Control device for a polyphase rotary electric machine

Abstract

A multiphase rotary electric machine (80) has two-system multiphase winding groups (801, 802) that are magnetically coupled to each other, and adds and outputs torque generated by energization to each of the two-system multiphase winding groups to a common output shaft. Two-system power converters (601, 602) are connected to two power supplies (Bt1, Bt2), respectively, convert direct-current power input from the power supplies (Bt1, Bt2) into alternating-current power, and supply the alternating-current power to the two-system multiphase winding groups. One of the two power supplies (Bt1, Bt2) that generates a demand for charging is taken as a charging-side power supply, and a power supply on an object side of the charging-side power supply is taken as a discharging-side power supply. A control section (40) energizes opposite currents that act on the two-system multiphase winding groups in opposite directions with respect to a charging-side system connected to the charging-side power supply and a discharging-side system connected to the discharging-side power supply, and performs a charging operation from the discharging-side power supply to the charging-side power supply via the multiphase rotary electric machine (80).

Description

[0001] Cross Reference to Related Applications

[0002] This application is based on Japanese Patent Application No. 2020-083955 filed May 12, 2020, the contents of which are incorporated herein by reference. TECHNICAL FIELD

[0003] The present disclosure relates to a control device of a multiphase rotary electric machine. BACKGROUND

[0004] Conventionally, a device capable of transmitting and receiving electric power between two power sources that supply electric power to a multiphase rotary electric machine is known. For example, in Patent Literature 1, a device in which a capacitor as an auxiliary power source is provided on a power supply path from a battery as a main power source to an auxiliary motor in an electric power assisted steering device is disclosed. A charging state in which the capacitor is charged by power supply from the battery and a holding state in which the charge of the capacitor is held are switched according to the temperature of the capacitor.

[0005] Patent Literature 1: Japanese Patent Application Publication No. 2019-213400

[0006] The device of Patent Literature 1 is a device that supplies power to an auxiliary motor from two kinds of power sources, a battery and a capacitor, via a common motor drive circuit. In contrast, in a system that supplies power to a dual-winding rotary electric machine having two sets of multiphase winding groups from dual-system power converters, in a structure called a so-called "full dual system", two batteries are respectively independently connected to the dual-system power converters. In Patent Literature 1, there is no mention of power transmission and reception between the two power sources in the full dual system. SUMMARY

[0007] The present disclosure aims to provide a control device of a multiphase rotary electric machine capable of transmitting and receiving electric power between dual power sources in a structure in which a dual-winding rotary electric machine is energized by the dual power sources.

[0008] The present disclosure controls a dual-winding type multiphase rotary electric machine that has dual systems of multiphase winding groups that are magnetically coupled to each other, adds torques generated by energization to the multiphase winding groups of each system, and outputs to a common output shaft, and is a control device that drives the dual-winding type multiphase rotary electric machine. The control device of the multiphase rotary electric machine includes dual-system power converters and a control section.

[0009] The dual-system power converters are respectively connected to two power sources in at least a part of the drive mode, convert direct current power input from the power sources into alternating current power, and supply the alternating current power to the multiphase winding groups. The control section operates the operation of the power converters and controls the energization to the multiphase winding groups.

[0010] The power source in which the demand for charging is generated among the two power sources is referred to as a "charging-side power source", and the power source on the object side of the charging-side power source is referred to as a "discharging-side power source". Furthermore, the "demand for charging" does not need to generate a request signal or the like, but only needs to presume that charging can be required.

[0011] The control section energizes opposite currents that act on the multi-phase winding groups in opposite directions for a "charging-side system" connected to the charging-side power source and a "discharging-side system" connected to the discharging-side power source, and performs a charging operation from the discharging-side power source to the charging-side power source via the multi-phase rotary electric machine. In the present disclosure, power transmission and reception between the two power sources can be performed by utilizing magnetic coupling of the double-winding rotary electric machine.

[0012] For example, the control section energizes the charging-side system so as to generate a torque in the opposite direction to the rotation direction of the multi-phase rotary electric machine and energizes the discharging-side system so as to generate a torque that compensates for the torque in the opposite direction when performing the charging operation. Alternatively, the control section energizes high-frequency currents of 1 kHz or more that are the same in frequency but opposite in size at the same timing with respect to the center of the amplitude, or applies a high-frequency voltage so that the high-frequency currents flow, when performing the charging operation. It is preferable that the control section switch between the two types of charging operations according to the operation state of the multi-phase rotary electric machine. BRIEF DESCRIPTION OF DRAWINGS

[0013] The above objects and other objects, features, and advantages of the present disclosure will become more clearly apparent from the following detailed description taken in conjunction with the accompanying drawings.

[0014] Figure 1 is a schematic configuration diagram of a steering control device to which the control device (ECU) of the multi-phase rotary electric machine of the first to third embodiments is applied.

[0015] Figure 2 is a circuit configuration diagram of the dual-power-source motor drive system of the first embodiment.

[0016] Figure 3 is a schematic diagram showing the structure of a dual-winding motor.

[0017] Figure 4 is a schematic diagram of the dual-power-source motor drive system of the first embodiment.

[0018] Figure 5A is an image diagram showing the difference in capacity of the dual power sources.

[0019] Figure 5B is an image diagram showing the difference in electric power of the dual power sources.

[0020] Figure 6 is a flowchart showing switching of the charging operation according to the operation state of the motor.

[0021] Figure 7This is a block diagram of the control unit that performs the charging action during rotation.

[0022] Figure 8 It is an image of the charging action during rotation.

[0023] Figure 9 This is a diagram showing an example of an SPM motor being energized.

[0024] Figure 10 This is a diagram showing an example of an IPM motor being energized.

[0025] Figure 11A This is a diagram illustrating an example of energization when current flows through the d-axis of an SPM motor.

[0026] Figure 11B This is a diagram illustrating an example of energization when current flows through the d-axis of an SPM motor.

[0027] Figure 12A This is a block diagram of the control unit that performs the charging operation during a stop, as shown in Example 1.

[0028] Figure 12B This is a block diagram of the control unit that performs the charging operation during a stop, as shown in Example 2.

[0029] Figure 13 It is a current waveform diagram illustrating the transmission and reception of electricity based on high-frequency energization.

[0030] Figure 14A This is a waveform diagram showing an example of high-frequency current / voltage.

[0031] Figure 14B This is a waveform diagram showing an example of high-frequency current / voltage.

[0032] Figure 14C This is a waveform diagram showing an example of high-frequency current / voltage.

[0033] Figure 15A This is a waveform diagram showing an example of high-frequency current / voltage.

[0034] Figure 15B This is a waveform diagram showing an example of high-frequency current / voltage.

[0035] Figure 15C This is a waveform diagram showing an example of high-frequency current / voltage.

[0036] Figure 16A This is a waveform diagram showing an example of high-frequency current / voltage.

[0037] Figure 16B This is a waveform diagram showing an example of high-frequency current / voltage.

[0038] Figure 16CThis is a waveform diagram showing an example of high-frequency current / voltage.

[0039] Figure 17 This is a schematic diagram of the dual-power motor drive system of the second embodiment.

[0040] Figure 18 This is a schematic diagram of the dual-power motor drive system according to the third embodiment.

[0041] Figure 19 This is a flowchart of the drive mode switching in the third implementation method.

[0042] Figure 20 A schematic structural diagram of the braking device of a control unit (ECU) for a multiphase rotating electric machine using other implementation methods. Detailed Implementation

[0043] Hereinafter, based on the accompanying drawings, several embodiments of the control device for the multiphase rotating electric motor of this disclosure will be described. In the first to third embodiments, the ECU, which is the "control device for the multiphase rotating electric motor," is applied to the steering control device of a vehicle to control the energization of a steering assist motor composed of a dual-winding motor. Descriptions of structures that are substantially the same in the various embodiments are omitted due to the use of the same reference numerals.

[0044] First, refer to Figure 1 The structure of the steering control device of the ECU using the first to third embodiments will be described. Figure 1 As shown, ECU10 is applied to the steering control device 901 of vehicle 99. In Figure 1 The image shows the steering control device of an electric power steering (EPS) system that is mechanically connected to the steering control mechanism. Figure 1 Although the EPS system is column-type, it can also be applied to rack-and-pinion EPS systems. Furthermore, the ECU10 can also be applied to the steering control mechanism of 99% of vehicles and the steering control device of steer-by-wire systems with mechanically separated steering mechanisms.

[0045] In vehicle 99, a steering shaft 92 is connected to a steering wheel 91. A pinion 94 located at the front end of the steering shaft 92 meshes with a rack shaft 95. A pair of wheels 98 are mounted at both ends of the rack shaft 97 via steering tie rods, etc. When the driver rotates the steering wheel 91, the rotational motion of the steering shaft 92 is converted into linear motion of the rack shaft 95 via the pinion 94, and the pair of wheels 98 turn at an angle corresponding to the displacement of the rack shaft 97.

[0046] The steering control device 901 includes a steering torque sensor 93, an ECU 10, a motor 80 acting as a "multi-phase rotary motor," and a reduction gear 89. The steering torque sensor 93 is located midway along the steering shaft 92, detects the driver's steering torque, and outputs this torque as a torque sensor signal Strq. The ECU 10, connected to two power supplies Bt1 and Bt2, controls the drive of the motor 80 based on the torque sensor signal Strq, causing the motor 80 to generate the desired auxiliary torque. The auxiliary torque output by the motor 80 is transmitted to the steering shaft 92 via the reduction gear 89.

[0047] (First Implementation)

[0048] Next, refer to Figures 2-4 The structure of the motor drive system 201 according to the first embodiment will be described. Hereinafter, the system including two power supplies Bt1 and Bt2, ECU10 and motor 80 will be referred to as the "motor drive system". ECU10 includes inverters 601 and 602 as "dual-system power converters" and control unit 40, etc. The structures of ECU10 and motor 80 in the first to third embodiments are substantially the same, but the connection structures of the dual power supplies Bt1 and Bt2 are different.

[0049] exist Figure 2 The diagram shows a circuit structure that includes various relays and current sensors, in addition to the inverters 601 and 602 and the motor 80, which are common in all embodiments. Furthermore, these relays and current sensors are not essential components but are optional depending on the application. Hereinafter, a unit comprising a group of structural elements including power supplies Bt1 and Bt2, inverters 601 and 602, and the three-phase winding groups 801 and 802 of the motor 80 will be referred to as a "system". In the specification, the names of structural elements or signals of the first system are prefixed with "first", and the names of structural elements or signals of the second system are prefixed with "second" to distinguish them, as needed. Additionally, a "1" is appended to the end or middle of the reference numerals for the structural elements or signals of the first system, and a "2" is appended to the end or middle of the reference numerals for the structural elements or signals of the second system.

[0050] Motor 80 has two systems of three-phase winding groups 801 and 802. For the first system's three-phase winding group (hereinafter "first three-phase winding group") 801, the windings 811, 812, and 813 of phases U1, V1, and W1 are connected at the neutral point N1. Voltage is applied to the windings 811, 812, and 813 of phases U1, V1, and W1 of the first three-phase winding group 801 from the inverter of the first system (hereinafter "first inverter") 601.

[0051] For the three-phase winding group 802 of the second system (hereinafter referred to as "the second three-phase winding group"), the windings 821, 822, and 823 of phases U2, V2, and W2 are connected at the neutral point N2. Voltage is applied to the windings 821, 822, and 823 of phases U2, V2, and W2 of the second three-phase winding group 802 from the inverter 602 of the second system (hereinafter referred to as "the second inverter").

[0052] like Figure 3 As shown, motor 80 is a dual-winding motor with two systems of three-phase windings 801 and 802 arranged coaxially and magnetically coupled. The three-phase windings 801 and 802 have identical electrical characteristics and are arranged in a common stator with their electrical angles offset by 30 degrees. Correspondingly, control is achieved by energizing the three-phase windings 801 and 802 to produce phase currents with equal amplitudes but offset by 30 degrees. The dual-winding motor 80 adds the torques generated by energizing the three-phase windings 801 and 802 of each system and outputs them to a common output shaft. (Back to...) Figure 2 The rotation angle sensor 85 detects the rotation angle θm of the motor 80.

[0053] In the first embodiment, each inverter 601, 602 is always connected to two power supplies Bt1, Bt2 respectively. That is, the motor drive system 201 has a structure referred to as a "complete dual system". Hereinafter, the structure of the first system will be described as representative. Inverter 601 is connected to the positive terminal of power supply Bt1 via the high potential line Lp1, and to the negative terminal of power supply Bt1 via the low potential line Lg1. On the power supply Bt1 side of inverter 601, a capacitor C1 is provided between the high potential line Lp1 and the low potential line Lg1.

[0054] Inverter 601 has multiple switching elements IU1H, IU1L, IV1H, IV1L, IW1H, and IW1L on the high-potential side and low-potential side of the bridge. Switching elements IU1H, IV1H, and IW1H are the upper arm elements located on the high-potential side of phases U1, V1, and W1, respectively, and switching elements IU1L, IV1L, and IW1L are the lower arm elements located on the low-potential side of phases U1, V1, and W1, respectively.

[0055] Inverter 601 converts the DC power input from power source Bt1 into AC power and supplies it to the three-phase winding group 801 through the operation of the upper and lower arm elements of each phase. The switches and relays used in this embodiment, primarily these upper and lower arm elements, are, for example, MOSFETs. Alternatively, the switches and relays may be composed of semiconductor switching elements other than MOSFETs or mechanical relays.

[0056] Current sensors SAU1, SAV1, and SAW1 are installed between the lower arm elements IU1L, IV1L, and IW1L of each phase of the inverter 601 and the low-potential line Lg1 to detect the phase currents Iu1, Iv1, and Iw1 flowing through each phase. The current sensors SAU1, SAV1, and SAW1 are, for example, composed of shunt resistors.

[0057] In the current path between power supply Bt1 and capacitor C1, a power relay P1r is connected in series on the power supply Bt1 side, and a reverse connection protection relay P1R is connected in series on the capacitor C1 side. Both power relay P1r and reverse connection protection relay P1R can cut off the power supply from power supply Bt1 to inverter 601 when disconnected. Power relay P1r cuts off the current flowing in the direction when the electrodes of power supply Bt1 are connected in the normal direction. Reverse connection protection relay P1R cuts off the current flowing in the direction when the electrodes of power supply Bt1 are connected in the opposite direction to the normal direction.

[0058] Motor relays MmU1, MmV1, and MmW1 are installed in the current paths of each phase between inverter 601 and three-phase winding group 801. When motor relays MmU1, MmV1, and MmW1 are disconnected, they can cut off the regenerative current flowing from three-phase winding group 801 to inverter 601.

[0059] Regarding the second system, the reference numerals for the switching elements, capacitors, current sensors, power relays, reverse connection protection relays, motor relays, etc., of the second inverter 602 are replaced with "2" instead of the reference numerals "1" in the first system. Furthermore, the descriptions of the elements in the first system are used for the various components of the second system.

[0060] The control unit 40 comprises a microcomputer, a pre-driver, etc., and includes a CPU (not shown), ROM, RAM, I / O, and a bus connecting these structures. The control unit 40 performs control based on the following processes: software processing by executing programs pre-stored in a memory device such as ROM (i.e., a readable non-transitory tangible recording medium) using the CPU, and hardware processing by dedicated electronic circuitry. Control of the inverters 601 and 602 of each system can also be executed from a shared microcomputer, or each system can have its own microcomputer, sharing information through inter-microcomputer communication and executing control of each inverter 601 and 602.

[0061] The control unit 40 outputs drive signals to the inverters 601 and 602 of each system based on the torque sensor signal Strq from the steering torque sensor 93. For example, the drive signal is a PWM signal generated based on the dq axis voltage command value. Furthermore, the control unit 40 performs current feedback control based on the phase currents Iu1, Iv1, Iw1, Iu2, Iv2, Iw2 detected by the current sensors SAU1, SAV1, SAW1, SAU2, SAV2, and SAW2 of each system, and the motor rotation angle θm detected by the rotation angle sensor 85. In this way, the control unit 40 controls the operation of the inverters 601 and 602 and controls the energization of the motor 80. In other embodiments, the control unit may, for example, determine the command voltage based on the torque deviation and directly control the torque.

[0062] Figure 4 It is relative to Figure 2 A schematic diagram of the motor drive system 201 after simplifying the circuit structure of the inverter switching elements, relays, motor windings, etc. Instead, in... Figure 4 The image shows the connection structure of the two power supplies Bt1 and Bt2, and the power transmission and reception between them. In the dual-power motor drive system 201 of the first embodiment, the two power supplies Bt1 and Bt2 are configured independently.

[0063] The voltage of the first power supply Bt1 is set as the first DC voltage Vdc1, and the current flowing from the first power supply Bt1 to the first inverter 601 is set as the first DC current Idc1 in the positive direction. The voltage of the second power supply Bt2 is set as the second DC voltage Vdc2, and the current flowing from the second power supply Bt2 to the second inverter 602 is set as the second DC current Idc2 in the positive direction. When the second DC current Idc2 flows in the negative direction, the second power supply Bt2 is charged.

[0064] The control unit 40 acquires power signals Sbt1 and Sbt2 that indicate the status of each power source Bt1 and Bt2. These power signals Sbt1 and Sbt2 include the power supply voltage and charging requests from other ECUs such as the power ECU. For example, a "charging required" signal is input from the second power source Bt2, and a "capacity available" signal is input from the first power source Bt1. Furthermore, Figure 4 The dashed path shown is an example; the control unit 40 can also obtain power signals Sbt1, Sbt2, or signals that replace them from any path. The control unit 40 can also detect the input voltage to the inverters 601 and 602 to determine whether charging is needed, or it can determine whether charging is needed based on its own power consumption.

[0065] The power source that generates the charging demand among the two power sources Bt1 and Bt2 is designated as the "charging-side power source," and the power source on the receiving side of the charging-side power source is designated as the "discharging-side power source." Furthermore, the "charging demand" is not limited to situations such as generating a request signal; it can be determined simply as if charging may be needed. In the following description, the second power source Bt2 is designated as the charging-side power source, and the first power source Bt1 is designated as the discharging-side power source. Additionally, the second system connected to the charging-side power source is designated as the "charging-side system," and the first system connected to the discharging-side power source is designated as the "discharging-side system." The control unit 40 energizes the charging-side system and the discharging-side system with the "opposite current" described later, performing a charging operation from the first power source Bt1 (discharging-side power source) to the second power source Bt2 (charging-side power source) via the dual-winding motor 80. In other words, the control unit 40 enables the dual power sources Bt1 and Bt2 to send and receive power.

[0066] The first power source Bt1 and the second power source Bt2 are not limited to having the same energy storage capacity or output power. Figure 5A The image shows images illustrating the different energy storage capacities of the dual power supplies Bt1 and Bt2. Figure 5B The image shows the different output powers of the dual power supplies Bt1 and Bt2. If expressed in terms of physical quantities, capacity is a value in Joules [J], and power is a value in Watts [W].

[0067] For example, in a vehicle, there might be a situation where the primary power source Bt1 uses a standard vehicle battery, while the secondary power source Bt2, serving as an auxiliary power source, uses a motorcycle battery. In this case, the primary power source Bt1 for the vehicle generally has a larger storage capacity and output power compared to the secondary power source Bt2 for the motorcycle. Therefore, the primary power source Bt1 becomes the discharge-side power source, and the secondary power source Bt2 becomes the charging-side power source. Furthermore, the power source with the smaller output power may use wiring with higher resistance and finer wires compared to the power source with the larger output power.

[0068] Next, refer to Figure 6 The flowchart explains the switching process of the charging action corresponding to the operating state of motor 80. Furthermore, regarding the... Figure 6 Supplementary and exceptional processing methods are described in "Other Implementations". In the flowchart description, the symbol "S" indicates a step. In S11, it is determined whether charging of the second power supply Bt2 is required based on the power supply voltage, the voltage difference between the two systems, and whether there is a charging request from other ECUs such as the power supply ECU.

[0069] In S12, it is determined whether the motor 80 is rotating based on the motor 80's rotational speed, rotational speed, output torque, current command value, and the driver's torque input. Since the motor 80 is rotating when the steering wheel 91 is turned, it is determined as "yes" in S12, and the process moves to S13. When the vehicle is traveling straight, maintaining a turn, or stopped, since the motor 80 is stopped, it is determined as "no" in S12, and the process moves to S14. In this specification, "stopped" is not limited to a completely stopped state, but also includes a low rotational state below the specified speed. For example, in the voltage equations (2.2) and (2.4) described later. If the contribution of a term is relatively small compared to the contribution of term R, it can also be considered as "stopped".

[0070] In S13 and S14, the control unit 40 energizes the charging side system and the discharging side system respectively with "opposite currents acting opposite to those acting on the three-phase winding groups 801 and 802". In S13, as a "charging operation during rotation", the transmission and reception of power based on torque in the opposite direction of rotation is performed by energizing with opposite currents. In S14, as a "charging operation during stop", the transmission and reception of power based on high-frequency energizing with opposite currents is performed. Furthermore, the goal of the charging operation can be to ensure that the capacity or power of the first power source Bt1 and the second power source Bt2 become equal, or to ensure that the capacity difference or power difference falls below a predetermined value. Alternatively, the charging operation can be terminated after a predetermined amount of power has been charged or after a predetermined time.

[0071] The charging operation during rotation utilizes the magnetic flux of the magnet in the dual-winding motor 80. The control unit 40 energizes the charging-side system to generate torque in the opposite direction to the rotation of the motor 80, and energizes the discharging-side system to generate torque that compensates for the opposite torque. The charging operation during stoppage utilizes the mutual inductance of the dual-winding motor 80. The control unit 40 energizes both the charging-side and discharging-side systems with high-frequency currents of opposite magnitudes relative to the amplitude center at the same time. The details of the charging operation during rotation and the charging operation during stoppage will be explained sequentially below.

[0072] [Charging action during rotation]

[0073] Reference Figures 7-11B The charging process during rotation is explained. Figure 7 The diagram shows a block diagram of the control unit 40 involved in the charging operation during rotation. Inverters 601 and 602 are omitted in this diagram, and the diagram is shown in a manner where the voltage command value calculated by the control unit 40 is directly output to the motor 80.

[0074] The control unit 40 includes an auxiliary command value calculation unit 41, a charging command value calculation unit 42, a first system current control unit 431, and a second system current control unit 432. The auxiliary command value calculation unit 41 calculates the auxiliary command value Ia based on the torque sensor signal Strq. * The charging instruction value calculation unit 42 is based on the auxiliary instruction value Ia. * And the charging current Ichg, and the charging current command value It1 for each system is calculated according to equations (1.1) and (1.2). * It2 * .

[0075] It1 * =Ia * -It2 * …(1.1)

[0076] It2 * =Ichg…(1.2)

[0077] Here, the charging current Ichg can also be adjusted in magnitude and rate of increase / decrease based on the required charging amount and rotational speed. Furthermore, the required charging amount is calculated based on the power supply voltage, the voltage difference between the two systems, and signals from other ECUs such as the power ECU.

[0078] The first system current control unit 431 is based on the first system's charging current command value It1. * The voltage command values ​​Vd1 and Vq1 are calculated. In the SPM motor, the charging current command value It1 is used. * Set the q-axis current command value to Iq1 * In an IPM motor, the charging current command value It1 is determined through mapping references, etc. * Calculate the q-axis current command value Iq1 * and d-axis current command value Id1 * The second system current control unit 432 is based on the charging current command value It2 of the second system. * The voltage command values ​​Vd2 and Vq2 are calculated.

[0079] exist Figure 8 The image shows the charging action during rotation. Figure 8The circle represents the output shaft of the motor 80, which rotates around the rotation axis O. During the charging operation while rotating, the control unit 40 energizes the charging-side system to generate a torque in the opposite direction to the rotation of the motor 80, and energizes the discharging-side system to generate a torque to compensate for the "torque in the opposite direction". Specifically, in the case of an SPM motor, during the charging operation while rotating, the control unit 40 energizes the charging-side system to generate a q-axis current in the opposite direction to the rotation of the motor 80, and energizes the q-axis current in the discharging-side system to compensate for the "q-axis current in the opposite direction".

[0080] The theory of power transmission and reception based on torque in the opposite direction to rotation is explained. The voltage equations for a two-winding motor are expressed by equations (2.1) to (2.4). R is resistance, L is self-inductance, M is mutual inductance, s is the differential operator, and ω is the rotational speed. It is the back electromotive force constant.

[0081] Vd1=(R+Ls)Id1+Ms×Id2-ωLIq1-ωMIq2…(2.1)

[0082]

[0083] Vd2=(R+Ls)Id2+Ms×Id1-ωLIq2-ωMIq1…(2.3)

[0084]

[0085] In addition, the relationship between the power supplies Bt1 and Bt2 and the power of the inverters 601 and 602 in each system is expressed by equations (3.1) and (3.2).

[0086] Idc1×Vdc1=Id1×Vd1+Iq1×Vq1…(3.1)

[0087] Idc2×Vdc2=Id2×Vd2+Iq2×Vq2…(3.2)

[0088] During the rotation, on the right side of equation (2.4),

[0089] when When it is established, "Vq2 > 0".

[0090] At this time, when energized in the opposite direction to the rotation direction, "Iq2 < 0". For example, if "Id2 = 0", then the right side of "Idc2 × Vdc2 = Iq2 × Vq2" in equation (3.2) is negative, so the second DC current Idc2 is negative and can charge the second power supply Bt2 of the charging side system.

[0091] There are also states where the motor 80 rotates due to external forces, but here, we assume that the motor 80 rotates by its own torque. When K is set as a constant, it is represented as "torque command = K × (Iq1 + Iq2)". The control unit 40 sets the q-axis current Iq2 of the charging side system to a value with the opposite sign to the torque command, and energizes the q-axis current Iq2 in the opposite direction of rotation. On the other hand, the control unit 40 increases the q-axis current Iq1 of the discharging side system to compensate for the q-axis current Iq2 in the opposite direction. As a result, the torque that hinders rotation can be suppressed, and the first power supply Bt1 can be discharged to charge the second power supply Bt2. Even when Id2 is negative, if Iq2 is increased accordingly, Idc2 will be negative on the left side of equation (3.2). Therefore, the second power supply Bt2 of the charging side system can be charged. In addition, charging can be temporarily stopped and torque output can be prioritized when the motor requires a large torque, and the output torque can be limited during charging according to the charging requirements.

[0092] exist Figures 9-11B The image shows an example of energizing during the charging process while rotating, specifically the charging current command value It1. * It2 * Examples of operations. In Figure 9 The diagram shows an example of powering on an SPM motor. The control unit 40 does not flow d-axis current in either the discharge or charging system, but only q-axis current. The control unit 40 flows a negative q-axis current Iq2 in the charging system (opposite to the rotation direction) and a positive q-axis current Iq1 in the discharge system to compensate for the opposite q-axis current. The absolute value of the q-axis current Iq2 in the charging system is smaller than the absolute value of the q-axis current Iq1 in the discharge system. The larger the charging current Ichg, the more the control unit 40 simultaneously increases the absolute values ​​of the q-axis currents Iq1 and Iq2 in both the discharge and charging systems.

[0093] exist Figure 10 The diagram shows an example of energizing an IPM motor. The control unit 40 calculates the charging current command value It1 in the region where the q-axis current is positive along the discharge side system, based on the maximum torque phase. * The maximum torque phase calculation for the charging current command value It2 along the negative q-axis current region in the charging-side system is performed. * The larger the charging current Ichg, the more the control unit 40 simultaneously increases the charging current command value It1 for both the discharge-side system and the charging-side system. * It2 * The size of the vector.

[0094] exist Figure 11A , Figure 11B The image shows an example of energizing a SPM motor with current flowing through the d-axis. Figure 11AIn the example shown, the control unit 40 provides a positive q-axis current Iq1 and a positive d-axis current Id1 in the discharge-side system, enhancing the magnetic field on the discharge side. In the charging-side system, only a negative q-axis current Iq2 flows. Figure 11B In the example shown, the control unit 40 further enhances the magnetic field on both the discharge and charging sides by flowing a negative q-axis current Iq2 and a positive d-axis current Id2 through the charging-side system. While it's also possible to weaken the magnetic field by causing the d-axis current to flow in the negative direction and then charge, the amount of charge is reduced. In driving conditions requiring magnetic field weakening, priority can be given to assisting instead of charging.

[0095] [Charging action stopped]

[0096] Reference Figures 12A-16C This section explains the charging process during shutdown. Figure 12A , Figure 12B The diagram shows a block diagram of the control unit 40 involved in the charging operation during the stop. Figure 12A The block diagram of structure example 1 shown is similar to... Figure 7 The same. As a structural difference from the charging operation during rotation, in the stopped charging operation, the charging command value calculation unit 42 calculates the charging command value based on the auxiliary command value Ia. * The charging current Ichg and the discharging current Idchg are used to calculate the charging current command value It1 for each system according to equations (4.1) and (4.2) in Example 1. * It2 * .

[0097] It1 * =(Ia * / 2)+Idchg…(4.1)

[0098] It2 * =(Ia * / 2)+Ichg…(4.2)

[0099] Here, the charging current Ichg and discharging current Idchg can also be varied in amplitude and frequency according to the required charging amount and rotational speed. Furthermore, the required charging amount is calculated based on the power supply voltage, the voltage difference between the two systems, and signals from other ECUs such as the power ECU. The descriptions of the first system current control unit 431 and the second system current control unit 432 are the same as those for charging during rotation. When stopped, the auxiliary command value Ia... * The case where the value is 0 or relatively small is more common, which suppresses heat generation when the d-axis current is applied. Conversely, in the case of auxiliary command value Ia... * In relatively large rotational charging operations, from the perspective of suppressing heat generation, the d-axis current flow can also be limited.

[0100] existFigure 12B In the structural example 2 shown, the control unit 40 further includes a charging command value calculation unit 44 after the first system current control unit 431 and the second system current control unit 432. The charging command value calculation unit 44 calculates secondary voltage command values ​​Vd12 and Vq12 based on the primary voltage command values ​​Vd11 and Vq11 output by the first system current control unit 431. Additionally, the charging command value calculation unit 44 calculates secondary voltage command values ​​Vd22 and Vq22 based on the primary voltage command values ​​Vd21 and Vq21 output by the second system current control unit 432.

[0101] For example, the charging command value calculation unit 44 calculates the secondary d-axis voltage command values ​​Vd12 and Vd22 of each system according to equations (5.1) and (5.2) of Example 2. Or, the charging command value calculation unit 44 calculates the secondary q-axis voltage command values ​​Vq12 and Vq22 of each system according to equations (5.3) and (5.4) of Example 3. The charging voltage Vchg and the discharging voltage Vdchg are voltages applied to allow the charging current Ichg and the discharging current Idchg to flow through them.

[0102] Vd12=Vd11+Vdchg…(5.1)

[0103] Vd22=Vd21+Vchg…(5.2)

[0104] Vq12=Vq11+Vdchg…(5.3)

[0105] Vq22=Vq21+Vchg…(5.4)

[0106] Thus, a stop-charging operation is performed by allowing charging current Ichg and discharging current Idchg to flow through the three-phase windings 801 and 802 of the dual system, or by applying charging voltage Vchg and discharging voltage Vdchg that flow through these currents. In this way, if the calculation of the charging command value is advanced by one cycle, a high-frequency current can flow, minimizing the impact on the operational load. Example 2 shows an operational example with d-axis and q-axis voltages, but charging and discharging can also be performed by performing similar calculations on the voltages and DUTY ratios of each phase.

[0107] Reference Figure 13 The theory of power transmission and reception based on high-frequency energization is explained. The voltage equation for the d-axis voltage of the dual-winding motor when it is stopped is expressed as equations (2.1s) and (2.3s) after setting "ω=0" in the voltage equations (2.1) and (2.3) mentioned above when it is rotating. In addition, the relationship between the power supply of the charging side system and the power of the inverter is referred to in equation (3.2) mentioned above. When "Iq2=0" in equation (3.2), "Idc2×Vdc2=Id2×Vd2".

[0108] Vd1=(R+Ls)Id1+Ms×Id2…(2.1s)

[0109] Vd2=(R+Ls)Id2+Ms×Id1…(2.3s)

[0110] Idc2×Vdc2=Id2×Vd2+Iq2×Vq2…(3.2)

[0111] Here, according to equations (6.1) and (6.2), the d-axis currents Id1 and Id2 of each system are set as sinusoidal currents with the same frequency. The amplitude (-A) of the d-axis current Id1 of the discharge-side system and the amplitude B of the d-axis current Id2 of the charging-side system are set as "A > 0, B > 0". In other words, a phase reference of "t = 0" is set such that "A > 0, B > 0". Alternatively, it can be defined as "A < 0, B < 0", replacing t with (t + πf). Generally, without a defined phase reference, the amplitude of the wave may be identified as a positive value, but for ease of explanation in this specification, the sign of the value under the phase reference of "t = 0" is used as the reference, and the amplitude is treated as positive or negative. That is, the amplitude of the high-frequency current in equation (6.1) is negative, and the amplitude of the high-frequency current in equation (6.2) is positive; the amplitudes of the two high-frequency currents have opposite signs.

[0112] [Formula 1]

[0113] Id1=-A×sin(2πf×t)…(6.1)

[0114] Id2=B×sin(2πf×t)…(6.2)

[0115] like Figure 13 As shown, the d-axis currents Id1 and Id2 of each system are opposite currents with opposite magnitudes relative to the center of amplitude at the same moment. Furthermore, in this example, the q-axis currents Iq1 and Iq2 of each system are approximately 0. That is, the amplitude of the d-axis current component is a non-zero value, while the amplitude of the q-axis current component is approximately 0. However, this is not limited to this example; it is sufficient that the absolute value of the amplitude of the d-axis current component is larger than the absolute value of the amplitude of the q-axis current component.

[0116] The period of a sine wave is expressed as the reciprocal of its frequency f, i.e., (1 / f). In this specification, frequencies above 1 kHz, which correspond to the responsiveness of the current control of the motor 80, are defined as "high frequency". Therefore, the frequencies f of the high-frequency currents Id1 and Id2 are set to 1 kHz or higher. More preferably, the frequencies f of the high-frequency currents Id1 and Id2 are set to 10 kHz or higher. For the frequency range above 10 kHz, almost all of it falls within the high-frequency side of the range generally referred to as the "audible range" of 20 Hz to 20 kHz, except for a portion of the 10 kHz to 20 kHz range.

[0117] When using equations (6.1) and (6.2), “Id2×Vd2” is calculated using the following equation (7). The double-angle formula for trigonometric functions is used in the final row.

[0118] [Equation 2]

[0119]

[0120] In the final line of equation (7), if equation (8.1) holds, or if equation (8.2) holds after dividing both sides of equation (8.1) by B under the premise that “B > 0”, “Id2 × Vd2 < 0”.

[0121] [Formula 3]

[0122]

[0123]

[0124] At this point, according to "Idc2×Vdc2<0", "Idc2<0". That is, since the second DC current Idc2 is negative, it can charge the second power supply Bt2 by discharging from the first power supply Bt1. In short, the values ​​of A and B should be set so that equations (8.1) and (8.2) hold. The study was conducted with the formulas not considering wiring resistance, etc. Specifically, the absolute value of the amplitude B should be set to be smaller than the absolute value of the amplitude A.

[0125] Thus, by setting the amplitude of the q-axis current component to approximately zero and energizing the d-axis currents Id1 and Id2 at high frequency, power transmission and reception can be performed without generating torque or NV (noise, vibration). Furthermore, an example of energizing the d-axis currents Id1 and Id2 at high frequency is shown, but charging and discharging can also be performed when the q-axis currents Iq1 and Iq2 are energized at high frequency. Because it is a high frequency, the output shaft does not move, and torque fluctuations that would hinder driver steering are not generated. Additionally, by setting the frequency f to at least 10 kHz higher than the audible range, the generation of audible sounds is suppressed. Moreover, as can be seen from equation (8.2), the influence of R at high frequencies is relatively small.

[0126] exist Figures 14A-16C The figures illustrate examples of high-frequency charging during a stopped charging process. The horizontal axis of each figure represents time t, and the vertical axis, "Current / Voltage," represents current or voltage applied to allow current to flow. In the following text, "Current / Voltage" also means "current or voltage." The phrase "current flowing" is interpreted as including "applying voltage to allow the current to flow." Furthermore, "high frequency" means "high-frequency current" or "high-frequency voltage."

[0127] As an example of high-frequency waveforms, in Figures 14A-14C , Figures 16A-16C The image shows a sine wave. Figures 15A-15C The diagram shows a rectangular wave. In all examples, the high-frequency frequencies f of the discharge-side system and the charging-side system are the same, but their magnitudes relative to the amplitude center at the same moment are opposite. The absolute value B of the amplitude of the high-frequency waveform of the charging-side system is smaller than the absolute value A of the amplitude of the high-frequency waveform of the discharge-side system. Furthermore, when the amplitudes of the high-frequency waveforms of the two systems are defined with opposite signs, their phases are essentially the same. However, as... Figure 14C , Figure 15C As shown, there are also cases where the phases of the high-frequency waveforms of the two systems are slightly deviated.

[0128] exist Figures 14A-15C The diagram shows the flow of auxiliary current Ia. * The high-frequency waveforms of the offset current, including sinusoidal and rectangular waves. Figure 14A In the middle, it is shown that... Figure 13 The basic sine wave waveform is used as a reference. The amplitude center of the high-frequency waveforms in both the discharge and charging systems is set to 0. Figure 15A In the middle, it is shown that... Figure 14A The corresponding rectangular wave waveform. In the rectangular wave waveform, the positive and negative signs of the current / voltage reverse instantaneously every half cycle.

[0129] exist Figure 14B In the example shown, full-wave rectification is performed to retain only the negative side of the sinusoidal waveform of the discharge-side system, and full-wave rectification is performed to retain only the positive side of the sinusoidal waveform of the charging-side system. Figure 15B In the example shown, Figure 15A The rectangular wave waveforms are shifted in opposite directions. The second power supply Bt2 is charged by passing current through it or applying a voltage to allow a negative second DC current Idc2 to flow through the charging side system.

[0130] exist Figure 14C , Figure 15CThe diagram shows the high-frequency waveforms of the two systems with a slight phase deviation (denoted as "δ" in the figure). As this example illustrates, charging can be performed even when there are angular errors in the two systems, timing errors, or slight phase deviations when voltage is applied due to differences in resistance or inductance. However, charging efficiency decreases as the phase deviation increases. Therefore, it is preferable to apply a high-frequency current / voltage to achieve a balance between charging efficiency and the difficulty of maintaining high-precision phase consistency. If the phase deviation δ is relatively small, the waveforms during the deviation period can be ignored and interpreted as a whole as having "opposite magnitudes relative to the center of amplitude at the same moment."

[0131] exist Figures 16A-16C In the example shown, the control unit 40 changes the auxiliary current Ia in the charging-side system and the discharging-side system by adjusting the magnitude of the high-frequency effective value. * The allocation. For example, in a discharge-side system with a margin, a larger auxiliary current Ia flows. * In distributing auxiliary current Ia * At that time, changing the positive and negative values ​​of the charging and discharging systems by allocating them is equivalent to performing charging actions during rotation and charging actions during stop.

[0132] exist Figure 16A In the example shown, the amplitude center of the high-frequency waveforms of both the discharge-side system and the charging-side system is set to half of the auxiliary current, i.e. (Ia) * / 2). Based on the correspondence with the two examples below, it is represented as "(Ia * / 2)=Ib=Ic(>0)”. That is, the auxiliary current Ia is evenly distributed between the charging side system and the discharging side system. * .

[0133] Figure 16B The example shown assumes a relatively small power difference between the discharge-side and charging-side systems. The amplitude center of the high-frequency waveform of the discharge-side system is set to Ib (>0), and the amplitude center of the high-frequency waveform of the charging-side system is set to Ic (>Ib). Ib and Ic are relative to the auxiliary current Ia. * With "Ia * The relationship is "Ia = Ib + Ic (>0)". That is, in the charging and discharging systems, the auxiliary current Ia... * They are assigned as Ib and Ic.

[0134] Figure 16C The example shown assumes a relatively large power difference between the discharge-side and charging-side systems. The amplitude center of the high-frequency waveform of the discharge-side system is set to Ib (>0), and the amplitude center of the high-frequency waveform of the charging-side system is set to Ic (<0). Ib and Ic are relative to the auxiliary current Ia. * With "Ia* The relationship is "Ia = Ib + Ic (>0)". That is, in the charging and discharging systems, the auxiliary current Ia... * They are assigned as Ib and Ic.

[0135] exist Figures 16A-16C In each example, the amplitude center Ic of the high-frequency waveform of the charging side system corresponds to the average torque of the charging side system, and the amplitude center Ib of the high-frequency waveform of the discharging side system corresponds to the average torque of the discharging side system. Additionally, the auxiliary current Ia... * This corresponds to the rotation direction of motor 80 or the torque command to motor 80. Therefore, the sum of the average torque of the charging side system and the average torque of the discharging side system has the same sign as the rotation direction of motor 80 or the torque command to motor 80.

[0136] (Effects of the first implementation method)

[0137] (1) The control unit 40 energizes the three-phase winding groups 801 and 802 with opposite currents for the charging side system and the discharging side system, and performs a charging operation from the discharging side power supply to the charging side power supply via the dual-winding motor 80. By utilizing the magnetic coupling of the dual-winding motor 80, power transmission and reception between the two power supplies Bt1 and Bt2 can be performed.

[0138] (2) When either of the two power sources Bt1 or Bt2 generates a charging demand, the control unit 40 switches the charging operation based on the operating state of the motor 80, specifically whether the motor 80 is rotating or stopped. Thus, it can adjust the charging operation based on the auxiliary current Ia. * The size of the charge should be selected based on the consideration of torque and heat generation to determine the most appropriate charging action.

[0139] (3) During the charging operation while rotating, the control unit 40 energizes the charging-side system to generate a torque in the opposite direction to the rotation direction of the motor 80, and energizes the discharging-side system to generate a torque that compensates for the torque in the opposite direction. Thus, in the auxiliary current Ia... * During relatively large rotations, heat generation can be suppressed, and the magnetic flux of the dual-winding motor 80 is used to transmit and receive power between the dual power supplies Bt1 and Bt2.

[0140] (4) During the stop operation, the control unit 40 energizes or applies a high-frequency current of 1 kHz or higher with the same frequency but opposite magnitude relative to the center of amplitude at the same time, so that the high-frequency current flows through it. Thus, in the auxiliary current Ia * During a stop where the value is 0 or relatively small, mutual inductance can be used to transmit and receive power between the two power supplies Bt1 and Bt2.

[0141] (5) The absolute value B of the amplitude of the high-frequency current in the charging side system during the stop operation is smaller than the absolute value A of the amplitude of the high-frequency current in the discharging side system. Therefore, the charging operation from the discharging side system to the charging side system can be performed appropriately. In addition, the frequency of the high-frequency current is high compared to 10kHz, thereby almost suppressing the generation of sounds that can be heard by humans.

[0142] (Second Implementation)

[0143] exist Figure 4 In the dual-power motor drive system 201 of the first embodiment shown, the two power supplies Bt1 and Bt2 are configured independently. In contrast, for the motor drive systems of the second and third embodiments, changes related to the connection structure of the dual power supplies Bt1 and Bt2 will be described.

[0144] like Figure 17 As shown, the dual-power motor drive system 202 of the second embodiment includes a DC-DC converter 50 capable of converting DC power between a first power source Bt1 and a second power source Bt2. In other words, the ECU 10 is applied to a system where the dual power sources Bt1 and Bt2 are connected via the DC-DC converter 50. The DC-DC converter 50 can be either an isolated type or a non-isolated type. Based on the drive signal from the control unit 40, the DC-DC converter 50 steps up or down the voltage of one power source as needed and outputs it to the other power source.

[0145] In the second embodiment, in addition to utilizing the magnetic coupling operation of the dual-winding motor 80 as in the first embodiment, power transmission and reception between the dual power supplies Bt1 and Bt2 can be performed via the DC-DC converter 50, forming a dual system related to power charging. That is, even if one charging system fails, charging can be achieved using the other charging system. Compared to the second embodiment, the motor drive system 201 of the first embodiment, which does not include the DC-DC converter 50, achieves cost reduction based on the reduction of components.

[0146] (Third Implementation)

[0147] Reference Figure 18 , Figure 19 The third embodiment will be described below. Figure 18 As shown, in the dual-power motor drive system 203 of the third embodiment, the inverters 601 and 602 of each system are connected to two power supplies Bt1 and Bt2 respectively in some drive modes, and connected to a common power supply in other drive modes.

[0148] The high-potential lines Lp1 and Lp2 of each system are connected to each other via a common high-potential line Lpcom, and the low-potential lines Lg1 and Lg2 of each system are connected to each other via a common low-potential line Lgcom. Between the common high-potential line Lpcom and the common low-potential line Lgcom, a first power switching relay RY1 is connected in series with the first power supply Bt1, and a second power switching relay RY2 is connected in series with the second power supply Bt2. A third power switching relay RY3 is installed midway along the common high-potential line Lpcom, and a fourth power switching relay RY4 is installed midway along the common low-potential line Lgcom. Alternatively, the fourth power switching relay RY4 can be omitted, and the common low-potential line Lgcom can be left always connected. Furthermore, in Figure 18 In the structure, the alternator is connected to the first power source Bt1 and charges the second power source Bt2 through a DC-DC converter (not shown), or by using the magnetic coupling action of the dual-winding motor 80.

[0149] The dual-power motor drive system 203 of the third embodiment is installed in a vehicle capable of switching between automatic and manual driving. The control unit 40 receives a signal indicating whether the vehicle is in automatic or manual driving mode, and switches between a "first drive mode" and a "second drive mode" based on the vehicle's driving state. More specifically, as... Figure 19 As shown in the flowchart, in S21, it is determined whether the system is in autonomous driving mode. If it is in autonomous driving mode, the determination is "yes" in S21, and the control unit 40 is set to "second drive mode" in S23. If it is in manual driving mode, the determination is "no" in S21, and the control unit 40 is set to "first drive mode" in S24.

[0150] In the "first drive mode," the dual-system inverters 601 and 602 are connected to a shared power supply. When the shared power supply is the first power supply Bt1, the control unit 40 activates the first relay RY1, the third relay RY3, and the fourth relay RY4 for power switching, and deactivates the second relay RY2. When the shared power supply is the second power supply Bt2, the control unit 40 activates the second relay RY2, the third relay RY3, and the fourth relay RY4 for power switching, and deactivates the first relay RY1.

[0151] For example, such as Figure 5A , Figure 5B As shown, when the first power source Bt1 is a battery with a larger capacity and power compared to the second power source Bt2, the shared power source is basically fixed to the first power source Bt1. On the other hand, when using two batteries with the same capacity and power, it is also possible to choose which one to set as the shared power source based on the remaining capacity of each power source at that time.

[0152] In the "second drive mode," the dual-system inverters 601 and 602 are connected to separate power supplies Bt1 and Bt2. The control unit 40 activates the first relay RY1 and the second relay RY2, and deactivates the third relay RY3 and the fourth relay RY4. Figure 18 This state is shown in the diagram. Furthermore, in a configuration where the fourth relay RY4 is not installed, the control unit 40 only disconnects the third relay RY3.

[0153] Especially when the capacity and power of the dual power supplies Bt1 and Bt2 differ, using the larger capacity and power supply Bt1 as a shared power source in "Mode 1" during manual driving reduces the burden on the smaller capacity and power supply Bt2. Furthermore, by using separate dual power supplies Bt1 and Bt2 in "Mode 2" during autonomous driving, the power supply becomes redundant, improving reliability.

[0154] (Other implementation methods)

[0155] (a) As a switching process for the charging action corresponding to the operating state of the motor 80, it can also be used for... Figure 6 The process shown in the flowchart is changed as follows.

[0156] [1] It is not limited to the distinction between rotating or stopped, but there may also be a speed range where charging is not performed.

[0157] [2] During steering, priority can be given to assisting without performing charging action during rotation, and only charging action during stop can be performed.

[0158] [3] Alternatively, charging efficiency can be prioritized, and charging can only be performed when the rotation speed is greater than the threshold.

[0159] [4] In order to increase the charging amount, it is also possible to perform both the charging action during rotation and the charging action during stop.

[0160] (b) In the rotational charging operation of the above embodiment, the control unit 40 ensures the output of auxiliary torque and performs the charging operation by energizing the charging-side system to generate a torque in the opposite direction to the rotation direction of the motor 80, and energizing the discharging-side system to generate a torque that compensates for the torque in the opposite direction. However, if the charging operation takes priority over the auxiliary function, even if the discharging-side system does not generate a torque that fully compensates for the torque in the opposite direction, it is sufficient to energize at least a current that is opposite to the current energized in the charging-side system.

[0161] (c) In the third embodiment described above, the drive mode is switched based on whether the vehicle is in autonomous or manual driving mode. In other embodiments, the drive mode may also be switched based on other vehicle driving conditions or other factors.

[0162] (d) The phase difference between the two winding groups 801 and 802 in the dual-winding motor 80 is not limited to an electrical angle of 30°[deg], for example, they can also be configured in the same phase. In addition, the number of phases in the multi-phase motor is not limited to three phases, but can also be four or more phases.

[0163] (e) As an example of other devices applying the control device of the multiphase rotating electric machine of this disclosure, in Figure 20 The diagram shows the braking system 902 of the vehicle. In a four-wheeled vehicle 99, wheel brakes 97 are provided at each wheel 98. In the figure, (FR), (FL), (RR), and (RL) represent the wheel brakes 97 of the right front wheel, left front wheel, right rear wheel, and left rear wheel, respectively. A hydraulic actuator 88, such as a hydraulic pump, supplies hydraulic pressure to each wheel brake 97 via hydraulic lines 970. In each wheel brake 97, the brake pads are pressed against the brake disc by the supplied hydraulic pressure, thereby locking the wheel 98.

[0164] The braking device 902 includes an ECU 10, a motor 80, and a hydraulic actuator 88. The ECU 10, connected to two power sources Bt1 and Bt2, rotates the dual-winding motor 80 based on a braking signal from the brake pedal 96, and drives the hydraulic actuator 88 through the output torque of the dual-winding motor 80. In this braking device 902 with such a structure, when either of the two power sources Bt1 or Bt2 requires charging, similar to the embodiment applied to the steering control device 901 described above, the control unit of the ECU 10 enables the transmission and reception of power between the two power sources Bt1 and Bt2.

[0165] (f) The control device for the multiphase rotating electric machine disclosed herein is not limited to Figure 1 , Figure 20 The steering and braking devices illustrated herein can also be applied to dual-winding motors for other purposes mounted in vehicles or dual-winding motors in systems outside of vehicles. This disclosure can be applied to systems where the transmission and reception of power between dual power sources is required in a configuration that supplies power to a dual-winding motor from two power sources.

[0166] As stated above, this disclosure is not limited to such implementations and can be implemented in various ways without departing from its spirit.

[0167] The control unit and method described herein may also be implemented by a special-purpose computer consisting of a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and method described herein may be implemented by a special-purpose computer consisting of a processor configured with one or more special-purpose hardware logic circuits. Alternatively, the control unit and method described herein may be implemented by one or more special-purpose computers consisting of a combination of a processor and memory programmed to perform one or more functions and a processor configured with one or more hardware logic circuits. Furthermore, the computer program may also be stored as instructions executable by a computer on a non-transferable tangible recording medium readable by a computer.

[0168] This disclosure is based on embodiments. However, this disclosure is not limited to these embodiments and structures. This disclosure also includes various modifications and variations within the same scope. Furthermore, various combinations and methods, and even more combinations and methods that contain only one element, or more than one element, are also within the scope and spirit of this disclosure.

Claims

1. A control device for a multiphase rotating electric motor, comprising a control device for driving a dual-winding type multiphase rotating electric motor having two mutually magnetically coupled multiphase winding groups, summing the torques generated by energizing the multiphase winding groups of each system and outputting them to a common output shaft, and comprising: The dual-system power converter, in at least a portion of the drive modes, is connected to two power sources respectively, converting DC power input from the aforementioned power sources into AC power and supplying it to the aforementioned multiphase winding group; and The control unit operates the aforementioned power converter, controlling the energization of the aforementioned multiphase winding group. When the power source that generates the charging demand is taken as the charging-side power source, and the power source on the receiving side of the charging-side power source is taken as the discharging-side power source, The control unit energizes the multiphase winding group with opposite currents acting opposite to those of the charging side system connected to the charging side power supply and the discharging side system connected to the discharging side power supply, thereby performing a charging operation from the discharging side power supply to the charging side power supply via the multiphase rotating motor.

2. The control device for a multiphase rotating electric motor according to claim 1, wherein, When the control unit performs the charging operation, it energizes the charging-side system to generate torque in the opposite direction to the rotation direction of the multiphase rotary motor.

3. The control device for a multiphase rotating electric motor according to claim 2, wherein, When performing the charging operation, the control unit energizes the charging-side system to generate a torque in the opposite direction to the rotation direction of the multiphase rotating motor, and energizes the discharging-side system to generate a torque that compensates for the torque in the opposite direction.

4. The control device for a multiphase rotating electric motor according to claim 3, wherein, When the control unit performs the charging operation, the charging side system energizes the q-axis current in the opposite direction to the rotation direction of the multiphase rotating motor, and the discharging side system energizes the q-axis current to compensate for the q-axis current in the opposite direction.

5. The control device for a multiphase rotating electric motor according to claim 1, wherein, When performing the charging operation, the control unit applies a high-frequency current of 1 kHz or higher with the same frequency but opposite magnitude relative to the center of amplitude at the same time, or applies a high-frequency voltage to allow the high-frequency current to flow.

6. The control device for a multiphase rotating electric motor according to claim 3, wherein, When performing the charging operation, the control unit switches between the following actions based on the operating state of the multiphase rotating motor: The charging-side system is energized to generate torque in the opposite direction to the rotation direction of the multiphase rotary motor, and the discharging-side system is energized to generate torque that compensates for the torque in the opposite direction; and A high-frequency current above 1 kHz with the same frequency but opposite magnitude relative to the center of amplitude at the same time is applied or a high-frequency voltage is applied to allow the high-frequency current to flow.

7. The control device for a multiphase rotating electric motor according to claim 6, wherein, For the aforementioned control unit, When the multiphase rotary motor is rotating, the charging side system is energized to generate a torque in the opposite direction to the rotation direction of the multiphase rotary motor, and the discharging side system is energized to generate a torque that compensates for the torque in the opposite direction. When the aforementioned multiphase rotating motor is stopped in a low-rotation state that includes speeds below the specified speed, a high-frequency current of 1 kHz or higher with the same frequency but opposite magnitude relative to the center of amplitude at the same moment is applied or a high-frequency voltage is applied so that the high-frequency current flows through it.

8. The control device for a multiphase rotating electric motor according to claim 5, wherein, The absolute value of the amplitude of the high-frequency current in the charging system is smaller than the absolute value of the amplitude of the high-frequency current in the discharging system.

9. The control device for a multiphase rotating electric motor according to claim 5, wherein, When the control unit energizes the high-frequency current or applies a high-frequency voltage to generate the high-frequency current. The sum of the average torque of the charging-side system and the average torque of the discharging-side system is the same as the rotation direction of the multiphase rotating motor or the torque command sign of the multiphase rotating motor.

10. The control device for a multiphase rotating electric motor according to claim 5, wherein, The absolute value of the amplitude of the d-axis current component of the aforementioned high-frequency current is larger than the absolute value of the amplitude of the q-axis current component.

11. The control device for a multiphase rotating electric motor according to claim 5, wherein, The frequency of the aforementioned high-frequency current is high compared to 10kHz.

12. The control device for a multiphase rotating electric motor according to claim 1, wherein, Steering control devices used in vehicles.

13. The control device for a multiphase rotating electric motor according to claim 1, wherein, Braking devices used in vehicles.

14. The control device for a multiphase rotating electric motor according to claim 1, wherein, The two power sources mentioned above have different energy storage capacities.

15. The control device for a multiphase rotating electric motor according to claim 1, wherein, The two power sources mentioned above have different output powers.

16. The control device for a multiphase rotating electric motor according to claim 1, wherein, This is applied to systems equipped with a DC-DC converter capable of switching DC power between the two aforementioned power sources.

17. The control device for a multiphase rotating electric motor according to any one of claims 1 to 16 is a control device for a multiphase rotating electric motor mounted on a vehicle. The aforementioned control unit switches between the following modes based on the vehicle's driving status: The aforementioned power converters of the dual system are connected to a shared power supply in a first drive mode; and The aforementioned power converters in the dual-system are connected to a second drive mode of a separate power supply.

18. The control device for a multiphase rotating electric machine according to claim 17, wherein, Equipped in vehicles capable of switching between autonomous and manual driving. The aforementioned control unit switches to the second drive mode in automatic driving and switches to the first drive mode in manual driving.

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