JP2006020454A - Controller for permanent magnet synchronous motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To control a permanent magnet synchronous motor from an very-low speed to stop without depending on a structure of the motor. <P>SOLUTION: The controller for a permanent magnet synchronous motor is equipped with, a motor 1 operation control by a first control mode which estimates an axis error ▵θ by an axis error estimation means 5, controls a dc axis position based on the estimation and gives the voltage command from a vector controller 10 to a power transformer 13 to control the motor 1 without detecting the electrical angle position, with a motor 1 operation control by a second control mode which inputs an accompanying stop speed command value ω<SB>0</SB>* output from an accompanying stop control means 14 into a magnetic pole position computing means 8 and the vector controller 10 to perform synchronous accompanying control of the motor 1, and with a motor 1 operation control by a third control mode which inputs a second three-phase voltage command V<SB>UVW2</SB>* output from all phase chopper command means 17 into a PWM generator 12 to perform chopper regenerative control of the motor 1. In decelerating and stopping, the operation control by the third control mode is transferred to that by the second control mode, reducing the speed of the motor 1 and stopping it in the operation control by the second control mode. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a control device for a permanent magnet synchronous motor using a permanent magnet as a field, and in particular, control of a permanent magnet synchronous motor that controls a permanent magnet rotating field synchronous motor without using a position sensor. Relates to the device.

  One type of synchronous motor is a rotary field type synchronous motor that uses a permanent magnet for the rotor (rotor), and it is called a DCBL (direct current brushless) motor because it does not require a power supply brush. Therefore, since it is efficient and therefore advantageous as a relatively small motor, it has recently been frequently used in, for example, air conditioners.

  By the way, this DCBL motor detects the magnetic pole position of the rotor and generates a rotating magnetic field by switching the armature current so that torque is generated in the rotor. Sometimes, a sensor for detecting the magnetic pole position is generally provided (for example, see Non-Patent Document 1).

  However, in this case, a sensor is necessary as a matter of course, there is a bottleneck in miniaturization, and it is necessary to provide a signal line from the sensor to the control device, so there is inconvenience associated with the laying of the signal line. In order to solve this problem, a so-called position sensorless control device has been developed in which the magnetic pole position of the rotor is detected without using a sensor.

  As a first prior art of this position sensorless control device, the magnetic pole position is detected based on the generation position of the induced voltage generated by the rotation of the rotor (rotor) of the permanent magnet type synchronous motor (PM motor). In this case, based on the voltage output from the control device and the detected value of the current flowing through the permanent magnet synchronous motor, the magnitude of the positional deviation of the induced voltage from the estimated magnetic pole axis (dc axis) is determined. The estimation calculation is performed to obtain the magnetic pole position (see, for example, Non-Patent Document 2).

  FIG. 19 shows an example of a sensorless motor control device according to the first prior art, which includes a control device 2, thereby driving a permanent magnet rotor type three-phase AC synchronous motor 1 (hereinafter simply referred to as motor 1). In the system to be controlled, the control device 2 is provided with means for observing (detecting) the current of the motor 1 and motor control means for controlling the motor based on the observed value of the current, and according to the command of the motor control means. The power conversion means is operated to control the current supplied to the motor 1.

More specifically, the control device 2 according to the prior art first detects a current flowing through the motor 1 and a current detection means 3, and the current value I _UVW detected by the current detection means 3 is used to rotate the control device 2. An axis error estimating means 5 for calculating an axis error Δθ, which is an error between the magnetic pole position of the motor 1 and the magnetic pole position in the control device, using the conversion result by the dq converter 4 and the dq converter 4 for converting the coordinates into the coordinate axes dc and qc , A speed error estimating means 6 for calculating an estimated speed error Δω _c in the motor and in the control device based on the axis error Δθ, and a control from the speed error Δω _c and the speed command value ω ₁ ^* given to the control device. And an adder 7 for calculating the estimated speed value ω _1c in the apparatus.

Further, the magnetic pole position calculation means 8 for determining the magnetic pole position inside the control system based on the speed estimated value ω _1c and the current command generation for giving the command values I _d ^* and I _q ^* of the current to be supplied to the motor 1 Means 9: Create voltage commands V _d ^* and V _q ^* on the dc axis and qc axis to be supplied to the motor 1 based on the command values I _d ^* and I _q ^{* of the current} and the speed command value ω ₁ ^*. A vector controller 10 that performs coordinate conversion of the voltage command into a three-phase AC voltage command V _UVW ^* (hereinafter referred to as a first three-phase voltage command), and the first three-phase voltage command V A PWM generator 12 that generates a pulse signal based on _UVW ^* and a power converter 13 that includes an inverter that operates in accordance with the pulse signal are provided.

  Therefore, this first prior art estimates the axis error Δθ by the axis error estimating means 5, controls the position of the dc axis based on it, and gives a voltage command from the vector controller 10 to the power converter 13. Thus, the control of the motor 1, that is, the position sensorless control is realized without detecting the electrical angle position.

  On the other hand, the second prior art of such a position sensorless control device estimates the magnetic pole position by using the saliency of the permanent magnet synchronous motor. In this case, the position of the dc axis of the permanent magnet synchronous motor is alternated. A magnetic field is generated, a pulsating current or a pulsating voltage of a torque axis (qc axis) component orthogonal to the dc axis is detected, and a magnetic pole position inside the motor is estimated and calculated based on this (for example, , See Patent Document 1).

Therefore, this second prior art utilizes the fact that there is an inductance interference term from the dc axis to the qc axis when there is an error between the actual magnetic pole axis and the estimated magnetic flux axis. Sometimes, a pulsating current (voltage) component is extracted using a Fourier series expansion or a bandpass filter.
Notohara, et al., “Sine-wave Drive System Using Low-Resolution Position Sensor”, 2001 IEEJ Industrial Application Conference, No. 87 (2001-8) 2000 IEICE Industrial Application Conference No. 97, “Position Sensorless Control of Permanent Magnet Synchronous Motor by Direct Estimation Calculation of Axis Error” JP 7-245981 A

  In the case of the position sensorless control device according to the conventional technique, there is a merit due to the absence of the sensor, but there are the following problems.

  First, in the first prior art, an induced voltage is used. This induced voltage is generated only when the permanent magnet synchronous motor rotates, and the voltage value depends on the rotation speed. Therefore, when the permanent magnet synchronous motor is forcibly stopped, the induced voltage decreases with deceleration.

  For this reason, for example, due to an error factor such as a current detection error of the control device, the estimation error of the magnetic pole position becomes large. Depending on the operating state of the DCBL motor, the induced voltage becomes considerably small especially at extremely low speeds. Position estimation becomes difficult, and control may not be properly maintained.

  Therefore, in general, it is common to shut off the output of the control device here, open the terminal of the DCBL motor, enter a free-run state where the vehicle is naturally decelerated, or forcibly stop by applying DC braking. .

  However, if the inertia of the motor and load is large, or if air bearings are used and the rotational resistance is very low, or both of them, if the free-run state is set, the rotation will take a long time due to inertia. There is a problem of being continued.

  On the other hand, even if DC braking is applied, if the load inertia is large, the inertial energy of the load cannot be processed by DC braking for a short time, and as a result, there is a problem that it takes a long time to stop.

  In addition, when stopped or when the rotation direction changes, for example, from the clockwise direction (CW) to the counterclockwise direction (CCW) or the opposite direction, the rotation speed of the DCBL motor passes through a very low rotation around 0 Hz. Therefore, there is a problem that acquisition of the magnetic pole position becomes difficult and control cannot be maintained.

  Next, in the case of the second prior art, since the change in inductance does not depend on the rotational speed, there is no particular problem in estimating the magnetic pole position, and control can be maintained until the motor stops. However, since it is necessary to generate an alternating magnetic field, there is a problem that noise is generated, and since the saliency of the rotor of the permanent magnet synchronous motor is used, depending on the structure of the target permanent magnet synchronous motor, There is a problem that it may not be applicable.

  An object of the present invention is to provide a control apparatus for a permanent magnet synchronous motor that can control the rotational speed from a very low speed to a stop without depending on the structure of the target motor.

  The purpose of the present invention is to provide a permanent magnet synchronous motor control device, a position sensorless control system motor control means, a chopper regeneration control system motor control means, a synchronous suspension control motor control means, and the position sensorless control system Operation control by motor control means, operation control by motor control means of the chopper regeneration control system, and switching means for switching operation control by the motor control means of the synchronous suspension control system are provided, and the position of the position is determined by the switching means. During the operation of the permanent magnet synchronous motor by the motor control means of the sensorless control system, when the motor is decelerated, first, the operation is shifted to the operation by the motor control means of the chopper regeneration control system, and then the synchronous suspension control system This is achieved by making a transition to operation by the motor control means.

  Similarly, in the control device for a permanent magnet synchronous motor, the above-mentioned object is a motor control means of a position sensorless control system, a motor control means of a V / F control system, a motor control means of a chopper regeneration control system, Operation control by motor control means, motor control means of the position sensorless control system, operation control by motor control means of the V / F control system, operation control by motor control means of the chopper regeneration control system, and the synchronization change Switching control means for switching operation control by the motor control means of the stop control system, and during the operation of the permanent magnet synchronous motor by the motor control means of the position sensorless control system, , Transition to operation by the motor control means of the V / F control method, To transition to the operation by the motor control means chopper regeneration control method is achieved by further thereafter, shifts to the operation by the motor control means of the synchronous brought blind control system.

  Similarly, in the controller for a permanent magnet synchronous motor, the above-mentioned object is a position sensorless control system motor control means, a synchronous suspension control system motor control means, an operation control by the position sensorless control system motor control means, Switching means for switching operation control by the motor control means of the synchronous suspension stop control system, and during the operation of the permanent magnet synchronous motor by the motor control means of the position sensorless control system by the switching means, when the motor is decelerated, This is achieved by shifting to the operation by the motor control means of the synchronous suspension stop control system.

  Similarly, in the control device for the permanent magnet synchronous motor, the above-mentioned object is a position sensorless control system motor control means, a chopper regeneration control system motor control means, a synchronous suspension control motor control means, and the position sensorless control system. The operation control by the motor control means, the operation control by the motor control means of the chopper regeneration control system, and the switching means for switching the operation control by the motor control means of the synchronous suspension control system, provided by the switching means, During the operation of the permanent magnet synchronous motor by the position sensorless control system motor control means, when switching the rotation direction of the motor, first, the operation is shifted to the operation by the motor control means of the chopper regeneration control system, and then the synchronization change. Transition to operation by the motor control means of the stop control method Ri is achieved.

  Similarly, in the control device for a permanent magnet synchronous motor, the above-mentioned object is a motor control means of a position sensorless control system, a motor control means of a V / F control system, a motor control means of a chopper regeneration control system, Operation control by motor control means, motor control means of the position sensorless control system, operation control by motor control means of the V / F control system, operation control by motor control means of the chopper regeneration control system, and the synchronization change Switching means for switching operation control by the motor control means of the stop control system, and when the rotation direction of the motor is switched by the switching means during operation of the permanent magnet synchronous motor by the motor control means of the position sensorless control system. First, transition to operation by the motor control means of the V / F control method, Transits to the operation by the motor control unit of the chopper regeneration control method further thereafter, is accomplished by transitioning to the operation by the motor control means of the synchronous brought blind control system.

  Similarly, in the controller for a permanent magnet synchronous motor, the above-mentioned object is a position sensorless control system motor control means, a synchronous suspension control system motor control means, an operation control by the position sensorless control system motor control means, Switching means for switching the operation control by the motor control means of the synchronous suspension stop control system, and the switching means controls the rotation direction of the motor during the operation of the permanent magnet synchronous motor by the motor control means of the position sensorless control system. In switching, this is achieved by making a transition to operation by the motor control means of the synchronous suspension control system.

  At this time, the switching means may switch the motor control means based on the rotational speed of the motor, and the motor is detected during the motor decelerating operation by the motor control means of the chopper regeneration control system. Information on at least one of the rotational speed of the motor and the magnetic pole position may be estimated based on the current.

  Similarly, at this time, inertia information of the load system of the motor may be estimated from the estimated rotation speed information, and the motor is based on the estimated rotation speed information and the estimated inertia information of the load system. The load information may be estimated.

  Similarly, at this time, the motor deceleration rate of the motor may be maintained at a predetermined value based on the estimated rotational speed information and the estimated load information. The deceleration rate may be gradually reduced as the rotational speed of the motor decreases.

  Similarly, at this time, the motor control means of the synchronous stagnation control method may create a command value for the rotational speed and current based on a predetermined reduction rate and load system inertia, and the current command The value may be given so that the current phase is shifted by a predetermined phase angle with respect to the magnetic pole position of the motor.

  Similarly, at this time, the predetermined phase angle may be a phase delayed by 30 degrees to 60 degrees in electrical angle with respect to the rotation direction of the motor. When information is obtained, it may be corrected based on the information.

  Similarly, at this time, when switching from the operation control by the position sensorless control system motor control means to the operation control by the synchronous suspension control motor control means, the synchronous suspension control system motor control means Based on the estimated value of the speed information and the estimated value of the magnetic pole position information, initial values of the rotational speed and the current command value may be set.

  According to the present invention, the rotational speed control of the sensorless permanent magnet rotor type synchronous motor can be performed from extremely low speed to stop without depending on the structure of the target permanent magnet synchronous motor. And good control can be obtained.

  Hereinafter, a control device for a sensorless permanent magnet synchronous motor according to the present invention will be described in detail with reference to embodiments shown in the drawings.

  FIG. 1 shows a first embodiment of the present invention. As shown in FIG. 1, a control device 2A is used to control a permanent magnet rotor type three-phase AC synchronous motor 1 (hereinafter simply referred to as a motor 1). For this reason, the control device 2A includes means for detecting (observing) the armature current of the motor 1, motor control means for controlling the motor based on the detected (observed) value of the current, Power conversion means such as an inverter that operates in accordance with a command from the motor control means is provided, and current is supplied to the motor 1 by the power conversion means.

More specifically, the control device 2A also includes current detection means 3 for detecting the current flowing through the motor 1, and the current value I _UVW detected by the current detection means 3 based on the rotation coordinate axes dc, qc inside the control device 2. A dq converter 4 for converting the coordinates into the axis, an axis error estimating means 5 for calculating an axis error Δθ which is an error of the magnetic pole position in the motor and in the control device using the conversion result of the dq converter 4, and the axis error Δθ speed error estimating means 6 for calculating an estimated speed error [Delta] [omega _c of the motor inside the control device on the basis of, the speed error [Delta] [omega _c from the controller the speed command value in omega ₁ ^*, the speed estimate value in the control device omega _And an adder 7 for calculating _1c .

Further, the magnetic pole position calculation means 8 for determining the magnetic pole position inside the control system based on the speed estimated value ω _1c and the current command generation for giving the command values I _d ^* and I _q ^* of the current to be supplied to the motor 1 Means 9: Create voltage commands V _d ^* and V _q ^* on the dc axis and qc axis to be supplied to the motor 1 based on the command values I _d ^* and I _q ^{* of the current} and the speed command value ω ₁ ^*. A vector controller 10 that performs coordinate conversion of the voltage command into a three-phase AC voltage command V _UVW ^* (hereinafter referred to as a first three-phase voltage command), and the first three-phase voltage command V A PWM generator 12 that generates a pulse signal based on _UVW ^* and a power converter 13 that includes an inverter that operates in accordance with the pulse signal are provided.

  Accordingly, also in the first embodiment, the axis error Δθ is estimated by the axis error estimation means 5 and the position of the dc axis is controlled based on the axis error Δθ, similarly to the control device 2 of the prior art described in FIG. By giving a voltage command from the generator 10 to the power converter 13, the control of the motor 1, that is, the position sensorless control is realized without detecting the electrical angle position.

  Therefore, the control device 2A according to this embodiment further includes a suspension control means 14, a first speed switching means 15, a second speed switching means 16, and a control device 2 of the prior art described above. All-phase chopper command means 17, voltage output command switching means 18, control switching command means 19, and magnetic pole position information correction means 20 are added.

Based on the control system operation command S ₀ ^* output from the control switching command means 19, the current command creating means 9, the PWM generator 12, the suspension control means 14, the first speed switching means 15, and the second speed switching means. 16, the operation of the all-phase chopper command means 17 and the voltage output command switching means 18 are respectively switched, whereby the motor 1 operation control in the first control mode, the motor 1 operation control in the second control mode, and the first The operation of the motor 1 can be controlled by arbitrarily switching to one of the operation controls of the motor 1 in the three control modes.

  At this time, the control switching command means 19 monitors the rotational speed of the motor 1, and thereby, the operation control of the motor 1 in the first control mode, the operation control of the motor 1 in the second control mode, and the third control. The operation is switched to the operation control of the motor 1 according to the mode.

Here, first, the operation control of the motor 1 in the first control mode is a so-called position sensorless control method, and the control system operation command S ₀ ^* output from the control switching command means 19 is set to “1” (S ₀ ^* = 1). Next, the operation control of the motor 1 in the second control mode is a so-called synchronous suspension control system, and the control system operation command S ₀ ^{* is set} to “2” ( S ₀ ^* = 2), and the operation control of the motor 1 in the third control mode is a so-called chopper regeneration control system. This is a control system operation command S ₀ ^* of “3”. This is given when (S ₀ ^* = 3).

First, in the operation control of the motor 1 in the first control mode, the first speed switching means 15 and the second speed switching means 16 as well as the voltage output command switching means according to the control system operation command S ₀ ^* = 1. 18 is switched to the state shown in the figure. Then, at this time, the state becomes the same as that of the control device 2 according to the prior art of FIG. 19, and the motor 1 is driven by the position sensorless control as already described.

Next, in the operation control of the motor 1 in the second control mode, the first speed switching means 15 and the second speed switching means 16 are now in the state shown in the figure by the control system operation command S ₀ ^* = 2. On the contrary, the voltage output command switching means 18 is left in the state shown in the figure. Then, at this time, the suspension speed command value ω ₀ ^* output from the suspension control means 14 is input to the magnetic pole position calculation means 8 and the vector controller 10, so that the motor 1 will be described in detail later. Will be driven by the control.

In the operation control of the motor 1 in the third control mode, the voltage output command switching means 18 is switched opposite to the state shown in the figure by the control system operation command S ₀ ^* = 3. Then, at this time, since the second three-phase voltage command V _UVW2 ^* output from the all-phase chopper command means 17 is input to the PWM generator 12, as will be described later in detail, the motor 1 It is driven by the chopper regeneration control.

  Next, the operation of the first embodiment will be described. Here, first, the operation by the operation control of the motor 1 in the first control mode, that is, the operation by the position sensorless control method is already described in the prior art of FIG. The operation control of the motor 1 in the second control mode and the operation control of the motor 1 in the third control mode will be described.

  First, the operation control of the motor 1 in the second control mode (synchronous suspension stop control method) will be described. At this time, the control by the suspension stop control means 14 is mainly performed. The details of the suspension stop control means 14 will be described with reference to FIG. At this time, FIG. 3 shows the relationship between the input / output values of the suspension control means 14 when the operation control of the motor 1 in the first control mode is switched to the operation control of the motor 1 in the second control mode. FIG. 4 shows the relationship between the input and output values of the suspension control means when the operation control of the motor 1 in the third control mode is switched to the operation control of the motor 1 in the second control mode. It is shown.

In FIG. 2, the speed command selection means 140 is switched based on the control system operation command S ₀ ^* , and selects the speed command value ω ₁ ^* for the operation control of the motor 1 in the first control mode. When the operation control of the motor 1 is performed in this control mode, the second speed estimated value ω _1c2 is selected, and each is stopped and supplied to the speed command generating means 141.

At this time, in the operation control of the motor 1 in the second control mode, initially, the operation is based on the operation control of the motor 1 in the immediately preceding control mode, so the stop speed command generating means 141 is in the second control mode. When the operation other than the operation control of the motor 1 is performed, the input signal is output as it is. Then, when the operation control of the motor 1 is switched to the second control mode, based on the input value at the time of the switching, first, a constant deceleration rate is set, and then the deceleration rate is gradually decreased as the speed decreases. As a result, the speed command value ω ₀ ^* is newly generated.

The swing stop current command generation means 142 generates the swing stop d-axis current command values I _d0 ^* and I _q0 ^* based on the swing stop speed command value ω ₀ ^* . At this time, the values of the d-axis current command values I _d0 ^* and I _q0 ^* are determined so that the amplitude of the current flowing through the motor 1 decreases with the gradual decrease of the deceleration rate based on the stop speed command value ω ₀ ^*. Transition.

On the other hand, when the switching phase correction means 143 is switched from the operation control of the motor 1 in the third control mode to the operation control of the motor 1 in the second control mode, the magnetic pole position calculating means 8 It operates to give magnetic pole position update information θ _dc0 as a value.

  Here, the operation control of the motor 1 in the second control mode, that is, the synchronous suspension control method is mainly used at the stage of stopping the motor 1, and therefore, for example, even when there is a speed error, the motor 1 As the speed decreases, the deceleration rate is gradually reduced so that the motor 1 can be smoothly stopped.

Next, a description will be given of a method of generating the _suspension d-q axis current command values I _d0 ^* and I _q0 ^* by the suspension current command generation means 142. First, FIG. 5 shows the motor 1 in the second control mode. This shows the relationship between the rotor of the motor 1 and the motor current (hereinafter referred to as the suspension current) in the operation control. At this time, the phase difference between the magnetic shaft (d-axis) of the motor 1 and the suspension current is expressed as θ _I , _Assuming that the amplitude of the suspension current is I ₁₀ , the torque τ _M generated by the suspension current is given by the following equation (1). In the following, in order to simplify the explanation, the load state is assumed to be no load, and the influence of the reluctance torque is ignored at this time.

τ _M = 3 / 2K _E · I ₁₀ · sin (θ _I ) ………… (1)

When the load system inertia (the sum of the inertia of the motor 1 alone and the inertia of the load) is J, the no-load deceleration rate d / dt (ω) is given by the following equation (2).

d / dt (ω) = τ _M / J = 1 / J ・ 3/2 ・ K _E・ I ₁₀・ sin (θ _I ) ………… (2)

Therefore, the suspension dq axis current command values I _d0 ^* and I _q0 ^* required for deceleration while maintaining the constant deceleration rate are expressed as the following equation (3) as the amplitude command value I ₁₀ ^* of the _suspension current. Given in.

I _d0 ^* = I ₁₀ ^* · cos (θ _I ^* )
I _q0 ^* = I ₁₀ ^* · sin (θ _I ^* ) ............ (3)

Therefore, by setting the phase difference command θ _I ^* set in the control device 2A to a required value, it is possible to control the torque generated by the stop current and, consequently, the deceleration rate of the motor 1. For example, if the phase difference command θ _I ^* is given so as to be −90 degrees in electrical angle, the generated torque τ _M becomes the maximum deceleration torque.

The phase difference command θ _I ^{* at} this time may be a constant value during the operation control of the motor 1 in the second control mode, or may be changed by some parameter, but at this time, it is constant. 3 and FIG. 4, the current amplitude is gradually reduced as shown in FIGS. 3 and 4 to simplify the configuration of the current command generation means 142. Further, the motor is stopped or almost stopped, that is, Since cooling by the self-cooling fan of the motor 1 cannot be obtained, application is possible even in a state where the current is limited.

Here, assuming that an error Δθ _I occurs with respect to the phase difference command θ _I ^* inside the control device 2A, and assuming that the amplitude I ₁₀ of the stagnation current is unchanged, the actual stagnation stops. The dq axis currents I _d and I _q are given by the following equation (4).

I _d = I ₁₀ · cos (θ _I ^* + Δθ _I )
I _q = I ₁₀ · sin (θ _I ^* + Δθ _I ) (4)

As a result, the actually generated torque τ _M is expressed by the following equation (5).

τ _M = 3k _E / 2 · I _q
= 3k _E / 2 · I ₁₀ · sin (θ _I ^* + Δθ _I )
＝ τ _M0 ^*・ sin (θ _I ^* + Δθ _I ) ………… (5)

At this time, a difference expressed by the following equation (6) occurs between the actually generated torque τ _M and the torque τ _M ^* assumed inside the control device.

τ _M −τ _M ^* = τ _M0 ^*・ [sin (θ _I ^* + Δθ _I ) −sin (θ _I ^* )]
= Τ _M0 ^*・ 2sin (Δθ _I / 2) ・ cos (θ _I ^* + Δθ _I / 2) (6)

Here, in order to set the generated torque to the deceleration torque, the phase difference command θ _I ^* needs to be a negative value in electrical angle. Therefore, if the phase difference command θ _I ^* is set to a negative value larger than −90 degrees in electrical angle, the torque actually generated decreases when the error Δθ _I becomes negative.

However, in this case, since the actual deceleration rate becomes smaller than the deceleration rate inside the control device, the error Δθ _I spreads in the negative direction and the generated torque further decreases, so that the intended deceleration can be achieved. In other words, there is a possibility that the motor 1 cannot be stopped. Even if the phase difference command θ _I ^* is a value that is negatively smaller than −90 degrees, for example, −80 degrees, if the error Δθ _I exceeds −20 degrees and becomes negative, the error Δθ _I is still With the expansion, the generated torque also decreases.

Therefore, for example, when there is a large error in the magnetic pole position in the motor and in the control device when switching to the operation control of the motor 1 in the second control mode, or in the operation control of the motor 1 in the second control mode due to some disturbance. When the error Δθ _I fluctuates after switching, the phase difference command θ _I ^* inside the control device is in the range of −30 degrees to −60 degrees in order to avoid the situation where the motor cannot be stopped due to the above reason. It is considered appropriate to keep it at a minimum.

Here, the magnetic pole position information correction means 20 functions to intermittently input the magnetic pole position correction information θ _dc3 indicating the magnetic pole position of the motor 1 to the control device 2A, for example, at a specific mechanical angle position of the motor 1. Means for generating a signal are used. When the magnetic pole position correction information θ _dc3 is given, the stoppage control means 14 generates the magnetic pole position update information θ _dc0 each time. Therefore, the magnetic pole position calculation means 8 operates so as to correct its own control system magnetic pole position θ _dc with this magnetic pole position update information θ _dc0, and as a result, a function of maintaining the error Δθ _I at zero can be obtained. .

  In the first embodiment, the magnetic pole position information correction means 20 is assumed to be external to the control device 2A, but instead of this, magnetic pole position estimation means that is intermittently performed inside the control device 2A. For example, the magnetic pole position estimation means disclosed in JP-A-2002-78392 may be used intermittently.

Next, the operation control (chopper regeneration control system) of the motor 1 in the third control mode will be described. At this time, the control by the chopper command means 17 is mainly performed. Therefore, the details of the chopper command means 17 will be described with reference to FIG. 7. First, the chopper current amplitude calculation means 170 is obtained from the phase current detection value I _UVW detected by the current detection means 3 by the following equation (7). The chopper current amplitude I _1ch is calculated.

I _1ch = (| I _u | + | I _v | + | I _w |) / 2 ………… (7)

Next, the chopper current command means 171 generates a chopper current command value I _1ch ^* that is a current command value of the motor 1 when the operation control of the motor 1 is performed in the third control mode. Then, a subtractor 172 calculates a chopper current amplitude deviation ΔI _1ch representing a deviation of the chopper current amplitude I _{1ch from} the chopper current command value I _1ch ^* . Therefore, the voltage output command calculation means 173 generates a second three-phase voltage command V _UVW2 ^* which is an output voltage command in the operation control of the motor 1 in the third control mode from the chopper current amplitude deviation ΔI _1ch . is there.

In parallel with this, the chopper current phase calculation means 174 creates a chopper current phase θ _Ich representing the current phase from the phase current detection value I _UVW . Then, the chopper middle speed estimating means 175 and the chopper middle magnetic pole position estimating means 176 respectively _obtain the second control system magnetic pole position θ _dc2 and the second speed estimated value ω _1c2 from the chopper current phase θ _Ich and the output of the other party. Create it.

  Next, the operation of the power converter 13 in the operation control of the motor 1 in the third control mode will be described with reference to FIGS. 8 and 9. First, FIG. 8 shows the PWM generator 12 and the power converter. FIG. 9 shows the operation of the PWM generator 12.

As already described, in the operation control of the motor 1 in the third control mode, the voltage output command switching means 18 is switched to the position opposite to that shown in the figure. The three-phase voltage command V _UVW2 ^* is input. At this time, the command V _UVW2 ^* is a signal in which the voltage commands V _U2 ^* , V _V2 ^* , and V _W2 ^* corresponding to each phase voltage output are all equal.

Therefore, the PWM generator 12 controls the voltage command V _U2 ^* , V _V2 ^* , V _W2 ^* and the second three-phase voltage command V _UVW2 ^* having the same value and the control switching command means 19. In response to the fact that the system operation command S ₀ ^* is the operation control of the motor 1 in the third control mode (S ₀ ^* = 3), as shown in FIG. UP, VP, and WP, which are command signals for the upper arm elements 132UP, 132VP, and 132WP of the converter 13, hold a low level signal so that all the upper arm elements do not switch, and the lower arm elements 132UN, 132VN, and 132WN The command signals UN, VN, and WN are output so as to change the switches synchronously.

  Accordingly, at this time, the power converter 13 is controlled so that only the lower arm elements 132UN, 132VN, and 132WN perform switching operations almost simultaneously within the range of variations in element characteristics and variations due to dead time. As a result, the kinetic energy of the motor 1 is regenerated in the DC voltage unit 131 of the power converter 13 by a chopper operation using the winding of the motor 1 as a reactor.

  Note that the principle of energy regeneration by this chopper operation is already a well-known technique, and therefore will not be described in further detail. In this embodiment, the chopper is used for operation control of the motor 1 in the third control mode. By using the operation, the motor 1 can be decelerated without estimating the magnetic pole position and speed.

  Further, in the operation of the PWM generator 12 at this time, the relationship between the command signals UP, VP, WP to the upper arm element and the command signals UN, VN, WN to the lower arm element are interchanged, and the upper arm element Even if the command signals UP, VP, WP to the elements are controlled to change synchronously, the same effect can be obtained.

At this time, the chopper command means 17 estimates the speed and magnetic pole position of the motor 1 and outputs the second control system magnetic pole position θ _dc2 and the second estimated speed value ω _1c2 as described above. Then, as shown in FIG. 1, the second control system magnetic pole position θ _dc2 and the second speed estimated value ω _1c2 are supplied to the stop control means 14 and the motor 1 according to the third control mode. As speed information and magnetic pole position information when switching from the operation control to the operation control of the motor 1 in the second control mode, it is used in the operation control of the motor 1 in the second control mode.

As already described, in the operation control of the motor 1 in the third control mode, there is a speed at which the motor 1 cannot be decelerated due to the voltage drop due to the upper and lower arm elements of the power converter 13 when the rotational speed of the motor 1 is reduced. However, in such a case, by switching to the operation control of the motor 1 in the second control mode using the second speed estimated value ω _1c2 and the second control system magnetic pole position θ _dc2 , the motor 1 Further deceleration and stop are possible.

Here, the details of the chopper current phase calculation means 174, the chopper speed estimation means 175, and the chopper medium magnetic pole position estimation means 176 in FIG. 7 will be described with reference to FIG. 10. First, the phase current detection value I _UVW is converted into αβ. The coordinate conversion is performed by the unit 1741, the conversion results I _α and I _β are input to the current phase calculator 1742, and the current phase θ _Ich is calculated by arctangent calculation.

Since the relationship of the current phase in the operation control of the motor 1 in the second control mode is considered as shown in FIG. 11, the phase is corrected by the adder 1751 and the second magnetic pole position estimated. The control system magnetic pole position θ _dc2 can be obtained. Then, if this second control system magnetic pole position θ _dc2 is processed by the differentiator 1752, a second estimated speed value ω _{1c2 that} is the estimated speed is obtained.

At this time, since the adder 1751 performs correction, the second speed estimated value ω _1c2 is supplied to the short-circuit current phase estimator 1762 via the delay unit 1761, and the phase correction amount Δθ necessary for phase correction by the adder 1751 is supplied. Calculate _1c .

Next, the transition of the switching operation of the operation control of the motor 1 in each of the first to third control modes by the control switching command means 19 will be described. Here, FIG. 12 shows the relationship between the rotational speed of the motor and the transition of the control system operation command S ₀ ^* which is the output signal of the control switching command means 19 corresponding to the transition of the operation control of the motor 1 according to the control mode. At this time, when the control system operation command S ₀ ^* = 1, the operation control of the motor 1 is performed in the first control mode, S ₀ ^* = 2 is the operation control of the motor 1 in the third control mode, and S ₀ ^As already described, ^* = 3 is the operation control of the motor 1 in the second control mode.

  As described above, the switching of the operation control of the motor 1 according to the control mode is performed according to the rotation speed of the motor 1, and FIG. 13 is a flowchart showing a transition of the operation control of the motor 1 according to the control mode at this time. When the control device 2A receives the deceleration command (S131), first, the control device 2A shifts to deceleration by the operation control of the motor 1 in the first control mode (S132).

At this time, the control switching command means 19 monitors the rotational speed of the motor 1 based on the speed command value ω ₁ ^* , and when it is decelerated to the first switching speed ω ₁₃ , switches the control system operation command S ₀ ^* to 2 (S 133 Thus, the operation of the control device 2A is shifted to the operation control of the motor 1 in the third control mode (S134).

During deceleration by the operation control of the motor 1 in the third control mode, the motor speed is monitored by the second estimated speed value ω _1c2 , and when the motor speed is decelerated to the second switching speed ω ₁₂ (S135). Here, the control system operation command S ₀ ^* is switched to 3, whereby the operation of the control device 2A is shifted to the deceleration by the operation control of the motor 1 in the second control mode (S136).

  In the operation control of the motor 1 in the second control mode, when the stop determination condition of speed = 0 is reached (S137), the operation operation (rotation) of the motor 1 is stopped or the rotation direction is reversed. The operation proceeds to S138.

By the way, as an embodiment of the present invention, when the motor 1 is decelerated, the operation control of the motor 1 according to the first control mode is not changed from the operation control of the motor 1 according to the third control mode. You may make it make it change to the operation control of the motor 1. FIG. FIG. 14 shows the relationship between the rotational speed of the motor in this case and the transition of the control system operation command S ₀ ^* which is the output signal of the control switching command means 19 corresponding to the transition of the operation control of the motor 1 according to the control mode. It is.

FIG. 15 is a flowchart in the case of performing deceleration without using the operation control of the motor 1 in the third control mode. In this operation, the operation control of the motor 1 in the first control mode is in progress. As in the case of the operation control of the motor 1 in the third control mode, the speed is monitored using the speed command value ω ₁ ^* . First, when the control device 2A receives a deceleration command (S151), the process proceeds to deceleration (S152) by the operation control of the motor 1 in the first control mode. When the speed is reduced to the second switching speed ω ₁₂ (S153), the control system operation command S ₀ ^* is switched to 3.

  As a result, the operation of the control device 2A shifts to the operation control of the motor 1 in the second control mode (S154), and when the stop determination condition is reached in the operation control of the motor 1 in the second control mode. (S155) The operation (rotation) of the motor 1 is stopped or the operation is shifted to the operation (S156) for reversing the rotation direction.

  According to this embodiment, the operation control of the motor 1 according to the control mode of the control device 2A is switched based on the rotational speed of the motor 1, and the position sensorless control method using the induced voltage at the beginning of deceleration is used for various types that do not use it. Since the control method is switched to this control method, it is possible to continue the control while maintaining the synchronization until the motor control at the time of deceleration is finally completely stopped.

  Further, in this embodiment, when the operation control of the motor 1 is performed in the second control mode, the deceleration rate is gradually decreased as the motor rotation speed decreases, so even if there is an error in the estimated rotation speed, for example. The rotation speed of the motor is changed so as to approach the command value, and as a result, a smooth stop is realized.

  Furthermore, in this embodiment, since the current value is gradually decreased as the deceleration rate is gradually decreased, the configuration of the control device can be simplified, and the motor is stopped or almost stopped, so that the motor is cooled by the self-cooling fan. It is possible to make the application possible even when the motor current is limited.

Similarly, in this embodiment, by setting the phase of the motor current in a range of approximately −30 degrees to −60 degrees, for example, in the motor and the control device when switching to the operation control of the motor 1 in the second control mode. After switching to the operation control of the motor 1 in the second control mode due to a large error in the magnetic pole position of the motor 1 or due to some disturbance, the current phase difference θ _I fluctuated with the magnetic pole axis (d axis) of the motor 1 and fluctuated. Even in this case, stable deceleration is possible.

At this time, if the correction information of the magnetic pole position is obtained intermittently from the outside, the fluctuation of the phase difference θ _I can be corrected using the information, so that it can be made more stable.

  Next, according to this embodiment, since the all-phase chopper operation is used together as the operation control of the motor 1 in the third control mode, the motor 2 is decelerated without estimating the magnetic pole position and speed. Can be made possible.

  In this embodiment, when the motor 1 is operating in the third control mode, the rotational speed and magnetic pole position of the motor 1 are estimated and switched to the motor 1 operation control in the second control mode. Therefore, accurate switching becomes possible, and when the operation control of the motor 1 in the third control mode and the operation control of the motor 1 in the second control mode are combined, the motor is decelerated under a wider range of conditions. Is possible.

  Further, switching of operation control of the motor 1 in each control mode is performed at the rotational speed possessed inside the control system, so that the operation in the position sensorless control based on the technique of Non-Patent Document 2 becomes a difficult region. In addition, the operation control of the motor 1 in the third control mode and the operation control of the motor 1 in the second control mode can be switched.

  By the way, in embodiment mentioned above, although it is a system configuration example at the time of using the position sensorless control system by estimation of a magnetic pole position as operation control of the motor 1 by a 1st control mode, as embodiment of this invention In addition, as a control method in the operation control of the motor 1 in the first control mode, for example, the operation is performed by maintaining the ratio of the rotational speed of the motor and the induced voltage substantially constant regardless of the estimation of the magnetic pole position. / F control method is applicable, any of these may be used, or the position sensorless control method is switched to the V / F control method during deceleration, and then the motor 1 is controlled in the third control mode. It may be made to change to, and it may be made to change to operation control of motor 1 by the 2nd control mode after this.

  In the above embodiment, it is assumed that the magnetic pole position information is not used in the operation control of the motor 1 in the second control mode. However, not only the correction information but also means for obtaining the magnetic pole position information is used. But I don't wait to say that there is no problem.

Next, a second embodiment of the present invention will be described. Here, FIG. 16 is a system configuration diagram in the second embodiment, and with respect to the first embodiment shown in FIG. In this control device 2B, the configuration of the stoppage control means 14 and the all-phase chopper command means 17 is different. At this time, the estimated value of the load system inertia (the sum of the motor alone and the load inertia) is first obtained from the all-phase chopper command means 17. J _MLc is outputted, also, from the power converter 13 is output V _DC is the voltage of the DC voltage portion 131 (FIG. 8), and different in that is inputted to the respective entangled blind control unit 14 Yes.

FIG. 17 is a block diagram of the all-phase chopper command means 17 in the second embodiment, which differs from the all-phase chopper command means 17 of the first embodiment described in FIG. The load system inertia / load state estimating means 177 is added, and the load system inertia estimated value J _MLc and the load torque estimated value τ _Lc calculated by the load system inertia / load state estimating means 177 are added to the chopper current command means 171. Is the point where is entered.

  Next, the operation of the load system inertia / load state estimating means 177 and the chopper current command means 171 in this embodiment will be described. The other components are the same as those in the first embodiment already described, and are therefore omitted.

  First, the load system inertia / load state estimating means 177 will be described. In reducing the inertia energy (hereinafter referred to as load system inertia energy) of the load system inertia during deceleration, the following equations (8) to (12) are used. The relationship of the formula is established.

・ Relationship of load inertia energy decrease during deceleration

_{d / dt (E ML) =} d / dt (E ML) + d / dt (E R-LOS) + d / dt (E c)
J _ML・ ω ・ d / dt (ω) ＝ τ _L・ ω + 3/2 ・ 1/2 ・ R ₁・ I _1ch ² +
C ・_VDC・ d / dt ( _VDC ) ...... (8)

- by the deceleration, decrease of the load system inertia energy E _ML

d / dt (E _ML ) = J _ML・ ω ・ d / dt (ω) ............ (9)

- and the load torque, the decrease in the inertial energy E _L by the load

d / dt (E _L ) ＝ τ _L・ ω ………… (10)

-Resistance loss Er_loss due to current flowing in the motor during chopper operation
(However, the current value is I _1ch and R ₁ is the motor phase winding resistance value.)

d / dt (E _R-LOS ) = 3/2 ・ 1/2 ・ R ₁・ I _1ch ² ............ (11)


・ Energy Ec regenerated in the DC voltage section during chopper operation
(Where C is the smoothing capacitor capacity of the DC voltage section)

d / dt (E _c ) = C ・ V _DC・ d / dt (V _DC ) (12)

Therefore, for example, if it is known that there is no load during deceleration, the torque τ _L is 0. Therefore, from the relationship of the following equation (13), the voltage V _DC of the DC voltage section, the chopper current amplitude I _1ch, and the chopper speed From the estimated speed value ω _1c2 estimated by the estimating means 175, an estimated value J _MLc of the load system inertia can be obtained.

J _ML・ ω ・ d / dt (ω) = 3/2 ・ 1/2 ・ R ₁・ I ₁₀ ² + C ・ V _DC・ d / dt (V _DC )

∴τ _L = [3/2 ・ 1/2 ・ R ₁・ I ₁₀ ² + C ・ V _DC・ d / dt (V _DC )] / ω ・ d / dt (ω)
…………(13)

Further, for example during deceleration, when the load state is long known to unclear load system inertia J _ML, it is possible to estimate the load torque τLc similarly by the following equation (14).

τ _L・ ω ＝ J _ML・ ω ・ d / dt (ω) −
[3/2 ・ 1/2 ・ R ₁・ I _1ch ² + C ・_VDC・ d / dt ( _VDC )]

∴ τ _LC = J _ML・ d / dt (ω) −
1 / ω ・ [3/2 ・ 1/2 ・ R ₁・ I _1ch ² + C ・ V _DC・ d / dt (V _DC )]
…………(14)

In the chopper current command means 171, the relationship of the equation (8), the load system inertia and load torque estimation values by the load system inertia / load state estimation means 177, the speed estimation value estimated by the chopper speed estimation means 175. The total regenerative energy and resistance loss to the DC voltage unit 131 by the chopper operation can be operated from ω _1c2 by the chopper current command value I _1ch ^* , and the operation can be performed so as to maintain a separately set deceleration rate.

Next, FIG. 18 is a block diagram of the anti-stagnation control means 14 in the second embodiment. The difference from the anti-sway control means 14 of the first embodiment described in FIG. The estimated value J _MLc of the load system inertia calculated by the load system inertia / load state estimation unit 177 is additionally input to the stop speed command generation unit 141, and this is a relational expression of the deceleration rate at no load. The expression (2) is as shown in the following expression (15).

d / dt (ω) = τ _M / J _MLc = 1 / J _MLc · 3/2 · K _E I ₁₀ · sin (θ _I )
………… (15)

Therefore, in the case of the second embodiment, instead of the equation (2) in the first embodiment, hereinafter, based on the no-load deceleration rate d / dt (ω) given by the equation (15). The deceleration rate and the current command value after the equation (3) are calculated again.

Here, the equation (15) means that the load system inertia value initially set in the control device 2A is the load system inertia estimated value J obtained by the load system inertia / load state estimating means 177. _The correction is based on _MLc .

Therefore, according to the second embodiment, even when the load system inertia value initially set in the control device 2A is different from the actual value, the operation control of the motor 1 in the third control mode is performed. _{Thus, by} using the load system inertia estimated value J _MLc obtained by the load system inertia / load state estimating means 177 to calculate the deceleration rate and the current command value again, it is possible to obtain a required deceleration rate. .

  Therefore, according to the second embodiment, it is possible to estimate the inertia of the load and the load torque during operation in the operation control of the motor 1 in the third control mode. Furthermore, by controlling the motor current using the obtained information, it is possible to perform control for maintaining the deceleration rate at a desired value.

  Further, according to the second embodiment, by estimating the inertia of the load in the operation control of the motor 1 in the third control mode, information on the inertia of the load cannot be obtained in advance, In the case where it is significantly different from the actual, it is possible to appropriately set the deceleration rate and the current command value in the operation control of the motor 1 in the second control mode.

  As described above, the present invention is characterized in that it is operated by switching a plurality of control modes in a control device for controlling a motor. In order to maintain the synchronization of the rotor position during the extremely low speed rotation of the permanent magnet synchronous motor that is being controlled, the synchronization is maintained until it is completely stopped by switching to the optimal control method according to the rotation speed of the rotor. It is possible to carry out the control as it is.

  For example, when the permanent magnet synchronous motor is driven by the position sensorless control according to the method of Non-Patent Document 2, as described above, when the rotational speed (rotational speed) is decreased until the permanent magnet synchronous motor is almost stopped, When the rotation speed falls below a certain number of revolutions, it becomes difficult to estimate the magnetic pole position, and the operation cannot be continued. Therefore, before reaching this rotational speed, the control of the motor is continued by switching from the control using the induced voltage to the various controls that do not use the induced voltage, and synchronization is performed until the motor finally stops completely. Maintained control can be obtained.

Therefore, the embodiment of the present invention, for example, when decelerating the permanent magnet synchronous motor,
(1) From the first control mode that uses position sensorless control, V / F control, or both,
(2) Transition to the second control mode using chopper regeneration control, and then the induced voltage becomes smaller than the ON voltage of the output element of the control device, and before reaching the rotation speed at which the regenerative current cannot flow in chopper regeneration control. ,
(3) A permanent magnet synchronous motor that controls the permanent magnet synchronous motor so that the motor is stopped or operated at an extremely low speed by changing the control mode to synchronous stagnation control as the third control mode. It is a control device.

  Alternatively, the embodiment of the present invention may be a permanent magnet synchronous motor control device that switches the control mode from the first control mode to the third control mode.

  Similarly, the embodiment of the present invention may be, for example, a permanent magnet synchronous motor control device that switches the control mode by the method described above when switching the rotation direction of the motor. May be a control device that performs control of the permanent magnet synchronous motor based on the motor, and estimates the motor speed and magnetic pole position based on the detected current during the deceleration control by the chopper regeneration control operation. A control device that controls the synchronous motor may be used.

  Similarly, the embodiment of the present invention may be a control device that estimates the inertia of the load system from the estimated speed information estimated from the load current and acceleration during the deceleration control and controls the permanent magnet synchronous motor. In addition, a control device that estimates the motor load and controls the permanent magnet synchronous motor based on the estimated speed information estimated from the load current and acceleration and the given load system inertia may be used.

  Similarly, the embodiment of the present invention controls the motor current during regeneration of the chopper so as to maintain a predetermined deceleration rate from the estimated speed information estimated from the load current and acceleration during the deceleration control and the estimated motor load information. Thus, a control device that controls the permanent magnet synchronous motor may be used.

  Similarly, the embodiment of the present invention may be a control device that controls the permanent magnet synchronous motor by gradually decreasing the deceleration rate as the motor speed decreases at the time of synchronization “stopping”. A control device that controls the permanent magnet synchronous motor by creating and giving command values of speed and current based on a predetermined deceleration rate and load system inertia may be used.

  Similarly, according to the embodiment of the present invention, when the speed and current command values are created and given based on the deceleration rate and the load system inertia given in advance at the time of synchronization “stopping”, the current command value It may be a controller that controls the permanent magnet synchronous motor by giving the phase so as to be shifted by a predetermined phase angle with respect to the magnetic pole position of the motor.

  Similarly, according to the embodiment of the present invention, when the speed and current command values are generated and given based on the predetermined deceleration rate and load system inertia at the time of synchronous “stopping”, the current phase is determined by the magnetic pole position of the motor. In contrast, the controller may control the permanent magnet synchronous motor so that the phase is delayed by 30 to 60 degrees in electrical angle with respect to the rotation direction of the motor.

  Similarly, according to the embodiment of the present invention, when the position correction information is obtained at the time of synchronization “stopping”, the control device for controlling the permanent magnet synchronous motor by correcting the command value of the current based on the information. It may be.

  Similarly, in the embodiment of the present invention, when switching from the chopper regeneration control to the synchronous “stop”, the initial values of the speed and current command values are set using the estimated speed information and magnetic pole position information. It may be a control device that controls the permanent magnet synchronous motor.

  Similarly, the embodiment of the present invention may be a control device that controls a permanent magnet synchronous motor by stopping the main circuit operation of the control device for a predetermined period when switching from position sensorless control to synchronous “stop”. good.

1 is a system configuration diagram showing a first embodiment of a controller for a permanent magnet synchronous motor according to the present invention. It is a block block diagram of the stoppage control means in the 1st Embodiment of this invention. It is operation | movement explanatory drawing when switching from the operation control of the motor 1 by the 1st control mode of the suspension control means in the 1st Embodiment of this invention. It is operation | movement explanatory drawing when switching from the driving | running control of the motor 1 by the 3rd control mode of the suspension control means in the 1st Embodiment of this invention. It is explanatory drawing which shows the relationship between the motor electric current at the time of stopping control, and a magnetic pole position. It is explanatory drawing which shows the relationship between an electric current and a magnetic pole position when an error exists in the phase difference of the motor at the time of stopping control. It is a block block diagram of the chopper control means in the 1st Embodiment of this invention. It is a block block diagram of the power converter in embodiment of this invention. It is a wave form diagram of the PWM generator output at the time of chopper control. It is a block block diagram of the speed estimation means and the magnetic pole position estimation means in the chopper control means by the 1st Embodiment of this invention. It is explanatory drawing which shows the relationship between the magnetic pole position and electric current phase in embodiment of this invention. It is explanatory drawing of the operation control transition of the motor 1 by the control mode in the case of passing through the operation control of the motor 1 by the 3rd control mode in the 1st Embodiment of this invention. It is a flowchart which shows the control action in the case of passing through the operation control of the motor 1 by the 3rd control mode in the 1st Embodiment of this invention. It is explanatory drawing of the operation control transition of the motor 1 by the control mode in case the operation control of the motor 1 by the 3rd control mode is not passed in the 1st Embodiment of this invention. It is a flowchart which shows the control action in case the operation control of the motor 1 by 3rd control mode is not passed in the 1st Embodiment of this invention. It is a system block diagram which shows 2nd Embodiment of the control apparatus of the permanent magnet synchronous motor by this invention. It is a block block diagram of the chopper control means in the 2nd Embodiment of this invention. It is a block block diagram of the stop prevention control means in the 2nd Embodiment of this invention. It is a system block diagram which shows an example of the prior art of a sensorless motor control apparatus.

Explanation of symbols

1: Motor (permanent magnet rotor type three-phase AC synchronous motor)
2A, 2B: Control device 3: Current detection means 4: dq converter 5: Axis error estimation means 6: Speed error estimation means 7: Adder 8: Magnetic pole position calculation means 9: Current command creation means 10: Vector controller 11 : Dq reverse converter 12: PWM generator 13: power converter 14: stoppage control means 15: first speed switching means 16: second speed switching means 17: all-phase chopper command means 18: voltage output command switch Means 19: Control switching command means 20: Magnetic pole position information correction means 140: Speed command selection means 141: Stopping speed command generation means 142: Stopping current command generation means 143: Stoppage phase correction means 170: Chopper current amplitude calculation means 171: Chopper current command means 172: Subtractor 173: Voltage output command calculation means 174: Current phase calculation means during chopper 175: Chopper medium speed estimating means 176: Chopper medium magnetic pole position estimating means 177: Load system inertia / load state estimating means

Claims (15)

  A control device for a permanent magnet synchronous motor, characterized in that, when decelerating the permanent magnet synchronous motor, a control operation is performed to gradually decrease the deceleration rate as the speed of the permanent magnet synchronous motor decreases.   2. The control apparatus for a permanent magnet synchronous motor according to claim 1, wherein the control operation is an operation for gradually decreasing the current of the permanent magnet synchronous motor simultaneously with the deceleration rate.   The control operation is performed in accordance with a command value for the speed of the permanent magnet synchronous motor and the current of the permanent magnet synchronous motor, which is calculated based on a predetermined deceleration rate and inertia of the permanent magnet synchronous motor and the load. The control device for a permanent magnet synchronous motor according to claim 1, wherein the control device is an operation. In claim 3,
The control operation is an operation of supplying a current to the permanent magnet synchronous motor so that the phase of the current of the permanent magnet synchronous motor is shifted by a predetermined phase angle with respect to the magnetic pole position of the permanent magnet synchronous motor. A control device for a permanent magnet synchronous motor, which is characterized. In claim 4,
The predetermined phase angle is a phase angle delayed with respect to the magnetic pole position of the permanent magnet synchronous motor in the range of 30 to 60 degrees in electrical angle with respect to the rotation direction. Control device for synchronous motor. When the correction information about the magnetic pole position of the permanent magnet synchronous motor is obtained, the operation is performed so as to correct the phase of the current of the permanent magnet synchronous motor based on the correction information.
The control device for a permanent magnet synchronous motor according to any one of claims 1 to 5. When decelerating the permanent magnet synchronous motor, the voltage applied to the permanent magnet synchronous motor by the control device maintains a state in which the phase of each phase voltage changes with an electrical angle shifted at equal intervals.
When a period during which the control device performs a control operation is a first control operation period,
After the first control operation period, the control operation is switched to a period for performing the control operation so that each phase voltage changes to the same polarity at substantially the same time.
After the all-phase chopper operation period, the control operation of the control device is:
The control operation is such that the voltage applied to the permanent magnet synchronous motor changes in the same relationship as in the first control operation period, and the control operation is the control operation according to any one of claims 1 to 6. A control device for a permanent magnet synchronous motor.   The permanent magnet synchronous motor according to claim 7, wherein when the rotation direction of the permanent magnet synchronous motor is switched, the permanent magnet synchronous motor is decelerated by switching the control operation of the control device according to the method of claim 7. Motor control device.   7. When the rotation direction of the permanent magnet synchronous motor is switched, deceleration of the permanent magnet synchronous motor is performed by switching the control operation of the control device by the method according to claim 1. A control device for a permanent magnet synchronous motor.   The control device for a permanent magnet synchronous motor according to any one of claims 7 to 9, wherein switching of the control operation of the control device is performed based on a speed of the motor. Claim 7 or 8 or 10
During the deceleration operation by the all-phase chopper operation, the motor speed or the magnetic pole position is estimated based on the detected current, and the permanent magnet synchronous motor control device. In claim 11,
A control device for a permanent magnet synchronous motor, wherein the inertia of a load system is estimated from the estimated motor speed. In claim 11,
A control device for a permanent magnet synchronous motor, wherein a load state of the permanent magnet synchronous motor is estimated from estimated speed information. In claim 13,
From the estimated speed information and estimated motor load information,
A control device for a permanent magnet synchronous motor, wherein the current of the motor is controlled during the all-phase chopper operation so as to maintain a predetermined deceleration rate. The control operation of the control device is a control operation in which a voltage applied to the permanent magnet synchronous motor changes from an all-phase chopper operation period in the same relationship as in the first control operation period, and It is switched to operate to be the control operation described in any of the above,
8. When the switching is performed, initial values of speed and current command values are set using speed information and magnetic pole position information estimated during the all-phase chopper operation period. , 8, 10-14. The permanent magnet synchronous motor control device.

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