FR2897211A1 - Triphase synchronous motor generator controlling device for motor vehicle, has arithmetic unit calculating restarting excitation angle on stator phase, and source supplying phase with voltage such that voltage is higher than preset voltage - Google Patents

Abstract

The device has a rotor position detector circuit (24) e.g. resolver, detecting a position of a rotor (1F) e.g. field magnet, and a direct current-alternating current converter (2) arranged to input/output current in/from a synchronous triphase motor generator. The converter has an arithmetic unit (21) calculating a restarting angle of excitation on a phase of a stator (1A) e.g. armature, based on a voltage at terminals. A direct current supply source (3) e.g. battery, supplies the phase with the voltage having rectangular waves such that voltage is higher than a preset voltage.

Description

DEVICE FOR CONTROLLING MOTOR VEHICLE MOTOR VEHICLE BACKGROUND

  FIELD OF THE INVENTION The present invention relates to a motor vehicle engine control device intended to be controlled by a DC-AC (DC-AC) converter. 2. Description of the Related Art For example, JP-A-2004-320861 proposes an inexpensive control device for a three-phase motor-generator whose maximum current capacity and the maximum permissible loss of its semiconductor transistors. metal oxide (MOS) conductors are reduced and the cost of the MOS transistors and the control circuit is reduced by abolishing the pulse width modulation control scheme (PWM) to regulate the maximum current value which circulates to the motor-generator and through the regulation, in a DC-AC converter, the excitation angle and the current phase advance angle to operate the motor-generator. Therefore, the motor vehicle engine control device comprises a DC-AC converter interposed between an armature winding of an automobile engine-generator and a DC power source for supplying AC power to the winding. induced by a switching means connection / disconnection, in which two excitation schemes, i.e. a 180 degree excitation angle control scheme, are provided to drive the switching means on an electrical angle of almost 180 degrees and a 120 degree excitation angle control pattern to drive it at an electrical angle of almost 120 degrees, and current estimating means for estimating a current flowing in the switching means at startup. During the start operation with the motor-generator, when the current estimation means estimates that a current is greater than a predetermined value, the excitation angle control pattern is selected at 120 degrees. When the current estimating means estimates that a current is less than the predetermined value, the 180 degree excitation angle control pattern is selected. Meanwhile, it is known that the 12 V lead-acid battery conventionally used as a DC power source has an internal resistance which increases at low temperature or when it is deteriorated. In the existing art, there is no concern about the voltage of the DC power source. Thus, a problem exists that as the internal resistance increases due to the state of the DC power source, etc., the voltage across the battery drops, which results in a stop in the circuit control of the AC-DC converter. In the current estimation scheme, the actual current has a deviation depending on the state of the battery.

  The voltage drop in the DC power source causes a shutdown in other electrical devices, such as a radio and a navigation system for a motor vehicle, to cause a problematic restart during each interruption in an operation. shutdown.

  To prevent this problem, another DC power source can be used in parallel. However, this problematically increases the cost of the vehicle because of the additional DC power source and increases the weight on the other hand.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a motor vehicle engine control device capable of starting the engine with certainty. A motor vehicle engine control device of the invention is a motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter. In steady state, when at least one of a voltage at the DC terminals and a voltage at the DC power terminals, that a battery must enter a DC-AC converter, is greater than a predetermined voltage, each phase of a stator is powered with a rectangular wave voltage having a higher excitation angle range from the point of view of a voltage utilization factor. When at least one of the voltage at the terminals DC and the voltage at the DC supply terminals, that a battery is to enter the DC-AC converter, is not greater than the predetermined voltage, a cycle inversion is performed to an excitation control based on a lower rectangular wave voltage from the point of view of a voltage utilization factor.

  The invention provides an effect making it possible to start the engine with certainty by means of a motor vehicle engine control device intended to regulate a power supply to a motor vehicle engine via a DC-AC converter. . In steady state, when at least one of a voltage at the DC terminals and a voltage at the DC power terminals, a battery must enter a DC-AC converter, is greater than a predetermined voltage, each phase of a The stator is energized with a rectangular wave voltage having a higher excitation angle range from the point of view of a voltage utilization factor. When at least one of the voltage at the terminals DC and the voltage at the DC supply terminals, that a battery is to enter the DC-AC converter, is not greater than the predetermined voltage, a cycle inversion is performed to an excitation control based on a lower rectangular wave voltage from the point of view of a voltage utilization factor. The foregoing and other objects, features, aspects, and advantages of the present invention will become more apparent upon reading the following detailed description of the present invention when taken in conjunction with the accompanying drawings.

  BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a figure showing an embodiment 1 of the present invention, illustrating an example of a circuit diagram having a field-winding polarized synchronous motor-generator and a DC-AC converter; Fig. 2 is a figure showing an embodiment 1 of the invention, illustrating an example of a rotor position and a 180-degree rectangular excitation voltage waveform; Fig. 3 is a figure showing an embodiment 1 of the invention, illustrating an example of a rotor position and a 120 degree rectangular excitation voltage waveform; FIG. 4 is a figure representing an embodiment 1 of the invention, illustrating an example of an electrical circuit under excitation with a rectangular wave; Fig. 5 is a figure showing an embodiment 1 of the invention, illustrating an example with a temperature dependent resistance; Fig. 6 is a figure showing an embodiment 2 of the invention, illustrating an example of a characteristic of a torque and a DC-AC converter input voltage with respect to a displacement of an angle starting excitation; Fig. 7 is a figure showing an embodiment 3 of the invention, illustrating an example of a characteristic of a DC-DC converter input and voltage with respect to a field current; Fig. 8 is a figure showing an embodiment 1 of the invention, illustrating an example comparing the torque characteristics between a PWM sine wave based excitation and a rectangular wave based excitation; Fig. 9 is a figure showing an embodiment 1 of the invention, illustrating an example comparing the voltage characteristics at the PN terminals between a PWM-based excitation and a rectangular wave excitation; Fig. 10 is a figure showing an embodiment 1 of the invention, illustrating an example of a waveform and a voltage utilization factor of an excitation based on a sinusoidal wave LMI and of an excitation based on a rectangular wave; Fig. 11 is a figure showing an embodiment 4 of the invention, illustrating an example of a position sensor waveform by means of an integrated circuit Hall effect switch IC and voltage waveforms rectangular with respect to the respective phases, at a virtually zero rotation rate; and Fig. 12 is a figure showing an embodiment 4 of the invention, illustrating an example of a position sensor waveform by means of a Hall effect switch IC and rectangular voltage waveforms for What are the respective phases at an increased rotational speed? DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Referring to FIGS. 1-5, explanations will now be provided regarding an embodiment 1 according to the present invention. FIG. 1 represents an example of a circuit diagram of a field-winding polarized synchronous motor-generator and of a DC-AC converter (AC direct current), FIG. 2 represents an example of a position a rotor and a 180-degree rectangular excitation voltage waveform; FIG. 3 shows an example of a rotor position and a 120-degree rectangular excitation voltage waveform; FIG. 4 represents an example of an electrical circuit under excitation with a rectangular wave, and FIG. 5 represents an example of a resistance which depends on the temperature. Note that a similar reference represents a similar element in the figures.

  FIG. 1 shows a circuit diagram having a field-winding polarized synchronous motor-generator 1, a DC-AC converter 2 arranged to input / output a current in / from it, a source of DC power supply (DC) 3 such as a battery, and a smoothing capacitor 4. The field winding polarized synchronous motor-generator 1 comprises a stator (usually an armature) 1A having a star winding connection, a rotor (usually a field magnet) 1F having a winding, and a rotor position detector 1RPS.

  The DC-AC converter 2 comprises an arithmetic unit 21, a three-phase gate driver 22, a field effect gate driver 23 and a rotor position detector circuit 24. The arithmetic unit 21 is for calculating an excitation start angle on each stator phase as a function of a voltage P to N, i.e., an input voltage in the DC-AC converter 2, and a rotational speed the engine generator calculated from a signal from the rotor position detector circuit, and outputs a signal to the three-phase gate driver. The three-phase gate drive device is for applying a voltage to a UVW terminal and supplying it with three-phase power by switching on / off a switching element (a solid-state field effect transistor). MOS FET metal oxide in this embodiment) for upper and lower three-phase arms. In Figure 1, there is shown a circuit diagram of the motor starter and the converter CCCA for entering a current therein. The arithmetic unit is for detecting a voltage P to N, i.e., an input voltage in the DC-AC converter. When the voltage is at a predetermined or lower voltage, the arithmetic unit shifts a control higher from a point of view of a voltage utilization factor to a lower control from the point of view of a factor. using a voltage, and sends a signal to the three-phase gate driver. By switching on / off the switching element (MOS FET transistor in this embodiment) of the three-phase upper and lower arms, the three-phase gate driver applies a voltage to a UVW terminal, thereby supplying a current phase. Although the motor is of the field winding synchronous type in the figure, a permanent magnet type motor can be used.

  FIG. 2 shows an example of a rotor position and a phase voltage and is composed at the DC-AC converter during excitation with 180 degrees rectangular wave. In the figure, 5 is a U-phase starting angle (i.e., an angle with respect to a rotor position). FIG. 3 shows an example of a rotor position and a phase voltage and is composed at the DC-AC converter during excitation with a 120 degree rectangular wave. In the figure, 5 is a U-phase starting angle (i.e., an angle with respect to a rotor position). FIG. 4 shows an excitation circuit under excitation with a 180-degree rectangular wave. With respect to the inverter circuit portion, surrounded by the dashed lines in the figure, in the 180 degree excitation drive scheme, any one of the upper and lower arms is in circuit while the other is off for each phase (three phases in the figure), as shown in Figure 2. In the circuit portion (CA circuit) located on the left with respect to the position shown at Vdc in the figure, two phases assume a parallel circuit in any mode of operation. So, the line current on CC Idco at a rate 0 is expressed by the following equation 1: Idco (Rb + Rdc) + 2- (Rimv + Rai + Rst) (1) where Vbo: voltage across a DC power source, such as a battery, Rb: internal resistance of the DC power source 15, such as a battery, Rdc: resistance of a DC line, Rinv: resistance of each arm of the inverter , Rac: AC line resistance, and Rst: resistance of each phase of the motor stator 1. In the 120 degree excitation drive scheme, the upper and lower arms are both off for which is one of the three phases while one of the upper and lower arms is in circuit with respect to the remaining two phases as shown in Fig. 3. Similarly, the line current on CC Idco at one rate 0 is expressed by the following equation 2: Vb (2) 00 (Rb + Rd,) + 2 (Rlnv + Ra, + Rst) The voltage across the DC power source (ba ttery) is expressed by the following equation 3: Vb ù Vbo ù Rb IdcO (3) The input voltage in the DC-AC converter is expressed by the following equation 4: VPN ù Vb0 ù (Rb + Rdc) IdcO (4)

  Incidentally, the stator winding of the motor-generator (MG) is in a star connection 15 in FIG. 4. In the case of a connection A, it is supposed to be considered as an equivalent star connection in which the well-known usual triangle-star conversion expression. Meanwhile, ground floor can not be divided in two on the plus and minus sides. Figure 5 shows a characteristic of the resistance with respect to the temperature at each point. For example, in the case of FIG. 5, the value of the resistance is applied to equations 25 (1) and (3), which gives, at 20 C:

  Vb = 12.0400.0077x12.04 (0.0077 + 0.002) + - x (0.002 + 0.001 + 0.005) = 8.4 [V] (5) Assuming here that the control circuit of the DC-DC converter is powered with power from a DC power source in which its minimum operating voltage is 6 V, then Vb is given a value of 8.4 V, thus allowing operation . However, in the case where the value of the resistance at 30 C is applied to the equations (1) and (3), we obtain the following equation in which the operation stops because the value passes below the voltage of minimal operation.

  Vb = 11,33,0,0125x 11,33 (0,0125 + 0,0016) + x (0,0016 + 0,0008 + 0,004) In this case, if a value of 8 V is set as the voltage threshold of power supply so that a cycle inversion is performed to a 120-degree rectangular wave excitation at a DC supply voltage of 8 V or less, the following equation is obtained by applying the value of the resistance of the Figure 5 at -30 C in equations (2) and (3). Vb = 11.33 or 0.0125x

  11.33 _ 6.1 [V] (7) (0.0125 + 0.0016) + 2x (0.0016 + 0.0008 + 0.004) 7) = 5.4 [V] (6) Thus, the This operation is allowed because the value does not fall below the minimum operating voltage.

  Embodiment 2 On the basis of FIG. 6, an explanation is given when in embodiment 2 according to the invention. Rotation was performed at a zero rate in the first embodiment. However, when the motor initially starts spinning at startup without blocking, the current is in a transient state. Thus, there is a possibility that the voltage does not drop to the minimum voltage at zero rotation. When starting to rotate, the armature reaction voltage can be varied by shifting the phase of the starting angle of the excitation. Therefore, by shifting the phase, the voltage can be increased. FIG. 6 shows a characteristic of a torque and an input voltage in the DC-AC converter in the case of a change of the U-phase starting angle at the DC-AC converter. during an excitation with a rectangular wave. It can be seen that by delaying the starting angle of the phase excitation U, the torque drops but the voltage can be increased. Here, the starting angle of the phase excitation U is intended to advance (from the point of view of the angle) the starting of the excitation towards an increasing direction. Meanwhile, the phase V and phase W are delayed, from the point of view of the excitation, respectively of 120 degrees and 240 degrees with respect to the phase U.

  Embodiment 3 On the basis of Fig. 7, an explanation is given when in Embodiment 3 according to the invention. In the case of a rotation similar to Embodiment 2, the input voltage in the DC-AC converter can be increased by changing the field current according to a field winding synchronous scheme. Fig. 7 shows a characteristic of a DC-AC converter input voltage and voltage where the field current is changed.

  Embodiment 4 On the basis of FIGS. 11 and 12, an explanation is given when in embodiment 4 according to the invention. Figs. 11 and 12 show excitation waveforms where a Hall effect switch IC is used and in which Fig. 11 illustrates a position sensor waveform based on the Hall effect switch and a form of rectangular voltage wave on each phase at a rotation rate of about zero while Fig. 12 illustrates a position sensor waveform based on the Hall effect switch and a rectangular voltage waveform at various phases at an increasing rate of rotation.

  Incidentally, FIG. 8 shows an embodiment 1 of the invention, illustrating an example of a comparison of torque characteristic between an excitation based on a PWM sine wave and an excitation based on a rectangular wave. Fig. 9 shows an embodiment 1 of the invention, illustrating an example of comparing a voltage characteristic at the PN terminals between a PWM-based excitation and an excitation based on a rectangular wave. Fig. 10 is a figure showing an embodiment 1 of the invention on which is shown an exemplary voltage utilization factor comparison between a PWM sine wave based excitation and a rectangular wave based excitation. Brief points, described and not described in Embodiments 1 to 4 of the invention, are as follows. A motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter, the control device being characterized in that it comprises the the steps of: supplying each phase of a stator with a rectangular wave voltage having a higher excitation angle range, from the point of view of a voltage utilization factor in a steady state, so that at least one of a voltage at the DC terminals and a voltage at the DC supply terminals, that a battery must enter a DC-AC converter, greater than a predetermined voltage, and performing a cycle inversion to a control of lower voltage voltage excitation, from the point of view of a voltage utilization factor, when at least one of the voltage at the DC terminals and the voltage at the DC supply terminals, that a battery must enter in the AC-DC converter, is not greater than the predetermined voltage. In a DC-AC converter for controlling a motor for starting a motor vehicle engine with a battery having an open voltage of approximately 12 V, a phase voltage is regulated by voltage excitation based on a rectangular wave having a higher excitation angle range, from the point of view of the usual voltage utilization factor. In the case where the voltage at the DC terminals or the voltage at the DC supply terminals, that a battery needs to enter the DC-AC converter, is at a predetermined voltage or lower, a cycle inversion is performed in a DC control. voltage excitation based on a lower rectangular wave from the point of view of the voltage utilization factor. This offers the following effects. (1) When regulated to provide the maximum torque, the DC current decreases at a lower voltage duty factor, which decreases the voltage drop caused by internal battery resistance and network resistance . The terminal voltage, which must be input into the control section of the AC-DC converter, is increased to ensure the operating voltage for the AC-DC converter control circuit, so that the operation continues and the engine starts with certainty. (2) When restarting after an interruption during a shutdown operation, the battery voltage does not decrease to a value below a predetermined value. Thus, the radio and the navigation system are easily protected against a stop. 2. A motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter, the control device being characterized in that it comprises the steps of: regulating an excitation start angle for each stator phase voltage to output a maximum torque, the excitation starting angle being deflected to increase a DC voltage when at least one of a voltage at the DC terminals and a voltage at the DC supply terminals, which must be inputted by a battery into the AC-DC converter, is not greater than a predetermined voltage. In a DC-AC converter for controlling an engine for starting a motor vehicle engine with a battery having an open voltage of approximately 12 V, the phase voltage is regulated within a range of excitation angle of way to get out the maximum torque. In the case where the voltage at the DC terminals or the voltage at the DC supply terminals, which must be input by the battery into the DC-AC converter, is at a predetermined voltage or lower, the starting angle of the excitation is moved to increase the DC voltage. This provides the following effects. (1) By shifting the starting angle of the excitation, the DC current decreases, thus reducing the voltage drop caused by the internal resistance of the battery and the resistance of the network. The terminal voltage, to be input into the control section of the AC-DC converter, is increased to ensure the operating voltage for the control circuit of the AC-DC converter, thereby allowing the operation and to start with certainty the engine. (2) When restarting after an interruption during a shutdown operation, the battery voltage does not decrease to a value below a predetermined value. Thus, the radio and the navigation system are easily protected against a stop. A vehicle engine control device for regulating a power supply of a vehicle engine via a DC-AC converter, the control device being characterized in that it comprises the steps of to: supply each phase of a stator with a rectangular wave voltage having a higher excitation angle range, from the point of view of a steady-state voltage utilization factor, so that at least one of a voltage at the DC terminals and a voltage at the DC power terminals, that a battery must enter a DC-AC converter, greater than a predetermined voltage, and change a field current when at least one of the voltage at the DC terminals and the voltage at the DC power terminals, that the battery must enter the DC-AC converter, is not greater than the predetermined voltage. In a DC-AC converter for controlling a field-winding synchronous motor for starting a motor vehicle engine by means of a battery having an open voltage of approximately 12 V, the phase voltage is regulated by excitation. based on a rectangular wave having a higher excitation angle range, from the point of view of the usual voltage utilization factor. In the case where the voltage at the DC terminals or the voltage at the DC power terminals, whether the battery needs to enter the DC-AC converter, is at a predetermined voltage or lower, the field current is changed. This provides the following effects. (1) By changing the field current, the DC current decreases, thereby reducing the voltage drop caused by the internal resistance of the battery and the resistance of the network. The terminal voltage, which must be input into the control section of the AC-DC converter, is increased to ensure the operating voltage for the control circuit of the AC-DC converter, thereby allowing the operation to continue and start the engine with certainty. (2) When restarting after an interruption during a shutdown operation, the battery voltage does not decrease to a value below a predetermined value. Thus, the radio and the navigation system are easily protected against a stop. A motor vehicle engine control device according to any one of points 1 to 3, wherein an initial phase voltage has an excitation width of 180 degrees. This provides the following effects. (1) Voltage can be maximized due to 180 degree rectangular wave excitation, which improves torque and starts the motor quickly. A motor vehicle engine control device according to item 1, wherein an initial phase voltage has an excitation width of 180 degrees while an inverted cycle phase voltage has an excitation width of 120. degrees. This provides the following effects. (1) Due to comparatively easy excitation based on rectangular waves of 180 degrees and 120 degrees, control is easy to implement, thus reducing the cost of the system. 6. A motor vehicle engine control device according to item 2, wherein the starting angle of the excitation is deviated by 60 degrees. This provides the following effects. (1) In the case where a cycle reversal is satisfactorily performed at a range of 60 degrees, the rotation sensor may be of Hall effect switch type, thereby reducing the price and therefore the cost of the system. A motor vehicle engine control device according to any one of points 1 to 5, further comprising a rotor position detecting means which is a resolver. This provides the following effects. (1) Thanks to the resolver, a position detection can be performed precisely, to improve the resolving power as to a starting angle of the excitation and precisely regulate the phase. Thus, the tension can be maintained while the feature is improved. Various modifications and transformations of this invention will be apparent to those skilled in the art without departing from the scope and spirit of this invention, and it will be understood that this is not limited to the illustrative embodiments herein disclosed.

Claims (7)

  Motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter (2), the control device being characterized by: a power supply of each phase of a stator (1A) with a rectangular wave voltage having a higher excitation angle range, from the point of view of a voltage utilization factor, in a steady state, so that minus one of a voltage at the DC terminals and a voltage at the DC supply terminals, that a battery must enter a DC-AC converter (2), greater than a predetermined voltage, and a realization of a cycle inversion to an excitation control based on a lower rectangular wave voltage, from the point of view of a voltage utilization factor, when at least one of the voltage at the DC terminals and the voltage at the DC supply terminals, that the battery must enter dan s the AC-DC converter (2) is not greater than the predetermined voltage.   Motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter (2), the control device being characterized in that: each stator phase voltage is regulated at a starting angle of the excitation so as to output a maximum torque, the starting angle of the excitation is deflected to increase a DC voltage when at least one of a terminal voltage DC and a voltage at the DC power terminals, that a battery must enter the DC-AC converter (2), is not greater than a predetermined voltage.   A motor vehicle engine control device for regulating a power supply of a motor vehicle engine via a DC-AC converter (2), the control device being characterized by: a power supply of each phase of a stator (1A) with a rectangular wave voltage having a higher excitation angle range, from the point of view of a voltage utilization factor, in a steady state, so that minus one of a voltage at the DC terminals and a voltage at the DC supply terminals, that a battery must enter a DC-AC converter (2), greater than a predetermined voltage, and a change of a field current when at least one of the voltage at the DC terminals and the voltage at the DC supply terminals, that the battery is to enter the DC-AC converter (2), is not greater than the predetermined voltage.   A motor vehicle engine control device according to any of claims 1 to 3, wherein an initial phase voltage has an excitation width of 180 degrees.   A motor vehicle engine control device according to claim 1, wherein an initial phase voltage has an excitation width of 180 degrees while an inverted cycle phase voltage has an excitation width of 120 degrees. .   The motor vehicle engine control device according to claim 2, wherein the starting angle of the excitation is deviated by 60 degrees.   The motor vehicle engine control device according to any one of claims 1 to 5, further comprising a rotor position detecting means which is a resolver.