JP4595508B2 - Driving force control device - Google Patents

Description

  The present invention relates to a driving force control apparatus that controls an AC motor to generate a driving force.

In recent years, against the background of environmental problems, development of hybrid vehicles capable of suppressing the generation of exhaust gas and improving fuel efficiency has been actively promoted, and some of them have been put into practical use in passenger cars and trucks. Conventionally, as a hybrid vehicle driving device for driving a motor of a hybrid vehicle, for example, there is a hybrid vehicle driving device disclosed in Japanese Patent Application Laid-Open No. 2004-274945. This hybrid vehicle drive device includes a DC power supply, a buck-boost converter, two inverters, two AC motors, and a control device. The two AC motors are each connected to an inverter.

  The step-up / step-down converter boosts the DC voltage output from the DC power supply. The boosted DC voltage is converted into an AC voltage by an inverter. One AC motor is supplied with an AC voltage via an inverter to generate a driving force for starting the engine. When the engine starts, the AC motor generates an AC voltage by transmitting driving force from the engine. The other AC motor is supplied with an AC voltage via an inverter to generate a driving force for driving the driving wheels of the hybrid vehicle. When the hybrid vehicle is braked, the AC motor generates an AC voltage by transmitting driving force from the driving wheels of the hybrid vehicle. The AC voltage generated by each AC motor is converted into a DC voltage by an inverter. The converted DC voltage is stepped down by the buck-boost converter and charges the DC power supply.

The hybrid vehicle can appropriately control the driving force of the engine and the driving force of the AC motor, thereby suppressing the generation of exhaust gas and improving the fuel efficiency.
Japanese Patent No. 2004-274945

  In such a hybrid vehicle, in order to further improve fuel consumption, a configuration is adopted in which an air conditioning compressor that has been conventionally driven by an engine is driven by a motor. In this case, in the hybrid vehicle driving apparatus described above, an AC motor and an inverter for driving the compressor must be newly added. For this reason, there is a problem that the installation space for the apparatus is increased and the cost is increased as compared with the case where the air conditioning compressor is driven by the engine.

  The present invention has been made in view of such circumstances, and provides a small and low-cost driving force control device by securing the driving force of an AC motor and reducing the number of parts of the device. Objective.

  Therefore, as a result of intensive research and trial and error to solve this problem, the present inventor shared the bidirectional orthogonal transformation means, and also reviewed the configuration of the bidirectional orthogonal transformation means, thereby improving the bidirectional orthogonal transformation. The inventors have come up with the idea that the number of parts constituting the conversion means and the bi-directional orthogonal conversion means can be reduced, and have completed the present invention.

The driving force control device according to claim 1 is a DC power source that outputs a DC voltage, a first orthogonal transform unit that is connected to the DC power source and converts the DC voltage to an AC voltage, and the first orthogonal transform. Connected to the means, generates an AC voltage by supplying an AC voltage, and is connected to the DC power source and the previous stage AC motor that generates an AC voltage by transmitting the driving force, and converts the DC voltage to an AC voltage. The second orthogonal transforming means for converting, and any one of the phases is connected to the neutral point of the previous stage AC motor, and any other phase is connected to the second orthogonal transforming means, respectively, and supplied with an AC voltage. The driving force is generated, and the AC voltage is supplied to the front AC motor by the rear AC motor that generates the AC voltage by transmitting the driving force, and the neutral voltage of the front AC motor is AC. Said voltage to be Controls orthogonal transform means, and having a control means for controlling the second orthogonal transform means to provide an AC voltage to the subsequent AC motor.

The driving force control device according to claim 2 is the driving force control device according to claim 1 , wherein the first orthogonal transforming unit and the second orthogonal transforming unit both provide a direct current voltage and an alternating current voltage. The first bi-directional orthogonal transforming means and the second bi-directional orthogonal transforming means for transforming in a direction.

The driving force control device according to claim 3 is the driving force control device according to claim 2 , wherein the rear AC motor does not include a rotation angle sensor, and the control means includes the rear AC motor. The first bidirectional orthogonal transforming means and the second bidirectional orthogonal transforming means are controlled based on the phase difference between the alternating voltage supplied to and the flowing alternating current.

According to a fourth aspect of the present invention , in the driving force control apparatus according to the second or third aspect , the DC power supply further includes a battery and a boosting unit that boosts a DC voltage output from the battery. The boosting unit and the second bidirectional orthogonal transformation unit each include a switching element, and the switching element is configured by one module.

The driving force control device according to claim 5 is the driving force control device according to any one of claims 1 to 4 , wherein the rear-stage AC motor has any one phase lower than a DC voltage output from the DC power supply. It is connected to a predetermined point that becomes a voltage.

The driving force control device according to claim 6 is the driving force control device according to claim 5 , wherein the DC power supply further includes a plurality of capacitors connected in series between output terminals, and the predetermined point is: It is one of connection points of the plurality of capacitors.

The driving force control device according to claim 7 is the driving force control device according to claim 5 , wherein the DC power source includes a plurality of batteries connected in series, and the predetermined point is the plurality of batteries. It is one of the connection points.

The driving force control apparatus according to claim 8 is the driving force control apparatus according to claim 5 , wherein the DC power source further includes a battery and a boosting unit that boosts a DC voltage output from the battery, The predetermined point is a positive terminal of the battery.

The driving force control device according to claim 9 is the driving force control device according to any one of claims 1 to 8 , wherein the output of the rear AC motor is higher than that of the front AC motor to which any phase is connected. It is small.

A driving force control device according to a tenth aspect is the driving force control device according to the first to ninth aspects, further comprising a cutting means for electrically disconnecting the front-stage AC motor and the rear-stage AC motor. Features.

The driving force control apparatus according to an eleventh aspect is the driving force control apparatus according to the first to tenth aspects, wherein the control means further includes at least one front AC motor to which the rear AC motor is connected. It is characterized by detecting the current of all phases.

A driving force control device according to a twelfth aspect is the driving force control device according to the first to eleventh aspects, wherein the control means further determines the magnitude or polarity of the current of at least one phase of the rear AC motor. It is detected.

A driving force control device according to a thirteenth aspect is the driving force control device according to any one of the first to twelfth aspects, further comprising at least one front AC motor to which any phase of the rear AC motor is connected. And a driving motor generator that generates a driving force for driving the hybrid vehicle when supplied with an AC voltage and generates an AC voltage when the driving force is transmitted.

A driving force control device according to a fourteenth aspect is the driving force control device according to the first to thirteenth aspects, wherein the rear AC motor is supplied with an AC voltage to drive the compressor. And a heat recovery generator that generates an AC voltage by transmitting a driving force generated by thermal expansion generated by an expander.

According to the driving force control apparatus according to claim 1, in the first orthogonal transformation means supplies an AC voltage to the pre-stage AC motor, the subsequent AC motor connected to the neutral point of the previous stage AC motor phase AC voltage can also be supplied. Further, the second orthogonal transform means can supply an AC voltage to the phase of the subsequent AC motor that is not connected to the neutral point of the previous AC motor. Therefore, it is not necessary to supply the AC voltage to all phases of the subsequent stage AC motor by the second orthogonal transform unit, and the second orthogonal transform unit can be simplified. Therefore, the driving force control device can be reduced in size and cost.

According to the driving force control apparatus of claim 2 , the first bidirectional orthogonal transforming means and the second bidirectional orthogonal transforming means convert the direct current voltage output from the direct current power source into alternating current voltage, and It can supply to a motor and a back | latter stage AC motor. Further, the AC voltage output from the front-stage AC motor and the rear-stage AC motor can be converted into a DC voltage and supplied to the DC power supply. Therefore, energy can be used efficiently.

According to the driving force control apparatus of the third aspect , the first bidirectional orthogonal transforming means and the second bidirectional orthogonal transforming means are based on the phase difference between the AC voltage supplied to the subsequent AC motor and the flowing AC current. By controlling, the latter-stage AC motor that does not include the rotation angle sensor can be reliably controlled.

According to the driving force control device of the fourth aspect , the switching device of the boosting means and the second bidirectional orthogonal transformation means is constituted by one module, so that the driving force control device is further reduced in size and cost. can do.

According to the driving force control apparatus of the fifth aspect , in the rear AC motor, the line voltage between the phase connected to the neutral point of the front AC motor and the phase connected to the predetermined point is reliably changed to the AC voltage. can do. By the way, the voltage at the neutral point of the front AC motor to which any phase of the rear AC motor is connected is an AC voltage based on a voltage lower than the DC voltage output from the DC power supply. Therefore, the line voltage of the rear AC motor can be changed to an AC voltage by setting any one phase of the rear AC motor to be lower than the DC voltage output from the DC power supply.

According to the driving force control device of the sixth aspect , any one phase of the rear stage AC motor is reliably connected to a connection point of a plurality of capacitors connected in series between the output terminals of the DC power supply. The voltage can be lower than the DC voltage output from the DC power source.

According to the driving force control apparatus according to claim 7 , it is possible to reliably connect the DC power source by connecting any one phase of the rear AC motor to the connection points of a plurality of series-connected batteries constituting the DC power source. The voltage can be lower than the DC voltage output by

According to the driving force control device of the eighth aspect of the present invention, it is ensured by connecting any one phase of the rear-stage AC motor to the positive terminal of the battery connected to the front stage of the boosting means constituting the DC power supply. The voltage can be lower than the DC voltage output from the DC power source.

According to the driving force control apparatus of the ninth aspect , the controllability of the rear AC motor can be improved. By the way, the bi-directional orthogonal transformation means supplies an AC voltage to the front AC motor and supplies an AC voltage to the rear AC motor via the neutral point of the front AC motor. Therefore, the controllability of the rear-stage AC motor can be improved when the output of the rear-stage AC motor is smaller than that of the front-stage AC motor to which the rear-stage AC motor is connected.

According to the driving force control apparatus of the tenth aspect , even when the rear stage AC motor fails, the rear stage AC motor that has failed by the cutting means can be disconnected, and the front stage AC motor can be driven without being affected. .

According to the driving force control apparatus of claim 11 , the phase current flowing through the rear AC motor is detected by detecting the current of all phases of at least one front AC motor to which the rear AC motor is connected. be able to. Therefore, it is possible to reliably control the rear stage AC motor.

According to the driving force control apparatus of the twelfth aspect , the rear stage AC motor can be reliably controlled by detecting the magnitude or polarity of the current of at least one of the rear stage AC motors.

According to the driving force control apparatus of the thirteenth aspect , the driving force control apparatus including the traveling motor generator mounted on the hybrid vehicle can be reduced in size and cost.

According to the driving force control device of the fourteenth aspect , the driving force control device including the compressor motor or the heat recovery generator mounted on the hybrid vehicle can be reduced in size and cost.

  In this embodiment, the driving force control device according to the present invention is mounted on a hybrid vehicle to control a traveling motor generator that supplies driving force to driving wheels and a compressor motor that drives a compressor for air conditioning. The example applied to the vehicle driving force control apparatus which generates a driving force is shown.

( First reference form )
FIG. 1 is a circuit diagram of a vehicle driving force control apparatus according to the first embodiment , FIG. 2 shows a phase voltage waveform of a traveling motor generator, and FIG. 3 shows a line voltage waveform and a phase current waveform of a compressor motor. Then, with reference to FIG. 1, FIG. 2, and FIG.

  First, a specific configuration will be described. As shown in FIG. 1, the vehicle driving force control device 1 (driving force control device) includes a DC power supply 10, three-phase inverters 11 and 12 (bidirectional orthogonal transformation means), and traveling motor generators 13 and 14 ( It comprises a front-stage AC motor, a compressor motor 15 (rear-stage AC motor), a relay 16 (cutting means), and a control device 17 (control means).

  The DC power supply 10 is a circuit that outputs a high-voltage DC voltage. The DC power supply 10 includes an assembled battery 100 and a step-up / down circuit 101.

  The assembled battery 100 is configured by connecting a plurality of chargeable / dischargeable batteries 100a in series. A positive electrode terminal and a negative electrode terminal of the assembled battery 100 are connected to the step-up / down circuit 101.

  The step-up / down circuit 101 is a circuit which is controlled by the control device 17 and boosts the DC voltage output from the assembled battery 100 and supplies it to the three-phase inverters 11 and 12. In addition, it is a circuit that steps down the DC voltage output from the three-phase inverters 11 and 12 and charges the assembled battery 100. The step-up / down circuit 101 includes a reactor 101a, step-up / step-down IGBTs 101b and 101c, flywheel diodes 101d and 101e, and smoothing capacitors 101f and 101g (capacitors).

  The reactor 101a is an element that induces a voltage while accumulating and releasing magnetic energy when a current flows. One end of the reactor 101a is connected to the positive terminal of the assembled battery 101, and the other end is connected to a connection point of IGBTs 101b and 101c for step-up / step-down described later.

  The buck-boost IGBTs 101b and 101c are switching elements for turning on and off to accumulate magnetic energy in the reactor 101a and to discharge the accumulated magnetic energy. The step-up / down IGBTs 101b and 101c are connected in series. Of the step-up / down IGBTs 101b and 101c connected in series, the collector of the step-up / down IGBT 101b and the emitter of the step-up / down IGBT 101c are connected to the three-phase inverters 11 and 12, respectively. Further, the gates of the step-up / down IGBTs 101 b and 101 c are connected to the control device 17. Further, the connection point of the step-up / down IGBTs 101b and 101c is connected to the other end of the reactor 101a.

  The flywheel diodes 101d and 101e are elements for flowing a current generated when the buck-boost IGBT 101b or the buck-boost IGBT 101c is turned off and the magnetic energy accumulated in the reactor 101a is released. The anodes of the flywheel diodes 101d and 101e are connected to the emitters of the buck-boost IGBTs 101b and 101c, and the cathodes are connected to the collectors of the buck-boost IGBTs 101b and 101c, respectively.

  The smoothing capacitors 101f and 101g are elements that smooth the boosted DC voltage output from the step-up / down circuit 101. It is also an element that smoothes the DC voltage output from the three-phase inverters 11 and 12. Smoothing capacitors 101f and 101g are connected in series. Of the smoothing capacitors 101f and 101g connected in series, one end of the smoothing capacitor 101f is connected to the collector of the step-up / down IGBT 101b, and one end of the smoothing capacitor 101c is connected to the emitter of the step-up / down IGBT 101c. The connection point A between the smoothing capacitors 101f and 101g is connected to the compressor motor 15. Here, the voltage at the connection point A of the smoothing capacitors 101f and 101g connected to the compressor motor 15 is divided by the smoothing capacitors 101f and 101g so that the output voltage of the DC power supply 10 is divided. The voltage is lower than the output voltage.

  The three-phase inverter 11 is controlled by the control device 17, converts the boosted DC voltage supplied from the DC power supply 10 into an AC voltage and supplies the AC voltage to the traveling motor generator 13 when the traveling motor generator 13 is in a power running state. Circuit. On the contrary, when the traveling motor generator 13 is in a regenerative state, the AC voltage generated by the traveling motor generator 13 is converted into a DC voltage and output to the DC power supply 10. The three-phase inverter 11 includes inverter IGBTs 11a to 11f and flywheel diodes 11g to 11l.

  The inverter IGBTs 11a to 11f are switching elements for converting a DC voltage into an AC voltage by turning on and off. The inverter IGBTs 11a to 11f are connected in a three-phase bridge. The collectors of the three inverter IGBTs 11a to 11c on the upper side of the three-phase inverter 11 are connected to the collector of the buck-boost IGBT 101b, and the emitters of the three inverter IGBTs 11d to 11f on the lower side are connected to the emitter of the buck-boost IGBT 101c. . The gates of the inverter IGBTs 11 a to 11 f are connected to the control device 17. Furthermore, the connection points of the inverter IGBTs 11a and 11d, the connection points of the inverter IGBTs 11b and 11e, and the connection points of the inverter IGBTs 11c and 11f are connected to the traveling motor generator 13, respectively.

  The flywheel diodes 11g to 11l are elements for converting an AC voltage into a DC voltage by rectification. The anodes of the flywheel diodes 11g to 11l are connected to the emitters of the inverter IGBTs 11a to 11f, and the cathodes are connected to the collectors of the inverter IGBTs 11a to 11f, respectively.

  The three-phase inverter 12 is controlled by the control device 17 and converts the boosted DC voltage supplied from the DC power supply 10 into an AC voltage and supplies it to the traveling motor generator 14 when the traveling motor generator 14 is in a power running state. Circuit. On the contrary, when the traveling motor generator 14 is in a regenerative state, the alternating current voltage generated by the traveling motor generator 14 is converted into a direct current voltage and output to the direct current power source 10. The three-phase inverter 12 is configured by inverter IGBTs 12a to 12f and flywheel diodes 12g to 12l. Here, since the configuration of the three-phase inverter 12 is the same as the configuration of the three-phase inverter 11, a detailed description thereof is omitted.

  The traveling motor generator 13 generates a driving force for driving the driving wheels of the hybrid vehicle by being supplied with an AC voltage via the three-phase inverter 11, and conversely, the driving force is transmitted from the driving wheels of the hybrid vehicle. For example, it is a three-phase synchronous motor that generates an alternating voltage. The traveling motor generator 13 includes armature phase windings 13a to 13c and a rotation angle sensor 13d.

  The armature phase windings 13a to 13c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and conversely, a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 13a to 13c are connected in common, and the other ends of the armature phase windings 13a to 13c are connected to the inverter IGBTs 11a and 11d, the inverter IGBTs 11b and 11e, and the inverter IGBTs 11c and 11f. Are connected to each connection point. A common connection point of the armature phase windings 13 a to 13 c that is a neutral point of the traveling motor generator 13 is connected to the compressor 15 via the relay 16.

  The rotation angle sensor 13 d is a sensor that detects the rotation angle of the traveling motor generator 13, and is connected to the control device 17.

  The traveling motor generator 14 generates a driving force for driving the driving wheels of the hybrid vehicle by being supplied with an AC voltage via the three-phase inverter 12, and conversely, the driving force is transmitted from the driving wheels of the hybrid vehicle. For example, it is a three-phase synchronous motor that generates an alternating voltage. The traveling motor generator 14 includes armature phase windings 14a to 14c and a rotation angle sensor 14d. Here, the configuration of the traveling motor generator 14 is the same as the configuration of the traveling motor generator 13, and a detailed description thereof will be omitted. A common connection point of the armature phase windings 14 a to 14 c that is a neutral point of the traveling motor generator 14 is connected to the compressor 15 via the relay 16.

  The compressor motor 15 is a three-phase synchronous motor, for example, having a smaller output than the traveling motor generators 13 and 14 that generates a driving force for driving the air conditioning compressor when supplied with an AC voltage. The compressor motor 15 includes armature phase windings 15a to 15c. However, a rotation angle sensor such as the traveling motor generators 13 and 14 is not provided.

  The armature phase windings 15a to 15c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 15a to 15c are commonly connected. Further, the other end of the armature phase winding 15a is connected to the neutral point of the traveling motor generator 13 via the relay 16, and the other end of the armature phase winding 15b is connected to the middle of the traveling motor generator 14 via the relay 16. Each is connected to a sex point. Further, the other end of the armature phase winding 15 c is connected to a connection point A of the smoothing capacitors 101 f and 101 g constituting the DC power supply 10.

  The relay 16 is an element that is controlled by the control device 17 and connects and disconnects the armature phase windings 15 a and 15 b of the compressor motor 15 to the neutral point of the traveling motor generators 13 and 14. The relay 16 includes two contact points 16a and 16b. One end of the contact 16 a is connected to the neutral point of the traveling motor generator 13, and the other end is connected to the other end of the armature phase winding 15 a of the compressor motor 15. One end of the contact 16 b is connected to the neutral point of the traveling motor generator 14, and the other end is connected to the other end of the armature phase winding 15 b of the compressor motor 15. The control terminal of the relay 16 is connected to the control device 17.

  The control device 17 is a device that controls the three-phase inverters 11 and 12 to supply AC voltage to the traveling motor generators 13 and 14. The three-phase inverters 11 and 12 are also controlled so that the neutral voltage of the traveling motor generators 13 and 14 to which the compressor motor 15 is connected becomes an AC voltage. The control device 17 includes current sensors 17a and 17b. The input terminals of the control device 17 are connected to the output terminals of the rotation angle sensors 13d and 14d and the output terminals of the current sensors 17a and 17b, respectively. The output terminals are connected to the gates of the step-up / down IGBTs 101b and 101c, the gates of the inverter IGBTs 11a to 11f and 12a to 12f, and the control terminal of the relay 16, respectively.

  Current sensors 17a and 17b are sensors that detect phase currents flowing through armature phase windings 13a to 13c and 14a to 14c of traveling motor generators 13 and 14, respectively. The output terminals of the current sensors 17a and 17b are connected to the control device 17, respectively.

  Next, a specific operation will be described. The hybrid vehicle travels with the driving force of the engine during constant speed traveling with high engine operating efficiency. On the other hand, at the time of start-up and full acceleration at which the engine operation efficiency is low, the vehicle travels using the driving force of the motor generators 13 and 14 for travel.

  Based on the rotation angle detected by the rotation angle sensors 13d and 14d, the controller 17 connects the traveling motor generators 13 and 14 to the connection point A of the smoothing capacitors 101f and 101g via the three-phase inverters 11 and 12. A three-phase AC voltage based on the potential is supplied. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 13a to 13c and 14a to 14c of the traveling motor generators 13 and 14, and the traveling motor generators 13 and 14 have a driving force. appear.

  At this time, when a switch (not shown) of the air conditioning compressor is turned on, the control device 17 is supplied to the traveling motor generator 13 via the three-phase inverter 11 as shown in FIG. Another AC voltage is superimposed on the three-phase AC voltage. Further, as shown in FIG. 2B, with respect to the AC voltage superimposed on the three-phase AC voltage supplied to the traveling motor generator 14 via the three-phase inverter 12 in the traveling motor generator 13, Another AC voltage that is 60 ° out of phase in electrical angle is superimposed. As a result, the voltage at the neutral point of the traveling motor generators 13 and 14 to which the armature phase windings 15a and 15b of the compressor motor 15 are connected becomes a superimposed AC voltage. The superimposed AC voltage is controlled to have a predetermined amplitude and a predetermined frequency with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g.

  Since the armature phase winding 15c of the compressor motor 15 is connected to the connection point A of the smoothing capacitors 101f and 101g, the line between the armature phase windings 15a to 15c of the compressor motor 15 The voltage is a three-phase AC voltage as shown in FIG. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 15a to 15c of the compressor motor 15 as shown in FIG. 3B, and the compressor motor 15 is driven. Generate power.

  The control device 17 uses the phase current flowing in the armature phase windings 13a to 13c of the traveling motor generator 13 detected by the current sensor 17a to drive the electric motor of the compressor motor 15 through the neutral point of the traveling motor generator 13. The phase current flowing through the child phase winding 15a is detected. Further, the armature phase winding of the compressor motor 15 is passed through the neutral point of the traveling motor generator 14 from the phase current flowing through the armature phase windings 14a to 14c of the traveling motor generator 14 detected by the current sensor 17b. The phase current flowing through the line 15b is detected. Further, the phase current flowing in the armature phase winding 15c is detected from the phase current flowing in the armature phase windings 15a and 15b of the compressor motor 15.

  The control device 17 adjusts the frequency of the AC voltage superimposed on the three-phase AC voltage supplied to the traveling motor generators 13 and 14 via the three-phase inverters 11 and 12, and adjusts the rotation speed of the compressor motor 15. Control. Further, between the lines of the compressor motor 15 supplied from the three-phase inverters 11 and 12 through the neutral points of the traveling motor generators 13 and 14 with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g. The amplitude of the superimposed AC voltage is adjusted so that the phase difference between the voltage and the phase current detected based on the current sensors 17a and 17b becomes a predetermined phase difference, and the efficiency of the compressor motor 15 is controlled.

  Here, for example, when a leakage occurs in any one of the armature phase windings 15 a to 15 c of the compressor motor 15, the control device 17 calculates the compressor from the phase current detected based on the current sensors 17 a and 17 b. A failure of the motor 15 is detected. When a failure of the compressor motor 15 is detected, the control device 17 turns off the contacts 16 a and 16 b of the relay 16 and disconnects the compressor motor 15 from the travel motor generators 13 and 14.

Finally, specific effects will be described. According to the first reference embodiment , the three-phase inverters 11 and 12 supply the three-phase AC voltage to the traveling motor generators 13 and 14 respectively, and are connected to the neutral point of the traveling motor generators 13 and 14. An AC voltage can also be supplied to the armature phase windings 15 a and 15 b of the compressor motor 15. Therefore, the compressor motor 15 can be driven to generate a driving force without separately providing a three-phase inverter that supplies a three-phase AC voltage to the compressor motor 15. Therefore, the vehicle driving force control device 1 can be reduced in size and cost.

According to the first reference embodiment , the three-phase inverters 11 and 12 can convert the DC voltage output from the DC power supply 10 into an AC voltage and supply it to the traveling motor generators 13 and 14 and the compressor motor 15. . Further, the AC voltage output from the traveling motor generators 13 and 14 and the compressor motor 15 can be converted into a DC voltage and supplied to the DC power supply 10 to charge the battery 100 a via the step-up / down circuit 101. Therefore, energy can be used efficiently.

According to the first reference embodiment , for the compressor not provided with the rotation angle sensor, the three-phase inverters 11 and 12 are controlled based on the phase difference between the line voltage supplied to the compressor motor 15 and the flowing phase current. The motor 15 can be reliably controlled.

According to the first reference embodiment , the compressor motor 15 is connected by connecting the armature phase winding 15c of the compressor motor 15 to the connection point A of the smoothing capacitors 101f and 101g that is lower than the output voltage of the DC power supply 10. The line voltage between the 15 armature phase windings 15a to 15c can be surely changed to an AC voltage. By the way, the voltage at the neutral point of the traveling motor generators 13 and 14 to which the armature phase windings 15a and 15b of the compressor motor 15 are connected is lower than the output voltage of the DC power supply 10, and the smoothing capacitors 101f and 101g. The AC voltage is based on the potential at the connection point A. Therefore, by connecting the armature phase winding 15c of the compressor motor 15 to the connection point A of the smoothing capacitors 101f and 101g, the line voltage of the compressor motor 15 can be reliably changed to an AC voltage.

According to the first reference embodiment , the controllability of the compressor motor 15 can be improved by making the output of the compressor motor 15 smaller than the travel motor generators 13 and 14. Incidentally, the three-phase inverters 11 and 12 supply a three-phase AC voltage to the traveling motor generators 13 and 14 and also supply an AC voltage to the compressor motor 15 via the neutral point of the traveling motor generators 13 and 14. Supply. Therefore, the controllability of the compressor motor 15 can be improved when the output of the compressor motor 15 is smaller than that of the traveling motor generators 13 and 14 to which the compressor motor 15 is connected.

According to the first reference embodiment , even if the compressor motor 15 fails, the traveling motor generators 13 and 14 are driven without being affected by the failure by disconnecting the failed compressor motor 15 by the relay 16. Can be made.

According to the first reference embodiment , the phase current flowing through the compressor motor 15 can be detected by detecting the current of all phases of the traveling motor generator 13 to which the compressor motor 15 is connected. Therefore, the compressor motor 15 can be reliably controlled.

According to the first reference embodiment , the vehicle driving force control device 1 including the traveling motor generators 13 and 14 and the compressor motor 15 mounted on the hybrid vehicle can be reduced in size and cost.

( Second reference form )
Next, a circuit diagram of the vehicle driving force control apparatus according to the second embodiment is shown in FIG. And with reference to FIG. 4, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only a DC power source that is different from the vehicle driving force control apparatus according to the first reference embodiment will be described, and the description of the common parts other than the necessary parts will be omitted. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 1st reference form .

First, a specific configuration will be described. As shown in FIG. 4, in the vehicle driving force control device 1 according to the first embodiment, the vehicle driving force control device 1 replaces the booster circuit 101 with a smoothing capacitor 102, and the smoothing capacitors 101f and 101g. The other end of the armature phase winding 15c connected to the connection point A is connected to a connection point of a plurality of batteries 100a connected in series.

  The DC power supply 10 is a circuit that outputs a high-voltage DC voltage. The DC power supply 10 includes an assembled battery 100 and a smoothing capacitor 102.

  The assembled battery 100 is a battery that supplies a high-voltage DC voltage to the three-phase inverters 11 and 12. The assembled battery 100 is configured by connecting a plurality of chargeable / dischargeable batteries 100a (batteries) in series. The positive terminal of the assembled battery 100 is connected to the collectors of three inverter IGBTs 11 a to 11 c and 12 a to 12 c on the upper side of the three-phase inverters 11 and 12, respectively. The negative terminal is connected to the emitters of three inverter IGBTs 11d to 11f and 12d to 12f below the three-phase inverters 11 and 12, respectively. Furthermore, one connection point B among the connection points of the plurality of batteries 100 a connected in series is connected to the armature phase winding 15 c of the compressor motor 15. Here, the voltage at the connection point B connected to the armature phase winding 15c of the compressor motor 15 among the connection points of the plurality of batteries 100a connected in series is the output voltage of the assembled battery 100, that is, the direct current. The voltage is lower than the output voltage of the power supply 10.

  The smoothing capacitor 102 is an element that smoothes the high-voltage DC voltage output from the assembled battery 100. It is also an element that smoothes the DC voltage output from the three-phase inverters 11 and 12. One end of the smoothing capacitor 102 is connected to the positive terminal of the assembled battery 100, and the other end is connected to the negative terminal of the assembled battery 100.

Incidentally, the vehicle driving force control device 1 is the same as the vehicle driving force control device 1 according to the first reference embodiment . The control device 17 supplies the traveling motor generators 13 and 14 via the three-phase inverters 11 and 12. The potential at the connection point A of the smoothing capacitors 101f and 101g, which was used as the reference for the phase AC voltage, is replaced with the potential at the connection point B among the connection points of the plurality of batteries 100a connected in series. Is the same as the operation in the first reference embodiment . Therefore, the description about a specific operation | movement is abbreviate | omitted.

Finally, specific effects will be described. According to the second reference embodiment , by connecting the armature phase winding 15c of the compressor motor 15 to the connection point B among the connection points of the plurality of batteries 100a connected in series, the DC power source 10 is reliably connected. The voltage can be lower than the output voltage. Therefore, the line voltage of the compressor motor 15 can be reliably changed to an AC voltage.

( 3rd reference form )
Next, FIG. 5 shows a circuit diagram of the vehicle driving force control apparatus according to the third reference embodiment . And with reference to FIG. 5, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only a DC power source that is different from the vehicle driving force control apparatus according to the first reference embodiment will be described, and the description of the common parts other than the necessary parts will be omitted. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 1st reference form .

First, a specific configuration will be described. As shown in FIG. 5, the vehicle driving force control device 1 replaces the smoothing capacitors 101f and 101g of the booster circuit 101 with a smoothing capacitor 102 in the vehicle driving force control device 1 according to the first reference embodiment . The other end of the armature phase winding 15c connected to the connection point A of the smoothing capacitors 101f and 101g is connected to the positive terminal C of the assembled battery 100.

  The DC power supply 10 is a circuit that outputs a high-voltage DC voltage. The DC power supply 10 includes an assembled battery 100 (battery) and a booster circuit 101.

  The assembled battery 100 is configured by connecting a plurality of chargeable / dischargeable batteries 100a in series. The positive terminal C and the negative terminal of the assembled battery 100 are connected to the step-up / down circuit 101. Further, the positive terminal C of the assembled battery 100 is connected to the other end of the armature phase winding 15 c of the compressor motor 15.

  The step-up / down circuit 101 is a circuit which is controlled by the control device 17 and boosts the DC voltage output from the assembled battery 100 and supplies it to the three-phase inverters 11 and 12. In addition, it is a circuit that steps down the DC voltage output from the three-phase inverters 11 and 12 and charges the assembled battery 100. The step-up / down circuit 101 includes a reactor 101a, step-up / down IGBTs 101b and 101c, flywheel diodes 101d and 101e, and a smoothing capacitor 101h.

  One end of the reactor 101a is connected to the positive terminal C of the assembled battery 101 and the connection point of the step-up / down IGBTs 101b and 101c. The step-up / down IGBTs 101b and 101c are connected in series. Of the step-up / down IGBTs 101b and 101c connected in series, the collector of the step-up / down IGBT 101b and the emitter of the step-up / down IGBT 101c are connected to the three-phase inverters 11 and 12, respectively. Further, the gates of the step-up / down IGBTs 101 b and 101 c are connected to the control device 17. Further, the connection point of the step-up / down IGBTs 101b and 101c is connected to the other end of the reactor 101a. The anodes of the flywheel diodes 101d and 101e are connected to the emitters of the buck-boost IGBTs 101b and 101c, and the cathodes are connected to the collectors of the buck-boost IGBTs 101b and 101c, respectively.

  The smoothing capacitor 101h is an element that smoothes the boosted DC voltage output from the step-up / down circuit 101. It is also an element that smoothes the DC voltage output from the three-phase inverters 11 and 12. One end of the smoothing capacitor 101h is connected to the collector of the buck-boost IGBT 101b, and the other end is connected to the emitter of the buck-boost IGBT 101c.

  Here, the voltage of the positive terminal C of the assembled battery 100 connected to the armature phase winding 15c of the compressor motor 15 is lower than the output voltage of the step-up / down circuit 101, that is, the output voltage of the DC power supply 10. It has become.

Incidentally, the vehicle driving force control device 1 is the same as the vehicle driving force control device 1 according to the first reference embodiment . The control device 17 supplies the traveling motor generators 13 and 14 via the three-phase inverters 11 and 12. The potential at the connection point A of the smoothing capacitors 101f and 101g used as the reference for the phase AC voltage is replaced with the potential at the positive terminal C of the assembled battery 100, and the operation is the same as the operation in the first reference embodiment . is there. Therefore, the description about a specific operation | movement is abbreviate | omitted.

Finally, specific effects will be described. According to the third reference embodiment , the DC power source 10 is reliably connected by connecting the armature phase winding 15c of the compressor motor 15 to the positive terminal C of the assembled battery 100 connected to the preceding stage of the step-up / down circuit 101. The voltage can be lower than the DC voltage output by Therefore, the line voltage of the compressor motor 15 can be reliably changed to an AC voltage.

( 4th reference form )
Next, a circuit diagram of the vehicle driving force control apparatus according to the fourth embodiment is shown in FIG. And with reference to FIG. 6, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only a DC power source, a three-phase inverter, a travel motor generator, a compressor motor, a relay, and a current sensor, which are different from the vehicle driving force control apparatus in the third reference embodiment, will be described, and common parts will be described. The description is omitted except for the necessary portions. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 3rd reference form .

First, a specific configuration will be described. As shown in FIG. 6, the vehicle driving force control device 1 includes a three-phase inverter 18 and a traveling motor generator 19 in addition to the vehicle driving force control device 1 according to the third reference embodiment, and the positive electrode of the assembled battery 100. The other end of the armature phase winding 15 c connected to the terminal C is connected to the neutral point of the traveling motor generator 19 via the contact 16 c added to the relay 16.

  The vehicle driving force control device 1 (driving force control device) includes a DC power source 10, three-phase inverters 11, 12, 18 (bidirectional orthogonal transformation means), and traveling motor generators 13, 14, 19 (previous stage AC motors). ), A compressor motor 15 (rear stage AC motor), a relay 16 (cutting means), and a control device 17 (control means).

  The DC power supply 10 is a circuit that outputs a high-voltage DC voltage. The DC power supply 10 includes an assembled battery 100 and a step-up / down circuit 101.

  The assembled battery 100 is configured by connecting a plurality of chargeable / dischargeable batteries 100a in series. A positive electrode terminal and a negative electrode terminal of the assembled battery 100 are connected to the step-up / down circuit 101.

The step-up / down circuit 101 includes a reactor 101a, step-up / down IGBTs 101b and 101c, flywheel diodes 101d and 101e, and a smoothing capacitor 101h. Since the configuration of the step-up / down circuit 101 is the same as the configuration of the step-up / down circuit 101 in the third reference embodiment , detailed description thereof is omitted.

  The three-phase inverter 18 is controlled by the control device 17, and converts the boosted DC voltage supplied from the DC power supply 10 into an AC voltage and supplies it to the traveling motor generator 19 when the traveling motor generator 19 is in a power running state. Circuit. On the contrary, when the traveling motor generator 19 is in a regenerative state, the alternating current voltage generated by the traveling motor generator 19 is converted into a direct current voltage and output to the direct current power source 10. The three-phase inverter 18 includes inverter IGBTs 18a to 18f and flywheel diodes 18g to 18l. Here, since the configuration of the three-phase inverter 18 is the same as the configuration of the three-phase inverters 11 and 12, detailed description thereof is omitted.

  The traveling motor generator 19 generates a driving force for driving the driving wheels of the hybrid vehicle by being supplied with an AC voltage via the three-phase inverter 18, and conversely, the driving force is transmitted from the driving wheels of the hybrid vehicle. For example, it is a three-phase synchronous motor that generates an alternating voltage. The traveling motor generator 19 includes armature phase windings 19a to 19c and a rotation angle sensor 19d. Here, the configuration of the traveling motor generator 19 is the same as the configuration of the traveling motor generators 13 and 14, and thus detailed description thereof is omitted. A common connection point of the armature phase windings 19 a to 19 c which is a neutral point of the traveling motor generator 19 is connected to the compressor 15 via the relay 16.

  The compressor motor 15 is, for example, a three-phase synchronous motor having a smaller output than the traveling motor generators 13, 14, and 19 that generates a driving force for driving the air conditioning compressor when supplied with an AC voltage. The compressor motor 15 includes armature phase windings 15a to 15c. However, a rotation angle sensor such as the traveling motor generators 13, 14, 19 is not provided.

  The armature phase windings 15a to 15c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 15a to 15c are commonly connected. The other ends of the armature phase windings 15 a to 15 c are connected to the neutral points of the traveling motor generators 13, 14, and 19 via the relay 16.

  The relay 16 is an element that is controlled by the control device 17 and connects and disconnects the armature phase windings 15a, 15b, and 15c of the compressor motor 15 to the neutral points of the traveling motor generators 13, 14, and 19. The relay 16 includes three contact points 16a to 16c. One end of each of the contacts 16 a to 16 c is connected to the neutral point of the traveling motor generators 13, 14 and 19, and the other end is connected to the other end of the armature phase windings 15 a to 15 c of the compressor motor 15. The control terminal of the relay 16 is connected to the control device 17.

  The control device 17 is a device that controls the three-phase inverters 11, 12, and 19 to supply AC voltage to the traveling motor generators 13, 14, and 19. The three-phase inverters 11, 12, and 18 are also controlled so that the neutral voltage of the traveling motor generators 13, 14, and 19 connected to the compressor motor 15 becomes an AC voltage. The control device 17 includes current sensors 17c to 17e. The input terminal of the control device 17 is connected to the output terminals of the rotation angle sensors 13d, 14d, and 19d and the output terminals of the current sensors 17c to 17e, respectively. The output terminals are connected to the gates of the step-up / down IGBTs 101b and 101c, the inverter IGBTs 11a to 11f, 12a to 12f, and 19a to 19f, and the control terminal of the relay 16, respectively.

  Current sensors 17c to 17e are sensors that detect phase currents flowing through armature phase windings 13a, 13b, 14a, 14b, 19a, and 19b of travel motor generators 13, 14, and 19. The output terminals of the current sensors 17c to 17e are connected to the control device 17, respectively.

  Next, a specific operation will be described. The hybrid vehicle travels with the driving force of the engine during constant speed traveling with high engine operating efficiency. On the other hand, at the time of start-up and full acceleration at which the engine operation efficiency is low, the vehicle travels using the driving force of the travel motor generators 13, 14, and 19.

  Based on the rotation angles detected by the rotation angle sensors 13d, 14d, and 19d, the control device 17 applies a three-phase AC voltage to the traveling motor generators 13, 14, and 19 via the three-phase inverters 11, 12, and 18. Supply. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 13 a to 13 c, 14 a to 14 c, and 19 a to 19 c of the traveling motor generators 13, 14, and 19. , 14 and 19 generate a driving force.

  At this time, when a switch (not shown) of the air-conditioning compressor is turned on, the control device 17 adds another AC voltage to the three-phase AC voltage supplied to the traveling motor generator 13 via the three-phase inverter 11. Is superimposed. In addition, the three-phase AC voltage supplied to the traveling motor generator 14 via the three-phase inverter 12 is different from the alternating voltage superimposed in the traveling motor generator 13 by 60 ° in electrical angle. The AC voltage is superimposed. In addition, the three-phase AC voltage supplied to the traveling motor generator 19 via the three-phase inverter 18 is 60 ° out of phase with the AC voltage superimposed on the traveling motor generator 14 by an electrical angle. The AC voltage is superimposed. As a result, the voltage at the neutral point of the traveling motor generators 13, 14, 19 to which the armature phase windings 15 a to 15 c of the compressor motor are connected becomes a superimposed AC voltage. The superimposed alternating voltage is controlled to have a predetermined amplitude and a predetermined frequency. Therefore, the line voltage of the armature phase windings 15a to 15c of the compressor motor 15 is a three-phase AC voltage. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 15a to 15c of the compressor motor 15, and the compressor motor 15 generates a driving force.

  The control device 17 detects the magnitude or polarity of the phase current flowing in the armature phase winding 15c of the compressor motor 15 by the current sensor 17f.

  The control device 17 adjusts the frequency of the AC voltage superimposed on the three-phase AC voltage supplied to the traveling motor generators 13, 14, 19 via the three-phase inverters 11, 12, 18, and the compressor motor 15 Control the number of revolutions. Further, the line voltage of the compressor motor 15 supplied from the three-phase inverters 11, 12, 18 through the neutral points of the motor generators 13, 14, 19 for traveling and the phase current detected by the current sensor 17f The amplitude of the superimposed AC voltage is adjusted so that the phase difference becomes a predetermined phase difference, and the efficiency of the compressor motor 15 is controlled.

  Here, for example, when a leakage occurs in any one of the armature phase windings 15 a to 15 c of the compressor motor 15, the control device 17 determines the compressor motor 15 from the phase current detected by the current sensor 17 f. Detect failure. When a failure of the compressor motor 15 is detected, the control device 17 turns off the contacts 16 a to 16 c of the relay 16 and disconnects the compressor motor 15 from the travel motor generators 13, 14, and 19.

Finally, specific effects will be described. According to the fourth reference embodiment , the compressor motor 15 can be reliably controlled by detecting the magnitude or polarity of the phase current of the armature phase winding 15c of the compressor motor 15 by the current sensor 17f. .

( First embodiment )
Next, FIG. 7 shows a circuit diagram of the vehicle driving force control apparatus according to the first embodiment . And with reference to FIG. 7, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only the single-phase inverter, the compressor motor, the relay, and the control device, which are different from the vehicle driving force control device in the first reference embodiment, will be described, and the common portions will be described other than the necessary portions. Is omitted. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 1st reference form .

First, a specific configuration will be described. As shown in FIG. 7, the vehicle driving force control device 1 replaces the three-phase inverter 12 and the traveling motor generator 14 with a single-phase inverter 20 in the vehicle driving force control device 1 in the first reference embodiment , The other end of the armature phase winding 15 b connected to the neutral point of the traveling motor generator 14 via the relay 16 is connected to the single-phase inverter 20.

  The vehicle driving force control device 1 (driving force control device) includes a DC power supply 10, a three-phase inverter 11 (bidirectional orthogonal transform means, first bidirectional orthogonal transform means), and a traveling motor generator 13 (previous stage AC). Motor), single-phase inverter 20 (second bidirectional orthogonal transformation means), compressor motor 15 (rear stage AC motor), relay 16 (cutting means), and control device 17 (control means). ing.

  The single-phase inverter 20 is a circuit that is controlled by the control device 17, converts the boosted DC voltage supplied from the DC power supply 10 into a single-phase AC voltage, and supplies the single-phase AC voltage to one phase of the compressor motor 15. Conversely, it is also a circuit that converts an AC voltage generated by the compressor motor 15 into a DC voltage and outputs the DC voltage to the DC power supply 10. The single phase inverter 20 includes inverter IGBTs 20a and 20b and flywheel diodes 20c and 20d.

  The inverter IGBTs 20a and 20b are switching elements for converting a DC voltage into an AC voltage by turning on and off. The inverter IGBTs 20a and 20b are connected in series. Of the inverter IGBTs 20a and 20b connected in series, the collector of the inverter IGBT 20a is connected to the collector of the step-up / down IGBT 101b, and the emitter of the inverter IGBT 20b is connected to the emitter of the step-up / down IGBT 101c. The gates of the inverter IGBTs 20a and 20b are connected to the control device 17, respectively. Furthermore, the connection points of the inverter IGBTs 20a and 20b are connected to the compressor motor 15, respectively.

  The flywheel diodes 20c and 20d are elements for converting an AC voltage into a DC voltage by rectification. The anodes of the flywheel diodes 20c and 20d are connected to the emitters of the inverter IGBTs 20a and 20b, and the cathodes are connected to the collectors of the inverter IGBTs 20a and 20b, respectively.

  The compressor motor 15 is, for example, a three-phase synchronous motor that generates a driving force for driving the air conditioning compressor by being supplied with an AC voltage and has a smaller output than the traveling motor generator 13. The compressor motor 15 includes armature phase windings 15a to 15c. However, a rotation angle sensor such as the traveling motor generator 13 is not provided.

  The armature phase windings 15a to 15c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 15a to 15c are commonly connected. Further, the other end of the armature phase winding 15 a is at the neutral point of the traveling motor generator 13 via the relay 16, and the other end of the armature phase winding 15 b is an inverter IGBT 20 a, 20 b constituting the single phase inverter 20. Are connected to each connection point. Further, the other end of the armature phase winding 15 c is connected to a connection point A of the smoothing capacitors 101 f and 101 g constituting the DC power supply 10.

  The relay 16 is an element that is controlled by the control device 17 and connects and disconnects the armature phase winding 15 a of the compressor motor 15 to the neutral point of the traveling motor generator 13. The relay 16 includes a single contact 16a. One end of the contact 16 a is connected to the neutral point of the traveling motor generator 13, and the other end is connected to the other end of the armature phase winding 15 a of the compressor motor 15. The control terminal of the relay 16 is connected to the control device 17.

  The control device 17 supplies the three-phase AC voltage to the traveling motor generator 13 and also the three-phase inverter 11 so that the neutral voltage of the traveling motor generator 13 to which the compressor motor 15 is connected becomes the AC voltage. It is a device that controls. Moreover, it is also a device that controls the single-phase inverter 20 so that the voltage of the armature phase winding 15b of the compressor motor 15 becomes an AC voltage. The control device 17 includes a current sensor 17a. The input terminal of the control device 17 is connected to the output terminal of the rotation angle sensor 13d and the output terminal of the current sensor 17a. The output terminals are connected to the gates of the step-up / down IGBTs 101b and 101c, the gates of the inverter IGBTs 11a to 11f, 20a and 20b, and the control terminal of the relay 16, respectively.

  The current sensor 17 a is a sensor that detects a phase current flowing through the armature phase windings 13 a to 13 c of the traveling motor generator 13. The output terminal of the current sensor 17 a is connected to the control device 17.

  Next, a specific operation will be described. The hybrid vehicle travels with the driving force of the engine during constant speed traveling with high engine operating efficiency. On the other hand, at the time of start-up and full acceleration where the engine operation efficiency is low, the vehicle travels using the driving force of the travel motor generator 13.

  Based on the rotation angle detected by the rotation angle sensor 13d, the control device 17 is connected to the traveling motor generator 13 via the three-phase inverter 11 with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g. Supply phase AC voltage. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 13a to 13c of the traveling motor generator 13, and the traveling motor generator 13 generates a driving force.

  At this time, when a switch (not shown) of the air-conditioning compressor is turned on, the control device 17 adds another AC voltage to the three-phase AC voltage supplied to the traveling motor generator 13 via the three-phase inverter 11. Is superimposed. As a result, the voltage at the neutral point of the traveling motor generator 13 to which the armature phase winding 15a of the compressor motor is connected becomes a superimposed AC voltage. The superimposed AC voltage is controlled to have a predetermined amplitude and a predetermined frequency with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g. Further, the control device 17 has an electrical angle of 60 ° with respect to the AC voltage superimposed on the armature phase winding 15 b of the compressor motor 15 in the traveling motor generator 13 via the single-phase inverter 20. Supply shifted AC voltage. This AC voltage is also controlled to have a predetermined amplitude and a predetermined frequency with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g.

  Since the armature phase winding 15c of the compressor motor 15 is connected to the connection point A of the smoothing capacitors 101f and 101g, the line voltage of the armature phase windings 15a to 15c of the compressor motor 15 is 3 Phase AC voltage. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 15a to 15c of the compressor motor 15, and the compressor motor 15 generates a driving force.

  The control device 17 uses the phase current flowing in the armature phase windings 13a to 13c of the traveling motor generator 13 detected by the current sensor 17a to drive the electric motor of the compressor motor 15 through the neutral point of the traveling motor generator 13. The phase current flowing through the child phase winding 15a is detected.

  The control device 17 adjusts the frequency of the AC voltage superimposed on the three-phase AC voltage supplied to the traveling motor generator 13 via the three-phase inverter 11 and the AC voltage supplied from the single-phase inverter 20, The rotational speed of the motor 15 is controlled. Further, it is detected based on the line voltage of the compressor motor 15 supplied from the three-phase inverter 11 and the single-phase inverter 20 and the current sensor 17a with reference to the potential at the connection point A of the smoothing capacitors 101f and 101g. The amplitude of the superimposed AC voltage is adjusted so that the phase difference between the phase currents becomes a predetermined phase difference, and the efficiency of the compressor motor 15 is controlled.

  Here, for example, when a leakage occurs in any one of the armature phase windings 15a to 15c of the compressor motor 15, the control device 17 calculates the compressor motor from the phase current detected based on the current sensor 17a. 15 faults are detected. When a failure of the compressor motor 15 is detected, the control device 17 turns off the contact 16 a of the relay 16 and disconnects the compressor motor 15 from the travel motor generator 13.

Finally, specific effects will be described. According to the first embodiment , the three-phase inverter 11 supplies a three-phase AC voltage to the traveling motor generator 13 and the armature of the compressor motor 15 connected to the neutral point of the traveling motor generator 13. An AC voltage can also be supplied to the phase winding 15a. Further, the single-phase inverter 20 can supply an AC voltage to the armature phase winding 15 b of the compressor motor 15. Further, by connecting the armature phase winding 15c of the compressor motor 15 to the connection point A of the smoothing capacitors 101f and 101g, the voltage can be made lower than the output voltage of the DC power supply 10. As a result, the line voltage between the armature phase windings 15a to 15c of the compressor motor 15 can be reliably changed to an AC voltage. Therefore, the compressor motor 15 can be driven by the single-phase inverter 20 having a simpler configuration without generating a three-phase inverter that supplies a three-phase AC voltage to the compressor motor 15 and a driving force can be generated. . Therefore, the vehicle driving force control device 1 can be reduced in size and cost.

According to the first embodiment , the three-phase inverter 11 and the single-phase inverter 20 convert the DC voltage output from the DC power supply 10 into an AC voltage and supply it to the traveling motor generator 13 and the compressor motor 15. it can. Further, the AC voltage output from the traveling motor generator 13 and the compressor motor 15 can be converted into a DC voltage and supplied to the DC power source 10 to charge the battery 100 a via the step-up / down circuit 101. Therefore, energy can be used efficiently.

According to the first embodiment , the rotation angle sensor is provided by controlling the three-phase inverter 11 and the single-phase inverter 20 based on the phase difference between the line voltage supplied to the compressor motor 15 and the flowing phase current. It is possible to reliably control the compressor motor 15 that is not present.

( Second Embodiment )
Next, FIG. 8 shows a circuit diagram of the vehicle driving force control apparatus according to the second embodiment . And with reference to FIG. 8, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only the two-phase inverter, the compressor motor, the relay, and the control device, which are different from the vehicle driving force control device in the fourth reference embodiment, will be described, and the common portions will be described other than the necessary portions. Is omitted. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 4th reference form .

First, a specific configuration will be described. As shown in FIG. 8, the vehicular driving force control device 1 is a vehicular driving force control device 1 according to the fourth embodiment, in which the three-phase inverters 12 and 18 and the traveling motor generators 14 and 19 are replaced with the two-phase inverter 21. In addition to the replacement, the other end of the armature phase windings 15 b and 15 c connected to the neutral point of the traveling motor generators 14 and 19 via the relay 16 is connected to the two-phase inverter 21.

  The vehicle driving force control device 1 (driving force control device) includes a DC power supply 10, a three-phase inverter 11 (bidirectional orthogonal transform means, first bidirectional orthogonal transform means), and a traveling motor generator 13 (previous stage AC). Motor), two-phase inverter 21 (second bidirectional orthogonal transformation means), compressor motor 15 (rear stage AC motor), relay 16 (cutting means), and control device 17 (control means). ing.

  The two-phase inverter 21 is a circuit that is controlled by the control device 17, converts the boosted DC voltage supplied from the DC power supply 10 into a two-phase AC voltage, and supplies it to the two phases of the compressor motor 15. Conversely, it is also a circuit that converts an AC voltage generated by the compressor motor 15 into a DC voltage and outputs the DC voltage to the DC power supply 10. The two-phase inverter 21 includes inverter IGBTs 21a to 21d and flywheel diodes 21e to 21h.

  The inverter IGBTs 21a to 21d are switching elements for converting a DC voltage into an AC voltage by turning on and off. The inverter IGBTs 21a to 21d are connected in a two-phase bridge. The collectors of the two inverter IGBTs 21a and 21b on the upper side of the two-phase inverter 21 are connected to the collector of the buck-boost IGBT 101b, and the emitters of the two inverter IGBTs 21c and 21d on the lower side are connected to the emitter of the buck-boost IGBT 101c. . The gates of the inverter IGBTs 21a to 21d are connected to the control device 17, respectively. Furthermore, the connection points of the inverter IGBTs 21a and 21c and the connection points of the inverter IGBTs 21b and 21d are connected to the compressor motor 15, respectively. Here, the inverter IGBTs 21a to 21d and the step-up / down IGBTs 101b and 101c are constituted by one module.

  The flywheel diodes 21e to 21h are elements for converting AC voltage into DC voltage by rectification. The anodes of the flywheel diodes 21e to 21h are connected to the emitters of the inverter IGBTs 21a to 21d, and the cathodes are connected to the collectors of the inverter IGBTs 21a to 21d.

  The compressor motor 15 is, for example, a three-phase synchronous motor that generates a driving force for driving the air conditioning compressor by being supplied with an AC voltage and has a smaller output than the traveling motor generator 13. The compressor motor 15 includes armature phase windings 15a to 15c. However, a rotation angle sensor such as the traveling motor generator 13 is not provided.

  The armature phase windings 15a to 15c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 15a to 15c are commonly connected. The other end of the armature phase winding 15 a is connected to a neutral point of the traveling motor generator 13 through a relay 16. Furthermore, the other ends of the armature phase windings 15 b and 15 c are connected to the connection point of the inverter IGBTs 21 a and 21 c and the connection point of the inverter IGBTs 21 b and 21 d, respectively, which constitute the two-phase inverter 21.

  The relay 16 is an element that is controlled by the control device 17 and connects and disconnects the armature phase winding 15 a of the compressor motor 15 to the neutral point of the traveling motor generator 13. The relay 16 includes a single contact 16a. One end of the contact 16 a is connected to the neutral point of the traveling motor generator 13, and the other end is connected to the other end of the armature phase winding 15 a of the compressor motor 15. The control terminal of the relay 16 is connected to the control device 17.

  The control device 17 supplies the three-phase AC voltage to the traveling motor generator 13 and also the three-phase inverter 11 so that the neutral voltage of the traveling motor generator 13 to which the compressor motor 15 is connected becomes the AC voltage. It is a device that controls. Moreover, it is also a device that controls the two-phase inverter 21 so that the voltage of the armature phase windings 15b and 15c of the compressor motor 15 becomes an AC voltage. The control device 17 includes current sensors 17c and 17f. The input terminal of the control device 17 is connected to the output terminal of the rotation angle sensor 13d and the output terminals of the current sensors 17c and 17f, respectively. The output terminals are connected to the gates of the buck-boost IGBTs 101b and 101c, the inverter IGBTs 11a to 11f and 21a to 21d, and the control terminal of the relay 16, respectively.

  The current sensor 17 c is a sensor that detects a phase current flowing through the armature phase windings 13 a and 13 b of the traveling motor generator 13. The current sensor 17 f is a sensor that detects a phase current flowing through the armature phase winding 15 c of the compressor motor 15. The output terminals of the current sensors 17c and 17f are connected to the control device 17, respectively.

  Next, a specific operation will be described. The hybrid vehicle travels with the driving force of the engine during constant speed traveling with high engine operating efficiency. On the other hand, at the time of start-up and full acceleration where the engine operation efficiency is low, the vehicle travels using the driving force of the travel motor generator 13.

  The control device 17 supplies a three-phase AC voltage to the traveling motor generator 13 via the three-phase inverter 11 based on the rotation angle detected by the rotation angle sensor 13d. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 13a to 13c of the traveling motor generator 13, and the traveling motor generator 13 generates a driving force.

  At this time, when a switch (not shown) of the air-conditioning compressor is turned on, the control device 17 adds another AC voltage to the three-phase AC voltage supplied to the traveling motor generator 13 via the three-phase inverter 11. Is superimposed. Thus, the voltage at the neutral point of the traveling motor generator 13 to which the armature phase winding 15a of the compressor motor 15 is connected becomes the superimposed AC voltage. The superimposed alternating voltage is controlled to have a predetermined amplitude and a predetermined frequency. Further, the control device 17 has an electrical angle of 60 ° with respect to the AC voltage superimposed on the armature phase windings 15 b and 15 c of the compressor motor 15 in the traveling motor generator 13 via the two-phase inverter 21. , A two-phase AC voltage that is 120 ° out of phase is supplied. This two-phase AC voltage is also controlled to have a predetermined amplitude and a predetermined frequency. Therefore, the line voltage of the armature phase windings 15a to 15c of the compressor motor 15 is a three-phase AC voltage. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 15a to 15c of the compressor motor 15, and the compressor motor 15 generates a driving force.

  The control device 17 detects the magnitude or polarity of the phase current flowing in the armature phase winding 15c of the compressor motor 15 by the current sensor 17f.

  The control device 17 adjusts the frequency of the AC voltage superimposed on the three-phase AC voltage supplied to the traveling motor generator 13 via the three-phase inverter 11 and the frequency of the two-phase AC voltage supplied from the two-phase inverter 21. The number of rotations of the compressor motor 15 is controlled. Further, the three-phase inverter is arranged so that the phase difference between the line voltage of the compressor motor 15 supplied from the three-phase inverter 11 and the two-phase inverter 21 and the phase current detected by the current sensor 17f becomes a predetermined phase difference. 11 adjusts the amplitude of the superimposed AC voltage supplied from 11 and the two-phase AC voltage supplied from the two-phase inverter 21 to control the efficiency of the compressor motor 15.

  Here, for example, when a leakage occurs in any one of the armature phase windings 15 a to 15 c of the compressor motor 15, the control device 17 determines the compressor motor 15 from the phase current detected by the current sensor 17 f. Detect failure. When a failure of the compressor motor 15 is detected, the control device 17 turns off the contact 16 a of the relay 16 and disconnects the compressor motor 15 from the travel motor generator 13.

Finally, specific effects will be described. According to the second embodiment, by configuring the step-up / down IGBTs 101b and 101c and the inverter IGBTs 21a to 21d as one module, the vehicle driving force control device 1 can be further reduced in size and cost.

( 5th reference form )
Next, a circuit diagram of the vehicle driving force control apparatus according to the fifth embodiment is shown in FIG. And with reference to FIG. 9, it demonstrates concretely in order of a structure, operation | movement, and an effect. Here, only the compressor motor that is different from the vehicle driving force control apparatus according to the second embodiment will be described, and the description of the common parts will be omitted except for the necessary parts. In addition, the same code | symbol is attached | subjected and demonstrated to the element same as 2nd Embodiment .

First, a specific configuration will be described. As shown in FIG. 9, the vehicle driving force control device 1 includes an armature phase winding 15 a that is connected to the neutral point of the traveling motor generator 13 in the vehicle driving force control device 1 according to the second embodiment. Is connected to the positive terminal C of the battery pack 100.

  The vehicle driving force control device 1 (driving force control device) includes a DC power supply 10, a three-phase inverter 11, a traveling motor generator 13, a two-phase inverter 21 (bidirectional orthogonal transformation means), and a compressor motor 15. (AC motor) and a control device 17 (control means).

  The compressor motor 15 is, for example, a three-phase synchronous motor that generates a driving force for driving the air conditioning compressor by being supplied with an AC voltage and has a smaller output than the traveling motor generator 13. The compressor motor 15 includes armature phase windings 15a to 15c. However, a rotation angle sensor such as the traveling motor generator 13 is not provided.

  The armature phase windings 15a to 15c are windings that generate a magnetic flux for generating a driving force when a voltage is applied and a current flows, and a voltage that is generated when the interlinkage magnetic flux changes. is there. One ends of the armature phase windings 15a to 15c are commonly connected. The other end of the armature phase winding 15a is connected to the positive terminal C of the assembled battery 100 (battery).

  Next, a specific operation will be described. The hybrid vehicle travels with the driving force of the engine during constant speed traveling with high engine operating efficiency. On the other hand, at the time of start-up and full acceleration where the engine operation efficiency is low, the vehicle travels using the driving force of the travel motor generator 13.

  The control device 17 supplies a three-phase AC voltage to the traveling motor generator 13 via the three-phase inverter 11 based on the rotation angle detected by the rotation angle sensor 13d. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 13a to 13c of the traveling motor generator 13, and the traveling motor generator 13 generates a driving force.

  At this time, when the switch (not shown) of the air conditioning compressor is turned on, the control device 17 connects the armature phase windings 15b and 15c of the compressor motor 15 to the armature phase windings 15b and 15c via the two-phase inverter 21. A two-phase AC voltage with an electrical angle shifted by 60 ° with respect to the potential of the positive terminal C is supplied. This two-phase AC voltage is controlled to have a predetermined amplitude and a predetermined frequency.

  Since the armature phase winding 15a of the compressor motor 15 is connected to the positive terminal C of the assembled battery 100, the line voltage of the armature phase windings 15a to 15c of the compressor motor 15 is a three-phase AC voltage. It becomes. By supplying the three-phase AC voltage, a three-phase AC current flows through the armature phase windings 15a to 15c of the compressor motor 15, and the compressor motor 15 generates a driving force.

  The control device 17 detects the magnitude or polarity of the phase current flowing in the armature phase winding 15c of the compressor motor 15 by the current sensor 17f.

  The control device 17 adjusts the frequency of the two-phase AC voltage supplied via the two-phase inverter 21 and controls the rotation speed of the compressor motor 15. Further, the phase difference between the line voltage of the compressor motor 15 supplied from the two-phase inverter 21 and the phase current detected by the current sensor 17f with respect to the potential of the positive terminal C of the assembled battery 100 is a predetermined level. The efficiency of the compressor motor 15 is controlled by adjusting the amplitude of the two-phase AC voltage supplied from the two-phase inverter 21 so as to achieve a phase difference.

Finally, specific effects will be described. According to the fifth reference embodiment , the output of the DC power supply 10 is obtained by connecting the armature phase winding 15a of the compressor motor 15 to the positive terminal C of the assembled battery 100 connected to the preceding stage of the step-up / down circuit 101. The voltage can be lower than the voltage. Further, the two-phase inverter 21 can supply a two-phase AC voltage to the armature phase windings 15b and 15c. Therefore, the compressor motor 15 can be driven by the two-phase inverter 21 having a simpler configuration without generating a separate three-phase inverter for supplying a three-phase AC voltage to the compressor motor 15 to generate a driving force. . Therefore, the vehicle driving force control device 1 can be reduced in size and cost.

According to the fifth reference embodiment , the two-phase inverter 21 can convert the DC voltage output from the DC power supply 10 into an AC voltage and supply it to the compressor motor 15. Further, the AC voltage output from the compressor motor 15 can be converted into a DC voltage and supplied to the DC power supply 10 to charge the battery 100 a via the step-up / down circuit 101. Therefore, energy can be used efficiently.

According to the fifth reference embodiment , the compressor motor not provided with the rotation angle sensor is controlled by controlling the two-phase inverter 21 based on the phase difference between the line voltage supplied to the compressor motor 15 and the flowing phase current. 15 can be reliably controlled.

According to the fifth reference embodiment , by configuring the step-up / down IGBTs 101b and 101c and the two-phase inverter IGBTs 21a to 21d as one module, the vehicle driving force control device 1 can be further reduced in size and cost. .

According to the fifth reference embodiment , the compressor motor 15 can be reliably controlled by detecting the magnitude or polarity of the phase current of the armature phase winding 15c of the compressor motor 15 by the current sensor 17f. .

According to the fifth reference embodiment , the vehicle driving force control device 1 including the compressor motor 15 mounted on the hybrid vehicle can be reduced in size and cost.

  In the above-described embodiment, an example of a vehicle driving force control device that generates a driving force by controlling a traveling motor generator and a compressor motor mounted on a hybrid vehicle is described. However, the present invention is not limited thereto. is not. The compressor motor may be, for example, a heat recovery generator that is mounted on a hybrid vehicle and generates an AC voltage by transmitting a driving force generated by thermal expansion generated by the expander.

The circuit diagram of the driving force control device for vehicles in the 1st reference form is shown. The phase voltage waveform of the motor for driving | running | working in FIG. 1 is shown. The line voltage waveform and phase current waveform of the compressor motor in FIG. 1 are shown. The circuit diagram of the driving force control device for vehicles in the 2nd reference form is shown. The circuit diagram of the driving force control device for vehicles in the 3rd reference form is shown. The circuit diagram of the driving force control device for vehicles in the 4th reference form is shown. The circuit diagram of the driving force control device for vehicles in a 1st embodiment is shown. The circuit diagram of the vehicle driving force control apparatus in 2nd Embodiment is shown. The circuit diagram of the driving force control device for vehicles in the 5th reference form is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle driving force control apparatus, 10 ... DC power supply, 100 ... Battery pack, 100a ... Battery, 101 ... Buck-boost circuit, 101a ... Reactor, 101b, 101c ... Buck-boost IGBT, 101d, 101e ... flywheel diode, 101f, 101g, 101h, 102 ... smoothing capacitor, 11, 12, 18 ... three-phase inverter, 11a-11f, 12a-12f, 18a 18f, ... IGBT for inverter, 11g to 11l, 12g to 12l, 18g to 18l, ... Flywheel diode, 13, 14, 19 ... Motor generator for traveling, 13a to 13c, 14a to 14c, 19a to 19c ... armature phase windings, 13d, 14d, 19d ... rotation angle sensor, 15 ... compression Motor, 15a-15c ... armature phase winding, 16 ... relay, 16a-16c ... contact, 17 ... control device, 17a-17f ... current sensor, 20 ... single Phase inverter, 20a, 20b ... IGBT for inverter, 20c, 20d ... Flywheel diode, 21 ... Two-phase inverter, 21a-21d ... IGBT for inverter, 21e-21h ... Flywheel diode

Claims (14)

  A DC power source that outputs a DC voltage, a first orthogonal transform unit that is connected to the DC power source and converts the DC voltage to an AC voltage, and is connected to the first orthogonal transform unit to be driven by being supplied with an AC voltage A pre-stage AC motor that generates an AC voltage by generating a force and a driving force transmitted thereto, a second orthogonal transform unit that is connected to the DC power source and converts the DC voltage into an AC voltage, Any other phase is connected to the neutral point of the previous stage AC motor and connected to the second orthogonal transform means, and an AC voltage is supplied to generate a driving force and transmit the driving force to the AC voltage. A second-stage AC motor for generating the first-stage AC motor, and an AC voltage is supplied to the first-stage AC motor, and the first orthogonal transformation means is controlled so that a neutral voltage of the first-stage AC motor becomes an AC voltage. Up to Driving force control apparatus characterized by a control means for controlling the second orthogonal transformation means so as to supply pressure. The first orthogonal transformation means and the second orthogonal transformation means are first bidirectional orthogonal transformation means and second bidirectional orthogonal transformation means for bidirectionally converting a DC voltage and an AC voltage. The driving force control apparatus according to claim 1 . The latter-stage AC motor does not include a rotation angle sensor,
The control means controls the first bidirectional orthogonal transformation means and the second bidirectional orthogonal transformation means on the basis of the phase difference between the alternating voltage supplied to the subsequent AC motor and the flowing alternating current. The driving force control apparatus according to claim 2 . The DC power source comprises a battery and a boosting unit that boosts a DC voltage output from the battery,
4. The driving force control apparatus according to claim 2 , wherein each of the boosting unit and the second bidirectional orthogonal transform unit includes a switching element, and the switching element is configured by one module. 5. . 5. The driving force control device according to claim 1 , wherein the rear-stage AC motor is connected to a predetermined point at which any one phase becomes a voltage lower than a DC voltage output from the DC power supply. The DC power supply includes a plurality of capacitors connected in series between output terminals,
6. The driving force control apparatus according to claim 5 , wherein the predetermined point is one of connection points of the plurality of capacitors. The DC power source is composed of a plurality of batteries connected in series,
6. The driving force control apparatus according to claim 5 , wherein the predetermined point is one of connection points of the plurality of batteries. The DC power source comprises a battery and a boosting unit that boosts a DC voltage output from the battery,
6. The driving force control apparatus according to claim 5 , wherein the predetermined point is a positive electrode terminal of the battery. 9. The driving force control apparatus according to claim 1 , wherein the rear-stage AC motor has a smaller output than the front-stage AC motor to which any phase is connected. The driving force control apparatus according to claim 1, further comprising a cutting unit that electrically disconnects the front-stage AC motor and the rear-stage AC motor. 11. The driving force control apparatus according to claim 1 , wherein the control means detects currents of all phases of at least one front-stage AC motor to which the rear-stage AC motor is connected. 12. The driving force control apparatus according to claim 1 , wherein the control means detects a magnitude or polarity of a current of at least one phase of the rear AC motor. At least one of the front-stage AC motors to which one of the phases of the rear-stage AC motor is connected generates a driving force for running the hybrid vehicle by being supplied with an AC voltage, and the driving force is transmitted to the front-stage AC motor. 13. The driving force control device according to claim 1 , wherein the driving force generator is a traveling motor generator that generates an alternating voltage. The latter-stage AC motor is supplied with an AC voltage to generate a driving force for driving the compressor, or a driving force due to thermal expansion generated by the expander is transmitted to generate an AC voltage. 14. The driving force control device according to claim 1 , wherein the driving force control device is a heat recovery generator.

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