JP2004080998A - Drive control device and method for permanent magnet type synchronous motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To dispense with weak field control and in turn realize improved system efficiency. <P>SOLUTION: A required motor terminal voltage or an IPM input voltage V is calculated (202) for realizing a target operating point, based on the torque command and the number of revolutions of a motor. When the Voltage V is lower than a battery voltage VB (204), a boosting circuit is interposed between a battery and an IPM, with the battery voltage VB is applied across DC terminals of the IPM, after the battery voltage being once boosted to VI, where V < VI. <P>COPYRIGHT: (C)2004,JPO

Description

The present invention relates to a drive control device for controlling a permanent magnet type synchronous motor (hereinafter referred to as PM motor).

小 There is a strong demand for miniaturization of electric vehicle motors. A PM motor, which is a motor using a permanent magnet as a means for generating an exciting magnetic flux, has a large field magnetomotive force per unit volume and is therefore easily miniaturized compared to other types of motors. Various electric vehicles using PM motors have been proposed.

At the same time, there is a demand for electric motor vehicles to cover a wide speed range (rotation speed range). A field-weakening control, which is a part of the vector control, has been used as a technique to meet this demand. Here, the vector control is a method of performing target control by dividing the motor current IM into a torque current component Iq and a field current component Id. Among these components, Iq is a component that generates torque (magnet torque) by interlinking with the main magnetic flux, that is, the exciting magnetic flux obtained by the permanent magnet. Id is a component that generates an excitation magnetic flux that partially assists or cancels the main magnetic flux. When the motor has saliency, Id also generates a torque (reluctance torque) proportional to Id · Iq. In an attempt to extend the speed range of the motor, that is, to extend the operable range of the motor to a higher-speed rotation range, the speed electromotive force ω · E0, that is, the electromotive force generated in the main magnetic flux E0 and proportional to the rotational angular speed ω of the motor. As a result, the terminal voltage of the motor generally increases with an increase in the rotation speed N, and often exceeds a value corresponding to the battery voltage VB, which is a power supply voltage. In order to prevent this, a method of generating an exciting magnetic flux in the direction of canceling E0 by controlling Id and extending the operable region of the motor to a weakening field region on the higher rotation side than the normal field region (see FIG. 6) is described above. The above-described field weakening control is performed, and by executing this, even a motor having a relatively small output can cover a high-speed rotation region. Although vector control has a mode based on an absolute value and a torque angle, it is not distinguished in the following description because it is equivalent to a mode based on Id and Iq.

Weak field control has these advantages, but also has the aspect of reduced efficiency. For example, if the Id during field-weakening control is too large (hereinafter also referred to as field-weakening current), the loss increases due to an increase in Id, which is a current component that does not or hardly contributes to torque generation. Conversely, if the field weakening current is too small, it will hinder achievement of the original purpose of the field weakening. That is, stress is applied to a power converter provided between a battery serving as a power supply and a motor to be driven for motor output control, and other problems such as a failure to output necessary Iq occur. As a method of alleviating these, the applicant of the present application has previously proposed a method of changing the value of the field weakening current according to VB (see Japanese Patent Application Laid-Open No. 7-107772). According to this method, the loss generated by the field weakening control can be minimized and optimized in relation to the battery voltage or the state of charge.

JP-A-7-107772

However, as long as the field-weakening control is performed, it is not possible to eliminate the loss caused by the field-weakening current and the decrease in the system efficiency due to the loss. An object of the present invention is to eliminate the need for field-weakening control and to achieve an improvement in system efficiency by newly adopting means for increasing the battery voltage. One of the objects of the present invention is to maintain and secure the operable speed range of the PM motor at or above the conventional level by performing boost control according to the position of the target operating point of the PM motor. An object of the present invention is to suppress the occurrence of a loss in a booster circuit by preventing boosting when the battery voltage is low, and to further improve system efficiency. One of the objects of the present invention is to realize a more automated system by providing a means for autonomously bypassing the booster circuit. An object of the present invention is to provide a means for forcibly bypassing a booster circuit so that the booster circuit can be bypassed when regenerative braking or the like becomes necessary. An object of the present invention is to make it possible to eliminate an inrush prevention circuit by using a booster circuit.

In order to achieve such an object, the present invention provides a drive control for controlling a PM motor having a speed electromotive force by using a power converter connected between a battery and a PM motor for driving a vehicle, which converts VB into IM. In the device, a booster circuit for boosting the VB prior to supply to the power converter and in response to a command, and a target operating point of the PM motor in a vehicle operating region defined by a motor torque T and a rotation speed N Determining means for determining whether or not it belongs to the output enabled area based on the detected value of VB and the voltage value after boosting by the boosting circuit; Means for commanding a boosting ratio to the booster circuit in accordance with the position of the target operating point, thereby extending the output possible area so that the target operating point belongs. That.

In such a configuration, for example, when the target operating point of the PM motor is located on the higher rotation side than the output enabled area under the current VB, this target operating point is included in the output enabled area. So that VB is boosted. As described above, in the method of the present invention that does not cause the generation or increase of Id, it is possible to eliminate the occurrence of loss due to Id and the decrease in system efficiency due to the loss. In addition, the method of the present invention has the same characteristics as the field weakening control in terms of extending the powerable region, so that the operable speed range of the PM motor can be maintained and ensured to be equal to or greater than the conventional range.

Further, according to the present invention, a drive of a motor which converts a battery voltage (VB) into a current command (Id ^* , Iq ^* ) in accordance with a torque command (T ^* ) and supplies the current command (Id ^* , Iq ^* ) to a permanent magnet type synchronous motor for vehicle running. In the control method, a step of determining a torque command (T ^* ), which is a target value of the motor output torque, based on information from each part of the vehicle, and a current command (Id ^* , Iq ^* ) based on the torque command (T ^* ) ^. ) And based on the current commands (Id ^* , Iq ^* ), the DC terminal side necessary to realize the torque command (T ^* ) and the motor speed (N) included in the vehicle information. A step of obtaining the motor terminal voltage (V); a step of comparing the motor terminal voltage (V) with the battery voltage (VB); and a step of: setting the battery voltage (VB) to a predetermined value when the condition of V> VB is satisfied. Boost at boost ratio Characterized in that it comprises a step for supplying to a permanent magnet synchronous motor.

Further, the present invention uses a power converter connected between a battery and a permanent magnet type synchronous motor for vehicle running to convert a battery voltage into a motor current, and based on information from each part of the vehicle, a target value of a motor output torque. determining a torque command (T ^*) is supplied in accordance with the torque command (T ^*), the battery voltage (VB) a current command (Id ^*, Iq ^*) is converted into the permanent magnet synchronous motor A drive control device for controlling a permanent magnet type synchronous motor having a speed electromotive force, wherein a booster circuit for boosting the battery voltage prior to supply to the power converter and in response to a command, a motor torque T and a rotation speed N whether the target operating point of the permanent magnet synchronous motor in a vehicle operating region defined belongs to the output area at, based on the current command (Id ^*, Iq ^*), the torque command T ^*) and motor speed contained in the vehicle information (N) and the DC terminal of the motor terminal voltage required to achieve the (V), the battery voltage (VB) and the voltage value after boosting by the booster circuit A determination means for determining the target operating point according to the position of the target operating point and a boosting ratio based on the speed electromotive force when the condition of V> VB is satisfied. Means for boosting the battery voltage (VB) at a predetermined boosting ratio and supplying the boosted battery voltage to the permanent magnet type synchronous motor to extend the output possible area.

The present invention is not limited to the configuration in which the booster circuit is always used. For example, when boosting is not performed by providing an autonomous gate element (for example, a diode) that forms / cuts off a conduction path that does not pass through the booster circuit between the battery and the power converter in accordance with the voltage difference before and after the booster circuit. Then, the booster circuit can be bypassed by the autonomous gate element. That is, by not performing boosting when VB is low, it is possible to suppress the occurrence of loss in the booster circuit and further improve system efficiency. In addition, since the formation / cutoff of the bypass is performed autonomously, that is, automatically, by the autonomous gate element, a control device or a procedure therefor is unnecessary. Alternatively, a controllable gate element (for example, a thyristor) that forms / cuts off a conduction path that does not pass through a booster circuit between a battery and a power converter according to a command, and is controllable when a target operating point belongs to a regenerative side. Means for giving a command to the mold gate element to forcibly form the conduction path makes it possible to bypass the booster circuit as required by regenerative braking or the like.

The present invention is not limited to the configuration in which the booster circuit is used only for boosting. For example, as a booster circuit, a passive element (boost reactor or the like) that accumulates energy discharged from a battery, and an active element (transistor that switches and connects the passive element to a positive side input terminal and a negative side input terminal of a power converter according to a command) If these circuits are used, these elements can be used for forming a path during regeneration, and the inrush prevention circuit, that is, a charge generated by charging a smoothing capacitor generally provided between the DC terminals of the power converter. The circuit for preventing current can be eliminated by using these elements. When the target operating point belongs to the power running side, it depends on the result of the determination by the determining means and the position of the target operating point, and when the target operating point belongs to the regenerative side, and / or When starting the type synchronous motor, the active element may be commanded so that a current path via the passive element is formed between the battery and the power converter.

According to the present invention, when the target operating point of the PM motor does not belong to the output available area, VB is boosted according to the position of the target operating point and supplied to the power converter, whereby the target operation is performed. The output range of the PM motor has been expanded so that the points belong to it, so while maintaining and maintaining the operable speed range of the PM motor at or above the conventional level, the field-weakening control was abolished and the system efficiency improved. realizable. In particular, by providing the autonomous gate element, it is possible to suppress the occurrence of loss in the booster circuit and to further improve the system efficiency without a control device or procedure therefor. Further, by providing a controllable gate element and its control means, the booster circuit can be bypassed as required for regenerative braking or the like. Passive elements such as boost reactors can be used to form revised paths and to charge smoothing capacitors generally provided between DC terminals of power converters, thereby achieving simplification of circuits, such as eliminating inrush prevention circuits. it can.

Addendum

In the above description, the present invention is described as an invention relating to a “drive control device”. However, the present invention is described as, for example, a “drive control method”, a “drive device”, a “drive method”, a “power supply device”, a “power supply method”, and the like. Can also be expressed. Further, the present invention is assumed to be applied to a pure electric vehicle, but the present invention can be applied to various uses irrespective of industrial use or consumer use other than electric vehicles and so-called hybrid vehicles. Further, the permanent magnet type synchronous motor to be controlled is not limited to the three-phase AC motor, and it does not matter whether reluctance torque is used.

Further, the description has been given on the assumption that the output torque of the motor is controlled in an open loop based on the detected value of the number of revolutions. However, the control is not limited to the control of the output torque (torque control) but the control of the number of revolutions (speed control). The present invention can be applied to a configuration in which closed loop control is performed instead of open loop control, and further, a configuration in which control is performed based on a rotation speed estimation value instead of a rotation speed detection value. In addition, although the operating point of the motor is exclusively represented in the torque rotation speed space, other types of spaces such as a motor voltage / current space may be used as long as the output of the motor can be represented.

Also, although an example has been described in which the battery voltage is raised when the battery voltage is low and adjusted so as to exceed the back electromotive force of the motor, the voltage may be stepped down in (a part of) the region where the battery voltage is high. In addition, although an example in which the pressure is not increased (reduced) during regeneration is shown, the pressure may be increased. In that case, a switching element or the like in the IPM can be used. Various modifications can be made to the specific configuration of the step-up (step-down) circuit. Furthermore, when a circuit having both functions of step-up and step-down is used, switches, diodes, thyristors, and other elements for bypassing the step-up circuit can be eliminated. In the first embodiment, a parallel circuit of a diode and a thyristor is used. However, an element such as a bidirectional thyristor may be used instead. Although the details of the operation of the booster circuit have been omitted, the operation is well known to those skilled in the art.

It should be noted that modifications of the above-described embodiment, particularly those having the purport described in this section, can be easily executed by those skilled in the art based on the disclosure of the present application.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows a system configuration of an electric vehicle according to an embodiment of the present invention. In this embodiment, a three-phase PM motor 10 is used as a vehicle driving motor. The driving power of the motor 10 is supplied from a battery 12 via an intelligent power module (IPM) 14. That is, the discharge output of the battery 12 is smoothed by the smoothing capacitor C and then converted from DC to three-phase AC by the IPM 14, and the resulting currents iu, iv, and iw are applied to each phase winding of the motor 10. Supplied to The output torque of the motor 10 is controlled by the controller 16. That is, the controller generates a switching signal in accordance with operations such as accelerator, brake, and shift by the vehicle operator, and in accordance with the rotation speed (or rotor angle position) of the motor 10 detected by the rotation sensor 18 such as a resolver. Thereby, the switching pattern of the switching elements constituting the IPM 14 is controlled. By executing such control, the output torque of the motor 10 can be set to a torque corresponding to the accelerator operation of the vehicle operator or the like. In this control, each phase current iu, iv, iw of the motor 10 is detected by a current sensor 20u, 20v, 20w provided corresponding to each winding of the motor 10, and is fed back to the controller 16.

(4) Between the battery 12 and the IPM 14, an inrush prevention circuit 22, a diode Df and a thyristor Dr, and a booster circuit 24 are provided. Among them, the inrush prevention circuit 22 is a circuit for suppressing or preventing an inrush current flowing by charging the smoothing capacitor C immediately after the battery 12 is connected to the IPM 14, and is turned on / off in response to an operation of an ignition (IG). And two resistors SW1 and SW2 connected in parallel, and a resistor Rs connected in series to the switch SW2. The booster circuit 24 forms a part of the feature of the present invention. The booster circuit 24 boosts the terminal voltage VB of the battery 12 to a higher voltage VI under the control of the controller 16 and applies the voltage to the DC terminal of the IPM 14. The diode Df is means for bypassing the booster circuit 24 when a large potential difference is not generated between the input terminal and the output terminal of the booster circuit 24, that is, when the booster circuit 24 is not performing the boosting operation. The thyristor Dr is turned on / off by a signal supplied from the controller 16, and generates a current path in a direction opposite to the current direction determined by the diode Df. Reference numerals 25 and 26 in the figure denote voltage sensors for detecting VB and VI, respectively. Further, as an example configuration of the booster circuit 24, two transistors Tr1 and Tr2 connected in series in the forward direction between the DC terminals of the IPM 14, diodes D1 and D2 connected anti-parallel to these transistors, and transistors Tr1 and Tr2 A configuration in which one end is connected to the connection point and the boosting reactor L whose other end is connected to the battery 12 side is shown.

FIG. 2 shows the principle of extending the speed range of the motor 10 in this embodiment. In this figure, the region represented as region A corresponds to the region represented as the normal field region in FIG. Conventionally, by increasing the field weakening current Id in accordance with an increase in the motor rotation speed N, the motor 10 has a characteristic shown by a solid line in FIG. 2, that is, a region shown as a field weakening region in FIG. Output area was expanded. On the other hand, in the present embodiment, the output possible area of the motor 10 is extended by the control of the booster circuit 24 without controlling the Id. That is, when the current target operating point (T, N) is located on the higher rotation side than the region that can be realized by the current VB or VI, in the present embodiment, for example, from the region A to B, From B to C, from C to D, and so on, the boosting ratio is increased by the boosting circuit 24 to increase VI so that the output possible area of the motor 10 is expanded. In addition, since the control of Id is not involved in the output possible range or the speed range expansion based on this principle, unlike the conventional field weakening control, the system efficiency is not impaired by such causes.

FIGS. 3 and 4 show an example of a procedure executed by the controller 16 to realize such a principle. First, as shown in FIG. 3, the controller 16 turns on the switch SW2 of the inrush prevention circuit 22 immediately after turning on the IG, and then turns on the switch SW1 after a lapse of a while (100). That is, for a while immediately after the IG is turned on, the smoothing capacitor C is charged using the resistor Rs as a charging resistor, and thereafter, when it is considered that the smoothing capacitor C is sufficiently charged, SW1 is turned on to short-circuit both ends of the resistor Rs. Thereafter, the operation of the controller 16 shifts to a series of repetitive procedures for controlling the output torque of the motor 10.

When controlling the output torque of the motor 10, the controller 16 first inputs signals from various parts of the vehicle (102). For example, an accelerator opening, a brake depression force, a position of a shift lever, a motor speed N, a motor current iu, iv, iw, a battery voltage VB, an IPM input voltage VI, and the like are input. Thereafter, the controller 16 determines the torque command T ^*, that is, the target value of the torque to be output from the motor 10, based on information such as the accelerator opening, the brake pedal force, the shift position, the motor speed N (104). The controller 16 determines the current commands (Id ^* , Iq ^* ) based on the torque command T ^* determined in this way and so that the system efficiency of the motor 10 is maximized. Of the current commands referred to herein, Id ^* is a command related to the field current component Id, and Iq ^* is a command related to the torque current component Iq. The controller 16 adjusts the IPM input voltage VI using the current command (Id ^* , Iq ^* ) determined in this way (108), and outputs a signal to the IPM 14 and others (110). That is, a signal indicating a switching pattern is output to the IPM 14 so that currents iu, iv, and iw corresponding to the current commands (Id ^* , Iq ^* ) flow, and the torque command T ^* is in the regeneration region (T <in FIG. 2). 0 area), the thyristor Dr is instructed to turn on. The operations of steps 102 to 110 are repeated until the IG is turned off by the vehicle operator (112). When the IG is turned off, the controller 16 turns off the switches SW1 and SW2 (114), and cuts off the supply of power from the battery 12 to the motor 10.

The adjustment of the IPM input voltage shown in step 108 is executed according to the procedure shown in FIG. That is, the controller 16 calculates, for example, the following equation (Equation 1)
Vd = (R + pLd) · Id ^* −ω · Lq · Iq ^*
Vq = ω · Ld · Id ^* + (R + pLq) · Iq ^* + ω · E0
Here, R: resistance of the motor winding Ld, Lq: d-axis and q-axis inductance of the motor winding ω: motor electrical angular velocity E0: main magnetic flux p: calculate (Vd ^* , Vq ^* ) according to the differential operator (200) ). Or, instead of this, the following equation (Equation 2)
Vd = Kp · ΔId + Ki · ∫ΔId−ω · Lq · Iq
Vq = Kp · ΔIq + Ki · ∫ΔIq + ω · Ld · Id + ωE0
Where ΔId = Id ^* −Id
ΔIq = Iq ^* −Iq
(Vd ^* , Vq ^* ) according to the following equation. (Vd ^* , Vq ^* ) thus obtained represents a voltage required to realize the torque command T ^* or to realize the current command (Id ^* , Iq ^* ). The controller 16 further calculates the following equation (Equation 3).
V = k · (Vd ² + Vq ² ) ^1/2
Here, k: The voltage V is obtained according to a coefficient for converting the motor terminal voltage into the IPM input voltage. The voltage V obtained in this manner is obtained by converting the terminal voltage of the motor 10 necessary for realizing the target operating point of the motor 10, that is, (T ^* , N), into a value on the DC terminal side of the IPM 14. The controller 16 determines whether the voltage V is higher than VB (204) and whether it is higher than VI (206). When the condition of V> VB is not satisfied among these determination conditions, the target operating point (T ^* , N) is realized when the current battery voltage VB is applied as it is to the IPM 14 as VI via the diode Df. Since it can be regarded as possible, the controller 16 proceeds to step 110 without boosting by the boosting circuit 24. Further, when the condition of V> VB is satisfied, if the booster circuit 24 has not started its operation at that time, V> VI is also true. Therefore, the operation of the controller 16 proceeds to step 208, that is, the booster circuit 24. The operation shifts to the command operation of the boost ratio for. In step 208, the controller 16 starts an operation of controlling the transistors Tr1 and Tr2 so as to obtain a VI satisfying V <VI. Further, even after the boosting operation by the booster circuit 24 is started, the condition of V> VI may be satisfied due to the shortage of the boosting ratio, and in this case (206) also, step 208 is executed.

According to the control procedure described above, in the present embodiment, a powerable area (particularly, a speed range) is secured and the motor system efficiency is improved according to the principle shown in FIG.

FIG. 5 shows a system configuration of an electric vehicle according to the second embodiment of the present invention. In this embodiment, a switch SW for switching and connecting the battery 12 between the IPM 14 and the booster circuit 24 is used instead of the inrush prevention circuit 22, and the diode Df and the thyristor Dr are eliminated. . Along with this, the procedure of the operation of the controller 16 has also been changed.

First, in the above-described embodiment, the time difference ON control of the switches SW1 and SW2 is performed in step 100 of FIG. 3, but in the embodiment, the switch SW is first tilted to the (1) side in step 100 and the battery is turned on. 12 is connected to the booster circuit 24. The boosting circuit 24 includes the boosting reactor L as described above. The controller 16 turns on the upper transistor Tr1 and turns off the lower transistor Tr2, thereby forming a state in which the battery 12 is connected to the IPM 14 via the boost reactor L and the diode D1. By charging the smoothing capacitor C, a function similar to that of the inrush prevention circuit 22 in the first embodiment is achieved.

In addition, the controller 16 switches the switch SW to the (3) side after a lapse of time sufficient to consider that the smoothing capacitor C is sufficiently charged, and connects the battery 12 to the IPM 14 side. Thereafter, as in the first embodiment described above, the procedure of steps 102 to 110 is repeatedly executed until the vehicle operator turns off the IG. However, when the torque command T ^* belongs to the regeneration region, instead of the control for turning on the thyristor Dr, the control for turning the switch SW to (1), turning on the transistor Tr1, and turning off the transistor Tr2 is executed. By such control, a current path through the boost reactor L is formed as in the case immediately after the IG is turned on, so that braking energy can be regenerated to the battery 12. As means for regenerating the braking energy, it is also possible to switch the switch to (3) and regenerate without passing through the boosting reactor L. After the IG is turned off, the controller 16 switches the switch SW to (2), and disconnects the battery 12 from the IPM 14 and the booster circuit 24.

According to such a configuration and procedure, the output possible area of the motor 10 can be expanded and the system efficiency can be improved as in the first embodiment. Furthermore, in this embodiment, the rush prevention circuit and others can be eliminated.

1 is a block diagram illustrating a system configuration of an electric vehicle according to a first embodiment of the present invention. FIG. 4 is a torque rotation speed space diagram showing a principle of expanding an output available area and improving system efficiency in the embodiment. 6 is a flowchart illustrating a flow of an operation of the controller according to the embodiment. 6 is a flowchart illustrating a flow of an operation of the controller according to the embodiment. It is a block diagram showing the system configuration of the electric vehicle concerning a 2nd embodiment of the present invention. It is a torque rotation speed space diagram for demonstrating the conventional field weakening control.

Explanation of reference numerals

{10} motor, 12 battery, 14 IPM, 16 controller, 18 resolver, 24 booster circuit, 25, 26 voltage sensor, Df diode, Dr thyristor, L boost reactor, Tr1, Tr2 boost transistor, SW switch, C smoothing capacitor.

Claims (6)

A motor drive control method for converting a battery voltage (VB) into a current command (Id ^* , Iq ^* ) according to a torque command (T ^* ) and supplying the current command (Id ^* , Iq ^* ) to a permanent magnet type synchronous motor for vehicle running,
Determining a torque command (T ^* ), which is a target value of the motor output torque, based on information from various parts of the vehicle;
Determining a current command (Id ^* , Iq ^* ) based on the torque command (T ^* );
Based on the current commands (Id ^* , Iq ^* ), the motor terminal voltage (V) on the DC terminal side required to realize the torque command (T ^* ) and the motor speed (N) included in the vehicle information is calculated. The steps required,
Comparing the motor terminal voltage (V) with the battery voltage (VB);
When the condition of V> VB is satisfied, a step of boosting the battery voltage (VB) at a predetermined boosting ratio and supplying the boosted battery voltage to the permanent magnet type synchronous motor;
A drive control method for a permanent magnet type synchronous motor, comprising: Using a power converter connected between the battery and the permanent magnet type synchronous motor for running the vehicle to convert the battery voltage into a motor current, based on information from each part of the vehicle, a torque command (T ^* ) Is determined, and in response to the torque command (T ^* ), the battery voltage (VB) is converted into a current command (Id ^* , Iq ^* ) and supplied to the permanent magnet type synchronous motor. In a drive control device for controlling a permanent magnet type synchronous motor,
Prior to supply to the power converter and according to a command, a booster circuit that boosts the battery voltage,
Based on current commands (Id ^* , Iq ^* ), it is determined whether or not the target operating point of the permanent magnet type synchronous motor in the vehicle operation region defined by the motor torque T and the rotation speed N belongs to the output possible region. , The motor terminal voltage (V) on the DC terminal side required to realize the torque command (T ^* ) and the motor speed (N) included in the vehicle information, the battery voltage (VB), and the boosting by the boosting circuit. Determining means for determining based on the subsequent voltage value;
When the condition of V> VB is satisfied, a boost ratio is instructed to the booster circuit in accordance with the position of the target operating point and based on the speed electromotive force, so that the target operating point belongs. Means for boosting (VB) at a predetermined boosting ratio and supplying the boosted voltage to a permanent magnet type synchronous motor to extend the output possible area;
A drive control device comprising: The drive control device according to claim 2,
An autonomous gate element that forms / cuts off a conduction path that does not pass through the booster circuit between the battery and the power converter according to a voltage difference before and after the booster circuit;
A drive control device wherein the booster circuit is automatically bypassed by the autonomous gate element when boosting is not being performed. The drive control device according to claim 2,
A controllable gate element for forming / cutting off a conduction path not via the booster circuit between the battery and the power converter in accordance with a command;
Means for instructing the controllable gate element when the target operating point belongs to the regenerative side and forcibly forming the conduction path;
A drive control device comprising: The drive control device according to claim 2,
The booster circuit has a passive element that stores energy discharged from the battery, and an active element that switches and connects the passive element to positive and negative input terminals of the power converter according to a command,
When the target operating point belongs to the power running side, the drive control device determines whether the target operating point belongs to the regenerative side according to the result of the determination by the determination means and the position of the target operating point, and / or Alternatively, there is provided a means for instructing the active element such that a current path through the passive element is formed between the battery and the power converter when starting the permanent magnet synchronous motor. Drive control device. The drive control device according to claim 2,
A drive control device comprising an inrush prevention circuit for suppressing an inrush current caused by charging a capacitor provided between DC terminals of the power converter, between the battery, the booster circuit, and the power converter.

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