WO2024042982A1 - Compresseur électrique pour véhicule - Google Patents

Compresseur électrique pour véhicule Download PDF

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Publication number
WO2024042982A1
WO2024042982A1 PCT/JP2023/027527 JP2023027527W WO2024042982A1 WO 2024042982 A1 WO2024042982 A1 WO 2024042982A1 JP 2023027527 W JP2023027527 W JP 2023027527W WO 2024042982 A1 WO2024042982 A1 WO 2024042982A1
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Prior art keywords
capacitor
switching elements
vehicle
current
discharge
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PCT/JP2023/027527
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English (en)
Japanese (ja)
Inventor
知里 井田
峻輔 金子
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サンデン株式会社
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Publication of WO2024042982A1 publication Critical patent/WO2024042982A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters
    • H02M7/48—Conversion of dc power input into ac power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode

Definitions

  • the present invention relates to a vehicle electric compressor mounted on a vehicle.
  • An on-vehicle electric compressor described in Patent Document 1 is known as an example of an electric compressor for a vehicle.
  • the on-vehicle electric compressor described in Patent Document 1 uses a current sensor to detect a non-conduction between a battery as a DC power source installed in a vehicle and an inverter circuit (a connector connecting the two is disconnected).
  • the inverter circuit is configured to control a switching element of the inverter circuit to start discharging the capacitor when de-energization is detected.
  • Patent Document 1 the on-vehicle electric compressor described in Patent Document 1 has the following problems.
  • the vehicle side capacitor In addition to discharging the capacitor on the electric compressor side, there are cases where it is required to discharge the capacitor on the vehicle side.
  • the vehicle side capacitor generally has a larger capacitance than the electric compressor side capacitor. Therefore, when such a request is met, the current flowing through the switching element (that is, the heat generation of the switching element) becomes larger than expected, and the switching element may be thermally destroyed.
  • An object of the present invention is to provide an electric compressor for a vehicle that can prevent damage (thermal destruction, etc.) to switching elements of an inverter circuit due to capacitor discharge control for discharging a capacitor.
  • an electric compressor for a vehicle that includes, in a housing, an electric motor, a compression mechanism driven by the electric motor, and an inverter device that supplies electric power to the electric motor.
  • This electric compressor for a vehicle includes a plurality of switching elements arranged between a positive electrode bus and a negative electrode bus connected to a DC power supply of a vehicle, and converts DC power from the DC power supply of the vehicle into AC power.
  • an inverter circuit that supplies electricity to the coil of the electric motor; a capacitor that is connected between the positive busbar and the negative busbar and that is located closer to the DC power source of the vehicle than the inverter circuit;
  • a temperature detection section that detects the temperature of the switching element or the temperature near the plurality of switching elements, and controlling at least some of the switching elements of the plurality of switching elements;
  • a control unit that performs capacitor discharge control for discharging the charge accumulated in the capacitor via the coil of the electric motor, the controller configured to perform capacitor discharge control to discharge electric charge accumulated in the capacitor via the coil of the electric motor, the control unit being configured to control a current flowing through at least some of the switching elements during the capacitor discharge control.
  • a control unit configured to control at least some of the switching elements so that the current is equal to or less than an allowable current according to the temperature detected by the temperature detection unit.
  • an electric compressor for a vehicle that can prevent damage (thermal destruction, etc.) to switching elements of an inverter circuit due to capacitor discharge control for discharging a capacitor.
  • FIG. 1 is a schematic vertical cross-sectional view of an electric compressor for a vehicle according to an embodiment.
  • FIG. 1 is a circuit configuration diagram of a vehicle electric compressor according to an embodiment.
  • FIG. 3 is a diagram showing an example of a capacitor discharge circuit. It is a flow chart which shows an example of capacitor discharge control. It is a flow chart which shows an example of capacitor discharge control. It is a figure which shows an example of a target discharge current setting map. It is a figure which shows an example of the duty ratio of a switching element to be set. It is a figure which shows the other example of the duty ratio of a switching element to be set.
  • FIG. 1 is a schematic vertical sectional view of a vehicle electric compressor (hereinafter simply referred to as "electric compressor") 1 according to an embodiment of the present invention.
  • the electric compressor 1 according to the embodiment is an inverter-integrated electric compressor that integrally includes an inverter device.
  • the electric compressor 1 is mounted on a vehicle, forms part of a refrigerant circuit of a vehicle air conditioner, and may be configured to compress and discharge refrigerant.
  • an electric compressor 1 includes an electric motor 2, a compression mechanism 3 driven by the electric motor to compress refrigerant, a main housing 4 housing the electric motor 2 and the compression mechanism 3, and an electric motor 2.
  • the inverter device 5 includes an inverter device 5 that supplies power to the inverter device 5, and an inverter housing 6 that houses the inverter device 5.
  • the main housing 4 and the inverter housing 6 constitute a housing of the electric compressor 1. That is, the electric compressor 1 includes an electric motor 2, a compression mechanism 3, and an inverter device 5 in a housing.
  • the electric motor 2 is, for example, a three-phase synchronous motor (brushless DC motor).
  • the compression mechanism 3 is, for example, a scroll compression mechanism.
  • the electric motor 2 and the compression mechanism 3 are arranged in series in the axial direction of the output shaft 2a of the electric motor 2 in the main housing 4, and the output shaft 2a of the electric motor 2 is connected to the compression mechanism 3 (in the case of a scroll compression mechanism is connected to an orbiting scroll).
  • the inverter device 5 includes a circuit board 7 on which various electronic components are mounted.
  • the circuit board 7 is attached within the inverter housing 6 by a plurality of fixing members.
  • the inverter housing 6 is provided integrally with the main housing 4.
  • the inverter housing 6 is disposed on one end side of the main housing 4 in the axial direction, specifically, on the opposite side of the compression mechanism 3 with the electric motor 2 interposed therebetween.
  • the inverter housing 6 includes a housing body 61 that is integrally formed with the main housing 4 and a cover member 62 that is removable from the housing body 61.
  • the housing body 61 has a bottom wall 611 and a peripheral wall 612 that stands up from the periphery of the bottom wall 611 and defines an opening facing the bottom wall 611.
  • the cover member 62 is attached to the housing body 61 so as to close the opening of the housing body 61.
  • a portion of the bottom wall 611 of the housing body 61 (which is also the bottom wall of the inverter housing 6) constitutes a partition wall 8 that partitions the inside of the main housing 4 and the inside of the inverter housing 6.
  • the electric motor 2 and the inverter device 5 are electrically connected via a power supply line 9 that extends through the partition wall 8 in an airtight and liquidtight state.
  • a refrigerant inlet 4 a that allows refrigerant from outside to flow into the main housing 4 is formed in a portion of the main housing 4 on the partition wall 8 side.
  • the refrigerant that has flowed into the main housing 4 from the refrigerant inlet 4 a flows through the main housing 4 (in the gap between the electric motor 2 ) and reaches the compression mechanism 3 .
  • the compression mechanism 3 is driven by the electric motor 2 to compress and discharge the refrigerant.
  • the refrigerant flowing into the main housing 4 from the refrigerant inlet 4a is, for example, a refrigerant that has passed through an expansion valve and an evaporator in the refrigerant circuit of the vehicle air conditioner, and is a low-temperature, low-pressure refrigerant. Therefore, the partition wall 8 and the electric motor 2 can be cooled by the refrigerant flowing into the main housing 4 from the refrigerant inlet 4a.
  • the refrigerant flowing through the main housing 4 is compressed by the compression mechanism 3 to become a high-temperature, high-pressure refrigerant that is discharged from the compression mechanism 3.
  • the refrigerant (high temperature and high pressure) discharged from the compression mechanism 3 flows out from the refrigerant outlet 4b formed in the main housing 4.
  • FIG. 2 is a circuit diagram of the electric compressor 1.
  • the electric compressor 1 is connected to an on-vehicle battery (hereinafter simply referred to as "battery”) VB as a DC power source of the vehicle via a connector 20. Then, DC power is supplied from the battery VB to the electric compressor 1 via the connector 20, and more specifically to the inverter circuit 50 of the inverter device 5, which will be described later.
  • battery hereinafter simply referred to as "battery”
  • the inverter device 5 of the electric compressor 1 includes an inverter circuit 50, a first capacitor 51, a temperature detection section 52, a voltage detection section 53, a current detection section 54, and a control section 55. At least some of these are mounted on the circuit board 7.
  • the inverter device 5 includes a plurality of circuit boards, and is not limited to this. 1 capacitor 51 and the like may be distributed and arranged on the plurality of circuit boards.
  • Inverter circuit 50 is connected to battery VB via connector 20 and system main relay SMR. Specifically, the inverter circuit 50 has a positive electrode bus 56P and a negative electrode bus 56N, and the positive electrode bus 56P of the inverter circuit 50 is connected to the positive terminal of the battery VB via the connector 20 and the system main relay SMR. Negative bus bar 56N is connected to the negative terminal of battery VB via connector 20.
  • the system main relay SMR is configured to be closed by the vehicle control device (vehicle ECU) 100 when the start button of the vehicle is turned ON, and opened when the start button of the vehicle is turned OFF. has been done.
  • vehicle ECU vehicle ECU
  • system main relay SMR When system main relay SMR is closed, battery VB and electric compressor 1 (inverter device 5) are electrically connected, and when system main relay SMR is opened, battery VB and electric compressor 1 ( The inverter device 5) is electrically disconnected.
  • the inverter circuit 50 includes a plurality of (here, six) switching elements Q1 to Q6 arranged between a positive electrode bus 56P and a negative electrode bus 56N connected to the battery VB, and the same number of switching elements Q1 to Q6 (here, six). diodes D1 to D6.
  • the switching elements Q1 to Q6 may be IGBTs (insulated gate bipolar transistors).
  • Inverter circuit 50 is configured to convert DC power from battery VB into three-phase AC power and supply it to electric motor 2 by controlling switching elements Q1 to Q6 (PMW control).
  • the plurality of switching elements Q1 to Q6 are arranged in the inverter housing 6 so as to be in thermal contact with the partition wall 8 (see FIG. 1).
  • to be in thermal contact with the partition wall 8 means to be in a state where heat exchange is possible with the partition wall 8, and to be in direct contact with the partition wall 8, or to be in close proximity to the partition wall 8.
  • This also includes indirect contact with the partition wall 8 via a heat exchange member with high thermal conductivity. Therefore, the plurality of switching elements Q1 to Q6 can be cooled via the partition wall 8 by the (low temperature) refrigerant flowing into the main housing 4.
  • the inverter circuit 50 has a U-phase arm, a V-phase arm, and a W-phase arm that are provided in parallel between a positive bus 56P and a negative bus 56N.
  • Two switching elements Q1 and Q2 are connected in series to the U-phase arm, and diodes D1 and D2 are connected in antiparallel to each switching element Q1 and Q2, respectively.
  • Two switching elements Q3 and Q4 are connected in series to the V-phase arm, and diodes D3 and D4 are connected in antiparallel to each switching element Q3 and Q4, respectively.
  • Two switching elements Q5 and Q6 are connected in series to the W-phase arm, and diodes D5 and D6 are connected in antiparallel to each switching element Q5 and Q6, respectively.
  • the intermediate points of each of the U-phase arm, V-phase arm, and W-phase arm are connected to the other ends of the U-phase coil, V-phase coil, and W-phase coil of the electric motor 2 which are star-connected at one end of each.
  • the midpoint of the U-phase arm located between switching elements Q1 and Q2 in the U-phase arm is connected to the U-phase coil
  • the midpoint of the V-phase arm located between switching elements Q3 and Q4 in the V-phase arm is connected to the U-phase coil.
  • the midpoint of the V-phase arm located between switching elements Q5 and Q6 in the W-phase arm is connected to the W-phase coil.
  • the inverter circuit 50 can convert the DC power from the battery VB into three-phase AC power and supply it to the electric motor 2.
  • the electric motor 2 is driven by.
  • the first capacitor 51 is connected between the positive bus 56P and the negative bus 56N of the inverter circuit 50.
  • the first capacitor 51 is arranged closer to the battery VB than the inverter circuit 50, that is, between the inverter circuit 50 and the connector 20.
  • the first capacitor 51 is a smoothing capacitor that smoothes the DC power supplied from the battery VB to the inverter circuit 50.
  • the temperature detection unit 52 detects the temperature of the switching elements Q1 to Q6 or the temperature in the vicinity of the switching elements Q1 to Q6 (hereinafter collectively referred to as "switching element temperature").
  • the voltage detection unit 53 is arranged between the inverter circuit 50 and the first capacitor 51, and detects the potential difference between the positive electrode bus 56P and the negative electrode bus 56N between the inverter circuit 50 and the first capacitor 51.
  • the current detection unit 54 detects the current flowing through the electric motor 2.
  • the current detection unit 54 is arranged on the negative bus 56N between the inverter circuit 50 and the first capacitor 51.
  • the present invention is not limited thereto, and the current detection unit 54 may be placed on the positive bus bar 56P between the inverter circuit 50 and the first capacitor 51.
  • the control unit 55 controls (PWM control) the switching elements Q1 to Q6 in order to drive the electric motor 2 and eventually the compression mechanism 3 based on an operation command from the control device (air conditioning ECU) 101 of the vehicle air conditioner. It is configured as follows.
  • control unit 55 is configured to perform control for discharging the capacitor (hereinafter referred to as "capacitor discharge control") when a capacitor discharge command is input from the vehicle ECU 100.
  • the vehicle ECU 100 outputs the capacitor discharge command to the control unit 55 on the condition that at least the start button of the vehicle is turned off (that is, the system main relay SMR is opened). It is configured.
  • a second capacitor 21 is provided closer to the battery VB than the connector 20 and connected in parallel to the battery VB.
  • the second capacitor 21 has a positive side wiring 22P that connects the positive terminal of the battery VB and the positive bus 56P of the inverter circuit 50 via the connector 20, and a connector that connects the negative terminal of the battery VB and the negative bus 56N of the inverter circuit 50. 20 and a negative electrode side wiring 22N connected therebetween.
  • the second capacitor 21 has a function of smoothing the DC power supplied from the battery VB to the inverter circuit 50.
  • the control unit 55 is configured to discharge the first capacitor 51 and the second capacitor 21 by the capacitor discharge control. That is, the control unit 55 is configured to discharge the charge accumulated in the first capacitor 51 and also discharge the charge accumulated in the second capacitor 21 by performing the capacitor discharge control.
  • the first capacitor 51 is a capacitor on the electric compressor side
  • the second capacitor 21 is a capacitor on the vehicle side.
  • the control unit 55 controls at least some of the switching elements Q1 to Q6, here, switching elements Q1, Q4, and Q6. (ON) to energize the first capacitor 51, the second capacitor 21, and the coils (U-phase coil, V-phase coil, and W-phase coil) of the electric motor 2.
  • a capacitor discharge circuit including the switching elements Q1, Q4, and Q6 and the coil of the electric motor 2 is generated, and as shown by the arrow in FIG.
  • the charges accumulated in the capacitor 21 are discharged via the switching elements Q1, Q4, and Q6 and the coils (U-phase coil, V-phase coil, and W-phase coil) of the electric motor 2.
  • the capacitor discharge control performed by the control unit 55 will be further explained.
  • the control unit 55 monitors the switching element temperature detected by the temperature detection unit 52, monitors the voltage detected by the voltage detection unit 53, and monitors the switching element temperature detected by the voltage detection unit 53. Monitoring of the current detected by 54 is started.
  • the potential difference detected by the voltage detection unit 53 is the potential difference between the positive electrode bus 56P and the negative electrode bus 56N, and corresponds to the voltage between the terminals of the first capacitor 51 and the second capacitor 21 (capacitor voltage).
  • the current detected by the current detection unit 54 corresponds to the discharge current of the first capacitor 51 and/or the second capacitor 21 when the capacitor discharge circuit is generated.
  • the potential difference detected by the voltage detection section 53 may be referred to as a "capacitor voltage equivalent value”
  • the current detected by the current detection section 54 may be referred to as a “capacitor discharge current”.
  • the control unit 55 determines whether the capacitor discharge control is necessary based on the capacitor voltage equivalent value detected by the voltage detection unit 53. When the capacitor discharge control is necessary, the control unit 55 sets a target discharge current based on the switching element temperature detected by the temperature detection unit 52, and combines the set target discharge current with the current detection unit 54.
  • the duty ratios of the switching elements Q1, Q4, and Q6 are set based on the capacitor discharge current detected by the controller, and the switching elements Q1, Q4, and Q6 are controlled with the set duty ratios.
  • FIGS 4 and 5 are flowcharts showing an example of the capacitor discharge control performed by the control unit 55. This flowchart is started when the control unit 55 inputs the capacitor discharge command.
  • step S1 the control unit 55 reads the potential difference detected by the voltage detection unit 53, that is, the capacitor voltage equivalent value.
  • step S2 the control unit 55 determines whether the read capacitor voltage equivalent value is equal to or higher than the required discharge voltage, which is a reference value that requires the capacitor discharge control. If the read capacitor voltage equivalent value is equal to or higher than the required discharge voltage, the control unit 55 proceeds to step S3, and if the read capacitor voltage equivalent value is less than the required discharge voltage, the control unit 55 proceeds to step S3. End the flow.
  • step S3 the control unit 55 reads the switching element temperature detected by the temperature detection unit 52.
  • step S4 the control unit 55 sets a target discharge current based on the read switching element temperature.
  • the control unit 55 sets the target discharge current as follows.
  • the control unit 55 has a target discharge current setting map as shown in FIG.
  • the X-axis is the switching element temperature
  • the solid line in FIG. 6 indicates the maximum allowable current of the switching element that will not cause thermal breakdown of the switching element even if it flows through the switching element
  • the broken line in FIG. 6 indicates the required discharge that is set in advance. It shows the lower limit current required to complete the discharge of the first capacitor 51 and the second capacitor 21 within the time (it does not have to be completed completely, it is sufficient if it is almost completed).
  • the allowable current and the lower limit current are determined by the capacitor discharge circuit, that is, the switching element Q1, which is generated to discharge the charges accumulated in the first capacitor 51 and the charges accumulated in the second capacitor 21. It is set in consideration of the temperature characteristics (particularly resistance fluctuation) of the capacitor discharge circuit including Q4 and Q6 and the coil of the electric motor 2.
  • the control unit 55 Based on the read switching element temperature, the control unit 55 sets a current that is less than or equal to the allowable current and greater than or equal to the lower limit current, that is, the current indicated by hatching in FIG. 6, as the target discharge current. That is, the control unit 55 basically sets a target discharge current having a higher current value as the switching element temperature is lower. Although not particularly limited, in this embodiment, the control unit 55 controls a current having a current value relatively close to the lower limit current based on the switching element temperature in order to suppress heat generation of the switching elements Q1, Q4, and Q6 as much as possible. Set as target discharge current.
  • step S5 the control unit 55 controls the switching elements Q1, Q4, and Q6 with a duty ratio of 50%. As a result, the capacitor discharge circuit is generated, and the capacitor discharge control, that is, the discharge of the charges accumulated in the first capacitor 51 and the discharge of the charges accumulated in the second capacitor 21 are started.
  • step S6 the control unit 55 reads the current detected by the current detection unit 54, that is, the capacitor discharge current.
  • step S7 the control unit 55 calculates the difference between the set target discharge current and the read capacitor discharge current.
  • step S8 the control unit 55 sets the duty ratios of the switching elements Q1, Q4, and Q6 based on the calculated difference.
  • step S9 the control unit 55 controls the switching elements Q1, Q4, and Q6 at the set duty ratio. Thereby, the electric charges accumulated in the first capacitor 51 and the electric charges accumulated in the second capacitor 21 are discharged while the current flowing through the switching elements Q1, Q4, and Q6 is limited to the above-mentioned allowable current or less.
  • step S10 the control unit 55 determines whether the required discharge time has elapsed since inputting the capacitor discharge command or starting discharge. If the required discharge time has not elapsed, the control unit 55 proceeds to step S11. On the other hand, if the required discharge time has elapsed, the control unit 55 proceeds to step S13 (FIG. 5).
  • step S11 the control unit 55 reads the potential difference detected by the voltage detection unit 53, that is, the capacitor voltage equivalent value.
  • step S12 the control unit 55 determines whether the read capacitor voltage equivalent value is equal to or higher than the required discharge voltage. If the read capacitor voltage equivalent value is equal to or higher than the required discharge voltage, the control unit 55 returns to the process of step S6, and if the read capacitor voltage equivalent value is less than the required discharge voltage, the control unit 55 returns to step S6. End the flow.
  • step S13 the control unit 55 stops capacitor discharge control.
  • step S14 the control unit 55 determines whether a preset cooling period for the switching element has elapsed since the capacitor discharge control was stopped. Then, when the cooling period of the switching element has elapsed, the control unit 55 returns to the process of step S1.
  • FIG. 7 is a diagram showing an example of the duty ratios of the switching elements Q1, Q4, and Q6 set by the control unit 55.
  • FIG. 7(a) shows a case where the switching element temperature is low
  • FIG. 7(b) shows a case where the switching element temperature is high.
  • the system main relay SMR When the capacitor discharge command is input to the control unit 55, the system main relay SMR is normally open, and the first capacitor 51 and the second capacitor 21 are electrically disconnected from the battery VB. Therefore, the capacitor voltage equivalent value detected by the voltage detection unit 53 decreases as the first capacitor 51 and the second capacitor 21 are discharged. In other words, until the required discharge time elapses, the capacitor voltage equivalent value gradually decreases as time passes from the start of the capacitor discharge control. Further, when the capacitor voltage equivalent value decreases, the capacitor discharge current detected by the current detection section 54 also decreases. Therefore, when the target discharge current is constant, in order to maintain the target discharge current, the duty ratio set in step S8 increases as time passes, as shown in FIGS. 7(a) and (b). (T1 ⁇ T2 ⁇ T3).
  • FIG. 8 is a diagram showing another example of the duty ratios of the switching elements Q1, Q4, and Q6 set by the control unit 55.
  • FIG. 8(a) shows a case where the switching element temperature is low
  • FIG. 8(b) shows a case where the switching element temperature is high.
  • the capacitor discharge command is input to the control unit 55 while the system main relay SMR is closed, in other words, if the capacitor discharge command is input to the control unit 55 by mistake, the first Capacitor 51 and second capacitor 21 are in a state of being electrically connected to battery VB.
  • the potential difference (the capacitor voltage equivalent value) detected by the voltage detection unit 53 is maintained constant (does not decrease). Therefore, when the target discharge current is constant, until the required discharge time elapses, as shown in FIGS.
  • the duty ratio is set (T1 ⁇ T2 ⁇ T3). When the switching element temperature is high, a target discharge current with a lower current value is set than when the switching element temperature is low. Therefore, the control duty ratio when the switching element temperature is high (FIG. 8(b)) is set smaller than the control duty ratio when the switching element temperature is low (FIG. 8(a)).
  • the control unit 55 when the control unit 55 inputs the capacitor discharge command, the control unit 55 controls the switching elements Q1, Q4, and Q6 and the electric motor 2.
  • the capacitor discharge control is performed to discharge the first capacitor 51 and the second capacitor 21 via the coil.
  • the control unit 55 controls the switching elements Q1, Q4, and Q6 so that the current flowing through the switching elements Q1, Q4, and Q6 is equal to or less than the allowable current of the switching elements Q1, Q4, and Q6 according to the switching element temperature. Control. In other words, the currents flowing through the switching elements Q1, Q4, and Q6 are limited to below the allowable current.
  • the capacitor discharge control prevents the switching elements Q1, Q4, and Q6 from being damaged (thermal destruction, etc.). Moreover, even if the capacitor discharge command is inputted to the control unit 55 by mistake when the battery VB is electrically connected to the first capacitor 51 and the second capacitor 21, the switching element Q1 , Q4, and Q6 are prevented from being damaged (thermal destruction, etc.).
  • the control unit 55 controls the switching elements Q1, Q4, and Q6 so that the current flowing through the switching elements Q1, Q4, and Q6 becomes equal to or higher than the lower limit current according to the required discharge time and the switching element temperature during the capacitor discharge control. Q6.
  • the lower limit current is the current required to complete the discharge of the first capacitor 51 and the second capacitor 21 within the required discharge time. Therefore, the discharge of the first capacitor 51 and the second capacitor 21 can be completed within the required discharge time while preventing the switching elements Q1, Q4, and Q6 from being damaged (thermal destruction, etc.).
  • the control unit 55 sets a target discharge current that is below the allowable current and above the lower limit current based on the switching element temperature, and compares the set target discharge current with the current detection.
  • the duty ratio of the switching elements Q1, Q4, and Q6 is set based on the capacitor discharge current detected by the unit 54, and the switching elements Q1, Q4, and Q6 are controlled with the set duty ratio. . This stabilizes the capacitor discharge control that can prevent damage (thermal destruction, etc.) to the switching elements Q1, Q4, and Q6 and complete the discharge of the first capacitor 51 and the second capacitor 21 within the required discharge time. It can be implemented as follows.
  • the control unit 55 performs the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6. However, it is not limited to this. It is sufficient to energize the first capacitor 51 and the second capacitor 21 and the coils (U-phase coil, V-phase coil, and W-phase coil) of the electric motor 2.
  • the capacitor discharge control can be performed by controlling any switching element.
  • the control unit 55 sets a target discharge current that is less than or equal to the allowable current and greater than or equal to the lower limit current based on the switching element temperature. However, it is not limited to this. When the required discharge time is not set or when the required discharge time is sufficiently long, the control unit 55 may simply set a target discharge current equal to or lower than the allowable current based on the switching element temperature.
  • the control unit 55 sets a current having a current value relatively close to the lower limit current as the target discharge current based on the switching element temperature.
  • the control unit 55 may set a current having a current value relatively close to the allowable current as the target discharge current based on the switching element temperature.
  • the control unit 55 sets an intermediate current value between the allowable current and the lower limit current based on the switching element temperature. You may set the electric current which has as said target discharge current.
  • the control unit 55 starts the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6 at a duty ratio of 50% (Step 5 in FIG. 4).
  • the initial value of the duty ratio of the switching elements Q1, Q4, and Q6 when performing the capacitor discharge control is 50%.
  • the control unit 55 can start the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6 at an arbitrary duty ratio (initial value thereof).
  • the control unit 55 starts the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6 with a duty ratio (initial value) according to the target discharge current set in step S4 of FIG. It's okay.
  • step S5 in FIG. 4 may be omitted, and the control unit 55 may start the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6 in step S9 of FIG.
  • the control unit 55 may start the capacitor discharge control by controlling the switching elements Q1, Q4, and Q6 in step S9 of FIG.
  • control unit 55 monitors the capacitor voltage equivalent value, sets a duty ratio based on the target discharge current and the capacitor voltage equivalent value, and controls the set switching elements Q1, Q4, and Q6. You may also do so.
  • the process of step S5 is omitted, the capacitor voltage equivalent value is read in step S6 as in step S1, the process of step S7 is omitted, and the value set in step S4 is read in step S8.
  • the duty ratio is set based on the target discharge current and the capacitor voltage equivalent value read in step S6.
  • control unit 55 discharges the first capacitor 51 and the second capacitor 21 through the capacitor discharge control.
  • the control unit 55 can discharge the second capacitor 21 in the same manner as described above even when the first capacitor 51 is not present, and discharge the first capacitor 51 in the same manner as described above even when the second capacitor 21 is not present. Discharge can be performed.
  • SYMBOLS 1 Electric compressor, 2... Electric motor, 3... Compression mechanism, 4... Main housing, 5... Inverter device, 6... Inverter housing, 20... Connector, 21... Second capacitor, 50... Inverter circuit, 51... First Capacitor, 52... Temperature detection section, 53... Voltage detection section, 54... Current detection section, 55... Control section, 56P... Positive electrode bus, 56N... Negative electrode bus, Q1 to Q6... Switching element, VB... Vehicle battery

Abstract

Le problème décrit par la présente invention est de fournir un compresseur électrique pour un véhicule qui peut éviter l'endommagement d'un élément de commutation d'un circuit onduleur en raison d'une commande de décharge de condensateur dans laquelle un condensateur est déchargé. La solution selon l'invention porte sur un compresseur électrique 1 pour un véhicule, dans lequel une unité de commande 55 d'un dispositif onduleur 5, qui alimente en énergie un moteur électrique entraînant un mécanisme de compression, commande des éléments de commutation Q1, Q4 et Q6 parmi une pluralité d'éléments de commutation Q1 à Q6 d'un circuit onduleur 50, en vue d'effectuer une commande de décharge de condensateur dans laquelle une charge accumulée dans un premier condensateur 51 et un second condensateur 21 est déchargée. L'unité de commande 55 est configurée pour commander les éléments de commutation Q1, Q4 et Q6 de sorte qu'un courant circulant à travers les éléments de commutation Q1, Q4 et Q6 soit inférieur ou égal à un courant admissible correspondant à une température d'élément de commutation.
PCT/JP2023/027527 2022-08-24 2023-07-27 Compresseur électrique pour véhicule WO2024042982A1 (fr)

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JP2022133211A JP2024030364A (ja) 2022-08-24 2022-08-24 車両用電動圧縮機
JP2022-133211 2022-08-24

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11346493A (ja) * 1998-03-30 1999-12-14 Aisin Seiki Co Ltd 電気モ―タの通電制御装置
JP2008303753A (ja) * 2007-06-06 2008-12-18 Sanden Corp 電動圧縮機の制御装置
JP2015162973A (ja) * 2014-02-27 2015-09-07 株式会社デンソー モータ駆動装置
JP2016181970A (ja) * 2015-03-24 2016-10-13 日産自動車株式会社 電力変換装置及び電力変換装置の制御方法
JP2018174630A (ja) * 2017-03-31 2018-11-08 株式会社豊田自動織機 車載用電動圧縮機
JP2021129360A (ja) * 2020-02-12 2021-09-02 株式会社豊田自動織機 車載用インバータの制御装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11346493A (ja) * 1998-03-30 1999-12-14 Aisin Seiki Co Ltd 電気モ―タの通電制御装置
JP2008303753A (ja) * 2007-06-06 2008-12-18 Sanden Corp 電動圧縮機の制御装置
JP2015162973A (ja) * 2014-02-27 2015-09-07 株式会社デンソー モータ駆動装置
JP2016181970A (ja) * 2015-03-24 2016-10-13 日産自動車株式会社 電力変換装置及び電力変換装置の制御方法
JP2018174630A (ja) * 2017-03-31 2018-11-08 株式会社豊田自動織機 車載用電動圧縮機
JP2021129360A (ja) * 2020-02-12 2021-09-02 株式会社豊田自動織機 車載用インバータの制御装置

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