JPH08331705A - Motor driving device and electric vehicle - Google Patents

Abstract

PURPOSE: To drive a motor by extracting an output from two d. c. power sources each having a different output characteristic without limiting an extractable output range. CONSTITUTION: A motor driving device 10 is provided with a fuel cell 12, a first inverter 14 for converting a d.c. voltage outputted from the fuel cell 12 into a three-phase a.c. voltage, a secondary battery 22, a second inverter 24 for converting a d.c. voltage outputted from the secondary battery 22 into a three-phase a.c. voltage, a motor 30 in which a first coil 36 connected to the first inverter 14 and a second coil 38 connected to the second inverter 24 are wound on each of teeth and a control device 40 for controlling the conversion of the first inverter 14 and the second inverter 24. The motor 30 can be driven by each coil independently, and since a power source system applied to each coil is independent, the motor 30 can be driven by extracting an output from the fuel cell 12 and the secondary battery 22 independently.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor drive device and an electric vehicle. More specifically, the present invention relates to a motor drive device for driving a motor using a DC voltage generated by a DC voltage generating means as a power source and a fuel cell for charging and discharging. The present invention relates to an electric vehicle including a secondary battery and driven by electric energy generated from the fuel cell.

[0002]

2. Description of the Related Art Conventionally, as a motor drive device and an electric vehicle of this type, a conventional motor drive device 1 shown in FIG.
As shown in FIG. 10, the output terminal of the fuel cell 112 and the chargeable / dischargeable secondary cell 122 are connected to the DC / DC converter 114.
It is proposed that the DC motor 130 is connected to the downstream side of the DC / DC converter 114 when viewed from the fuel cell 112 (for example, JP-A-3-27657).
No. 3, JP-A-2-168802, JP-A-63
-48770 gazette etc.).

The DC / DC converter 114 is interposed between the fuel cell 112 and the secondary cell 122 because the output characteristics of the fuel cell 112 and the secondary cell 122 are different. FIG. 14 is a graph showing an example of output characteristics of the fuel cell 112 and the secondary cell 122. In the graph, the straight line A is the output characteristic of the fuel cell 112, and the straight line B is the output characteristic of the secondary battery 122. Now, consider a state in which the DC / DC converter 114 is not provided. When the current from the value I1 is changed to the value I2 in order to increase the output from the fuel cell 112, the voltage across the output terminals of the fuel cell 112 is decreased from the value V1 to the value V2. At this time, since the fuel cell 112 and the secondary cell 122 are connected in parallel, the voltage between the output terminals of the secondary cell 122 also has the value V2, and the current value thereof has the value I3 to the value I4. As you can see from the graph, the fuel cell 11
Change of the current value of the secondary battery 122 (difference between the values I3 and I4) in comparison with the change of the current value of 2 (difference between the values I1 and I2)
Is obviously larger, so if a large output is to be obtained from the fuel cell 112, the secondary battery will have a larger output.

This means that the output of the secondary battery 122 can be easily changed largely, but the output of the fuel cell 112 cannot be easily changed greatly. Therefore, it is necessary to provide the DC / DC converter 114 between the fuel cell 112 and the secondary cell 122 to adjust the output from the fuel cell 112 and the output from the secondary cell 122.

[0005]

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
In the motor drive device including the C / DC converter and the electric vehicle including the motor drive device, since the energy conversion efficiency of the DC / DC converter is not 100%, the efficiency of the entire device is low. There is also a problem that a space for installing the DC / DC converter is required and the device cannot be made compact.

Further, the size of the DC / DC converter increases as the range of the input voltage from the fuel cell is expanded. Therefore, the DC / DC converter is usually designed so that the input voltage range is about ± 20% with respect to the rated input voltage. Therefore, the output from the fuel cell is limited even if the DC / DC converter is used.

The motor drive device according to the present invention solves such a problem and drives the motor by taking out the output without limiting the output range that can be taken out from the two DC voltage generating means having different output characteristics. An object of the present invention is to improve energy efficiency as a whole, and an object of the electric vehicle of the present invention is to efficiently drive a motor drive device according to an operating state of the vehicle in a vehicle equipped with such a motor drive device. And In order to achieve these goals, we have adopted the following structure.

[0008]

SUMMARY OF THE INVENTION A motor drive device of the present invention comprises a first direct current voltage generating means for generating a direct current voltage and a direct current voltage generated by the first direct current voltage generating means in a first predetermined number of phases. First converting means for converting into alternating alternating voltage;
Second direct current voltage generating means for generating a direct current voltage, which has characteristics different from those of the first direct current voltage generating means, and alternating current voltage for alternating the second direct current voltage generating means with a second predetermined number of phases. Second conversion means for converting into a first coil, a first coil connected to the first conversion means and generating an alternating magnetic field by an alternating voltage supplied from the first conversion means, and a second coil connected to the second conversion means. A motor having a second coil that generates an alternating magnetic field by an AC voltage supplied from the second converter, and a controller that controls the conversion of the first converter and the second converter to drive and control the motor. The point is to have and.

Here, in the motor drive device, the motor is arranged such that the second coil generates an induced voltage alternating with a magnetic field generated by the first coil, and the second DC voltage generating means. Is a chargeable / dischargeable secondary battery, and the second conversion unit converts the DC voltage generated by the second DC voltage generation unit into an alternating AC voltage having the second predetermined number of phases and an orthogonal conversion. It is also possible to adopt a configuration that is a means for performing switching between AC / DC conversion for converting the induced voltage generated by the second coil into a predetermined DC voltage.

The electric vehicle of the present invention is an electric vehicle that includes a fuel cell and a secondary battery that can be charged and discharged, and that is driven by electric energy generated from the fuel cell. The direct current voltage output from the fuel cell is used. A first conversion means for converting the AC voltage into a first predetermined number of alternating AC voltages, and an orthogonal conversion for converting the DC voltage output from the secondary battery into a second predetermined number of alternating AC voltages, Second conversion means for switching between alternating direct-current conversion for converting the alternating AC voltage of the second predetermined number of phases into predetermined DC voltage; and second conversion means connected to the first conversion means and supplied from the first conversion means. A first coil for generating an alternating magnetic field by an alternating voltage, and a magnetic field generated by the first coil are arranged so as to generate an alternating induced voltage and are connected to the second converting means and supplied from the second converting means. AC voltage Second capable of generating a magnetic field to more alternating
A motor having a coil; a driving state detecting means for detecting a driving state of the vehicle; and based on the detected driving state, conversion of the first converting means and the second converting means is controlled to drive the motor. The gist of the present invention is that the control means for controlling the driving is provided.

In the electric vehicle, the control means calculates the target value of the output from the motor based on the driving state detected by the driving state detecting means, and the calculated target value. Fuel cell output command value calculating means for calculating a fuel cell output command value, which is a command value of the output from the fuel cell, based on a transition within a predetermined time period, and the calculated fuel cell output command value and the target. And a secondary battery output command value calculating means for calculating a secondary battery output command value which is a command value of the output from the secondary battery, and the calculated fuel cell output command value and secondary battery It may be configured to include a conversion control unit that controls conversion of the first conversion unit and the second conversion unit based on the output command value.

In the electric vehicle,
When the calculated fuel cell output command value is not within the first predetermined range, the fuel cell output command value calculation means sets the predetermined value within the first predetermined range to the fuel cell regardless of the calculation result. It is also possible to adopt a configuration that is a means for setting an output command value. Alternatively, in the electric vehicle, the secondary battery output command value computing means, when the computed secondary battery output command value is not within the second predetermined range, regardless of the computation result, the second predetermined value. It is also possible to adopt a configuration that is a means for setting a predetermined value within the range as the secondary battery output command value.

In these electric vehicles, a fuel cell state detecting means for detecting the operating state of the fuel cell is provided, and the fuel cell output command value calculating means is operable to detect the operating state detected by the fuel cell state detecting means. When it is not within the third predetermined range, the fuel cell output command value may be set to a third predetermined value regardless of the calculation result.

Further, the electric vehicle includes a secondary battery state detecting means for detecting an operating state of the secondary battery, and the secondary battery output command value calculating means is detected by the secondary battery state detecting means. When the operating state is not within the fourth predetermined range, the fourth predetermined value may be used as the secondary battery output command value regardless of the calculation result.

Further, the electric vehicle includes fuel cell state detecting means for detecting an operating state of the fuel cell, and the fuel cell output command value calculating means starts the fuel cell and then detects the fuel cell state. It is also possible to adopt a configuration in which the fifth predetermined value is used as the fuel cell output command value regardless of the calculation result until the operating state detected by the means reaches a predetermined state.

[0016]

In the motor drive device of the present invention configured as described above, the first converting means converts the DC voltage generated by the first DC voltage generating means into an alternating AC voltage having a first predetermined number of phases. The second converting means converts the DC voltage generated by the second DC voltage generating means having a characteristic different from that of the first DC voltage generating means into an alternating AC voltage having a second predetermined number of phases. The motor includes a first coil connected to the first conversion means and generating an alternating magnetic field by an alternating voltage supplied from the first conversion means, and an alternating current connected to the second conversion means and supplied from the second conversion means. The second coil, which generates a magnetic field alternating with the voltage, is driven by the magnetic fields respectively generated. The control means controls the conversion of the first conversion means and the second conversion means, and controls the drive of the motor driven by the magnetic fields generated in the first coil and the second coil.

In such a motor drive device, the second coil is arranged so as to generate an alternating induced voltage by the magnetic field generated by the first coil, and the second DC voltage generating means is a chargeable / dischargeable secondary battery. The conversion means converts the DC voltage generated by the second DC voltage generation means into an alternating AC voltage having a second predetermined number of phases, and an AC / DC conversion converts the induced voltage generated by the second coil into a predetermined DC voltage. If the means for switching between conversion and conversion is used, it becomes possible to charge the secondary battery by converting the induced voltage generated in the second coil into a predetermined DC voltage by the second conversion means.

In the electric vehicle of the present invention, the first conversion means is
The direct current voltage output from the fuel cell is converted into an alternating alternating current voltage having a first predetermined number of phases, and the second conversion means converts the direct current voltage output from the secondary battery to a second predetermined alternating number of alternating current. The orthogonal conversion for converting into a voltage and the AC / DC conversion for converting an alternating AC voltage having a second predetermined number of phases into a predetermined DC voltage are performed by switching. The motor is arranged so as to generate a first coil that is connected to the first conversion means and that generates an alternating magnetic field by the alternating voltage supplied from the first conversion means, and an induction voltage that is alternating by the magnetic field generated by the first coil. It is driven by the magnetic fields generated by the second coil connected to the second conversion means and capable of generating a magnetic field alternating with the alternating voltage supplied from the second conversion means. The driving state detection means detects the driving state of the vehicle, and the control means controls the conversion of the first conversion means and the second conversion means based on the detected driving state to drive and control the motor.

In such an electric vehicle, if the control means comprises the target value calculation means, the fuel cell output command value calculation means, the secondary battery output command value calculation means and the conversion control means, the target value calculation means operates. The target value of the output from the motor is calculated based on the operating state detected by the state detecting means. The fuel cell output command value calculation means calculates a fuel cell output command value, which is a command value of the output from the fuel cell, based on the transition of the calculated target value within a predetermined time, and outputs the secondary battery output. The command value calculation means calculates a secondary battery output command value, which is a command value of the output from the secondary battery, based on the calculated fuel cell output command value and the target value. The conversion control means controls the conversion of the first conversion means and the second conversion means based on the calculated fuel cell output command value and secondary battery output command value.

Further, in such an electric vehicle, when the calculated fuel cell output command value is not within the first predetermined range, the fuel cell output command value calculating means is within the first predetermined range regardless of the calculation result. If the predetermined value is used as the fuel cell output command value, it is possible to control the fuel cell output command value within the first predetermined range. Here, the predetermined value within the first predetermined range is not limited to only one specific value within the first predetermined range. For example, the fuel cell output command value is the upper limit of the first predetermined range. When the value exceeds the upper limit, the upper limit is set, and when the fuel cell output command value is lower than the lower limit of the first predetermined range, the lower limit is set. With this configuration, for example, when the first predetermined range is set as the capacity range of the fuel cell or when the operating efficiency of the fuel cell is set to a relatively high range, the operating range of the desired fuel cell is set. Is also included.

In these electric vehicles, when the calculated secondary battery output command value is not within the second predetermined range, the secondary battery output command value calculating means is within the second predetermined range regardless of the calculation result. If the predetermined value is used as the secondary battery output command value, it is possible to control the secondary battery output command value within the second predetermined range. Here, the predetermined value within the second predetermined range is not limited to one specific value within the second predetermined range, like the predetermined value within the first predetermined range. This is the upper limit when the secondary battery output command value exceeds the upper limit of the second predetermined range, and the secondary battery output command value is the second upper limit.
When the value is below the lower limit of the predetermined range, the case where the lower limit is set to 2 or more is included. Further, the second predetermined range is also set as a desired output range in the same manner as the first predetermined range, for example, when the output range of the secondary battery is set or when the output range of the secondary battery is set to a certain specific range. Also included when set.

In such an electric vehicle, the fuel cell state detecting means is provided, and the fuel cell output command value calculating means is provided as a calculation result when the operating state detected by the fuel cell state detecting means is not within the third predetermined range. Regardless of the means for setting the third predetermined value as the fuel cell output command value, the control for setting the fuel cell output command value to the third predetermined value when the operating state of the fuel cell is not within the third predetermined range, For example, it is possible to perform control such that the fuel cell output command value becomes 0 when the operating state of the fuel cell is not within the allowable range for the steady operating state.

Further, in these electric vehicles, the secondary battery state detecting means is provided, and the operating state detected by the secondary battery output command value calculating means by the secondary battery state detecting means is not within the fourth predetermined range. When the fourth
If the means for making the predetermined value of the secondary battery output command value is a control for setting the secondary battery output command value to the fourth predetermined value when the operating state of the secondary battery is not within the fourth predetermined range, for example, ,
When the state of the secondary battery is not within the range defined as an appropriate state, control such as setting the secondary battery output command value to 0 becomes possible.

Furthermore, in these electric vehicles, the fuel cell state detecting means is provided, and the operating state detected by the fuel cell state detecting means after the fuel cell is started by the fuel cell output command value calculating means becomes a predetermined state. If the means for setting the fifth predetermined value as the fuel cell output command value regardless of the calculation result, the fuel cell output command value is set to the fifth predetermined value from immediately after the start of the fuel cell until the steady operation state is reached. It becomes possible to control such as. As a result, more appropriate operation of the fuel cell becomes possible.

[0025]

Preferred embodiments of the present invention will be described below in order to further clarify the structure and operation of the present invention described above. FIG. 1 is a block diagram showing an outline of a motor drive device 10 which is a preferred embodiment of the present invention.

As shown in the figure, the motor drive device 10 is
A fuel cell 12 that directly converts chemical energy into electric energy by an electrochemical reaction using hydrogen and oxygen as fuel; a first inverter 14 that converts a DC voltage output from the fuel cell 12 into a three-phase AC voltage; A dischargeable secondary battery 22, a second inverter 24 that converts a DC voltage output from the secondary battery 22 into a three-phase AC voltage, and a three-phase AC voltage from the first inverter 12 and the second inverter 24. And a control device 40 for driving and controlling these devices.

The fuel cell 12 is, for example, a polymer electrolyte fuel cell, and is supplied with a fuel gas containing hydrogen and an oxidizing gas containing oxygen from a fuel gas supply device and an oxidizing gas supply device (not shown). Then, the chemical energy of the substance is directly converted into electric energy by the electrochemical reaction of producing water from hydrogen and oxygen, and then output. The fuel cell 12 has a sensor indicating its operating state, for example, the fuel cell 12
A temperature sensor for detecting the internal temperature and a voltmeter for detecting the voltage between the output terminals are arranged in parallel. These sensors are connected to the control device 40 by conductive lines.

The first inverter 14 includes six switching elements (for example, bipolar MOSFET (IGB
T)) as a main circuit element, and the fuel cell 12 is operated by the switching operation of these switching elements.
The DC voltage supplied from the converter is converted into a three-phase AC voltage of arbitrary amplitude and frequency. Each switching element of the first inverter 14 is connected to the control device 40 by a conductive line, and the switching timing is controlled by a signal from the control device 40.

The secondary battery 22 is a rechargeable secondary battery,
For example, it is configured as a lead storage battery. The secondary battery 22 has a sensor for detecting its state, for example, the secondary battery 22.
A charging capacity meter that detects and integrates the current value of the current flowing in and out of the battery to calculate the state of charge, a voltmeter that detects the voltage between the output terminals of the secondary battery 22, and the like are arranged in parallel. These sensors are connected to the control device 40 by conductive lines.

The second inverter 24 is the first inverter 1
As in the case of 4, the main circuit elements are composed of 6 switching elements (for example, bipolar MOSFET (IGBT)), and the DC voltage supplied from the secondary battery 22 is arbitrarily set by the switching operation of these switching elements. Convert to three-phase AC voltage with amplitude and frequency. Further, the second inverter 24, conversely, also converts the three-phase AC voltage supplied from the motor 30 side into a predetermined DC voltage. Each switching element of the second inverter 24 is also connected to the control device 40 by a conductive line, and the timing of the switching is controlled by a signal from the control device 40.

FIG. 2 is an explanatory view showing an outline of the structure of the motor 30. As shown, the motor 30 is, for example,
It is a permanent magnet type motor (PM motor), and has a stator 32 having 18 slots 34 (that is, 18 teeth 35) and a plurality of magnets (not shown) that are fitted in the center of the stator 32 and fixed on the outer circumference. And the rotor 39 that has been rotated. On the root side of the 18 teeth 35 of the stator 32, six U-phase, V-phase, and W-phase each connected to the first inverter 14 (a total of 18).
No. 1 coil 36 is wound, and each of the U-phase, V-phase and W-phase six coils (18 in total) of the second coil 38 connected to the second inverter 24 is provided on the tip end side of the tooth 35. Are wound so as to match the U-phase, V-phase, and W-phase coils of the first coil 36. The motor 30 is also provided with a motor speed sensor for detecting the number of rotations thereof. The motor speed sensor is connected to the control device 40 by a conductive line.

The control device 40 is constructed as a logic circuit centering on a microcomputer, and more specifically, it is necessary for the CPU 42, which executes predetermined arithmetic operations according to a preset control program, to execute various arithmetic processing. A ROM 44 in which various control programs and control data are stored in advance, a RAM 46 in which various data necessary for the CPU 42 to execute various arithmetic processes are temporarily read and written, a sensor for detecting the operating state of the fuel cell 12, A detection signal from a sensor that detects the state of the secondary battery 22 and a motor speed sensor and a torque command signal of the motor 30 that is output from the outside of the motor drive device 10 are input, and the first inverter 14 and the second inverter 2 are input.
4 is provided with an input / output port 48 for outputting a drive signal. Although not shown, the control device 40 includes a constant voltage power supply circuit, and supplies necessary power to each unit in the control device 40.

The control device 40 constructed as described above operates in the operating state of the fuel cell 12, the state of the secondary battery 22, and the motor 30.
Of the motor 30 and the torque command signal of the motor 30 from the outside of the motor drive device 10 are input through the input / output port 48, and the sum of the output from the fuel cell 12 and the output from the secondary battery 22 is input as the torque command. First to be equal to
The switching of each switching element of the inverter 14 and the second inverter 24 is controlled to drive and control the motor 30.

The operation of the motor drive device 10 includes the operation of driving the motor 30 by the output from the fuel cell 12 and the secondary battery 22, the operation of driving the motor 30 only by the output from the fuel cell 12, and the operation of the secondary battery 22. There is an operation of driving the motor 30 and an operation of charging the secondary battery 22 only by the output from the. Each operation will be described below.

First, the operation of driving the motor 30 with the outputs from the fuel cell 12 and the secondary cell 22 will be described. A coil of each phase of a first coil 36 connected to the first inverter 14 and a second coil 38 connected to the second inverter 24 is wound around each tooth 35 of the stator 32 of the motor 30 so as to match each other. Therefore, if a three-phase AC voltage of the same phase is applied to the first coil 36 and the second coil 38, the first 35 is applied to each tooth 35 of the stator 32.
A magnetic field generated by the magnetic field generated by the coil 36 and the magnetic field generated by the second coil 38 in the same direction as the magnetic field is generated, and the superimposed magnetic field rotates the rotor 39. That is, the first
Three-phase AC voltage from the inverter 14 and the second inverter 2
By controlling the switching operation of the switching elements of the first inverter 14 and the second inverter 24 so that the three-phase AC voltage from the inverter 4 has the same phase, the fuel cell 1
The motor 30 can be driven by the output from 2 and the output from the secondary battery 22.

At this time, the direct-current voltage from the fuel cell 12 and the direct-current voltage from the secondary battery 22 are converted into three-phase alternating current of arbitrary amplitude by the first inverter 14 and the second inverter 24 independently of each other, and the first Since the coils 36 and the second coil 38 are supplied, arbitrary outputs can be taken out from the fuel cell 12 and the secondary battery 22, respectively. Therefore, the fuel cell 12 can be operated under the operating condition with the highest operating efficiency. This will be described a little more in comparison with the conventional motor drive device 110 shown in FIG.

FIG. 3 is a graph showing the relationship between the output of the fuel cell and the output of the secondary cell. A straight line C in the figure is a configuration obtained by removing the DC / DC converter 114 from the motor drive device 110 shown in FIG. 13, that is, the fuel cell 112 and the secondary cell 12
Fuel cell 112 in the case of directly connecting in parallel with 2
2 shows the relationship between the output from the battery and the output from the secondary battery 122. In the hatched region including the straight line C in FIG. 13, the DC / DC converter 114 is connected to the fuel cell 11
It is a range that can be taken as a combination of outputs by interposing 2 and the secondary battery 122. As described above, in the configuration without the DC / DC converter 114, if an attempt is made to increase the output from the fuel cell 112 a little, the output from the secondary battery 122 will be further increased (see FIG. 14). By providing the DC / DC converter 114, it is possible to increase only the output of the fuel cell 112 while leaving the output of the secondary battery 122 unchanged. The output from the fuel cell 112 and the secondary battery 12
The range of possible combinations with the output from 2 (hatched range) varies depending on the performance of the DC / DC converter 114, but when the input voltage range of the DC / DC converter 114 is widened, its size increases, so It is designed to be within ± 20% of the rated input voltage.

On the other hand, in the motor drive device 10 of the embodiment,
Since the output from the fuel cell 12 and the output from the secondary cell 22 can be independently taken out, the fuel cell 12
Any combination may be used as long as the output from the battery does not exceed its maximum value and the output from the secondary battery 22 does not exceed the maximum value at the same time. Here, the maximum output value from the fuel cell 12 and the maximum output value from the secondary battery 22 mean the maximum output value that can be output from each battery.

The operation of driving the motor 30 only by the output from the fuel cell 12 and the operation of driving the motor 30 by only the output from the secondary battery 22 are the same as the output from the fuel cell 12 and the secondary battery 22 as described above. Since the outputs from the fuel cell 12 and the secondary battery 22 can be handled independently, it will be described as a special case in which one of the outputs of the fuel cell 12 and the secondary battery 22 drives the motor 30 and the output is zero. It That is, the first inverter 14
Alternatively, the amplitude of the three-phase AC voltage converted by one of the second inverters 24 may be set to 0. in this way,
Since the motor 30 can be driven only by the output of either the fuel cell 12 or the secondary battery 22, the output is reduced even when the fuel cell 12 or the secondary battery 22 fails and does not operate due to an unexpected accident or the like. However, the motor 30 can be driven.

Next, the charging operation of the secondary battery 22 will be described. The secondary battery 22 is charged by the teeth 35 of the stator 32 of the motor 30 and the first coil 3 wound around the teeth 35.
6 and the second coil 38 together with the transformer (second coil 38
As a transformer on the secondary side) and converts the induced electromotive force generated in the second coil 38 by the second inverter 24 into a DC voltage having a predetermined voltage higher than the voltage between the output terminals of the secondary battery 22. Performed by operating as a rectifier. That is, the first coil 36 is wound around the root side of the tooth 35, and the second coil 38 is wound around the tip end side thereof.
When a three-phase AC voltage is applied to the second coil 38, an induced electromotive force is generated in the second coil 38 due to the alternating magnetic field generated by the first coil 36. This induced electromotive force has different amplitude and phase, but
It is an AC voltage of the same phase as the three-phase AC voltage from the inverter 14. The secondary battery 22 outputs the induced alternating voltage to the second
The secondary battery 22 is charged by being rectified by the inverter 24 and being converted into a predetermined voltage which is higher than the voltage between the output terminals of the secondary battery 22 and which the secondary battery 22 allows as its charging voltage.

Since the transformer function is used as described above, the charging operation of the secondary battery 22 can be performed while the motor 30 is driven by the output from the fuel cell 12 or while the motor 30 is stopped. By combining the charging operation of the secondary battery 22 and the driving operation of the motor 30 by the output from the secondary battery 22 as described above, for example, the fuel cell 12 and the first inverter 14 are controlled so that the output from the fuel cell 12 becomes constant. Drive the secondary battery 22
The output of the motor 30 and the charging voltage to the secondary battery 22 are adjusted by the second inverter 24, so that the output of the motor 30 can be adjusted widely.

The secondary battery 22 is charged by the motor 30.
Can also be performed by electric energy (regenerative energy) generated when the is operated as a generator. Motor 3
The zero operates as an electric motor and, conversely, also operates as a generator that generates power by receiving rotational energy (work) from the outside. Therefore, if the electric energy generated by the motor 30 is extracted from the second coil 38 as a three-phase AC voltage and converted into a predetermined DC voltage by the second inverter 24, the secondary battery 22 can be charged.
Charging from such regenerative energy can also be superposed with charging based on the transformer function described above.

The motor drive device 10 of the embodiment described above
According to the above, the motor 30 can be driven by the output from the fuel cell 12 and the output from the secondary battery 22. Moreover, the output from the fuel cell 12 and the output from the secondary battery 22 can be handled independently. As a result, for example, the fuel cell 12 is steadily operated under the condition of better operation efficiency, and the secondary battery 22 responds to the output fluctuation of the motor 30 and vice versa. Motor 3
Output control to 0 becomes possible. Further, since the DC voltage output from the fuel cell 12 is arbitrary, the fuel cell 12 may have any configuration, and the degree of stacking thereof is also arbitrary. Therefore, a more efficient fuel cell 12 can be adopted regardless of the output of the motor 30 or the voltage of the secondary battery 22.

Further, according to the motor drive device 10 of the embodiment, since the DC / DC converter is unnecessary, the DC of the conventional example is used.
Energy efficiency can be improved as compared with a motor drive device including a / DC converter.

According to the motor drive device 10 of the embodiment, since the first coil 36 and the second coil 38 are wound around each tooth 35 of the motor 30, they act as a transformer and the fuel cell 12 Output of secondary battery 22
Can be charged. Moreover, the secondary battery 22 can be charged while the motor 30 is driven by the output from the fuel cell 12 or while the motor 30 is stopped. As a result, for example, the fuel cell 12 is steadily operated under the condition that the operation efficiency is better, and the output from the secondary battery 22 and the secondary battery 2 with respect to the output fluctuation of the motor 30.
It is also possible to operate by adjusting the charging voltage to 2.

According to the motor drive device 10 of the embodiment, since the motor 30 can operate as a generator when energy (work) is given from the outside, the energy is taken out as a three-phase AC voltage by the second coil, The secondary battery 22 can be charged by converting it into a predetermined DC voltage by the second inverter 24. Moreover, the fuel cell 1
It is possible to superimpose with the charging by the output from 2.

In the motor drive device 10 of the embodiment, the fuel cell 12 is a polymer electrolyte fuel cell, but any fuel cell such as a phosphoric acid fuel cell or a molten carbonate fuel cell may be used. Similarly, although the secondary battery 22 is a lead storage battery in the embodiment, the secondary battery 22 may be any battery as long as it can be charged and discharged.

In the motor drive device 10 of the embodiment, the fuel cell 12 and the secondary battery 22 are used as the two power source means for generating the DC voltage. However, the configuration and the output characteristic applied to the two fuel cells having different output characteristics are used. It is possible to use any two DC power supplies, such as a structure applied to two different secondary batteries, a structure applied to a fuel cell or a DC power supply other than the secondary battery.

In the motor drive device 10 of the embodiment, the first coil 36 is wound around the root side of the tooth 35 and the second coil is wound around the tip side.
The coil 38 is wound, but the second side is provided on the base side of the tooth 35.
A structure in which the coil 38 is wound and the first coil 36 is wound around the tip side, a structure in which the first coil 36 is wound around the tooth 35 and a second coil 38 is wound outside thereof, or conversely, a second coil is wound around the tooth 35. A structure in which 38 is wound and the first coil 36 is wound on the outside thereof, the first coil 36 and the second coil 38.
It is also preferable to have a configuration in which the and are mixed so as to be mixed.

In the motor drive device 10 of the embodiment, the first coil 36 and the second coil 38 are wound around each tooth 35, but the first coil 36 or the second coil 38 is wound around only a part of the teeth 35. It does not matter if it is configured to do so. Further, in the motor drive device 10 of the embodiment, the AC voltage converted by the first inverter 14 and the second inverter 24 is a three-phase AC voltage, but an AC voltage of any number of phases may be used. Further, the AC voltage converted by the first inverter 14 and the second inverter 24 has the same phase if the magnetic field generated by the first coil 36 wound around each tooth 35 and the magnetic field generated by the second coil 38 are in the same direction. It does not matter if it is not AC voltage.

Further, in the motor drive device 10 of the embodiment, the stator 32 of the motor 30 has 18 teeth 35.
Although (18 slots 34) are provided, the number of teeth 35 is determined by the number of phases of the AC voltage converted by the first inverter 14 or the second inverter 24, and is limited to this number. Of course not.

Next, an electric vehicle 5 equipped with a motor drive device 10B which is a modification of the motor drive device 10 described above.
Will be described. FIG. 4 is a block diagram showing an outline of an electric vehicle 5 equipped with a motor drive device 10B which is a preferred embodiment of the present invention. For ease of explanation,
Of the configurations of the motor drive device 10B, the same configurations as those of the motor drive device 10 described above are denoted by the same reference numerals, and the description thereof will be omitted.

As shown in the figure, the electric vehicle 5 includes a motor drive device 10B, a fuel supply device 50 for supplying a fuel gas containing hydrogen to a fuel cell 12 of the motor drive device 10B, and a motor drive device 10B. Blower 52 for supplying air as an oxidizing gas to the fuel cell 12 provided
And a control unit (ECU) 60 that controls the drive of each unit.

The motor drive device 10B comprises a fuel cell 12, a first inverter 14, a secondary battery 22, a second inverter 24 and a motor 30 which have the same structure as the motor drive device 10 described above. The fuel cell 12 is provided with a temperature sensor 12T that detects the internal temperature and a fuel cell voltmeter 12V that detects the voltage between the output terminals. The secondary battery 22 includes a charge capacity meter 22S that detects the state of charge of the secondary battery 22 and a secondary battery voltmeter 22 that detects the voltage between terminals.
V and are installed side by side. The motor 30 is provided with a motor speed sensor 30N that detects a motor speed (rotational speed) Nm. Each of these sensors is connected to the ECU 60 by a conductive line. Also, the first
Each switching element included in the inverter 14 and the second inverter 24 is also connected to the ECU 60 by a conductive line, and its switching operation is controlled by a drive signal from the ECU 60.

In addition to the above, the electric vehicle 5 is provided with an accelerator pedal 53 and a brake pedal 55 for operating the vehicle. The accelerator pedal 53 and the brake pedal 55 each have an accelerator position for detecting their positions. Sensor 54 and brake position sensor 5
6 is attached. Further, the electric vehicle 5 is provided with various sensors such as a speed sensor 58 for detecting the vehicle speed thereof, a display device 59 for displaying the state of the motor drive device 10B, and the like. These speed sensors 58
The display device 59 and the like are connected to the ECU 60 by a conductive line.

FIG. 5 is a block diagram illustrating the outline of the electrical configuration of the ECU 60. As shown, the ECU
Reference numeral 60 is configured as a logic circuit centered on a microcomputer, and more specifically, a CPU 62 and a CP that execute predetermined arithmetic operations according to a preset control program.
A ROM 63 in which control programs and control data necessary for executing various arithmetic processes in U62 are stored in advance, a RAM 64 in which various data necessary for executing various arithmetic processes in the CPU 62 are also temporarily read and written, An input processing circuit 66 for inputting a detection signal from the sensor, an output processing circuit 67 for outputting a driving signal to various driving devices such as the first inverter 14, the second inverter 24, the display device 59, the fuel supply device 50 and the blower 52, A constant voltage power supply circuit 68 for supplying a constant voltage required for each unit in the ECU 60 is provided.

The thus configured ECU 60 controls the drive of the motor 30 to drive the electric vehicle 5.
Hereinafter, drive control of the motor 30 by the ECU 60 will be described. First, the torque control of the motor 30 during normal operation of the electric vehicle 5 will be described based on the torque control routine illustrated in FIGS. 6 and 7. This torque control routine is repeatedly executed every predetermined time, for example, every 100 msec, immediately after the operation of the electric vehicle 5 is started.

When this routine is executed, the CPU 62
First, the position AP of the accelerator pedal 53 detected by the accelerator position sensor 54, the position BP of the brake pedal 55 detected by the brake position sensor 56, and the motor speed sensor 30N.
A process of reading the motor speed Nm detected by the input processing circuit 66 is executed (step S10).
0). Here, the accelerator position AP and the brake position BP take a value 0 when both are not fully depressed, and a value 1 when they are completely depressed, and when the intermediate depression is made, the value is changed from the value 0 to a value depending on the degree of the depression. Takes a value between 1.

Next, the read accelerator position AP
The brake position BP is subtracted from
Is calculated (step S110), and the calculated operating state instruction value C and the motor speed N read in step S100 are calculated.
The motor torque command value Tm is calculated from m (step S
120). The motor torque command value Tm is the operating state command value C and the motor speed N stored in advance in the ROM 63.
It is determined using a map showing the relationship between m and the motor torque command value Tm. FIG. 8 shows an example of a map showing the relationship among the operating state instruction value C, the motor speed Nm, and the motor torque command value Tm. The relationship between the operating state instruction value C, the motor speed Nm, and the motor torque command value Tm is not limited to the relationship shown in FIG. 8 but is determined by the characteristics of the motor 30 and the like.

Subsequently, the motor output Pm is calculated by multiplying the motor torque command value Tm thus obtained by the motor speed Nm (step S130). Then, the fuel cell initial operation determination flag FS and the fuel cell abnormality determination flag F1
Is checked (step S140). Here, the fuel cell initial operation determination flag FS is set to the value 1 by the startup processing routine (FIG. 10) described later when the fuel cell 12 has not yet reached the steady operation state immediately after driving the electric vehicle 5. It is a flag that is set. Further, the fuel cell abnormality determination flag F1 is a flag that is set to a value of 1 by a fuel cell abnormality check routine (FIG. 11) described later when any abnormality is detected in the fuel cell 12, for example. The fuel cell initial operation determination flag FS and the fuel cell abnormality determination flag F1 are normally set to the value 0.

In step S140, when both the fuel cell initial operation determination flag FS and the fuel cell abnormality determination flag F1 have the value 0, it is determined that the fuel cell 12 is normally in the steady operation state, and the process proceeds to the next step S150. In step S150, every time this routine is executed, step S150
An average output (moving average output) Pmave of the motor output Pm calculated in 130 over a predetermined time (predetermined number of times n) is obtained. Here, for a predetermined time (predetermined number of times n), the response performance of the fuel cell 12, the performance of the fuel supply device 50, the motor 30
It is determined by the performance of the. In the embodiment, it is set to about 10 to 200 seconds.

When the moving average output Pmave is obtained in this way, the CPU 62 divides this moving average output Pmave by the motor speed Nm to calculate the fuel cell side torque command value Tm1 which is the output command value from the fuel cell 12 (step. S160). Here, the fuel cell side torque command value Tm1 is first calculated from the moving average output Pmave in order to calculate as much of the motor torque command value Tm as possible.
This is because the secondary battery 22 is used auxiliary because the output from 2 is not used. This is because the secondary battery 22 is mainly the fuel cell 1.
Since the battery is charged by the output from the battery 2 and energy is lost during the charging, the output from the secondary battery 22 is
This is because the energy efficiency is lower than the output from the fuel cell 12. Further, the fuel cell side torque command value Tm1 is obtained from the moving average output Pmave instead of the motor torque command value Tm because the fuel cell 12 is operating as a system together with the fuel supply device 50 and the like, and the output suddenly changes. Is difficult.

When the fuel cell side torque command value Tm1 is calculated in this way, the calculated fuel cell side torque command value Tm
It is examined whether 1 is in the range of the threshold value Tr1 or the threshold value Tr2 (steps S170 and S190). Where the threshold T
The r1 and the threshold value Tr2 are set as the maximum output and the minimum output that can be output from the fuel cell 12.
When the fuel cell side torque command value Tm1 is not within the range of the threshold value Tr1 or the threshold value Tr2 and is larger than the threshold value Tr1, the threshold value Tr1 is substituted for the fuel cell side torque command value Tm1 (step S180), and when it is smaller than the threshold value Tr2, the fuel cell side. The threshold value Tr2 is substituted for the torque command value Tm1 (step S200). That is, the processing of steps S170 to S200 is performed by the fuel cell side torque command value Tm1.
Is a process for correcting within the range that can be output from the fuel cell 12. It should be noted that the threshold value Tr2 normally takes a value of 0 when the operation of the fuel cell 12 is allowed to be stopped,
If the operation stop is not allowed, it is determined by the performance of the fuel supply device 50 such as the minimum supply amount of the fuel gas and the oxidizing gas to the fuel cell 12.

Next, the value of the secondary battery abnormality determination flag F2 is checked (step S230). The secondary battery abnormality determination flag F2 is a flag that is set to a value of 1 by a secondary battery abnormality check routine (FIG. 12), which will be described later, when any abnormality is detected in the secondary battery 22, for example. The secondary battery abnormality determination flag F2 is also normally set to the value 0.

When the secondary battery abnormality determination flag F2 has a value of 0, it is determined that no abnormality has occurred in the secondary battery 22,
From the motor torque command value Tm to the fuel cell side torque command value T
The secondary battery side torque command value Tm2, which is the output command value from the secondary battery 22, is calculated by subtracting m1 (step S24).
0). Then, the calculated secondary battery side torque command value Tm2
Is examined within the range of the threshold value Tr3 to the threshold value Tr4. (Steps S250, S270). Here, the threshold value Tr3 and the threshold value Tr4 are set as the maximum output and the minimum output that can be output from the secondary battery 22. When the secondary battery side torque command value Tm2 is not within the range of the threshold value Tr3 to the threshold value Tr4 and is larger than the threshold value Tr3, the secondary battery side torque command value Tm2 is substituted with the threshold value Tr3 (step S260), and when it is smaller than the threshold value Tr4, The threshold value Tr4 is substituted for the secondary battery side torque command value Tm2 (step S280). That is, step S25
The processing of 0 to S280 is the same as steps S170 to S170.
Similar to the process of 200, the secondary battery side torque command value Tm2
Is a process for correcting within the range that can be output from the secondary battery 22. The threshold value Tr4 is a negative value because the secondary battery 22 is a rechargeable storage battery. The threshold value Tr4 is determined by the maximum chargeable current of the secondary battery 22 and the like.

Thus, the fuel cell side torque command value Tm1
And the secondary battery side torque command value Tm2 is calculated, CP
U62 switches the first inverter 14 and the second inverter 24 so that the outputs from the fuel cell 12 and the secondary battery 22 become values according to the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2. The switching operation of the element is controlled (step S310), and this routine ends.

The setting of the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2 will be further described with reference to FIG. FIG. 9 shows the fuel cell side torque command value Tm1.
FIG. 9 is an explanatory diagram illustrating a state in which a secondary battery side torque command value Tm2 is set. In the figure, straight lines D to G are "Tm = Tm1 + Tm2 = constant" when the motor torque command value Tm is calculated as the value Tα or the value Tδ. In the figure, broken lines Tm1 = Tr1 and Tm1 = T
The straight line of R2 is the upper limit value and the lower limit value that the fuel cell side torque command value Tm1 can take, and the straight lines of broken lines Tm2 = Tr3 and Tm2 = Tr4 are the secondary battery side torque command value Tm2.
Is the upper limit value and the lower limit value that can be taken. Therefore, possible combinations of the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2 are represented as points within the region (combinable region) surrounded by these four broken lines.

Consider now that the motor torque command value Tm obtained in step S120 is the value Tα (straight line D). For this motor torque command value Tm, step S
If the fuel cell side torque command value Tm1 calculated in 150 and S160 is equal to the motor torque command value Tm (Tm1 = Tα), the point Tα is within the combinable area, so the fuel cell side torque command value Tm1 and the secondary The battery-side torque command value Tm2 is the Tm1 axis coordinate of the point Tα and the Tm.
It becomes a value (Tα, 0) given by two-axis coordinates. If the fuel cell side torque command value Tm1 is a value given by the Tm1 axis coordinate of the point α1, similarly, the fuel cell side torque command value Tm1.
And the secondary battery side torque command value Tm2 is Tm of the point α1.
It is a value given by the 1-axis coordinate and the Tm 2-axis coordinate. If the fuel cell side torque command value Tm1 is a value given by the Tm1 axis coordinate of the point α2, the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2 are the points α2.
The values are given by the Tm1 axis coordinate and the Tm2 axis coordinate of. At this time, since the secondary battery side torque command value Tm2 becomes a negative value, the secondary battery 22 is charged.

Consider the case where the motor torque command value Tm is obtained as the value Tβ (straight line E). At this time, if the fuel cell side torque command value Tm1 is a value given by the Tm1 axis coordinate of the point β1, this value is larger than the threshold value Tr1.
The threshold value Tr1 is substituted for the fuel cell side torque command value Tm1 (steps S170 and S180), and possible combinations of the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2 (hereinafter, simply referred to as “combination point”). “)” Moves to a point β2 where the Tm1 axis coordinate on the straight line E becomes the threshold value Tr1. That is, the Tm1 axis coordinate and Tm of this point β2
The value given by the two-axis coordinates is the fuel cell side torque command value Tm
1 and the secondary battery side torque command value Tm2.

Consider a case where the motor torque command value Tm is obtained as a value Tγ larger than the value Tβ (straight line F). If the fuel cell side torque command value Tm1 is a value given by the Tm1 axis coordinate of the point γ1, this value is larger than the threshold value Tr1. Therefore, the fuel cell side torque command value Tm1 has a threshold value Tm.
r1 is substituted (steps S170 and S180), and the combination point is a point γ at which the coordinate of the Tm1 axis on the straight line E becomes the threshold Tr1.
Move to 2. Since the value given by the Tm2-axis coordinate of this point γ2 is larger than the threshold Tr3, the threshold Tr3 is substituted for the secondary battery side torque command value Tm2 (step S25).
0, S260), and the combination point is a straight line Tm1 = Tr1
It moves to the point γ3 where the upper Tm2-axis coordinate becomes the threshold value Tr3. In this case, the coordinates (Tr1, Tr3) of this point γ3 become the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2.

When the operating condition instruction value C suddenly changes to a negative value, that is, when the accelerator pedal 53 is released and the brake pedal 55 is depressed, the motor torque command value T
m also suddenly changes to a negative value, but the fuel cell side torque command value Tm
1 is not the motor output Pm but the moving average output Pmav
Since it is obtained from e, it does not immediately become a negative value. Consider this state (state represented by a straight line G in the figure).
If the motor torque command value Tm is the value Tδ (negative value) and the fuel cell side torque command value Tm1 is the value given by the Tm1 axis coordinate of the point δ1, the combination point δ1 is within the combinable area, The values given by the Tm1 axis coordinate and the Tm2 axis coordinate of δ1 become the fuel cell side torque command value Tm1 and the secondary battery side torque command value Tm2. In this state, the secondary battery 22 is charged by the regenerative energy from the motor 30 and the output from the fuel cell 12. If the fuel cell side torque command value Tm1 is a value given by the Tm1 axis coordinate of the point δ2, the value given by the Tm2 axis coordinate of the point δ2 becomes smaller than the threshold value Tr4, so that the secondary battery side torque command value Tm2 becomes The threshold value Tr4 is substituted (step S270,
S280), the combination point is a point δ3 at which the value given by the coordinates of the Tm2 axis parallel to the Tm2 axis from the point δ2 is the threshold Tr4.
Move up to. Tm1 axis coordinate of this point δ3 and Tm2
The value given by the axis coordinate is the fuel cell side torque command value Tm1
And the secondary battery side torque command value Tm2.

In step S140 of the torque control routine of FIGS. 6 and 7, when either the fuel cell initial operation determination flag FS or the fuel cell abnormality determination flag F1 has the value 1, the fuel cell 12 is still in the steady operation state. It is determined that the fuel cell 12 does not exist or some abnormality has occurred in the fuel cell 12, and the value 0 is set to the fuel cell side torque command value Tm1 in order to set the output from the fuel cell 12 to the value 0 (step S210). Then, the state of the fuel cell 12 is determined based on the flag and displayed on the display device 59 (step S220), and the process proceeds to step S230.

Further, in step S230, when the secondary battery abnormality determination flag F2 has the value 1, it is determined that some abnormality has occurred in the secondary battery 22 and the output from the secondary battery 22 has the value 0. A value 0 is set to the secondary battery side torque command value Tm2 (step S290). Then, the fact that the secondary battery 22 is abnormal is displayed on the display device 59 (step S300), and the process proceeds to step S310.

By executing the torque control routines of FIGS. 6 and 7 described above by the ECU 60, the motor drive device 10B of the electric vehicle 5 can be operated with higher energy efficiency. Moreover, since the fuel cell side torque command value Tm1 is changed smoothly, the fuel cell 12 can be operated smoothly.

Next, torque control of the motor 30 at the time of starting the electric vehicle 5 will be described based on the starting process routine illustrated in FIG. This routine is a predetermined time (for example, 10 minutes) after the electric vehicle 5 is started.
Alternatively, until a value 0 is set in the fuel cell initial operation determination flag FS by this routine, at a predetermined time, for example, 1
It is repeatedly executed every 00 msec.

When this routine is executed, the CPU 62
First, the voltage between the output terminals of the fuel cell 12 (fuel cell voltage VF) detected by the fuel cell voltmeter 12V,
A process of reading the temperature in the fuel cell 12 detected by the temperature sensor 12T (fuel cell temperature TF) via the input processing circuit 66 is executed (step S400). Then, the read fuel cell voltage VF and fuel cell temperature T
F is compared with the threshold VFR and the threshold TFR, respectively (step S410). Here, the threshold value VFR and the threshold value TFR are threshold values for determining whether or not the fuel cell 12 is in a substantially steady operation state and is in a state where the output can be taken out, and the threshold value VFR is about the minimum voltage allowed by the fuel cell 12. And the threshold value TFR is set to a value around the minimum temperature allowed by the fuel cell 12. The threshold VFR and the threshold TFR are determined according to the type of the fuel cell 12 and its characteristics.

In step S410, when the fuel cell voltage VF is lower than the threshold value VFR or the fuel cell temperature TF is lower than the threshold value TFR, it is judged that the fuel cell 12 has not yet reached the steady operation state, and the fuel cell initial operation is started. A value 1 is set to the determination flag FS (step S4
20) and this routine is completed. When the fuel cell voltage VF is equal to or higher than the threshold value VFR and the fuel cell temperature TF is equal to or higher than the threshold value TFR, the fuel cell 12 determines that the steady operation state is reached, and sets the value 0 to the fuel cell initial operation determination flag FS. (Step S430), this routine is ended.

In this routine, the fuel cell 12
Is set to a fuel cell initial operation determination flag FS. Then, when the torque control routine is started next time, the value of the fuel cell initial operation determination flag FS is examined in step S140 of the torque control routine, and control is performed according to the value (step S210, etc.).
Is made.

Next, the process for determining whether or not the fuel cell 12 has an abnormality will be described based on the fuel cell abnormality check routine illustrated in FIG. This routine is performed after it is determined that the steady operation state has been reached after the fuel cell 12 is started, that is, after a predetermined time (for example, 10 minutes) has elapsed from the start, or by the start processing routine shown in FIG. After the value 0 is set in the determination flag FS, every predetermined time (for example, 100 msec)
Every time).

When this routine is executed, the CPU 62
First, a process of reading the fuel cell voltage VF detected by the fuel cell voltmeter 12V and the fuel cell temperature TF detected by the temperature sensor 12T via the input processing circuit 66 is executed (step S500). Then, the read fuel cell voltage VF is set to the threshold value VFR1 to the threshold value VFR.
2 and the fuel cell temperature TF is equal to the threshold value TFR1.
Or whether it is within the threshold TFR2 (step S)
510). Here, the threshold VFR1 and the threshold VFR2
Are the lower and upper limits of the range of the allowable output terminal voltage of the fuel cell 12 in the steady state.
It is determined by the type and performance of. Also, the threshold TFR
1 and the threshold value TFR2 are the fuel cell 12 in the steady state.
Is the lower limit value and upper limit value of the allowable temperature range inside the fuel cell, and is determined by the type and performance of the fuel cell 12.

The fuel cell voltage VF is within the threshold value VFR1 or the threshold value VFR2, and the fuel cell temperature TF is equal to the threshold value TF.
When it is within R1 or the threshold value TFR2, the fuel cell 1
2 is determined to be in a normal steady operation state, and the fuel cell abnormality determination flag F1 is set to the value 0 (step S52).
0), this routine ends. On the other hand, the fuel cell voltage VF
Is not within the threshold value VFR1 or the threshold value VFR2, or the fuel cell temperature TF is not within the threshold value TFR1 or the threshold value TFR2.
If it is not within the range, it is determined that the fuel cell 12 is not in a normal steady operation state and some abnormality has occurred, and a value 1 is set to the fuel cell abnormality determination flag F1 (step S5).
30), and this routine ends.

In this routine, the fuel cell 12 is
The result of whether or not there is an abnormality is set in the fuel cell abnormality determination flag F1. Then, when the torque control routine is started next time, step S1 of the torque control routine is executed.
At 40, the value of the fuel cell abnormality determination flag F1 is checked, and control (step S210 etc.) according to the value is performed.

Next, the process for determining whether or not the secondary battery 22 has an abnormality will be described based on the secondary battery abnormality check routine illustrated in FIG. This routine is
Immediately after the electric vehicle 5 is started, it is repeatedly executed every predetermined time (for example, every 100 msec).

When this routine is executed, the CPU 62
First, the voltage between the output terminals of the secondary battery 22 detected by the secondary battery voltmeter 22V (secondary battery voltage VB),
The input processing circuit 66 indicates the state of charge of the secondary battery 22 (secondary battery charge capacity SOC) detected by the charge capacity meter 22S.
A process for reading via the is executed (step S60
0). Then, the read secondary battery voltage VB is equal to the threshold value VB.
It is examined whether it is within R1 or the threshold value VBR2 and whether the secondary battery charge capacity SOC is within the threshold value SR1 or the threshold value SR2 (step S610).

Here, the threshold value VBR1 and the threshold value VBR2
Is the lower limit value and the upper limit value of the allowable range of the output terminal voltage of the secondary battery 22, for example, the secondary battery 22 with a rating of 12V.
In this case, the threshold value VBR1 is set to 8 and the threshold value VBR2 is set to 16. The threshold VBR1 and the threshold VBR2 are determined by the characteristics of the secondary battery 22, and are not limited to the above values. Also,
The threshold value SR1 and the threshold value SR2 are the lower limit value and the upper limit value of the range allowed as the state of charge of the secondary battery 22,
If the value 0 is fully discharged and the value 1 is fully charged,
For example, the threshold value SR1 is set to a value of 0.2, and the threshold value SR2 is set to a value 1 of the normal full charge. The threshold value SR1 and the threshold value SR2 are determined by the discharge characteristics of the secondary battery 22, and are not limited to the above values.

When the secondary battery voltage VB is within the threshold value VBR1 or the threshold value VBR2 and the secondary battery charge capacity SOC is within the threshold value SR1 or the threshold value SR2, it is judged that the secondary battery 22 is normal, and The value 0 is set to the next battery abnormality determination flag F2 (step S620), and this routine is ended. On the other hand, the secondary battery voltage VB is the threshold VBR
1 or the threshold value VBR2 or the secondary battery charge capacity SOC is not within the threshold value SR1 or the threshold value SR2, it is determined that some abnormality has occurred in the secondary battery 22, and the secondary battery abnormality determination flag F2 is set. The value 1 is set (step S630), and this routine ends.

In this routine, the secondary battery 22 is
The result of whether or not there is an abnormality is set in the secondary battery abnormality determination flag F2. Then, when the torque control routine is activated next time, step S2 of the torque control routine is performed.
The value of the secondary battery abnormality determination flag F2 is checked at 30 and control (step S290 or the like) according to the value is performed.

According to the electric vehicle 5 of the embodiment described above, the fuel cell side torque command value Tm1 is first calculated from the motor torque command value Tm, and the secondary battery side torque command value Tm2 is calculated.
Motor torque command value Tm and fuel cell side torque command value T
Since it is obtained as the difference from m1, the motor 30 can be driven mainly by the output from the fuel cell 12. That is, since the secondary battery 22 is used as an auxiliary, the motor drive device 10B can be operated with higher energy efficiency.

Further, according to the electric vehicle 5 of the embodiment, the fuel cell side torque command value Tm1 is obtained not from the motor output Pm but from the moving average output Pmave which is its moving average, so that the output from the fuel cell 12 suddenly changes. Can be prevented. Therefore, the fuel cell 12 can be operated smoothly, and the operation efficiency can be further improved. Moreover, since the fuel cell side torque command value Tm1 is corrected so that the output from the fuel cell 12 falls within the allowable range, the fuel cell 12 can be operated more appropriately. Further, since the secondary battery side torque command value Tm2 is corrected so that the output from the secondary battery 22 falls within the allowable range, the secondary battery 22 can be operated more appropriately.

According to the electric vehicle 5 of the embodiment, immediately after the electric vehicle 5 is started, it is detected whether the fuel cell 12 is in the steady operation state, and when it is not in the steady operation state, the output from the fuel cell 12 is output. Since the value 0 is adjusted, the fuel cell 12 can be operated more properly.

According to the electric vehicle 5 of the embodiment, it is possible to detect whether or not any abnormality has occurred in the fuel cell 12 and the secondary battery 22. When an abnormality is detected in the fuel cell 12 or the secondary cell 22, the output from the fuel cell 12 or the secondary cell 22 is adjusted to a value of 0 or the like, so that the fuel cell 12 and the secondary cell are more appropriately adjusted. 22 can be driven. Even when an abnormality is detected in the fuel cell 12 or the secondary battery 22, the electric vehicle 5 can be driven although the output is reduced, as long as the fuel cell 12 and the secondary battery 22 do not have an abnormality at the same time.

Naturally, the motor 30 can be driven by the output from the fuel cell 12 and the output from the secondary battery 22. Moreover, the output from the fuel cell 12 and the output from the secondary battery 22 can be handled independently. For this reason, for example, the fuel cell 12 is steadily operated under the condition of better operation efficiency, and the secondary battery 22 responds to the output fluctuation of the motor 30, and the reverse operation is wide. It becomes possible to drive. Further, since the DC / DC converter is unnecessary, it is possible to improve energy efficiency as compared with the motor drive device including the DC / DC converter of the conventional example. Since the first coil 36 and the second coil 38 are wound around each tooth 35 of the motor 30, these act as a transformer, and the secondary battery 22 can be charged by the output from the fuel cell 12. Moreover, the secondary battery 2
2 is charged by the motor 30 depending on the output from the fuel cell 12.
Can be performed with or without driving the motor 30. Furthermore, when the brake pedal 55 is stepped on, the secondary battery 22 can be charged with regenerative energy.

In the electric vehicle 5 of the embodiment, the fuel cell side torque command value Tm1 is obtained from the moving average (moving average output Pmave) of the motor output Pm. The moving average output Pmave has the charging capacity of the secondary battery 22. (For example, a configuration in which the target secondary battery charge capacity is subtracted from the secondary battery charge capacity SOC is added to the moving average output Pmave as a correction term), and the fuel cell side torque command value Tm1 is output to the motor. The configuration is obtained from the weighted moving average of Pm, and the fuel cell side torque command value Tm1 is set to the motor output P.
The configuration may be obtained from the geometric mean of m.

In the electric vehicle 5 of the embodiment, the threshold value T
Although r1 and the threshold value Tr2 are set as the maximum output and the minimum output that can be output from the fuel cell 12,
Is also suitable as an upper limit value and a lower limit value of the output range that allows efficient operation. With this configuration, the fuel cell 12 can be operated more efficiently. The output range in which the fuel cell 12 can be operated efficiently can be determined in advance by experiments or the like. Further, the threshold value Tr1 and the threshold value Tr2 are not limited to the upper and lower limit values of the range that can be output from the fuel cell 12 and the upper and lower limit values of the output range that can be operated efficiently, and can be set according to the characteristics of the fuel cell 12. It is defined in.

The embodiments of the present invention have been described above.
The present invention is not limited to these embodiments, and for example, a configuration in which the motor drive device 10 is mounted in a moving vehicle other than an automobile, a configuration in which the motor drive device 10 is mounted in a drive device other than the moving vehicle, and the like Needless to say, the present invention can be implemented in various modes without departing from the scope of the invention.

[0096]

As described above, according to the motor drive device of the present invention, the motor can be driven based on the DC voltage from the first DC voltage generating means and the DC voltage from the second DC voltage generating means. it can. Moreover, the first conversion means and the second conversion means independently convert the DC voltage from the first DC voltage generation means and the DC voltage from the second DC voltage generation means, and the motor is independent by the first coil and the second coil. Therefore, the output from the first DC voltage generating means and the output from the second DC voltage generating means can be handled independently. Further, since the DC / DC converter is not provided, the energy efficiency can be improved as compared with the motor drive device having the conventional DC / DC converter.

In the motor drive device, the second coil is
The secondary coil is arranged so as to generate an alternating induced voltage by the magnetic field generated by the first coil, the second DC voltage generating means is a chargeable / dischargeable secondary battery, and the second converting means is a predetermined induction voltage generated by the second coil. If it can be converted into a DC voltage, the induced voltage generated in the second coil by the alternating magnetic field generated in the first coil based on the output from the first DC voltage generating means is converted into a predetermined DC voltage by the second converting means. It can convert and charge secondary batteries. Moreover, charging the secondary battery is
It can be performed while driving the motor based on the DC voltage generated by the first DC voltage generating means, or while the motor is stopped. As a result, the first DC voltage generating means is
For example, even if the operating state cannot be suddenly changed like a fuel cell, it is possible to control the fluctuation of the output to the motor by adjusting the output from the secondary battery and the charge to the secondary battery. Becomes Further, in the motor drive device of this configuration, if the motor is operated as a generator when a work is given from the outside, the work is taken out by the second coil as an alternating AC voltage having a second predetermined number of phases. The secondary battery can be charged by converting the predetermined DC voltage by the second conversion means. Moreover, the charging by the output from the first DC voltage generating means can be superposed.

According to the electric vehicle of the present invention, the motor can be driven by the output from the fuel cell and the output from the secondary battery based on the operating state of the vehicle. Moreover, since the first conversion means and the second conversion means independently convert the DC voltage from the fuel cell and the DC voltage from the secondary battery, the motor can be independently driven by the first coil and the second coil. The output from the fuel cell and the output from the secondary cell can be treated independently. Further, since the DC / DC converter is not provided, the energy efficiency can be improved as compared with the electric vehicle equipped with the DC / DC converter of the conventional example.

In the electric vehicle of the present invention, if the control means includes target value calculation means, fuel cell output command value calculation means, secondary battery output command value calculation means, and conversion control means, output to the motor The main output of is supplied by the fuel cell, and the secondary battery can be operated supplementarily. Moreover, since the fuel cell output command value is calculated based on the transition of the target value within the predetermined time, the output fluctuation from the fuel cell can be reduced.

In the electric vehicle of the present invention, when the calculated fuel cell output command value is not within the first predetermined range, the fuel cell output command value calculating means is set to the first value regardless of the calculation result.
By using a means for setting a predetermined value within the predetermined range as the fuel cell output command value, the output command value for the fuel cell can be controlled within the first predetermined range. For example, if the first predetermined range is set to the fuel cell capacity range, it is possible to avoid the disadvantage that the output command value is set outside the fuel cell capacity range, and the first predetermined range is set to the fuel cell capacity range. If the operating efficiency is set in a relatively high range, the fuel cell can be operated more efficiently.

In the electric vehicle of the present invention, when the calculated secondary battery output command value calculating means is not within the second predetermined range, the secondary battery output command value calculating means is set to the second value regardless of the calculation result.
By using a means for setting a predetermined value within the predetermined range as the secondary battery output command value, the output command value for the secondary battery can be controlled within the second predetermined range.

In the electric vehicle of the present invention, the fuel cell state detecting means is provided, and the fuel cell output command value calculating means is operated when the operating state detected by the fuel cell state detecting means is not within the third predetermined range. If the third predetermined value is used as the fuel cell output command value regardless of the result, the fuel cell output command value is set to the third predetermined value when the operating state of the fuel cell is not within the third predetermined range. Control, for example, control such that the fuel cell output command value is set to 0 when the operating state of the fuel cell is not within the range permitted as the steady operating state can be performed. As a result, it is possible to prevent the output from being obtained from the unscheduled fuel cell.

In the electric vehicle of the present invention, the secondary battery state detecting means is provided, and the operating state detected by the secondary battery output command value calculating means is not within the fourth predetermined range. At this time, if the means for setting the fourth predetermined value as the secondary battery output command value regardless of the calculation result, the secondary battery output command value is set to the second battery output command value when the operating state of the secondary battery is not within the fourth predetermined range. It is possible to perform control such that the secondary battery output command value is set to 0 when the state of the secondary battery is not within the range defined as an appropriate state. As a result, it is possible to prevent the output from being obtained from the unscheduled secondary battery.

In the electric vehicle of the present invention, the fuel cell state detecting means is provided, and the operating state detected by the fuel cell state detecting means after the fuel cell is started by the fuel cell output command value calculating means becomes a predetermined state. If the means for setting the fifth predetermined value as the fuel cell output command value regardless of the calculation result, the fuel cell output command value is set to the fifth predetermined value from immediately after the start of the fuel cell until the steady operation state is reached. It is possible to control such as. As a result, the fuel cell can be operated more appropriately.

[Brief description of drawings]

FIG. 1 is a block diagram showing an outline of a motor drive device 10 which is a preferred embodiment of the present invention.

FIG. 2 is an explanatory diagram showing an outline of a structure of a motor 30.

FIG. 3 is a graph showing a relationship between outputs of a fuel cell and a secondary cell.

FIG. 4 is a block diagram showing an outline of an electric vehicle 5 equipped with a motor drive device 10B which is a preferred embodiment of the present invention.

FIG. 5 is a block diagram illustrating an electrical configuration of the electric vehicle 5 with an ECU 60 as a center.

FIG. 6 is a flowchart showing an example of the first half of a torque control routine executed by the ECU 60 of the electric vehicle 5.

FIG. 7 is a flowchart showing an example of the latter half of a torque control routine executed by the ECU 60 of the electric vehicle 5.

FIG. 8 is a map showing an example of a relationship among an operating state instruction value C, a motor speed Nm, and a motor torque command value Tm.

FIG. 9 is an explanatory diagram illustrating a manner of setting a fuel cell side torque command value Tm1 and a secondary battery side torque command value Tm2.

FIG. 10 is a flowchart showing an example of a startup process routine executed by the ECU 60 of the electric vehicle 5.

FIG. 11 is a flowchart showing an example of a fuel cell abnormality check routine executed by the ECU 60 of the electric vehicle 5.

FIG. 12 is a flowchart showing an example of a secondary battery abnormality check routine executed by the ECU 60 of the electric vehicle 5.

FIG. 13 is a block diagram showing an outline of a conventional motor drive device 110.

FIG. 14 is a graph showing an example of output characteristics of the fuel cell 112 and the secondary cell 122.

[Explanation of symbols]

 5 ... Electric vehicle 10 ... Motor drive device 10B ... Motor drive device 12 ... Fuel cell 12T ... Temperature sensor 12V ... Fuel cell voltmeter 22 ... Secondary battery 22S ... Charge capacity meter 22V ... Secondary battery voltmeter 30 ... Motor 30N ... Motor speed sensor 32 ... Stator 34 ... Slot 35 ... Teeth 39 ... Rotor 40 ... Control device 42 ... CPU 44 ... ROM 46 ... RAM 48 ... Input / output port 50 ... Fuel supply device 52 ... Blower 53 ... Accelerator pedal 54 ... Accelerator position sensor 55 ... Brake pedal 56 ... Brake position sensor 58 ... Speed sensor 59 ... Display device 60 ... ECU 62 ... CPU 63 ... ROM 64 ... RAM 66 ... Input processing circuit 67 ... Output processing circuit 68 ... Constant voltage power supply circuit

Continuation of front page (51) Int.Cl. ⁶ Identification number Office reference number FI Technical display location H02P 7/63 302 H02P 7/63 302J

Claims (9)

[Claims] 1. A first direct current voltage generating means for generating a direct current voltage, and a first direct current voltage generated by the first direct current voltage generating means.
A first conversion means for converting into an alternating AC voltage of a predetermined number of phases, a second DC voltage generation means for generating a DC voltage, the second DC voltage generation means having characteristics different from those of the first DC voltage generation means, and the second DC voltage generation The DC voltage generated by the means
Second conversion means for converting into an alternating AC voltage of a predetermined number of phases, a first coil connected to the first conversion means for generating an alternating magnetic field by an AC voltage supplied from the first conversion means, and A motor having a second coil that is connected to the second conversion means and that generates an alternating magnetic field by an alternating voltage supplied from the second conversion means; and controls conversion of the first conversion means and the second conversion means. And a control means for driving and controlling the motor. 2. The motor drive device according to claim 1, wherein the motor is configured such that the second coil is arranged so as to generate an induced voltage alternating with a magnetic field generated by the first coil. 2 The direct current voltage generating means is a chargeable / dischargeable secondary battery, and the second converting means converts the direct current voltage generated by the second direct current voltage generating means into alternating alternating voltage of the second predetermined number of phases. A motor drive device which is a means for performing switching by performing orthogonal conversion for conversion and AC / DC conversion for converting the induced voltage generated by the second coil into a predetermined DC voltage. 3. An electric vehicle that includes a fuel cell and a secondary battery that can be charged and discharged, and that is driven by electric energy generated from the fuel cell, wherein a DC voltage output from the fuel cell is a first predetermined value. First conversion means for converting into an alternating alternating voltage with a number of phases; orthogonal conversion for converting a direct current voltage output from the secondary battery into an alternating alternating voltage with a second predetermined number of phases; and the second predetermined Second conversion means for switching alternating-current / direct-current conversion for converting alternating-current voltage having a certain number of phases into predetermined direct-current voltage and alternating-current voltage connected to the first converting means and supplied from the first converting means. A first coil for generating a magnetic field, and a magnetic field generated by the first coil are arranged so as to generate an alternating induced voltage, are connected to the second converting means, and are alternating by an alternating voltage supplied from the second converting means. Magnetic field A motor having a second coil that can be generated; a driving state detecting means for detecting a driving state of the vehicle; and a conversion of the first converting means and the second converting means based on the detected driving state. And an electric vehicle having a control means for driving and controlling the motor. 4. The electric vehicle according to claim 3, wherein the control means calculates a target value of the output from the motor based on the driving state detected by the driving state detecting means. And a fuel cell output command value calculating means for calculating a fuel cell output command value, which is a command value of the output from the fuel cell, based on the transition of the calculated target value within a predetermined time, and the calculated A secondary battery output command value calculating means for calculating a secondary battery output command value, which is a command value of the output from the secondary battery, based on the fuel cell output command value and the target value, and the calculated fuel An electric vehicle comprising: a conversion control unit that controls conversion of the first conversion unit and the second conversion unit based on a battery output command value and a secondary battery output command value. 5. The fuel cell output command value calculation means, when the calculated fuel cell output command value is not within a first predetermined range, a predetermined value within the first predetermined range regardless of the calculation result. The electric vehicle according to claim 4, which is a means for setting a value as the fuel cell output command value. 6. The secondary battery output command value calculating means, when the calculated secondary battery output command value is not within a second predetermined range, within the second predetermined range regardless of the calculation result. 6. The electric vehicle according to claim 4 or 5, which is a means for setting a predetermined value of as the output command value of the secondary battery. 7. The electric vehicle according to claim 4, further comprising a fuel cell state detection unit that detects an operating state of the fuel cell, wherein the fuel cell output command value calculation unit includes the fuel cell. An electric vehicle which is a means for setting a third predetermined value as the fuel cell output command value regardless of the calculation result when the operating state detected by the state detecting means is not within the third predetermined range. 8. The electric vehicle according to claim 4, further comprising a secondary battery state detection unit that detects an operating state of the secondary battery, wherein the secondary battery output command value calculation unit includes: When the operating state detected by the secondary battery state detecting means is not within the fourth predetermined range, the electric vehicle is means for setting the fourth predetermined value as the secondary battery output command value regardless of the calculation result. . 9. The electric vehicle according to claim 4, further comprising a fuel cell state detection unit that detects an operating state of the fuel cell, wherein the fuel cell output command value calculation unit includes the fuel cell. An electric vehicle which is a means for setting the fifth predetermined value as the fuel cell output command value regardless of the calculation result until the operating state detected by the fuel cell state detecting means reaches a predetermined state after the start.