JP5274587B2 - Control device for electric motor for vehicle - Google Patents

Description

  The present invention relates to a control device for a motor for a vehicle that controls the control of the motor, in particular, the drive of a motor mounted on a vehicle and connected to an engine.

As a conventional control device for controlling the driving of a vehicle electric motor connected to an engine, there is one disclosed in Patent Document 1. The conventional vehicle motor control device disclosed in Patent Document 1 energizes one terminal of the stator winding terminal by the upper switch element of the drive arm of the power conversion unit, and is fixed differently from the upper switch element by the lower switch element. The first energized state in which one terminal of the child winding terminal is energized, and one or two terminals of the stator winding terminal are energized by the upper switch element of the drive arm, and the upper switch element is energized by the lower switch element. A second energization state for energizing all remaining stator winding terminals (2 terminals or 1 terminal), and the first energization state and the second energization state are determined by rotating the rotor of the motor. Control is performed so as to switch alternately within one cycle of the electrical angle that changes by the above.

  According to the conventional vehicular electric motor control apparatus configured as described above, since the torque ripple of the electric motor can be reduced, it is possible to rotate the engine to a high speed rotation when starting the stopped engine, The engine can be started quickly and smoothly, and noise can be reduced.

JP 2010-11575 A

  According to the conventional vehicle motor control device disclosed in Patent Document 1, switching between the first energized state and the second energized state is performed based on the rotor angular position information of the rotation sensor. Therefore, a rotation sensor is required, and accordingly, the apparatus becomes larger, and the scale of the control circuit is increased, which causes problems such as an increase in cost and a decrease in reliability of parts.

  The present invention has been made to solve the above-described problems of the conventional apparatus, and an object of the present invention is to obtain a compact, inexpensive, and highly reliable control apparatus for a vehicle motor without using a rotation sensor. And

  In the vehicle motor control device according to the present invention, a plurality of drive arms each having an upper switching element and a lower switching element connected in series are connected between positive and negative terminals of a DC power source, and the upper switching element of the drive arm and the A series connection point with the lower switching element includes a power conversion unit connected to each of a plurality of winding terminals of the stator winding of the vehicle motor, and the upper switching element and the lower switching element of the drive arm are turned on, A control device for a motor for a vehicle that controls turning off to control energization of the stator winding of the motor for a vehicle to drive a rotor of the motor for the vehicle, wherein the stator winding is , Each comprising a three-phase winding and a first stator winding and a second stator winding arranged to be shifted by a predetermined electrical angle phase, and the power converter comprises the A first power converter that controls energization of one stator winding; and a second power converter that controls energization of the second stator winding, the first stator winding And the second stator winding are controlled by the first power conversion unit and the second power conversion unit, respectively, so that they are shifted by the predetermined angle electrical angle phase and have the same energization pattern. The energization pattern includes a first energization state and a second energization state, and the first energization state is applied to one winding terminal of the stator winding by the upper switching element of the drive arm. Energized, energized to one winding terminal different from the winding terminal by the lower switching element, the remaining winding terminals are energized state that is not energized from either the upper switching element and the lower switching element, In the second energized state, the drive Energizing one or two winding terminals of the stator winding by the upper switching element of the arm and energizing all winding terminals other than the one or two winding terminals by the lower switching element The first power conversion unit and the second energization state are switched so that the first energization state and the second energization state are alternately switched within one cycle of an electrical angle that is changed by rotation of a rotor of the electric motor. Switching between the first energized state and the second energized state is controlled by a second power converter, and the first stator winding or the second fixed state in the first energized state This is performed based on the voltage of the remaining winding terminal in the child winding.

  According to the control apparatus for a motor for a vehicle according to the present invention, since the conventionally required rotation sensor is not required, the product size can be made compact, and the circuit scale can be reduced, so that it is inexpensive and highly reliable. An electric control device for a vehicle can be obtained.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a conceptual diagram of a stator drive circuit of a control device for a vehicle electric motor according to Embodiment 1 of the present invention. It is explanatory drawing showing the magnetization state of the rotor and stator of the control apparatus of the motor for vehicles by Embodiment 1 of this invention. It is explanatory drawing which shows the electricity supply state of the rotor and stator of the control apparatus of the motor for vehicles by Embodiment 1 of this invention. It is a block diagram of the energization state change timing detection means in the control apparatus of the motor for vehicles by Embodiment 1 of this invention. It is explanatory drawing which shows the switching timing of the electricity supply state in the control apparatus of the motor for vehicles by Embodiment 1 of this invention. It is a time chart which shows the energization state of each drive arm of the electric power conversion part in the control apparatus of the motor for vehicles by Embodiment 1 of this invention. It is explanatory drawing which shows the switching timing of the energized state in the control apparatus of the motor for vehicles by Embodiment 2 of this invention.

Embodiment 1 FIG.
A vehicle motor control apparatus according to Embodiment 1 of the present invention will be described below. 1 is a conceptual diagram of a stator drive circuit of a control device for an electric motor for a vehicle according to Embodiment 1 of the present invention. A rotor (not shown) may be a rotor having a magnetic pole made of a permanent magnet or a rotor having a magnetic pole formed by a field winding. In FIG. 1, the stator of the vehicle motor includes a first stator winding 13 composed of a winding U, a winding V, and a winding W that are three-phase Δ-connected, and a winding X that is three-phase Δ-connected. , Winding Y and second stator winding 14 composed of winding Z. The mutual angular intervals of the windings U and V, V and W, W and U of the first stator winding 13 are 120 [deg], and the windings X and Y of the second stator winding 14 are each. , Y and Z, and Z and X each have an angular interval of 120 [deg].

Further, the first stator winding 13 and the second stator winding 14 are arranged so as to be shifted from each other by an angle of 30 [deg], and the windings U and X, V, Y, W, and The mutual angle interval of Z is 30 [deg]. The stator winding according to the first embodiment is equivalent to a six-phase stator winding. The first stator winding 13 and the second stator winding 14 are controlled by the same energization pattern as will be described later, with an electrical angle phase of 30 [rad] shifted from each other.

  The first power conversion unit 130 includes a first drive arm constituted by the upper switching element 1 and the lower switching element 2, a second drive arm constituted by the upper switching element 3 and the lower switching element 4, and an upper A third drive arm constituted by the switching element 5 and the lower switching element 6 is provided.

  The DC side terminals P and N of the first power conversion unit 130 are connected to a positive terminal and a negative terminal of an in-vehicle battery (not shown). Further, the AC side terminals 131, 132, 133 derived from the series connection points of the upper switching element and the lower switching element of the first to third driving arms are the windings of the first stator winding 13, respectively. Terminals (1), (2), and (3) are connected respectively.

  Similarly, the second power conversion unit 140 includes a fourth drive arm constituted by the upper switching element 7 and the lower switching element 8, and a fifth drive arm constituted by the upper switching element 9 and the lower switching element 10. And a sixth drive arm constituted by an upper switching element 11 and a lower switching element 12.

  The DC side terminals P and N of the second power conversion unit 140 are connected to a positive terminal and a negative terminal of an in-vehicle battery (not shown). The AC side terminals 141, 142, and 143 derived from the series connection points of the upper switching element and the lower switching element of the fourth to sixth driving arms are the windings of the second stator winding 14, respectively. The terminals (4), (5), and (6) are connected to each other.

  In FIG. 1, for example, when the upper switching element 1 of the first drive arm in the first power conversion unit 130 is on and the lower switching element 2 is off, the voltage of the AC side terminal 131 is a high level voltage (hereinafter, When the lower switching element 2 is on and the upper switching element 1 is off, the voltage of the AC side terminal 131 becomes a low level voltage (hereinafter referred to as L voltage), and the upper switching element 1, When both the lower switching element 2 and the lower switching element 2 are off, the voltage of the AC side terminal 131 becomes an intermediate potential. The same applies to the other drive arms of the first power conversion unit 130 and the drive arms of the second power conversion unit 140.

FIG. 2 is an explanatory diagram showing the magnetized state of the rotor and the stator of the control device for a vehicle electric motor according to Embodiment 1 of the present invention, showing the magnetized state of the stator for obtaining the most efficient rotational force. Yes. 2A shows the magnetization state of the first stator winding 13 and the rotor 15, and FIG. 2B shows the magnetization state of the second stator winding 14 and the rotor 15. . 2 (A) and 2 (B), the rotational positions a, b, c, d, e, f, g, h, i, j, k, and the like of every 30 [deg] of the rotor 15 are shown. The magnetization states of the first stator winding 13 and the rotor magnetic pole 15 and the second stator winding 14 and the rotor 15 at l are shown.

  2A and 2B, among the winding terminals (1) to (6), the black circle indicates the L voltage, the white circle indicates the H voltage, and the gray circle indicates the intermediate potential, and the first stator winding The hatched portions displayed in proximity to the U, V, W windings on the line 13 and the X, Y, Z windings on the second stator winding 14 are N poles, and the white portions are S poles. The display surrounded by the solid line indicates that the magnetization state is stronger than the display surrounded by the broken line. Furthermore, the white part enclosed with a broken line has shown that it is not magnetized.

FIG. 3 is an explanatory diagram showing energized states of the rotor and the stator of the control device for a vehicle motor according to Embodiment 1 of the present invention. In FIG. 3, in the upper left column of the vertical axis, the first drive connected to each of the “UVW side” winding terminals (1), (2), (3) as the first stator winding 13. The switch states of the upper switching element and the lower switching element of the arm, the second drive arm, and the third drive arm are divided into three modes and displayed. Further, in the lower left column of the vertical axis, the fourth drive arm connected to each of the winding terminals (4), (5), (6) on the “XYZ side” as the second stator winding 14, The switch states of the upper switching element and the lower switching element of the fifth drive arm and the sixth drive arm are divided into three modes and displayed.

  On the other hand, the horizontal axis indicates the first fixed state corresponding to 12 states from “a state 0 (0 deg)” to “l state 11 (330 deg)” corresponding to the rotational positions a to l of the rotor. The magnetization states of the child winding 13 and the second stator winding 14 and the voltage states of the winding terminals (1) to (6) are displayed.

  1, 2, and 3, in the “a state 0 (0 deg)”, the upper switching element 1 of the first drive arm of the first power conversion unit 130 is on, and the lower switching element 2 is off, The winding terminal (1) is H voltage, the upper switching element 3 of the second drive arm is OFF, the lower switching element 4 is ON, and the winding terminal (2) is L voltage, the upper switching element 5 of the third driving arm. Is off, the lower switching element 6 is on, and the winding terminal (3) is at L voltage.

  At this time, current flows from the winding terminal (1) of the first stator winding 13 through the windings U and W to the winding terminals (2) and (3). The current flowing through U generates a magnetic flux that forms a magnetic pole with the N pole on the right side and the S pole on the left side, and the magnetic flux that forms the magnetic pole with the N pole on the right side and the S pole on the left side by the current flowing through the winding W. However, no current flows through the winding V and no magnetic flux is formed. At this time, the rotor 15 is in the position of the N pole on the upper side and the S pole on the lower side in the figure, and the rotor 15 generates a rotational force in the direction indicated by the arrow by the action of the magnetic flux by the first stator winding 13. To do.

  On the other hand, in the “a state 0 (0 deg)”, the upper switching element 7 of the fourth drive arm of the second power conversion unit 140 is on, the lower switching element 8 is off, and the winding terminal (4) is H. Voltage, the upper switching element 9 of the fifth drive arm is off, the lower switching element 10 is off, the winding terminal (5) is an intermediate potential, the upper switching element 11 of the sixth drive arm is off, and the lower switching element 12 is The winding terminal (6) is at the L voltage.

  At this time, a current flows from the winding terminal (4) of the second stator winding 14 via the winding Z to the winding terminal (6). A magnetic flux is generated that forms a magnetic pole with the N pole on the right side and the S pole on the left side. Also, the current flowing from the winding terminal (4) through the winding X to the winding terminal (5) generates a magnetic flux that forms a magnetic pole having an N pole on the lower side and an S pole on the upper side. 5) A magnetic flux that forms a magnetic pole having an N pole on the upper side and an S pole on the lower side is generated by the current that flows from the winding Y to the winding terminal (6). The magnetic flux generated by these currents is smaller than the current flowing in the winding Z, and the magnetic flux generated by these currents is smaller than the magnetic flux generated by the current flowing in the winding Z. At this time, the rotor 15 is in the position of the N pole on the upper side and the S pole on the lower side in the figure, and the rotor 15 generates a rotational force in the direction indicated by the arrow by the action of the magnetic flux by the second stator winding 14. To do.

  The rotor 15 is rotated in the direction of the arrow by the rotational force obtained by adding the rotational force of the first stator winding 13 and the rotational force of the second stator winding 14, and “a state 0 (0 [deg] ]) "To the" b state 1 (30 deg) "position.

Thereafter, the state returns to “a state 0 (0 geg)” via “b state 1 (30 deg)” to “l state 11 (330 deg)” sequentially. The rotor 15 rotates in the direction of the arrow in response to the driving force generated by the interaction between the magnetic flux generated by the first stator winding 13 and the second stator winding 14 in each state and the magnetic flux of its own magnetic pole. To do.

  Next, for “a state 0 (30 deg)” to “l state 11 (330 deg)”, the upper switching element and the lower switching element of the first driving arm to the third driving arm in the first power conversion unit 130 are turned on / off. The off state, the voltage states of the winding terminals (1) to (3) of the first stator winding 13, and the upper switching of the fourth drive arm to the sixth drive arm in the second power converter 140 The on / off state of the element and the lower switching element, and the voltage state of the winding terminals (4) to (6) of the second stator winding 14 will be described.

  The energization patterns in “a state 0 (deg)” to “i state 330 (deg)” described below are energized to one winding terminal of the stator winding by the upper switch element of the drive arm, A “first energized state” in which the lower switch element energizes another coil terminal different from the one coil terminal, and one or two windings of the stator winding by the upper switch element of the drive arm. It can be divided into a “second energization state” in which the line terminal is energized and all the remaining winding terminals (two or one) other than the one or two winding terminals are energized by the lower switch element. .

"A state 0 (0 deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → on, 2 → off, 3 → off, 4 → on, 5 → off, 6 → on [winding terminal of the first stator winding] (1) → H voltage, (2) → L voltage, (3) → L voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → on, 8 → off, 9 → off, 10 → off, 11 → off, 12 → on [winding terminal of second stator winding] (4) → H voltage, (5) → intermediate potential, (6) → L voltage

"B state 1 (30 deg)"
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → on, 2 → off, 3 → off, 4 → on, 5 → off, 6 → off [winding terminal of first stator winding] (1) → H voltage, (2) → L voltage, (3) → Intermediate potential [Upper / lower switching element of second power conversion unit]...
7 → on, 8 → off, 9 → off, 10 → on, 11 → off, 12 → on [winding terminal of second stator winding] (4) → H voltage, (5) → L voltage, (6) → L voltage

"C state 2 (60 deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → on, 2 → off, 3 → off, 4 → on, 5 → on, 6 → off [winding terminal of first stator winding] (1) → H voltage, (2) → L voltage, (3) → H voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → on, 8 → off, 9 → off, 10 → on, 11 → off, 12 → off [winding terminal of second stator winding] (4) → H voltage, (5) → L voltage, (6) → Intermediate potential

"D state 3 (90deg)"
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → off, 2 → off, 3 → off, 4 → on, 5 → on, 6 → off [winding terminal of the first stator winding] (1) → intermediate potential, (2) → L voltage, (3) → H voltage [second power conversion unit upper / lower switching element]... Second energization state
7 → on, 8 → off, 9 → off, 10 → on, 11 → on, 12 → off [winding terminal of second stator winding] (4) → H voltage, (5) → L voltage, (6) → H voltage

"E state 4 (120 deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → off, 2 → on, 3 → off, 4 → on, 5 → on, 6 → off [winding terminal of the first stator winding] (1) → L voltage, (2) → L voltage, (3) → H voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → off, 8 → off, 9 → off, 10 → on, 11 → on, 12 → off [winding terminal of second stator winding] (4) → intermediate potential, (5) → L voltage, (6) → H voltage

"F state 5 (150 deg)"
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → off, 2 → on, 3 → off, 4 → off, 5 → on, 6 → off [winding terminal of the first stator winding] (1) → L voltage, (2) → intermediate potential, (3) → H voltage [second power conversion unit upper / lower switching element]... Second energization state
7 → off, 8 → on, 9 → off, 10 → on, 11 → on, 12 → off [winding terminal of second stator winding] (4) → L voltage, (5) → L voltage, (6) → H voltage

"G state 6 (180 deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → off, 2 → on, 3 → on, 4 → off, 5 → on, 6 → off [winding terminal of the first stator winding] (1) → L voltage, (2) → H voltage, (3) → H voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → off, 8 → on, 9 → off, 10 → off, 11 → on, 12 → off [winding terminal of second stator winding] (4) → L voltage, (5) → intermediate potential, (6) → H voltage

"H state 7 (210 deg)"
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → off, 2 → on, 3 → on, 4 → off, 5 → off, 6 → off [winding terminal of first stator winding] (1) → L voltage, (2) → H voltage, (3) → Intermediate potential [Upper / lower switching element of second power conversion unit]...
7 → off, 8 → on, 9 → on, 10 → off, 11 → on, 12 → off [winding terminal of second stator winding] (4) → L voltage, (5) → H voltage, (6) → H voltage

"I-state 8 (240deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → off, 2 → on, 3 → on, 4 → off, 5 → off, 6 → on [winding terminal of first stator winding] (1) → L voltage, (2) → H voltage, (3) → L voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → off, 8 → on, 9 → on, 10 → off, 11 → off, 12 → off [winding terminal of second stator winding] (4) → L voltage, (5) → H voltage, (6) → Intermediate potential

“J State 9 (270 deg)”
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → off, 2 → off, 3 → on, 4 → off, 5 → off, 6 → on [winding terminal of the first stator winding] (1) → intermediate potential, (2) → H voltage, (3) → L voltage [Upper / lower switching element of second power conversion unit]... Second energization state
7 → off, 8 → on, 9 → on, 10 → off, 11 → off, 12 → on [winding terminal of second stator winding] (4) → L voltage, (5) → H voltage, (6) → L voltage

"K state 10 (300 deg)"
[Upper / lower switching element of first power conversion unit] ... second energized state
1 → on, 2 → off, 3 → on, 4 → off, 5 → off, 6 → on [winding terminal of first stator winding] (1) → H voltage, (2) → H voltage, (3) → L voltage [upper / lower switching element of second power conversion unit]... First energization state
7 → off, 8 → off, 9 → on, 10 → off, 11 → off, 12 → on [winding terminal of second stator winding] (4) → intermediate potential, (5) → H voltage, (6) → L voltage

"1 state 11 (330 deg)"
[Upper / lower switching element of first power conversion unit] ... first energized state
1 → on, 2 → off, 3 → off, 4 → off, 5 → off, 6 → on [winding terminal of first stator winding] (1) → H voltage, (2) → intermediate potential, (3) → L voltage [Upper / lower switching element of second power conversion unit]... Second energization state
7 → on, 8 → off, 9 → on, 10 → off, 11 → off, 12 → on [winding terminal of second stator winding] (4) → H voltage, (5) → H voltage, (6) → L voltage

  As is apparent from the above, the “first energized state” means, as shown in FIG. 3, the upper switching element of any one of the three drive arms on both the UVW side and the XYZ side. It can also be said that both the lower switching element and the lower switching element are turned off, and the winding terminal connected to the AC side terminal of the drive arm is in an energized state where the voltage is an intermediate potential. Also, the “second energized state” means that none of the three switching arms has both the upper switching element and the lower switching element turned off, and any winding terminal is in the middle. It can also be said that it is an energized state in which no potential is generated.

  The “first energized state” and the “second energized state” occur alternately every 30 (deg), but the same energized state does not occur simultaneously on the UVW side and the XYZ side. Therefore, in each of “a state 0 (0 deg)” to “l state 11 (330 deg)”, a “first energization state” that is necessarily an intermediate potential occurs on either the UVW side or the XYZ side.

  As described above, according to the conventional vehicle motor control device, the switching of the switching element of the power conversion unit is controlled based on the rotor angular position information of the rotation sensor. The control device for a vehicle electric motor according to the first aspect is provided with a “first state” that always occurs on either the UVW side or the XYZ side in each of “a state 0 (0 deg)” to “l state 11 (330 deg)”. Focusing on the “energized state”, the switching of the upper switching element and the lower switching element of each drive arm of the first power conversion unit 130 and the second power conversion unit 140 is controlled.

  Hereinafter, control of the switching element in the control apparatus for a vehicle motor according to Embodiment 1 of the present invention will be described. FIG. 4 is a configuration diagram of the energization state change timing detection means in the control apparatus for a vehicle motor according to Embodiment 1 of the present invention. In FIG. 4, the first comparator 16 receives the intermediate potential Vin generated at the winding terminal of the first stator coil 13 or the second stator coil 14 at its negative terminal, and the positive side. A predetermined H voltage side determination value Vh_H is input to the terminal, and a first comparison output comp_H corresponding to the deviation between the intermediate potential Vin and the H voltage side determination value Vh_H is output to the output terminal.

  The second comparator 17 receives the intermediate potential Vin generated at the winding terminal of the first stator coil 13 or the second stator coil 14 at its plus side terminal and a predetermined L voltage at the minus side terminal. The side determination value Vh_L is input, and a second comparison output comp_L corresponding to the deviation between the intermediate potential Vin and the L voltage side determination value Vh_L is output to the output terminal.

In the determiner 18, the first comparison output comp_H from the first comparator 16 or the second comparison output comp_L from the second comparator 17 is equal to or less than a predetermined value, for example, “0” or less. first by controlling the conduction states of the switching elements of the power conversion unit 130 and the second power conversion unit 140 at the time, from the first energization state described above to the second energized state, or the second power supply A switch command from the state to the first energized state is generated.

The UVW-side energization state changing unit 19 turns on / off switching of the upper switching element and the lower switching element of the first drive arm to the third drive arm of the first power conversion unit 130 based on the switching command from the determiner 18. The off state is switched to change from the first energized state to the second energized state, or from the second energized state to the first energized state. The XYZ-side energization state changing means 20 turns on / off switching of the upper switching element and the lower switching element of the fourth drive arm to the sixth drive arm of the second power conversion unit 140 based on the switching command from the determiner 18. The state is switched to change from the second energized state to the first energized state, or from the first energized state to the second energized state.

  Here, if the output voltage of the in-vehicle battery is 12 [V], the H voltage side determination value Vh_H of the first comparator 16 is set to 11 [V], for example, and the second comparator 17 The L voltage side determination value Vh_H is set to 1 [V], for example.

  In FIG. 1 to FIG. 4, it is assumed that the state is “a state 0 (0 deg)”. At this time, the winding terminal (5) on the XYZ side is in an intermediate potential, for example, 6 [V]. As the rotor 15 rotates in the direction of the arrow from the rotation position a and approaches the rotation position b, the voltage at the winding terminal (5) is changed due to the change in magnetic flux due to the relative position change between the magnetic pole of the rotor 15 and the stator winding. Gradually decreases from the intermediate potential of 6 [V] and reaches 1 [V] equal to the L voltage side determination value Vh_L. At this time, the second comparison output comp_L of the second comparator 17 has a value corresponding to the deviation “0” between the intermediate potential Vin and the L voltage side determination value Vh_L.

  The determiner 18 determines that the second comparison output comp_L from the second comparator 17 has become a value corresponding to a predetermined value “0” or less, and causes the XYZ-side state changing unit 20 to be in the first energized state. At the same time, a command to switch from the second energized state to the first energized state is given to the UVW-side state changing means 19. Thereby, the XYZ side state changing means 20 changes the XYZ side from the first energized state to the second energized state, and the UVW side state changing means 19 changes the IVW side from the second energized state to the first energized state. The on / off state of the switching element of the corresponding power conversion unit is switched so as to change to As a result, the stator and the rotor shift to “b state 1 (30 deg)”. As described above, since the deviation between the intermediate potential and the L voltage side determination value Vh_L is equal to or less than a predetermined value, switching at a timing when the current in the stator winding is small is achieved.

  When “b state 1 (30 deg)” is reached, the winding terminal (3) on the UVW side becomes an intermediate potential. In this state, as the rotor 15 further rotates in the direction of the arrow from the rotation position b and approaches the rotation position c, the winding terminal is changed by the magnetic flux change due to the relative position change between the magnetic pole of the rotor 15 and the stator winding. The voltage of (3) gradually increases from the intermediate potential of 6 [V] and reaches 11 [V] equal to the H voltage side determination value Vh_H. At this time, the first comparison output comp_H of the first comparator 16 has a value corresponding to the deviation “0” between the intermediate potential Vin and the H voltage side determination value Vh_H.

The determiner 18 determines that the first comparison output comp_H from the first comparator 16 has become a value corresponding to “0”, and causes the UVW-side state changing unit 19 to change from the first energized state to the second At the same time, a command for switching from the second energized state to the first energized state is given to the XYZ-side state changing means 20. Thereby, the UVW side state changing unit 19 changes the UVW side from the first energized state to the second energized state, and the XYZ side state changing unit 20 changes the XYZ side from the second energized state to the first energized state. The on / off state of the switching element of the corresponding power conversion unit is switched so as to change to As a result, the stator and the rotor shift to “c state 1 (30 deg)”. As a result, the stator and the rotor shift to “b state 1 (30 deg)”. As described above, since the deviation between the intermediate potential and the H voltage side determination value Vh_H is equal to or less than a predetermined value, switching at a timing when the current in the stator winding is small is achieved.

  Thereafter, in the same manner as described above, the rotational position of the rotor 15 is detected based on the voltage change of the intermediate potential due to the relative position change between the rotor magnetic poles and the stator windings as the rotor 15 rotates. The switching of the UVW-side and XYZ-side switching elements is controlled so that the aforementioned energization state corresponding to the rotational position is obtained. As described above, the switching timing of each switching element is determined by the winding terminal of the stator winding connected to the drive arm in which neither the upper switching element nor the lower switching element on the “first energized state” side is energized. Determined by voltage.

  FIG. 5 is an explanatory diagram showing the switching timing of the energized state in the control device for a vehicle motor according to Embodiment 1 of the present invention. As shown in FIG. 4, the switching timing between the “first energized state” and the “second energized state” on the UVW side and the XYZ side is the same.

  FIG. 6 is a time chart showing energization states of the drive arms of the power conversion unit in the control apparatus for a vehicle motor according to Embodiment 1 of the present invention. In each state from the “a state (0 deg)” to the “l state (330 deg)”, the voltages at the winding terminals (1) to (6) periodically change as shown in FIG.

  As described above, the energization states of the first stator winding 13 and the second stator winding 14 are updated almost simultaneously with the end of the first energization state on the UVW side or the XYZ side. Thus, when the timing which changes an electricity supply state is constant, a rotation speed can be controlled by controlling the magnetomotive force of the rotor 15 according to a rotation speed.

  As described above, according to the control apparatus for a vehicle motor according to the first embodiment of the present invention, when the rotor rotates once, one of the UVW phase coil and the XYZ phase coil has an intermediate potential. Since the rotation state can be monitored by monitoring the voltage of the intermediate potential, the rotation sensor can be eliminated, and a compact, inexpensive and highly reliable electric motor can be obtained.

  Further, according to the energization state change timing detection means in the control device for a vehicle motor according to the first embodiment of the present invention, since the deviation of the switching timing between the intermediate potential and the H side or L side is equal to or less than the predetermined value, the coil Therefore, the surge current generated at the time of switching can be suppressed, the efficiency can be improved by suppressing the heat generation, and the reliability of the switch unit can be improved by suppressing the surge current.

Embodiment 2. FIG.
FIGS. 7A and 7B are explanatory diagrams showing the switching timing of the energized state in the vehicle motor control apparatus according to Embodiment 2 of the present invention, where FIG. 7A is the switching timing during acceleration, and FIG. 7B is the switching during deceleration. Each timing is shown. In the first embodiment, as described above, the energized state of both the in-phase side and the other phase side is updated almost simultaneously with the end of the first energized state on the UVW side (or XYZ side). When the timing for changing the energized state is constant as described above, the rotational speed can be controlled by controlling the magnetomotive force of the rotor according to the rotational speed, but only by changing the magnetomotive force of the rotor. Since the rotation speed is controlled via the rotor magnetomotive force, it may not be possible to follow a sudden fluctuation in rotation.

Therefore, in the control apparatus for a vehicle motor according to the second embodiment of the present invention, the switching timing of the energized states on the UVW side and the XYZ side is shifted so as to cope with a sudden change in rotation. That is, when accelerating the electric motor, the magnetomotive force of the rotor 15 is increased and, as shown in FIG. 7A, the UVW side (or XYZ side) is increased until the increase of the magnetomotive force of the rotor is stabilized. The timing for shifting from the first energized state to the first energized state on the XYZ side (or UVW side) which is the other phase side is switched early. As a result, the number of rotations of the electric motor can be rapidly increased and accelerated.

  Transition from the first energized state on the UVW side (or XYZ side) to the first energized state on the XYZ side (or UVW side), which is the other phase side, until the increase in magnetomotive force of the rotor is stabilized during acceleration of the electric motor The switching is performed at an earlier timing by issuing a switching command from the determiner 18 to the XYZ side state changing means 20 (or UVW side state changing means 19) on the other phase side on the UVW side (or XYZ side) on the in-phase side. This can be achieved by advancing the switching command by a predetermined timing.

  Conversely, when the motor is decelerated, the magnetomotive force of the rotor is reduced and, as shown in FIG. 5B, the UVW side (or XYZ side) until the decrease of the magnetomotive force of the rotor is stabilized. The first energized state on the XYZ side (or UVW side) which is the other phase side, the timing for shifting from the first energized state on the side) to the second energized state on the UVW side (or XYZ side) which is the same phase side. Switch later than the timing of transition to. As a result, the number of rotations of the electric motor can be suddenly reduced and suddenly decelerated.

  Timing of transition from the first energized state on the UVW side (or XYZ side) to the second energized state on the UVW side (or XYZ side) that is the in-phase side until the magnetomotive force decrease of the rotor is stabilized when the motor is decelerated. Is delayed from the timing of shifting to the first energized state on the XYZ side (or UVW side) which is the other phase side, the UVW side state changing means 19 (or XYZ side state) which is the in-phase side from the determiner 18 The switching command to the changing means 20) can be achieved by delaying the switching command on the XYZ side (or UVW side) which is the other phase side by a predetermined timing.

  Other configurations are the same as those in the first embodiment.

  According to the control device for a vehicle motor according to the second embodiment of the present invention described above, the vehicle motor is obtained by switching from the second energized state to the first energized state at a timing earlier than normal. The vehicle electric motor can be decelerated by switching from the first energized state to the second energized state at a timing later than the normal time. Thereby, rapid acceleration or rapid deceleration is possible, and further speed control can be easily performed.

1, 3, 5, 7, 9, 11 Upper switching element 2, 4, 6, 8, 10, 12 Lower switching element 13 First stator winding 14 Second stator winding 130 First power conversion Unit 140 second power conversion unit 15 rotor 16 first comparator 17 second comparator 18 determination unit 19 UVW side state changing unit 20 XYZ side state changing unit 131, 132, 133, 141, 143 AC side terminal P, N DC side terminal (1), (2), (3), (4), (5), (6) Winding terminal

Claims (4)

A plurality of drive arms each having an upper switching element and a lower switching element connected in series are connected between positive and negative terminals of a DC power source, and a series connection point between the upper switching element and the lower switching element of the drive arm is a vehicle. A power conversion unit connected to each of a plurality of winding terminals of a stator winding of the motor for an electric motor, and controlling on and off of the upper switching element and the lower switching element of the drive arm to control the vehicle motor A control device for a vehicle motor that controls energization of the stator winding to drive a rotor of the vehicle motor,
Each of the stator windings includes a first stator winding and a second stator winding, each of which includes a three-phase winding and is arranged with a predetermined electrical angular phase shift.
The power conversion unit includes a first power conversion unit that controls energization of the first stator winding, and a second power conversion unit that controls energization of the second stator winding,
The first power converter and the second stator winding are arranged such that the first stator winding and the second stator winding are shifted by the predetermined electrical angle phase to have the same energization pattern. Each controlled by the power converter,
The energization pattern consists of a first energization state and a second energization state,
In the first energization state, the upper switching element of the drive arm energizes one winding terminal of the stator winding, and the lower switching element applies one winding terminal different from the winding terminal. Energized, and the remaining winding terminals are energized from neither the upper switching element nor the lower switching element,
In the second energization state, one or two winding terminals of the stator winding are energized by the upper switching element of the drive arm, and other than the one or two winding terminals by the lower switching element. It is an energized state to energize all winding terminals of
The first power conversion unit and the second energization state are switched between the first energization state and the second energization state so as to be alternately switched within one cycle of an electrical angle that is changed by rotation of a rotor of the vehicle motor. Controlled by the power converter
Switching between the first energization state and the second energization state is performed by switching the remaining winding terminals in the first stator winding or the second stator winding in the first energization state. Based on the voltage of
A control apparatus for an electric motor for a vehicle. Switching between the first energization state and the second energization state is performed by switching the remaining winding terminals in the first stator winding or the second stator winding in the first energization state. The deviation between the voltage value and the predetermined determination value is less than the predetermined value,
The vehicle motor control device according to claim 1. During acceleration of the vehicular motor, switching from the second energized state to the first energized state is performed at an earlier timing than normal.
The control device for a motor for a vehicle according to claim 1 or 2 . When the vehicle motor is decelerated, switching from the first energized state to the second energized state is performed at a timing later than normal.
The control apparatus for a motor for a vehicle according to any one of claims 1 to 3, wherein

Images