JPH07231503A - Retarder - Google Patents

Abstract

PURPOSE:To provide a retarder employing an induction motor having double winding structure of high and low voltage windings in which a high voltage battery is protected against overcharge even upon occurrence of discontinuity in the low voltage system. CONSTITUTION:An induction motor 4 has a high voltage winding 2 connected through a high voltage inverter 5 with a high voltage battery 11 and a low voltage winding 3 connected through a low voltage inverter 6 with a low voltage battery 8. An ECU 12 detects an AC current being fed from the low voltage winding 3 to the low voltage inverter 6 and makes a decision that discontinuity has occurred when the AC current goes zero. If an it is detected at the time of idling, steady running or braking of an engine, the ECU 12 controls the operation of the high voltage inverter 5 to reduce flux generated from the high voltage winding 2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a retarder device, and more particularly to a retarder device using an induction motor having a double winding of a high voltage winding and a low voltage winding.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Unexamined Patent Publication No. 4-20790.
No. 0, etc., it has a cage type multi-phase induction motor arranged in series between an engine crankshaft and a transmission, and a battery electrically connected to the stator side of this induction motor via an inverter. , When the engine is braked, the induction motor is used for electric braking, and the induction motor functions as a generator to convert mechanical energy into electric energy to charge the battery and use the electric energy charged during engine start and acceleration. Then, a retarder device has been developed which causes an induction motor to function as an electric motor and is used as a starter and an acceleration assist device. The cage-type multi-phase induction motor of such a retarder device must be capable of generating high torque in order to directly rotate the engine crankshaft at the time of engine start and acceleration, and therefore a high voltage drive induction motor is used. As for the battery voltage, a high voltage is used accordingly.

On the other hand, an electronic control unit (EC
Electrical components such as U) and headlamps have a general DC low voltage specification, and therefore a DC-DC converter for stepping down the above-mentioned high battery voltage is required. This DC
The DC converter is generally expensive, and thus has a problem of significantly increasing the cost of the retarder device.

[0004]

As described above, the conventional retarder device has a problem that the battery voltage is high, which causes an unnecessary increase in cost. Therefore, the applicant of the present application previously proposed the following retarder device in Japanese Patent Application No. 5-84660. That is, the stator of the polyphase induction motor mounted on the engine drive system has a double winding structure composed of a high voltage winding and a low voltage winding, and the high voltage winding and the high voltage battery are used by the first control means. The multi-phase induction motor functions as an electric motor or a generator depending on the engine operating state, and the second control means uses the low-voltage winding and the low-voltage battery for electrical components to operate the multi-phase induction motor as the generator depending on the engine operating state. It is a functioning configuration. FIG. 3 shows a schematic configuration of this retarder device. In the figure, the induction motor 4
Is provided with a high voltage winding 2 and a low voltage winding 3, the high voltage winding 2 is connected to a high voltage battery 11 via a high voltage inverter 5, and the low voltage winding 3 is connected to a low voltage battery via a low voltage inverter 6. (Battery for auxiliary equipment) 8 is connected. The high voltage battery 11 is connected to a high voltage system load such as a power steering or an air conditioner, while the low voltage battery 8 is an EC.
It is connected to a 12V system load such as U and headlamps. By using the low-voltage winding 3 and the low-voltage battery 8 to cause the induction motor 4 to function as a generator, it is possible to supply electric power to electrical components at low voltage, and an expensive DC-DC converter that has been conventionally required. It is possible to prevent the increase in cost of the retarder device by eliminating the requirement.

Here, power is supplied to the low voltage battery 8 using the low voltage winding 3 and the low voltage inverter 6 during vehicle braking, during steady running of the vehicle, and during engine idle state.
At this time, the high voltage inverter 5 is controlled so that the high voltage winding 2 generates a magnetic flux according to the voltage of the low voltage battery 8 so that the low voltage battery 8 is not overcharged.

Therefore, when a disconnection or the like occurs in the low voltage system including the low voltage winding 3 and the low voltage inverter 6, all the electric power that should be originally supplied to the low voltage system is supplied to the high voltage system, and the high voltage battery 11 There was a problem that the battery was overcharged and its voltage exceeded the maximum allowable voltage. In addition, when electric power is not supplied to the low voltage system, the high voltage winding 2
The torque of the induction motor may suddenly increase due to the magnetic flux generated by, and a torque shock may occur during traveling of the vehicle.

The present invention has been made in view of the above-mentioned conventional problems, and an object thereof is not to overcharge the high voltage battery even when a disconnection occurs in a low voltage system including a low voltage winding and a low voltage inverter, and unnecessary. Another object of the present invention is to provide a retarder device in which safety is further enhanced without causing various torque shocks.

[0008]

In order to achieve the above object, a retarder device of the present invention is a multi-phase induction device which is connected to a mechanical drive system and whose stator has a double winding of a high voltage winding and a low voltage winding. The multi-phase induction motor includes a motor, a high-voltage battery connected to the high-voltage winding via a high-voltage inverter, and a low-voltage battery connected to the low-voltage winding via a low-voltage inverter. In the retarder device functioning as, the disconnection detection means for detecting disconnection of the current path from the low-voltage winding to the low-voltage battery, and the disconnection detection means in a predetermined engine operating state, when the disconnection is detected, Control means for controlling the high-voltage inverter so as to reduce the magnetic flux generated in the voltage winding.

[0009]

As described above, in the retarder device of the present invention, the disconnection detecting means detects disconnection of the current path from the low voltage winding to the low voltage battery. When a disconnection is detected in a predetermined engine operating state where electric power is supplied to the low voltage system such as during vehicle braking or vehicle steady running, high voltage winding is performed to prevent overcharge of the high voltage battery and unnecessary torque shock. The magnetic flux generated by the wire is reduced to prevent excessive electric power from being supplied to the high voltage system, and the mechanical output of the induction motor is maintained regardless of disconnection.

[0010]

Embodiments of the retarder device of the present invention will be described below with reference to the drawings.

FIG. 1 shows the configuration of the retarder device of this embodiment. The induction motor 4 has a stator with a high-voltage winding 2
The low-voltage winding 3 is mounted, one end of the induction motor 4 is connected to the engine E / G1 via the engine crankshaft, and the other end is directly connected to the transmission 13. The high-voltage winding 2 of the induction motor 4 is connected via a high-voltage inverter 5 to a direct-current high-voltage battery 11, a resistor 9 connected in parallel with the high-voltage battery 11 and a chopper 10 for controlling the energization thereof. The low voltage winding 3 is a low voltage inverter 6
Is connected to the DC low voltage battery 8 via. A contactor 7 for connection control is provided between the low voltage inverter 6 and the low voltage battery 8. The low voltage battery 8 is for supplying electric power to electric components of the vehicle, for example, a 12V load such as a headlamp. The low-voltage inverter 6 is composed of a transistor and a diode, causes the induction motor 4 to function as a generator, and when controlled on the charging side, converts the AC voltage generated in the low-voltage winding 3 into a DC voltage and charges the low-voltage battery 8. To enable that. The high-voltage inverter 5 is similar to the low-voltage inverter 6, but the magnetic flux and the induction motor torque can be changed by further changing the voltage and frequency applied to the high-voltage winding 2.

Further, an electronic control unit ECU 12 is provided for controlling the high voltage inverter 5, the low voltage inverter 6, the chopper 10 and the contactor 7 according to the engine operating state. The ECU 12 has a voltage and current of the high voltage battery 11 and a low voltage battery. 8, the voltage of the high-voltage winding 2, the rotor speed of the induction motor 4, that is, the engine speed, the transmission 13
Gear ratio, engine E / G1 ignition signal, accelerator opening, brake oil pressure, ignition switch I / G, starter on signal S / T, vehicle speed and brake switch signal. In addition, from the low voltage winding 3 to the low voltage inverter 6
The alternating currents I _La , I _Lb , I _Lc supplied to the ECU 12 are also supplied to the ECU 12, and by monitoring the current values of these, it is determined whether or not a disconnection has occurred in the current path from the low voltage winding 3 to the low voltage battery 8. To detect. That is, the ECU 12 changes the magnetic flux generated in the high voltage winding 2 when the disconnection is detected in the predetermined engine operating state and the disconnection detecting means for detecting the disconnection of the current path from the low voltage winding 3 to the low voltage battery 8. It also serves as control means for controlling the high-voltage inverter 5. In the embodiment, the disconnection is detected by monitoring I _La , I _Lb , and I _Lc. However, as a method of detecting the disconnection of the low voltage system, a method of monitoring the current flowing through the contactor, the low voltage battery 8 may be used. The change in voltage (ie
There is a method of monitoring the voltage rise 0).

The operation of the ECU 12 will be described in detail below with reference to the processing flowchart of FIG. In FIG. 2, first, the ECU 12 determines whether the engine operating state is a predetermined state (S101). The predetermined state is either the idle state, the steady running state, or the braking state of the vehicle. In each of these cases, electric power is supplied to the low voltage battery 8 by the low voltage winding 3 and the low voltage inverter 6. Control of the high-voltage inverter 5, the low-voltage inverter 6, the contactor 7, etc. in each of these states is described in the above-mentioned Japanese Patent Application No. 5-846.
Although detailed in No. 60, the control in each of these states will be outlined below for reference. In the engine idle state, the ECU 12 turns on the contactor 7, and the low voltage battery 8 is charged via the low voltage inverter 6. The operation of the high voltage inverter 5 is controlled by calculating the magnetic flux generated in the high voltage winding 2 in consideration of the engine speed so that the charging voltage becomes equal to or lower than the maximum allowable voltage of the low voltage battery 8. Even when the engine is running normally, the contactor 7 is turned on as in the engine idle state, the magnetic flux generated by the high-voltage winding 2 is calculated so that the voltage of the low-voltage battery 8 becomes equal to or lower than the maximum allowable voltage, and the operation of the high-voltage inverter 5 is performed. Is controlled. During engine braking, the high voltage battery 11 is charged via the high voltage inverter 5 by so-called regenerative braking, and the contactor 7 is charged to charge the low voltage battery 8.
Is turned on, the magnetic flux generated by the high voltage winding 2 is calculated so as to be equal to or less than the maximum allowable voltage, and the operation of the high voltage inverter 5 is controlled. When the low-voltage battery 8 does not need to be charged during vehicle braking, the high-voltage inverter 5 is controlled so that the magnetic flux generated in the high-voltage winding 2 has a maximum value to prevent the high-voltage battery 11 from being overcharged. Therefore, the duty ratio of the chopper 10 is calculated based on the voltage of the high voltage battery 11 so that the surplus current is discharged by the heat generation of the resistor 9.

In FIG. 2, when it is determined that the engine is in a predetermined state, the low-voltage battery 8 is charged, so that the ECU 12 next inputs the alternating current from the low-voltage winding 3 to the low-voltage inverter 6. It is determined whether any of I _La , I _Lb , and I _Lc is 0 (S102). When none of these alternating currents is 0, it is determined that no disconnection has occurred in the low voltage system, and the normal charge control described above, that is, the magnetic flux command value according to the voltage of the low voltage battery 8 is calculated, and the high voltage is calculated. The operation control of the inverter 5 is performed. In particular,
The magnetic flux φ is calculated by φ = V _B / (K ₁ N _{E / G} ) (S103), the vector is calculated so that the magnetic flux has this value (S104), and the high-voltage inverter 5 is controlled. On the other hand, when any of the alternating currents I _La , I _Lb , and I _Lc is 0, it is determined that the low voltage system is broken. If the low-voltage system is disconnected during charging of the low-voltage system, all the power that should be originally supplied to the low-voltage system will be supplied to the high-voltage system, and the high-voltage battery 11 may be overcharged. Further, since all the energy of the magnetic flux generated by the high voltage winding 2 contributes to the torque generation of the induction motor, torque shock may occur in the induction motor. In order to prevent such a situation, when it is determined that the low-voltage system is disconnected, the ECU 12 reduces the command value of the magnetic flux to φ ₀ (S105) and issues an alarm with an alarm lamp or the like (S106). , Alert the driver etc. This φ ₀ is set to a value such that the voltage of the high voltage battery 11 is suddenly increased or the engine output of the induction motor is suddenly increased to cause torque shock.

That is, the magnetic flux at the time of detecting the disconnection is φ,
If the magnetic flux generated after the disconnection is detected is φ ₀ , φ> φ ₀
Is. In this way, by controlling the operation of the high-voltage inverter 5 so as to reduce the magnetic flux generated by the high-voltage winding 2, it is possible to prevent the high-voltage battery 11 from being overcharged and prevent unnecessary torque shock. . Note that the ECU may control the contactor 7 to be turned off when the disconnection of the low-voltage system is detected.

The embodiment of the present invention has been described above.
It should be added that the present embodiment includes the following embodiments in addition to the technical matters described in the claims.

(1) In the retarder device according to claim 1, the disconnection detecting means detects the disconnection by determining whether or not the current flowing from the low voltage winding to the low voltage inverter is zero. Characteristic retarder device.

(2) In the retarder device according to claim 1, the disconnection detecting means detects the disconnection by determining whether or not the current flowing from the low voltage inverter to the low voltage battery is zero. And retarder device.

(3) The retarder device according to claim 1, wherein the disconnection detecting means detects a disconnection from a voltage change of the low voltage battery.

[0020]

As described above, according to the retarder device of the present invention, even if the current path from the low voltage winding to the low voltage battery is broken, overcharge of the high voltage battery and unnecessary torque shock occur. Can be effectively prevented.

[Brief description of drawings]

FIG. 1 is a circuit configuration diagram of an embodiment of the present invention.

FIG. 2 is a processing flowchart in the embodiment of the present invention.

FIG. 3 is a schematic configuration diagram of a retarder device using an induction motor having a double winding structure of a high voltage winding and a low voltage winding.

[Explanation of symbols]

 2 High voltage winding 3 Low voltage winding 4 Induction motor 5 High voltage inverter 6 Low voltage inverter 12 ECU

Claims (1)

[Claims] 1. A multi-phase induction motor connected to a mechanical drive system, the stator of which has a double winding consisting of a high-voltage winding and a low-voltage winding, and a high-voltage battery connected to the high-voltage winding via a high-voltage inverter. A retarder device for causing the polyphase induction motor to function as an electric motor or a generator, comprising: a low-voltage battery connected to the low-voltage winding via a low-voltage inverter; and a current path from the low-voltage winding to the low-voltage battery. Disconnection detecting means for detecting the disconnection of, and a control means for controlling the high-voltage inverter to reduce the magnetic flux generated in the high-voltage winding when the disconnection detecting means detects the disconnection in a predetermined engine operating state. A retarder device comprising: