WO2012095946A1 - モータ駆動システムの制御装置 - Google Patents
モータ駆動システムの制御装置 Download PDFInfo
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- WO2012095946A1 WO2012095946A1 PCT/JP2011/050284 JP2011050284W WO2012095946A1 WO 2012095946 A1 WO2012095946 A1 WO 2012095946A1 JP 2011050284 W JP2011050284 W JP 2011050284W WO 2012095946 A1 WO2012095946 A1 WO 2012095946A1
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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
- H02P21/36—Arrangements for braking or slowing; Four quadrant control
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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
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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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
- B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
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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
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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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
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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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
- H02P23/00—Arrangements or methods for the control of AC motors characterised by a control method other than vector control
- H02P23/14—Estimation or adaptation of motor parameters, e.g. rotor time constant, flux, speed, current or voltage
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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
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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
- B60L2210/00—Converter types
- B60L2210/10—DC to DC converters
- B60L2210/14—Boost converters
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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
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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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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- 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
- H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
- H02P2201/07—DC-DC step-up or step-down converter inserted between the power supply and the inverter supplying the motor, e.g. to control voltage source fluctuations, to vary the motor speed
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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
- H02P2201/00—Indexing scheme relating to controlling arrangements characterised by the converter used
- H02P2201/09—Boost converter, i.e. DC-DC step up converter increasing the voltage between the supply and the inverter driving the motor
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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 technical field of a motor drive system control device that controls a motor drive system for driving a three-phase AC motor.
- Patent Document 1 PWM (Pulse Width Modulation) control of an inverter
- the waveform of the three-phase AC output supplied to the load is corrected by correcting the PWM signal using a correction signal generator that outputs a correction signal whose waveform is symmetrical to the AC output. Is corrected to be positive and negative symmetrical, and distortion of the waveform due to harmonics can be suppressed.
- Patent Document 2 An apparatus for reducing DC ripple superimposed on a DC output voltage has also been proposed (see, for example, Patent Document 2).
- the inverter usually has a smoothing capacitor for voltage smoothing. This smoothing capacitor is exposed to a voltage fluctuation called a so-called switching ripple as the switching state of the inverter changes in a high frequency region.
- the conventional technique has a technical problem that it is difficult to suppress or alleviate the generation of the switching ripple accompanying the switching of the inverter or the peak voltage due to the switching ripple.
- the present invention has been made in view of such technical problems, and provides a motor drive system control device capable of suppressing generation of a peak voltage in a smoothing capacitor in a motor drive system for driving a three-phase AC motor. This is the issue.
- a controller for a motor drive system is provided between a DC power source, a three-phase AC motor, the DC power source and the three-phase AC motor, and the three-phase AC motor.
- a motor drive system for controlling a motor drive system comprising: a switching circuit corresponding to each of the three phases of the motor; and a first power converter including a smoothing capacitor disposed in parallel with the switching circuit.
- the control device has a peak in the voltage VH between the terminals of the smoothing capacitor based on at least one of an operating condition of the three-phase AC motor and a switching condition of a switching circuit corresponding to each of the three phases.
- Estimating means for estimating a peak occurrence time, and a predetermined period from a start time set in a time region before the estimated peak occurrence time And a control means for controlling a driving condition of the first power converter so that the inter-terminal voltage VH (VH peak) at the peak occurrence time is lowered. .
- the smoothing generated by the switching ripple caused by the switching of the switching state of the switching circuit corresponding to each of the three phases in the first power converter is performed by the estimating unit.
- the peak generation time of the capacitor terminal voltage VH is estimated.
- the “operating condition of the three-phase AC motor” referred to when the estimating means estimates the peak occurrence time is, for example, a current corresponding to each of the three layers (for example, each of the U phase, V phase, and W phase).
- Each phase current Iu, Iv and Iw) corresponding to the phase, the rotational phase ⁇ of the motor, and the like are meant.
- the “switching condition of the switching circuit” includes conditions that define the switching timing of the switching circuit corresponding to each of the three phases. For example, the carrier signal voltage and the command voltage corresponding to each of the three phases It means the relationship of size.
- the drive condition of the first power converter is set by the control means with the time set in the time region before the estimated peak generation time as a start time as the start time.
- VH peak reduction measures are taken to control directly or indirectly.
- the “driving condition of the first power converter” may be any condition as long as it can cause a decrease in the VH peak, but preferably, the switching circuit corresponding to each of the three phases. It is roughly divided into a condition that affects the switching state and a condition that affects the inter-terminal voltage VH of the smoothing capacitor.
- the former includes, for example, the carrier frequency and the command voltages for each of the three phases, and the latter includes the command value of the inter-terminal voltage VH (VH command value) and other power conversions arranged in parallel with the first power converter.
- the power generation state of the vessel may be included.
- the period during which the control means takes this type of VH peak reduction measure is not particularly limited as long as at least the start time is defined as described above. Needless to say, the period is sufficiently shorter than the carrier period defined by the carrier frequency. Needless to say, this is a period that does not hinder the driving of the original three-phase AC motor.
- the estimation means is based on the polarity of the current corresponding to each of the three phases and the switching timing of the switching circuit corresponding to each of the three phases.
- the peak occurrence time is estimated (claim 2).
- the relationship between the polarity of the current corresponding to each of the three phases and the switching timing of the switching circuit corresponding to each of the three phases is a peak on the high-voltage side that should be markedly important from the viewpoint of protecting the smoothing capacitor ( That is, it was found to correlate with the generation time of the waveform peak.
- the peak occurrence time can be estimated with high accuracy at a stage before the peak occurrence time actually arrives based on the correlation, which is extremely useful in practice.
- the switching time is a time when the carrier voltage value and the command voltage value coincide with each other
- the estimation means includes: (1) the current is positive in each of the three phases; and A carrier voltage value and a command voltage value that coincide with each other when the command voltage value exceeds the carrier voltage value; and (2) the current is negative and the carrier voltage value and the command voltage.
- a second time when the value coincides when the command voltage value falls below the carrier voltage value may be estimated as the peak occurrence time.
- the peak occurrence time on the high pressure side can be estimated with high accuracy.
- the estimation means estimates the peak occurrence time based on the phase of the three-phase AC motor (claim 4).
- the motor drive system includes the second power converter, and the control means controls a drive condition of the first power converter.
- the driving condition of the second power converter is changed (Claim 5).
- the second power converter is installed on the DC power supply side with respect to the smoothing capacitor and can boost the DC voltage of the DC power supply, and the inter-terminal voltage VH is set to a predetermined VH.
- a booster circuit capable of maintaining the command value may be included, and the control means may decrease the VH command value.
- the switching circuit corresponding to each of the three phases is configured such that the switching state changes according to the magnitude relationship between the carrier voltage value and the command voltage value. Then, the control means reduces the VH peak by changing the frequency of the carrier signal to the high frequency side (Claim 7).
- the switching circuit corresponding to each of the three phases is configured such that the switching state changes according to the magnitude relationship between the carrier voltage value and the command voltage value.
- the control means superimposes a predetermined harmonic on the command voltage value (Claim 8).
- the waveform of the command voltage changes due to this harmonic, so that the switching timing of the switching circuit corresponding to each of the three phases can be changed. Therefore, in a situation where the peak generation time of the smoothing capacitor can be predicted, the VH peak can be changed by superimposing the harmonic on the command voltage at the peak generation time.
- the switching timing control using harmonics is different from the above-described increase in the carrier frequency, and the peak generation time is shifted. At first glance, it does not necessarily change the magnitude of the VH peak. .
- the motor phase can be correlated with the magnitude of the VH peak as described above, the motor phase and More preferably, the relationship with the amplitude of the harmonic is obtained experimentally, empirically or theoretically.
- the VH peak reduction effect by superimposing harmonics can be obtained more effectively by, for example, maintaining the relationship in a control map in an appropriate storage unit.
- the harmonic frequency is selected to be three times the fundamental frequency of the three-phase voltage command values Vu, Vv, and Vw, the harmonics do not appear in the motor line voltage, and the motor current There is no adverse effect. That is, the third harmonic of the fundamental wave can be a suitable example of this type of harmonic.
- FIG. 1 is a system configuration diagram of a motor drive system according to a first embodiment of the present invention.
- FIG. 2 is a block diagram of a booster circuit control unit in the control device of the motor drive system of FIG. 1.
- FIG. 5 is a block diagram of another booster circuit control unit in the control device of the motor drive system of FIG. 1.
- It is a block diagram of an inverter control part in the control apparatus of the motor drive system of FIG. 2 is a timing chart illustrating an operation state of the motor drive system of FIG. 1.
- FIG. 6 is an operation concept diagram conceptually showing an operation state of the inverter in states A, B, and C of FIG. 5.
- 2 is a timing chart for explaining an outline of VH peak reduction control in the motor drive system of FIG. 1.
- FIG. 2 is a flowchart of VH peak reduction control executed by a control device in the motor drive system of FIG. 1. It is another block diagram of an inverter control part in the control apparatus of the motor drive system of FIG. It is a system configuration figure of the motor drive system concerning a 2nd embodiment of the present invention. It is a flowchart of VH peak reduction control concerning a 2nd embodiment. It is a figure which concerns on 3rd Embodiment of this invention and illustrates the relationship between the voltage VH between terminals, and a motor phase. 13 is a timing chart illustrating an operation state of the motor drive system for explaining the relationship of FIG. FIG. 14 is a diagram conceptually showing an operation state of an inverter in states D, E, D ′, and E ′ in FIG. 13.
- FIG. 16 is a diagram for visually explaining the contents of the VH peak reduction control of FIG. 15. It is a system configuration figure of the motor drive system concerning a 4th embodiment of the present invention. It is a flowchart of VH peak reduction control concerning a 4th embodiment.
- FIG. 19 is a diagram visually explaining the contents of the VH peak reduction control of FIG. 18. It is the other figure which explained visually the contents of VH peak reduction control of Drawing 18. It is a flowchart of VH peak reduction control which concerns on 5th Embodiment of this invention. It is a block diagram of the inverter control part which concerns on 5th Embodiment. It is a conceptual diagram of the harmonic in the VH peak reduction control of FIG. It is a conceptual diagram of the command voltage after superposition
- FIG. 1 is a system configuration diagram conceptually showing the configuration of the motor drive system 10.
- the motor drive system 10 includes a control device 100, a boost converter 200, an inverter 300, a smoothing capacitor C, a DC power source B, and a three-phase AC motor M1.
- the control device 100 is an electronic control unit that is configured to be able to control the operation of the motor drive system 10 and that is an example of the “control device for the motor drive system” according to the present invention.
- the control device 100 includes, for example, one or a plurality of CPU (Central Processing Unit), MPU (Micro Processing Unit), various processors or various controllers, or ROM (Read Only Memory), RAM (Random Access Memory), buffer memory, Various processing units such as a single or a plurality of ECUs (Electronic Controlled Units), various controllers, or various computer systems such as a microcomputer device, which can appropriately include various storage means such as a flash memory, can be employed.
- CPU Central Processing Unit
- MPU Micro Processing Unit
- ROM Read Only Memory
- RAM Random Access Memory
- buffer memory buffer memory
- processing units such as a single or a plurality of ECUs (Electronic Controlled Units), various controllers, or various computer systems such as a microcomputer device, which can appropriately include various storage means such as a flash memory, can be employed.
- the control device 100 includes a boost converter control unit 110 and an inverter control unit 120 (not shown in FIG. 1), and the configuration of each control unit will be described later.
- the control device 100 is configured to be able to execute VH peak reduction control, which will be described later, according to a control program stored in advance in the ROM.
- Boost converter 200 is a boost circuit as an example of a “second power converter” according to the present invention, which includes reactor L1, switching elements Q1 and Q2, and diodes D1 and D2.
- Reactor L1 has one end connected to a positive electrode line (not shown) connected to the positive electrode of DC power supply B, and the other end is an intermediate point between switching element Q1 and switching element Q2, that is, an emitter terminal of switching element Q1. And a connection point with the collector terminal of the switching element Q2.
- the switching elements Q1 and Q2 are connected in series between the positive electrode line and a negative electrode line (reference numeral omitted) connected to the negative electrode of the DC power source B, and the collector terminal of the switching element Q1 is connected to the positive electrode line.
- the emitter terminal of the switching element Q2 is connected to the negative electrode line.
- the diodes D1 and D2 are rectifying elements that allow only current from the emitter side to the collector side in each switching element.
- the switching elements Q1 and Q2 and each switching element (Q3 to Q8) of the inverter 300 to be described later are configured as, for example, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, or the like.
- IGBT Insulated Gate Bipolar Transistor
- MOS Metal Oxide Semiconductor
- the inverter 300 includes a U-phase arm (not shown) including a p-side switching element Q3 and an n-side switching element Q4, a V-phase arm (not shown) and a p-side switching element including a p-side switching element Q5 and an n-side switching element Q6. It is an example of a “first power converter” according to the present invention that includes a W-phase arm (reference numeral omitted) including Q7 and an n-side switching element Q8. Each arm of the inverter 300 is connected in parallel between the positive electrode line and the negative electrode line.
- rectifying diodes D3 to D8 that flow current from the emitter side to the collector side are connected to the switching elements Q3 to Q8, respectively, similarly to the switching elements Q1 and Q2. Further, intermediate points between the p-side switching element and the n-side switching element of each phase arm in inverter 300 are connected to the respective phase coils of three-phase AC motor M1.
- the smoothing capacitor C is a voltage smoothing capacitor connected between the positive electrode line and the negative electrode line.
- the voltage between the terminals of the smoothing capacitor C that is, the voltage between the positive electrode line and the negative electrode line will be appropriately referred to as “inter-terminal voltage VH”.
- DC power supply B is a rechargeable power storage device, for example, various secondary batteries such as a nickel metal hydride battery and a lithium ion battery.
- various secondary batteries such as a nickel metal hydride battery and a lithium ion battery.
- an electric double phase capacitor, a large capacity capacitor, a flywheel, or the like may be used instead of or in addition to this type of secondary battery.
- the three-phase AC motor M1 is a three-phase AC motor generator in which a permanent magnet is embedded in a rotor.
- the three-phase AC motor M1 is mechanically connected to a driving wheel of a vehicle (not shown), and is configured to be able to generate torque for driving the vehicle.
- the three-phase AC motor M1 can also perform power regeneration (power generation) in response to an input of kinetic energy of the vehicle during braking of the vehicle.
- the three-phase AC motor M1 is mechanically connected to an engine (not shown), and can perform power regeneration by the power of the engine or assist the power of the engine. .
- the motor drive system 10 is provided with a sensor group (not shown).
- the current Iv, the w-phase current Iw, the motor rotation phase ⁇ that is the rotation angle of the rotor of the three-phase AC motor M1, and the like are appropriately detected.
- Each of the sensors constituting the sensor group is electrically connected to the control device 100, and the detected value is grasped by the control device 100 in real time.
- the boost converter 200 and the inverter 300 are electrically connected to the control device 100, and the drive state is controlled by the control device 100.
- boost converter 200 boosts the voltage between the positive electrode line and the negative electrode line, that is, inter-terminal voltage VH to be equal to or higher than the output voltage of DC power supply B based on signal PWC supplied from control device 100. It is possible. At this time, if the inter-terminal voltage VH is lower than the target voltage, the on-duty of the switching element Q2 is relatively increased, and the current flowing through the positive line from the DC power supply B side to the inverter 300 side can be increased. The inter-voltage VH can be increased.
- the inter-terminal voltage VH is higher than the target voltage, the on-duty of the switching element Q1 is relatively increased, and the current flowing through the positive line from the inverter 300 side to the DC power supply B side can be increased.
- the voltage VH can be reduced.
- FIG. 2 is a block diagram of the boost converter control unit 110.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- the boost converter control unit 110 includes an inverter input calculation unit 111, an adder / subtractor 112, a voltage control calculation unit 113, a carrier generation unit 114, and a comparator 115.
- the inverter input calculation unit 111 is a circuit that generates a VH command value VHtg representing a target value of the inter-terminal voltage VH that is the output voltage of the boost converter 200. For example, the inverter input calculation unit 111 generates the VH command value VHtg based on the output value of the three-phase AC motor M1 calculated from the torque command value TR of the three-phase AC motor M1 and the motor rotation speed MRN.
- the addition / subtraction unit 112 subtracts the detected value of the inter-terminal voltage VH from the VH command value VHtg, and outputs the subtraction result to the voltage control calculation unit 113.
- the voltage control calculation unit 113 receives a subtraction result obtained by subtracting the detection value of the inter-terminal voltage VH from the VH command value VHtg from the addition / subtraction unit 112, the control amount for making the inter-terminal voltage VH coincide with the VH command value VHtg. Is calculated.
- a known PI control calculation including a proportional term (P term) and an integral term (I term) is used.
- the voltage control calculation unit 113 outputs the calculated control amount to the comparator 115 as a voltage command value.
- the carrier generation unit 114 generates a carrier signal composed of a triangular wave and sends it to the comparator 115.
- the comparator 115 compares the voltage command value supplied from the voltage control calculation unit 113 with this carrier signal, and generates the above-described signal PWC whose logic state changes according to the magnitude relationship of the voltage value. It has become.
- This generated signal PWC is output to switching elements Q1 and Q2 of boost converter 200.
- FIG. 2 is a circuit configuration for realizing voltage control, but the control mode of the boost converter 200 is not limited to such voltage control.
- the configuration of the boost converter control unit 110 ′ of the control device 100 will be described with reference to FIG. 3.
- FIG. 3 is a block diagram of the boost converter control unit 110 '. In the figure, the same reference numerals are assigned to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.
- the boost converter control unit 110 ′ includes an adder / subtractor 117 and a current control calculation unit 118 between the voltage control calculation unit 113 and the comparator 115.
- the carrier generation unit 114 is sent to an S / H (sample hold) circuit 116 in addition to the comparator 115.
- the S / H circuit 116 samples the current IL at the timing of the peak and valley of the carrier signal received from the carrier generation unit 114.
- the voltage control calculation unit 113 generates a current command value IR for making the inter-terminal voltage VH coincide with the VH command value VHtg, and the adder / subtractor 117
- the detected value of the current IL sampled and held by the S / H circuit 116 is subtracted from the command value IR.
- the subtracted result is sent to the current control calculation unit 118.
- the current control calculation unit 118 calculates a control amount for making the current IL coincide with the current command value IR. At this time, for example, a known PI control calculation including a proportional term (P term) and an integral term (I term) is used. The current control calculation unit 118 outputs the calculated control amount to the comparator 115 as the duty command value d.
- P term proportional term
- I term integral term
- the boost converter control unit 110 ′ has a circuit configuration that realizes current control. Also with such a configuration, boost converter 200 can be suitably controlled.
- FIG. 4 is a block diagram of the inverter control unit 120.
- the same reference numerals are given to the same portions as those in the above-described drawings, and the description thereof will be omitted as appropriate.
- the inverter control unit 120 includes a current command conversion unit 121, a current control unit 122, a two-phase / three-phase conversion unit 123, a three-phase / two-phase conversion unit 124, a carrier generation unit 114 (with a boost converter control unit 110 and And a PWM converter 125.
- the current command conversion unit 121 generates a two-phase current command value (Idtg, Iqtg) based on the torque command value TR of the three-phase AC motor M1.
- the v-phase current Iv and the w-phase current Iw are supplied to the three-phase / two-phase converter 124 as feedback information.
- the three-phase current value is converted from the v-phase current Iv and the w-phase current Iw into a two-phase current value composed of the d-axis current Id and the q-axis current Iq.
- the converted two-phase current value is sent to the current control unit 122.
- the current control unit 122 based on the difference between the two-phase current command value generated in the current command conversion unit 121 and the two-phase current values Id and Iq received from the three-phase / two-phase conversion unit 124, d A two-phase voltage command value composed of the shaft voltage Vd and the q-axis voltage is generated. The generated two-phase voltage command values Vd and Vqh are sent to the two-phase / three-phase converter 123.
- the two-phase voltage command values Vd and Vq are converted into the three-phase voltage command values Vu, Vv and Vw.
- the converted three-phase voltage command values Vu, Vv, and Vw are sent to the PWM conversion unit 125.
- the PWM conversion unit 125 is configured to receive a carrier Car having a predetermined carrier frequency fcar1 from the carrier generation unit 114, and the carrier Car and the converted three-phase voltage command values Vu, Vv, and Vw. And the u-layer switching signals Gup and Gun, the v-phase switching signals Gvp and Gvn, and the w-phase switching signals Gwp and Gwn are generated in the inverter 300 by changing the logic state according to the comparison result. Supply.
- the signal with the identifier “p” is added to drive the p-side switching elements (Q3, Q5 and Q7) among the switching elements of each phase.
- the signal having the identifier “n” added thereto means a drive signal for driving the n-side switching elements (Q4, Q6, and Q8) among the switching elements of the respective phases.
- a switching signal for turning on the p-side switching element is generated.
- a switching signal for turning on the n-side switching element is generated. That is, the switching signal is a signal that is turned on and off, and one of the p-side and n-side switching elements is always on and the other is off.
- inverter 300 When inverter 300 is changed or maintained in the driving state of each switching element defined by each phase switching signal, three-phase AC motor M1 is driven according to the circuit state corresponding to the changed or maintained driving state. It has a configuration.
- Such a control mode of the inverter 300 is a so-called PWM control mode.
- VH peak reduction control executed by the control device 100 will be described as the operation of the present embodiment.
- FIG. 5 is a timing chart showing one operation state of the motor drive system 10.
- the same reference numerals are given to the same portions as those in the above-described drawings, and the description thereof will be omitted as appropriate.
- FIG. 5 illustrates each time transition of the carrier Car, each phase voltage command value, each phase switching signal, each phase current, and the terminal voltage VH.
- VH peak reduction control is control for reducing the VH peak (that is, the voltage VH between terminals at the peak occurrence time).
- state A is a state in which the n-side switching element Q6 of the v-phase arm is in an off state
- state B is a state in which the switching element Q6 is transitioned from an off state to an on state
- state C is a state in which the switching element Q6 is again from an on state. It is a state that has transitioned to the off state.
- FIG. 6 is a conceptual diagram of the operation of the inverter 300.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- FIG. 6 only the switching elements in the on state are labeled for convenience.
- FIG. 6A is an operation state of the inverter 300 in the state A and the state C.
- the v-phase arm takes power from the smoothing capacitor C and supplies power to the three-phase AC motor M1 via the p-side switching element Q5 (see solid line). Therefore, the terminal voltage VH of the smoothing capacitor C decreases during the period in these states.
- FIG. 6B illustrates an operation state of the inverter 300 in the state B.
- state B the n-side switching element Q6 of the v-phase arm is on.
- power is not taken out from the smoothing capacitor C, and the inter-terminal voltage VH of the smoothing capacitor C rises due to the action of the boost converter 200 described above during such a period.
- a peak occurs in the inter-terminal voltage VH at the time of the state transition from the state B where VH increases to the state C where VH decreases. More specifically, for each phase arm, (1) a first timing at which the positive current and the p-side switching element are turned on, and (2) a second timing at which the negative current and the n-side switching element are turned on.
- the inter-terminal voltage VH peaks on the high voltage side. In the VH peak reduction control, the reduction of the VH peak is realized using this point.
- FIG. 7 is a timing chart illustrating one operation state of the motor drive system 10 in the execution process of the VH peak reduction control.
- the same reference numerals are given to the same portions as those in FIG. 5, and the description thereof is omitted as appropriate.
- the hatched portions in each phase switching signal are the portions corresponding to the points (1) and (2) described above.
- the VH command value VHtg is temporarily corrected to the decreasing side before the peak time comes using the point where the peak point is known in advance. As a result, the VH peak is reduced.
- FIG. 8 is a flowchart of the VH peak reduction control.
- FIG. 8 is a control flow for the u-phase arm. Similar processing is performed in the other phases.
- control device 100 acquires the u-phase motor current Iu (step S101). Subsequently, the carrier Car and the u-phase voltage command value Vu are acquired (step S102).
- the control device 100 determines whether or not the u-phase motor current Iu is a positive current and the difference between the carrier Car and the u-phase voltage command value Vu is greater than zero and less than a predetermined value ⁇ . (That is, whether or not the point (1) is satisfied), the u-phase motor current Iu is a negative current, and the difference between the carrier Car and the u-phase voltage command value Vu is less than zero, and It is determined whether or not it is larger than a predetermined value ⁇ ( ⁇ ⁇ 0) (that is, whether or not the point (2) is satisfied) (step S103).
- step S103 If the condition is not satisfied (step S103: NO), the control device 100 sets the VH command value VHtg to the normal value VHnml (step S105), and returns the process to step S101. That is, in this case, the inter-terminal voltage VH is maintained assuming that it is not the peak time of the inter-terminal voltage VH.
- step S103 when the condition is satisfied (step S103: YES), the control device 100 sets the VH command value VHtg to a value obtained by subtracting a predetermined value from the normal value VHnml, and reduces the VH command value (step S104). When the VH command value is reduced, the process returns to step S101.
- the VH peak reduction control is executed as described above.
- the peak time at which a peak occurs in the inter-terminal voltage VH of the smoothing capacitor C is predicted in advance, and the VH command value VHtg before the peak time comes.
- FIG. 9 is a block diagram of the VH peak reducing unit 130 and related parts. In the figure, the same reference numerals are given to the same portions as those in FIG. 2, and the description thereof will be omitted as appropriate.
- the VH peak reduction unit 130 includes a VH peak prediction unit 131, a selection switch 132, and memories 133 and 134.
- the VH peak prediction unit 131 is a device that predicts the peak occurrence time of the inter-terminal voltage VH by comparing each phase motor current and the carrier signal.
- the selection switch 132 is configured to selectively switch the switching state to the memory 133 side or the memory 134 side by the VH peak prediction unit 131.
- the memory 133 stores “0” as a fixed value
- the memory 134 stores “predetermined value” as a fixed value.
- the VH peak reduction unit 130 is configured to send one control value selected by the selection switch 132 to the addition / subtraction unit 112 in the boost converter control unit 110 as an output value.
- the memory 133 controls the control value “0”. Is selected, there is no change in the VH command value VHtg.
- VHtg is substantially subtracted by the predetermined value and used for the arithmetic processing in the voltage control arithmetic unit 113.
- the boost converter 200 is used as the “second power converter” according to the present invention, but the configuration example of the second power converter is not limited to the boost converter 200. Here, such a second embodiment will be described.
- FIG. 10 is a system configuration diagram of the motor drive system 20.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- the motor drive system 20 includes an inverter 300 having the same configuration as the inverter 300, and a three-phase AC motor M2 driven by the inverter 300.
- the inverter 300 is installed in parallel with the inverter 300.
- the inverter 300 includes p-side switching elements Q13, Q15, and Q17 and n-side switching elements Q14, Q16, and Q18 for the u-phase, v-phase, and w-phase, respectively, as switching elements. The same applies to the rectifying diode.
- FIG. 11 is a flowchart of the VH peak reduction control according to the second embodiment.
- the same reference numerals are assigned to the same portions as those in FIG. 8, and the description thereof is omitted as appropriate.
- the control device 100 determines that the determination process (step S103) related to the peak generation time when the peak occurs in the voltage VH between the terminals of the smoothing capacitor C branches to “YES”, that is, the peak generation time is near future. If it is determined that the target is visited, Pg2tg, which is the target value of the power generation amount Pg2 of the second power converter (inverter 300), is set to a value obtained by subtracting a predetermined value from the normal value Pg2nml (step S201). . On the other hand, when step S103 branches to the “NO” side, control device 100 maintains the power generation amount of the second power converter at reference value Pg2nml (step S202). The VH peak reduction control according to the second embodiment is executed in this way.
- the VH peak reduction control instead of reducing the VH command value VHtg by the boost converter 200, the power generation amount of the inverter 300 serving as the second power converter is changed. Even if it does in this way, the voltage VH between the terminals of the smoothing capacitor C can be decreased, and a VH peak can be reduced.
- measures related to VH peak reduction are uniformly taken at the peak generation time when the peak occurs in the inter-terminal voltage VH of the smoothing capacitor C.
- the third embodiment discloses a control form different from these controls.
- the configuration of the motor drive system according to the present embodiment is not different from the motor drive system 10 according to the first embodiment.
- FIG. 12 is a diagram illustrating the relationship between the terminal voltage VH and the motor phase ⁇ .
- the magnitude of the VH peak actually generated in the motor drive system 10 is not uniform.
- the VH peak is maximal in a specific motor phase (shown, see ⁇ 1 to ⁇ 6), and the envelope connecting the VH peaks is sinusoidal.
- FIG. 13 is a timing chart showing another operation state of the motor drive system 10.
- the same reference numerals are assigned to the same parts as those in FIG. 7, and the description thereof is omitted as appropriate.
- FIG. 13 is a diagram conceptually showing the operation state of the inverter in the states D, E, D ′, and E ′.
- the same reference numerals are given to the same parts as those in FIG. 6, and the description thereof will be omitted as appropriate.
- FIG. 14 (a), FIG. 14 (b), FIG. 14 (c), and FIG. 14 (d) correspond to state D, state E, state D ′, and state E ′ of FIG. Both show the operating state of the inverter 300 when the v-phase motor current Iv is positive and the switching signal Gvn is turned on.
- the current flow output from the three-phase AC motor M1 is indicated by a thick broken line, and the current flow toward the three-phase AC motor M1 is indicated by a thick solid line.
- the VH peak is determined by the switching timing and the motor current at that time.
- the peak of the terminal voltage VH appears around the time when the motor current becomes zero, and the number of times is six times in one electric cycle of the motor.
- Such a motor phase ⁇ in which the VH peak is particularly large (hereinafter referred to as “reduction target phase” as appropriate) may be obtained experimentally, empirically, or theoretically in advance for each of the three phases. it can.
- the VH peak reduction control according to the third embodiment information on the reduction target phase is used, and the VH peak can be efficiently reduced.
- FIG. 15 is a flowchart of the VH peak reduction control.
- the same reference numerals are given to the same portions as those in FIG. 8, and the description thereof will be omitted as appropriate.
- the control device 100 acquires the motor phase ⁇ (step S301), and determines whether or not the acquired motor phase ⁇ is a value within a predetermined range including the above-described reduction target phase (step S302). ).
- step S302 When the acquired motor phase ⁇ is a value within the predetermined range (step S302: YES), the control device 100 reduces the VH command value VHtg (step S104). If the acquired motor phase ⁇ is not a value within the predetermined range (step S302: NO), the control device 100 maintains the VH command value VHtg without reducing it (step S105).
- FIG. 16 is a diagram visually showing the contents of the VH peak reduction control according to the third embodiment.
- the same reference numerals are given to the same portions as those in FIG. 12, and the description thereof is omitted as appropriate.
- the relationship between the VH peak and the motor phase ⁇ is sinusoidal as shown.
- the illustrated motor phases ⁇ 1, ⁇ 2, ⁇ 3, ⁇ 4, ⁇ 5, and ⁇ 6 correspond to the peaks of the sine wave, and are motor phases in which a relatively large VH peak corresponding to the above-described reduction target phase occurs. Therefore, in the present embodiment, the VH command value VHtg is reduced by the control of the boost converter 200 in a motor phase range corresponding to the illustrated hatching region including these.
- the VH peak is leveled, and the frequency of reduction of the VH command value is reduced compared to the case where the VH command value is reduced at the peak occurrence time regardless of the size of the VH peak as in the first and second embodiments. It is possible to effectively suppress the VH peak while suppressing it.
- FIG. 17 is a system configuration diagram of the motor drive system 30 according to the fourth embodiment.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- the motor drive system 30 is different from the motor drive system 10 according to the first embodiment in that the boost converter 200 is not provided.
- FIG. 18 is a flowchart of the VH peak reduction control according to the fourth embodiment.
- the same reference numerals are given to the same portions as those in FIG. 15, and the description thereof will be omitted as appropriate.
- step S ⁇ b> 302: YES when the acquired motor phase ⁇ is a value within a predetermined range including the reduction target phase (step S ⁇ b> 302: YES), the control device 100 determines the carrier frequency that is the frequency of the carrier Car generated by the carrier generation unit 114. Set fcar to fcar2 (fcar2> fcar1). That is, the carrier frequency is corrected to the high frequency side.
- step S302: NO when the motor phase ⁇ is not a value within a predetermined range including the phase to be reduced (step S302: NO), the control device 100 maintains the carrier frequency fcar at the normal value fcar1 (step S402).
- the VH peak reduction control according to the fourth embodiment is executed as described above.
- FIG. 19 is a diagram visually showing the contents of the VH peak reduction control according to the fourth embodiment.
- the same reference numerals are given to the same portions as those in FIG. 16, and the description thereof will be omitted as appropriate.
- the vertical axis and the horizontal axis represent the carrier frequency fcar and the motor phase ⁇ , respectively.
- the reduction target phases ⁇ 1 to ⁇ 6 are shown.
- the predetermined range including the reduction target phase is represented as a hatched area in the same manner as in FIG.
- the carrier frequency fcar is set to fcar2 in the illustrated hatching region, and the carrier frequency fcar is maintained at fcar1 in the other phase regions.
- FIG. 20 is another diagram visually showing the contents of the VH peak reduction control.
- the same reference numerals are given to the same portions as those in FIG. 13, and the description thereof is omitted as appropriate.
- the broken line frame in the figure represents a region where the carrier frequency fcar has been increased.
- the switching state of each switching element of the inverter 300 is determined by the magnitude relationship between each phase voltage command value and the carrier Car. Accordingly, when the phase voltage command values are compared in the same manner, the switching pulse width becomes shorter as the carrier frequency fcar is higher. If the switching pulse width is shortened, the time during which the inter-terminal voltage VH of the smoothing capacitor C rises is also shortened, and as a result, the VH peak can be kept low.
- the VH peak can be suppressed regardless of the operation of the second power converter (step-up converter 200 or inverter 400), so that the system configuration can be simplified and efficient. is there.
- the second power converter step-up converter 200 or inverter 400
- FIG. 21 is a flowchart of the VH peak reduction control according to the fifth embodiment of the present invention.
- symbol is attached
- step S301 when acquiring the motor phase ⁇ (step S301), the control device 100 appropriately superimposes the harmonic Har on each phase voltage command value Vu, Vv, and Vw (step S501).
- the VH peak reduction control according to the fifth embodiment is executed as described above.
- the superposition of the harmonic Har according to step S501 is executed by the inverter control unit 140 in the control device 100.
- the inverter control unit 140 is obtained by adding a harmonic generation unit 141 and an adder / subtractor 142 to the inverter control unit 120.
- FIG. 22 is a block diagram of the inverter control unit 140.
- the same reference numerals are given to the same portions as those in FIG. 4, and the description thereof will be omitted as appropriate.
- the harmonic generation unit 140 generates a harmonic Har (for example, third harmonic) from the waveform of each phase voltage command value, and supplies the harmonic Har to the adder / subtractor 142.
- a harmonic Har for example, third harmonic
- FIG. 23 is a diagram showing the relationship between the harmonic and the motor phase ⁇ .
- the harmonic Har is a third harmonic of each phase voltage command value. Such a harmonic Har is superimposed on each phase command voltage waveform which is a fundamental wave.
- the adder / subtractor 142 is provided between the 2-phase / 3-phase converter 123 and the PWM controller 125 for each of the three phases, and is output from the 2-phase / 3-phase converter 123.
- the generated harmonics are superimposed on the voltage commands Vu, Vv and Vw corresponding to the three phases.
- FIG. 24 shows the state of each phase voltage command value after superposition of harmonics.
- FIG. 24 is a conceptual diagram of the voltage command value after harmonics are superimposed.
- the voltage command value after harmonic superposition is indicated by a solid line with respect to the fundamental wave (voltage command value before superposition) indicated by a broken line.
- the waveform is distorted.
- the magnitude relationship with the carrier Car changes, and the switching timing of each phase switching element changes.
- the harmonic generation unit 141 is configured to generate a harmonic to be superimposed on the voltage command value of each phase so that the switching pulse width in a portion where the VH peak increases becomes narrow. As a result of the increase in the inter-terminal voltage VH being suppressed by the narrowing of the pulse width, the VH peak is suppressed.
- the correlation between the motor phase ⁇ and the amplitude of the harmonic Har becomes important. This correlation is obtained in advance experimentally, empirically or theoretically so as to avoid switching of the switching element at the timing when the VH peak increases in advance, and is stored in the ROM as a control map. ing.
- the present invention is applicable to AC motor drive control.
- SYMBOLS 10 Motor drive system, 100 ... Control apparatus, 110 ... Boost converter control part, 120 ... Inverter control part, 200 ... Boost converter, 300 ... Inverter, C ... Smoothing capacitor, B ... DC power supply, M1 ... Three-phase AC motor.
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Abstract
Description
以下、図面を参照して、本発明の好適な各種実施形態について説明する。
<実施形態の構成>
始めに、図1を参照し、本実施形態に係るモータ駆動システム10の構成について説明する。ここに、図1は、モータ駆動システム10の構成を概念的に表すシステム構成図である。
次に、本実施形態の動作として、制御装置100により実行されるVHピーク低減制御について説明する。
始めに、図5を参照し、VHピーク低減制御の概要について説明する。ここに、図5は、モータ駆動システム10の一動作状態を表すタイミングチャートである。尚、同図において、既出の各図と重複する箇所には同一の符号を付してその説明を適宜省略することとする。
<第2実施形態>
第1実施形態では、本発明に係る「第2の電力変換器」として昇圧コンバータ200が使用されたが、第2の電力変換器の構成例は、昇圧コンバータ200に限定されない。ここでは、そのような第2実施形態について説明する。
<第3実施形態>
第1及び第2実施形態においては、平滑コンデンサCの端子間電圧VHにピークが発生するピーク発生時期において、一律にVHピーク低減に係る措置が講じられた。第3実施形態は、これらの制御と異なる制御形態を開示するものである。尚、本実施形態に係るモータ駆動システムの構成は、第1実施形態に係るモータ駆動システム10と相違ないものとする。
<第4実施形態>
次に、本発明の第4実施形態について説明する。
<第5実施形態>
次に、本発明の第5実施形態について説明する。
Claims (8)
- 直流電源と、
三相交流モータと、
前記直流電源と前記三相交流モータとの間に設けられ、前記三相交流モータの三相各々に対応するスイッチング回路及び該スイッチング回路に対し電気的に並列に配置された平滑コンデンサを含んでなる第1の電力変換器と
を備えたモータ駆動システムを制御するモータ駆動システムの制御装置であって、
前記三相交流モータの動作条件と、前記三相各々に対応するスイッチング回路のスイッチング条件とのうち少なくとも一方に基づいて、前記平滑コンデンサの端子間電圧VHにピークが発生するピーク発生時期を推定する推定手段と、
前記推定されたピーク発生時期よりも前の時間領域で設定される開始時期から所定期間について、前記ピーク発生時期における前記端子間電圧VH(VHピーク)が低下するように前記第1の電力変換器の駆動条件を制御する制御手段と
を具備することを特徴とするモータ駆動システムの制御装置。 - 前記推定手段は、前記三相各々に対応する電流の極性と、前記三相各々に対応するスイッチング回路のスイッチング時期とに基づいて前記ピーク発生時期を推定する
ことを特徴とする請求の範囲第1項に記載のモータ駆動システムの制御装置。 - 前記スイッチング時期は、キャリア電圧値と指令電圧値とが一致する時期であり、
前記推定手段は、前記三相各々において、(1)前記電流が正極性であり、且つ前記キャリア電圧値と前記指令電圧値とが、前記指令電圧値が前記キャリア電圧値を超えるに際して一致する第1時期、及び(2)前記電流が負極性であり、且つ前記キャリア電圧値と前記指令電圧値とが、前記指令電圧値が前記キャリア電圧値を下回るに際して一致する第2時期を、前記ピーク発生時期と推定する
ことを特徴とする請求の範囲第2項に記載のモータ駆動システムの制御装置。 - 前記推定手段は、前記三相交流モータの位相に基づいて前記ピーク発生時期を推定する
ことを特徴とする請求の範囲第1項に記載のモータ駆動システムの制御装置。 - 前記モータ駆動システムは、前記第2の電力変換器を備え、
前記制御手段は、前記第1の電力変換器の駆動条件を制御する一態様として、前記第2の電力変換器の駆動条件を変化させる
ことを特徴とする請求の範囲第1項に記載のモータ駆動システムの制御装置。 - 前記第2の電力変換器は、前記平滑コンデンサよりも前記直流電源側に設置され、前記直流電源の直流電圧を昇圧可能であると共に、前記端子間電圧VHを所定のVH指令値に維持可能な昇圧回路を含み、
前記制御手段は、前記VH指令値を低下させる
ことを特徴とする請求の範囲第5項に記載のモータ駆動システムの制御装置。 - 前記三相各々に対応するスイッチング回路は、キャリア電圧値と、指令電圧値との大小関係に応じてスイッチング状態が変化するように構成され、
前記制御手段は、前記キャリア信号の周波数を高周波側に変化させることにより前記VHピークを低下させる
ことを特徴とする請求の範囲第1項に記載のモータ駆動システムの制御装置。 - 前記三相各々に対応するスイッチング回路は、キャリア電圧値と、指令電圧値との大小関係に応じてスイッチング状態が変化するように構成され、
前記制御手段は、前記指令電圧値に所定の高調波を重畳させる
ことを特徴とする請求の範囲第1項に記載のモータ駆動システムの制御装置。
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PCT/JP2011/050284 WO2012095946A1 (ja) | 2011-01-11 | 2011-01-11 | モータ駆動システムの制御装置 |
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