WO2011135687A1 - 電動機の制御装置 - Google Patents
電動機の制御装置 Download PDFInfo
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- WO2011135687A1 WO2011135687A1 PCT/JP2010/057548 JP2010057548W WO2011135687A1 WO 2011135687 A1 WO2011135687 A1 WO 2011135687A1 JP 2010057548 W JP2010057548 W JP 2010057548W WO 2011135687 A1 WO2011135687 A1 WO 2011135687A1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
- H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation
- H02P27/085—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters with pulse width modulation wherein the PWM mode is adapted on the running conditions of the motor, e.g. the switching frequency
Definitions
- the present invention relates to a motor control device, and more particularly to parallel control of a plurality of motors.
- PWM control pulse width modulation control
- inverter power converter
- PWM control pulse width modulation control
- inverter power converter
- Patent Document 1 Japanese Patent Laying-Open No. 2007-20320
- Patent Document 1 describes a PWM inverter device that reduces audible noise without increasing loss.
- the carrier frequency that determines the frequency of the PWM pulse is changed periodically or randomly within a predetermined frequency range around an arbitrary carrier frequency.
- Patent Document 1 describes that the fluctuation range of the carrier frequency is changed by an electric motor current value or a frequency command value.
- Patent Document 2 describes that in a control device that performs PWM control of a plurality of power converters, the on / off timing of the switching element is shifted between the plurality of inverters by changing the carrier signal frequency for each power converter. ing.
- Patent Document 3 describes that the carrier frequency is discretely and periodically changed in time to flatten the noise spectrum in a desired frequency band in the control of the power converter. And it is described that the value of the carrier frequency to be changed is determined so that harmonic frequencies do not overlap each other.
- Patent Document 4 describes that in order to reduce current ripple from two converters connected in parallel, the phase of a PWM control carrier signal is asynchronous between the converters. Has been.
- Patent Document 1 by changing the carrier frequency of the PWM inverter device, noise can be reduced by dispersing specific frequency components resulting from the carrier frequency.
- Patent Document 3 does not mention any problems when operating a plurality of inverters in parallel.
- Patent Document 4 does not consider the problem of noise at all.
- Patent Document 2 the switching frequency of each inverter is periodically changed, and the phase of change is shifted between the inverters, so that the switching frequency of a plurality of inverters at each timing is controlled to be different (patent) (See FIG. 2 in the literature).
- the frequency range in which the switching frequency changes is common to each inverter. For this reason, in consideration of human hearing, even if the carrier frequency is instantaneously different between the inverters, the noise level detected in the frequency range may increase according to the number of inverters.
- the present invention has been made to solve such problems, and an object of the present invention is to switch power converters when simultaneously operating a plurality of power converters that drive a plurality of electric motors. It is to suppress the noise generated by.
- a motor control device includes a plurality of power converters, a plurality of motor command calculation units, a plurality of carrier generation units, and a plurality of pulse widths provided corresponding to the plurality of motors, respectively.
- a modulation unit is provided.
- Each of the plurality of power converters is configured to include at least one switching element.
- Each of the plurality of motor command calculation units is configured to generate a control command for voltage or current supplied to a corresponding electric motor.
- the plurality of carrier generation units respectively generate a plurality of carrier signals, and the carrier frequency control unit controls the frequencies of the plurality of carrier signals.
- Each of the plurality of pulse width modulation units controls on / off of the switching element of the corresponding power converter based on the comparison between the control command from the corresponding motor command calculation unit and the carrier signal from the corresponding carrier generation unit. Configured to do.
- the carrier frequency control unit controls the frequencies of the plurality of carrier signals to vary within a plurality of predetermined frequency ranges respectively corresponding to the plurality of carrier signals.
- the plurality of predetermined frequency ranges are set in advance so that the respective frequency ranges do not overlap each other.
- a method for controlling an electric motor includes a plurality of carrier signal frequencies respectively used for controlling a plurality of power converters including at least one switching element provided corresponding to the plurality of electric motors.
- a step of generating a plurality of carrier signals according to each of a plurality of carrier frequencies determined by the step of controlling, and a control command for generating a voltage or current control command respectively supplied to the plurality of motors And a step of generating an on / off control signal for the switching element based on a comparison between the control command and the corresponding carrier signal for each of the plurality of electric motors.
- the plurality of carrier frequencies are controlled to vary within a plurality of predetermined frequency ranges respectively corresponding to the plurality of carrier signals.
- the plurality of predetermined frequency ranges are set in advance so that the respective frequency ranges do not overlap each other.
- the plurality of predetermined frequency ranges are set so that a frequency range obtained by multiplying each of the plurality of predetermined frequency ranges by an integer and a plurality of predetermined frequency ranges do not overlap each other.
- the plurality of electric motors are mounted on an electric vehicle.
- Each of the plurality of power converters is an inverter.
- the control command indicates an AC voltage applied from the inverter to each phase of each electric motor.
- FIG. 1 is a schematic block diagram illustrating an overall configuration of a hybrid vehicle that is an example of an electric vehicle to which an electric motor control device according to an embodiment of the present invention is applied.
- FIG. 2 is a collinear diagram showing a relationship of rotational speed between an engine and a motor generator in the hybrid vehicle of FIG. 1. It is a circuit diagram which shows the structure of the electric system for driving the motor generator shown in FIG. It is a functional block diagram of the control apparatus of the electric motor by embodiment of this invention.
- FIG. 5 is a waveform diagram for explaining PWM control by a pulse width modulation unit shown in FIG. 4. It is a conceptual diagram explaining control of the carrier frequency in each inverter. It is a conceptual diagram which shows the sound pressure level distribution of the noise in the carrier frequency control shown in FIG.
- an electric vehicle equipped with a plurality of electric motors will be described as a representative example to which the electric motor control device according to the present invention is applied.
- the present invention is not limited to application to an electric vehicle, and any load and load can be used as long as a system capable of simultaneously operating a plurality of electric motors is employed. It can also be applied to equipment.
- FIG. 1 is a schematic block diagram illustrating an overall configuration of a hybrid vehicle that is an example of an electric vehicle to which an electric motor control device according to an embodiment of the present invention is applied.
- the electric vehicle is a generic term for vehicles including a vehicle driving force generation source (typically a motor) using electric energy, such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle.
- a vehicle driving force generation source typically a motor
- electric energy such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle.
- a hybrid vehicle includes an engine 100, a first motor generator 110 (hereinafter also simply referred to as “MG1”), a second motor generator 120 (hereinafter also simply referred to as “MG2”), a power A split mechanism 130, a speed reducer 140, and a battery 150 are provided.
- Engine 1 travels by driving force from at least one of engine 100 and MG2.
- Engine 100, MG1 and MG2 are connected via power split device 130.
- the power generated by the engine 100 is divided into two paths by the power split mechanism 130. One is a path for driving the front wheels 190 via the speed reducer 140. The other is a path for driving MG1 to generate power.
- Each of MG1 and MG2 is typically a three-phase AC rotating electric machine.
- MG1 generates power using the power of engine 100 divided by power split device 130.
- the electric power generated by the MG 1 is properly used according to the running state of the vehicle and the SOC (State Of Charge) of the battery 150. For example, during normal travel, the electric power generated by MG1 becomes the electric power for driving MG2 as it is.
- SOC of battery 150 is lower than a predetermined value
- the electric power generated by MG1 is converted from AC to DC by an inverter described later. Thereafter, the voltage is adjusted by a converter described later and stored in the battery 150.
- MG1 When MG1 acts as a generator, MG1 generates negative torque.
- the negative torque means a torque that becomes a load on engine 100.
- MG1 receives power supply and acts as a motor, MG1 generates a positive torque.
- the positive torque means a torque that does not become a load on the engine 100, that is, a torque that assists the rotation of the engine 100. The same applies to MG2.
- MG2 is typically a three-phase AC rotating electric machine. MG2 is driven by at least one of the electric power stored in battery 150 and the electric power generated by MG1.
- the driving force of MG2 is transmitted to the front wheels 190 via the speed reducer 140. Thereby, MG2 assists engine 100 or causes the vehicle to travel by the driving force from MG2.
- the rear wheels may be driven instead of or in addition to the front wheels 190.
- MG2 is driven by the front wheel 190 via the speed reducer 140, and MG2 operates as a generator.
- MG2 operates as a regenerative brake that converts braking energy into electric power.
- the electric power generated by MG2 is stored in battery 150.
- the power split mechanism 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
- the pinion gear engages with the sun gear and the ring gear.
- the carrier supports the pinion gear so that it can rotate.
- the sun gear is connected to the rotation shaft of MG1.
- the carrier is connected to the crankshaft of engine 100.
- the ring gear is connected to the rotation shaft of MG 2 and the speed reducer 140.
- Engine 100, MG1 and MG2 are connected via power split mechanism 130 made of planetary gears, so that the rotational speeds of engine 100, MG1 and MG2 are connected in a straight line in the collinear diagram as shown in FIG. It becomes a relationship.
- the battery 150 is an assembled battery composed of a plurality of secondary battery cells.
- the voltage of the battery 150 is about 200V, for example.
- Battery 150 may be charged by electric power supplied from an external power source of the vehicle in addition to electric power generated by MG1 and MG2.
- ECU Electronic Control Unit 170.
- ECU 170 may be divided into a plurality of ECUs.
- ECU 170 is configured by a CPU (Central Processing Unit) (not shown) and an electronic control unit having a built-in memory, and performs arithmetic processing using detection values from each sensor based on a map and a program stored in the memory. Composed. Alternatively, at least a part of the ECU may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- CPU Central Processing Unit
- ECU may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.
- FIG. 3 shows the configuration of an electrical system for driving MG1 and MG2 shown in FIG.
- the hybrid vehicle is provided with a converter 200, a first inverter 210 corresponding to MG1, a second inverter 220 corresponding to MG2, and an SMR (System Main Relay) 250.
- a converter 200 a first inverter 210 corresponding to MG1
- a second inverter 220 corresponding to MG2
- an SMR System Main Relay
- Converter 200 includes a reactor, two power semiconductor switching elements connected in series (hereinafter also simply referred to as “switching elements”), an antiparallel diode provided corresponding to each switching element, and a reactor.
- switching elements two power semiconductor switching elements connected in series
- an antiparallel diode provided corresponding to each switching element
- a reactor Including.
- the power semiconductor switching element an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be appropriately employed.
- the reactor has one end connected to the positive electrode side of the battery 150 and the other end connected to a connection point between the two switching elements. On / off of each switching element is controlled by the ECU 170.
- the voltage is boosted by the converter 200.
- the battery 150 is charged with the power generated by the MG 1 or MG 2
- the voltage is stepped down by the converter 200.
- System voltage VH between converter 200 and first inverter 210 and second inverter 220 is detected by voltage sensor 180.
- the detection result of voltage sensor 180 is transmitted to ECU 170.
- the first inverter 210 is composed of a general three-phase inverter and includes a U-phase arm, a V-phase arm, and a W-phase arm connected in parallel.
- Each of the U-phase arm, the V-phase arm, and the W-phase arm has two switching elements (upper arm element and lower arm element) connected in series. An antiparallel diode is connected to each switching element.
- MG1 has a star-connected U-phase coil, V-phase coil, and W-phase coil as stator windings. One end of each phase coil is connected to each other at a neutral point 112. The other end of each phase coil is connected to the connection point of the switching element of each phase arm of first inverter 210.
- the first inverter 210 When the vehicle travels, the first inverter 210 operates MG1 according to an operation command value (typically a torque command value) set to generate an output (vehicle drive torque, power generation torque, etc.) required for vehicle travel. In this manner, the current or voltage of each phase coil of MG1 is controlled.
- First inverter 210 converts bidirectionally DC power supplied from battery 150 into AC power and supplies it to MG1 and bidirectional power conversion operation that converts AC power generated by MG1 into DC power. Power conversion can be performed.
- the second inverter 220 is configured with a general three-phase inverter. Similar to MG1, MG2 has a star-connected U-phase coil, V-phase coil, and W-phase coil as stator windings. One end of each phase coil is connected to each other at a neutral point 122. The other end of each phase coil is connected to the connection point of the switching element of each phase arm of second inverter 220.
- the second inverter 220 When the vehicle travels, the second inverter 220 has MG2 set according to an operation command value (typically a torque command value) set to generate an output (vehicle drive torque, regenerative braking torque, etc.) required for vehicle travel.
- the current or voltage of each phase coil of MG2 is controlled to operate.
- both a power conversion operation for converting DC power supplied from the battery 150 into AC power and supplying it to MG2 and a power conversion operation for converting AC power generated by MG2 into DC power.
- Direction power conversion is possible.
- SMR 250 is provided between battery 150 and converter 200.
- SMR 250 When SMR 250 is opened, battery 150 is disconnected from the electrical system.
- SMR 250 On the other hand, when SMR 250 is closed, battery 150 is connected to the electrical system.
- the state of SMR 250 is controlled by ECU 170. For example, the SMR 250 is closed in response to an on operation of a power on switch (not shown) that instructs the system activation of the hybrid vehicle, while the SMR 250 is opened in response to an off operation of the power on switch.
- a power on switch not shown
- FIG. 4 is a functional block diagram of the motor control device according to the embodiment of the present invention.
- a circuit (hardware) having a function corresponding to the block may be configured in the ECU 170 or realized by the ECU 170 executing software processing according to a preset program. May be.
- ECU 170 includes motor command calculation units 300 and 305, pulse width modulation units 310 and 315, a carrier frequency control unit 350, and carrier generation units 360 and 365.
- the motor command calculation unit 300 calculates a control command for the first inverter 210 by feedback control of MG1.
- the control command is a command value of voltage or current supplied to MG1 and MG2, which is controlled by each inverter 210 and 220.
- voltage commands Vu, Vv, Vw of each phase of MG1, MG2 will be exemplified as control commands.
- motor command calculation unit 300 controls the output torque of MG1 by feedback of current Imt (1) of each phase of MG1.
- motor command calculation unit 300 sets a current command value corresponding to torque command value Tqcom (1) of MG1, and determines a voltage according to a deviation between the current command value and motor current Imt (1).
- Commands Vu, Vv, and Vw are generated.
- the motor command calculation unit 305 generates a control command for the second inverter 220, specifically, each phase voltage command Vu, Vv, Vw of MG2 by feedback control of MG2. That is, voltage commands Vu, Vv, Vw are generated based on motor current Imt (2), rotation angle ⁇ (2), and torque command value Tqcom (2) of MG2.
- the pulse width modulation unit 310 controls the switching element control signal of the first inverter 210.
- S11 to S16 are generated.
- the control signals S11 to S16 control the on / off of the six switching elements constituting the upper, lower, and lower arms of the first inverter 210.
- the pulse width modulation unit 315 is configured to switch the switching element of the second inverter 220 based on the carrier signal 160 (2) from the carrier generation unit 365 and the voltage commands Vu, Vv, and Vw from the motor command calculation unit 305.
- Control signals S21 to S26 are generated. By the control signals S21 to S26, on / off of the six switching elements constituting the U-phase, V-phase, and W-phase upper and lower arms of the second inverter 220 is controlled.
- PWM control for comparing the carrier signal 160 (which is a generic name of 160 (1) and 160 (2)) and the voltage commands Vu, Vv, and Vw is executed.
- FIG. 5 is a waveform diagram for explaining the PWM control by the pulse width modulation units 310 and 315.
- PWM control on / off of switching elements of each phase of the inverter is controlled based on voltage comparison between carrier signal 160 and voltage command 270 (collectively referring to voltage commands Vu, Vv, Vw). Is done.
- a pulse width modulation voltage 280 as a pseudo sine wave voltage is applied to each phase coil winding of MG1 and MG2.
- the carrier signal 160 can be composed of a periodic triangular wave or a sawtooth wave.
- the carrier frequency control unit 350 controls the carrier frequency f1 used for PWM control in the first inverter 210 and the carrier frequency f2 used for PWM control of the second inverter 220.
- the carrier generation unit 360 generates a carrier signal 160 (1) according to the carrier frequency f1 set by the carrier frequency control unit 350.
- Carrier generating section 360 generates carrier signal 160 (2) according to carrier frequency f2 set by carrier frequency control section 350.
- the frequencies of the carrier signals 160 (1) and 160 (2) change according to the carrier frequencies f 1 and f 2 set by the carrier frequency control unit 350.
- the carrier frequency control unit 350 controls the switching frequency by PWM control in the first inverter 210 and the second inverter 220.
- FIG. 6 shows carrier frequency control in each of the inverters 210 and 220.
- FIG. 6 illustrates control of the carrier frequency f1 of the inverter 210.
- carrier frequency control unit 350 changes carrier frequency f1 periodically or randomly according to the passage of time according to a predetermined pattern within a predetermined frequency range 420.
- the center value of the frequency range 420 is fa
- the upper limit value (f1max) is fa + ⁇ fa
- the lower limit value (f1min) is fa ⁇ fa.
- reference numeral 410 denotes a frequency distribution of the sound pressure level when the carrier frequency f1 is varied in the frequency range from the lower limit value f1min to the upper limit value f1max as shown in FIG.
- the human auditory perception recognizes the sound as uniform intensity in the frequency range.
- the sound pressure level can be dispersed within the frequency region, so that the sound pressure level of noise can be reduced.
- the carrier frequency control unit 350 also changes the carrier frequency f2 of the second inverter 220 periodically or randomly according to the passage of time according to a predetermined pattern, similarly to the carrier frequency f1.
- the carrier frequency control in the plurality of inverters 210 and 220 is executed as shown in FIG.
- carrier frequency control unit 350 (FIG. 5) varies carrier frequency f1 within a predetermined frequency range 430.
- the center value of the frequency range 430 is fb
- the upper limit value (f2max) is fb + ⁇ fb
- the lower limit value (f2min) is fb ⁇ fb.
- the frequency range 420 of the carrier frequency f1 and the frequency range 430 of the carrier frequency f2 are set in advance so as not to overlap each other. That is, as in the example of FIG. 8, when fa> fb, fa, fb, ⁇ fa, and ⁇ fb are determined so that fa ⁇ fa> fb + ⁇ fb. Alternatively, when fb> fa, fa, fb, ⁇ fa, and ⁇ fb are determined so that fb ⁇ fb> fa + ⁇ fa.
- the sound pressure level of the noise generated from first inverter 210 and second inverter 220 by the carrier frequency control as shown in FIG. 8 is within frequency range 420 (f1min to f1max) and frequency range 430. Each of them is averaged and reduced within (f2min to f2max). Since these frequency ranges do not overlap, the sound pressure level of noise generated by the plurality of inverters as a whole is reduced to a level similar to that of reference numeral 410 in FIG. 7 in each of the frequency regions 420 and 430.
- FIG. 10 shows a setting example of a more preferable frequency range in the carrier frequency control according to the present embodiment.
- the frequency range 420 where the carrier frequency f1 changes and the frequency range 430 where the carrier frequency f2 changes are set so as not to overlap each other, as shown in FIG. Further, the frequency ranges 420 and 430 are determined so that the frequency range 420 # obtained by multiplying the frequency range 420 by an integer, the frequency range 430 # obtained by multiplying the frequency range 430 by an integer, and the frequency ranges 420 and 430 do not overlap each other. It is preferable.
- Frequency range 420 # is indicated by f1min ⁇ n to f1max ⁇ n (n: a predetermined integer equal to or greater than 2).
- frequency range 430 # is represented by f2min ⁇ m to f2max ⁇ m (m: a predetermined integer equal to or greater than 2).
- FIG. 11 is a flowchart illustrating a carrier frequency control processing procedure performed by the motor control apparatus according to the embodiment of the present invention.
- a program for executing processing according to the flowchart shown in FIG. 11 is stored in ECU 170 in advance. ECU 170 executes this program at a predetermined cycle during operation of MG1 and MG2.
- ECU 170 determines carrier frequency f1 of first inverter 210 in step S10. Further, ECU 170 determines carrier frequency f2 of second inverter 220 in step S110.
- the carrier frequencies f1 and f2 are set as shown in FIG. 8 or FIG. That is, the carrier frequencies f1 and f2 are changed periodically or randomly according to the passage of time.
- the processing in steps S100 and S110 corresponds to the function of the carrier frequency control unit 350 in FIG.
- step S120 ECU 170 generates carrier signals 160 (1) and 160 (2) according to carrier frequencies f1 and f2 determined in steps S100 and S110. That is, the processing in S120 corresponds to the functions of the carrier generation units 360 and 365 in FIG.
- ECU 170 calculates control commands for first inverter 210 and second inverter 220 in step S130.
- voltage commands Vu, Vv, Vw for each phase of the inverter are calculated as control commands. That is, the calculation in step S130 can be performed in the same manner as the motor command calculation units 300 and 305 in FIG.
- step S140 the ECU 170 generates an on / off control signal for the switching element of the first inverter 210 by PWM control that compares the control command for the first inverter 210 with the carrier signal 160 (1).
- step S140 an ON / OFF control signal for the switching element of the second inverter 220 is further generated by PWM control that compares the control command for the second inverter 220 with the carrier signal 160 (2).
- the first inverter 210 and the second inverter that respectively control the MG1 and MG2 that are simultaneously operated using the carrier signal according to the carrier frequency control of FIGS. PWM control by the inverter 220 can be executed.
- noise during driving of the electric motor is likely to be detected because the traveling noise is low.
- noise can be detected by the user even when the plurality of electric motors are operated simultaneously by applying the carrier frequency control according to the present embodiment. Can be made difficult.
- the inverter is exemplified as the power converter that is PWM-controlled, but the application of the present invention is not limited to such a case. That is, the switching frequency control according to the present embodiment can be similarly applied to a configuration in which a power converter other than an inverter such as a converter is subjected to PWM control.
- the “plurality of electric motors” to be controlled is not limited to the three-phase motor generator exemplified in the present embodiment, and various DC motors and AC motors or motor generators can be applied. . Further, it will be described in a definite manner that the switching frequency control according to the present embodiment is applied to a system in which three or more electric motors and a power converter are operated simultaneously.
- the electric vehicle to which the switching frequency control according to the present embodiment is applied includes a hybrid vehicle and an engine having a power transmission configuration different from that shown in FIG. 1 as long as a plurality of electric motors (including a motor generator) that are simultaneously operated are mounted. It may be an electric vehicle or a fuel cell vehicle that is not mounted. Furthermore, the present invention is not limited to being mounted on an electric vehicle, and the present invention can be commonly applied as long as it is a system in which a plurality of electric motors and a plurality of power converters that control these electric motors can operate simultaneously.
- the present invention can be applied to a system in which a plurality of electric motors are simultaneously operated by PWM control by a plurality of power converters.
- 100 engine 110 first motor generator (MG1), 112, 122 neutral point, 120 second motor generator 'MG2), 130 power split mechanism, 140 speed reducer, 150 battery, 160 (1), 160 (2) carrier Signal, 180 voltage sensor, 190 front wheel, 200 converter, 210 1st inverter (MG1), 220 2nd inverter (MG2), 270 voltage command, 280 pulse width modulation voltage, 300,305 motor command calculation unit, 310,315 pulse Width modulation unit, 350 carrier frequency control unit, 360, 360 carrier generation unit, 400, 410 sound pressure distribution, 420, 430 frequency range, Imt (1), Imt (2) motor current, S11 to S16, S21 to S26 control Signal (inverter , Tqcom torque command value, VH system voltage, Vu, Vv, Vw voltage command, f1min, f2min lower limit, f1, f2 carrier frequency, f1max, f2max upper limit, fa, fb center frequency.
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Abstract
Description
図5を参照して、PWM制御では、キャリア信号160と、電圧指令270(電圧指令Vu,Vv,Vwを総称するもの)との電圧比較に基づき、インバータの各相のスイチング素子のオンオフが制御される。この結果、MG1,MG2の各相コイル巻線には、各相に疑似正弦波電圧としてのパルス幅変調電圧280が印加される。キャリア信号160は、周期的な三角波やのこぎり波によって構成することができる。
Claims (6)
- 複数の電動機(MG1,MG2)にそれぞれ対応して設けられ、各々が少なくとも1つのスイッチング素子を含むように構成された複数の電力変換器(210,220)と、
前記複数の電動機にそれぞれ対応して設けられ、各々が対応の前記電動機に供給される電圧または電流の制御指令(Vu,Vv,Vw)を発生するための複数のモータ指令演算部(300,305)と、
前記複数の電動機にそれぞれ対応して設けられた複数のキャリア発生部(360,365)と、
前記複数のキャリア発生部のそれぞれが発生する複数のキャリア信号(160(1),160(2))の周波数を制御するキャリア周波数制御部(350)と、
前記複数の電動機にそれぞれ対応して設けられた複数のパルス幅変調部(310,315)とを備え、
前記複数のパルス幅変調部の各々は、対応する前記モータ指令演算部からの制御指令と、対応する前記キャリア発生部からのキャリア信号との比較に基づいて、対応する前記電力変換器の前記スイッチング素子のオンオフを制御し、
前記キャリア周波数制御部は、前記複数のキャリア信号の周波数を、前記複数のキャリア信号にそれぞれ対応した複数の所定周波数範囲(420,430)内で変動させるように制御し、
前記複数の所定周波数範囲は、それぞれの周波数範囲が互いに重ならないように予め設定される、電動機の制御装置。 - 前記複数の所定周波数範囲(420,430)は、前記複数の所定周波数範囲をそれぞれ整数倍した周波数範囲(420♯,430♯)と、前記複数の所定周波数範囲との全てが互いに重ならないように設定される、請求の範囲第1項に記載の電動機の制御装置。
- 前記複数の電動機は、電動車両に搭載され、
前記複数の電力変換器の各々は、インバータ(210,220)であり、
前記制御指令は、前記インバータから各前記電動機の各相に印加される交流電圧を示す、請求の範囲第1項または第2項に記載の電動機の制御装置。 - 複数の電動機(MG1,MG2)にそれぞれ対応して設けられた、少なくとも1つのスイッチング素子を含む複数の電力変換器(210,220)の制御にそれぞれ用いられる複数のキャリア信号(160(1)、160(2))の周波数を制御するステップ(S100,S110)と、
前記制御するステップにより決められた複数のキャリア周波数にそれぞれ従って、前記複数のキャリア信号を発生するステップ(S120)と、
前記複数の電動機にそれぞれ供給される電圧または電流の制御指令(Vu,Vv,Vw)を発生するためのステップ(S130)と、
前記複数の電動機の各々について、前記制御指令と、対応する前記キャリア信号との比較に基づいて前記スイッチング素子のオンオフ制御信号を発生するステップ(S140)とを備え、
前記制御するステップ(S100,S110)は、前記複数のキャリア周波数を、前記複数のキャリア信号にそれぞれ対応した複数の所定周波数範囲(420,430)内で変動させるように制御し、
前記複数の所定周波数範囲は、それぞれの周波数範囲が互いに重ならないように予め設定される、電動機の制御方法。 - 前記複数の所定周波数範囲(420,430)は、前記複数の所定周波数範囲をそれぞれ整数倍した周波数範囲(420♯,430♯)と、前記複数の所定周波数範囲との全てが互いに重ならないように設定される、請求の範囲第4項に記載の電動機の制御方法。
- 前記複数の電動機は、電動車両に搭載され、
前記複数の電力変換器の各々は、インバータ(210,220)であり、
前記制御指令は、前記インバータから各前記電動機に印加される交流電圧を示す、請求の範囲第4項または第5項に記載の電動機の制御方法。
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EP10850706A EP2566040A1 (en) | 2010-04-28 | 2010-04-28 | Device for controlling electric motor |
CN2010800677426A CN102971957A (zh) | 2010-04-28 | 2010-04-28 | 电动机的控制装置 |
US13/640,688 US20130026955A1 (en) | 2010-04-28 | 2010-04-28 | Electric motor control device |
PCT/JP2010/057548 WO2011135687A1 (ja) | 2010-04-28 | 2010-04-28 | 電動機の制御装置 |
JP2012512585A JP5644854B2 (ja) | 2010-04-28 | 2010-04-28 | 電動機の制御装置および制御方法 |
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EP (1) | EP2566040A1 (ja) |
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JP5644854B2 (ja) | 2014-12-24 |
US20130026955A1 (en) | 2013-01-31 |
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