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WO2018105407A1 - Dispositif de commande de machine dynamo-électrique - Google Patents

Dispositif de commande de machine dynamo-électrique Download PDF

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Publication number
WO2018105407A1
WO2018105407A1 PCT/JP2017/042112 JP2017042112W WO2018105407A1 WO 2018105407 A1 WO2018105407 A1 WO 2018105407A1 JP 2017042112 W JP2017042112 W JP 2017042112W WO 2018105407 A1 WO2018105407 A1 WO 2018105407A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
electrical machine
rotating electrical
engine
rotational speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/042112
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English (en)
Japanese (ja)
Inventor
拓人 鈴木
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of WO2018105407A1 publication Critical patent/WO2018105407A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using AC induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using AC induction motors fed from DC supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present disclosure relates to a rotating electrical machine control device that controls driving of a rotating electrical machine mounted on a vehicle or the like.
  • a technology has been put into practical use that includes an engine as a power source for a vehicle, and a rotating electrical machine that is drivingly connected to a rotating shaft of the engine and driven by power feeding from a power supply unit.
  • a driver in the technique disclosed in Patent Document 1, in a system including a rotating electrical machine that is mechanically coupled to an output shaft of an engine via a belt and a pulley, a driver is operated in a middle / high rotational speed range of the rotating electrical machine after the vehicle starts running.
  • the torque intention by the rotating electrical machine is permitted with respect to the acceleration intention (acceleration request), and the torque assist is prohibited when the rotational speed of the rotating electrical machine becomes low during the torque assist.
  • acceleration response is improved when acceleration is performed by depressing the accelerator pedal in the middle / high rotational speed range of the rotating electrical machine after the vehicle starts running.
  • the squealing of the belt in the low rotational speed region is prevented, and the rotational shaft strength of each pulley is ensured.
  • the resonance point of rotational vibration exists in the engine and the rotating electrical machine in a rotational speed range lower than 1000 rpm as the engine rotational speed, and the engine rotational speed is set to prevent belt slip due to the resonance. It is described that torque assist is prohibited when the speed is 1000 rpm or less.
  • torque assist is performed by powering driving of the rotating electrical machine, while when engine starting is performed by powering driving of the rotating electrical machine, the following problems may occur.
  • torque assist is prohibited in the low rotational speed range of the rotating electrical machine. For example, when the engine start by the rotating electrical machine is completed, even if a request for torque assist occurs, At that time, the rotating electrical machine is in a low rotation state, and torque assist cannot be performed continuously. It is also conceivable that even when an acceleration request is generated by an accelerator operation when the engine is in an idle operation state, the rotating electrical machine is in a low rotation state and torque assist cannot be performed.
  • the present disclosure has been made in view of the above problems, and a main purpose thereof is to provide a rotating electrical machine control device capable of appropriately performing powering driving of the rotating electrical machine.
  • An engine a rotating electrical machine that is drivingly connected to the rotating shaft of the engine and capable of powering driving, and a switching circuit unit that is connected to a power supply unit and energizes each phase in the rotating electrical machine by turning on and off a plurality of switches
  • a rotating electrical machine control device applied to an engine system that implements starting of the engine and torque assist for assisting torque of the engine by powering drive of the rotating electrical machine,
  • a first control unit that controls torque of the rotating electrical machine using first correlation data at the time of starting the engine;
  • a second control unit that controls the torque of the rotating electrical machine using second correlation data when the torque assist is performed;
  • the first correlation data is obtained by defining a relationship between the rotational speed and torque of the rotating electrical machine in a first range including a starting rotational speed range used when starting the engine.
  • the second correlation data includes a relationship between a rotational speed and a torque of the rotating electrical machine, and a torque with respect to the rotational speed is greater than the first correlation data. Is determined to be a small value.
  • the torque of the rotating electrical machine is controlled using the first correlation data when the engine is started, and the second correlation data is rotated when the torque assist is performed. Electric torque was controlled.
  • torque is controlled based on the rotation speed of the rotating electrical machine in the first range including the start rotation speed range.
  • torque assist is performed, the torque is controlled based on the rotation speed of the rotating electrical machine in a second range that includes the first range and is wider than the first range.
  • the second correlation data for torque assist is determined in a second range that includes the first range and is wider than the first range, following the engine start by the power running drive of the rotating electrical machine, It becomes possible to perform torque assist by power running drive.
  • the rotating electrical machine is driven in a relatively short period of time, so that the switch is energized in a relatively short time in the switching circuit unit.
  • the rotating electrical machine is driven in a longer period than when the engine is started, and the switch is energized in a relatively long time in the switching circuit unit.
  • the second correlation data used at the time of torque assist is determined so that the torque with respect to the rotation speed of the rotating electrical machine is smaller than the first correlation data.
  • the second correlation data is such that the torque decreases as the rotational speed of the rotating electrical machine increases, while the torque is limited in a low rotational speed range lower than a predetermined rotational speed. The relationship between the rotational speed and the torque is determined.
  • the torque becomes a smaller value as the rotational speed increases as a relation between the rotational speed and the torque. That is, when the rotational speed is reduced, the torque is increased.
  • the neutral point voltage is low because the motor electromotive force is low, and the energization current flowing through the switching circuit section is large. For this reason, there is a concern about the problem of heat in the switching circuit section when performing torque assist.
  • the torque is limited in the low rotation speed region on the lower rotation side than the predetermined rotation speed by using the second correlation data. Therefore, even if the rotating electrical machine is power-driven at a low rotational speed region, it is possible to suppress the occurrence of problems due to heat.
  • the second correlation data indicates that the torque of the rotating electrical machine at a predetermined rotational speed higher than the rotational speed corresponding to the idle rotational speed of the engine in the first range is the predetermined rotational speed.
  • the speed is determined as a higher value than the low rotation side and the high rotation side.
  • the torque of the rotating electrical machine at a predetermined rotational speed higher than the rotational speed corresponding to the idle rotational speed of the engine is lower than the predetermined rotational speed.
  • the torque of the rotating electrical machine is limited so as not to increase. As a result, even if the rotating electrical machine is power-driven at a low rotational speed region, it is possible to suppress the occurrence of problems due to heat.
  • the second control unit controls the torque of the rotating electrical machine using the second correlation data in a state where fuel injection to the engine is stopped or restricted in an idle operation state of the engine. To do.
  • the engine idle operation can be realized by performing torque control of the rotating electrical machine using the second correlation data in a state where the fuel injection to the engine is stopped or restricted.
  • the engine can be appropriately put into an idle operation state while reducing the fuel consumption in the engine.
  • torque limitation is performed in the low rotational speed region as described above, the problem of heat can be suppressed even in an idle state where the rotational speed is relatively low.
  • the torque of the rotating electrical machine is determined. Is limited to a predetermined value or less.
  • the torque of the rotating electrical machine is limited to a predetermined value or less immediately after the start of the engine.
  • the energization current of the switching circuit section is limited, and even if it takes time to increase the rotational speed immediately after the start of the engine, excessive temperature increase in the switching circuit section can be suppressed.
  • the first control unit applies the torque of the rotating electrical machine to a predetermined value when the rotational speed of the rotating electrical machine is in a torque limiting range that is a predetermined low rotational speed range including zero when the engine is started.
  • the torque of the rotating electrical machine is limited to a predetermined value or less when the rotational speed of the rotating electrical machine is in a torque limiting range that is a predetermined low rotational speed range including zero. The That is, immediately after the start of the engine, the torque of the rotating electrical machine is limited to a predetermined value or less.
  • the energization current of the switching circuit unit is limited, and as a result, the inrush current is limited. Therefore, it is possible to suppress erroneous determination that the inrush current generated at the beginning of driving of the rotating electrical machine is an overcurrent.
  • the second control unit temporarily suspends the torque assist whenever a predetermined assist duration time elapses when the torque assist is requested.
  • the eighth means includes a setting unit that sets the assist duration time as a shorter time when the rotation speed of the rotating electrical machine is low than when the rotation speed is high, and the second control unit requests the torque assist. At the time, the torque assist is suspended according to the assist duration set by the setting unit.
  • the degree of the influence of heat in the switching circuit unit differs depending on the rotational speed of the rotating electrical machine.
  • the assist duration time is set to be shorter than that when the rotating electrical machine is high. Therefore, the degree of the influence of heat in the switching circuit unit depends on the rotation speed of the rotating electrical machine. Even if there is a difference, it can be suitably dealt with.
  • the power source unit includes a first power storage unit and a second power storage unit connected in parallel to the switching circuit unit, and a path between the switching circuit unit and the first power storage unit.
  • the second control unit includes: A case where the torque assist is performed in a state where one of the second switches is closed, and a case where the torque assist is performed in a state where both the first switch and the second switch are closed, The torque of the rotating electric machine is made different.
  • FIG. 1 is an electric circuit diagram showing a power supply system of an embodiment.
  • FIG. 2 is a circuit diagram showing an electrical configuration of the rotating electrical machine unit.
  • 3A is a diagram showing a starting torque map
  • FIG. 3B is a diagram showing an assist torque map
  • FIG. 4 is a diagram showing the relationship between the switch temperature and the assist duration time Tx.
  • FIG. 5 is a flowchart showing a procedure relating to drive control of the rotating electrical machine
  • FIG. 6 is a time chart showing more specifically the control for powering the rotating electrical machine
  • FIG. 7 is a flowchart showing a procedure of drive control of the rotating electrical machine during idle operation.
  • FIG. 8 is a flowchart showing a procedure relating to drive control of the rotating electrical machine
  • FIG. 9 is a diagram showing the relationship between the ISG rotation speed and the assist duration time Tx.
  • an in-vehicle power supply system that supplies power to various devices of the vehicle in a vehicle that runs using an engine (internal combustion engine) as a drive source is embodied.
  • this power supply system is a dual power supply system having a lead storage battery 11 as a first power storage unit and a lithium ion storage battery 12 as a second power storage unit.
  • power can be supplied to the various electric loads 14 and 15 and the rotating electrical machine unit 20.
  • each of the storage batteries 11 and 12 can be charged by the rotating electrical machine unit 20.
  • the lead storage battery 11 and the lithium ion storage battery 12 are connected in parallel to the rotating electrical machine unit 20, and the lead storage battery 11 and the lithium ion storage battery 12 are connected in parallel to the electrical loads 14 and 15. .
  • the lead storage battery 11 is a well-known general-purpose storage battery.
  • the lithium ion storage battery 12 is a high-density storage battery that has less power loss during charging / discharging than the lead storage battery 11, and has a high output density and energy density.
  • the lithium ion storage battery 12 may be a storage battery having higher energy efficiency during charging / discharging than the lead storage battery 11.
  • the lithium ion storage battery 12 is comprised as an assembled battery which has a some single cell, respectively. These storage batteries 11 and 12 have the same rated voltage, for example, 12V.
  • the lithium ion storage battery 12 is housed in a housing case and configured as a battery unit U integrated with a substrate.
  • the battery unit U has output terminals P1, P2 and P0, of which the lead storage battery 11, the starter 13 and the electric load 14 are connected to the output terminals P1 and P0, and the electric load 15 and the rotation are connected to the output terminal P2.
  • the electric unit 20 is connected.
  • the electric loads 14 and 15 have different requirements for the voltage of the power supplied from the storage batteries 11 and 12.
  • the electric load 14 includes a constant voltage required load that is required to be stable so that the voltage of the supplied power is constant or at least fluctuates within a predetermined range.
  • the electric load 15 is a general electric load other than the constant voltage required load. It can be said that the electric load 14 is a protected load.
  • the electric load 14 is a load that does not allow a power supply failure
  • the electric load 15 is a load that allows a power supply failure compared to the electric load 14.
  • the electric load 14 that is a constant voltage required load include various ECUs such as a navigation device, an audio device, a meter device, and an engine ECU. In this case, by suppressing the voltage fluctuation of the supplied power, it is possible to suppress an unnecessary reset or the like in each of the above devices, and to realize a stable operation.
  • the electric load 14 may include a travel system actuator such as an electric steering device or a brake device.
  • Specific examples of the electric load 15 include a seat heater, a heater for a defroster for a rear window, a headlight, a wiper for a front window, and a blower fan for an air conditioner.
  • the rotating electrical machine unit 20 includes a rotating electrical machine 21 as a three-phase AC motor, an inverter 22 as a power conversion device (switching circuit unit), and a rotating electrical machine ECU 23 that controls the operation of the rotating electrical machine 21.
  • the rotating electrical machine unit 20 is a generator with a motor function, and is configured as an electromechanically integrated ISG (Integrated / Starter / Generator).
  • ISG Integrated / Starter / Generator
  • the rotating electrical machine 21 is drivingly connected to the engine output shaft (crankshaft) by a connecting member comprising a belt and a pulley, and the rotating electrical machine 21 is connected to the rotating electrical machine 21 by a predetermined pulley ratio. Rotation is transmitted to and from the engine.
  • the rotation speed of the rotating electrical machine 21 is 2300 rpm.
  • the rotation speed of the rotating electrical machine 21 is also referred to as ISG rotation speed.
  • the rotating electrical machine 21 includes U-phase, V-phase, and W-phase phase windings 24U, 24V, and 24W as three-phase armature windings, and a field winding 25.
  • the phase windings 24U, 24V, 24W are star-connected and are connected to each other at a neutral point.
  • the rotation shaft of the rotating electrical machine 21 is rotated by the rotation of the engine output shaft, while the engine output shaft is rotated by the rotation of the rotating shaft of the rotating electrical machine 21.
  • the rotating electrical machine 21 has a power generation function that generates power (regenerative power generation) by rotating the engine output shaft and the axle, and a power running function that applies rotational force to the engine output shaft.
  • the rotating electrical machine 21 is driven by powering at the time of engine restart in idling stop control or power assist for vehicle acceleration.
  • the inverter 22 converts the AC voltage output from each phase winding 24U, 24V, 24W into a DC voltage and outputs it to the battery unit U.
  • the inverter 22 converts the DC voltage input from the battery unit U into an AC voltage and outputs the AC voltage to the phase windings 24U, 24V, and 24W.
  • the inverter 22 is a bridge circuit having the same number of upper and lower arms as the number of phases of the phase winding, and constitutes a three-phase full-wave rectifier circuit.
  • the inverter 22 constitutes a drive circuit that drives the rotating electrical machine 21 by adjusting the electric power supplied to the rotating electrical machine 21.
  • the inverter 22 includes an upper arm switch Sp and a lower arm switch Sn for each phase, and energization is performed for each phase by turning on and off the switches Sp and Sn.
  • a voltage-controlled semiconductor switching element is used as each of the switches Sp and Sn.
  • an N-channel MOSFET is used.
  • An upper arm diode Dp is connected in antiparallel to the upper arm switch Sp, and a lower arm diode Dn is connected in antiparallel to the lower arm switch Sn.
  • the body diodes of the switches Sp and Sn are used as the diodes Dp and Dn.
  • the diodes Dp and Dn are not limited to body diodes, and may be diodes that are separate parts from the switches Sp and Sn, for example.
  • the intermediate connection point of the series connection body of the switches Sp and Sn in each phase is connected to one end of each phase winding 24U, 24V, 24W.
  • a voltage sensor 26 that detects the input / output voltage of the inverter 22 is provided between the high-voltage side path and the low-voltage side path of the inverter 22.
  • the rotating electrical machine unit 20 is provided with, for example, a current sensor 27 that detects a current flowing through an energization path of the inverter 22 and a current sensor 28 that detects a current flowing through the field winding 25.
  • the current sensor 27 may be provided between the inverter 22 and each phase winding 24U, 24V, 24W (symbol 27a in the figure), and each phase between the lower arm switch Sn and the ground line. (Reference numeral 27b in the figure).
  • the rotating electrical machine 21 is provided with a temperature sensor 29 for detecting the temperature of the stator, and the inverter 22 is provided with a temperature sensor 30 for detecting the temperature of each of the switches Sp and Sn. Detection signals from the sensors 26 to 29 are appropriately input to the rotating electrical machine ECU 23.
  • the rotating electrical machine 21 is provided with a rotation angle sensor that detects angle information of the rotor, and the inverter 22 is provided with a signal processing circuit that processes a signal from the rotation angle sensor. Yes.
  • the rotating electrical machine ECU 23 is constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • the rotating electrical machine ECU 23 adjusts the excitation current flowing through the field winding 25 by an IC regulator (not shown) inside. Thereby, the power generation voltage (output voltage with respect to the battery unit U) of the rotary electric machine unit 20 is controlled.
  • the rotating electrical machine ECU 23 controls on / off of the switches Sp and Sn of each phase according to the energization phase, and controls the energization current by adjusting an on / off ratio (for example, duty ratio) when energizing each phase.
  • an on / off ratio for example, duty ratio
  • the rotating electrical machine ECU 23 drives the rotating electrical machine 21 by current control in the inverter 22 to assist the driving force of the engine.
  • the rotating electrical machine 21 can apply initial rotation to the crankshaft when starting the engine, and also has a function as an engine starting device.
  • an electric path L1 that connects the output terminals P1 and P2, and an electric path L2 that connects a point N0 on the electric path L1 and the lithium ion storage battery 12 And are provided in the battery unit U.
  • the switch 31 is provided in the electrical path L1
  • the switch 32 is provided in the electrical path L2.
  • a switch 31 is provided on the lead storage battery 11 side of the connection point N0 with the rotating electrical machine unit 20 in the electrical path, and the connection point N0.
  • the switch 32 is provided on the lithium ion storage battery 12 side.
  • Each of the switches 31 and 32 includes, for example, 2 ⁇ n MOSFETs (semiconductor switching elements), and the parasitic diodes of the two sets of MOSFETs are connected in series so as to be opposite to each other. When the switches 31 and 32 are turned off, the parasitic diode completely cuts off the current flowing through the path where the switches are provided.
  • IGBTs or bipolar transistors can be used instead of MOSFETs.
  • diodes in opposite directions may be connected in parallel to the switches 31 and 32, respectively, instead of the parasitic diode.
  • the battery unit U is provided with a bypass path L0 that bypasses the switch 31.
  • the bypass path L0 is provided so as to connect the output terminal P0 and the point N0 on the electrical path L1.
  • the output terminal P0 is connected to the lead storage battery 11 through the fuse 35.
  • a bypass switch 36 made of a normally closed mechanical relay is provided in the bypass path L0. By turning on (closing) the bypass switch 36, the lead storage battery 11, the electric load 15, and the rotating electrical machine unit 20 are electrically connected even if the switch 31 is turned off (opened).
  • the battery unit U includes a battery ECU 37 that controls on / off (opening / closing) of the switches 31 and 32.
  • the battery ECU 37 is constituted by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like.
  • the battery ECU 37 controls the on / off of the switches 31 and 32 based on the storage state of each of the storage batteries 11 and 12 and the command value from the engine ECU 40 that is the host controller. Thereby, charging / discharging is implemented using the lead storage battery 11 and the lithium ion storage battery 12 selectively.
  • the battery ECU 37 calculates the SOC (remaining capacity: State Of Charge) of the lithium ion storage battery 12, and sets the charge amount and discharge amount to the lithium ion storage battery 12 so that the SOC is maintained within a predetermined use range. Control.
  • SOC main capacity: State Of Charge
  • the rotating electrical machine ECU 23 of the rotating electrical machine unit 20 and the battery ECU 37 of the battery unit U are connected to an engine ECU 40 as a host controller that manages these ECUs 23 and 37 in an integrated manner.
  • the engine ECU 40 is configured by a microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and controls the operation of the engine 42 based on each engine operation state and vehicle running state.
  • the engine 42 is an internal combustion engine such as a gasoline engine or a diesel engine that generates torque by the combustion of fuel.
  • the engine ECU 40 has a function of performing idling stop control. As is well known, the idling stop control automatically stops the engine 42 when a predetermined automatic stop condition is satisfied, and restarts the engine 42 when the predetermined restart condition is satisfied under the automatic stop state.
  • ECUs 23, 37, 40 and other various in-vehicle ECUs are connected to each other via a communication line 41 that constructs a communication network such as a CAN, and can communicate with each other at predetermined intervals. To be implemented. Thereby, the various data memorize
  • the engine starting for starting the engine 42 and the torque assist for assisting the torque of the engine 42 are performed by the power running drive of the rotating electrical machine 21.
  • the engine 42 is restarted by driving the rotating electrical machine 21.
  • driving power of the vehicle is generated by the power running drive of the rotating electrical machine 21, thereby performing torque assist.
  • the rotating electrical machine 21 may be started by powering driving when the engine 42 is started for the first time.
  • the power running drive of the rotating electrical machine 21 is performed by the rotating electrical machine ECU 23 based on a command from the engine ECU 40 which is a host controller. Specifically, when executing the idling stop control, the engine ECU 40 transmits an engine start command signal as a drive command to the rotating electrical machine ECU 23 when a predetermined restart condition is satisfied after the engine is automatically stopped. Then, the rotating electrical machine ECU 23 power-drives the rotating electrical machine 21 based on the engine start command signal. Further, the engine ECU 40 determines whether or not to perform torque assist by the rotating electrical machine 21 under the operating state of the engine 42, and when performing torque assist, the engine ECU 40 provides torque assist as a drive command to the rotating electrical machine ECU 23. Send command signal. Then, the rotating electrical machine ECU 23 power-drives the rotating electrical machine 21 based on the torque assist command signal. In short, the rotating electrical machine 21 is driven by a power running in a start mode for starting the engine and an assist mode for performing torque assist.
  • the engine ECU 40 may transmit a signal indicating that the engine is in the start mode and a torque request value at the time of engine start (for example, a maximum torque at the start) as a drive command at the time of engine start. Further, the engine ECU 40 may transmit, as a drive command at the time of torque assist, a signal indicating the assist mode and a torque request value at the time of torque assist (for example, maximum torque at assist).
  • the torque assist is configured to allow the torque assist to be performed over the entire engine speed under the operating state of the engine 42. That is, torque assist can be performed regardless of the engine speed.
  • the torque assist is continued following the engine start.
  • the idle speed for example, 650 rpm
  • torque assist can be immediately performed.
  • the rotating electrical machine ECU 23 switches the map for calculating the torque (ISG torque) of the rotating electrical machine 21 between the engine start mode and the assist mode.
  • the engine start torque map hereinafter referred to as start
  • an assist torque map a torque map for torque assist
  • Each of these maps defines the relationship between the ISG rotation speed and the ISG torque.
  • the starting torque map corresponds to “first correlation data”
  • the assist torque map corresponds to “second correlation data”.
  • Each of these correlation data may be defined in a format other than the map.
  • FIG. 3A shows the relationship between the ISG rotation speed and the ISG torque in the starting torque map
  • FIG. 3B shows the relationship between the ISG rotation speed and the ISG torque in the assist torque map.
  • the starting torque map and the assist torque map have different ISG rotation speed setting ranges.
  • the relationship between the ISG rotational speed and the ISG torque is defined in the first range A1 including the starting rotational speed region used when starting the engine.
  • the first range A1 is defined with the upper limit rotation speed Nmax corresponding to the rotation speed of the engine 42 in the idle operation state as the upper limit. For example, when the engine rotation speed is 650 rpm in the idle operation state, the idle rotation speed Na as the ISG rotation speed in the idle operation state is 1500 rpm. Further, the upper limit rotation speed Nmax is 2000 rpm by allowing a predetermined margin with respect to the idle rotation speed Na (1500 rpm). That is, the first range A1 of the starting torque map is defined as a rotation speed range that includes the idle rotation speed Na and that has an upper limit rotation speed Nmax that is higher than the idle rotation speed Na.
  • the magnitude of the torque is adjusted according to the current flowing through the phase windings 24U, 24V, 24W, that is, the adjustment current adjusted by the inverter 22.
  • the product of the rotational speed and torque of the rotating electrical machine 21 corresponds to the electric power of the rotating electrical machine 21. Therefore, after the start of the engine 42, the torque decreases as the ISG rotation speed increases.
  • the starting torque map shows that the ISG torque is increased immediately after the start of the engine 42 and the ISG rotation speed is low (near zero), and the ISG rotation speed increases after the start of the ISG rotation speed. A relationship that reduces the torque is defined.
  • the upper limit of the ISG torque is restricted in a predetermined low rotation speed range including zero in the ISG rotation speed (B area in the figure). The reason is described below.
  • the power supply from the lead storage battery 11 or the lithium ion storage battery 12 to the inverter 22 is stopped by opening the switches 31 and 32.
  • a short circuit may occur in the rotating electrical machine 21 in addition to the short circuit in the inverter 22. For example, if a short circuit occurs in any part of each phase winding 24U, 24V, 24W, Overcurrent flows through the switches Sp and Sn of the inverter 22.
  • the overcurrent determination is performed as described above, it is conceivable that a large current flows as an inrush current at the beginning of the power running drive of the rotating electrical machine 21 with the start of the power running drive. In this case, if a large current as an inrush current is detected, it is regarded as an overcurrent, and there is a concern that it may be erroneously determined that a short circuit abnormality (ie, an overcurrent abnormality) has occurred as a result. Therefore, in the present embodiment, the upper limit of the ISG torque is restricted in the torque limit region B, which is the low rotational speed region of the ISG rotational speed, in the starting torque map.
  • the torque limit region B is set to a predetermined low rotational speed region including zero as the ISG rotational speed.
  • the ISG torque is limited to a predetermined value or less at the beginning of driving of the rotating electrical machine 21. Further, the energization current of the inverter 22 is limited, and as a result, the inrush current is limited. At this time, the inrush current is limited to a current smaller than the overcurrent determination value. This suppresses erroneous determination that the inrush current generated at the beginning of driving of the rotating electrical machine 21 is an overcurrent.
  • the belt tensioner operates immediately after the start of powering drive of the rotating electrical machine 21, and the ISG rotation speed starts to increase after the operation.
  • the inverter energization current is limited, and as a result, an excessive increase in the switch temperature of the inverter 22 is suppressed.
  • the relationship between the ISG rotation speed and the ISG torque is defined in the second range A2 including the first range A1 and wider than the first range A1.
  • the second range A2 is defined as a range including at least a higher rotation speed than the upper limit rotation speed Nmax of the first range A1.
  • the entire rotational speed range that can occur in the engine 42 is the second range A2.
  • the ISG torque with respect to the ISG rotation speed is determined to be smaller than the starting torque map.
  • the relationship in the assist torque map is indicated by a one-dot chain line for comparison.
  • a relationship is set such that the ISG torque is higher at the upper limit rotational speed Nmax of the first range A1 in the starting torque map or the rotational speed in the vicinity thereof than at the lower rotation side and the higher rotation side. Yes.
  • the ISG torque becomes smaller as the ISG rotation speed increases. In other words, if the ISG rotation speed decreases, the ISG torque increases.
  • the neutral point voltage is low and the energization current flowing through the inverter 22 is large. Therefore, there is a concern about the problem of heat in the switches Sp and Sn of the inverter 22 and the switches 31 and 32 of the battery unit U when performing torque assist. In consideration of this point, in the assist torque map of FIG.
  • the ISG torque is reduced as the ISG rotation speed increases, while the low rotation speed region (in the figure, lower than the predetermined rotation speed (for example, Nmax)).
  • the relationship between the ISG rotation speed and the ISG torque is determined so that the ISG torque is limited in (C region). In this case, even if the rotating electrical machine 21 is power-running in the low rotational speed region C, the problem of heat in the inverter 22 or the like is less likely to occur.
  • the ISG torque at the upper limit rotation speed Nmax in the first range A1 is determined as a higher value than the lower rotation side and the higher rotation side, and conversely, from the upper limit rotation speed Nmax.
  • the ISG torque does not become higher than the upper limit rotation speed Nmax on the low rotation side and the high rotation side. In this case, in other words, the ISG torque is limited on the lower rotation side than the upper limit rotation speed Nmax.
  • the ISG torque may be determined as a higher value than the low rotation side and the high rotation side of the predetermined rotation speed.
  • the ISG torque at a predetermined rotational speed higher than the idle rotational speed Na in the first range A1 may be set as a higher value than the low rotational speed side and the high rotational speed side of the predetermined rotational speed.
  • the ISG torque only needs to be limited in the low rotation speed region C.
  • the ISG torque may be determined as a constant value on the lower rotation side than the upper limit rotation speed Nmax.
  • an extremely low rotational speed region D that includes zero as the ISG rotational speed and has an upper rotational speed that is lower than the idle rotational speed Na is defined. ing.
  • the ISG torque is a smaller value in the low rotational speed region C than in regions other than D.
  • the torque assist can be performed while applying.
  • the assist duration time Tx when torque assist is performed by powering driving of the rotating electrical machine 21, the time during which the torque assist is continuously driven is defined as the assist duration time Tx.
  • the assist duration time Tx is determined as a constant value (for example, 20 seconds).
  • the assist duration time Tx can be set based on the switch temperature of the inverter 22.
  • the switch temperature when the switch temperature is equal to or higher than a predetermined value, a relationship is set such that the assist duration time Tx is set to a short time.
  • the temperature of the rotating electrical machine 21 can be used instead of the switch temperature of the inverter 22, or the environmental temperature (ECU temperature or outside air temperature) can also be used in combination.
  • the assist duration time Tx may be set.
  • the pause time after the assist duration time Tx has elapsed may be set in advance as a predetermined time, for example.
  • the pause time is about 5 to 20 seconds.
  • This pause time is provided in order to prevent overheating (protection) of the switches Sp and Sn of the inverter 22 and the switches 31 and 32 of the battery unit U, and the conditions relating to the switch temperature, that is, the actual temperatures of the switches described above. It may be variably set based on (temperature detection value) or environmental temperature (outside air temperature).
  • the time for which the rotating electrical machine 21 is driven for power start for engine start that is, the time required for engine start is, for example, less than 1 second and is a relatively short time.
  • the assist continuation time Tx powering drive continuation time
  • continuous powering drive of the rotating electrical machine 21 is allowed until the engine start is completed. .
  • FIG. 5 is a flowchart showing a procedure related to control for driving the rotating electrical machine 21 to power running, and this process is performed by the rotating electrical machine ECU 23 at a predetermined cycle based on a drive command from the engine ECU 40.
  • a drive command for performing power running drive is output to the rotating electrical machine ECU 23.
  • the rotating electrical machine ECU 23 that performs this process corresponds to a “first control unit” and a “second control unit”.
  • step S ⁇ b> 11 it is determined whether or not an execution condition for powering the rotating electrical machine 21 is established. Specifically, it is determined that the power supply voltage is not excessively decreased, the temperature is not outside a predetermined range, and no failure has occurred. If the execution condition is satisfied, the process proceeds to step S12. When the execution condition of step S11 is not satisfied, a signal to that effect is transmitted from rotating electrical machine ECU 23 to engine ECU 40.
  • step S12 it is determined whether or not the current drive command is an engine start command for the rotating electrical machine 21. And if it is an engine start command, step S12 will be affirmed and it will progress to step S13, and if it is a torque assist command, step S12 will be denied and it will progress to step S14.
  • step S13 using the starting torque map shown in FIG. 3A, the ISG torque at the time of starting the engine is set based on the ISG rotation speed.
  • step S14 the ISG torque at the time of torque assist is set based on the ISG rotation speed using the assist torque map shown in FIG.
  • an assist duration time Tx is set in step S15. In this case, for example, the assist duration time Tx is set based on the switch temperature of the inverter 22.
  • step S16 a target value of the energization current of the inverter 22 is calculated based on the ISG torque set in steps S13 and S14, and current feedback control is performed based on the target value.
  • the current command value is calculated according to the deviation between the target value of the energization current in the inverter 22 and the detected current value, and the switches Sp and Sn of the inverter 22 are duty cycle with the duty ratio according to the current command value. Be controlled.
  • FIG. 6 is a time chart showing more specifically the control for driving the rotating electrical machine 21 to power running.
  • the engine start mode is initially set, and the engine shifts to the torque assist mode when the engine start is completed.
  • the engine 42 before the timing t1, the engine 42 is in an automatically stopped state, and the ISG rotation speed is zero.
  • the engine is restarted by the power running drive of the rotating electrical machine 21 based on the engine start command signal (restart request) from the engine ECU 40.
  • the ISG torque is calculated using the starting torque map, and the ISG rotation speed is increased by driving the rotating electrical machine 21 based on the ISG torque.
  • the ISG torque is limited at the beginning of start-up and then reduced as the ISG rotational speed increases.
  • the driving of the rotating electrical machine 21 is switched from the start mode to the torque assist mode based on the torque assist command signal from the engine ECU 40.
  • the start mode is terminated in addition to the engine start command from the engine ECU 40 being turned off, in addition to the ISG rotation speed exceeding the upper limit rotation speed Nmax, or the start mode duration time. May exceed the predetermined time.
  • the torque map is switched from the starting torque map to the assist torque map.
  • torque assist by powering drive of the rotating electrical machine 21 is performed.
  • the acceleration of the vehicle is started as the accelerator is turned on. At this time, the ISG rotation speed increases, and the ISG torque is reduced accordingly.
  • An engine system that performs engine start and torque assist by the rotating electrical machine 21 is configured to use a start torque map (first correlation data) for engine start and an assist torque map (second correlation data) for torque assist.
  • the assist torque map includes the first range A1 of the starting torque map and is determined in the second range A2 that is wider than the first range A1, the engine torque is continuously started by the power running drive of the rotating electrical machine 21.
  • the rotating electrical machine 21 When the engine is started and the torque assist is compared, the rotating electrical machine 21 is driven in a relatively short period when the engine is started. Therefore, the switch 22 is energized in the inverter 22 and the like in a relatively short time.
  • the rotating electrical machine 21 is driven in a longer period than when the engine is started, and the switch 22 is energized in a relatively long time in the inverter 22 and the like.
  • the temperature of the inverter 22 or the like may increase excessively during torque assist.
  • the assist torque map the ISG torque with respect to the ISG rotation speed is determined to be smaller than the starting torque map. Thereby, the power running drive of the rotary electric machine 21 can be appropriately performed while taking into consideration the influence of heat caused by continuing torque assist.
  • the ISG torque is reduced as the ISG rotation speed increases, while the ISG torque is limited in the low rotation speed region C on the lower rotation side than the predetermined rotation speed.
  • the ISG torque at the upper limit rotation speed Nmax in the first range A1 was set to a value higher than the low rotation side and the high rotation side of Nmax.
  • the ISG torque can be suitably limited on the lower rotation side (for example, in the idling operation state) than the upper limit rotation speed Nmax. Can be suppressed.
  • the ISG torque is limited to a predetermined value or less when the ISG rotation speed is in a torque limit area that is a predetermined low rotation speed range including zero.
  • the energization current of the inverter 22 is limited, and as a result, the inrush current is limited. Therefore, it is possible to suppress erroneous determination that the inrush current generated at the beginning of driving of the rotating electrical machine 21 is an overcurrent.
  • the torque assist is temporarily suspended every time a predetermined assist duration Tx elapses. Thereby, the problem of the heat resulting from the power running drive of the rotary electric machine 21 being continuously implemented over a long time can be suppressed.
  • a drive command for the rotating electrical machine 21 may be generated in response to an acceleration request associated with the accelerator being turned on.
  • torque assist by powering driving of the rotating electrical machine 21 is performed with the accelerator on. Further, torque assist is performed during the accelerator-on period, and torque assist is terminated when the accelerator is off.
  • -It is good also as a structure which controls an ISG torque using an assist torque map (2nd correlation data) in the state which stopped or restrict
  • the engine 42 is configured to realize an idle operation state by the power running drive of the rotating electrical machine 21.
  • FIG. 7 is a flowchart showing the drive control procedure of the rotating electrical machine 21 during idle operation, and this process is performed by the rotating electrical machine ECU 23 at a predetermined cycle based on a drive command from the engine ECU 40.
  • step S21 it is determined whether or not an execution condition for powering the rotating electrical machine 21 is established (similar to step S11 in FIG. 5). If the execution condition is satisfied, the process proceeds to step S22.
  • step S22 it is determined whether or not the current drive command is an idle drive command for causing the engine 42 to idle. And if it is an idle drive command, it will progress to Step S23.
  • step S23 the target value of the ISG rotational speed is set to realize the idle rotational speed (for example, 650 rpm) as the engine rotational speed, and the ISG torque is set based on the target value of the ISG rotational speed using the assist torque map. To do.
  • idling can be performed by powering driving of the rotating electrical machine 21 in a state where the fuel injection by the fuel injection valve is stopped in the engine 42.
  • the ISG torque may be set as appropriate depending on which of these.
  • step S24 a target value of the energization current of the inverter 22 is calculated based on the ISG torque set in step S23, and current feedback control is performed based on the target value.
  • the engine 42 can be appropriately put into the idle operation state while reducing the fuel consumption in the engine 42.
  • torque limitation is performed in the low rotational speed region as described above, the problem of heat can be suppressed even in an idle state where the rotational speed is relatively low.
  • low-speed traveling of the vehicle may be performed by powering driving of the rotating electrical machine 21.
  • the power supply unit includes a lead storage battery 11 and a lithium ion storage battery 12 connected in parallel to the inverter 22, and a switch 31 that opens and closes a path between the inverter 22 and the lead storage battery 11. And a switch 32 that opens and closes a path between the inverter 22 and the lithium ion storage battery 12.
  • the torque assist is performed when one of the switches 31 and 32 is closed and the torque assist is performed when both the switches 31 and 32 are closed. You may make it differ.
  • FIG. 8 is a flowchart showing the drive control procedure of the rotating electrical machine 21, and this process is a modification of part of the process of FIG. 5 described above.
  • the same processes as those in FIG. 5 are denoted by the same step numbers and the description is simplified.
  • step S31 it is determined whether or not only one of the switches 31 and 32 of the battery unit U is currently closed (ON). If only one of the switches 31, 32 is closed, the process proceeds to step S32. In step S32, the ISG torque set in step S14 is reduced and corrected. If both switches 31 and 32 are closed, step S32 is skipped.
  • the ISG torque is different between the case where one of the switches 31, 32 is closed and the case where both the switches 31, 32 are closed, and the case where one of the switches 31, 32 is closed is the ISG.
  • the torque is set to a small value. Thereafter, current feedback control is performed (step S16).
  • the assist duration time Tx is set based on the ISG rotation speed. For example, the assist duration time Tx is set using the relationship shown in FIG. In FIG. 9, when the ISG rotation speed is low, a relationship is set such that the assist continuation time Tx is shorter than when the ISG rotation speed is high.
  • the assist duration time Tx is determined stepwise according to the ISG rotation speed.
  • the assist duration Tx is set to be shorter when the ISG rotational speed is low than when it is high. Thereby, even if the degree of the influence of heat in the inverter 22 is different according to the ISG rotation speed, it can be suitably dealt with. Note that the assist duration time Tx may not be set.
  • the lead storage battery 11 is provided as the first power storage unit and the lithium ion storage battery 12 is provided as the second power storage unit, but this may be changed.
  • a high-density storage battery other than the lithium ion storage battery 12 for example, a nickel-hydrogen battery may be used.
  • a capacitor can be used as at least one of the power storage units.
  • the power supply system to which the present disclosure is applied can be used for purposes other than vehicles.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
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Abstract

Dispositif de commande de machine dynamo-électrique (23) applicable à un système de moteur dans lequel un moteur est démarré et une assistance de couple pour fournir une assistance de couple au moteur est réalisée par entraînement d'une machine dynamo-électrique. Ce dispositif de commande de machine dynamo-électrique (23) comprend une première unité de commande qui commande le couple de la machine dynamo-électrique à l'aide de premières données de corrélation lors du démarrage du moteur et une seconde unité de commande qui commande le couple de la machine dynamo-électrique à l'aide de secondes données de corrélation pendant l'exécution d'une assistance de couple. Dans les premières données de corrélation, la relation entre la vitesse de rotation et le couple de la machine dynamo-électrique est réglée pour se trouver dans une première plage comprenant une plage de vitesse de rotation de démarrage destinée à être utilisée lors du démarrage du moteur. Dans les secondes données de corrélation, la relation entre la vitesse de rotation et le couple de la machine dynamo-électrique est réglée pour se trouver dans une seconde plage qui comprend la première plage, et est plus grande que la première plage de telle sorte que le couple par rapport à la vitesse de rotation devienne une valeur plus petite que les premières données de corrélation.
PCT/JP2017/042112 2016-12-07 2017-11-22 Dispositif de commande de machine dynamo-électrique Ceased WO2018105407A1 (fr)

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Cited By (1)

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WO2025082474A1 (fr) * 2023-10-19 2025-04-24 长城汽车股份有限公司 Procédé et dispositif de commande de moteur, et véhicule

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JP7643299B2 (ja) * 2021-10-27 2025-03-11 トヨタ自動車株式会社 車両の制御装置

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JP2001128305A (ja) * 1999-10-26 2001-05-11 Honda Motor Co Ltd ハイブリッド車両の制御装置
JP2006096242A (ja) * 2004-09-30 2006-04-13 Toyota Motor Corp 車両制御装置
JP2007244034A (ja) * 2006-03-06 2007-09-20 Toyota Motor Corp 車両の電源装置
JP2009096340A (ja) * 2007-10-17 2009-05-07 Toyota Motor Corp ハイブリッド車およびその制御方法
JP2012182893A (ja) * 2011-03-01 2012-09-20 Hino Motors Ltd ハイブリッド車両の電動機の駆動制御装置

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JP6007528B2 (ja) * 2012-03-14 2016-10-12 日産自動車株式会社 車両の駆動装置

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JP2001128305A (ja) * 1999-10-26 2001-05-11 Honda Motor Co Ltd ハイブリッド車両の制御装置
JP2006096242A (ja) * 2004-09-30 2006-04-13 Toyota Motor Corp 車両制御装置
JP2007244034A (ja) * 2006-03-06 2007-09-20 Toyota Motor Corp 車両の電源装置
JP2009096340A (ja) * 2007-10-17 2009-05-07 Toyota Motor Corp ハイブリッド車およびその制御方法
JP2012182893A (ja) * 2011-03-01 2012-09-20 Hino Motors Ltd ハイブリッド車両の電動機の駆動制御装置

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WO2025082474A1 (fr) * 2023-10-19 2025-04-24 长城汽车股份有限公司 Procédé et dispositif de commande de moteur, et véhicule

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