201143268 六、發明說明： 【發明所屬之技術領域】 本發明係有關於一種三相馬達控制系統，特別是有關 於一種具有多個三相驅動模組，且能由系統處理器切換驅 動三相馬達的三相驅動模組的電動車輛之三相馬達控制系 統及其控制方法。 【先前技術】 請參閱圖1A繪示先前技術電動車輛之三相馬達控制 ® 等效電路示意圖。先前技術中，三相馬達控制電路包括一 電源模組14、一三相馬達、一電流偵測單元13、一處理器 11.與一三相驅動電路12。三相驅動電路12包括三個相位 電路及連接上述相位電路與處理器11的一驅動器120。三 相馬達則包括定子17、轉子15與霍爾元件16，其中，霍 爾元件16配置於定子17與轉子15之間，用以感應定子 17與轉子15之間的磁場變化，且回傳一磁場變化訊號至 φ 處理器。 當處理器11啟動上述的三相驅動電路12時，三相驅 動電路12會從電源模組14取得工作電力，再藉由相位電 路產生一三相電壓。而三相驅動電路12運作時，電流偵測 單元13會偵測三相驅動電路12以產生一電流訊號（即三 相驅動電路中所運作之相位電路的工作電流），並回傳至處 理器11。處理器11會依據電流訊號判斷三相驅動電路12 是否正常運作，並依據磁場變化訊號以判斷改變相位時 201143268 機，以控制驅動器120依一特定順序而切換並啟動第一相 孃 位電路121、第二相位電路122與第三相位電路123，以調 * 整上述三相電壓的相位，進而驅動三相馬達的運作。此外， 三相驅動電路12常以相角差12〇0的三相電壓來驅動三相 馬達，使三相馬達以較為穩定的方式而被驅動運轉。 然而，每一個相位電路係由多個電晶體結合串、並聯 而形成，電晶體如金屬-氧化層-半導體-場效電晶體 (Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET )、雙極性接面電晶體（Bipolar Junction Transistor， BJT )或絕緣閘極雙極性電晶體（insuiated Gate Bipolar Transistor，IGBT)。但各電晶體形成導通的通路電壓會因材 質與製造手段之差異，亦有所不同。 請參閱圖1B所繪示先前技術電動車輛之三相馬達控 制等效電路另一種示意圖。此結構中三相驅動電路12，，每 一個相位電路各具有多個電晶體（以M〇SFET為例）以並、 • 串聯接，以第一相位電路作說明。假設第一相位電路121， 中’ 一第一電晶體1211的第一通路電壓較其它電晶體的通 路電壓為低，一第二電晶體1212的第二通路電壓較其它電 晶體的通路電壓為高，驅動器在啟動第一相位電路121， 時，需使用比第二通路電壓略高的工作電壓來啟動第一相 位電路121’。這會導致第一電晶體1211過早形成通路狀 態，且形成通路後乃不斷取得逐漸升高的工作電壓（遠超 出第一通路電壓的規格）進行工作。反之，驅動器12〇停 201143268 ' 止第一相位電路121’時，因第一電晶體1211的第一通路電 • 壓為最低，故會比其它電晶體更晚形成開路狀態。 如此，單就第一電晶體1211所承受的電功率的功率值 與承受時間皆會高於其它的電晶體所承受的電功率的功率 值與承受時間，進而導致第一電晶體1211的工作壽命大幅 縮短。反之，第二電晶體1212承受的電功率的功率值與承 受時間會是最短，反而大幅延長其工作壽命。而相同情形 亦會發生於第二相位電路122’與第三相位電路123’。 再者，因第一電晶體1211是最早形成通路且最晚形成 短路，第一相位電路121’啟動與停止時，第一相位電路121’ 與電源模組14因電性連接與中斷產生的電力突波亦會由 第一電晶體1211所承受，亦會導致第一電晶體1211的工 作壽命大幅縮短。 此外，不論是那個電晶體損壞，皆會造成整個三相馬 達控制電路失效，以致於三相馬達控制電路無法驅動三相 ® 馬達。就電動車輛而言，三相馬達控制電路一但失效，很 可能會造成三相馬達立即停止，造成輪胎被立即鎖死，進 而產生電動車輛打滑或翻車等情形，嚴重危害駕駛人的安 全。 故，如何在三相馬達運行期間，有效降低相位電路中， 各電晶體的承受功效，而且在任一相位電路損壞時，仍有 一備用結構與機制可令三相馬達持續運作的三相馬達控制 電路，為廠商應思慮的問題。 201143268 _ 【發明内容】 •本發明欲解決的問題係提供一種配置有多個三相驅動 霞 模組，且能因應各種需求而對各三相驅動模組進行切換的 三相馬達控制電路。 為解決上述電路問題，本發明係揭示一種電動車輛之 三相馬達控制系統，其包括一三相馬達，一用以控制該馬 達之三相控制電路，一電源模組用以提供一工作電力至該 三相控制電路與該三相馬達，一用以偵測該三相控制電路 之電流以產生一電流訊號的電流偵測單元，一系統處理器 依據該電流訊號控制該三相控制電路之動作。 其中，三相控制電路包括複數個三相驅動模組，各三 相驅動模組包括一第一相位電路、一第二相位電路與一第 三相位電路與一三相驅動器，三相驅動器係連接上述相位 電路與系統處理器。各三相驅動模組的第一相位電路、第 二相位電路與第三相位電路，會依據相同組別以相互並 • 聯，再個別連接至三相馬達的第一相位輸入端、第二相位 輸入端與第三相位輸入端。 一電路切換單元電性連接於上述的三相驅動模組、系 統處理器與電源模組之間。系統處理器會控制此電路切換 單元以切換各三相驅動模組中，至少其一三相驅動模組與 電源模組形成通路，並控制此三相驅動模組的三相驅動器 來驅動其連接的相位電路，進而驅動該三相馬達。 本發明所揭示的系統中，當系統處理器啟動一第一三 201143268 ， 相驅動模組時，電流偵測單元會偵測啟動的三相驅動模 * 組，以產生上述的電流訊號。系統處理器會依據電流訊號 與其啟動的第一三相驅動模組來判斷第一三相驅動模組是 否損壞’以決定是否啟動一第二三相驅動模組，以藉由以 第一二相驅動模組驅動二相馬達。 為解決上述電路問題，本發明係揭示一種電動車輛之 三相馬達控制方法’該方法包括由一系統處理器取得至少 一外部控制訊號；由該系統處理器分析該外部控制訊號， •以依據分析結果利用一電路切換單元從複數個三相驅動模 組中，擇一第一三相驅動模組連通一電源模組以取得工作 電力；以及由該系統處理器啟動該第一三相驅動模組，該 第一三相驅動模組係驅動該三相馬達進行轉動。 本發明所揭露的三相馬達控制方法中，外部控制訊號 包括一電流訊號、一電門開度訊號與一煞車訊號中至少其 一。電流訊號由一電流偵測單元偵測任一三相驅動電路所 • 產生，電門開度訊號為一電門偵測單元偵測其連接的電門 的開度所產生’煞車訊號為一煞車模組因受控進行煞車 時，由系統偵測煞車模組動作而產生。系統處理器會依據 電流訊號以判定目前啟動的三相驅動模組是否損壞’以決 定是否切換並啟動另一個三相驅動模組。系統處理器取得 電門開度訊號時’會依據電門的開度是否達到一開度界定 值，以決定是否啟動一個以上的三相驅動模組來增加對三 相馬達的驅動功率。當系統處理器判定電門的開度未達到 201143268 . 一開度界定值，且又取得上述煞車訊號時，即中斷現啟動 的三相驅動模組，或是指定其一三相驅動模組進行馬達煞 車能源回充作業。 本發明之特點係在於本發明所揭示的系統，其在三相 控制電路内配置複數個結構相同或相近的三相驅動模組， 每一個三相驅動模組於啟動時，皆能驅動三相馬達轉動， 故任一三相驅動模組於啟動期間損壞時，系統處理器皆能 切換並啟動其它的三相驅動模組以持續且正常的驅動·三相 ® 馬達。再者，當系統處理器需以高功率來驅動三相馬達時， 可同時啟動數個三相驅動模組以提供較高的電流來驅動三 相馬達進行旋轉。其三，系統處理器可令不同的三相驅動 模組執行不同的作業，以藉由分工而延長各三相驅動模組 的使用壽命。其四，每一個電晶體承受的功率與承受功率 的時間，其差距亦大幅縮小，同時降低各電晶體承受電力 突波的突波值，故得以延長各電晶體的使用壽命。其五， φ 當電動車輛進行期間，任一三相驅動模組失效時，系統處 理器可啟動另一個三相驅動模組來掌控三相馬達的運作， 三相馬達即不會立刻停止動作，亦不會有輪胎鎖死而使電 動車輛打滑或翻車等情形發生，大幅提升行車人員的安全 性。其六、每一個相位電路在設計上與元件配置上亦較具 有活動性，同時，藉由三相驅動模組的多重設計概念，每 一相位電路所需的電晶體數量亦會減少，而且不需啟動的 相位電路並不會產生熱量，有助於降低三相控制電路整體 201143268 的工作溫度’延長各電$體及其所屬三相驅動模組的使用 壽命。此外，每一個相位電路在設計時，可結合散_構 -併設計，以更進-步降低各相位電路之電晶㈣^溫 度’進而達到延長各電晶體及其所屬三相驅動模組的使 壽命之功效。 【實施方式】 茲配合圖式將本發明較佳實施例詳細說明如下。201143268 VI. Description of the Invention: [Technical Field] The present invention relates to a three-phase motor control system, and more particularly to a three-phase drive module having a plurality of three-phase drive modules and capable of being switched by a system processor to drive a three-phase motor A three-phase motor control system for an electric vehicle of a three-phase drive module and a control method thereof. [Prior Art] Please refer to FIG. 1A for a schematic diagram of a three-phase motor control ® equivalent circuit of a prior art electric vehicle. In the prior art, the three-phase motor control circuit includes a power module 14, a three-phase motor, a current detecting unit 13, a processor 11. and a three-phase driving circuit 12. The three-phase drive circuit 12 includes three phase circuits and a driver 120 that connects the phase circuit to the processor 11. The three-phase motor includes a stator 17, a rotor 15 and a Hall element 16, wherein the Hall element 16 is disposed between the stator 17 and the rotor 15 for sensing a change in the magnetic field between the stator 17 and the rotor 15, and returning a magnetic field. Change the signal to the φ processor. When the processor 11 activates the three-phase driving circuit 12 described above, the three-phase driving circuit 12 obtains operating power from the power module 14, and generates a three-phase voltage by the phase circuit. When the three-phase driving circuit 12 is in operation, the current detecting unit 13 detects the three-phase driving circuit 12 to generate a current signal (ie, the operating current of the phase circuit operated in the three-phase driving circuit), and returns it to the processor. 11. The processor 11 determines whether the three-phase driving circuit 12 operates normally according to the current signal, and determines the phase change time according to the magnetic field change signal to control the driver 120 to switch and activate the first phase mating circuit 121 in a specific order. The second phase circuit 122 and the third phase circuit 123 adjust the phase of the three-phase voltage to drive the operation of the three-phase motor. Further, the three-phase drive circuit 12 often drives the three-phase motor with a three-phase voltage having a phase angle difference of 12 〇 0, so that the three-phase motor is driven to operate in a relatively stable manner. However, each phase circuit is formed by a plurality of transistor combinations, in parallel, and a transistor such as a metal-oxide-semiconductor field-effect transistor (MOSFET), a dual-polar connection Bipolar Junction Transistor (BJT) or Insulated Gate Bipolar Transistor (IGBT). However, the path voltage at which each transistor forms conduction may vary depending on the material and the manufacturing method. Please refer to FIG. 1B for another schematic diagram of a three-phase motor control equivalent circuit of a prior art electric vehicle. In the three-phase driving circuit 12 of the structure, each phase circuit has a plurality of transistors (for example, an M 〇 SFET), and is connected in series, and is described by a first phase circuit. Assuming that the first path voltage of the first transistor 121 is lower than the path voltage of the other transistors in the first phase circuit 121, the second path voltage of the second transistor 1212 is higher than the path voltage of the other transistors. When the driver starts the first phase circuit 121, it is necessary to use the operating voltage slightly higher than the second path voltage to activate the first phase circuit 121'. This causes the first transistor 1211 to form a via state prematurely, and after the via is formed, it continuously operates to obtain a gradually increasing operating voltage (far exceeding the specification of the first path voltage). On the other hand, when the driver 12 stops the first phase circuit 121' of 201143268, since the first path voltage of the first transistor 1211 is the lowest, an open state is formed later than the other transistors. In this way, the power value and the withstand time of the electric power received by the first transistor 1211 are higher than the power value and the withstand time of the electric power received by the other transistors, thereby causing the working life of the first transistor 1211 to be greatly shortened. . On the contrary, the power value and the receiving time of the electric power of the second transistor 1212 will be the shortest, and the working life will be greatly extended. The same situation also occurs in the second phase circuit 122' and the third phase circuit 123'. Furthermore, since the first transistor 1211 is the earliest path formed and the short circuit is formed at the latest, and the first phase circuit 121' is activated and stopped, the first phase circuit 121' and the power module 14 are electrically connected and interrupted. The surge will also be absorbed by the first transistor 1211, which will also result in a significant reduction in the operational life of the first transistor 1211. In addition, no matter which transistor is damaged, the entire three-phase motor control circuit will be disabled, so that the three-phase motor control circuit cannot drive the three-phase ® motor. In the case of electric vehicles, once the three-phase motor control circuit fails, it is likely that the three-phase motor will stop immediately, causing the tire to be immediately locked, which may cause the electric vehicle to slip or roll over, which seriously endangers the safety of the driver. Therefore, how to effectively reduce the withstand efficiency of each transistor in the phase circuit during the operation of the three-phase motor, and when any phase circuit is damaged, there is still a spare structure and mechanism for the three-phase motor to continuously operate the three-phase motor control circuit For manufacturers to think about issues. 201143268 _ SUMMARY OF THE INVENTION The problem to be solved by the present invention is to provide a three-phase motor control circuit in which a plurality of three-phase driving modules are arranged, and each three-phase driving module can be switched in response to various demands. In order to solve the above circuit problem, the present invention discloses a three-phase motor control system for an electric vehicle, which includes a three-phase motor, a three-phase control circuit for controlling the motor, and a power module for providing a working power to The three-phase control circuit and the three-phase motor, a current detecting unit for detecting a current of the three-phase control circuit to generate a current signal, and a system processor controls the action of the three-phase control circuit according to the current signal . The three-phase control circuit includes a plurality of three-phase driving modules, and each of the three-phase driving modules includes a first phase circuit, a second phase circuit, a third phase circuit and a three-phase driver, and the three-phase driver system is connected. The above phase circuit and system processor. The first phase circuit, the second phase circuit and the third phase circuit of each three-phase driving module are mutually connected according to the same group, and are respectively connected to the first phase input end and the second phase of the three-phase motor. Input and third phase input. A circuit switching unit is electrically connected between the three-phase driving module, the system processor and the power module. The system processor controls the circuit switching unit to switch each of the three-phase driving modules, at least one of the three-phase driving modules forms a path with the power module, and controls the three-phase driver of the three-phase driving module to drive the connection thereof. The phase circuit, which in turn drives the three-phase motor. In the system disclosed by the present invention, when the system processor activates a first three 201143268, phase driving module, the current detecting unit detects the activated three-phase driving mode group to generate the current signal. The system processor determines whether the first three-phase driving module is damaged according to the current signal and the first three-phase driving module that is activated to determine whether to activate a second three-phase driving module, by using the first two-phase The drive module drives a two-phase motor. In order to solve the above circuit problem, the present invention discloses a three-phase motor control method for an electric vehicle. The method includes: obtaining, by a system processor, at least one external control signal; analyzing, by the system processor, the external control signal, As a result, a circuit switching unit selects a first three-phase driving module from a plurality of three-phase driving modules to connect a power module to obtain working power; and the first three-phase driving module is started by the system processor. The first three-phase driving module drives the three-phase motor to rotate. In the three-phase motor control method disclosed in the present invention, the external control signal includes at least one of a current signal, an electric door opening signal and a brake signal. The current signal is detected by a current detecting unit to detect any three-phase driving circuit. The gate opening signal is generated by a door detecting unit detecting the opening degree of the connected door. The vehicle signal is a brake module. When the vehicle is controlled to be braked, the system detects the action of the brake module. The system processor determines whether to switch and activate another three-phase drive module based on the current signal to determine if the currently activated three-phase drive module is damaged. When the system processor obtains the gate opening signal, it will determine whether to activate more than one three-phase driving module to increase the driving power of the three-phase motor according to whether the opening degree of the door reaches an opening degree defined value. When the system processor determines that the opening of the switch does not reach 201143268. When the opening value is defined and the above-mentioned braking signal is obtained, the three-phase driving module that is currently activated is interrupted, or a three-phase driving module is designated to perform the motor. Brake energy backfilling operations. The invention is characterized by the system disclosed in the present invention, wherein a plurality of three-phase driving modules with the same structure or similar structures are arranged in the three-phase control circuit, and each three-phase driving module can drive the three-phase horse at startup. When the three-phase drive module is damaged during startup, the system processor can switch and start other three-phase drive modules for continuous and normal drive · three-phase ® motor. Furthermore, when the system processor needs to drive the three-phase motor with high power, several three-phase drive modules can be activated simultaneously to provide a higher current to drive the three-phase motor for rotation. Third, the system processor allows different three-phase drive modules to perform different operations to extend the service life of each three-phase drive module by dividing the work. Fourth, the distance between the power and the time that each transistor is subjected to power is greatly reduced. At the same time, the surge value of each transistor is reduced, so that the service life of each transistor is prolonged. Fifth, φ When any three-phase drive module fails during the electric vehicle, the system processor can start another three-phase drive module to control the operation of the three-phase motor, and the three-phase motor will not stop immediately. There will also be cases where the tires are locked and the electric vehicle is slipped or overturned, which greatly improves the safety of the driver. Sixth, each phase circuit is also more active in design and component configuration. At the same time, with the multiple design concept of the three-phase drive module, the number of transistors required for each phase circuit is also reduced, and The phase circuit to be activated does not generate heat, which helps to reduce the operating temperature of the overall three-phase control circuit 201143268' to extend the service life of each electric body and its associated three-phase drive module. In addition, each phase circuit can be combined with the scatter-structure design to further reduce the electro-crystal (4) temperature of each phase circuit to further extend the transistors and their three-phase drive modules. The effect of life. [Embodiment] A preferred embodiment of the present invention will be described in detail below with reference to the drawings.
首先請參照圖2A所繪示本發明電動車輛之三相馬達 控制系統貫細例之系統架構示意圖，請同時參閱圖至圖 2 D以利於了解。此系統包括—三相馬達、—用以控制三相 馬達的三相控制電路、供給三相控制電路與三相馬達之工 作電力的一電源模組14、一電流偵測單元13與一系統 理器7。 ”’、’、是 本實施例中，三相控制電路包括兩個三相驅動模組（但 不以此為限，以下之說明亦適用於三個以上三相驅動模植 的情形)，-為第一三相驅動模組5, 一為第二三相驅動模 組6。每-個三相驅動模組各別包括—第—相位電路⑸、' 61)、一第二相位電路（52、62)與-第三相位電路（53、 63)，同-個三相驅動模纽的相位電路之架構為相同或相 近。每-個相位電路皆由複數個電晶體以串、並聯的方式 相連而成。㈣組卿相位祕以顧方式相接再連接至 一相馬達如各一相驅動模組的第一相位電路（$ 1、6 係並聯再連接至三相馬達的第—相位輸人端⑺、各三相 201143268 驅動模組的第二相位電路（52、62)係 馬達的第二相位輸人端172、及各 =接至三相 位雷踗相驅動模組的第三相 電路（53、63)係並與連接至三相馬First, please refer to FIG. 2A for a schematic diagram of the system architecture of the three-phase motor control system of the electric vehicle of the present invention. Please refer to FIG. 2D for the understanding. The system comprises a three-phase motor, a three-phase control circuit for controlling the three-phase motor, a power supply module 14 for supplying the three-phase control circuit and the working power of the three-phase motor, a current detecting unit 13 and a system. 7. "', ', in this embodiment, the three-phase control circuit includes two three-phase drive modules (but not limited thereto, the following description is also applicable to the case of three or more three-phase drive mold), - The first three-phase driving module 5 is a second three-phase driving module 6. Each of the three-phase driving modules includes a first-phase circuit (5), a '61', and a second phase circuit (52). 62) and - the third phase circuit (53, 63), the phase circuit of the same three-phase driving module is the same or similar. Each phase circuit is composed of a plurality of transistors in a series or parallel manner. Connected to each other. (4) The phase of the group is connected to the first phase circuit of the one-phase motor, such as the first phase circuit of each phase drive module ($1, 6 is connected in parallel and connected to the phase-phase of the three-phase motor). The second phase circuit (52, 62) of the human terminal (7) and the three-phase 201143268 driving module is a second phase input terminal 172 of the motor, and a third phase circuit each connected to the three-phase Thunder phase driving module. (53, 63) and connected to a three-phase horse
入端173。第—三相驅動模組5包括—第—三相^目位輸 以控制第—三相轉模組5的各相位電路 ^器50 模組6包括一第二三相驅動器6〇以控制第二—招驅動 6的各相位電路。而第一三相驅動器％ *第二°動拉組 6〇再電性連接至系統處理器7,以受系統處目^器 系統處理器7即可透過控制第一三相驅動器心控:。 驅動器6G’達到控制第一三相驅動模組5二-目 模組6的啟動與停止。 、—二相驅動 本實施例中，三相馬達包括定子17、轉子Μ 凡件16,其中，㈣元件16心感應定子17盘轉爾 7之間的磁場變化，且回傳—磁場變化訊號92至系統處理器 --電路切換單元8配置於三相㈣電路、電流侦測單 元13與處理器之間，用以受系統處理器7控制，以使電流 模組與第-三相驅動模組5及第二三相驅動模組6之至^ 其一者，形成斷路或通路◊電路切換單元8的類別如繼電 器、單刀開關、雙刀開關或半導體開關元件等元件，以其 一者或複數者進行設計。其中’半導體開關元件如同金屬_ 氧化層-半導體-場效電晶體（Metal-Oxide-Semiconductor Field-Effect Transistor, MOSFET )、雙極性接面電晶體 201143268 . (Bipolar Junction Transistor，BJT)或絕緣閘極雙極性電晶 體（Insulated Gate Bipolar Transistor，IGBT)，繼電器如磁 簧繼電器（Reed Relay )或固態繼電器（s〇lid state reiay )。 上述的繼電器與半導體開關元件並不以上述切換之動作為 限’亦得以當作電路之通路與斷路之開關使用。 電流偵測單元13則各別連接第一三相驅動模組5與第 二三相驅動模組6，以量測任一啟動中的三相驅動模組的 修工作電流，以形成一電流訊號91並回傳至系統處理器7。 當系統處理器7取得一外部控制訊號（如電門開度訊 號95或車輛啟動訊號…等）時，系統處理器7會依據内建 的預設參數以啟動任一個三相驅動模組，在此以先啟動第 —三相驅動模組5作為說明。 系統處理器7會控制電路切換單元8以令第一三相驅 ，模組5取得電源模組14提供的工作電力，同時系統處理 鲁g 7會啟動第-三相驅動模組5，工作電力即會透過第一 三相驅動模組5形成-第—三相電力而被提供至三相馬 達’三相馬達即受電而開始轉動。 然而，系統處理器7會依據各霍爾元件16回傳的磁場 變化訊號92以判定換相時機，再控制第一三相驅動写％ 在第-相位電路5卜第二相位電路52與第三相位電路^ 之間進行切換與啟動作業，以調整第一三相電力的相位， 以持續驅動三相馬達。 然而，系統處理器7啟動第二三相驅動模組6，或是 11 201143268 . 中斷第一三相驅動模組5而切換至第二三相驅動模組6的 情形有下列數種： (1 )請同時參閱圖2B繪示之本發明實施例之三相驅 動模組切換示意圖，此例中，系統處理器7判斷第一三相 驅動模組5損壞。當系統處理器7分析電流訊號91，並判 斷電流訊號91為不正常的數值時，系統處理器7會判斷目 前啟動的三相驅動模組為何。以此例，系統處理器7會判 斷第一三相驅動模組5正被啟動，即判定第一三相驅動模 組5為損壞，或為工作異常。系統處理器7即控制電路切 換單元8中斷電源模組14與第一三相驅動模組5之間的連 接，並建立電源模組14與第二三相驅動模組6之間的連 接，令第二三相驅動模組6接續第一三相驅動模組5的工 作，以持續驅動三相馬達的轉動（請配合圖2B虛框以了解 各元件的運作情形）。 同理，第二三相驅動模組6取得電源模組14提供的工 # 作電力，同時系統處理器7會啟動第二三相驅動模組6， 工作電力即會透過第二三相驅動模組6形成與第一三相電 力相近（或相同）數值的三相電力。 而且，系統處理器7會依據各霍爾元件16回傳的磁場 變化訊號92以判定換相時機，再控制第二三相驅動器60 在第一相位電路61、第二相位電路62與第三相位電路63 之間進行相位切換與電路啟動作業，以調整三相電力的相 位，使三相馬達持續受電轉動。 12 201143268 . 此外，系統處理器7更可產生一裝置損壞資料94並記 ’錄於一維修記憶體71中。維修人員即能透過電動車輛的維 零 修機器讀取維修記憶體71，得知第一三相驅動模組5已損 壞，進而加快維修作業。亦或系統處理器7可產生並顯示 一警示訊號93於該電動車輛之一儀表板72上。 (2)請同時參閱圖2C繪示之本發明實施例之三相驅 動模組同時啟動示意圖，此例中，系統處理器7判斷三相 馬達需取得較大的電功率以進行運作。假設，系統處理器 * 7連接一個電門偵測單元73，且所取得的外部控制訊號亦 包括電門偵測單元73所提供的電門開度訊號95。系統處 理器7會分析此電門開度訊號95,並判斷電門偵測單元73 連接的電門的電門開度已達到一開度界定值（由設計人員 所設定，一般以開度50%為界定值）時，系統處理器7即 會控制電路切換單元8同時將第一三相驅動模組5與第二 三相驅動模組6連通電源模組14，以取得其提供的工作電 φ 力。 系統處理器7亦啟動第一三相驅動模組5與第二三相 驅動模組6，且控制第一三相驅動器50與第二三相驅動器 60，使其連接的相位電路進行同步，即依據三相馬達需求 的電力相位，以同步驅動相同組別的相位電路。如第一三 相驅動器50與第二三相驅動器60同步驅動第一相位電路 (51、61)、同步驅動第二相位電路（52、62)及同步驅動 第三相位電路（53、63)，但不以此順序為限，等效或相似 13 201143268 . 近的驅動方式亦適用。故第一三相驅動模組5與第二三相 '驅動模組6即能合作以提供較高電功率的第二三相電力至 % 三相馬達。 另言之，假設三相馬達最高運作功率為3000瓦特（Walt， W)，第一三相驅動模組5與第二三相驅動模組6可各別提 供1500W的三相電力。當系統處理器7判定三相馬達需要 1500W以上的電功率，則需同時啟動第一三相驅動模組5 與第二三相驅動模組6。 (3)請同時參閱圖2D繪示之本發明實施例之煞車能 源回充示意圖，此例中，系統處理器7的預設參數即是在 不同時機令不同的三相驅動模組工作。在此假設，系統處 理器7連接一煞車模組76。當煞車模組76受控進行煞車 時，系統處理器7會判斷出煞車模組76之動作而產生煞車 訊號96。當系統處理器7判斷上述電門的電門開度未達到 一開度界定值（此時的電門開度通常為接近電門開度的起 • 始值或數值為零者），且取得上述的煞車訊號96時，系統 處理器7會利用電路切換單元8中斷第一三相驅動模組5 與電源模組14之通路，並連通第二三相驅動模組6與電源 模組14，且啟動第二三相驅動模組6以進行一馬達煞車能 源回充作業97。 然另一方面，系統處理器7亦有不需啟動第二三相驅 動模組6的情形。說明如下： 系統處理器7判斷三相馬達需以較低電功率運作。系 14 201143268 . 統處理器7會分析此電門開度訊號95，並判斷電門偵測單 元73連接之電門的電門開度未達到一開度界定值時，系統 處理器7即不會控制電路切換單元8動作，以維持由第一 三相驅動模組5取得電源模組14提供的工作電力，三相馬 達仍由第一三相驅動模組5所驅動。 另言之，假設三相馬達最高運作功率為3000瓦特（Walt， W)，第一三相驅動模組5與第二三相驅動模組6可各別提 供1500W的三相電力。當系統處理器7判定三相馬達僅需 ^ 要1500W以下的電功率時，僅需啟動第一三相驅動模組5 與第二三相驅動模組6任一者。 綜上所述，當系統處理器7從所有三相驅動模組中啟 動一第一三相驅動模組5時，係依據啟動的第一三相驅動 模組5與電流訊號91來判定第一三相驅動模組5是否損 壞，以決定是否控制電路切換單元8來中斷第一三相驅動 模組5與電源模組14的通路，並建立第二三相驅動模組6 • 與電源模組14的連接。其次，系統處理器7會在取得電門 偵測單元73提供的電門開度訊號95，與偵測煞車模組76 動作而產生的煞車訊號96之至少其一時，決定應啟動的三 相驅動模組及模組數量。 此外，各相位電路的電晶體之配置方式與數量並不以 ,此實施例之方式為限，相近或其它等效的配置方式亦適用。 請參閱圖2E繪示之本發明實施例之散熱結構配置示 意圖，本實施例中，以第一三相驅動模組5與第二三相驅 15 201143268 . 動模組6之相位電路配置進行說明。 ， 如圖2E繪示，第一三相驅動模組5與第二三相驅動模 組6中，同一組別的相位電路相隔甚遠，即第一相位電路 51與第一相位電路61、第二相位電路52與第二相位電路 62、第三相位電路53與第三相位電路63彼此同組的相位 電路並非相鄰配置。故系統處理器7在驅動同一組別的相 位電路（如圖2E中，系統處理器7驅動第一相位電路51 與第一相位電路61)時，因同組別的相位電路相隔甚遠， 並未擺放在一起。故各相位電路在運作時即具有較大的散 熱空間，而且再利用散熱結構74協助相位電路進行散熱， 即能有效的提升每一相位電路的散熱效果。 請同時參閱圖2F繪示之本發明實施例之溫度感測單 元配置示意圖。本實施例結合圖2A繪示的系統結構進行 說明。如圖2F，每一個相位電路皆配置有一個或一個以上 溫度感測單元75，各溫度感測單元75係連接至系統處理 • 器7。以此例而言，當系統處理器7在驅動第一三相驅動 模組5或第二三相驅動模組6,或是同時驅動上述兩者時。 運作中的相位電路會產生工作溫度，相關的溫度感測單元 75即會感應此工作溫度並將之回傳至系統處理器7。系統 處理器即判斷運作中的相位電路是否過熱，以決定是否中 斷正運作中的三相驅動模組，而切換驅動至另一三相驅動 模組。以本實施例來而，第一相位電路51工作時，其所屬 的溫度感測單元75即會取得第一相位電路51的工作溫度 16 201143268 „ 並回傳至系統處理器7。若系統處理器7判定第一相位電 路51的工作溫度過高時（一般最高溫度為120°C)。系統 ♦ 處理器7即停止驅動第一三相驅動模組5，而改驅動第二 三相驅動模組6。同理，當第二三相驅動模組6的任一相 位電路之工作溫度過高時，系統處理器7即停止驅動第二 三相驅動模組6，而改驅動其它的三相驅動模組。 請參閱圖3A繪示本發明電動車輛之三相馬達控制方 法實施例之方法流程示意圖。此方法請同時參閱圖2繪示 * 的系統架構示意圖以利於了解，此方法如下所述： 由一系統處理器7取得至少一外部控制訊號（步驟 S10)。本實施例中，三相控制電路包括兩個三相驅動模組， 一為第一三相驅動模組5，一為第二三相驅動模組6。每一 個三相驅動模組各別包括一第一相位電路（51、61)、一第 二相位電路（52、62)與一第三相位電路（53、63 )，同一 個三相驅動模組的相位電路之架構為相同或相近。每一個 • 相位電路皆由複數個電晶體以串、並聯的方式相連而成。 相同組別的相位電路以並聯方式相接再連接至三相馬達， 如各三相驅動模組的第一相位電路（51、61 )係並聯再連 接至三相馬達的第一相位輸入端171、各三相驅動模組的 第二相位電路（52、62)係並聯再連接至三相馬達的第二 相位輸入端172、及各三相驅動模組的第三相位電路（53、 63)係並聯再連接至三相馬達的第三相位輸入端173。 第一三相驅動模組5包括一第一三相驅動器50以控制 17 201143268 . 第一三相驅動模組5的各相位電路，第二三相驅動模組6 包括一第二三相驅動器60以控制第二三相驅動模組6的各 相位電路。而第一三相驅動器50與第二三相驅動器60再 電性連接至系統處理器7，以受系統處理器7控管。系統 處理器7即可透過控制第一三相驅動器50與第二三相驅動 器60，達到控制第一三相驅動模組5與第二三相驅動模組 6的啟動與停止。 電流偵測單元13則各別連接第一三相驅動模組5與第 ® 二三相驅動模組6，以量測任一啟動中的三相驅動模組的 工作電流，以形成一電流訊號91並回傳至系統處理器7。 一電路切換單元8配置於三相控制電路、電流偵測單 元13與處理器之間，用以受系統處理器7控制，以使電流 模組與第一三相驅動模組5及第二三相驅動模組6之至少 其一者，形成斷路或通路。電路切換單元8的類別如繼電 器、單刀開關或雙刀開關等元件，以其一者或複數者進行 • 設計。 本實施例中，三相馬達包括定子17、轉子15與霍爾 元件16，其中，霍爾元件16用以感應定子17與轉子15 之間的磁場變化，且回傳一磁場變化訊號92至系統處理器 1。 於步驟S10中，系統處理器7所取得的外部控制訊號 的類型包括有電門開度訊號95或車輛啟動訊號…等任一 種或數種。 18 201143268 由系統處理器7分析外部控制訊號，以依據分析結果 利用一電路切換單元8從複數個三相驅動模組中，擇一第 一三相驅動模組5連通一電源模組14以取得工作電力（步 驟 S20)。 此步驟中，當系統處理器7取得上述的外部控制訊號 時，系統處理器7會分析外部控制訊號的内容，以依據内 建的預設參數來啟動任一個三相驅動模組。在此以先啟動 第一三相驅動模組5作為說明。系統處理器7會控制電路 切換單元8，以令第一三相驅動模組5取得電源模組14提 供的工作電力。 由系統處理器7啟動第一三相驅動模組5，第一三相 驅動模組5係驅動三相馬達進行轉動（步驟S30)。 此步驟中，系統處理器7會啟動第一三相驅動模組5， 工作電力即會透過第一三相驅動模組5形成一第一三相電 力而被提供至三相馬達，三相馬達即受電而開始轉動。 然而，系統處理器7會依據各霍爾元件16回傳的磁場 變化訊號92以判定換相時機，再控制第一三相驅動器50 在第一相位電路51、第二相位電路52與第三相位電路53 之間進行切換與啟動作業，以調整第一三相電力的相位， 以持續驅動三相馬達。 續請參閱圖3B繪示本發明實施例之圖3A之後續流程 示意圖，其係說明系統處理器7啟動第二三相驅動模組6， 或是中斷第一三相驅動模組5而切換至第二三相驅動模組 19 201143268 - 6的第一種情形，系統處理器7判斷第一三相驅動模組5 \ 損壞的情形，方法如下： 由系統處理器7取得電流偵測單元13偵測三相驅動模 組所產生之一電流訊號91 (步驟S41)。當第一三相驅動模 組5運作時，電流偵測單元13會量測第一三相驅動模組5 的工作電流以產生上述的電流訊號91，以傳輸此電流訊號 91至系統處理器7。 φ 由系統處理器7分析電流訊號91以判定第一三相驅動 模組5是否損壞（步驟S42)。 當系統處理器7判定第一三相驅動模組5損壞時，系 統處理器7利用該電路切換單元8中斷第一三相驅動模組 5與電源模組14，並連通第二三相驅動模組6與電源模組 14 (步驟 S43)。 上述步驟中，當系統處理器7分析電流訊號91，並判 I 斷電流訊號91為不正常的數值，且判斷第一三相驅動模組 5正被啟動時，即判定第一三相驅動模組5為損壞，或為 工作異常。系統處理器7即控制電路切換單元8中斷電源 模組14與第一三相驅動模組5之間的連接，並建立電源模 組14與第二三相驅動模組6之間的連接。 由系統處理器7啟動第二三相驅動模組6，第二三相 驅動模組6係驅動該三相馬達進行轉動（步驟S44)。 第二三相驅動模組6取得電源模組14提供的工作電 20 201143268 力，同時系統處理器7會啟動第二三相驅動模組6，工作 電力即會透過第二三相驅動模組6形成與第一三相電力相 近（或相同）數值的三相電力並提供至第二三相驅動模組 6,令第二三相驅動模組6接續第一三相驅動模組5的工 作，以持續驅動三相馬達的轉動。 系統處理器7會依據各霍爾元件16回傳的磁場變化訊 號92以判定換相時機，再控制第二三相驅動器60在第一 相位電路61、第二相位電路62與第三相位電路63之間進 行切換與啟動作業，以調整三相電力的相位，使三相馬達 持續受電轉動。 反之，當該系統處理器7判定第一三相驅動模組5未 損壞時，即由系統處理器7判斷是否再次取得外部控制訊 號（步驟S45)，以決定切換驅動的三相驅動模組、中斷驅 動的三相驅動模組或是驅動所有的三相驅動模組。 續請參閱圖3C繪示本發明實施例之圖3A之後續流程 示意圖，其係說明系統處理器7啟動第二三相驅動模組6， 或是中斷第一三相驅動模組5而切換至第二三相驅動模組 6的第二種情形，系統處理器7判斷三相馬達是否需取得 較大的電功率以進行運作的情形。方法如下： 於步驟S45後，系統處理器7再次取得一外部控制訊 號，且系統處理器7分析出外部控制訊號包括一電門開度 訊號95時，係判斷電門偵測單元73所連接之電門的電門 開度是否達到一開度界定值（步驟S51)。在此說明，電門 21 201143268 開度訊號95為連接系統處理器7之電門偵測單元73所提 供，電門開度訊號95係記錄電門偵測單元73連接之電門 的電門開度資訊。開度界定值通常由電動車輛的設計人員 所設定，一般以開度50%為界定值。 當系統處理器7判定電門開度未達到開度界定值時會 判斷是否取得一煞車訊號96 (步驟S52)，此步驟中，系統 處理器7會在偵測到煞車模組76動作時，產生供相關處理 程序或硬體單元使用的煞車訊號96。 當系統處理器7未取得煞車訊號96時，由系統處理器 7利用電路切換單元8連通第一三相驅動模組5與該電源 模組14，並啟動第一三相驅動模組5以提供一第一三相電 力來驅動三相馬達（步驟S53)。 若是系統處理器7以判斷出第一三相驅動模組5與該 電源模組14已建立連接。系統處理器7即不會控制電路切 換單元8動作，以維持由第一三相驅動模組5取得電源模 組14提供的工作電力，三相馬達仍由第一三相驅動模組5 所驅動。 另言之，假設三相馬達最高運作功率為3000瓦特（Walt, W)，第一三相驅動模組5與第二三相驅動模組6可各別提 供1500W的三相電力。當系統處理器7判定三相馬達僅需 要1500W以下的電功率時，僅需啟動第一三相驅動模組5 與第二三相驅動模組6任一者。 然而，當系統處理器7判斷電門偵測單元73所連接之 22 201143268 ' =電未達到-開度界定值（此時的電rm • U㈣電門開度 Ui度通 號96時，系統處理界7二=，為零父且取得煞車訊 相驅動模組5與電_ ’、u 切換早疋8中斷第 ”電源模組Μ之通路，並連通第二= 14 ’且啟動第二三相驅動槿:! 仃-馬達煞車能源回充作業97(步驟叫、…進 然而’當系統處理器7判定 時’由系統處理器7利用電路切換單=開度界定值 模組5、第二三相 、早疋8將第一三相驅動 宽--姑“ 動模組6連通至電源模組14,拍私 第-二相驅動模組5與第二三相 並啟動 三相電力來驅動三相馬達（步驟S55)U6叫供1二 此/驟中，系統處理器7會控制電路切換 將電源模組14連通筮 -4 、早疋8同時 級6,使第〜相1—動模組5與第二三相驅動^ 電猶U 組5與第二三相驅動模組6取r 冤源模組14提供的工作電力。 取侍 系統處理器7亦啟動第一三相驅動模組5盘第二 且控制第一三相驅動器5。與第二三相 使其連接的相位電路進行同步，即依據三相馬達需求 、電力相位，以同步驅動相同組別的相位電路。故第一三 相驅動模組5與第二三相驅動模組6即能合作以提供㈣ 電功率的第二三相電力至三相馬達。 另言之’假設三相馬達最高運作功率為3〇〇〇瓦特（獅， 外第-三相驅動模組5與第二三相驅動模組6可各別提 23 201143268 • 供1500W的三相電力。當系統處理器7判定三相馬達需要 , 1500W以上的電功率，則需同時啟動第一三相驅動模組5 與第二三相驅動模組6。 综上所述，乃僅記載本發明為呈現解決問題所採用的 技術手段之實施方式或實施例而已，並非用來限定本發明 專利實施之範圍。即凡與本發明專利申請範圍文義相符， 或依本發明專利範圍所做的均等變化與修飾，皆為本發明 $ 專利範圍所涵蓋。 【圖式簡單說明】 圖1A繪示先前技術電動車輛之三相馬達控制等效電路示 意圖； 圖1B所繪示先前技術電動車輛之三相馬達控制等效電路 另一種示意圖； 圖2A所繪示本發明電動車輛之三相馬達控制系統實施例 之系統架構示意圖； φ 圖2B繪示之本發明實施例之三相驅動模組切換示意圖； 圖2C繪示之本發明實施例之三相驅動模組同時啟動示意 圖； 圖2D繪示之本發明實施例之煞車能源回充示意圖； 圖2E繪示之本發明實施例之散熱結構配置示意圖； 圖2F繪示之本發明實施例之溫度感測單元配置示意圖； 圖3A繪示本發明電動車輛之三相馬達控制方法實施例之 方法流程示意圖； 圖3B繪示本發明實施例之圖3A之後續流程示意圖；以及 24 201143268 圖3C繪示本發明實施例之圖3A之後續流程示意圖 【主要元件符號說明】 先前技術： 11 處理器 12、12， 三相驅動電路 120 驅動器 121 、 121， 第一相位電路 1211 第一電晶體 • 1212 第二電晶體 122 ' 1225 第二相位電路 123 、 123， 第三相位電路 13 電流彳貞測早元 14 電源核組 15 轉子 16 霍爾元件 • 7 定子 本發明： 13 電流偵測單元 14 電源模組 15 轉子 16 霍爾元件 17 定子 171 第一相位輸入端 25 第二相位輸入端 第三相位輸入端 第一三相驅動模組 第一三相驅動器 第一三相驅動模組的第一相位電路 第一三相驅動模組的第二相位電路 第一三相驅動模組的第三相位電路 第二三相驅動模組 第二三相驅動器 第二三相驅動模組的第一相位電路 第二三相驅動模組的第二相位電路 第二三相驅動模組的第三相位電路 系統處理器 維修記憶體 儀表板 電門偵測單元 散熱結構 溫度感測單元 煞車模組 電路切換單元 電流訊號 磁場變化訊號 警示訊號 裝置損壞資料 26 201143268 95 電門開度訊號 96 煞車訊號 97 馬達煞車能源回充作業Entry 173. The first three-phase driving module 5 includes a first-phase three-phase driving unit to control each phase circuit of the third-phase rotating module 5, and the module 6 includes a second three-phase driving unit 6 to control the first Second, the phase circuit of the driver 6 is driven. The first three-phase driver % * second moving group 6 is electrically connected to the system processor 7 to be controlled by the system. The system processor 7 can control the first three-phase driver. The driver 6G' reaches the start and stop of controlling the second-eye module 6 of the first three-phase driving module 5. In the present embodiment, the three-phase motor includes a stator 17, a rotor member 16, wherein (4) the component 16 is inductively changed between the magnetic field of the stator 17 and the magnetic field change signal 92. To the system processor--the circuit switching unit 8 is disposed between the three-phase (four) circuit, the current detecting unit 13 and the processor for being controlled by the system processor 7 to enable the current module and the third-phase driving module 5 and the second three-phase driving module 6 to one of them, forming a type of circuit breaker or switching circuit switching unit 8 such as a relay, a single-pole switch, a double-pole switch or a semiconductor switching element, in one or plural Designed. Among them, 'semiconductor switching elements are like Metal-Oxide-Semiconductor Field-Effect Transistor (MOSFET), Bipolar Junction Transistor (BJT) or insulated gate Insulated Gate Bipolar Transistor (IGBT), relay such as Reed Relay or solid state relay (s〇lid state reiay). The relay and the semiconductor switching element described above are not limited to the above-described switching operation, and can also be used as a circuit for opening and disconnecting the circuit. The current detecting unit 13 respectively connects the first three-phase driving module 5 and the second three-phase driving module 6 to measure the repair current of any three-phase driving module in the startup to form a current signal. 91 and passed back to the system processor 7. When the system processor 7 obtains an external control signal (such as the door opening signal 95 or the vehicle activation signal, etc.), the system processor 7 activates any three-phase driving module according to the built-in preset parameters. The first-three-phase driving module 5 is activated as an explanation. The system processor 7 controls the circuit switching unit 8 to enable the first three-phase drive, and the module 5 obtains the working power provided by the power module 14. At the same time, the system processes the g- 7 to activate the first-three-phase driving module 5, and the working power That is, the first three-phase driving module 5 is formed by the first-phase three-phase power and supplied to the three-phase motor, that is, the three-phase motor receives power and starts to rotate. However, the system processor 7 determines the commutation timing according to the magnetic field change signal 92 returned by each of the Hall elements 16, and then controls the first three-phase drive write % in the first-phase circuit 5, the second phase circuit 52, and the third. Switching and starting operations are performed between the phase circuits ^ to adjust the phase of the first three-phase power to continuously drive the three-phase motor. However, the system processor 7 activates the second three-phase driving module 6, or 11 201143268. The following three cases are interrupted when the first three-phase driving module 5 is interrupted and switched to the second three-phase driving module 6: (1) Please refer to FIG. 2B for a schematic diagram of switching of the three-phase driving module according to the embodiment of the present invention. In this example, the system processor 7 determines that the first three-phase driving module 5 is damaged. When the system processor 7 analyzes the current signal 91 and determines that the current signal 91 is an abnormal value, the system processor 7 determines what the three-phase drive module is currently activated. In this example, the system processor 7 determines that the first three-phase drive module 5 is being activated, i.e., determines that the first three-phase drive module 5 is damaged or is malfunctioning. The system processor 7, that is, the control circuit switching unit 8 interrupts the connection between the power module 14 and the first three-phase driving module 5, and establishes a connection between the power module 14 and the second three-phase driving module 6 The second three-phase driving module 6 continues the operation of the first three-phase driving module 5 to continuously drive the rotation of the three-phase motor (please cooperate with the virtual frame of FIG. 2B to understand the operation of each component). Similarly, the second three-phase driving module 6 obtains the power provided by the power module 14, and the system processor 7 activates the second three-phase driving module 6, and the working power is transmitted through the second three-phase driving module. Group 6 forms three-phase power that is similar (or the same) value to the first three-phase power. Moreover, the system processor 7 determines the commutation timing according to the magnetic field change signal 92 returned by each of the Hall elements 16, and then controls the second three-phase driver 60 in the first phase circuit 61, the second phase circuit 62, and the third phase. Phase switching and circuit starting operations are performed between the circuits 63 to adjust the phase of the three-phase power so that the three-phase motor continues to receive power. 12 201143268. Further, the system processor 7 can generate a device damage data 94 and record it in a maintenance memory 71. The maintenance personnel can read the maintenance memory 71 through the maintenance machine of the electric vehicle, and learn that the first three-phase drive module 5 has been damaged, thereby speeding up the maintenance work. Alternatively, system processor 7 can generate and display an alert signal 93 on one of the panels 72 of the electric vehicle. (2) Please also refer to FIG. 2C for a schematic diagram of simultaneous startup of the three-phase driving module according to the embodiment of the present invention. In this example, the system processor 7 determines that the three-phase motor needs to obtain a large electric power for operation. It is assumed that the system processor *7 is connected to a switch detecting unit 73, and the obtained external control signal also includes the switch opening signal 95 provided by the switch detecting unit 73. The system processor 7 analyzes the switch opening signal 95, and determines that the opening of the electric door connected to the electric door detecting unit 73 has reached a defined value of the opening degree (set by the designer, generally defined by the opening degree of 50%). The system processor 7 controls the circuit switching unit 8 to simultaneously connect the first three-phase driving module 5 and the second three-phase driving module 6 to the power module 14 to obtain the working power φ force provided by the system. The system processor 7 also activates the first three-phase driving module 5 and the second three-phase driving module 6, and controls the first three-phase driver 50 and the second three-phase driver 60 to synchronize the phase circuits connected thereto, that is, The same group of phase circuits are driven synchronously according to the power phase required by the three-phase motor. For example, the first three-phase driver 50 and the second three-phase driver 60 synchronously drive the first phase circuit (51, 61), synchronously drive the second phase circuit (52, 62), and synchronously drive the third phase circuit (53, 63), However, it is not limited to this order, equivalent or similar 13 201143268. The similar driving method is also applicable. Therefore, the first three-phase driving module 5 and the second three-phase 'drive module 6 can cooperate to provide the second three-phase power of higher electric power to the % three-phase motor. In other words, assuming that the three-phase motor has a maximum operating power of 3000 watts (Walt, W), the first three-phase driving module 5 and the second three-phase driving module 6 can each provide 1500 W of three-phase power. When the system processor 7 determines that the three-phase motor requires more than 1500 W of electric power, the first three-phase driving module 5 and the second three-phase driving module 6 are simultaneously activated. (3) Please also refer to the schematic diagram of the vehicle energy recharging according to the embodiment of the present invention shown in FIG. 2D. In this example, the preset parameters of the system processor 7 are different three-phase driving modules at different timings. It is assumed here that the system processor 7 is connected to a brake module 76. When the brake module 76 is controlled to brake, the system processor 7 determines the action of the brake module 76 to generate the brake signal 96. When the system processor 7 determines that the gate opening of the electric door does not reach an opening degree defined value (the opening degree of the electric door at this time is usually close to the starting value or the value of the opening of the electric door opening), and the above-mentioned braking signal is obtained. At 96 o'clock, the system processor 7 interrupts the path of the first three-phase driving module 5 and the power module 14 by using the circuit switching unit 8, and connects the second three-phase driving module 6 with the power module 14 and starts the second The three-phase drive module 6 performs a motor brake energy refill operation 97. On the other hand, the system processor 7 also has a situation in which it is not necessary to activate the second three-phase driving module 6. The description is as follows: The system processor 7 determines that the three-phase motor needs to operate at a lower electric power. System 14 201143268. The system processor 7 will analyze the switch opening signal 95, and determine that the switch opening of the switch connected to the switch detecting unit 73 does not reach a defined value of the opening degree, the system processor 7 does not control the circuit switching. The unit 8 operates to maintain the working power provided by the power module 14 by the first three-phase driving module 5, and the three-phase motor is still driven by the first three-phase driving module 5. In other words, assuming that the three-phase motor has a maximum operating power of 3000 watts (Walt, W), the first three-phase driving module 5 and the second three-phase driving module 6 can each provide 1500 W of three-phase power. When the system processor 7 determines that the three-phase motor only needs less than 1500 W of electric power, it is only necessary to activate either of the first three-phase driving module 5 and the second three-phase driving module 6. In summary, when the system processor 7 activates a first three-phase driving module 5 from all three-phase driving modules, the first three-phase driving module 5 and the current signal 91 are used to determine the first Whether the three-phase driving module 5 is damaged to determine whether to control the circuit switching unit 8 to interrupt the passage of the first three-phase driving module 5 and the power module 14, and establish a second three-phase driving module 6 • and the power module 14 connections. Next, the system processor 7 determines the three-phase driving module to be activated when the gate opening signal 95 provided by the gate detecting unit 73 and the braking signal 96 generated by the detecting of the braking module 76 are obtained. And the number of modules. In addition, the arrangement and the number of transistors of each phase circuit are not limited to the manner of this embodiment, and similar or other equivalent configurations are also applicable. Referring to FIG. 2E, a schematic diagram of a heat dissipation structure configuration according to an embodiment of the present invention is shown. In this embodiment, a phase circuit configuration of the first three-phase driving module 5 and the second three-phase driving system 15 201143268 . As shown in FIG. 2E, in the first three-phase driving module 5 and the second three-phase driving module 6, the same group of phase circuits are far apart, that is, the first phase circuit 51 and the first phase circuit 61, the second The phase circuits of the phase circuit 52 and the second phase circuit 62, the third phase circuit 53 and the third phase circuit 63 are not adjacent to each other. Therefore, when the system processor 7 drives the same group of phase circuits (as shown in FIG. 2E, the system processor 7 drives the first phase circuit 51 and the first phase circuit 61), the phase circuits of the same group are far apart, and Placed together. Therefore, each phase circuit has a large heat dissipation space during operation, and the heat dissipation structure 74 is used to assist the phase circuit to dissipate heat, that is, the heat dissipation effect of each phase circuit can be effectively improved. Please refer to FIG. 2F for a schematic diagram of the temperature sensing unit configuration of the embodiment of the present invention. This embodiment is described in conjunction with the system structure illustrated in FIG. 2A. As shown in Fig. 2F, each phase circuit is provided with one or more temperature sensing units 75, each of which is coupled to system processor 7. In this example, when the system processor 7 is driving the first three-phase driving module 5 or the second three-phase driving module 6, or both. The operating phase circuit generates an operating temperature, and the associated temperature sensing unit 75 senses the operating temperature and passes it back to the system processor 7. The system processor determines whether the phase circuit in operation is overheated to determine whether to interrupt the three-phase drive module in operation and switch to drive to another three-phase drive module. In the embodiment, when the first phase circuit 51 is in operation, the temperature sensing unit 75 to which it belongs will obtain the operating temperature of the first phase circuit 51 16 201143268 „ and return it to the system processor 7. If the system processor 7 determining that the operating temperature of the first phase circuit 51 is too high (generally the maximum temperature is 120 ° C). The system ♦ the processor 7 stops driving the first three-phase driving module 5, and drives the second three-phase driving module. 6. Similarly, when the operating temperature of any phase circuit of the second three-phase driving module 6 is too high, the system processor 7 stops driving the second three-phase driving module 6, and drives other three-phase driving. 3A is a schematic flow chart of a method for controlling a three-phase motor of an electric vehicle according to the present invention. Please refer to FIG. 2 for a schematic diagram of the system architecture of FIG. 2 to facilitate understanding. The method is as follows: At least one external control signal is obtained by a system processor 7. In this embodiment, the three-phase control circuit includes two three-phase driving modules, one is a first three-phase driving module 5, and the other is a second Three-phase drive module 6 Each of the three-phase driving modules includes a first phase circuit (51, 61), a second phase circuit (52, 62) and a third phase circuit (53, 63), and the same three-phase driving module. The phase circuits are of the same or similar structure. Each phase circuit is formed by a plurality of transistors connected in series and in parallel. The same group of phase circuits are connected in parallel and connected to the three-phase motor, such as The first phase circuits (51, 61) of the three-phase driving modules are connected in parallel to the first phase input terminal 171 of the three-phase motor, and the second phase circuits (52, 62) of the three-phase driving modules are connected in parallel. The second phase input terminal 172 connected to the three-phase motor and the third phase circuit (53, 63) of each three-phase drive module are connected in parallel to the third phase input terminal 173 of the three-phase motor. The phase drive module 5 includes a first three-phase driver 50 for controlling 17 201143268. The phase circuits of the first three-phase drive module 5, and the second three-phase drive module 6 includes a second three-phase driver 60 for controlling Two phase circuits of the two-phase drive module 6. And the first The phase driver 50 and the second three-phase driver 60 are electrically connected to the system processor 7 to be controlled by the system processor 7. The system processor 7 can control the first three-phase driver 50 and the second three-phase driver 60. The control of the first three-phase driving module 5 and the second three-phase driving module 6 is started and stopped. The current detecting unit 13 respectively connects the first three-phase driving module 5 and the second two-phase driving module. The group 6 is configured to measure the operating current of the three-phase driving module in any startup to form a current signal 91 and return it to the system processor 7. A circuit switching unit 8 is disposed in the three-phase control circuit and current detecting The unit 13 and the processor are controlled by the system processor 7 to form an open circuit or a path between the current module and at least one of the first three-phase driving module 5 and the second three-phase driving module 6. . The components of the circuit switching unit 8 such as relays, single-pole switches or double-pole switches are designed in one or more of them. In this embodiment, the three-phase motor includes a stator 17, a rotor 15 and a Hall element 16, wherein the Hall element 16 senses a change in the magnetic field between the stator 17 and the rotor 15, and returns a magnetic field change signal 92 to the system. Processor 1. In step S10, the type of the external control signal obtained by the system processor 7 includes any one or more of the door opening signal 95 or the vehicle activation signal. 18 201143268 The external control signal is analyzed by the system processor 7 to select a first three-phase driving module 5 from a plurality of three-phase driving modules by using a circuit switching unit 8 according to the analysis result. Working power (step S20). In this step, when the system processor 7 obtains the above external control signal, the system processor 7 analyzes the content of the external control signal to activate any three-phase driving module according to the built-in preset parameters. Here, the first three-phase driving module 5 is activated first as an explanation. The system processor 7 controls the circuit switching unit 8 to cause the first three-phase driving module 5 to obtain the operating power supplied from the power module 14. The first three-phase driving module 5 is activated by the system processor 7, and the first three-phase driving module 5 drives the three-phase motor to rotate (step S30). In this step, the system processor 7 activates the first three-phase driving module 5, and the working power is supplied to the three-phase motor through the first three-phase driving module 5 to form a first three-phase power. That is, it starts to rotate when it receives electricity. However, the system processor 7 determines the commutation timing according to the magnetic field change signal 92 returned by each of the Hall elements 16, and then controls the first three-phase driver 50 in the first phase circuit 51, the second phase circuit 52, and the third phase. Switching and starting operations are performed between the circuits 53 to adjust the phase of the first three-phase power to continuously drive the three-phase motor. FIG. 3B is a schematic diagram of the subsequent flow of FIG. 3A according to an embodiment of the present invention. The system processor 7 activates the second three-phase driving module 6 or interrupts the first three-phase driving module 5 and switches to In the first case of the second three-phase driving module 19 201143268-6, the system processor 7 determines that the first three-phase driving module 5 is damaged, and the method is as follows: The current detecting unit 13 is detected by the system processor 7. A current signal 91 generated by the three-phase driving module is measured (step S41). When the first three-phase driving module 5 is operated, the current detecting unit 13 measures the operating current of the first three-phase driving module 5 to generate the current signal 91 to transmit the current signal 91 to the system processor 7. . The current signal 91 is analyzed by the system processor 7 to determine whether the first three-phase driving module 5 is damaged (step S42). When the system processor 7 determines that the first three-phase driving module 5 is damaged, the system processor 7 uses the circuit switching unit 8 to interrupt the first three-phase driving module 5 and the power module 14 and communicate with the second three-phase driving module. The group 6 and the power module 14 (step S43). In the above steps, when the system processor 7 analyzes the current signal 91 and judges that the current interrupt signal 91 is an abnormal value, and determines that the first three-phase driving module 5 is being activated, the first three-phase driving mode is determined. Group 5 is damaged or is working abnormally. The system processor 7, i.e., the control circuit switching unit 8, interrupts the connection between the power module 14 and the first three-phase driving module 5, and establishes a connection between the power module 14 and the second three-phase driving module 6. The second three-phase driving module 6 is activated by the system processor 7, and the second three-phase driving module 6 drives the three-phase motor to rotate (step S44). The second three-phase driving module 6 obtains the working power 20 201143268 force provided by the power module 14, and the system processor 7 activates the second three-phase driving module 6, and the working power passes through the second three-phase driving module 6 Forming three-phase power that is close to (or the same) as the first three-phase power and providing the three-phase power to the second three-phase driving module 6, so that the second three-phase driving module 6 continues the operation of the first three-phase driving module 5, To continuously drive the rotation of the three-phase motor. The system processor 7 determines the commutation timing according to the magnetic field change signal 92 returned by each of the Hall elements 16, and controls the second three-phase driver 60 in the first phase circuit 61, the second phase circuit 62, and the third phase circuit 63. Switching and starting operations are performed to adjust the phase of the three-phase power so that the three-phase motor continues to receive power. On the other hand, when the system processor 7 determines that the first three-phase driving module 5 is not damaged, the system processor 7 determines whether the external control signal is acquired again (step S45) to determine the three-phase driving module for switching the driving, Interrupt drive the three-phase drive module or drive all three-phase drive modules. 3C is a schematic diagram of the subsequent flow of FIG. 3A according to an embodiment of the present invention, which illustrates that the system processor 7 activates the second three-phase driving module 6, or interrupts the first three-phase driving module 5 and switches to In the second case of the second three-phase driving module 6, the system processor 7 determines whether the three-phase motor needs to obtain a large electric power to operate. The method is as follows: After the step S45, the system processor 7 obtains an external control signal again, and the system processor 7 determines that the external control signal includes an electric door opening signal 95, and determines the electric door connected to the electric door detecting unit 73. Whether the opening degree of the electric door reaches an opening degree defining value (step S51). Here, the electric door 21 201143268 opening signal 95 is provided for the electric door detecting unit 73 connected to the system processor 7, and the electric door opening degree signal 95 is for recording the electric door opening degree information of the electric door connected to the electric door detecting unit 73. The opening definition value is usually set by the designer of the electric vehicle and is generally defined by a 50% opening. When the system processor 7 determines that the opening degree of the switch does not reach the opening degree defined value, it determines whether a vehicle signal 96 is obtained (step S52). In this step, the system processor 7 generates when the brake module 76 is detected to be activated. Brake signal 96 for use in related processing programs or hardware units. When the system processor 7 does not obtain the braking signal 96, the system processor 7 uses the circuit switching unit 8 to connect the first three-phase driving module 5 with the power module 14, and activates the first three-phase driving module 5 to provide A first three-phase power is used to drive the three-phase motor (step S53). If the system processor 7 determines that the first three-phase driving module 5 has established a connection with the power module 14. The system processor 7 does not control the operation of the circuit switching unit 8 to maintain the working power provided by the power module 14 by the first three-phase driving module 5, and the three-phase motor is still driven by the first three-phase driving module 5. . In other words, assuming that the three-phase motor has a maximum operating power of 3000 watts (Walt, W), the first three-phase driving module 5 and the second three-phase driving module 6 can each provide 1500 W of three-phase power. When the system processor 7 determines that the three-phase motor requires only 1500 W or less of electric power, it is only necessary to activate either of the first three-phase driving module 5 and the second three-phase driving module 6. However, when the system processor 7 determines that the circuit detection unit 73 is connected to the 22 201143268 '=electrical unreachable-opening degree defined value (the electric rm • U (four) electric valve opening degree Ui degree number 96 at this time, the system processing boundary 7 Two =, zero parent and get the brake phase drive module 5 and the electricity _ ', u switch early 8 interrupt the "power module" channel, and connect the second = 14 ' and start the second three-phase drive 槿:! 仃-motor brake energy recharging operation 97 (step calls, ... enters 'when the system processor 7 determines' is used by the system processor 7 to switch the single = open degree defined value module 5, the second three-phase, The first three-phase driving width is connected to the power module 14, the first-two-phase driving module 5 and the second three-phase driving and three-phase power are started to drive the three-phase motor. (Step S55) U6 is called for 1 or 2, and the system processor 7 controls the circuit switching to connect the power module 14 to the 筮-4, the early 疋8 simultaneous stage 6, and the first phase 1 - moving module 5 The second three-phase driving device and the second three-phase driving module 6 take the working power provided by the r-source module 14. The servo system processor 7 also starts. a three-phase driving module 5 is second and controls the first three-phase driver 5. The phase circuit connected to the second three-phase is synchronized, that is, the same group is synchronously driven according to the requirements of the three-phase motor and the power phase. Phase circuit, so the first three-phase driving module 5 and the second three-phase driving module 6 can cooperate to provide (four) electric power of the second three-phase power to the three-phase motor. In other words, assuming the maximum operating power of the three-phase motor 3 watts (lion, external - three-phase drive module 5 and second three-phase drive module 6 can be separately mentioned 23 201143268 • 1500W three-phase power. When the system processor 7 determines the three-phase motor needs For the electric power of 1500 W or more, the first three-phase driving module 5 and the second three-phase driving module 6 need to be activated at the same time. In summary, only the technical means for presenting the problem to solve the problem is described. And the scope of the invention is not limited to the scope of the invention, that is, the equivalent of the scope of the patent application of the invention, or the equivalent variation and modification according to the scope of the invention, is the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a schematic diagram showing a three-phase motor control equivalent circuit of a prior art electric vehicle; FIG. 1B is another schematic diagram of a three-phase motor control equivalent circuit of a prior art electric vehicle; A schematic diagram of a system architecture of a three-phase motor control system embodiment of an electric vehicle according to the present invention; φ FIG. 2B is a schematic diagram of a three-phase drive module switching according to an embodiment of the present invention; FIG. 2C illustrates a three-phase embodiment of the present invention. FIG. 2D is a schematic diagram of the heat dissipation structure of the embodiment of the present invention; FIG. 2F is a schematic view of the heat dissipation structure of the embodiment of the present invention; FIG. 3A is a schematic flow chart of a method for controlling a three-phase motor of an electric vehicle according to the present invention; FIG. 3B is a schematic diagram of a subsequent process of FIG. 3A according to an embodiment of the present invention; and 24 201143268 FIG. Schematic diagram of the subsequent flow of FIG. 3A of the embodiment of the invention [Description of main component symbols] Prior art: 11 processor 12, 12, three-phase driving circuit 120 driver 121, 121, first phase circuit 1211 first transistor•1212 second transistor 122' 1225 second phase circuit 123, 123, third phase circuit 13 current measurement early 14 power core group 15 rotor 16 Hall element • 7 stator The invention: 13 current detecting unit 14 power module 15 rotor 16 Hall element 17 stator 171 first phase input terminal 25 second phase input terminal third phase input terminal first three-phase driving module First phase circuit of the first three-phase driving module, first phase circuit of the first three-phase driving module, second phase circuit of the first three-phase driving module, second phase circuit of the second three-phase driving module, second The first phase circuit of the second three-phase driving module of the three-phase driver, the second phase circuit of the second three-phase driving module, the third phase circuit system of the second three-phase driving module, the processor, the memory, the instrument panel, the door detection Unit heat dissipation structure temperature sensing unit brake module circuit switching unit current signal magnetic field change signal warning signal device damage data 26 201143268 95 electric door open Signal 96 Brake Signal 97 Motor Brake Energy Recharge Operation
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