WO2009144957A1 - 同期電動機駆動システム - Google Patents
同期電動機駆動システム Download PDFInfo
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- WO2009144957A1 WO2009144957A1 PCT/JP2009/002392 JP2009002392W WO2009144957A1 WO 2009144957 A1 WO2009144957 A1 WO 2009144957A1 JP 2009002392 W JP2009002392 W JP 2009002392W WO 2009144957 A1 WO2009144957 A1 WO 2009144957A1
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- phase
- current
- synchronous motor
- stator
- winding
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0085—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed
- H02P21/0089—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation specially adapted for high speeds, e.g. above nominal speed using field weakening
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K29/00—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices
- H02K29/06—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices
- H02K29/08—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices using magnetic effect devices, e.g. Hall-plates, magneto-resistors
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K3/00—Details of windings
- H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
- H02K3/28—Layout of windings or of connections between windings
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P25/00—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details
- H02P25/16—Arrangements or methods for the control of AC motors characterised by the kind of AC motor or by structural details characterised by the circuit arrangement or by the kind of wiring
- H02P25/22—Multiple windings; Windings for more than three phases
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
- H02P6/14—Electronic commutators
- H02P6/15—Controlling commutation time
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
- H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P2207/00—Indexing scheme relating to controlling arrangements characterised by the type of motor
- H02P2207/05—Synchronous machines, e.g. with permanent magnets or DC excitation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a synchronous motor drive system, and more particularly to an inverter control technique for supplying a drive current to a synchronous motor.
- the synchronous motor is supplied with a three-phase alternating current from the inverter, and energizes the windings arranged in the stator to generate a field in the stator and rotate the rotor.
- the rotor can be driven freely by appropriately controlling the current supplied to the winding in accordance with the position of the magnetic pole of the rotor.
- Torque pulsation has a pulsating component having a plurality of cycles, but in general, a pulsating component having a cycle of 60 degrees in electrical angle is significant.
- Such periodicity of the pulsation component depends on the shape of the stator and the rotor, that is, the combination of the number of slots of the stator and the number of poles of the rotor, and the pulsation is manifested when the current waveform deviates from the sine wave. It is known that
- Patent Document 1 discloses a motor drive system in which a booster circuit is added between a DC power supply and an inverter to increase the voltage applied to the inverter and the motor. Since the motor output improves almost in proportion to the applied voltage, the motor output can be easily increased by increasing the voltage applied to the motor by the boosting operation of the booster circuit.
- the present invention has been made in view of such problems, and an object of the present invention is to provide a synchronous motor drive system capable of reducing vibration and noise while maintaining high output.
- a synchronous motor driving device includes a plurality of three-phase inverters that convert a DC current into a three-phase AC current, and an energization control unit that controls the operations of the plurality of three-phase inverters.
- a synchronous motor driven by a plurality of three-phase alternating currents supplied from the plurality of three-phase inverters, the synchronous motor having a plurality of three-phase winding groups that receive the supply of the three-phase alternating currents
- the energization control unit individually determines the current phase angle and current amount of the three-phase alternating current to be output for each of the plurality of three-phase inverters, and each of the plurality of three-phase inverters includes the energization control unit.
- a three-phase alternating current is supplied to different three-phase winding groups with the current phase and the current amount determined in (1).
- the current phase angle is an angle formed by the direction of the interlinkage magnetic flux of the rotating magnetic field with respect to the q axis in the rotating coordinate system d-q fixed to the rotor of the synchronous motor.
- a plurality of three-phase inverters supply current to different winding groups to rotate the synchronous motor. Therefore, in the synchronous motor drive system according to the present invention, the induced voltage generated by the rotation of the synchronous motor can be divided by the respective three-phase inverters, so that the voltage of the DC power supply need not be boosted by the booster circuit. High output can be achieved. Further, since it is not necessary to apply a high voltage to the three-phase inverter and the motor, the three-phase inverter does not need to use a switching element having a high withstand voltage characteristic, and is caused by the use of a switching element having a high withstand voltage characteristic.
- a decrease in inverter efficiency such as an increase in on-voltage or an increase in switching loss due to a high-voltage switching operation can be avoided, and in a synchronous motor, an increase in iron loss due to application of a high voltage can be avoided.
- the in-phase windings are individually wound and the motor is driven by the same number of three-phase inverters, the time constant described above becomes small as a result. That is, even when the electric motor rotates at high speed, a desired current waveform with small distortion can be obtained, and the torque pulsation can be sufficiently reduced.
- the plurality of three-phase inverters can supply three-phase alternating currents having different current phase angles and different current amounts, the phases of torque pulsations generated in the plurality of winding groups are shifted to each other. It is possible to cancel out pulsations, and as a result, it is possible to reduce pulsation of torque generated in the entire motor drive.
- the synchronous motor drive system since the difference in the current phase angle between the plurality of three-phase inverters determined by the energization control unit is variable, the synchronous motor drive system according to the present invention does not intentionally make the inductance of each winding intentionally uniform at the time of design.
- the synchronous motor can be driven with an optimum current phase difference even if it is not homogeneous due to manufacturing errors or the like.
- optimum field-weakening control can be performed in accordance with the change in inductance accompanying the change in the motor drive state.
- FIG. 3 is a detailed view of the synchronous motor of FIG. 2. It is a figure for demonstrating the connection of the stator winding
- the positional relationship of the stator and rotor of the 1st Embodiment of this invention is shown, (a), (b), (c) shows the rotor 2 being 2 degrees (electrical angle) in a counterclockwise direction, respectively. ( ⁇ / 9 radians)
- the positional relationship between the stator and the rotor when rotated is shown.
- FIG. 5 is a flowchart showing a flow of inverter control processing in an energization control unit 52. It is a figure which shows the relationship between the rotational speed of a synchronous motor, and the induced voltage by a permanent magnet. It is the figure which showed the time change of the electric current which an inverter flows into each stator winding at the time of low speed drive. It is a figure which shows the torque waveform when the inverter 101,102,103 energizes as shown in FIG. It is a basic vector diagram of a terminal voltage and a motor current in a synchronous motor. It is a figure which shows the relationship between the electric current phase and torque at the time of making an electric current into a constant value in a magnet embedded type synchronous motor.
- FIG. 4 is a detailed view of the synchronous motor 44.
- FIG. It is a figure for demonstrating the connection of the stator winding
- (A), (b), and (c) are the mechanical angle of the rotor 2 in the counterclockwise direction by 2 ° (electrical angle ⁇ / 9 radians).
- FIG. 5 is a flowchart showing a flow of inverter control processing in an energization control unit 53. It is the figure which showed the time change of the electric current sent through each stator winding
- FIG. 5 is a flowchart showing a flow of inverter control processing in an energization control unit 55. It is the figure which showed the time change of the electric current which an inverter flows into each stator coil
- FIG. 1 is a diagram showing an overall configuration of a synchronous motor drive system of the present invention.
- the synchronous motor drive system includes a DC power source 1, an inverter module 100, a synchronous motor 41, and an energization control unit 52.
- the inverter module 100 includes inverters 101, 102, and 103, and the inverters 101, 102, and 103 perform orthogonal transformation operations according to the gate control signals G 1 uvw, G 2 uvw, and G 3 uvw, respectively, and supply three-phase AC to the synchronous motor 41.
- all the switching elements constituting the inverters 101, 102, and 103 are housed in a single module.
- the output currents 101a, 101b, and 101c of the inverter 101 are out of phase by 2 ⁇ / 3 radians. The same applies to the output currents 102a, 102b, and 102c of the inverter 102, and the same applies to the output currents 103a, 103b, and 103c of the inverter 103.
- the synchronous motor 41 includes winding groups 200a, 200b, and 200c.
- the winding group 200a includes three-phase windings 81a, a ', 81b, b', 81c, and c ', and the output currents 101a, 101b, and 101c of the inverter 101 are input to each of them.
- the winding group 200b includes three-phase windings 82a, a ', 82b, b', 82c, and c ', and the output currents 102a, 102b, and 102c of the inverter 102 are input to the winding group 200b.
- the winding group 200c includes three-phase windings 83a, a ', 83b, b', 83c, and c ', and the output currents 103a, 103b, and 103c of the inverter 103 are input to the winding group 200c.
- the power wiring for supplying power from the inverter 101 to the winding group 200a is provided with a current detector 301a for detecting the U-phase current and a current detector 301c for detecting the W-phase current.
- the power wiring for supplying power from the inverter 102 to the winding group 200b is provided with a current detector 302a for detecting the U-phase current and a current detector 302c for detecting the W-phase current.
- a power detector for detecting the U-phase current and a current detector 303c for detecting the W-phase current are provided on the power wiring for supplying power to the winding group 200c.
- the synchronous motor 41 includes a position detector 51 that detects the position of the rotor, and the position detection signal ⁇ r detected by the position detector 51 is output to the energization control unit 52.
- the energization control unit 52 is a microcomputer system that controls the operation of the inverters 101, 102, and 103 by outputting gate control signals G1uvw, G2uvw, and G3uvw. More specifically, the energization control unit 52 receives a current command signal Is and a rotation speed command signal ⁇ r for instructing the synchronous motor 41 to be driven with a desired torque and rotation speed. Further, the ROM in the energization control unit 52 has a map in which the current phase angle ⁇ and the current amount Ia of the three-phase alternating current output to the inverter are associated with the values of the current command signal Is and the rotation speed command signal ⁇ r.
- the energization control unit 52 determines the current phase angle ⁇ and the current amount Ia corresponding to the input current command signal Is and the rotation speed command signal ⁇ r for each of the inverters 101, 102, and 103 with reference to the map data.
- FIG. 2 is a plan view of the synchronous motor constituting the synchronous motor drive system according to the first embodiment of the present invention
- FIG. 3 is a detailed view of the synchronous motor of FIG.
- the synchronous motor 41 includes a rotor 2 and a stator 43.
- the rotor 2 includes a rotor core 4 and a plurality of permanent magnets 5.
- the permanent magnets 5 are arranged on the rotor core 4 at equal intervals in the circumferential direction of the rotor.
- the synchronous motor 41 is a so-called magnet-embedded synchronous motor (IPM motor), and the permanent magnet 5 is disposed inside the rotor core.
- the magnetic pole 6 constituted by the permanent magnet 5 constitutes a magnetic pole pair in which N poles and S poles are alternately arranged with respect to the stator 43.
- the magnetic pole pair N pole and S pole have an electrical angle of 2 ⁇ radians, and the arrangement interval of adjacent magnetic poles has an electrical angle of ⁇ radians.
- the rotor has 20 magnetic poles, and the electrical angle is 10 times the mechanical angle.
- the stator 43 includes a plurality of stator teeth 47 arranged to face the rotor 2 and a stator winding 9 wound around each stator tooth 47 in a concentrated manner.
- the plurality of stator teeth 47 constitutes a stator tooth group 48 in units of three arranged in the circumferential direction of the stator. In the present embodiment, six sets of stator teeth 48 are arranged at equal intervals of 60 ° in mechanical angle.
- the number of magnetic poles arranged in the circumferential direction of the rotor 2 is 20 in total, and the number of stator teeth is 18 in total, which are shifted by 10/9 per half circumference.
- stator teeth set 48b when the counterclockwise rotation direction is the + direction, the stator teeth set 48b is arranged with a mechanical angle of ⁇ 60 ° and an electrical angle of + 2 ⁇ / 3 radians with respect to the stator teeth set 48a.
- stator teeth group 48c is arranged with a mechanical angle of + 60 ° and an electrical angle of + 4 ⁇ / 3 radians ( ⁇ 2 ⁇ / 3 radians) with respect to the stator teeth group 48a. Therefore, the stator teeth group 48a, the stator teeth group 48b, and the stator teeth group 48c are arranged at an electrical angle of 2 ⁇ / 3 radians.
- the combination of the stator teeth group 48a, the stator teeth group 48b, and the stator teeth group 48c is two sets in the circumferential direction (the stator teeth group 48a ′ and the stator teeth group 48b ′). , Stator teeth group 48c ′) is repeated arrangement.
- the configuration of the stator tooth group 48a will be described in detail with reference to FIG. Hereinafter, the mechanical angle between the stator windings will be discussed, and the angle between the centers (one-dot chain lines) of the stator teeth around which the respective stator windings are wound is expressed.
- the stator teeth group 48a is composed of three adjacent stator teeth 61a, 62a, 63a.
- the stator teeth 61a, 62a, 63a are arranged with stator windings 81a, 82a, 83a wound in concentrated winding so that the winding directions are opposite to each other.
- stator teeth 61a around which the stator winding 81a is wound are arranged at a mechanical angle of + 20 ° with respect to the stator teeth 62a around which the stator winding 82a is wound. That is, they are arranged with a deviation of + ⁇ / 9 radians from the electrical angle ⁇ radians (mechanical angle 18 °), which is the magnetic pole spacing.
- stator winding 83a is disposed at a mechanical angle of ⁇ 20 ° with respect to the stator winding 82a. That is, they are arranged with a deviation of ⁇ / 9 radians from the electrical angle ⁇ radians, which is the magnetic pole interval.
- stator teeth set 48a the other two sets of stator teeth sets 48b and 48c shown in FIG. 2 are electrically connected from the electrical angle ⁇ radians in which the three windings are magnetic pole intervals. The corners are offset by + ⁇ / 9 radians and ⁇ / 9 radians.
- FIG. 4 is a diagram for explaining the connection of the stator windings of the synchronous motor shown in FIG.
- the a, b, and c at the end of the illustrated winding terminal numbers correspond to the windings constituting the stator tooth groups 48a, 48b, and 48c, respectively.
- the respective winding terminals 31a, 32a, 33a of the three stator windings 81a, 82a, 83a in the stator tooth set 48a are individually connected to the outside, and the U phase of the inverters 101, 102, 103 is provided. Are connected individually to the connection terminals.
- the three winding terminals 31b, 32b, 33b in the stator teeth set 48b and the three winding terminals 31c, 32c, 33c in the stator teeth set 48c are individually brought out to the outside.
- the terminals of the stator windings having a phase difference of 2 ⁇ / 3 radians in different stator tooth groups 48a, 48b, 48c are commonly connected to the neutral point. That is, the winding terminal 34a, the winding terminal 34b, and the winding terminal 34c are connected to the first neutral point, and the winding terminal 35a, the winding terminal 35b, and the winding terminal 35c are connected to the second neutral point.
- the winding terminal 36a, the winding terminal 36b, and the winding terminal 36c are connected to the third neutral point.
- the first, second and third neutral points are electrically separated, but any two neutral points or all neutral points may be electrically connected. Good.
- stator teeth 48a there are two sets of stator teeth 48a, stator teeth 48b, and stator teeth 48c. Are in the same positional relationship in terms of electrical angle. For this reason, a neutral point connection may be configured between three adjacent stator teeth groups among the six stator teeth groups, or a neutral point connection between every other three stator teeth groups. Further, the neutral point connection may be constituted by all six sets of stator teeth.
- the configuration of the synchronous motor constituting the synchronous motor drive system according to the first embodiment of the present invention has been described above.
- the 18 stator teeth are arranged at intervals different from the rotor magnetic pole interval, and constitute a stator teeth group in units of 3 arranged in the circumferential direction. Further, the three stator windings in each stator tooth group are individually connected to independent external terminals.
- stator windings included in different stator teeth groups may be connected in common if the conditions permit. For example, currents of the same phase are supplied to the stator winding 81a included in the stator teeth set 48a and the stator winding 81a ′ included in the stator teeth set 48a ′. It is good also as connecting to the external terminal. Of course, there is no problem even if it is individually connected to the external terminal.
- the synchronous motor drive system includes a drive device that supplies currents having different phases to a plurality of winding terminals of the synchronous motor.
- FIG. 5 shows the positional relationship between the stator and the rotor according to the first embodiment of the present invention.
- FIGS. 5 (a), 5 (b), and 5 (c) show that the rotor 2 is counterclockwise.
- the positional relationship between the stator and the rotor when rotated by 2 ° in mechanical angle ( ⁇ / 9 radians in electrical angle) is shown.
- the distance between the magnetic poles of the rotor is indicated by 10 and 11.
- the distance between the magnetic poles 10 and 11 of the rotor means the position of the magnetic neutral point between the magnetic pole N and the magnetic pole S which are composed of permanent magnets arranged on the rotor. Here, it is mechanically located between the magnets.
- the distance between the magnetic poles changing from the N pole to the S pole as viewed in the counterclockwise direction is indicated by 10, and the distance between the magnetic poles changing from the S pole to the N pole as viewed in the counterclockwise direction is indicated as 11.
- the inter-magnetic pole 11 ′ is at the same electrical angle as the inter-magnetic pole 11 but at a different mechanical angle.
- FIG. 5 (a) as indicated by the alternate long and short dash line, the center of the stator teeth 63a and the rotor magnetic poles 11 face each other in a positional relationship.
- the magnet torque which is the torque generated by the permanent magnet, is maximized.
- the angle between adjacent magnetic poles (18 °) and the angle between adjacent stator teeth (20 °) are different.
- FIG. 5B the rotor is rotated counterclockwise by a mechanical angle of 2 ° (electrical angle of ⁇ / 9 radians) from FIG. 5A, and the stator teeth are shown as indicated by a one-dot chain line.
- the center of 62a and the rotor magnetic pole 10 face each other in a positional relationship that coincides.
- the magnet torque which is the torque generated by the permanent magnet, is maximized.
- the center of the stator teeth 63a and 11 between the rotor magnetic poles, and the center of the stator teeth 61a and 11 'between the rotor magnetic poles face each other in a shifted positional relationship.
- the rotor is rotated counterclockwise by 2 ° in mechanical angle ( ⁇ / 9 radians in electrical angle) from FIG. 5 (b), and as shown by the one-dot chain line, the stator teeth.
- the center of 61a and the rotor magnetic pole 11 ' are opposed to each other in a matching positional relationship.
- the magnet torque which is the torque generated by the permanent magnet, is maximized.
- the center of the stator teeth 63a and 11 between the rotor magnetic poles, and the center of the stator teeth 62a and 10 between the rotor magnetic poles face each other in a shifted positional relationship.
- the interval between the rotor magnetic poles is 18 ° mechanical angle (electrical angle ⁇ radians), whereas the interval between the three stator teeth in the stator teeth group is 18 ° mechanical angle.
- the mechanical angle is 20 ° which is deviated from °°.
- the stator teeth in the stator tooth group are arranged to have a phase difference of ⁇ / 9 radians with respect to the electrical angle ⁇ radians, and the stator wound around each stator tooth.
- the torque generated by each stator tooth can be made the same, so torque pulsation with ⁇ / 3 radians as the fundamental period can be generated. Since the torque generated by each stator tooth can be maximized, the overall torque can be increased.
- the synchronous motor of the first embodiment is a so-called magnet-embedded synchronous motor in which permanent magnets are arranged inside the rotor core, and uses reluctance torque due to a difference in magnetic resistance in addition to magnet torque due to the magnet.
- the current phase can be advanced from the phase at which the center of the stator teeth and the rotor magnetic pole coincide and face each other at the position where the maximum current is present. It may be valid.
- FIG. 6 is a flowchart showing a flow of inverter control processing in the energization control unit 52.
- the energization control unit 52 repeats the loop from step S1 to step S6, thereby monitoring the position of the rotor obtained from the position detection signal ⁇ r and the detection value of each current detector and the current value of each power wiring as needed.
- Appropriate gate control signals G1uvw, G2uvw, and G3uvw are output.
- the present invention is characterized by a change in either the current command signal Is or the rotation speed command signal ⁇ r input in step S1 (step S2: Yes), step S3, In S4 and S5, the map data held in the internal ROM is referred to, and the current phase angle ⁇ 1 and current amount Ia1 for the inverter 101 and the current for the inverter 102 are determined according to the current command signal Is and the rotational speed command signal ⁇ r.
- the phase angle ⁇ 2 and the current amount Ia2 and the current phase angle ⁇ 3 and the current amount Ia3 for the inverter 103 are individually determined for each of the inverters 101, 102, and 103.
- different map data are used in steps S3, S4, and S5.
- steps S3, S4 In any of the map data for the inverter 101, the map data for the inverter 102, and the map data for the inverter 103 used in S5, the current phase angle ⁇ and the current amount Ia having the same value are mapped.
- the map data for the inverter 101, the map data for the inverter 102, and the map data for the inverter 103 are different.
- the current phase angle ⁇ and the current amount Ia are mapped.
- the output of currents having different current phase angle ⁇ and current amount Ia for each inverter during driving at a high rotational speed is intended to appropriately perform so-called field weakening control.
- the high rotational speed means a high-speed rotation in which the induced voltage ( ⁇ ⁇ ⁇ a) generated in the winding by the magnetic field of the permanent magnet of the rotor exceeds the power supply voltage of the DC power supply 1 as shown in FIG. It means the number of rotations in the area.
- the low rotational speed means the rotational speed in a low-speed rotational region where the induced voltage ( ⁇ ⁇ ⁇ a) generated in the winding by the magnetic field of the permanent magnet does not exceed the power supply voltage of the DC power supply 1.
- ⁇ is the electrical angular velocity
- ⁇ a is the flux linkage of the permanent magnet
- the induced voltage ( ⁇ ⁇ ⁇ a) increases proportionally as the rotational speed increases.
- the energization control unit 52 performs field weakening control in the high-speed rotation region in the figure.
- FIG. 8 is a diagram showing the change over time of the current that the inverter passes through each stator winding during low-speed drive.
- the times indicated by (a), (b), and (c) in FIG. 8 correspond to the positional relationships shown in FIGS. 5 (a), 5 (b), and 5 (c), respectively.
- FIG. 8 currents flowing through the winding terminals 31a, 32a, and 33a (currents flowing through the stator windings 81a, 82a, and 83a) are shown on the vertical axis, and time is shown on the horizontal axis.
- the current that the inverter 103 flows to the winding terminal 33a is advanced by ⁇ / 9 radians relative to the current that the inverter 102 flows to the winding terminal 32a, and the current that the inverter 102 flows to the winding terminal 32a.
- the current flowing through the inverter 101 to the winding terminal 31a is delayed by ⁇ / 9 radians.
- the stator winding 83a is arranged with a deviation of ⁇ / 9 radians from ⁇ radians in electrical angle with respect to the stator winding 82a. With such an arrangement relationship, the current passed through the stator winding 83a is advanced by ⁇ / 9 radians relative to the current passed through the stator winding 82a.
- the stator winding 81a is arranged with a deviation of + ⁇ / 9 radians from ⁇ radians in electrical angle with respect to the stator winding 82a. With such an arrangement relationship, the current flowing through the stator winding 81a is delayed by ⁇ / 9 radians with respect to the current flowing through the stator winding 82a.
- the current phase angles ⁇ 1, ⁇ 2, and ⁇ 3 of the currents output from the inverters 101, 102, and 103 are all 0 degrees, and the current flowing through the stator winding 83a is maximized in the positional relationship of FIG.
- the phase is adjusted so that the current flowing through the stator winding 82a is maximized.
- the stator winding is adjusted. The current is supplied by adjusting the phase so that the current flowing through 81a is maximized. As a result, the magnet torque generated by each of the stator teeth is maximized, and high torque is achieved as a whole.
- Synchronous motors generally generate magnet torque by being energized with three-phase alternating current from an inverter and are rotationally driven.
- Torque pulsation with a period of 60 degrees is generated.
- FIG. 8 when the inverters 101, 102, 103 flow current with a phase difference of ⁇ / 9 radians (20 degrees), three-phase alternating current is supplied from the inverters 101, 102, 103.
- the winding groups 200a, 200b, and 200c generate magnet torque as shown by torque waveforms tr1, tr2, and tr3, respectively.
- Each of the torque waveforms tr1, tr2, tr3 has a torque pulsation whose main component is a cycle of 60 degrees. However, since the waveforms tr1, tr2, tr are out of phase with each other by 20 degrees, the torque pulsations cancel each other, and the combined torque Ta generated in the entire synchronous motor 41 that combines the waveforms tr1, tr2, tr3, Torque pulsation is greatly reduced.
- the torque pulsation is greatly reduced by canceling out the pulsation component having a period of 60 degrees in electrical angle. Further, the vibration and noise of the synchronous motor can be reduced. In addition, the achievement of low vibration and low noise of the synchronous motor provides an effect that the need for anti-vibration and soundproof measures is eliminated in the incorporation of the synchronous motor drive system according to the present embodiment.
- FIG. 10 is a basic vector diagram of terminal voltage and motor current in a synchronous motor.
- the q axis and the d axis in the vector diagram are orthogonal to each other in electrical angle.
- the broken line is the voltage limiting circle
- ⁇ is the electrical angular velocity
- ⁇ a is the flux linkage of the permanent magnet
- Lq is the q-axis component of the inductance
- Ld is the d-axis component of the inductance
- Ra is the winding resistance
- Ia is the winding current.
- Iq is a q-axis component of the winding current
- Id is a d-axis component of the winding current.
- the terminal voltage Va necessary for driving the electric motor includes an induced voltage ( ⁇ ⁇ ⁇ a) caused by a permanent magnet, a voltage drop (Ra ⁇ Ia) at a winding, and an induced voltage ( ⁇ ⁇ Lq ⁇ Iq + ⁇ ⁇ Ld) caused by a rotating magnetic field.
- XId induced voltage
- the synchronous motor can be driven only under the condition that the terminal voltage Va is within the voltage limit circle determined by the power supply voltage.
- the terminal voltage Va can be expressed by the following equation.
- the electrical angular velocity ⁇ increases proportionally as the rotational speed of the rotor increases. Therefore, as the rotational speed increases, the induced voltage ( ⁇ ⁇ ⁇ a) by the permanent magnet in FIG. 10 increases proportionally, and the terminal voltage Va required for driving also increases accordingly. That is, when the rotational speed of the rotor becomes high, the terminal voltage Va deviates from the voltage limit circle.
- the phase of the winding current is advanced with respect to the q axis (that is, a current that cancels the magnetic flux without contributing to torque is applied), so that the winding current q
- the terminal voltage Va can be suppressed within the voltage limit circle by freely controlling the axial component and the d-axis component, and further freely controlling ⁇ ⁇ Lq ⁇ Iq and ⁇ ⁇ Ld ⁇ Id. This is what is called field weakening control.
- the electrical angular velocity ⁇ , the flux linkage ⁇ a, the q-axis component of the inductance, the d-axis component of the inductance, the winding resistance Ra, and the winding current Ia are always Single.
- the inverters 101, 102, and 103 since the inverters 101, 102, and 103 supply power to different winding groups, the inverters 101, 102, and 103 are electrically All parameters other than the angular velocity ⁇ are different. That is, even at the same rotation speed, the current phase angle ⁇ optimum for field-weakening control differs among the inverters 101, 102, and 103. For this reason, when all the inverters 101, 102, and 103 supply the same current phase angle, the number of revolutions restricted by the power supply voltage is different for each inverter, and the ability of the synchronous motor can be utilized. Disappear.
- the map data for the inverter 101, the map data for the inverter 102, and the map for the inverter 103 so that appropriate field-weakening control can be performed for each inverter at the rotation speed at which field-weakening control is required.
- different values of the current phase angle ⁇ are mapped.
- FIG. 11 is a diagram showing the relationship between the current phase and torque when the current is set to a constant value in the magnet-embedded synchronous motor.
- the current phase is shown on the horizontal axis and the torque is shown on the vertical axis.
- the magnet torque generated by the permanent magnet in the synchronous motor adjusts the current phase angle so that the current flowing through the stator winding is maximized in the positional relationship where the center of the stator teeth and the rotor magnetic poles face each other. It becomes the maximum by doing. Therefore, as shown in the figure, the magnet torque becomes maximum when the current phase is 0 °.
- reluctance torque due to a difference in magnetic resistance can be used in addition to magnet torque by a magnet.
- the total torque of the IPM motor is a torque obtained by combining the magnet torque and the reluctance torque, and is maximized when the current phase angle ⁇ is in the range of 0 ° to 45 °.
- FIG. 12 is a diagram showing the relationship between the current phase angle and the total torque.
- the current phase angle is shown on the horizontal axis, and the torque is shown on the vertical axis.
- the current phase angle that generates the maximum torque is 30 degrees.
- the IPM motor uses the reluctance torque to the maximum extent, the generated torque greatly depends on the current phase angle. Further, the dependence varies depending on the amount of current.
- the current phase angle ⁇ is 10 degrees, 30 degrees, and the winding groups 200a, 200b, and 200c, respectively.
- the torque Tb generated in the winding groups 200a and 200c there is a difference between the torque Tb generated in the winding groups 200a and 200c and the torque Ta generated in the winding group 200b, so that the torque pulsations of each other are effectively canceled out. Absent. In such a case, as shown in FIG. 13, by making the amount of current supplied to the winding groups 200a and 200c larger than the amount of current supplied to the winding group 200b, the winding groups 200a, 200b, The torque generated at 200c is equal.
- the current phase angle ⁇ of the current supplied by each inverter is different, and furthermore, the torque is equalized in the winding group to which each inverter supplies current.
- the map data for the inverter 101, the map data for the inverter 102, and the map data for the inverter 103 different amounts of current Ia are mapped.
- the energization control unit 52 outputs a gate control signal G2uvw that instructs the inverter 102 that supplies current at a current phase angle of 30 degrees to set the amount of current to be supplied to Ia11.
- the gate control signal that instructs the inverter 101 that supplies current at a current phase angle of 10 degrees and the inverter 103 that supplies current at a current phase angle of 50 degrees to set the amount of current to be supplied to Ia2 larger than Ia1.
- the terminal voltage is appropriately controlled for each inverter, and the motor characteristics can be utilized to the maximum.
- the above is the description of the operation of the inverters 101, 102, 103 when the synchronous motor 41 is driven at a high rotational speed.
- the current phase angle ⁇ of the current supplied from the inverters 101, 102, and 103 is individually determined so that the field-weakening control can be performed appropriately in accordance with the characteristics of the winding group to which each is connected. Furthermore, a current distribution control unit 52 is provided with a mapping table that individually determines the amount of current to be supplied to each of the winding groups 200a, 200b, and 200c that receive current supply from each inverter so that the torque generated in each winding group becomes equal. In the internal ROM. According to such a mapping table, the energization control unit 52 outputs a gate control signal, so that torque pulsation can be reduced while increasing torque generated in the synchronous motor 41.
- the amount of current supplied to each of the winding groups 200a, 200b, and 200c is individually determined so that the torques generated in the winding groups 200a, 200b, and 200c are equal.
- the torque generated in at least two winding groups May be configured to individually determine the amount of current supplied to each of them so that they are equal.
- the torque generated in at least two three-phase winding groups becomes equivalent. By shifting these phases, the torque pulsations of the synchronous motor as a whole can be reduced. It becomes possible.
- FIG. 14 is a diagram showing an overall configuration of a synchronous motor drive system according to this modification.
- the synchronous motor drive system includes the DC power source 1, the inverter module 104, the synchronous motor 44, and the energization control unit 53.
- the inverter module 104 includes inverters 105 and 106 inside, and the inverters 105 and 106 perform orthogonal transform operation according to the gate control signals G1uvw, G2uvw, and G3uvw, respectively, and supply three-phase alternating current to the synchronous motor 44.
- the energization control unit 53 is a microcomputer system that controls the operations of the inverters 105 and 106 by outputting gate control signals G1uvw and G2uvw.
- map data in which the current phase angle ⁇ and the current amount Ia of the three-phase alternating current to be output to the inverter are associated with the values of the current command signal Is and the rotation speed command signal ⁇ r.
- the inverters 105 and 106 are held.
- the energization control unit 52 refers to the map data in steps S13 and S14 as shown in FIG. 18, and determines the current phase angle ⁇ and the current amount Ia according to the input current command signal Is and the rotation speed command signal ⁇ r.
- each inverter 105 and 106 While determining each of the inverters 105 and 106 and monitoring the position of the rotor and the current value of each power wiring so that each inverter outputs a three-phase alternating current having the determined current phase angle ⁇ and current amount Ia.
- the gate control signals G1uvw and G2uvw are output.
- the synchronous motor 44 has two winding groups, a winding group 200d and a winding group 200e.
- FIG. 15 is a detailed view of the synchronous motor 44.
- the configuration of the stator tooth group 48a will be described in detail with reference to FIG.
- the stator teeth group 48a is composed of three adjacent stator teeth 71a, 72a, 73a.
- the stator teeth 71a are arranged at a mechanical angle of + 20 ° with respect to the stator teeth 72a. That is, they are arranged with a deviation of + ⁇ / 9 radians from the electrical angle ⁇ radians (mechanical angle 18 °), which is the magnetic pole spacing.
- the stator teeth 73a are disposed at a mechanical angle of ⁇ 20 ° with respect to the stator teeth 72a. That is, they are arranged with a deviation of ⁇ / 9 radians from the electrical angle ⁇ radians, which is the magnetic pole interval.
- a portion (number of turns N1) of the stator winding 91a is wound around the stator teeth 71a, and a portion (number of turns N2) of the stator winding 92a is wound around the stator teeth 73a.
- the remaining portion of the stator winding 91a (the number of turns N21) and the remaining portion of the stator winding 92a (the number of turns N22) are wound around the teeth 72a.
- the stator winding 91a generates magnetic fields having opposite polarities between the portions wound around the stator teeth 71a and 72a.
- the portions wound around the stator teeth 72a and 73a generate magnetic fields having opposite polarities.
- the portions wound around the stator teeth 72a generate magnetic fields having the same polarity.
- N1 N2
- the maximum value of the magnetic flux generated in the stator teeth 71a, 72a, 73a can be made equal.
- the equal symbol includes a match that uses an integer close to the decimal, and further includes a match that can be ignored as a design error.
- stator teeth 48b and 48c adjacent to both sides of the stator teeth set 48a shown in FIG. 15 have the same configuration as the stator teeth set 48a shown in FIG.
- FIG. 16 is a diagram for explaining the connection of the stator windings of the synchronous motor shown in FIG.
- the a, b, and c at the end of the illustrated winding terminal numbers correspond to the windings constituting the stator tooth groups 48a, 48b, and 48c, respectively.
- the respective winding terminals 21a and 23a of the two stator windings 91a and 92a in the stator tooth set 48a are individually connected to the outside and are individually connected to the connection terminals of the inverter which is a driving device. ing.
- the two winding terminals 21b and 23b in the stator teeth set 48b and the two winding terminals 21c and 23c in the stator teeth set 48c are individually brought out to the outside, It is individually connected to the connection terminal of a certain inverter.
- the terminals of the stator windings having a phase difference of 2 ⁇ / 3 radians in different stator tooth groups 48a, 48b, 48c are commonly connected to the neutral point. That is, the winding terminal 22a, the winding terminal 22b, and the winding terminal 22c are connected to the first neutral point, and the winding terminal 24a, the winding terminal 24b, and the winding terminal 24c are connected to the second neutral point. ing. In this example, the first and second neutral points are electrically separated, but they may be electrically connected.
- stator teeth 48a there are two sets of stator teeth 48a, stator teeth 48b, and stator teeth 48c. Are in the same positional relationship in terms of electrical angle. For this reason, a neutral point connection may be configured between three adjacent stator teeth groups among the six stator teeth groups, or a neutral point connection between every other three stator teeth groups. Further, the neutral point connection may be constituted by all six sets of stator teeth.
- the configuration of the synchronous motor 44 has been described above.
- the 18 stator teeth are arranged at a different arrangement interval from the magnetic pole interval of the rotor, and constitute a stator teeth group in units of 3 arranged in the circumferential direction. Further, the two stator windings in each stator tooth group are individually connected to independent external terminals.
- stator windings included in different stator teeth groups may be connected in common if the conditions permit. For example, a current of the same phase is supplied to the stator winding 91a included in the stator teeth set 48a and the stator winding 91a ′ included in the stator teeth set 48a ′. It is good also as connecting to the external terminal. Of course, there is no problem even if it is individually connected to the external terminal.
- the synchronous motor drive system includes a drive device that supplies currents having different phases to the plurality of winding terminals of the synchronous motor. Next, the drive device and the energization method will be described.
- FIG. 17 shows the positional relationship between the stator and the rotor of this modification.
- FIGS. 17 (a), 17 (b), and 17 (c) show that the rotor 2 has a mechanical angle of 2 in the counterclockwise direction. The positional relationship between the stator and the rotor when rotated by ⁇ (9 / radian in electrical angle) is shown.
- FIG. 19 is a diagram showing a time change of the current flowing through each stator winding in the present modification. The times indicated by (a), (b), and (c) in FIG. 19 correspond to the positional relationships shown in FIGS. 17 (a), 17 (b), and 17 (c), respectively.
- FIG. 15 shows the distance between the magnetic poles of the rotor as 10 and 11.
- the distance between the magnetic poles 10 and 11 of the rotor means the position of the magnetic neutral point between the magnetic pole N and the magnetic pole S which are composed of permanent magnets arranged on the rotor. Here, it is mechanically located between the magnets.
- the distance between the magnetic poles changing from the N pole to the S pole as viewed in the counterclockwise direction is indicated by 10
- the distance between the magnetic poles changing from the S pole to the N pole as viewed in the counterclockwise direction is indicated as 11.
- the inter-magnetic pole 11 ′ is at the same electrical angle as the inter-magnetic pole 11 but at a different mechanical angle.
- FIG. 17 (a) as indicated by the alternate long and short dash line, the center of the stator teeth 73a and the rotor magnetic poles 11 face each other in a positional relationship.
- the phase is adjusted so that the current flowing through the stator winding 93a is maximized in this positional relationship, the magnet torque, which is the torque generated by the permanent magnet, is maximized.
- the angle between adjacent magnetic poles (18 °) is different from the angle between adjacent stator teeth (20 °), so the center of the stator teeth 73a and the rotor magnetic pole 11 Are opposed to each other in a positional relationship that coincides with each other, the center of the stator tooth 72a and the rotor magnetic pole 10 and the center of the stator tooth 71a and the rotor magnetic pole 11 'are opposed to each other with a shifted positional relationship.
- FIG. 17B the rotor is rotated counterclockwise by a mechanical angle of 2 ° (electrical angle ⁇ / 9 radians) from FIG. 17A, and the stator teeth are indicated by the one-dot chain line.
- the center of 72a and the rotor magnetic pole 10 are opposed to each other in a matching positional relationship.
- the center of the stator teeth 73a and 11 between the rotor magnetic poles, and the center of the stator teeth 71a and 11 'between the rotor magnetic poles are opposed to each other in a shifted positional relationship.
- the rotor is rotated counterclockwise by a mechanical angle of 2 ° (electrical angle ⁇ / 9 radians) from FIG. 17 (b).
- the center of 71a and the rotor magnetic pole 11 ' are opposed to each other in a matching positional relationship.
- the current is supplied by adjusting the phase so that the current flowing through the stator winding 91a is maximized in this positional relationship, the magnet torque that is the torque generated by the permanent magnet is maximized.
- the center of the stator teeth 73a and 11 between the rotor magnetic poles, and the center of the stator teeth 72a and 10 between the rotor magnetic poles face each other in a shifted positional relationship.
- FIG. 19 the current flowing through the winding terminals 21 a and 23 a (current flowing through the stator windings 91 a and 92 a) is shown on the vertical axis, and the time is shown on the horizontal axis. As shown in FIG. 19, the current flowing through the winding terminal 23a is advanced by 2 ⁇ / 9 radians relative to the current flowing through the winding terminal 21a.
- the stator teeth 73a are arranged with a deviation of ⁇ / 9 radians from ⁇ radians in electrical angle with respect to the stator teeth 72a.
- the stator teeth 71a are arranged with a deviation of + ⁇ / 9 radians from ⁇ radians in electrical angle with respect to the stator teeth 72a.
- FIG. 20 is a diagram illustrating an overall configuration of a synchronous motor drive system according to Modification 2.
- the synchronous motor drive system shown in this figure is different from that shown in FIG. 1 in that the energization control unit 52 is replaced with an energization control unit 52a and the current detectors 302a, 302c, 303a, and 303c are removed. ing.
- the current amount and current phase of one three-phase winding are monitored, so that the current of other three-phase windings also depends on the structure of the synchronous motor.
- the quantity and current phase can be estimated.
- the current amount and the current phase of the power wiring corresponding to the inverter 101 monitored by the current detectors 301a and 301c are used to determine the power wiring corresponding to the inverters 102 and 103.
- the current amount and the current phase are estimated, and each inverter is feedback-controlled.
- the estimation of the amount of current and the current phase can be easily realized by using the on-voltage of the switching elements constituting the inverter.
- FIG. 21 is a diagram showing the relationship between current phase and torque at various current amounts.
- the current amount in the example shown in FIG. 11 is set to 100%, and the relationship between the current phase and the torque in each case of the current amounts of 100%, 70%, and 20% is shown.
- the current phases a, b, and c that generate the maximum torque are different in each of the cases where the current amounts are 100%, 70%, and 20%.
- the relationship between the current amount and the current phase and the torque generated in the synchronous motor 1 is measured during the manufacturing process, and the torque normalized with the current amount 100% and the torque at the current phase 0 ° as a representative value is obtained.
- the map data shown in FIG. 22 can be generated.
- the energization control unit 52 holds such map data in the internal ROM, and when determining the current amount and the current phase for each of the inverters 101, 102, and 103, 3 output from each inverter. A current amount and a current phase associated with the normalized torque of the same value in the map data are selected so that the torque generated by the phase alternating current becomes equal.
- the energization control unit 52 causes the inverter 101 to output a three-phase AC current with a current amount of 100% and a current phase of ⁇ 20 °, and the inverter 102 with the current amount.
- a three-phase alternating current is output at a current amount of 80% and a current phase of 0 °, and the inverter 103 is output with a current amount of 60% and a current phase of + 20 °.
- FIG. 23 is a diagram showing the relationship between the lead angle of the current phase with respect to the q-axis and the inductance of the stator winding.
- the d-axis component Ld of the inductance has little change with respect to the lead angle, but the q-axis component Lq of the inductance is greatly influenced by the lead angle, and the difference between Lq and Ld increases as the lead angle increases. growing.
- stator windings of the synchronous motor it is difficult to make all the stator windings of the synchronous motor strictly uniform for manufacturing reasons. For this reason, the inductance characteristics of the stator windings as shown in FIG. 23 differ between the stator windings.
- the torque of the magnet-embedded synchronous motor is generally expressed by the following equation.
- the first term on the right side represents the magnet torque
- the second term represents the reluctance torque. From the above formula, it can be seen that the reluctance torque is affected by the difference between Lq and Ld. As described above, the stator winding inductance of the synchronous motor is uniform in all stator windings. is not.
- the energization control unit 52 calculates the inductance of each of the winding groups 200a, 200b, and 200c from the rate of change of the current value detected by the current detectors 301a, 301c, 302a, 302c, 303a, and 303c.
- the command values are individually determined for each of the inverters 101, 102, and 103, the amount of current is determined based on the calculated inductance so that the torque generated in each winding group is equal from the above torque equation.
- stator windings of different numbers of turns are wound around the stator teeth 61a, 62a, 63a that constitute the stator teeth group of the synchronous motor 1.
- the number of turns of the stator winding 81a shown in FIG. 3 is N
- the number of turns of the stator winding 82a is 2N
- the number of turns of the stator winding 83a is N.
- the energization control unit 52 energizes the inverter 101 that energizes the stator winding 81a, the inverter 102 that energizes the stator winding 82a, and the stator winding 83a.
- the amount of current is determined so that the ratio of the amounts of the three-phase alternating current output from the inverter 103 is 2: 1: 2.
- the inverters 101, 102, and 103 detect the voltage, current, and heat of the internal switching elements, respectively, and detect an overload state (set in advance). If the overload threshold is exceeded), the inverter operation is temporarily or continuously stopped.
- the energization control unit 52 monitors the inverters 101, 102, and 103, and when at least one inverter enters an operation stop state, the power supply control unit 52 starts from the stopped inverter.
- the other inverter is controlled so that the torque to be generated in the winding group that receives the supply of the phase alternating current is immediately generated in the other three-phase winding group. In that case, it is desirable to temporarily cancel the stop function based on the overload threshold value in the remaining inverters. By doing so, an unstable state of the synchronous motor drive system can be avoided, and the operation of the synchronous motor drive system can be continued.
- the control is immediately compensated with the remaining inverters to avoid an unstable state of the synchronous motor drive system, and the synchronous motor drive system is connected. It is possible to avoid secondary damage to the existing equipment.
- At least one of a plurality of inverters has failed by using the synchronous motor drive system according to the present modification in an auxiliary system such as an electric power steering and an electric brake of an automobile that requires high reliability. Even in this case, the drive system can be operated by another inverter that has not failed.
- FIG. 24 is a diagram showing an overall configuration of a synchronous motor drive system according to the second embodiment of the present invention.
- the synchronous motor drive system shown in FIG. 24 replaces the synchronous motor 41 and the energization control unit 52 of the synchronous motor drive system shown in FIG. 1 with the synchronous motor 42 and the energization control unit 55, respectively, and further adds a position detection unit 54. This is the configuration.
- a configuration different from the synchronous motor drive system according to the first embodiment will be described below.
- the position detection unit 54 sequentially measures changes in the induced voltage generated between the windings in the winding groups 203a and 203c for each rotation operation of the rotor, and specifies the position of the rotor from the measured induced voltage.
- the line voltage in the winding groups 203a and 203c is measured in a non-energized section in which no current is supplied when the inverters 101 and 103 operate in a rectangular wave power system.
- the resolution of the position detection signal by the line voltage is about 60 degrees, but in the configuration of the synchronous motor drive system of the present invention, the motor is configured by a plurality of winding groups.
- the winding groups are independent of each other, it is possible to increase the resolution of the position detection signal.
- the synchronous motor 42 is provided with winding groups 203a, 203b, and 203c composed of three-phase windings.
- FIG. 25 is a detailed view of the synchronous motor 42.
- the mechanical angle between the stator windings will be discussed, and represents the angle between the centers (one-dot chain lines) of the stator teeth around which the respective stator windings are wound.
- the synchronous motor 42 is different from that of the synchronous motor 44 shown in FIG. 3 in the arrangement interval of the three stator teeth 61a, 62a and 63a constituting the stator tooth group.
- three stator teeth 62a, 63a, 64a constituting a stator tooth set are arranged at intervals of a mechanical angle of 18 °.
- Adjacent stator teeth sets are arranged with a mechanical angle of 60 ° and an electrical angle of + 2 ⁇ / 3 radians. Therefore, the stator teeth 64a constituting the adjacent stator teeth group with respect to the stator teeth 63a are arranged at a mechanical angle of 24 °.
- stator teeth belonging to the same stator tooth group have the same phase shift with respect to the magnets facing each other.
- stator teeth 62a, 63a, 64a all have the same center between the magnetic poles.
- the energization control unit 55 maps the map data in which the current phase angle ⁇ and the current amount Ia of the three-phase alternating current to be output to the inverter with respect to the values of the current command signal Is and the rotation speed command signal ⁇ r are associated with the inverters 101 and 102. , 103 are held individually.
- the energization control unit 55 operates by referring to this map table. Specifically, as shown in FIG. 26, when the synchronous motor is rotated at a speed lower than the rated speed (step S22: No), the electrical angle 2 ⁇ radians is the same as in the energization control unit 52 in the first embodiment.
- Gate control signals G1uvw, G2uvw, and G3uvw for operating the inverter by a sine wave energization method that energizes through all the sections are output to the inverters 101, 102, and 103, respectively (step S27).
- the rotor position is obtained by a conventional position sensorless calculation using the current value change detected by the current detectors 301a, 301c, 302a, 302c, 303a, 303c.
- step S22 when the synchronous motor is rotated at the rated rotation speed or higher (step S22: Yes), the inverter 102 is operated with a sine wave energization method in which the inverter is operated in a sine wave energization method that energizes all sections of the electrical angle 2 ⁇ radians.
- G2uvw is output
- gate control signals G4uvw and G5uvw for operating the inverter in a rectangular wave energization method in which only a part of the electrical angle of 2 ⁇ radians is energized are output to the inverters 101 and 103 (step S32).
- Inverters 101 and 103 output a current by a rectangular wave energization method according to the gate control signals G4uvw and G5uvw.
- a part of the section that is not energized has an electrical angle of 60 degrees, and the operation is repeated alternately with the electrical angle of 120 degrees of the section that is energized.
- the position of the rotor is not the sensorless calculation using the current value change, but the winding group 203a connected to the inverters 101 and 103 operating in the rectangular wave energization method.
- 203c the one specified by the position detector 54 based on the induced voltage generated in the winding is used.
- FIG. 27 is a diagram showing the time change of the in-phase current that the inverter flows through the stator windings when the synchronous motor is driven at the rated rotation speed or higher.
- the current flowing through the inverters 101, 102, 103 is shown on the vertical axis, and the time is shown on the horizontal axis.
- the current waveform of the current output from the inverter 102 is a sine wave
- the current waveform of the current output from the inverters 101 and 103 is a rectangular wave.
- the current flowing through the inverter 103 is delayed by 2 ⁇ / 9 radians (30 °) with respect to the current flowing through the inverter 101.
- An electric motor driven by a rectangular wave energization method generally has an extremely large torque pulsation than an electric motor driven by a sine wave energization method, which is an important issue such as vibration and noise in a synchronous motor drive system.
- a gate control signal for operating the inverter in a sine wave energization method that energizes through all sections of the electrical angle and a rectangular wave energization method that energizes only a part of the electrical angle is an important issue such as vibration and noise in a synchronous motor drive system.
- the phase can be individually controlled so that torque pulsations generated by at least two inverter outputs driven by the rectangular wave energization method cancel each other.
- the currents output from the inverters 101 and 103 have a phase difference of 30 °, torque pulsations with a cycle of 60 ° cancel each other, and the pulsation of torque generated in the entire synchronous motor can be reduced.
- the inverter driven by the rectangular wave energization method since only a part of the section is not energized, the induced voltage generated in the windings in each winding group can be measured in the section. The position of the rotor can be detected from the voltage. Therefore, a synchronous motor drive system with low vibration, low noise, and high efficiency can be provided. Further, since the number of position detectors can be reduced, the cost of the synchronous motor drive system can be reduced.
- each internal switching element performs a high-frequency switching operation to generate a three-phase AC corresponding to the electrical frequency.
- a high switching frequency is required when the rotational speed of the rotor becomes high.
- a relatively low switching frequency may be used. In this case, switching loss in the inverter can be reduced. Also, high frequency noise can be reduced.
- the rotation speed switched by the energization control unit is set to the rated rotation speed as a threshold value.
- the inverter operation is controlled by the first gate control signal that instructs the sine wave energization method that is lower vibration and noise, acceleration / deceleration is required, and the operation can be performed in a short time.
- the inverter operation is controlled by a second gate control signal that indicates a rectangular wave energization method.
- the position sensorless calculation is not described in detail, but generally, when the switching frequency is increased, the load on the microcomputer increases, which hinders sensorless control.
- the two inverters are operated by a rectangular wave energization method, so that the switching frequency can be reduced and the switching loss in the inverter can be suppressed while driving at high speed.
- the position of the rotor can be detected by detecting the induced voltage generated between the windings in the winding that is energized by the rectangular wave energization method, a high-accuracy position sensor that is expensive is used. It can be removed or replaced with a relatively inexpensive low-accuracy position sensor.
- the number of position sensors is reduced, there is no possibility of abnormal operation due to problems with the position sensor and the reliability of the entire system is improved. Therefore, cost reduction, low vibration, low noise, high efficiency, and high reliability of the synchronous motor drive system can be achieved.
- a synchronous motor drive system with high efficiency, low cost, and high reliability can be realized by applying an energization method suitable for the driving state of the motor.
- Such a synchronous motor drive system can be used for both applications that require low noise during high-rotation driving and applications that require a load reduction in position sensorless computation during high-rotation driving.
- the sine wave energization method is used as the first energization method for energizing through the entire section of electrical angle 2 ⁇ radians, and the rectangular wave is used as the second energization method for energizing only a part of the electrical angle 2 ⁇ radians.
- the first energization method and the second energization method are not limited to these examples.
- the first energization method may be an energization method with an overmodulated period instead of a strict sine wave
- the second energization method may be a wide-angle energization method.
- a configuration without a position detector has been described.
- a simple position detector may be used in combination with a position detection method using an induced voltage, in which case a relatively expensive optical type is used.
- the position detectors such as encoders and resolvers with Hall elements.
- the cost can be reduced, and the position detection accuracy can be improved, thereby reducing the cost and performance of the synchronous motor drive system.
- IGBT, MOSFET switching elements
- diodes inside the inverter from Si devices to SiC (silicon carbide) devices and GaN (gallium nitride) devices, it is possible to significantly reduce the loss, and the inverter cooling device, No radiation fins are required.
- FIG. 28 is a diagram showing a schematic configuration of an electric vehicle equipped with the synchronous motor drive system of the present invention.
- the main part of the electric vehicle according to the present embodiment mainly includes a main battery 400, an inverter module 401, a motor 402, a drive shaft 403, a differential 404, wheels 405a and 405b, an auxiliary battery 406, and an energization control unit 411. Yes.
- the inverter module 401 is connected to the auxiliary battery 406, the main battery 400, and the motor 402, respectively, and the DC power output from the main battery 400 is orthogonally converted by the inverter module 401 and input to the motor 402 as AC power.
- the motor 402 generates driving force by converting electrical energy supplied from the inverter module 401 into mechanical energy. Further, since the motor 402 is connected to the wheels 405a and 405b via the drive shaft 403 and the differential 404, the wheels 405a and 405b are also rotationally driven when the motor 403 is rotationally driven. As a result, the electric vehicle can travel according to the operation of the motor 403.
- the inverter module 401, the motor 402, and the energization control unit 411 constitute the synchronous motor drive system described in the first embodiment, and the inverter module 401 includes three three-phase inverters therein.
- the motor 402 includes the stator shown in FIG. 2 characterized by a winding arrangement that is divided and adjacent to each other so that three three-phase inverters are connected to each other.
- the energization control unit 411 monitors each three-phase inverter constituting the inverter module 401 and detects the occurrence of an overload in any of the three-phase inverters. In this case, the inverter module 401 is controlled so that the three-phase inverter that has become overloaded is stopped, and the driving force that is lacking along with that is supplemented by the winding group fed from the remaining three-phase inverter.
- both the inverter and the motor are composed of one, if an abnormality occurs in either the inverter or the motor, the electric vehicle cannot run.
- the motor 402 when an abnormality occurs in any of the three-phase inverters constituting the inverter module 401, the motor 402 can be continuously driven to rotate by the remaining three-phase inverters. The electric vehicle can keep running without stopping.
- the motor 402 also has three divided winding groups, so that if any abnormality occurs in any of the winding groups, the motor 402 can be continuously driven with the remaining winding groups. As a result, the electric vehicle does not stop and can keep running.
- the cost can be greatly reduced as compared with an electric vehicle using a plurality of motors and inverters.
- each three-phase inverter constituting the inverter module 401 is monitored, and when at least one three-phase inverter is stopped due to some abnormality, the other three-phase inverter Also, control may be performed so that the operation is stopped.
- the electric vehicle according to the present invention becomes coasting when an abnormality occurs in the synchronous motor drive system, and can be safely operated and stopped.
- FIG. 29 is a diagram showing a schematic configuration of a hybrid electric vehicle equipped with the synchronous motor drive system of the present invention.
- the main parts of the hybrid electric vehicle according to this modification are a main battery 400, inverter modules 401a and 401b, motors 402a and 402b, drive shafts 403a and 403b, differentials 404a and 404b, wheels 405a to 405d, an engine 407, and a power split mechanism. 408 and an energization control unit 411.
- Each of the inverter modules 401a and 401b includes three three-phase inverters, and is connected to the main battery 400 and the motors 402a and 402b.
- the DC power output from the main battery 400 is converted by the inverter modules 401a and 401b. It is orthogonally transformed and input as AC power to the motors 402a and 402b.
- the motors 402a and 402b generate driving force by converting electrical energy supplied from the inverter modules 401a and 401b into mechanical energy.
- the motor 402a is connected to the wheels 405a and 405b via the drive shaft 403a and the differential 404a, and the motor 402b is connected to the wheels 405c and 405d via the drive shaft 403b and the differential 404b.
- the wheels 405a to 405d are also rotationally driven by the rotational driving of 402b.
- the hybrid electric vehicle according to the modification of the present embodiment can travel according to the operation of the motors 402a and 402b.
- the hybrid vehicle it is possible to travel with the driving force generated by the engine 407 other than the motors 402a and 402b as described above. In that case, the hybrid vehicle is caused to travel by switching the mechanical connection with the drive shaft 403b by the motor 402b and the engine 407 by the power split mechanism 408.
- the inverter module 401a and the motor 402a constitute the synchronous motor drive system described in the first embodiment under the control of the energization control unit 411. Furthermore, the inverter module 401b and the motor 402b also receive the control of the energization control unit 411 and configure the synchronous motor drive system described in the first embodiment.
- FIG. 30 is a diagram showing a schematic configuration of an in-wheel motor electric vehicle equipped with the synchronous motor drive system of the present invention.
- the in-wheel motor electric vehicle 410 mainly includes a main battery 400, inverter modules 401a to 401d, motors 402a to 402d, gears 409a to 409d, and wheels 405a to 405d.
- Each of the inverter modules 401a, 401b, 401c, and 401d includes three three-phase inverters therein, orthogonally transforms the DC power supplied from the main battery 400, and supplies AC power to the motors 402a, 402b, 402c, and 402d, respectively.
- the motors 402a to 402d generate driving force by converting electrical energy supplied from the inverter modules 401a to 401d into mechanical energy.
- each motor is connected to the wheel via a gear, the wheel is also rotationally driven at a rotational speed reduced by the gear when the motor is rotationally driven. As a result, the in-wheel electric vehicle can travel according to the operation of the motor.
- each of the inverter modules 401a to 401d and the motors 402a to 402d is controlled by the energization controller 411, and the four synchronous motor drive systems described in the first embodiment are configured. Yes.
- in-wheel motor electric vehicles have the advantage of being able to achieve driving performance that could not be realized with conventional vehicle systems, but because the wheels are driven independently, there is an abnormality in the system that drives any of the wheels. If this happens, the vehicle becomes uncontrollable and the driver becomes in danger.
- the in-wheel motor electric vehicle equipped with the synchronous motor drive system of the present invention if an abnormality occurs in any of the three three-phase inverters constituting the inverter module, the motor is continuously operated by the remaining three-phase inverters. Since the in-wheel electric vehicle does not stop, traveling can be maintained.
- the load on the three-phase inverter that is in an overload state is reduced, and the insufficient driving force is thereby reduced.
- the remaining three-phase inverter can be controlled by the energization control unit so as to compensate.
- the synchronous motor drive system described in the first embodiment is used as the synchronous motor drive system of the electric vehicle. You may use the structure demonstrated by embodiment and the modification. (Other variations) As mentioned above, although the synchronous motor drive system which concerns on this invention was demonstrated based on embodiment, this invention is not limited to these embodiment. For example, the following modifications can be considered. (1) In the embodiment, the configuration having two or three inverters has been described. However, the present invention is applicable to any synchronous motor drive system having two or more inverters. The effect is obtained. (2) In the embodiment, the outer rotor type synchronous motor in which the rotor is arranged outside the stator is described.
- the inner rotor type synchronous motor in which the rotor is arranged inside the stator, and the rotation Needless to say, a so-called face-facing axial gap synchronous motor in which the child and the stator are arranged with a gap in the axial direction and a synchronous motor having a structure in which a plurality of them are combined have the same effect.
- IPM embedded permanent magnet motor
- SPM surface permanent magnet motor
- the present invention can provide a synchronous motor drive system having a small size, high output, low vibration, low noise, and high efficiency, and is particularly useful for automobile applications that require low vibration and low noise.
- the first, second, and third embodiments and the modified examples may be combined.
- the present invention can be used in a synchronous motor drive system for a compressor, an electric vehicle, a hybrid vehicle, a fuel cell vehicle, etc., which is small and highly efficient and requires low vibration and low noise.
Abstract
Description
電動機の採用が主流となりつつある。こうしたハイブリッド電気自動車や電気自動車などの車両用途では、電動機駆動システムのさらなる高出力化や高性能化(低振動及び低騒音)、低コスト化が強く要求される。また、車両用途では、高信頼性は勿論のこと、仮にシステムの一部に不具合が発生しても致命的なことにならないようなフェールセーフが必要とされる。
(第1の実施形態)
先ず始めに、本発明の同期電動機駆動システムの全体構成について説明する。図1は、本発明の同期電動機駆動システムの全体構成を示す図である。
図6は通電制御部52におけるインバータ制御の処理の流れを示すフローチャートである。
(第1の実施形態の変形例1)
以下に、2つのインバータを有する同期電動機駆動システムに本発明を適用した変形例について説明する。図14は、本変形例に係る同期電動機駆動システムの全体構成を示す図である。
ステップS13、14においてこのマップデータを参照し、入力された電流指令信号Is及び回転数指令信号ωrに応じた電流位相角β及び電流量Iaを、インバータ105、106のそれぞれについて決定し、決定された電流位相角β及び電流量Iaの3相交流電流を各インバータが出力するように、回転子の位置や各パワー配線の電流値をモニタしながら、ゲート制御信号G1uvw、G2uvwを出力している。
N21=N22=(N1)/{2cos(π/9)}
上記関係を満たすことにより固定子ティース71a、72a、73aに生じる磁束の最大値を同等にすることができる。なおここでは便宜上イコール記号(=)を用いているが、実際には完全に一致させることが困難な場合が多い。上記のイコール記号は、右辺が小数になる場合にはその小数に近い整数を採用する程度の一致を含み、さらには、設計上誤差として無視できる程度の一致を含むこととする。
(第1の実施形態の変形例2)
図20は、変形例2に係る同期電動機駆動システムの全体構成を示す図である。本図に示す同期電動機駆動システムは、図1に示すものと比較して、通電制御部52を通電制御部52aに置換し、電流検出器302a、302c、303a、303cを取り除いた点が相違している。
(第1の実施形態の変形例3)
以下に、通電制御部52における制御の変形例を説明する。以降の変形例では、図1に示す同期電動機駆動システムと同様の構成において、通電制御部52が第1の実施形態のものと異なる制御を実施する。
本図では、図11に示した例での電流量を100%として、電流量100%、70%、及び20%の各場合での電流位相とトルクとの関係を示している。
本図に示すよに、電流量100%、70%、及び20%の各場合において最大トルクを発生する電流位相a、b、及びcは異なる。
(第1の実施形態の変形例4)
図23は、電流位相のq軸に対する進み角と固定子巻線のインダクタンスとの関係を示す図である。本図に示すように、インダクタンスのd軸成分Ldは、進み角に対する変化は少ないが、インダクタンスのq軸成分Lqは、進み角の影響が大きく、進み角が大きいほどLqとLdとの差は大きくなる。
(第1の実施形態の変形例5)
固定子巻線の巻回数に応じて電流量を決定する変形例について説明する。
(第1の実施形態の変形例6)
以下に、同期電動機駆動システムの動作安定性を向上させた変形例について説明する。
(第2の実施形態)
図24は、本発明の第2の実施形態に係る同期電動機駆動システムの全体構成を示す図である。図24に示す同期電動機駆動システムは、図1に示す同期電動機駆動システムの同期電動機41及び通電制御部52を、それぞれ同期電動機42、及び通電制御部55に置換し、さらに位置検出部54を追加した構成である。以下に第1の実施形態に係る同期電動機駆動システムと相違する構成について説明する。
一方、回転子の回転数が高速である場合には、2つのインバータを、矩形波通電方式で動作させるので、高速駆動でありながらスイッチング周波数を低減し、インバータでのスイッチング損失を抑えることができる。また、矩形波通電方式で通電している巻線において、巻線間に発生する誘起電圧を検出することで、回転子の位置を検出することができるため、価格の高い高精度な位置センサを取り除いたり、比較的安価な低精度位置センサに置換することができる。また位置センサを削減した場合には、位置センサの不具合などによる動作異常の恐れがなくなりシステム全体の信頼性が向上する。したがって、同期電動機駆動システムの低コスト化及び低振動、低騒音、高効率、高信頼性が図れる。
(第3の実施形態)
インバータ内部のスイッチング素子(IGBT、MOSFET)やダイオードを、Siデバイスから、SiC(炭化珪素)デバイスやGaN(窒化ガリウム)デバイスにすることで、大幅な低損失化が可能となり、インバータの冷却装置、放熱フィンが不要となる。また、Siデバイスに比べて、高耐熱特性ももち合わせているため、デバイスレイアウトの自由度向上が期待できる。冷却装置が小型化でき、デバイス自身の耐熱性が向上できることにより、デバイスを、例えばモータの巻線の近くに配置できるため、インバータとモータを接続するケーブルのインピーダンスを大幅に低減することができる。高速スイッチングとケーブルのインピーダンスの影響による過大なサージ電圧発生を、抑制できる。
(第4の実施形態)
先ず始めに、本発明の同期電動機駆動システムを搭載した電気自動車の全体構成について説明する。図28は、本発明の同期電動機駆動システムを搭載した電気自動車の概略構成を示す図である。
(第4の実施形態の変形例1)
次に、本発明に係る同期電動機駆動システムをハイブリッド電気自動車に搭載した変形例ついて説明する。図29は、本発明の同期電動機駆動システムを搭載したハイブリッド電気自動車の概略構成を示す図である。
(第4の実施形態の変形例2)
次に、本発明に係る同期電動機駆動システムをインホイールモータ電気自動車に搭載した他の変形例ついて説明する。図30は、本発明の同期電動機駆動システムを搭載したインホイールモータ電気自動車の概略構成を示す図である。
(その他の変形例)
以上、本発明に係る同期電動機駆動システムについて、実施形態に基づいて説明したが、本発明はこれらの実施形態に限られない。例えば、以下のような変形例が考えられる。
(1)実施形態では2、又は3個のインバータを有する構成について説明したが、本発明は、2以上のインバータを有する同期電動機駆動システムであれば適用可能である、このような構成においても同様の効果が得られる。
(2)実施形態では、回転子が固定子の外側に配置されたアウターロータ型の同期電動機で説明しているが、回転子を固定子の内側に配置したインナーロータ型の同期電動機や、回転子と固定子とが軸方向に空隙を持って配置された、いわゆる面対向のアキシャルギャップ式同期電動機や、それらを複数組み合わせた構造の同期電動機でも同じ効果があることは言うまでもない。
(3)実施形態では、埋込み永久磁石型電動機(いわゆる、IPM)で説明しているが、表面永久磁石型電動機(いわゆる、SPM)でもよく、回転子に永久磁石を使用しないリラクタンス型電動機でも同じ効果があることは言うまでもない。
(4)本発明は、小型、高出力、低振動、低騒音、高効率な同期電動機駆動システムを提供することができ、低振動、低騒音性が要求される自動車用途に特に有用である。
(5)上記第1、第2、第3実施形態及び上記変形例をそれぞれ組み合わせるとしてもよい。
2 回転子
4 回転子コア
5 永久磁石
6 磁極
9 固定子巻線
10 回転子磁極間
11 回転子磁極間
21a~c 巻線端子
22a~c 巻線端子
23a~c 巻線端子
24a~c 巻線端子
31a~c 巻線端子
32a~c 巻線端子
33a~c 巻線端子
34a~c 巻線端子
35a~c 巻線端子
36a~c 巻線端子
41 同期電動機
42 同期電動機
43 固定子
44 同期電動機
47 固定子ティース
48 固定子ティース組
48a~c 固定子ティース組
51 位置検出器
52 通電制御部
53 通電制御部
54 位置検出部
55 通電制御部
61~64a 固定子ティース
71~73a 固定子ティース
81a 固定子巻線
82a 固定子巻線
83a 固定子巻線
91a 固定子巻線
92a 固定子巻線
93a 固定子巻線
100 インバータモジュール
101~103 インバータ
104 インバータモジュール
105、106 インバータ
200a~e 巻線群
203a~c 巻線群
301a、c 電流検出器
302a、c 電流検出器
303a、c 電流検出器
400 主電池
401a乃至401d インバータモジュール
402a乃至402d モータ
403a及び403b 駆動軸
404a及び404b デフ
405a乃至405d 車輪
406 補助電池
407 エンジン
408 動力分割機構
409a乃至409d ギア
410 インホイールモータ電気自動車
411 通電制御部
Claims (24)
- 直流電流を3相の交流電流に変換する複数の3相インバータと、
前記複数の3相インバータの動作を制御する通電制御部と、
前記複数の3相インバータから供給される複数の3相交流電流で駆動される同期電動機とを備え、
前記同期電動機は、3相交流電流の供給を受ける3相巻線群を複数有し、
前記通電制御部は、出力させる3相交流電流の電流位相角及び電流量を、前記複数の3相インバータのそれぞれについて個別に決定し、
前記複数の3相インバータのそれぞれは、前記通電制御部において決定された電流位相及び電流量で、それぞれ異なる3相巻線群に3相交流電流を供給する
ことを特徴とする同期電動機駆動システム。 - 前記同期電動機は、
複数の磁極を含み、前記複数の磁極が周方向に等間隔に配設された回転子と、
集中巻に巻回された複数の固定子巻線を含み、前記複数の固定子巻線が周方向に並設された固定子とを備え、
前記複数の固定子巻線は、周方向に並ぶm個単位で(mは2以上の整数)固定子巻線組を構成し、このように構成された複数の固定子巻線組は周方向に等間隔に並んでおり、
各固定子巻線組において、m個の固定子巻線のうち少なくとも一対の隣り合う固定子巻線は、前記回転子の磁極間隔と異なる配置間隔で並び、かつ、それぞれ異なる3相巻線群に含まれることを特徴とする請求項1に記載の同期電動機駆動システム。 - 前記同期電動機は、
複数の磁極を含み、前記複数の磁極が周方向に等間隔に配設された回転子と、
複数の固定子ティースを含み、前記複数の固定子ティースが周方向に並設された固定子とを備え、
前記複数の固定子ティースは、周方向に並ぶm個単位で(mは3以上の整数)固定子ティース組を構成し、このように構成された複数の固定子ティース組は周方向に等間隔に並んでおり、
各固定子ティース組において、m個の固定子ティースのうち周方向に並んだ第1、第2および第3の固定子ティースは、これらの配置間隔の少なくともひとつが前記回転子の磁極間隔と異なるように配されており、
前記第1の固定子ティースには、前記複数の3相巻線群のうちの一つに含まれる第1の固定子巻線の一部が巻回され、
前記第3の固定子ティースには、前記複数の3相巻線群のうちの他の一つに含まれる第2の固定子巻線の一部が巻回され、
前記第2の固定子ティースには、前記第1の固定子巻線の残余の部分と前記第2の固定子巻線の残余の部分とが巻回され、
前記第1および第2の固定子巻線は、それぞれ異なる3相巻線群に含まれる
ことを特徴とする請求項1に記載の同期電動機駆動システム。 - 前記通電制御部は、前記複数の3相インバータのうち少なくとも2つについて、互いに異なる電流位相角を決定し、前記決定された電流位相角に応じて、3相交流電流が供給される3相巻線群で生じるトルクが前記少なくとも2つの3相インバータ間で等しくなるように電流量を決定する
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、
前記複数の3相インバータのうち少なくとも1つを、電気角2πラジアンの全区間を通じて通電する第1通電方式で動作させ、
前記複数の3相インバータのうち少なくとも2つを、電気角2πラジアンの一部区間のみ通電する第2通電方式で動作させる
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記同期電動機において回転子が回転駆動することにより3相巻線群で誘起される線間電圧を、前記第2通電方式で動作する3相インバータが通電しない区間内に、少なくとも1つの3相巻線群で計測し、計測した線間電圧を用いて前記回転子の位置を検出する位置検出部をさらに備え、
前記通電制御部は、前記検出された回転子の位置に応じてインバータを制御する
ことを特徴とする請求項5に記載の同期電動機駆動システム。 - 前記通電制御部は、前記少なくとも2つのインバータにおける動作を、前記同期電動機の駆動状態に応じて、前記第2通電方式から前記第1通電方式へ切り替える
ことを特徴とする請求項5及び6の何れかに記載の同期電動機駆動システム。 - 前記複数の3相インバータを構成する複数のスイッチング素子が、単一のモジュール内に納められていることを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。
- 前記複数の3相インバータは複数のスイッチング素子を含んで構成され、
前記スイッチング素子は、炭化珪素または窒化ガリウムを含むワイドバンドギャップ半導体により構成される
ことを特徴とする請求項8に記載の同期電動機駆動システム。 - 前記通電制御部により決定される前記複数の3相インバータ間の電流位相角の差は可変である
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、弱め界磁制御を実施する場合に、前記複数の3相インバータのそれぞれについての前記3相交流電流の電流位相角及び電流量の個別決定を行う
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、前記同期電動機が有する永久磁石の磁界により前記3相巻線群において生じる誘起電圧が直流電源電圧を超える高速回転時に、前記複数の3相インバータのそれぞれについての前記3相交流電流の電流位相角及び電流量の個別決定を行う
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、少なくとも1つの3相インバータから出力される3相交流電流の電流位相角及び電流量に基づいて、他の3相インバータのそれぞれについて、出力させる3相交流電流の電流位相角及び電流量を個別に決定する
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、3相交流電流の電流位相角及び電流量に対して同期電動機で生じるトルクの大きさを対応付けたマップデータを有し、当該マップデータに基づいて、各3相インバータから出力される3相交流電流により生じるトルクが複数の3相インバータ間で等しくなるように、前記3相交流電流の電流位相角及び電流量の個別決定を行う
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記同期電動機は、
周方向に等間隔に配設された複数の磁極を含む回転子と、
集中巻に巻回され、周方向に並設された複数の固定子巻線を含む固定子とを備え、
前記複数の固定子巻線のうち少なくとも一対の隣り合う固定子巻線は、それぞれ異なる3相巻線群に含まれ、かつ、互いにインダクタンス値が異なり、
前記通電制御部は、前記一対の隣り合う固定子巻線のぞれぞれが含まれる3相巻線群に3相交流電流を供給する2つの3相インバータについて、前記一対の隣り合う固定子巻線のそれぞれのインダクタンス値に応じて、前記3相交流電流の電流位相角及び電流量の個別決定を行う
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記通電制御部は、前記一対の隣り合う固定子巻線のインダクタンス値を、それぞれの固定子巻線に対応する3相インバータから通電される3相交流電流の電流変化率から算出する
ことを特徴とする請求項15に記載の同期電動機駆動システム。 - 前記同期電動機は、
周方向に等間隔に配設された複数の磁極を含む回転子と、
集中巻に巻回され、周方向に並設された複数の固定子巻線を含む固定子とを備え、
前記複数の固定子巻線のうち少なくとも一対の隣り合う固定子巻線は、それぞれ異なる3相巻線群に含まれ、かつ、互いに巻回数が異なり、
前記通電制御部は、前記一対の隣り合う固定子巻線のぞれぞれが含まれる3相巻線群に3相交流電流を供給する2つの3相インバータについて、前記一対の隣り合う固定子巻線の巻回数に基づいて、前記3相交流電流の電流量の個別決定を行う
ことを特徴とする請求項1乃至3の何れかに記載の同期電動機駆動システム。 - 前記制御部は、3相インバータそれぞれの負荷状態を検出する検出手段を備え、検出手段において過負荷状態であることが検出された3相インバータの動作を停止させる
ことを特徴とする請求項1に記載の同期電動機駆動システム。 - 前記制御部は、少なくとも1つの3相インバータが停止状態になった場合、停止した3相インバータから3相交流電流の供給を受ける3相巻線群で発生させるべきトルクを、他の3相巻線群で発生させるように他の3相インバータを制御する
ことを特徴とする請求項1に記載の同期電動機駆動システム。 - 前記制御部は、少なくとも1つの3相インバータが停止状態になった場合、他の3相インバータも停止状態になるように制御する
ことを特徴とする請求項1に記載の同期電動機駆動システム。 - 請求項1乃至20のいずれかに記載の同期電動機駆動システムを備えることを特徴とする自動車。
- 請求項1乃至20のいずれかに記載の同期電動機駆動システムを備えることを特徴とする電気自動車。
- 請求項1乃至20のいずれかに記載の同期電動機駆動システムを備えることを特徴とするハイブリッド電気自動車。
- 請求項1乃至20のいずれかに記載の同期電動機駆動システムを備えることを特徴とするインホイールモータ電気自動車。
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JPWO2009144957A1 (ja) | 2011-10-06 |
JP4601723B2 (ja) | 2010-12-22 |
US20110057591A1 (en) | 2011-03-10 |
US8497648B2 (en) | 2013-07-30 |
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