JP4391480B2 - Control device for electric motor for vehicle - Google Patents
Control device for electric motor for vehicle Download PDFInfo
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- JP4391480B2 JP4391480B2 JP2006005093A JP2006005093A JP4391480B2 JP 4391480 B2 JP4391480 B2 JP 4391480B2 JP 2006005093 A JP2006005093 A JP 2006005093A JP 2006005093 A JP2006005093 A JP 2006005093A JP 4391480 B2 JP4391480 B2 JP 4391480B2
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- 238000010586 diagram Methods 0.000 description 13
- 238000004804 winding Methods 0.000 description 9
- 230000000694 effects Effects 0.000 description 8
- 238000000034 method Methods 0.000 description 5
- 238000001514 detection method Methods 0.000 description 4
- 239000003990 capacitor Substances 0.000 description 2
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P1/00—Arrangements for starting electric motors or dynamo-electric converters
- H02P1/16—Arrangements for starting electric motors or dynamo-electric converters for starting dynamo-electric motors or dynamo-electric converters
- H02P1/18—Arrangements for starting electric motors or dynamo-electric converters for starting dynamo-electric motors or dynamo-electric converters for starting an individual dc motor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P1/00—Arrangements for starting electric motors or dynamo-electric converters
- H02P1/16—Arrangements for starting electric motors or dynamo-electric converters for starting dynamo-electric motors or dynamo-electric converters
- H02P1/46—Arrangements for starting electric motors or dynamo-electric converters for starting dynamo-electric motors or dynamo-electric converters for starting an individual synchronous motor
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/15—Controlling commutation time
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/20—Arrangements for starting
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
- H02P9/302—Brushless excitation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N2011/0881—Components of the circuit not provided for by previous groups
- F02N2011/0896—Inverters for electric machines, e.g. starter-generators
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2101/00—Special adaptation of control arrangements for generators
- H02P2101/45—Special adaptation of control arrangements for generators for motor vehicles, e.g. car alternators
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
- H02P2201/03—AC-DC converter stage controlled to provide a defined DC link voltage
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2209/00—Indexing scheme relating to controlling arrangements characterised by the waveform of the supplied voltage or current
- H02P2209/07—Trapezoidal waveform
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2209/00—Indexing scheme relating to controlling arrangements characterised by the waveform of the supplied voltage or current
- H02P2209/13—Different type of waveforms depending on the mode of operation
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Eletrric Generators (AREA)
- Motor And Converter Starters (AREA)
- Control Of Motors That Do Not Use Commutators (AREA)
Abstract
Description
この発明は、直流交流変換機によって制御される車両用電動機の制御装置に関するものである。 The present invention relates to a control device for a vehicle motor controlled by a DC / AC converter.
例えば、特開2004−320861では、電動発電機に流れる電流の最大値を制限するPWM制御方式を廃止し、直流交流変換機において電動発電機を作動させる電流の通電角と進相角を制御することでMOSトランジスタの最大電流容量や最大許容損失を低減してMOSトランジスタと制御回路を低コスト化し、安価な3相電動発電機の制御装置を提供することを提案している。そのために車両用電動発電機の制御装置は、車両用電動発電機の電機子巻線と直流電源との間に介在し、スイッチング手段の断続により、前記電機子巻線に交流を供給する直流交流変換機において、スイッチング手段を電気角で略180度区間通電駆動する180度通電角制御方式および電気角で略120度区間通電駆動する120度通電角制御方式の2つの通電方式と、始動時にスイッチング手段に流れる電流を推定する電流推定手段を備え、電動発電機による始動動作中、電流推定手段により電流が所定値より大きく流れると推定した時は120度通電角制御方式を選択し、電流が所定値より小さく流れると推定した時は180度通電角制御方式を選択する構成としている。 For example, in Japanese Patent Application Laid-Open No. 2004-320661, the PWM control method for limiting the maximum value of the current flowing through the motor generator is abolished, and the current conduction angle and the phase advance angle for operating the motor generator in the DC / AC converter are controlled. Therefore, it is proposed to reduce the maximum current capacity and the maximum allowable loss of the MOS transistor, reduce the cost of the MOS transistor and the control circuit, and provide an inexpensive control device for the three-phase motor generator. For this purpose, a control device for a motor generator for a vehicle is interposed between an armature winding of the motor generator for a vehicle and a DC power supply, and supplies alternating current to the armature winding by intermittent switching means. In the converter, there are two energization methods: a 180 degree conduction angle control system that drives the switching means with an electrical angle of about 180 degrees and a 120 degree conduction angle control system that drives with an electrical angle of about 120 degrees, and switching at startup Current estimation means for estimating the current flowing in the means, and during the starting operation by the motor generator, when the current estimation means estimates that the current flows larger than a predetermined value, the 120-degree conduction angle control method is selected and the current is predetermined. When it is estimated that the flow will be smaller than the value, the 180-degree conduction angle control method is selected.
ここで、従来から直流電源として使用されている12Vの鉛バッテリは低温時や劣化時に内部抵抗が増大する事が知られている。上記の従来の技術では、直流電源の電圧を考慮していないために、直流電源の状態などによって内部抵抗が増大したときにバッテリ端子電圧の低下を招き、直流交流変換機の制御回路が停止してしまう問題がある。
電流を推定する方式ではバッテリの状態による実際の電流がずれてしまう。
直流電源の電圧低下によってラジオやカーナビゲーションシステムなどの他の電気機器が停止してしまい、アイドルストップするたびに再起動する問題がある。
上記問題を防止するために並列にもう一つの直流電源を使用することも可能であるが、直流電源追加のために車両コストが増加し、重量も増加する問題がある。
Here, it is known that the internal resistance of a 12V lead battery conventionally used as a DC power source increases when the temperature is low or when the battery is deteriorated. In the above conventional technology, since the voltage of the DC power supply is not taken into consideration, when the internal resistance increases due to the state of the DC power supply, etc., the battery terminal voltage is lowered, and the control circuit of the DC / AC converter stops. There is a problem.
In the method of estimating the current, the actual current varies depending on the battery state.
There is a problem that other electric devices such as a radio and a car navigation system are stopped due to a voltage drop of the DC power source and are restarted every time an idle stop is performed.
In order to prevent the above problem, another DC power supply can be used in parallel. However, the addition of the DC power supply increases the vehicle cost and the weight.
この発明は、前述のような実情に鑑みてなされたもので、確実にエンジンを始動することができるようにすることを目的とするものである。 The present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to start the engine with certainty.
この発明に係る車両用電動機の制御装置は、直流交流変換機によって車両用電動機を通電制御する車両用電動機の制御装置において、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧より大きい定常時には固定子各相に電圧利用率の大きい通電角度幅の矩形波電圧を通電し、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合には電圧利用率の小さい矩形波電圧通電制御に切り替えて直流電流を小さくし前記直流交流変換機の制御回路の動作電圧を確保する車両用電動機の制御装置である。 A control device for a vehicle motor according to the present invention is a control device for a vehicle motor that controls energization of the vehicle motor by a DC / AC converter, and is a DC terminal voltage or a DC power supply terminal voltage input from a battery to the DC / AC converter. When the phase is larger than a predetermined voltage, a rectangular wave voltage having a large voltage utilization rate is applied to each phase of the stator, and the DC terminal voltage or the DC power supply terminal voltage input from the battery to the DC / AC converter is a predetermined voltage. If it becomes a voltage below a control device for a vehicular electric motor that to ensure the operating voltage of the control circuit of the DC-AC converter to reduce the direct current is switched to a small square-wave voltage energization control with voltage utilization factor.
この発明は、直流交流変換機によって車両用電動機を通電制御する車両用電動機の制御装置において、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧より大きい定常時には固定子各相に電圧利用率の大きい通電角度幅の矩形波電圧を通電し、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合には電圧利用率の小さい矩形波電圧通電制御に切り替えて直流電流を小さくし前記直流交流変換機の制御回路の動作電圧を確保するので、確実にエンジンを始動することができる効果がある。 The present invention relates to a control apparatus for a vehicle motor that controls energization of a vehicle motor with a DC / AC converter, and when the DC terminal voltage or DC power supply terminal voltage input from the battery to the DC / AC converter is larger than a predetermined voltage. When a rectangular wave voltage with a large energization angle width is applied to each phase of the stator and the DC terminal voltage or DC power supply terminal voltage input from the battery to the DC / AC converter falls below a predetermined voltage Runode to ensure to reduce the direct current is switched to a small square-wave voltage energization control of the rate of voltage use the operating voltage of the control circuit of the DC-AC converter, there is an effect that can be reliably start the engine.
実施の形態1.
以下この発明の実施の形態1を図1〜図5により説明する。図1は巻線界磁式突極型発電電動機と直流交流変換機の回路図の事例を示す図、図2は回転子位置と180°矩形波通電電圧波形の事例を示す図、図3は回転子位置と120°矩形波通電電圧波形の事例を示す図、図4は矩形波通電時の電気回路の事例を示す図、図5は抵抗の温度依存性で事例を示す図 である。なお、各図中、同一符合は同一部分を示す。
図1には、巻線界磁式突極型発電電動機1とそれに電流を入出力する直流交流変換機2、バッテリ等の直流電源3、及び平滑コンデンサ4の回路図を示す。
FIG. 1 shows a circuit diagram of a wound field type salient
巻線界磁式突極型発電電動機1は、Y結線の巻線を有した固定子(通常は電機子)1Aと、巻線を有する回転子(通常は界磁)1Fと、回転子位置検出装置1RPSとを有している。
A wound field type salient
直流交流変換機2は、演算装置21と、3相ゲートドライバ22と、界磁ゲートドライバ23と、回転子位置検出回路24とを有している。
The DC /
演算装置21は直流交流変換機2の入力電圧であるPN間電圧と、回転子位置検出回路信号から演算した発電電動機の回転速度とによって固定子各相の通電開始角度を計算し、3相ゲートドライバに信号を送る。3相ゲートドライバは3相上下アームのスイッチ素子(ここではMOS FET)をON/OFFすることで、UVW端子に電圧を印加し、3相電流を流す。
The
図1に、エンジン始動用電動機とそれに電流を入力する直流交流変換機の回路図を示す。演算装置は直流交流変換機の入力電圧であるPN間電圧を検出し、所定値以下になると電圧利用率の大きい制御から電圧利用率の小さい制御に切り替えて、3相ゲートドライバに信号を送る。3相ゲートドライバは3相上下アームのスイッチ素子(ここではMOS FET)をON/OFFすることで、UVW端子に電圧を印加し、3相電流を流す。図では巻線界磁式の電動機であるが、永久磁石式の電動機でも良い。 FIG. 1 shows a circuit diagram of a motor for starting an engine and a DC / AC converter for inputting current thereto. The arithmetic unit detects the PN voltage that is the input voltage of the DC / AC converter, and when it falls below a predetermined value, switches the control with a high voltage utilization rate to the control with a low voltage utilization rate, and sends a signal to the three-phase gate driver. The three-phase gate driver applies a voltage to the UVW pin and allows a three-phase current to flow by turning on and off the switch element (here MOS FET) of the three-phase upper and lower arms. In the figure, a winding field type electric motor is shown, but a permanent magnet type electric motor may be used.
図2に、180°矩形波通電時の回転子位置と直流交流変換機相電圧、線間電圧の一例を示す。ここで、δはU相通電開始角度(回転子位置に対する相対角)である。 FIG. 2 shows an example of the rotor position, the DC / AC converter phase voltage, and the line voltage when the 180 ° rectangular wave is energized. Here, δ is a U-phase energization start angle (relative angle with respect to the rotor position).
図3に、120°矩形波通電時の回転子位置と直流交流変換機相電圧、線間電圧の一例を示す。ここで、δはU相通電開始角度(回転子位置に対する相対角)である。 FIG. 3 shows an example of the rotor position, DC / AC converter phase voltage, and line voltage when a 120 ° rectangular wave is energized. Here, δ is a U-phase energization start angle (relative angle with respect to the rotor position).
図4、に180°矩形波通電時の通電回路を示す。図中inverterとして点線で囲まれた部分は、180°区間通電する駆動方式の場合、図2で示したように、各相(図では3相)で上アームか下アームのいずれかがONされており、他方はOFFされているため、図中のVdcで示した位置より左側(AC回路)では、どの運転状態においても2相が並列回路をなしている。よって、速度0におけるDCライン電流Idc0は、次式(式1)で表される。
Rb:バッテリ等の直流電源の内部抵抗
Rdc:DCラインの抵抗
Rinv:インバータの各アームの抵抗
Rac:ACラインの抵抗
Rst:電動機1の固定子の各相の抵抗である。
FIG. 4 shows an energization circuit when energizing a 180 ° rectangular wave. In the figure, the area surrounded by a dotted line as the inverter is the drive system that energizes the 180 ° section. As shown in Fig. 2, either the upper arm or the lower arm is turned on in each phase (three phases in the figure). Since the other is OFF, on the left side (AC circuit) from the position indicated by V dc in the figure, the two phases form a parallel circuit in any operating state. Therefore, the DC line current I dc0 at the
Rb: Internal resistance of DC power supply such as battery
Rdc: DC line resistance
Rinv: Resistance of each arm of the inverter
Rac: AC line resistance
Rst: resistance of each phase of the stator of the
120°区間通電する駆動方式の場合、図3で示したように、3相のうち1相の上アームと下アームが両方OFFであり、残りの2相では上アームか下アームの一方がONとなるため、同様に速度0におけるDCライン電流Idc0は、次式(式2)で表される。
直流電源(バッテリ)端子電圧は次式(式3)で表される。
直流交流変換機の入力電圧は次式(式4)で表される。
図5に、各部の抵抗値の温度特性を示す。例えば図5の抵抗値を式(1)、(3)に適用すると、20℃の時は
ここで、直流交流変換機の制御回路の電源を直流電源から取っているとし、その最低動作電圧を6Vとすると、Vbは8.4Vであるため動作はする。ところが、-30℃の場合の抵抗値を式(1)、(3)に適用すると、
となり、最低動作電圧を下回るため、動作しなくなってしまう。この時、電源電圧の閾値として8Vを設定し、直流電源電圧が8V以下では120°矩形波通電に切り替えたとすれば、図5の-30℃の抵抗値を式(2)、(3)に適用して、 Therefore, since it is below the minimum operating voltage, it will not operate. At this time, if the threshold value of the power supply voltage is set to 8V, and the DC power supply voltage is 8V or less and switched to 120 ° rectangular wave energization, the resistance value of −30 ° C. in FIG. Apply
となり、最低動作電圧を下回らないために動作できる。 Therefore, it can operate so as not to fall below the minimum operating voltage.
実施の形態2.
以下、この発明の実施の形態2を図6により説明する。第1の実施例では回転速度はゼロであったが、エンジン始動時に初期にエンジンがロックせずに回りだした場合は、電流が過渡状態にあるため、電圧もゼロ回転時の最低電圧まで下がらない場合がある。回転しだした場合は、通電開始角の位相をずらすことで、電機子反作用電圧を変化させることができる。したがって、位相をずらすことで電圧を増加させることも可能となる。図6に、180°矩形波通電時の直流交流変換機のU相通電開始角度を変化させたときのトルクと直流交流変換機の入力電圧の特性を示す。U相の通電開始位相角度を遅らせることでトルクは低下するが電圧を増加させられることがわかる。ここで、U相通電開始角度δは、増加させる方向で通電開始を早める(進角)ものである。また、V相、W相はそれぞれ、U相に対して120°、240°遅れて通電している
A second embodiment of the present invention will be described below with reference to FIG. In the first embodiment, the rotational speed was zero. However, when the engine starts at the initial stage without being locked when the engine is started, since the current is in a transient state, the voltage is also lowered to the lowest voltage at zero rotation. There may not be. When rotation starts, the armature reaction voltage can be changed by shifting the phase of the energization start angle. Therefore, the voltage can be increased by shifting the phase. FIG. 6 shows the characteristics of the torque and the input voltage of the DC / AC converter when the U-phase energization start angle of the DC / AC converter when the 180 ° rectangular wave is energized is changed. It can be seen that delaying the U-phase energization start phase angle decreases the torque but increases the voltage. Here, the U-phase energization start angle δ is for increasing the energization start (advance angle) in the increasing direction. The V phase and W phase are energized with a 120 ° and 240 ° delay from the U phase, respectively.
実施の形態3.
以下、この発明の実施の形態3を図7により説明する。第2の実施例と同様に、回転しだした場合は巻線界磁式の界磁電流を変化させることで、直流交流変換機の入力電圧を増加させることができる。図7に界磁電流を変化させたときのトルクと直流交流変換機入力電圧の特性を示す。
A third embodiment of the present invention will be described below with reference to FIG. As in the second embodiment, when the motor starts rotating, the input voltage of the DC / AC converter can be increased by changing the winding field type field current. FIG. 7 shows the characteristics of torque and DC / AC converter input voltage when the field current is changed.
実施の形態4.
以下、この発明の実施の形態4を図11、12により説明する。図11、12は、ホールICスイッチを使用した時の通電波形を示し、図11は回転速度がゼロ付近でのホールICスイッチによる位置置センサ波形と各相矩形波電圧波形を、図12は回転速度が上昇した時のホールICスイッチによる位置置センサ波形と各相矩形波電圧波形を、夫々示している。
Embodiment 4 FIG.
The fourth embodiment of the present invention will be described below with reference to FIGS. 11 and 12 show energization waveforms when the Hall IC switch is used. FIG. 11 shows the position sensor waveform and each phase rectangular wave voltage waveform by the Hall IC switch when the rotation speed is near zero. FIG. The position sensor waveform by the Hall IC switch and the phase square wave voltage waveform when the speed is increased are shown.
なお、図8はこの発明の実施の形態1を示す図で、PWM正弦波駆動と矩形波駆動のトルク特性比較の事例を示す図であり、図9はこの発明の実施の形態1を示す図で、PWM正弦波駆動と矩形波駆動のPN端子電圧特性比較の事例を示す図であり、図10はこの発明の実施の形態1を示す図で、PWM正弦波通電と矩形波通電の波形と電圧利用率の事例を示す図である。
FIG. 8 is a diagram showing the first embodiment of the present invention, showing an example of comparison of torque characteristics between PWM sine wave driving and rectangular wave driving, and FIG. 9 is a diagram showing the first embodiment of the present invention. FIG. 10 is a diagram showing an example of comparison of PN terminal voltage characteristics between PWM sine wave driving and rectangular wave driving, and FIG. 10 is a
前述のこの発明の実施の形態1〜7に記載の要点、及び前述のこの発明の実施の形態1〜7に記載されていない要点は、以下の通りとなる。 The main points described in the first to seventh embodiments of the present invention and the main points not described in the first to seventh embodiments of the present invention are as follows.
1.直流交流変換機によって車両用電動機を通電制御する車両用電動機の制御装置において、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧より大きい定常時には固定子各相に電圧利用率の大きい通電角度幅の矩形波電圧を通電し、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合には電圧利用率の小さい矩形波電圧通電制御に切り替えることを特徴とする車両用電動機の制御装置。開放時の電圧がおよそ12Vのバッテリを使用した車両の、エンジンを始動するための電動機を制御する直流交流変換機において、相電圧は通常電圧利用率の大きい通電角度幅の矩形波電圧通電で制御されており、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合に電圧利用率の小さい矩形波電圧通電制御に切り替える。これにより、次の効果が生じる。
(1)最大トルクが出るように制御された場合、電圧利用率が小さい方が直流電流は小さくなるので、バッテリ内部抵抗と配線の抵抗による電圧低下を小さくできて、直流交流変換機の制御部に入力される端子電圧が大きくなり、直流交流変換機の制御回路の動作電圧を確保できるので運転を継続可能であり、確実にエンジンを始動することができる。
(2)アイドルストップ後の再始動時に、バッテリ電圧が所定値以下に低下しないので、ラジオやナビゲーションシステムが停止せず、快適である。
1. In a vehicular motor control apparatus that controls energization of a vehicular motor with a DC / AC converter, each phase of the stator is steady when the DC terminal voltage or DC power supply terminal voltage input from the battery to the DC / AC converter is larger than a predetermined voltage. When a rectangular wave voltage with a large energization angle width is energized to the DC terminal voltage or the DC power supply terminal voltage input from the battery to the DC / AC converter, the voltage utilization ratio is reduced. A control device for an electric motor for a vehicle, wherein the control is switched to small rectangular wave voltage energization control. In a DC / AC converter that controls an electric motor for starting an engine of a vehicle using a battery with an open voltage of approximately 12V, the phase voltage is controlled by energizing a rectangular wave voltage with an energization angle width that normally has a large voltage utilization rate. When the DC terminal voltage or the DC power supply terminal voltage input from the battery to the DC / AC converter becomes a predetermined voltage or lower, switching to rectangular wave voltage energization control with a small voltage utilization factor is performed. This produces the following effects.
(1) When the maximum torque is controlled, the DC current becomes smaller when the voltage utilization rate is smaller. Therefore, the voltage drop due to the battery internal resistance and the wiring resistance can be reduced, and the control unit of the DC / AC converter Since the terminal voltage input to the terminal becomes larger and the operating voltage of the control circuit of the DC / AC converter can be secured, the operation can be continued and the engine can be started reliably.
(2) When restarting after an idle stop, the battery voltage does not drop below a predetermined value, so the radio and navigation system do not stop and are comfortable.
2.直流交流変換機によって車両用電動機を通電制御する車両用電動機の制御装置において、固定子各相相電圧は最大トルクが出力されるように通電開始角度を制御されており、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合に、直流電圧を増やす方向に通電開始角度がずらされることを特徴とする車両用電動機の制御装置。開放時の電圧がおよそ12Vのバッテリを使用した車両の、エンジンを始動するための電動機を制御する直流交流変換機において、相電圧は最大トルクが出力されるように通電開始角度を制御されており、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合に、直流電圧を増やすように通電開始角度がずらされる。これにより、次の効果が生じる。
(1)通電開始位相角をずらすことで、直流電流が小さくなるので、バッテリ内部抵抗と配線の抵抗による電圧低下を小さくできて、直流交流変換機の制御部に入力される端子電圧が大きくなり、直流交流変換機の制御回路の動作電圧を確保できるので運転を継続可能であり、確実にエンジンを始動することができる。
(2)アイドルストップ後の再始動時に、バッテリ電圧が所定値以下に低下しないので、ラジオやナビゲーションシステムが停止せず、快適である。
2. In a vehicular motor control apparatus that controls energization of a vehicular motor using a DC / AC converter, the energization start angle is controlled so that a maximum torque is output for each phase phase voltage of the stator. When the direct current terminal voltage or direct current power supply terminal voltage input to the voltage becomes equal to or lower than a predetermined voltage, the energization start angle is shifted in a direction to increase the direct current voltage. In a DC / AC converter that controls a motor for starting an engine of a vehicle using a battery with an open voltage of approximately 12V, the energization start angle is controlled so that a maximum torque is output for the phase voltage. The energization start angle is shifted so as to increase the DC voltage when the DC terminal voltage or the DC power supply terminal voltage input from the battery to the DC / AC converter becomes a predetermined voltage or lower. This produces the following effects.
(1) Since the DC current is reduced by shifting the energization start phase angle, the voltage drop due to the battery internal resistance and the wiring resistance can be reduced, and the terminal voltage input to the controller of the DC AC converter is increased. Since the operating voltage of the control circuit of the DC / AC converter can be secured, the operation can be continued and the engine can be started reliably.
(2) When restarting after an idle stop, the battery voltage does not drop below a predetermined value, so the radio and navigation system do not stop and are comfortable.
3.直流交流変換機によって車両用電動機を通電制御する車両用電動機の制御装置において、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧より大きい定常時には固定子各相に電圧利用率の大きい通電角度幅の矩形波電圧を通電し、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合には界磁電流を変化させることを特徴とする車両用電動機の制御装置。開放時の電圧がおよそ12Vのバッテリを使用した車両の、エンジンを始動するための巻線界磁式電動機を制御する直流交流変換機において、相電圧は通常電圧利用率の大きい通電角度幅の矩形波電圧通電で制御されており、バッテリから直流交流変換機に入力される直流端子電圧あるいは直流電源端子電圧が所定の電圧以下になった場合に界磁電流を変化させる。これにより、次の効果が生じる。
(1)界磁電流を変化させることで、直流電流が小さくできるので、バッテリ内部抵抗と配線の抵抗による電圧低下を小さくできて、直流交流変換機の制御部に入力される端子電圧が大きくなり、直流交流変換機の制御回路の動作電圧を確保できるので運転を継続可能であり、確実にエンジンを始動することができる。
(2)アイドルストップ後の再始動時に、バッテリ電圧が所定値以下に低下しないので、ラジオやナビゲーションシステムが停止せず、快適である。
3. In a vehicular motor control apparatus that controls energization of a vehicular motor with a DC / AC converter, each phase of the stator is steady when the DC terminal voltage or DC power supply terminal voltage input from the battery to the DC / AC converter is larger than a predetermined voltage. When a rectangular wave voltage with a large energization angle width is applied to the DC terminal voltage or DC power supply terminal voltage input from the battery to the DC / AC converter, the field current is reduced. A control device for an electric motor for a vehicle characterized by being changed. In a DC / AC converter that controls a wound-field motor for starting an engine of a vehicle using a battery with an open voltage of approximately 12V, the phase voltage is a rectangle with a normal energization angle width with a large voltage utilization factor. The field current is changed when the DC terminal voltage or the DC power supply terminal voltage input from the battery to the DC / AC converter becomes equal to or lower than a predetermined voltage. This produces the following effects.
(1) Since the DC current can be reduced by changing the field current, the voltage drop due to the internal resistance of the battery and the resistance of the wiring can be reduced, and the terminal voltage input to the control unit of the DC / AC converter increases. Since the operating voltage of the control circuit of the DC / AC converter can be secured, the operation can be continued and the engine can be started reliably.
(2) When restarting after an idle stop, the battery voltage does not drop below a predetermined value, so the radio and navigation system do not stop and are comfortable.
4.前記1項〜3項の何れか一に記載の車両用電動機の制御装置において、初期の相電圧の通電幅は180°であることを特徴とする車両用電動機の制御装置。これにより、次の効果が生じる。
(1)180°矩形波通電により電圧を最大利用でき、トルクを向上することができるので、エンジンを迅速に始動できる。
4). 4. The vehicle motor control device according to any one of
(1) The maximum voltage can be utilized by energizing the 180 ° rectangular wave, and the torque can be improved, so that the engine can be started quickly.
5.前記1項に記載の車両用電動機の制御装置おいて、初期の相電圧の通電幅は180°、切り替え後の相電圧の通電幅は120°であることを特徴とする車両用電動機の制御装置。これにより、次の効果が生じる。
(1)180°と120°矩形波通電は比較的簡単なので制御が簡便になり、システムコストが低下する。
5. 2. The vehicle motor control device according to
(1) Since 180 ° and 120 ° rectangular wave energization is relatively simple, the control becomes simple and the system cost decreases.
6.前記2項に記載の車両用電動機の制御装置において、通電開始角度は60°ずらされることを特徴とする車両用電動機の制御装置。これにより、次の効果が生じる。
(1)60°ごとの切り替えで済めば、回転センサをホールスイッチ式とすることができるので安価になり、システムコストが低下する。
6). 3. The vehicle motor control device according to
(1) If switching is performed every 60 °, the rotation sensor can be a Hall switch type, so that the cost is reduced and the system cost is reduced.
7.前記1項〜5項の何れか一に記載の車両用電動機の制御装置において、回転子位置検出手段はレゾルバであることを特徴とする車両用電動機の制御装置。これにより、次の効果が生じる。
(1)レゾルバなので高精度に位置検出でき、通電開始角の分解能が向上して細かく位相を制御できるので特性を向上しつつ、電圧を維持することができる。
7). 6. The vehicle motor control device according to
(1) Since it is a resolver, the position can be detected with high accuracy, the resolution of the energization start angle is improved and the phase can be finely controlled, so that the voltage can be maintained while improving the characteristics.
1 巻線界磁式突極型発電電動機、
1A 固定子(通常は電機子)、
1F 回転子(通常は界磁)、
1RPS 回転子位置検出装置、
2 直流交流変換機、
21 演算装置、
22 3相ゲートドライバ、
23 界磁ゲートドライバ、
24 回転子位置検出回路、
3 直流電源、
4 平滑コンデンサ、
5 シャント抵抗、
6 界磁スイッチ素子。
1 winding field salient pole generator motor,
1A stator (usually armature),
1F rotor (usually field),
1RPS rotor position detector,
2 DC / AC converter,
21 arithmetic unit,
22 3-phase gate driver,
23 Field gate driver,
24 rotor position detection circuit,
3 DC power supply,
4 Smoothing capacitor,
5 Shunt resistance,
6 Field switch element.
Claims (7)
6. The control apparatus for a vehicle motor according to claim 1, wherein the rotor position detecting means is a resolver.
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FR0752597A FR2897211B1 (en) | 2006-01-12 | 2007-01-10 | DEVICE FOR CONTROLLING MOTOR VEHICLE MOTOR |
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JP2006005093A JP4391480B2 (en) | 2006-01-12 | 2006-01-12 | Control device for electric motor for vehicle |
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