ - I ａ ＊) > 0, and the specific order harmonic current I ｈ－sｏ Additional harmonic current I ｈ－ａｄｄ When there is room to add torque ripple T ｒｉｐｐｌｅ An additional harmonic current command i such that all or part of it is canceled out. ｄｑ－ｈ－ａｄｄ ＊ Set the following: For example, a specific harmonic current I ｈ－ｓｏ The fifth harmonic current I ５ When this is the case, as shown in equation (5), the torque ripple T of the 6th harmonic is ｒｉｐｐｌｅ This occurs. Therefore, the additional harmonic current command calculation unit 73 calculates the additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ Set this. This will result in torque ripple T ｒｉｐｐｌｅ An additional harmonic current I that cancels out ｈ－ａｄｄ This will be added.

[0135] Thus, Torque Ripple T ｒｉｐｐｌｅ Calculate and add an additional harmonic current I to cancel it out. ｄ－ａｄｄ If this is applied, a harmonic current I will be generated for warm-up control. ｈ Even when using Torque Ripple T ｒｉｐｐｌｅ It can be suppressed.

[0136] [Fourth Embodiment] In the third embodiment described above, the fundamental wave current I １ and harmonic current I ｈ Torque ripple T generated by using ｒｉｐｐｌｅ The additional harmonic current I ｈ－ａｄｄ Although this is reduced using, this torque ripple T ｒｉｐｐｌｅ This is not the only way to suppress it. For example, the fundamental wave current I １ , harmonic current I ｈ Torque ripple T can also be corrected by compensating for both of these. ｒｉｐｐｌｅ It can be suppressed.

[0137] Figure 14 is a block diagram showing the configuration of the current command generation unit 31 in the fourth embodiment. As shown in Figure 14, the current command generation unit 31 of the fourth embodiment is the current command generation unit 31 of the first embodiment with the addition of a torque ripple correction calculation unit 75.

[0138] The torque ripple correction calculation unit 75 corrects the torque ripple T ｒｉｐｐｌｅ so that the fundamental current command i ｄｑ－ｆ ＊ , harmonic current command i ｄｑ－ｈ ＊ , or both of these. When correcting the fundamental current command i ｄｑ－ｆ ＊ , the torque ripple correction calculation unit 75 corrects the amplitude, phase, or both of the fundamental current command i ｄｑ－ｆ ＊ . Similarly, when correcting the harmonic current command i ｄｑ－ｈ ＊ , the torque ripple correction calculation unit 75 corrects the amplitude, phase, or both of the harmonic current command i ｄｑ－ｈ ＊ .

[0139] Specifically, the torque ripple correction calculation unit has a torque ripple correction table that associates in advance the fundamental current command i ｄｑ－ｆ ＊ and the harmonic current command i [[ID=2​​​​​​​​​​​​​​​​​​​​​​​​​​​​In this embodiment, when performing warm-up control, as in the first embodiment, the harmonic current I ｈ The torque T is controlled by making maximum use of the fundamental wave current I, and any torque deficit is compensated for by the fundamental wave current I. １ This is compensated for by control. For this reason, the torque ripple correction calculation unit 75 uses the harmonic current command i ｄｑ－ｈ ＊ Without correction, the fundamental wave current command i ｄｑ－ｆ ＊ By correcting the torque ripple T ｒｉｐｐｌｅ Correct it.

[0141] Thus, the fundamental wave current command i ｄｑ－ｆ ＊ , harmonic current command i ｄｑ－ｈ ＊ Alternatively, if both of these are corrected, the fundamental wave current I will be used to control the motor 18. １ and harmonic current I ｈ Torque ripple T generated by using ｒｉｐｐｌｅ This can suppress torque ripple. ｒｉｐｐｌｅ While suppressing the effects of the battery, the warm-up of the battery 10 is promoted.

[0142] [Modifications] The first to fourth embodiments described above can be implemented in whole or in part. In the following, the warm-up determination unit 19 is the mode related to warm-up control (hereinafter referred to as warm-up mode M). ｗ The drive control unit 20 sets this warm-up mode M ｗ An example of selecting and executing the warm-up control according to the settings of the first to fourth embodiments will be described.

[0143] Figure 15 shows the warm-up mode M in a modified example. ｗ This is a flowchart relating to the settings. As shown in Figure 15, in step S30, the warm-up determination unit 19 determines whether or not the battery 10 needs to be warmed up. The method for determining whether or not it is necessary is the same as in step S10 of the first embodiment.

[0144] If it is determined in step S30 that warming up is not necessary, the process proceeds to step S32, and the warm-up determination unit 19 determines warm-up mode M ｗ to M ｗ Set to =0. ｗ= 0 means that no warm-up control is performed, and the motor 18 operates with the fundamental wave current I １ This is the normal drive mode, which is driven solely by M. ｗ When = 0, the drive control unit 20 controls the torque command T in the torque separator 41. ＊ The entirety of the fundamental wave torque command T ｆ ＊ Assigned to, harmonic torque command T ｈ ＊ Set it to zero.

[0145] If it is determined in step S30 that warming up is necessary, the process proceeds to step S31, where the warm-up determination unit 19 further determines whether or not warm-up control can be performed. The method for determining whether or not warm-up control can be performed is the same as in step S12 of the first embodiment.

[0146] If it is determined in step S31 that warm-up control cannot be performed, the process proceeds to step S32, and the warm-up determination unit 19 determines warm-up mode M ｗ to M ｗ Set to = 0. Therefore, the drive control unit 20 drives the electric motor 18 in the normal drive mode.

[0147] If it is determined in step S31 that warm-up control is possible, the process proceeds to step S33, where the warm-up determination unit 19 determines that the entire torque T that the motor 18 should output is a harmonic current I ｈ It is determined whether or not it can be generated by the following. The entire torque T that the electric motor 18 should output is converted into a harmonic current I. ｈ The method for determining whether or not it can be generated by the torque command T is the same as in step S13 of the first embodiment. That is, the warm-up determination unit 19 determines whether or not it can be generated by the torque command T ＊ and harmonic control maximum torque T ｈ－ｍａｘ By comparing the two, the entire torque T that the electric motor 18 should output is converted into harmonic current I ｈ Determine whether or not it can be caused by this.

[0148] In step S33, the torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ Larger than that, the entire torque T that the electric motor 18 should output is induced by harmonic current I ｈIf it cannot be generated by this, the process proceeds to step S34, and the warm-up determination unit 19 determines warm-up mode M ｗ Set to the first warm-up mode (M ｗ Set it to =1).

[0149] First warm-up mode (M ｗ =1) is the harmonic current I ｈ and the fundamental wave current I １ Warm-up mode M (used in combination with) ｗ Therefore, the first warm-up mode (M ｗ When = 1), the drive control unit 20, similar to step S15 of the first embodiment, issues a harmonic torque command T to the torque separator 41. ｈ ＊ Harmonic control maximum torque T ｈ－ｍａｘ Set to the basic wave torque command T ｆ ＊ Torque command T ＊ and harmonic control maximum torque T ｈ－ｍａｘ Deviation (T ＊ -T ｈ－ｍａｘ Set it to ).

[0150] In step S33, the torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ The following is true, and the entire torque T that the electric motor 18 should output is harmonic current I ｈ If it can be generated by this, the process proceeds to step S34, and the warm-up determination unit 19 determines the additional harmonic current I ｈ－ａｄｄ Determine whether there is room to add the additional harmonic current I. ｈ－ａｄｄ The method for determining whether there is room to add is the same as in step S21 of the second embodiment. That is, the warm-up determination unit 19 determines the current amount I ａ ＊ and current limit value I ａ－ｌｉｍ By comparison, additional harmonic current I ｈ－ａｄｄ Determine whether there is room to add more.

[0151] In step S35, the current quantity I ａ ＊ Current limit value I ａ－ｌｉｍ The above explains the additional harmonic current I, which depends on the durability of the switching elements, etc. ｈ－ａｄｄIf it is determined that there is no room to add, the process proceeds to step S36, and the warm-up determination unit 19 determines warm-up mode M ｗ Set to second warm-up mode (M ｗ Set it to =2).

[0152] Second warm-up mode (M ｗ =2) is the fundamental wave current I １ Without using, harmonic current I ｈ This is a warm-up mode in which the electric motor 18 is controlled by the following. Therefore, the second warm-up mode (M ｗ =2) When this is the case, the drive control unit 20, similar to step S14 of the first embodiment, sets the fundamental wave torque command T in the torque separator 41. ｆ ＊ Set to zero, and the harmonic torque command T ｈ ＊ Torque command T ＊ Set to this.

[0153] In step S35, the current quantity I ａ ＊ Current limit value I ａ－ｌｉｍ It is smaller than, and even considering the durability of switching elements, etc., the additional harmonic current I ｈ－ａｄｄ If it is determined that there is room to add torque ripple T, the process proceeds to step S37, and the warm-up determination unit 19 determines that torque ripple T ｒｉｐｐｌｅ It determines whether or not it is necessary to correct the torque ripple T. Specifically, the warm-up determination unit 19 determines the torque ripple T, similar to the torque ripple calculation unit 74 in the second embodiment. ｒｉｐｐｌｅ The warm-up determination unit 19 then calculates the torque ripple T. ｒｉｐｐｌｅ Torque Ripple T ｒｉｐｐｌｅ A pre-set threshold T for this purpose ｒ－ｔｈ By comparing the two, the torque ripple T ｒｉｐｐｌｅ Determine whether or not correction is necessary.

[0154] In step S37, the torque ripple T ｒｉｐｐｌｅ The threshold T ｒ－ｔｈ The following is the torque ripple T ｒｉｐｐｌｅ If it is determined that no correction is necessary, the process proceeds to step S38, and the warm-up determination unit 19 determines the warm-up mode M ｗ Set to the third warm-up mode (Mｗ Set it to =3).

[0155] Third warm-up mode (M ｗ =3) is the harmonic current I ｈ As such, a specific-order harmonic current I ｈ－ｓｏ And, additional harmonic current I to increase iron loss, etc. ｈ－ａｄｄ This is a warm-up mode that uses [a specific method]. Therefore, the third warm-up mode (M ｗ =3) When this is the case, the drive control unit 20 issues the fundamental wave torque command T ｆ ＊ Set to zero, and the harmonic torque command T ｈ ＊ Torque command T ＊ Set to this. Then, the drive control unit 20, as in the second embodiment, sets the additional harmonic d-axis current command i ｄ－ｈ－ａｄｄ ＊ current I ａ ＊ and current limit value I ａ－ｌｉｍ Deviation (I ａ－ｌｉｍ -I ａ ＊ Set to a size equivalent to ), and add the additional harmonic q-axis current command i ｑ－ｈ－ａｄｄ ＊ It is set to zero. Then, the drive control unit 20 issues a harmonic current command i ｄｑ－ｈ ＊ Additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ The motor 18 is controlled by adding this.

[0156] In step S37, the torque ripple T ｒｉｐｐｌｅ The threshold T ｒ－ｔｈ Larger than, Torque Ripple T ｒｉｐｐｌｅ If it is determined that correction is necessary, the process proceeds to step S39, and the warm-up determination unit 19 determines the warm-up mode M ｗ Set to the fourth warm-up mode (M ｗ Set it to =4).

[0157] Fourth warm-up mode (M ｗ =4) is the harmonic current I ｈ As such, a specific-order harmonic current I ｈ－ｓｏ Torque Ripple T ｒｉｐｐｌｅ Additional harmonic current I to suppress ｈ－ａｄｄThis is a warm-up mode that uses [a specific method]. Therefore, the fourth warm-up mode (M ｗ = 4) When this is the case, the drive control unit 20 issues the fundamental wave torque command T ｆ ＊ Set to zero, and the harmonic torque command T ｈ ＊ Torque command T ＊ Set to the following. Then, the drive control unit 20, as in the third embodiment, torque ripple T ｒｉｐｐｌｅ An additional harmonic current command i such that at least a portion of it is canceled out. ｄｑ－ｈ－ａｄｄ ＊ The drive control unit 20 then sets the harmonic current command i ｄｑ－ｈ ＊ Additional harmonic current command i ｄｑ－ｈ－ａｄｄ ＊ The motor 18 is controlled by adding this.

[0158] Note that the above warm-up mode M ｗ The settings described above are just examples, and the controller 12 can select and execute warm-up control according to the first to fourth embodiments based on different criteria. For example, the first warm-up mode (M ｗ =1) Furthermore, an additional harmonic current I to increase iron loss, etc. ｈ－ａｄｄ Warm-up mode using Torque Ripple T ｒｉｐｐｌｅ Additional harmonic current I to suppress ｈ－ａｄｄ A warm-up mode using and an additional harmonic current I ｈ－ａｄｄ It can be further subdivided into warm-up modes that do not use the above warm-up mode M. ｗ Although not included in the settings, the warm-up determination unit 19 is torque ripple T ｒｉｐｐｌｅ When it is necessary to suppress torque ripple T, the method of the fourth embodiment is used. ｒｉｐｐｌｅ A warm-up mode can be set to suppress this. Warm-up mode M ｗ This may be made available to the driver of the electric vehicle 100 or others at their discretion.

[0159] As described above, the control method for an electric vehicle according to the first to fourth embodiments and modified examples is a control method for an electric vehicle 100 that has an electric unit 11 including an electric motor 18 and an inverter 17, and uses the heat of the electric unit 11 to warm up on-board equipment (battery 10, etc.). In this control method for an electric vehicle 100, the temperature (Θ) of the on-board equipment (10) is controlled. ｂａｔ The necessity of warming up the vehicle is determined based on the following. If warming up the vehicle equipment (10) is not necessary, a predetermined fundamental wave current I １ The torque T of the electric motor 18 is controlled by the fundamental wave current I. When the vehicle equipment (10) needs to be warmed up, all or part of the torque T of the electric motor 18 is controlled by the fundamental wave current I. １ Harmonic current I having a frequency that is an integer multiple of ｈ It is controlled using [this method].

[0160] Thus, when performing warm-up control, harmonic current I ｈ When the torque T of the electric motor 18 is controlled using this method, the fundamental wave current I １ Compared to using only this method, the iron loss in the motor 18 and the switching loss in the inverter 17 increase, and the amount of heat generated by the motor 18 and inverter 17 increases. As a result, the warming up of the battery 10 and other components is accelerated, and the warming up process can be completed earlier.

[0161] In the control methods for electric vehicles according to the first to fourth embodiments and modified examples described above, the harmonic current I ｈ The maximum torque that can be generated by harmonic control is the maximum torque T. ｈ－ｍａｘ The torque command T, which represents the torque T that the electric motor 18 should output, is calculated. ＊ And, the harmonic-controlled maximum torque T ｈ－ｍａｘ Compare the two, and the torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ In the following cases, the entire torque T of the electric motor 18 is converted into a harmonic current I ｈ Controlled by, torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ If it is greater than, the harmonic current I ｈ Harmonic control maximum torque T ｈ－ｍａｘ This generates and the fundamental wave current I １ The fundamental wave controlled torque T is the torque generated by this process.ｆ Torque command T ＊ Harmonic control maximum torque T ｈ－ｍａｘ To compensate for the deficiency.

[0162] Thus, when performing warm-up control, the harmonic current I ｈ By controlling the torque T of the electric motor 18 using the fundamental wave current I to its maximum extent, the warm-up of the battery 10 and the like can be particularly accelerated. Note that during warm-up control, the range of torque T that can be achieved by the electric motor 18 may be limited, but as described above, the fundamental wave current I １ and harmonic current I ｈ By using this in combination, the range of torque T that can be achieved by the electric motor 18 is expanded. Therefore, even during warm-up control, the electric motor 18 can receive the torque command T. ＊ It is easy to generate the appropriate torque T.

[0163] In the control methods for electric vehicles according to the first to fourth embodiments and modified examples described above, the harmonic current I ｈ As such, the fundamental wave current I １ A specific-order harmonic current I having a specific order N produces a torque T of the second largest magnitude. ｈ－ｓｏ Use this.

[0164] Thus, harmonic current I ｈ As such, a specific-order harmonic current I ｈ－ｓｏ (For example, fifth harmonic current I ５ Using ), the harmonic current I ｈ This allows for the maximum possible range of torque T generated by this process. Therefore, the harmonic current I ｈ Warm-up control using this method facilitates the warm-up of the battery 10, etc. Also, specific-order harmonic current I ｈ－ｓｏ Using this, other harmonic currents I of order N can be obtained. ｈ Compared to using [another method], this method can most efficiently promote the warming up of the battery 10, etc.

[0165] In the electric vehicle control method according to the second to third embodiments and modified examples described above, a specific harmonic current I controls the torque T of the electric motor 18. ｈ－ｓｏ , the specific order harmonic current I ｈ－ｓｏ A harmonic current I of a different order N ｈThe additional harmonic current I ｈ－ａｄｄ Add this.

[0166] Thus, the specific-order harmonic current I controls the torque T. ｈ－ｓｏ Additional harmonic current I ｄ－ａｄｄ Adding this will further accelerate the warming up of the battery 10, etc., or torque ripple T ｒｉｐｐｌｅ It can be suppressed.

[0167] In the electric vehicle control method according to the second to third embodiments and modified examples described above, the current limit value I is a limit value on the current that can be supplied to the electric unit 11. ａ－ｌｉｍ The fundamental wave current I is obtained and used to control the torque T of the electric motor 18. １ , specific order harmonic current I ｈ－ｓｏ , or fundamental wave current I １ and specific order harmonic current I ｈ－ｓｏ The amount of current I that will flow to the electric unit 11 as a result ａ ＊ The current quantity I is calculated and calculated. ａ ＊ Current limit value I ａ－ｌｉｍ If it is smaller than, additional harmonic current I ｈ－ａｄｄ Using this, the current limit value I ａ－ｌｉｍ Within a range not exceeding the d-axis current i of the electric motor 18 ｄ Increase.

[0168] Thus, additional harmonic current I ｈ－ａｄｄ Using the d-axis current i ｄ Increasing this will further increase iron loss, etc., which can particularly accelerate the warming up of the battery 10, etc.

[0169] In the electric vehicle control method according to the second to third embodiments and modified examples described above, additional harmonic current I ｈ－ａｄｄ is the current I ａ ＊ and d-axis current i ｄ The sum of the increases equals the current limit value I ａ－ｌｉｍ It is set to reach [the specified destination].

[0170] Thus, additional harmonic current I ｄ－ａｄｄBy adding as much as possible according to the durability of the switching elements, etc., the warm-up of the battery 10, etc., can be particularly accelerated.

[0171] In the electric vehicle control method according to the second to third embodiments and modified examples described above, additional harmonic current I ｈ－ａｄｄ This is the fundamental wave current I that flows to control the torque T of the electric motor 18. １ , specific order harmonic current I ｈ－ｓｏ , or fundamental wave current I １ and specific order harmonic current I ｈ－ｓｏ Torque ripple T caused by ｒｉｐｐｌｅ It is set to be suppressed.

[0172] During warm-up control, torque ripple T ｒｉｐｐｌｅ In some cases, this may increase, but as mentioned above, the additional harmonic current I ｄ－ａｄｄ Using this, torque ripple T ｒｉｐｐｌｅ It is possible to perform warm-up control while suppressing additional harmonic current I ｄ－ａｄｄ This also increases iron loss, so the warming up of the battery 10, etc., is further accelerated.

[0173] In the control method for an electric vehicle according to the fourth embodiment and modified example described above, the fundamental wave current I １ The fundamental wave current command i commands the following: ｄｑ－ｆ ＊ , harmonic current I ｈ (Specific order harmonic current I ｈ－ｓｏ ) A harmonic current command i that commands ｄｑ－ｈ ＊ , or fundamental wave current command i ｄｑ－ｆ ＊ and harmonic current command i ｄｑ－ｈ ＊ Torque Ripple T ｒｉｐｐｌｅ Correction is applied to suppress it.

[0174] Thus, the fundamental wave current command i ｄｑ－ｆ ＊ or harmonic current command i ｄｑ－ｈ ＊ By correcting this, the torque ripple during warm-up control is also reduced. ｒｉｐｐｌｅ It can be suppressed.

[0175] The control device for the electric vehicle according to the first to fourth embodiments and modified examples described above is a control device (controller 12) for the electric vehicle 100, which has an electric unit 11 including an electric motor 18 and an inverter 17, and uses the heat from the electric unit 11 to warm up the on-board equipment (battery 10, etc.). This control device (controller 12) for the electric vehicle 100 uses the temperature (Θ) of the on-board equipment (10) ｂａｔ A warm-up necessity determination unit 21 determines whether warm-up is necessary based on the above, and if warm-up of the in-vehicle equipment (10) is not necessary, a predetermined fundamental wave current I １ The torque T of the electric motor 18 is controlled by the fundamental wave current I when warming up the onboard equipment (10) is required, and all or part of the torque T of the electric motor 18 is controlled by the fundamental wave current I １ Harmonic current I having a frequency that is an integer multiple of ｈ It includes a drive control unit 20 that controls using [a specific method].

[0176] Thus, when performing warm-up control, harmonic current I ｈ When the torque T of the electric motor 18 is controlled using this method, the fundamental wave current I １ Compared to using only this method, the iron loss in the motor 18 and the switching loss in the inverter 17 increase, and the amount of heat generated by the motor 18 and inverter 17 increases. As a result, the warming up of the battery 10 and other components is accelerated, and the warming up process can be completed earlier.

[0177] Although embodiments and modifications of the present invention have been described above, the configurations described in the above embodiments and modifications represent only a part of the application examples of the present invention and are not intended to limit the technical scope of the present invention.

Claims

1. A control method for an electric vehicle having an electric unit including an electric motor and an inverter, and using the heat of the electric unit to warm up on-board equipment, wherein the method determines whether or not warming up is necessary based on the temperature of the on-board equipment, controls the torque of the electric motor with a predetermined fundamental wave current if warming up the on-board equipment is not necessary, and controls all or part of the torque of the electric motor with a harmonic current having a frequency that is an integer multiple of the fundamental wave current if warming up the on-board equipment is necessary.

2. A method for controlling an electric vehicle according to claim 1, comprising: calculating a harmonic control maximum torque, which is the maximum torque that can be generated by the harmonic current; comparing a torque command representing the torque that the electric motor should output with the harmonic control maximum torque; controlling the entire torque of the electric motor with the harmonic current if the torque command is less than or equal to the harmonic control maximum torque; and generating the harmonic control maximum torque with the harmonic current and compensating for the deficiency of the harmonic control maximum torque relative to the torque command with a fundamental wave control torque, which is the torque generated by the fundamental wave current.

3. A method for controlling an electric vehicle according to claim 1, wherein the harmonic current used is a specific-order harmonic current having a specific order that generates a torque second in magnitude to the fundamental wave current.

4. A method for controlling an electric vehicle according to claim 3, comprising adding an additional harmonic current, which is a harmonic current of a different order than the specific harmonic current, to the specific harmonic current that controls the torque of the electric motor.

5. A method for controlling an electric vehicle according to claim 4, comprising: obtaining a current limit value which is a limit value on the current that can be supplied to the electric unit; calculating the amount of current that will flow to the electric unit by the fundamental wave current, the specific harmonic current, or the fundamental wave current and the specific harmonic current supplied to control the torque of the electric motor; and, if the amount of current is less than the current limit value, using the additional harmonic current to increase the d-axis current of the electric motor within a range that does not exceed the current limit value.

6. A method for controlling an electric vehicle according to claim 5, wherein the additional harmonic current is set such that the sum of the current amount and the increase in the d-axis current reaches the current limit value.

7. A method for controlling an electric vehicle according to claim 4, wherein the additional harmonic current is set to suppress torque ripple caused by the fundamental wave current, the specific harmonic current, or the fundamental wave current and the specific harmonic current, which are used to control the torque of the electric motor.

8. A method for controlling an electric vehicle according to claim 1, comprising correcting a fundamental wave current command for commanding the fundamental wave current, a harmonic current command for commanding the harmonic current, or the fundamental wave current command and the harmonic current command so as to suppress torque ripple.

9. A control device for an electric vehicle having an electric unit including an electric motor and an inverter, and using the heat of the electric unit to warm up on-board equipment, comprising: a warm-up necessity determination unit that determines whether warm-up is necessary based on the temperature of the on-board equipment; and a drive control unit that controls the torque of the electric motor with a predetermined fundamental wave current when warm-up of the on-board equipment is not necessary, and controls all or part of the torque of the electric motor with a harmonic current having a frequency that is an integer multiple of the fundamental wave current when warm-up of the on-board equipment is necessary.

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