WO2018066733A1 - 전기자동차용 모터 제어장치 및 그 제어방법 - Google Patents
전기자동차용 모터 제어장치 및 그 제어방법 Download PDFInfo
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- WO2018066733A1 WO2018066733A1 PCT/KR2016/011236 KR2016011236W WO2018066733A1 WO 2018066733 A1 WO2018066733 A1 WO 2018066733A1 KR 2016011236 W KR2016011236 W KR 2016011236W WO 2018066733 A1 WO2018066733 A1 WO 2018066733A1
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- WIPO (PCT)
- Prior art keywords
- motor
- signal
- unit
- driving
- main board
- Prior art date
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Classifications
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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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- 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
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/02—Providing protection against overload without automatic interruption of supply
- H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
- H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
- G01R19/165—Indicating that current or voltage is either above or below a predetermined value or within or outside a predetermined range of values
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/34—Testing dynamo-electric machines
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/21—Devices for sensing speed or position, or actuated thereby
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/30—Structural association with control circuits or drive circuits
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K3/00—Details of windings
- H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
- H02K3/28—Layout of windings or of connections between windings
-
- 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
- H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
- H02P29/02—Providing protection against overload without automatic interruption of supply
- H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
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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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a motor control apparatus and a control method for an electric vehicle, and more similarly, by configuring the windings of the motor and the switching unit in a multiphase independent series-parallel winding type, it is possible to control distributed power, as well as to reduce the internal impedance of the windings.
- the present invention relates to a motor control apparatus for an electric vehicle and a method of controlling the same.
- an electric vehicle is provided with a rechargeable battery, and receives electric energy from the outside, and gradually discharges the electric energy thus supplied, thereby driving a motor coupled with a wheel to obtain mechanical energy. That is, in an electric vehicle, a motor is driven by supplying a DC power supplied from a large capacity battery to an inverter and converting the same into an AC power having a variable frequency.
- FIG. 1 An example of a motor and a control apparatus thereof for generating power of such an electric vehicle is shown in FIG. 1.
- the motor and its control apparatus convert a DC power supplied from the motor 1 and the storage battery 3 to the motor 1 to transmit power to a drive system into an AC power source.
- Inverter 2 the switchgear 4 for cutting off the DC power supplied from the battery 3 to the inverter 2 as necessary, the switching unit 5 for controlling the opening and closing operation of the switchgear 4,
- a controller 6 for controlling the switching operation of the switching unit 5 and the switching operation of the switching unit 5 provided in the inverter 2.
- In operation of the motor 1 only the Y connection is used.
- Figure 2 shows the speed-torque characteristic curve of the Y-connected three-phase induction motor shown in FIG. As shown in FIG. 2, the wider the constant output region, the wider the operating region of the motor 1. When the motor 1 operates in the high speed region, a corresponding current is applied to the motor 1. In order to do this, the voltage must be increased.
- the voltage is limited by the voltage of the DC link capacitor 7, and is output at a predetermined speed or more by the output voltage limit of the inverter 2 supplying current to the motor 1.
- the installation of additional equipment is inevitable due to narrowing the high-speed operation area can not be.
- BLDC Batteryless Direct Current
- BLDC Batteryless Direct Current
- BLDC Batteryless Direct Current
- DC motor forms a rotating magnetic field by winding three-phase coils on the stator, and attaches a permanent magnet to the rotor to obtain rotational force by interaction between the magnetic field formed in the stator and the magnetic field of the permanent magnet.
- DC motor includes all the advantages of the DC motor, such as the ease of operation and the ease of rotation control, while reducing the noise and maintenance costs by eliminating the brush that is a disadvantage of the DC motor has been widely used in various fields recently.
- the BLDC motor detects the position of the rotor and applies a control signal to the power drive module according to the detected position of the rotor, flowing an appropriate current to the three-phase coil of the stator, thereby controlling the magnetic field of the rotor and the current applied to the stator.
- the rotational force is obtained by the interaction of the magnetic field.
- the detection of the position of the rotor is essential for the rotation of the BLDC motor.
- a Hall sensor whose potential difference varies according to the change of magnetic flux, or install a CT (Current Transfomer) on each phase. Determine the location of the former.
- CT Current Transfomer
- the driving device of the BLDC motor includes a power module 16 and a power module including a rectifying unit 11 and a plurality of switching units for rectifying AC from the AC power source 10.
- a power module driver 12 for outputting on and off signals of the switching unit and a controller 13 for outputting a drive control signal to the power module driver 12.
- a position detector 14 including a plurality of comparators configured to output a zero crossing point detection signal by comparing the reference voltage and the counter electromotive force to determine the position of the rotor using the counter electromotive force induced by the stator. It is configured by.
- reference numerals 15a to 15c represent three-phase coils of the stator
- reference numerals 17a to 17c represent auxiliary windings for detecting the position of the rotor further wound on the three-phase coils.
- the technique disclosed in the above document has a problem in that high speed and high torque driving cannot be performed due to current limitation due to high coil resistance value by employing a three-phase series winding in the stator of the motor.
- Korean Patent Nos. 10-1368211, 10-0752548, and 10-2012-0077175 have been disclosed.
- the above patents are made of a multi-phase independent parallel winding of the winding of the motor and the switching unit to enable distributed power control, and to realize a low voltage-high speed, high voltage-high torque motor.
- the present invention has been made to solve the above problems, the present invention is to form a distributed structure independent winding of the motor and the switching unit to enable distributed power control, in particular a parallel series of parallel connection of stator connection in series and parallel Its purpose is to reduce the copper loss of the windings and to provide high output.
- the present invention has another object to ensure safe driving by periodically checking the state of the driver and the motor to diagnose the failure.
- Another object of the present invention is to prevent the occurrence of back EMF in the motor by starting and ending the switching-on start point and the end point of the switching unit later than the lower drive signal by a predetermined time, respectively.
- the configuration of the motor control apparatus for an electric vehicle of the present invention for achieving the above object is a motor of the multi-phase independent winding to drive independently without being affected by other phases, and the rotor of the motor 100
- a power supply unit 500 for supplying power to the switching unit 400 and the main board unit 350 to generate the driving signal for driving the motor 100.
- Wiring on the stator side of the motor 100 Characterized in that a connection to a serial-to-parallel structures mixing series and parallel baths.
- the drive module 360 may control to start and end the switching-on start point and the end point of the top drive signal of the switching unit 400 by a predetermined time later than the bottom drive signal, respectively, and to terminate the drive unit 360 later.
- a phase current sensor 450 is installed at the front end of the switching unit 400 to detect a current applied to each phase, and receives the current signal detected by the phase current sensor 450 to detect the presence of an abnormality.
- a detection unit 550 may further include a detection unit 550 which detects an abnormality caused by the operation of the motor and transmits the result value to the main board unit 350.
- the motor control apparatus and control method for an electric vehicle having the above configuration, by forming the windings of the motor and the switching unit in an independent distributed structure, by connecting the stator in a series-parallel structure in which a series and a parallel are mixed, different phases are affected.
- High power can be output without the need to check the status of the driver and motor periodically so that it can be safely operated as it is possible to diagnose the failure.
- FIG. 1 is an electrical connection diagram of a schematic motor control apparatus for generating power of a conventional electric vehicle
- Figure 2 is a view showing a speed-torque characteristic curve of a three-phase induction motor connected in the conventional Y-shaped
- FIG. 3 is a circuit diagram showing a state in which a conventional DC link capacitor is employed
- FIG. 4 is a schematic diagram of a conventional BLDC motor drive device
- FIG. 5 is a configuration diagram of a motor control apparatus for an electric vehicle according to the present invention.
- FIG. 6 is a circuit diagram showing a connection state of the switching unit and the motor in the motor control apparatus for an electric vehicle according to the present invention
- FIG. 7 is a schematic circuit diagram showing an installation state of a phase current sensor according to the present invention.
- FIG. 8 is a time chart illustrating a switching signal of an upper driving signal and a lower driving signal of a switching unit according to the present invention
- FIG. 9 is a flow chart of a motor control method for an electric vehicle according to the present invention.
- the motor control apparatus for an electric vehicle is a motor 100 and a multi-phase independent winding to drive independently without being affected by other phases, the motor ( An encoder 200 for detecting the position of the rotor of the rotor 100 and a sensor unit 250 for outputting a sensor signal to the position of the rotor sensed by the encoder, and generating a speed command value signal of the motor 100.
- a main board unit 350 having an input unit 300, a drive module 360 for outputting a drive signal for driving the motor 100 using the speed command value signal and the sensor signal;
- a switching unit 400 for receiving the driving signal from the 350 to generate a driving signal for driving the motor 100 and a power supply unit 500 for supplying power to the switching unit 400 and the main board unit 350.
- the motor is configured to include
- the connection structure on the stator side of (100) is characterized by being connected in a series-parallel structure in which a series and a parallel are mixed.
- the motor 100 is a multi-phase independent structure composed of an IPM (Interior Permanant Magnet Motor) motor in which a stator is an armature and a rotor is a permanent magnet. Distributed motor control is possible. Even if a phase fails, emergency operation is possible, so it is an excellent motor.
- IPM Interior Permanant Magnet Motor
- the power supply unit 500 supplies a motor driving power for driving the motor, and supplies the logic power to the main board unit 350 through a converter. That is, the power supplied to the main board unit receives DC power through a DC / DC converter, converts the DC + 15V, DC + 12V, and DC + 5V into the main board unit.
- the DC + 15V may be used as a switching device and a sensor power supply
- the DC + 12V may be used as a power supply for the detection unit 550, etc.
- the DC + 5V may be used as a driver module and a MCU power supply.
- the configuration of the sensor unit 250, the input unit 300, the main board unit 350, the switching unit 400, and the power supply unit 500 is well-known patent registration No. 1368211, Published Patent Publication No. 10-2012 Similar to the counterparts disclosed in -0077175.
- FIG. 6 is a diagram illustrating a connection state between a switching unit and a motor.
- the switching unit 400 is preferably composed of at least one of a transistor having a low resistance, GTO or IGBT, input by the drive signal (G1, G2, G3, G4) of the motherboard 350.
- the motor 100 is driven according to the switched signal.
- the stator side connection structure of the motor 100 is connected in a series-parallel structure.
- the vehicle can smoothly run even when driving on an irregular road surface, and can exhibit smoother driving performance than a conventional motor even when the vehicle is started after stopping.
- the motor control system of the present invention is installed to be located in front of the switching unit 400 is provided with a phase current sensor 450 to detect the current applied to each phase, the phase current sensor 450 is detected
- the detection unit 550 is configured to detect whether there is an abnormality by receiving the current signal, and also detects an abnormality according to the operation of the motor, and transmits the result value to the main board unit 350.
- the phase current sensor 450 detects the phase current and checks the current state of the driver and the motor so as to diagnose and drive the fault, and the detection unit 550 operates the overcurrent and overvoltage during operation of the motor. By checking the low residual pressure, temperature, etc., the main board unit 350 transmits the result value to the main board 350 so as to safely drive the system.
- the drive module 360 preferably outputs a switching on time differently from the upper driving signal and the lower driving signal of the switching unit 400. At this time, the switching-on start point and the end point of the top driving signal of the switching unit 400 are started later by a set time than the switching-on starting point and the ending point of the lower driving signal, respectively, and output to be terminated quickly.
- the counter electromotive force is generated in the form of a sine wave, a square wave, or a trapezoid when starting and stopping the motor, so that residual power can be removed by not overlapping with the sine, square, or trapezoidal entry and exit signals. Accordingly, it is possible to eliminate the back electromotive force caused by the remaining power remaining in the motor coil.
- the upper driving signal G2 can eliminate the hysteresis phenomenon by delaying the switching-on start time and lowering the switching-on start time than the lower driving signal G4 to remove the residual power remaining in the motor coil. It is possible to eliminate the back EMF generated by the motor of the motor, thereby reducing heat loss and increasing efficiency.
- the advantages of the winding winding can be used in the low speed driving region where the torque is high, and the advantages of the distribution winding can be used in the region where the magnetic flux density is large. Will be.
- FIG. 9 is a flowchart of a method for controlling a motor for an electric vehicle according to the present invention, in which a power is turned on to apply a motor driving power to a switching part, a logic power to a main board part (S10), and an input part to speed
- the command value signal and the stationary signal of the motor are input and applied to the main board (S20).
- the main board unit converts the input speed command value signal into a digital signal to synchronize with the sensor signal of the sensor unit, and calculates the signal synchronized by the MCU of the main board unit to output the upper drive signal and the lower drive signal of the motor to the drive module. (S30).
- the output signal is driven by the drive module and output as a signal for driving the switching unit (S40), and the switching unit receives the output signal and applies a driving signal for driving the motor to drive the motor (S50).
- step S20 When the motor is operated, voltage, current, etc. are checked by the detection unit and transferred to the main board unit.
- the main board unit determines whether there is an abnormality of the motor based on the received value, and when it is determined that the motor has an abnormal state, the process moves to step S20.
- the sensor unit attached to the motor After the above steps (S60), if it is determined that the abnormality does not occur in the motor, the sensor unit attached to the motor outputs a sensor signal that detects the rotor position of the motor (S70), the speed command value of the motor Is 0, the motor is stopped (S80). If the speed command value is not 0, the motor is moved to step S20 to continue the motor rotation.
Abstract
Description
Claims (4)
- 다른 상의 영향을 받지 않고 독립적으로 구동하도록 다상 독립형으로 권선한 모터(100)와,상기 모터(100)의 회전자의 위치를 감지하기 위한 엔코더(200) 및 상기 엔코더에서 감지한 회전자의 위치를 센서신호를 출력하기 위한 센서부(250)와,상기 모터(100)의 속도 지령치 신호를 발생하는 입력부(300)와,상기 속도 지령치 신호와 센서신호를 이용하여 상기 모터(100)를 구동하는 구동신호를 출력하는 드라이브모듈(360)을 갖는 메인보드부(350)와,상기 메인보드부(350)로부터 상기 구동신호를 입력받아 상기 모터(100)를 구동하는 구동신호를 발생하는 스위칭부(400)와,상기 스위칭부(400)와 메인보드부(350)에 전원을 공급하는 전원부(500)로 포함하고,상기 모터(100)의 고정자 측의 결선구조는 직렬과 병렬을 혼합한 직병렬구조로 결선된 것을 특징으로 하는 전기자동차용 모터 제어장치.
- 제1항에 있어서,상기 스위칭부(400)의 전단에는 각 상으로 인가되는 전류를 감지하도록 상 전류센서(450)가 설치되고,상기 상 전류센서(450)에서 감지된 전류신호를 전달받아 이상유무를 검출하고 상기 모터의 동작에 따른 이상 유무를 검출하여 상기 메인보드부(350)로 그 결과값을 전달하는 검출부(550)를 더 포함하는 것을 특징으로 하는 전기자동차용 모터 제어장치.
- 제1항에 있어서,상기 드라이브모듈(360)은, 상기 스위칭부(400)의 상단 구동신호의 스위칭온 시작시점과 종료시점이 하단 구동신호보다 각각 설정된 시간만큼 늦게 시작하고 빨리 종료되도록 제어하는 것을 특징으로 하는 전기자동차용 모터 제어장치.
- 전원부에서 모터구동 전원을 스위칭부에 인가하고, 로직전원을 메인보드부에 인가하는 제1단계;입력부에서 모터를 구동하기 위한 속도 또는 정역신호 중 어느 하나 이상의 지령치신호를 메인보드부에 입력하고, 센서부에서 모터의 구동을 감지하여 센서신호를 메인보드부로 입력하는 제2단계;상기 메인보드부는 입력받은 상기 속도 지령치 신호를 디지털 신호로 변환하여 센서부의 센서신호와 동기화시키고, 메인보드부의 MCU에서 동기화된 신호를 연산하여 모터의 상단 구동신호와 하단 구동신호를 드라이브모듈로 출력하는 제3단계;제3단계에서 출력된 신호를 상기 드라이브모듈에서 드라이빙하여 스위칭부를 구동하기 위한 신호로 출력하는 제4단계;상기 스위칭부에서 출력된 신호에 따라 스위칭동작을 수행하여 모터를 구동하기 위한 구동신호를 인가하여 모터를 구동시키는 제5단계;검출부에서 모터의 회전시 전압, 전류를 체크하여 메인보드부에 전달하고, 메인보드부는 상기 검출부에서 전달받은 값을 토대로 모터의 이상유무를 판단하는 제6단계;모터에 부착된 센서부에서 모터의 회전자 위치를 감지한 센서신호를 출력하는 제7단계;상기 모터의 속도 지령치가 0인가를 판단하여 0이면 모터를 정지시키는 제8단게를 거쳐 모터를 제어하는 것을 것을 특징으로 하는 전기자동차용 모터 제어방법.
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KR20150118307A (ko) * | 2014-04-14 | 2015-10-22 | 현대자동차주식회사 | 모터 구동시스템의 고장 검출 방법 |
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- 2016-10-07 WO PCT/KR2016/011236 patent/WO2018066733A1/ko active Application Filing
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KR20120077175A (ko) * | 2010-12-30 | 2012-07-10 | 주식회사글로벌오토테크 | Nev용 10kw급 bldc모터와 그를 이용한 제어시스템 및 제어방법 |
KR20130060047A (ko) * | 2011-11-29 | 2013-06-07 | 현대자동차주식회사 | 모터를 구비한 차량의 제어방법 |
KR101393209B1 (ko) * | 2013-08-01 | 2014-05-09 | (주)에스엠씨 | Bldc 듀얼모터장치 |
KR20150118307A (ko) * | 2014-04-14 | 2015-10-22 | 현대자동차주식회사 | 모터 구동시스템의 고장 검출 방법 |
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