JP2005245153A - Vehicle mounted inverter system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress voltage variation (ripple) of power without using a large capacity capacitor when a plurality of motors are driven or braked. <P>SOLUTION: When at least two motors perform brake operation, r.p.m. of other motors performing brake operation is increased by a factor of about 3 that of one motor to fill the ripple of voltages 43u, 43v and 43w being generated from one motor performing brake operation and the generated voltages 43u, 43v, 43w, 45u, 45v, 45w of both motors are superposed and used as regenerative energy of a battery. When the generated voltages of a plurality of motors are superposed, the voltages are equalized and stabilized energy for regenerating the battery can be obtained. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an in-vehicle inverter system and a technology related thereto.

  FIG. 5 is a block diagram showing an outline of a twin motor type hybrid vehicle. In the hybrid vehicle, as shown in FIG. 5, the motor unit 7 is used in addition to the gasoline engine 5 as means for rotating the rotating shaft 3 of the tire 1, and the power supplied from the gasoline engine 5 and the motor unit 7 are used. The given power is split by the power split mechanism 9. In the twin motor system, the torque of the power given from the motor unit 7 is increased, and various functions such as air brake and power steering are operated by the battery 11 even when the gasoline engine 5 contributing to power generation is stopped. A pair of motors 7a and 7b is used.

  When the vehicle starts or travels at a low speed, both motors 7a and 7b are driven by the inverter device 13 using the electrical energy stored in the battery 11 as shown in FIG. In this case, the first inverter 13a drives the first motor 7a, and the second inverter 13b drives the second motor 7b.

  Further, when the vehicle suddenly accelerates and climbs up, the driving force of the gasoline engine 5 and the driving force of both the motors 7a and 7b are adjusted by the power split mechanism 9, as shown in FIG. At this time, power is generated by the generator 15 using the driving energy of the gasoline engine 5. And it supplies to the inverter apparatus 13 together with the electrical energy from the battery 11, and the electrical energy obtained with the generator 15, and compensates the power of each powerful motor 7a, 7b. Furthermore, the electrical energy obtained by the generator 15 is used for charging the battery 11.

  Further, at the time of braking of the vehicle, as shown in FIG. 8, the braking energy of both the motors 7a and 7b is converted into regenerative electric power in each of the motors 7a and 7b, and this is supplied to the battery 11 through the inverter device 13 to generate the regeneration. Do.

  In the inverter device of a twin motor type hybrid vehicle, for example, when a three-phase AC motor is applied as each motor 7a, 7b, the waveform obtained by rectifying the power (regenerative power) generated by each motor 7a, 7b during regeneration is It is a superposition of three-phase sine waveforms that are each 120 ° out of phase. In this case, if the voltages applied from the two motors 7a and 7b are superimposed in the same phase, the voltage fluctuation (ripple) increases in the voltage applied for the regeneration of the battery 11. For this reason, in order to reduce (smooth) this ripple, it is necessary to provide a large-capacity smoothing capacitor in each of the inverters 13a and 13b of the inverter device 13, which hinders downsizing. This applies not only to the twin motor system but also to a system having three or more motors.

  Accordingly, an object of the present invention is to provide voltage fluctuation (ripple) of electric power without using a large-capacity capacitor when electric energy from the motor is applied to a battery for regeneration when driving and braking a plurality of motors. It is providing the vehicle-mounted inverter system which can suppress this.

  In order to solve the above-mentioned problem, the invention described in claim 1 includes a plurality of inverter circuits that respectively drive a plurality of motors, and a control unit that controls the plurality of inverter circuits. Among at least two motors, when at least two motors perform the braking operation, the rotational speed of the other motor that performs the braking operation so as to fill the ripple of the generated voltage generated by the one motor that performs the braking operation. Is different from the rotational speed of the one motor.

  The invention according to claim 2 includes a plurality of inverter circuits that respectively drive a plurality of motors, and a control unit that controls the plurality of inverter circuits, and the control unit includes at least two of the plurality of motors. The phase of the power generation voltage of the one motor and the phase of the power generation voltage of the other motor so as to fill the ripple of the power generation voltage generated by the one motor when both motors perform the braking operation. And have a function of differentiating each other.

  Invention of Claim 3 is the vehicle-mounted inverter system of Claim 1 or Claim 2, Comprising: The said control part carries out braking operation | movement with at least 1 motor among these motors, At least, The function of estimating the generated voltage generated by the motor based on the rotational position and the rotational speed of the motor that is performing the braking operation when the other one motor performs the driving operation, and the magnitude of the generated voltage And a function of adjusting so that the power supplied to the motor performing the driving operation is leveled.

  A fourth aspect of the present invention is the in-vehicle inverter system according to the third aspect, wherein the control unit has a function of adjusting power by PWM control of a motor performing a driving operation.

  The invention according to claim 5 is the in-vehicle inverter system according to claim 1, wherein the rotational speed of the other motor is set to 2 to 4 times the rotational speed of the one motor. is there.

  A sixth aspect of the present invention is the in-vehicle inverter system according to the first or fifth aspect, wherein the control unit is configured to generate a phase of a power generation voltage of the one motor and a power generation of the other motor. It further has a function of making voltage phases different from each other.

  The in-vehicle inverter system according to the first aspect of the invention performs a braking operation so as to fill a ripple of the generated voltage generated by one motor that performs the braking operation when both of the two motors perform the braking operation. Since the number of rotations of the other motor is increased from the number of rotations of the one motor, the voltages are leveled when the generated voltages of the plurality of motors are superimposed. Therefore, stable energy can be obtained for battery regeneration.

  According to a second aspect of the present invention, there is provided an in-vehicle inverter system according to a second aspect of the present invention, wherein when at least two motors perform a braking operation, the ripple of the generated voltage generated by the one motor that performs the braking operation is filled. Since the phase of the generated voltage and the phase of the generated voltage of the other motor that performs the braking operation are made different from each other, when the generated voltages of a plurality of motors are superimposed, the voltages are leveled. Therefore, stable energy can be obtained for battery regeneration.

  According to a third aspect of the present invention, there is provided an in-vehicle inverter system in which at least one motor among the plurality of motors performs a braking operation, and at least one other motor performs a driving operation. The function of estimating the generated voltage generated by the motor based on the rotational position and the number of rotations of the motor and the power supplied to the motor performing the driving operation are leveled according to the magnitude of the generated voltage Thus, even if a ripple occurs in the power generation voltage of the motor performing the braking operation, the influence on the driving motor can be minimized.

  In the in-vehicle inverter system according to the third aspect of the present invention, as in the fourth aspect, the motor performing the driving operation is PWM-controlled to adjust the electric power, thereby supplying the motor performing the driving operation. Electric power can be leveled easily.

  In the in-vehicle inverter system according to the fifth aspect of the invention, the rotation speed of the other motor is set to 2 to 4 times the rotation speed of the one motor, so that the power generation voltages of the plurality of motors are superimposed. In this case, since the voltage is sufficiently leveled, sufficiently stable energy can be obtained for battery regeneration.

  Furthermore, in the in-vehicle inverter system according to the sixth aspect of the invention, in addition to adjusting the rotational speeds of the plurality of motors, the generated voltages are further leveled by making the phases of the two different.

{First embodiment}
<Configuration>
FIG. 1 is a block diagram showing an in-vehicle inverter system 21 according to the first embodiment of the present invention. As shown in FIG. 1, the in-vehicle inverter system 21 is applied to a twin motor type hybrid vehicle. The in-vehicle inverter system 21 is the same as the first inverter circuit 25a that drives the first motor 23a that is a three-phase AC motor for traveling. A second inverter circuit 25b that drives a second motor 23b, which is a three-phase AC motor for the motor, and a control unit that controls both inverter circuits 25a and 25b and an engine control unit 29 for driving a gasoline engine 27 And an integrated electronic control unit (integrated ECU) 31. In FIG. 1, a voltage conversion circuit 41 described later is omitted.

  First, the overall configuration of this twin motor type hybrid vehicle will be described. As shown in FIG. 1, the twin motor type hybrid vehicle divides the power given from the gasoline engine 27 and the power given from the motors 23a and 23b by the power split mechanism 33, and the split power is divided. The rotation shaft 37 of the tire 35 is used to rotate.

  When starting the vehicle or traveling at a low speed, the electric energy stored in the battery 39 is used to drive the motors 23a and 23b by the inverter circuits 25a and 25b of the in-vehicle inverter system 21. . At this time, the inverter circuits 25a and 25b are controlled by the integrated ECU 31 serving as a control unit, and the DC current supplied from the battery 39 is converted into the AC current to drive the motors 23a and 23b.

  Further, at the time of sudden acceleration and climbing of the vehicle, the driving force of the gasoline engine 27 and the driving force of both the motors 23a and 23b are adjusted by the power split mechanism 33. At this time, the driving energy of the gasoline engine 27 is used to generate power with a generator (not shown), and the electric energy obtained by the generator and the electric energy from the battery 39 are combined and supplied to the in-vehicle inverter system 21. The motors 23a and 23b are configured to supply power.

  Further, when braking the vehicle, both motors 23a, 23b or one of them is used as a generator. That is, the braking energy of each motor 23a, 23b is converted into regenerative electric power in each motor 23a, 23b itself, and this is supplied to the battery 39 through the vehicle-mounted inverter system 21 to perform the regeneration. In this case, the flow of electric power energy between the battery 39 and the in-vehicle inverter system 21 is in the opposite direction to, for example, when the vehicle is starting or running at a low speed.

  When the vehicle is braked, there are a case where both the motors 23a and 23b are braked and a case where one is braked and the other is driven. This is switched depending on the torque condition required for the rotation of the tire 35, and is realized by the integrated ECU 31 controlling the inverter circuits 25a and 25b according to a predetermined condition.

  In the in-vehicle inverter system 21, as shown in FIG. 2, the voltage input from the battery 39 is boosted by the voltage conversion circuit 41 and applied to the inverter circuits 25a and 25b, while the inverter circuits 25a and 25b are supplied from the motors 23a and 23b. The regenerative voltage obtained through step-down is given to the battery 39 side, and the inverter circuit 25a, 25b is controlled by the integrated ECU 31, thereby driving current (three-phase alternating current) for driving the motors 23a, 23b. And the motors 23a and 23b are driven, or regenerative power from the motors 23a and 23b is supplied to the battery 39 via the voltage conversion circuit 41.

  Each inverter circuit 25a, 25b includes first to sixth switching elements Su1, Su2, Sv1, Sv2, Sw1, Sw2, and flywheel first to sixth diodes Du1, Du2, Dv1, Dv2, Dw1, respectively. , Dw2 and electrical connection with the motors 23a, 23b is made through first to third connection portions Tu-Tw corresponding to U, V, W phases.

  As the first to sixth switching elements Su1, Su2, Sv1, Sv2, Sw1, and Sw2, for example, IGBT, MOSFET, or the like is used.

  The first to third diodes Du1, Dv1, and Dw1 are connected in parallel with the corresponding first to third switching elements Su1, Sv1, and Sw1, and are connected in the forward direction toward the positive side. . The fourth to sixth diodes Du2, Dv2, and Dw2 are in parallel with the corresponding fourth to sixth switching elements Su2, Sv2, and Sw2, and are directed toward the first to third connection portions Tu to Tw. Connected in the forward direction.

  The integrated ECU 31 receives information about the rotation speeds and motor positions of the motors 23a and 23b from the inverter circuits 25a and 25b, and based on this information, the switching elements Su1, Su2, Sv1, and the inverter circuits 25a and 25b. Sv2, Sw1, and Sw2 are switched on and off to perform PWM duty control and phase control for driving the motors 23a and 23b, and to instruct the engine control unit 29 to determine the rotation speed of the gasoline engine 27 and to control the engine. Information on the rotational speed of the gasoline engine 27 is acquired from the unit 29.

  When the motors 23a and 23b are driven, the switching element Su1, Su2, Sv1, Sv2, Sw1, and Sw2 are turned on and off by the integrated ECU 31, so that the direct current supplied from the voltage conversion circuit 41 is converted into a three-phase alternating current. And is supplied to the motors 23a and 23b, or the regenerative voltage from the motors 23a and 23b is smoothed and applied to the voltage conversion circuit 41. The frequency and phase of each inverter circuit 25a and 25b are It can be controlled arbitrarily.

  When the integrated ECU 31 drives at least one of the two motors 23a and 23b as a generator, the integrated ECU 31 changes the rotational speed of the other generator so as to fill a ripple of voltage generated by the one generator. By adjusting, the ripple is reduced as the superimposed voltage.

  Here, when the motors 23a and 23b are braked and used as a generator, as described above, both the motors 23a and 23b are braked together, and one is braked and the other is driven. is there.

  When both the motors 23a and 23b are braked together, the integrated ECU 31 sets both the inverter circuits so that the number of rotations of one motor is n and the number of rotations of the other motor is set to a value larger than n, for example, 3n. The drive frequency of 25a, 25b is controlled. For example, when the first inverter circuit 25a drives the first motor 23a at the rotation speed n by the control of the integrated ECU 31, the second inverter circuit 25b rotates the second motor 23b by the second inverter circuit 25b. Driven by the number (3n). The regenerative voltage at this time is as shown in FIG. In FIG. 3, reference numerals 43u, 43v, and 43w are waveforms of regenerative voltages given from the U phase, V phase, and W phase of one of the motors driven at the rotation speed = n, and reference numerals 45u, 45v, and 45w are rotation speeds. The waveform of the regenerative voltage given from each of the U phase, V phase, and W phase of the other motor driven at = 3n is shown.

  In this way, as shown in FIG. 3, the ripple of the generated regenerative voltage can be reduced as compared with the case where the waveforms 43u, 43v, 43w only when driving at the rotation speed = n are superimposed. it can.

  When one motor 23a performs a braking operation while the other motor 23b performs a driving operation, the integrated ECU 31 rotates the rotational position and the rotational speed of the motor 23a performing the braking operation (that is, the power generation operation). Therefore, the generated voltage generated by the motor 23a is estimated, and the power supplied to the motor 23b performing the driving operation is adjusted according to the magnitude of the generated voltage. For example, when the power generation voltage at the motor 23a is relatively low, control is performed to increase the current supplied to the motor 23b by PWM duty control, while when the power generation voltage at the motor 23a is relatively high, PWM duty control is performed. Thus, the current supplied to the motor 23b is reduced. Thereby, it is possible to adjust so that the electric power supplied to the motor 23b is always leveled, and even if a ripple occurs when one of the motors 23a is performing a braking operation (power generation operation), the motor 23b that performs the driving operation can be adjusted. Can be minimized.

<Operation>
The operation of the in-vehicle inverter system 21 having the above configuration will be described.

  First, when the driver performs a driving operation such as depressing the accelerator when the vehicle starts or travels at a low speed, the integrated ECU 31 makes the inverter circuits 25a and 25b correspond to the driving operation at that time as shown in FIG. From on / off switching of the switching elements Su1, Su2, Sv1, Sv2, Sw1, Sw2 of the inverter circuits 25a, 25b shown in FIG. 2 based on the information on the rotational speeds and motor positions of the motors 23a, 23b, PWM duty control and phase control are performed for driving the motors 23a and 23b. Then, each inverter circuit 25a, 25b converts the direct current given from the battery 39 into an alternating current, and drives each motor 23a, 23b, respectively. The power of the motors 23a and 23b is divided by the power split mechanism 33, the rotating shaft 37 of the tire 35 rotates, and the vehicle starts and runs at low speed.

  Further, when the driver performs a driving operation such as depressing the accelerator during sudden acceleration or climbing of the vehicle, the integrated ECU 31 acquires information on the rotational speed of the gasoline engine 27 from the engine control unit 29 as shown in FIG. Then, the rotational speed of the gasoline engine 27 is instructed to the engine control unit 29 so as to adjust the rotational speed and drive control is performed. Further, as shown in FIG. 1, the integrated ECU 31 receives information about the rotational speeds and motor positions of the motors 23a and 23b from the inverter circuits 25a and 25b, and based on this information, the inverter circuits shown in FIG. The switching elements Su1, Su2, Sv1, Sv2, Sw1, Sw2 of 25a, 25b are switched on and off, and PWM duty control and phase control are performed for driving the motors 23a, 23b. Then, each inverter circuit 25a, 25b converts the direct current given from the battery 39 into an alternating current, and drives each motor 23a, 23b, respectively. Then, the driving force of the gasoline engine 27 and the driving force of both the motors 23a and 23b are adjusted by the power split mechanism 33, and the rotating shaft 37 of the tire 35 is rotated by this power, and the vehicle is suddenly accelerated and climbed up. .

  At this time, power is generated by a generator (not shown) using the driving energy of the gasoline engine 27. Then, the electric energy obtained by this generator and the electric energy from the battery 39 are superimposed and supplied to the in-vehicle inverter system 21, and the electric power is supplied to the motors 23a and 23b.

  Further, when braking the vehicle, both motors 23a, 23b or one of them is used as a generator. In this case, the integrated ECU 31 controls the inverter circuits 25a and 25b according to various conditions such as torque and vehicle speed required for the rotation of the tire 35, whereby both the motors 23a and 23b are controlled. Both are braked or only one is braked and the other is driven.

  When both the motors 23a and 23b are braked together, the integrated ECU 31 sets the rotation speed of one motor to n and sets the rotation speed of the other motor to a value larger than n, for example, 3n, for example, both inverter circuits 25a. , 25b, the frequency at which the switching elements Su1, Su2, Sv1, Sv2, Sw1, Sw1 are switched on and off is controlled. For example, when the first inverter circuit 25a drives the first motor 23a at the rotation speed n by the control of the integrated ECU 31, the second inverter circuit 25b rotates the second motor 23b by the second inverter circuit 25b. Driven by the number (3n). The regenerative voltage at this time is as shown in FIG. In FIG. 3, reference numerals 43u, 43v, and 43w are waveforms of regenerative voltages given from the U phase, V phase, and W phase of one of the motors driven at the rotation speed = n, and reference numerals 45u, 45v, and 45w are rotation speeds. The waveform of the regenerative voltage given from each of the U phase, V phase, and W phase of the other motor driven at = 3n is shown.

  By doing in this way, the regenerative voltage obtained by both the motors 23a and 23b is obtained when the waveforms 43u, 43v and 43w only at the rotation speed = n are superimposed in the same phase as shown in FIG. Compared to the envelope A, the waveform 43u, 43v, 43w having a different rotation speed n and the waveform 45u, 45v, 45w having a rotation speed 3n are overlapped to obtain an envelope B obtained by superimposing the generated regenerative voltage. Ripple can be reduced.

  When one first motor 23a performs a braking operation while the other second motor 23b performs a driving operation, the integrated ECU 31 performs the braking operation (that is, the power generation operation). The generated voltage generated by the first motor 23a is estimated from the rotation position and the number of rotations, and the current supplied to the second motor 23b performing the driving operation is adjusted according to the magnitude of the generated voltage. It has become. For example, when the power generation voltage at the first motor 23a is relatively low, control is performed to increase the current supplied to the second motor 23b by PWM duty control, while the power generation voltage at the first motor 23a is relatively When it becomes higher, the current supplied to the second motor 23b is reduced by PWM duty control. In this way, it becomes possible to level the power supplied to the second motor 23b, and even if a ripple occurs when one of the first motors 23a is braking (power generation operation), the drive operation It is possible to minimize the influence on the other second motor 23b. Conversely, when the other second motor 23b performs a braking operation simultaneously with the driving operation of one of the first motors 23a, the integrated ECU 31 similarly determines the second motor from the rotational position and the rotational speed of the second motor 23b. If the generated voltage at 23b is estimated and the current supplied to the first motor 23a is adjusted according to the magnitude of the generated voltage, even if a ripple occurs in the generated power at the second motor 23b, the second motor Needless to say, the influence on 23b can be minimized.

  In this embodiment, the example in which the number of rotations of the other motor is set to three times the number of rotations of one motor has been described. However, the present invention is not limited to this, and the voltage generated by one generator is not limited to this. If the rotational speed of the other generator is changed so as to fill the ripple, the ratio of the rotational speeds of the two generators can be any number. If the number of rotations of the other motor is set to 2 to 4 times the number of rotations of one motor, the voltage is sufficiently leveled when the generated voltages of a plurality of motors are superimposed. Stable energy can be obtained for the regeneration of the battery 39.

{Second Embodiment}
In the first embodiment described above, when both the motors 23a and 23b are braked, the frequency at which the switching elements Su1, Su2, Sv1, Sv2, Sw1, and Sw2 of the inverter circuits 25a and 25b are switched on and off is controlled. Thus, as shown in FIG. 3, the generated power is leveled by changing the frequency of the generated voltage in both the motors 23a and 23b. In the in-vehicle inverter system according to the second embodiment, for example, FIG. As described above, by changing the phase of the power generation voltage of the other second motor 23b so as to fill the ripple of the power generation voltage generated by one of the first motors 23a, the ripple is superimposed as the superimposed voltage (envelope C). To reduce. In FIG. 4, reference numerals 51u, 51v and 51w are generated voltages generated in the U phase, V phase and W phase by the first motor 23a, respectively, and reference numerals 53u, 53v and 53w are the U phase, V phase and the second motor 23b. The generated voltage generated in each of the W phases is shown. The phase control of the generated voltage of both the motors 23a, 23b is executed by controlling the frequency at which the switching elements Su1, Su2, Sv1, Sv2, Sw1, Sw2 of the inverter circuits 25a, 25b are switched on and off by the integrated ECU 31. The

  Specifically, the integrated ECU 31 collects information such as the operation status (separate braking operation or driving operation) of each motor 23a, 23b and the number of revolutions, and calculates the generated power for the motor performing the braking operation. Ask for. And integrated ECU31 controls the rotation speed of one motor according to the rotation speed of the gasoline engine 27 so that the ripple of the generated electric power calculated | required here may be suppressed to the minimum. Further, the phase difference that minimizes the ripple is calculated from the phase difference between the rotations of the motors 23a and 23b, and the ripple is reduced by controlling the phase of the other motor.

  In addition, the structure of the vehicle-mounted inverter system 21 in this embodiment is the same as that of 1st Embodiment shown in FIG.1 and FIG.2. The other controls by the integrated ECU 31 and the operations of the inverter circuits 25a and 25b and the motors 23a and 23b are the same as in the first embodiment.

  Also in this embodiment, the electric power generated by the pair of motors 23a and 23b can be leveled.

  In the second embodiment, the frequency of the generated voltage in the pair of motors 23a and 23b is the same. However, as in the first embodiment, the voltage ripple generated by one motor (generator) is reduced. It is also possible to provide a phase difference between the generated voltages of both motors while changing the rotational speed of the other motor (generator) so as to be buried.

  In this case, the ripple can be reduced by calculating the phase difference that minimizes the ripple from the rotation speed and phase difference of each motor 23a, 23b, and controlling the rotation speed and phase of each motor 23a, 23b. That's fine.

  Further, in each of the above embodiments, the twin motor type in-vehicle inverter system has been described in consideration of the simplicity of description, but the present invention may be applied to one using three or more motors.

  As described above, when three or more motors are provided, when two of them simultaneously perform a braking operation, the integrated ECU 31 sets each inverter circuit as described in the first embodiment or the second embodiment. To drive.

  Also, when three or more motors are provided, and when three or more of them perform a braking operation at the same time, the power is leveled by filling the ripple with respect to the rotation speed of one motor. As described above, the rotational speed of the other motor may be changed, and the rotational speed of the other motor may be set to be different from the rotational speed of each of the motors. Alternatively, if the electric power is sufficiently leveled by making the rotation speeds of two motors different among three or more motors, set the same rotation speed as any of the other motors. May be.

  Or it is a case where three or more motors perform a braking operation at the same time, and the first embodiment and the second embodiment are combined so that the number of rotations of one motor is the same as the number of rotations of one motor. While changing the same as in the first embodiment and providing a phase difference for the other motors as in the second embodiment, the power when the generated voltages of these plural motors are superimposed is leveled. May be.

  Further, in each of the above embodiments, the hybrid vehicle has been described as an example. However, the hybrid vehicle may be mounted on, for example, an electric vehicle in which a gasoline engine is not mounted.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a state where an in-vehicle inverter system according to a first embodiment of the present invention is mounted in a twin motor type in-vehicle inverter system. It is a block diagram which shows the vehicle-mounted inverter system which concerns on 1st Embodiment of this invention. It is a wave form diagram which shows the state which changed the frequency of a pair of motor in the vehicle-mounted inverter system which concerns on 1st Embodiment of this invention. It is a wave form diagram which shows the state which changed the phase of a pair of motor in the vehicle-mounted inverter system which concerns on 1st Embodiment of this invention. It is a block diagram which shows a common vehicle-mounted inverter system. It is a block diagram which shows the operation | movement at the time of the start of the vehicle and low speed driving | running | working in a general vehicle-mounted inverter system. It is a block diagram which shows the operation | movement at the time of the rapid acceleration of a vehicle in a general vehicle-mounted inverter system, and uphill. It is a block diagram which shows the operation | movement at the time of the braking of the vehicle in a common vehicle-mounted inverter system.

Explanation of symbols

21 In-vehicle inverter system 23a, 23b Motor 25a, 25b Inverter circuit 27 Gasoline engine 29 Engine control unit 31 Integrated ECU
33 Power split mechanism 35 Tire 37 Rotating shaft 39 Battery 41 Voltage conversion circuit

Claims (6)

A plurality of inverter circuits respectively driving a plurality of motors;
A controller that controls the plurality of inverter circuits,
The control unit performs a braking operation so as to fill a ripple of a generated voltage generated by one motor that performs a braking operation when at least two of the plurality of motors perform a braking operation. An in-vehicle inverter system having a function of making the rotational speed of one motor different from the rotational speed of the one motor. A plurality of inverter circuits respectively driving a plurality of motors;
A controller that controls the plurality of inverter circuits,
The control unit is configured to reduce the generated voltage of the one motor so as to fill a ripple of the generated voltage generated by the one motor when at least two of the plurality of motors perform a braking operation together. An in-vehicle inverter system having a function of making a phase different from a phase of a generated voltage of the other motor. The in-vehicle inverter system according to claim 1 or 2,
The control unit includes a rotation position and a rotation of a motor that performs a braking operation when at least one of the plurality of motors performs a braking operation and at least one other motor performs a driving operation. A function of estimating the generated voltage generated by the motor based on the number, and a function of adjusting the power supplied to the motor performing the driving operation to be leveled according to the magnitude of the generated voltage. In-vehicle inverter system. The in-vehicle inverter system according to claim 3,
The said control part is a vehicle-mounted inverter system which has a function which adjusts electric power by carrying out PWM control of the motor which is performing drive operation.   2. The in-vehicle inverter system according to claim 1, wherein the rotation speed of another motor is set to 2 to 4 times the rotation speed of the one motor. The in-vehicle inverter system according to claim 1 or 5,
The said control part is a vehicle-mounted inverter system which further has the function to mutually differ the phase of the electric power generation voltage of said one motor, and the phase of the electric power generation voltage of said other one motor.

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