Abstract: Upon determining that the absolute value of an electrical angular speed of a motor-generator is smaller than or equal to a threshold value, a control apparatus compensates a current detected by a U-phase current sensor based on a temperature detected by a U-phase temperature sensor and compensates a current detected by a V-phase current sensor based on an estimated temperature of a V-phase current sensor. On the other hand, upon determining that the absolute value of the electrical angular speed is larger than the threshold value, the control apparatus compensates the currents detected by the U-phase and V-phase current sensors based on temperature detected by the U-phase temperature sensor.

Abstract: A control apparatus calculates a total loss change amount that is a power loss change amount of a motor control system including respective power loss change amounts of a converter, an inverter, and a motor of the motor control system. Based on the total loss change amount, during a correction-allowed period that is a period during which square wave control is performed, the control apparatus performs correction to decrease a current output voltage command value of the converter when the current output voltage command value is determined to be greater than the output voltage of the converter at which actual total power loss change amount becomes minimum. When the current output voltage command value is determined to be less than the output voltage of the converter at which actual total power loss change amount becomes minimum, the control apparatus performs correction to increase the current output voltage command value.

Abstract: On a vehicle, a converter converting and outputting a voltage, an inverter converting DC power output from the converter to AC power, and a motor driven by AC power supplied from the inverter are mounted. A control device calculates a requested voltage VHreq as an output voltage from a converter for bringing a degree of modulation Kmd of the inverter closer to a prescribed target degree of modulation Kmd#, calculates from target torque of the motor, a minimum voltage VHmin as a minimum value for an output voltage from the converter which can realize target torque of the motor, and controls the converter such that the output voltage VH from the converter is closer to a value which is greater one of the requested voltage VHreq and the minimum voltage VHmin.

Abstract: In a control device, a control unit controls at least one switching element of a converter to increase a voltage supplied from a battery, thus outputting the increased voltage to a rotating electrical machine. The rotating electrical machine is capable of driving, based on the increased voltage output from the converter, an internal combustion engine, and capable of charging the battery based on torque supplied from the internal combustion engine. A limit unit limits, based on a change of an available maximum output of the internal combustion engine, the increased voltage output from the converter to be equal to or lower than a predetermined upper limit.

Abstract: A control system includes a boost-buck converter, a control apparatus and a voltage sensor. The boost-buck converter is provided between a battery and a motor-generator. The control apparatus controls the boost-buck converter. The voltage sensor outputs a sensor output value of a system voltage supplied to the motor. The control apparatus calculates a current stagnation continuation period based on the sensor output value of the voltage sensor and corrects a duty ratio of the boost-buck converter in accordance with a calculation value of the continuation period. The continuation period includes a predetermined time point, at which current stagnation is assumed to be generated. The current stagnation indicates that at least a reactor current stagnates. In the continuation period, a system voltage-related voltage continues to have a voltage difference of the same polarity side relative to a reference voltage.

Abstract: A control apparatus calculates a total loss change amount that is a power loss change amount of a motor control system including respective power loss change amounts of a converter, an inverter, and a motor of the motor control system. Based on the total loss change amount, during a correction-allowed period that is a period during which square wave control is performed, the control apparatus performs correction to decrease a current output voltage command value of the converter when the current output voltage command value is determined to be greater than the output voltage of the converter at which actual total power loss change amount becomes minimum. When the current output voltage command value is determined to be less than the output voltage of the converter at which actual total power loss change amount becomes minimum, the control apparatus performs correction to increase the current output voltage command value.

Abstract: Upon determining that the absolute value of an electrical angular speed of a motor-generator is smaller than or equal to a threshold value, a control apparatus compensates a current detected by a U-phase current sensor based on a temperature detected by a U-phase temperature sensor and compensates a current detected by a V-phase current sensor based on an estimated temperature of a V-phase current sensor. On the other hand, upon determining that the absolute value of the electrical angular speed is larger than the threshold value, the control apparatus compensates the currents detected by the U-phase and V-phase current sensors based on temperature detected by the U-phase temperature sensor.

Abstract: A converter controls a system voltage, which is a DC link voltage of an inverter, in accordance with a voltage command value. The inverter outputs a rectangular wave voltage having the system voltage as amplitude to an AC motor during application of rectangular wave voltage control. During application of rectangular wave voltage control, a voltage command value for the system voltage is modified such that a current phase on a d-q plane of the AC motor is brought closer to a target current phase line. The target current phase line is set on an advance side relative to an optimal current phase line which is a set of current phases at which output torque is maximized for the same amplitude of a motor current in the AC motor.

Abstract: In a control device, a control unit controls at least one switching element of a converter to increase a voltage supplied from a battery, thus outputting the increased voltage to a rotating electrical machine. The rotating electrical machine is capable of driving, based on the increased voltage output from the converter, an internal combustion engine, and capable of charging the battery based on torque supplied from the internal combustion engine. A limit unit limits, based on a change of an available maximum output of the internal, combustion engine, the increased voltage output from the converter to be equal to or lower than a predetermined upper limit.

Abstract: A control system includes a boost-buck converter, a control apparatus and a voltage sensor. The boost-buck converter is provided between a battery and a motor-generator. The control apparatus controls the boost-buck converter. The voltage sensor outputs a sensor output value of a system voltage supplied to the motor. The control apparatus calculates a current stagnation continuation period based on the sensor output value of the voltage sensor and corrects a duty ratio of the boost-buck converter in accordance with a calculation value of the continuation period. The continuation period includes a predetermined time point, at which current stagnation is assumed to be generated. The current stagnation indicates that at least a reactor current stagnates. In the continuation period, a system voltage-related voltage continues to have a voltage difference of the same polarity side relative to a reference voltage.

Abstract: On a vehicle, a converter converting and outputting a voltage, an inverter converting DC power output from the converter to AC power, and a motor driven by AC power supplied from the inverter are mounted. A control device for this vehicle controls the inverter in a control mode selected in accordance with a degree of modulation of the inverter, selects a target control mode of the inverter, and varies an output voltage from the converter such that a degree of modulation of the inverter varies until the control mode switches to the target control mode when a current control mode is different from the target control mode.

Abstract: On a vehicle, a converter converting and outputting a voltage, an inverter converting DC power output from the converter to AC power, and a motor driven by AC power supplied from the inverter are mounted. A control device calculates a requested voltage VHreq as an output voltage from a converter for bringing a degree of modulation Kmd of the inverter closer to a prescribed target degree of modulation Kmd#, calculates from target torque of the motor, a minimum voltage VHmin as a minimum value for an output voltage from the converter which can realize target torque of the motor, and controls the converter such that the output voltage VH from the converter is closer to a value which is greater one of the requested voltage VHreq and the minimum voltage VHmin.

Abstract: A converter controls a system voltage, which is a DC link voltage of an inverter, in accordance with a voltage command value. The inverter outputs a rectangular wave voltage having the system voltage as amplitude to an AC motor during application of rectangular wave voltage control. During application of rectangular wave voltage control, a voltage command value for the system voltage is modified such that a current phase on a d-q plane of the AC motor is brought closer to a target current phase line. The target current phase line is set on an advance side relative to an optimal current phase line which is a set of current phases at which output torque is maximized for the same amplitude of a motor current in the AC motor.

Abstract: In an electric motor drive system for an electric vehicle that includes a converter for performing direct-current voltage conversion and an inverter that converts the output voltage of the converter into alternating-current voltage, a control apparatus makes a required torque response determination to determine whether the electric vehicle is in a state in which high torque response is needed. Furthermore, in a drivability priority mode in which high torque response is needed, the control apparatus sets a voltage command value for the converter in a range where sine wave PWM control can be applied. On the other hand, in a fuel efficiency priority mode in which high torque response is not needed, the control apparatus sets the voltage command value for the converter such that power loss in the overall electric motor drive system is minimized, based on the operating state of an alternating-current electric motor.

Abstract: In a vehicle control system that includes an engine, a first rotary electric machine, a second rotary electric machine and a transmission, a control unit includes a shift state acquisition module that acquires a shift state of a vehicle; a stepped-up voltage reduction permission module that determines whether reduction of a system voltage is permitted on the basis of the acquired shift state; a stepped-up voltage reduction execution module that reduces the system voltage to a predetermined upper limit voltage when reduction of the system voltage is permitted; and a drive control module that controls operations of a converter and inverter to thereby control the first rotary electric machine and the second rotary electric machine.

Abstract: In an electric motor drive system for an electric vehicle that includes a converter for performing direct-current voltage conversion and an inverter that converts the output voltage of the converter into alternating-current voltage, a control apparatus makes a required torque response determination to determine whether the electric vehicle is in a state in which high torque response is needed. Furthermore, in a drivability priority mode in which high torque response is needed, the control apparatus sets a voltage command value for the converter in a range where sine wave PWM control can be applied. On the other hand, in a fuel efficiency priority mode in which high torque response is not needed, the control apparatus sets the voltage command value for the converter such that power loss in the overall electric motor drive system is minimized, based on the operating state of an alternating-current electric motor.

Abstract: In hybrid electric vehicle control, when an engine is cranked by the torque of a first motor-generator to start the engine, the torque of the first motor-generator is corrected according to the crankshaft angle of the engine to prevent the amount of increase in engine rotation speed from fluctuating. Fluctuation in inertia torque is reduced through this control of the torque of the first motor-generator to reduce fluctuation in the cranking reaction force torque exerted on a drive axle. Further, the torque of a second motor-generator is so controlled to cancel out this cranking reaction force torque. Thus, the cranking reaction force torque exerted on the drive axle is accurately canceled out through control of the torque of the second motor-generator to suppress fluctuation in the torque of the drive axle.

Abstract: In a vehicle control system that includes an engine, a first rotary electric machine, a second rotary electric machine and a transmission, a control unit includes a shift state acquisition module that acquires a shift state of a vehicle; a stepped-up voltage reduction permission module that determines whether reduction of a system voltage is permitted on the basis of the acquired shift state; a stepped-up voltage reduction execution module that reduces the system voltage to a predetermined upper limit voltage when reduction of the system voltage is permitted; and a drive control module that controls operations of a converter and inverter to thereby control the first rotary electric machine and the second rotary electric machine.

Abstract: In hybrid electric vehicle control, when an engine is cranked by the torque of a first motor-generator to start the engine, the torque of the first motor-generator is corrected according to the crankshaft angle of the engine to prevent the amount of increase in engine rotation speed from fluctuating. Fluctuation in inertia torque is reduced through this control of the torque of the first motor-generator to reduce fluctuation in the cranking reaction force torque exerted on a drive axle. Further, the torque of a second motor-generator is so controlled to cancel out this cranking reaction force torque. Thus, the cranking reaction force torque exerted on the drive axle is accurately canceled out through control of the torque of the second motor-generator to suppress fluctuation in the torque of the drive axle.