Drive unit

Abstract

Increases the amount of heat generated. [Solution] A drive device comprising: a power storage device; a motor having a three-phase coil; a first inverter connected to a power line to which the power storage device is connected and connected to one end of the three-phase coil and having a plurality of first switching elements; a second inverter connected to the power line and connected to the other end of the three-phase coil and having a plurality of second switching elements; a cooling device that cools the power storage device, the motor, and the first and second inverters using a cooling medium; and a control device that controls the first and second inverters based on a torque command for the motor, wherein the control device controls the first and second inverters so that the direction of the phase current of two of the motor's three-phase coils is from one of the first and second inverters to the other inverter, and the direction of the phase current of one of the motor's three-phase coils other than two phases is opposite to that of the two phases.

Description

[Technical Field]

[0001] The present disclosure relates to a drive device. [Background technology]

[0002] Conventionally, a driving device of this type has been proposed that includes a motor (electric motor), an inverter, and a hydraulic mechanism (see, for example, Patent Document 1). The motor includes two rotors. The hydraulic mechanism supplies hydraulic oil to a phase change mechanism provided on the rotor of the motor. In this device, when the temperature of the hydraulic oil is below a predetermined temperature, the stator coil of the motor is energized to heat the hydraulic oil. This improves the responsiveness of the phase change at low temperatures. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-44805 Summary of the Invention [Problem to be solved by the invention]

[0004] Meanwhile, a drive device has also been proposed that includes a power storage device, a motor having a three-phase coil, and first and second inverters that are connected to a power line to which the power storage device is connected and that are connected to one end and the other end of the three-phase coil and have a plurality of first and second switching elements.In such a drive device in which the first and second inverters and the motor are H-connected, it is recognized that an important issue is to increase the amount of heat generated by the motor and the first and second inverters in order to heat the power storage device.

[0005] The main object of the drive device of the present disclosure is to increase the amount of heat generated. [Means for solving the problem]

[0006] The driving device of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The drive device of the present disclosure comprises: a power storage device; a motor having a three-phase coil; a first inverter connected to a power line to which the power storage device is connected and connected to one end of the three-phase coil, the first inverter having a plurality of first switching elements; a second inverter connected to the power line and to the other end of the three-phase coil, the second inverter having a plurality of second switching elements; a cooling device that cools the power storage device, the motor, and the first and second inverters using a cooling medium; a control device that controls the first and second inverters based on a torque command of the motor; A drive device comprising: The control device controls the first and second inverters so that the direction of the phase current of two phases of the three-phase coil of the motor is a direction from one inverter of the first and second inverters to the other inverter, and the direction of the phase current of one phase other than the two phases of the three-phase coil of the motor is opposite to the direction of the two phases. The gist of this is as follows.

[0008] In the drive device disclosed herein, the first and second inverters are controlled so that the direction of the phase current in two of the motor's three-phase coils is from one of the first and second inverters to the other inverter, and the direction of the phase current in one of the motor's three-phase coils is opposite to that of the other two phases. This control generates a circulating current that circulates from two of the motor's three-phase coils to two of the motor's three-phase coils via one of the first and second inverters, the power line, one of the motor's three-phase coils (excluding two of the three phases), and the other of the first and second inverters, thereby allowing more current to flow through the motor and the first and second inverters. This results in greater heat generation in the motor and the first and second inverters.

[0009] The drive device of the present disclosure may include a load device attached to at least one of the positive and negative lines of the power lines. Heat is generated in the load device due to the current flowing through the load device, thereby increasing the amount of heat generation. Furthermore, by reversing the direction of the phase current in one of the motor's three-phase coils (excluding two phases) from the other two phases, the current flowing through the power lines is reduced compared to a motor in which all phases of the motor's three-phase coils have the same phase current. Therefore, a drive device attached to at least one of the positive and negative lines of the power lines can better protect the load device than a motor in which all phases of the motor have the same phase current. This allows for increased heat generation and protection of the load device.

[0010] In the drive device of the present disclosure, the control device may feedback control the first and second inverters so that each phase current of the motor becomes a current based on the heat quantity required to raise the temperature of the power storage device. In this way, heat can be generated more appropriately using the motor and the first and second inverters.

[0011] Furthermore, in the drive device of the present disclosure, the control device may set the d-axis and q-axis current commands so that a d-axis current flows in the motor based on the required heat quantity required to raise the temperature of the power storage device, and the zero-phase current as the sum of the phase currents of the motor becomes a current based on the required heat quantity, set voltage commands for each phase based on the d-axis and q-axis current commands, and control the first and second inverters using the voltage commands for each phase. This allows heat to be generated more appropriately using the motor and the first and second inverters. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a schematic configuration diagram of an electric vehicle equipped with a drive device according to an embodiment of the present disclosure. [Figure 2]FIG. 2 is a block diagram showing an example of a functional block in the control of the first and second inverters by the ECU at low temperatures. [Figure 3] FIG. 2 is an explanatory diagram illustrating an example of a current flow in the electric vehicle according to the embodiment. [Figure 4] FIG. 2 is an explanatory diagram for explaining the relationship between each phase current and a zero-phase current which is the sum of each phase current in the embodiment. [Figure 5] FIG. 10 is an explanatory diagram for explaining the relationship between each phase current and a zero-phase current which is the sum of each phase current in the comparative example. [Figure 6] FIG. 10 is a block diagram showing an example of a functional block in the control of the first and second inverters by the ECU in another embodiment at low temperatures. DETAILED DESCRIPTION OF THE INVENTION

[0013] A mode (embodiment) for carrying out the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram of an electric vehicle 10 equipped with a drive device according to an embodiment of the present disclosure. As shown in the figure, the electric vehicle 10 of the embodiment includes a motor 20, first and second inverters 22, 24, a battery 26 as an electricity storage device, a switching device 32 as a load device, a cooling device 40, and an electronic control unit (hereinafter referred to as "ECU") 50 as a control device.

[0014] Motor 20 is configured as a three-phase AC motor having, for example, a rotor with a permanent magnet embedded in a rotor core and a stator with three-phase (U-phase, V-phase, W-phase) coils wound around a stator core. The rotor is connected to a drive shaft that is connected to drive wheels via a differential gear.

[0015] The first and second inverters 22, 24 are connected to a power line 28 (positive line 28p and negative line 28n) to which a battery 26 is connected, and are also connected to one end and the other end of the three-phase coils of the motor 20. The first inverter 22 includes six transistors (first switching elements) T11 to T16 as switching elements and six diodes D11 to D16 connected in parallel to the six transistors T11 to T16, respectively. The transistors T11 to T16 are arranged in pairs, two at a time, on the source side and two at the sink side of the positive line 28p and the negative line 28n. Each of the connection points of two transistors in a pair of the transistors T11 to T16 is connected to one end of the three-phase coils of the motor 20. The second inverter 24, like the first inverter 22, includes six transistors (second switching elements) T21 to T26 as switching elements and six diodes D21 to D26. The transistors T21 to T26 are arranged in pairs, two at a time, on the source side and two at the sink side of the positive line 28p and the negative line 28n. The connection points of two transistors that make up a pair of the transistors T21 to T26 are connected to the other end of the three-phase coil of the motor 20. The battery 26 is configured as, for example, a lithium-ion secondary battery or a nickel-metal hydride secondary battery, and is connected to the power line 28 (the positive line 28p and the negative line 28n). A smoothing capacitor 30 is connected to the power line 28. In this embodiment, the battery 26, the capacitor 30, the first inverter 22, and the second inverter 24 are connected in this order on the power line 28.

[0016] The switching device 32 is attached to the positive line 28p of the power line 28. The switching device 32 includes two transistors T31 and T32 and two diodes D31 and D32. The transistors T31 and T32 are attached in series to the positive line 28p. The diode D31 is connected in parallel to the transistor T31 so that the forward direction is from the first inverter 22 to the second inverter 24. The diode D32 is connected in parallel to the transistor T32 so that the forward direction is from the second inverter 24 to the first inverter 22.

[0017] The cooling device 40 has a circulation flow path 42, a radiator 44, and an electric pump 46. The circulation flow path 42 is configured as a flow path for circulating a cooling medium such as coolant through the battery 26, the first inverter 22, the motor 20, the second inverter 24, and the radiator 44 in this order. The electric pump 46 circulates the cooling medium through the circulation flow path 42. Note that the circulation flow path 42 may also be configured as a flow path for circulating the cooling medium through the second inverter 24, the motor 20, the first inverter 22, the battery 26, and the radiator 44 in this order.

[0018] The ECU 50 includes a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, as well as various drive circuits and logic ICs. The ECU 50 receives signals from various sensors. The input signals include, for example, rotational position θm from rotational position sensor 20a that detects the rotational position of the rotor of motor 20, phase currents Iu, Iv, Iw of each phase of motor 20 from current sensors 22u, 22v, 22w that detect the phase current of each phase of motor 20, voltage Vb of battery 26 from voltage sensor 26v, current Ib of battery 26 from current sensor 26i, temperature Tb of battery 26 from temperature sensor 26t, voltage VH of capacitor 30 (power line 28) from voltage sensor 30v, an on / off signal from power switch 60, the operating position (shift position SP) of shift lever 61 from shift position sensor 62, the depression amount of accelerator pedal 63 (accelerator opening Acc) from accelerator pedal position sensor 64, the depression amount of brake pedal 65 (brake pedal position BP) from brake pedal position sensor 66, and vehicle speed V from vehicle speed sensor 67. The ECU 50 outputs switching control signals to the transistors T11 to T16 and T21 to T26 of the first and second inverters 22 and 24, and to the transistors T31 and T32 of the switching device 32. The ECU 50 calculates the electrical angle θe and rotation speed Nm of the motor 20 based on the rotational position θm of the rotor of the motor 20, and calculates the power storage rate SOC of the battery 26 based on the integrated value of the current Ib of the battery 26.

[0019] In the electric vehicle 10 of this embodiment, the ECU 50 sets the required torque Td* required for driving based on the accelerator opening Acc and the vehicle speed V, sets the torque command Tm* for the motor 20 so that the vehicle drives with the set required torque Td*, and performs switching control of the transistors T11 to T16 and T21 to T26 of the first and second inverters 22 and 24 based on the set torque command Tm*.

[0020] Next, the operation of the electric vehicle 10, particularly the control of the first and second inverters 22, 24 at low temperatures, will be described. FIG. 2 is a block diagram showing an example of functional blocks in the control of the first and second inverters 22, 24 by the ECU 50 at low temperatures. The ECU 50 includes, as functional blocks shown in FIG. 2, a current command setting unit 500, a feedback (FB) correction term setting unit 510, and a PWM signal generating unit 520. Here, "at low temperatures" may include a time when the outside air temperature is below a predetermined temperature (e.g., 1°C, 3°C, 5°C, etc.) or a time when the temperature is too low for the battery 26 to function properly. It is assumed that the transistors T31 and T32 of the switching device 32 are on and the electric vehicle 10 is stopped.

[0021] The current command setting unit 500 sets current commands Iu*, Iv*, and Iw* for the motor 20 based on the required heat quantity Qreq required to heat the battery 26, and outputs the set current commands Iu*, Iv*, and Iw*. The ECU 50 determines in advance, through experiments, analysis, machine learning, or the like, the relationship between the difference between the current temperature Tb of the battery 26 measured by the temperature sensor 26t and the lower limit temperature of the temperature range in which the battery 26 can demonstrate its performance, and the required heat quantity Qreq, and stores this relationship in ROM. The required heat quantity Qreq is set from this relationship and the difference between the temperature Tb of the battery 26 measured by the temperature sensor 26t and the lower limit temperature of the temperature range in which the battery 26 can demonstrate its performance. The current command setting unit 500 sets the current commands Iu*, Iv*, Iw* so that they have the same current value, and that the current direction of the current commands Iv*, Iw* is from the second inverter 24 to the first inverter 22, and the current direction of the current command Iu* is from the first inverter 22 to the second inverter 22. The current values ​​of the current commands Iu*, Iv*, Iw* are set to be larger when the requested heat quantity Qreq is large than when it is small, within a range not exceeding the maximum current Immax allowed for the motor 20 and the maximum current Iinvmax allowed for the first and second inverters 22, 24.

[0022] The FB correction term setting unit 510 receives the differences between the current commands Iu*, Iv*, Iw* and the phase currents Iu, Iv, Iw of the respective phases of the motor 20 from the current sensors 22u, 22v, 22w, sets feedback correction terms Dfbu, Dfbv, Dfbw of the duty command D* to cancel out the differences between the current commands Iu*, Iv*, Iw* and the phase currents Iu, Iv, Iw, and outputs the set feedback correction terms Dfbu, Dfbv, Dfbw. Here, the duty command D* is the ratio of the on time of each transistor in one cycle (the sum of the on time and off time of each transistor).

[0023] The PWM signal generating unit 520 receives duty commands Du1*, Dv1*, Dw1* of the first inverter 22, which are obtained by adding feedback correction terms Dfbu, Dfbv, Dfbw to a predetermined basic value Db of the duty index, and duty commands Du2*, Dv2*, Dw2* of the second inverter 24, which are obtained by adding the basic value Db (for example, 50%) to the feedback correction terms Dfbu, Dfbv, Dfbw multiplied by a value −1, and generates duty commands Du2*, Dv2*, Dw2* of the second inverter 24. By comparing the power consumption commands Du1*, Dv1*, Dw1*, Du2*, Dv2*, and Dw2* with a triangular wave (carrier wave), PWM signals for switching the transistors T11 to T16 and T21 to T26 of the first and second inverters 22 and 24 are generated, and the generated PWM signals are output to the first and second inverters 22 and 24 to control the switching of the transistors T11 to T16 and T21 to T26 of the first and second inverters 22 and 24. Through this control, the first and second inverters 22 and 24 are feedback-controlled so that the phase currents Iu, Iv, and Iw have the same current values ​​and flow in a different direction from the phase currents Iv and Iw.

[0024] FIG. 3 is an explanatory diagram illustrating an example of current flow in the electric vehicle 10 of the embodiment. FIG. 4 is an explanatory diagram illustrating the relationship between the phase currents Iu, Iv, and Iw of the embodiment and the zero-phase current I0 (= Iu + Iv + Iw), which is the sum of the phase currents Iu, Iv, and Iw. FIG. 5 is an explanatory diagram illustrating the relationship between the phase currents Iu, Iv, and Iw of a comparative example and the zero-phase current I0 (= Iu + Iv + Iw), which is the sum of the phase currents Iu, Iv, and Iw. In the comparative example, the directions and current values ​​of the phase currents Iu, Iv, and Iw are the same. In FIGS. 3, 4, and 5, thick arrows indicate the direction of current.

[0025] In the electric vehicle 10 of this embodiment, the first and second inverters 22, 24 are controlled so that the phase currents Iu, Iv, and Iw of the motor 20 have the same current value, the phase currents Iv and Iw flow in a direction from the second inverter 24 to the first inverter 22, and the phase current Iu flows in a direction from the first inverter 22 to the second inverter 24. With this control, as shown in Fig. 3, current circulates from the V-phase and W-phase of the motor 20 to the V-phase and W-phase via the first inverter 22, the positive line 28p and the negative line 28n of the power line 28, the U-phase, and the second inverter 24. Therefore, as shown in Fig. 4, when the phase currents Iu, Iv, and Iw are each 200 A, the zero-phase current I0 is 200 A. The phase currents Iu, Iv, and Iw can be increased according to the requested heat quantity Qreq as long as they do not exceed the maximum current Immax allowed for the motor 20 and the maximum current Iinvmax allowed for the first and second inverters 22, 24. This increases the amount of heat generated by the motor 20, the first and second inverters 22, 24, and the switching device 32. This promotes the temperature rise of the cooling medium in the cooling device 40, thereby promoting the heating of the battery 26. This makes it possible to more appropriately suppress deterioration of the battery 26 due to low temperatures.

[0026] In the comparative example, the first and second inverters 22 and 24 are controlled so that the phase currents Iu, Iv, and Iw of the motor 20 flow in a direction from the first inverter 22 to the second inverter 24 and have the same current value. This control causes the current to flow from each phase of the motor 20 to the positive line 28p and the negative line 28n of the power line 28 via the second inverter 24, and then circulate to each phase via the first inverter 22. Therefore, as shown in FIG. 5 , when the phase currents Iu, Iv, and Iw are each 200 A, the zero-phase current I0 is 600 A. In the embodiment, the direction of one of the phase currents Iu, Iv, and Iw of the motor 20 is reversed to that of the other phases, thereby reducing the zero-phase current I0 and suppressing heat generation in the switching device 32. This protects the switching device 32.

[0027] In the electric vehicle 10 equipped with the drive device of the embodiment described above, the first and second inverters 22, 24 are controlled so that the directions of the phase currents Iv and Iw of two phases, the V phase and the W phase, of the three-phase coil of the motor 20 are from the second inverter 24 to the first inverter 22, and the direction of the phase current Iu of the U phase is opposite to the V phase and the W phase, thereby making it possible to increase the amount of heat generation.

[0028] Furthermore, since the switching device 32 is provided on the positive line 28p of the power line 28, the amount of heat generated can be increased and the switching device 32 can be protected.

[0029] Furthermore, the first and second inverters 22, 24 are feedback controlled so that the phase current of the motor 20 is a current based on the required heat quantity Qreq, so that heat can be generated more appropriately using the motor and the first and second inverters 22, 24.

[0030] In the above-described embodiment, the first and second inverters 22, 24 perform feedback control so that the phase currents Iu, Iv, and Iw of the motor 20 are currents based on the requested heat quantity Qreq. However, as in another embodiment described below, d-axis and q-axis current commands Id* and Iq* may be set so that a d-axis current flows through the motor 20 based on the requested heat quantity Qreq and the zero-phase current I0 is a current based on the requested heat quantity Qreq. Voltage commands Vu*, Vv*, and Vw for each phase may be set based on the current commands Id* and Iq*, and the first and second inverters 22, 24 may be controlled using the voltage commands Vu*, Vv*, and Vw for each phase. Figure 6 is a block diagram showing an example of functional blocks in the control of the first and second inverters 22, 24 by the ECU 50 of another embodiment at low temperatures. 6, the ECU 50 includes a dq current command setting unit 600, a zero-phase current command setting unit 610, a conversion calculation unit 620, a dq voltage command setting unit 630, a coordinate conversion unit 640, and a PWM signal generation unit 650. Here, examples of "low temperature" include when the outside air temperature is equal to or lower than a predetermined temperature (e.g., 1°C, 3°C, 5°C, etc.) or when the temperature is too low for the battery 26 to function properly. It is assumed that the transistors T31 and T32 of the switching device 32 are on and the electric vehicle 10 is stopped.

[0031] The dq current command setting unit 600 sets the d-axis and q-axis current commands Id*, Iq* so that a d-axis current flows to the motor 20 based on the above-mentioned required heat quantity Qreq, and outputs the set current commands Id*, Iq* to the dq voltage command setting unit 630.

[0032] The zero-phase current command setting unit 610 sets a current command I0* of the zero-phase current I0 based on the requested heat quantity Qreq described above, and outputs the set current command I0* to the dq voltage command setting unit 630. The zero-phase current command setting unit 610 sets the current command I0* to be larger when the requested heat quantity Qreq is large than when it is small.

[0033] The conversion calculation unit 620 uses the electrical angle θe of the motor 20 to perform coordinate conversion (three-phase to two-phase conversion) of the phase currents Iu, Iv, and Iw of each phase of the motor 20 into d-axis and q-axis currents Id and Iq, and also calculates the zero-phase current I0 (= Iu + Iv + Iw), which is the sum of the phase currents Iu, Iv, and Iw, and outputs the currents Id, Iq, and the zero-phase current I0 to the dq voltage command setting unit 630.

[0034] The dq voltage command setting unit 630 calculates the d-axis and q-axis voltage commands Vd* and Vq* by current feedback control so that the difference between the d-axis and q-axis current commands Id* and Iq* and the currents Id and Iq is canceled out, and the difference between the current command I0* and the zero-phase current I0 is canceled out, and outputs the calculated voltage commands Vd* and Vq* to the coordinate conversion unit 640.

[0035] The coordinate conversion unit 640 performs coordinate conversion (two-phase to three-phase conversion) of the d-axis and q-axis voltage commands Vd*, Vq* to voltage commands Vu*, Vv*, Vw* of each phase using the electrical angle θe of the motor 20, and outputs the obtained voltage commands Vu*, Vv*, Vw* of each phase to the PWM signal generation unit 650.

[0036] The PWM signal generating unit 650 generates PWM signals for the transistors T11 to T16, T21 to T26 of the first and second inverters 22, 24 by comparing the voltage commands Vu*, Vv*, Vw** of each phase with the carrier voltage (triangular wave voltage), and performs switching control of the transistors T11 to T16, T21 to T26.

[0037] By this control, the current of the motor 20 can be made the same as the current exemplified in Fig. 3, and the amount of heat generation can be increased, thereby more appropriately suppressing deterioration of the battery 26 due to low temperatures.

[0038] In the above-described embodiment, the first and second inverters 22, 24 are feedback-controlled so that the phase currents Iu, Iv, Iw of the motor 20 become currents based on the requested heat quantity Qreq required to raise the temperature of the battery 26. However, it is also possible to set the duty commands Du1*, Dv1*, Dw1*, Du2*, Dv2*, Dw2* of the first and second inverters 22, 24 based on the requested heat quantity Qreq, compare the set duty commands Du1*, Dv1*, Dw1*, Du2*, Dv2*, Dw2* with a triangular wave (carrier wave) to generate PWM signals for switching the transistors T11 to T16, T21 to T26 of the first and second inverters 22, 24, and use the generated PWM signals to perform feedforward control on the first and second inverters 22, 24.

[0039] In the above-described embodiment, of the current commands Iu*, Iv*, and Iw*, the current commands Iv* and Iw* are set so that the current direction is from the second inverter 24 to the first inverter 22, and the current direction of the current command Iu* is set so that the current direction is from the first inverter 22 to the second inverter 22. However, the current commands Iu*, Iv*, and Iw* may be set so that the current direction of two of the current commands Iu*, Iv*, and Iw is opposite to the current direction of the other current command Iu*, Iv*, and Iw. For example, of the current commands Iu*, Iv*, and Iw*, the current commands Iu* and Iw* may be set so that the current direction is from the second inverter 24 to the first inverter 22, and the current direction of the current command Iv* is set so that the current direction is from the first inverter 22 to the second inverter 22.

[0040] In the above-described embodiment, the switching device 32 is provided on the positive line 28p of the power line 28. However, the switching device 32 may also be provided on the negative line 28n of the power line 28, or the switching device 32 may be provided on each of the positive line 28p and the negative line 28n of the power line 28, or the switching device 32 may not be provided.

[0041] In the above-described embodiment, the drive unit is mounted on an electric vehicle 10 equipped with a motor 20, but is not limited to this. For example, the drive unit may be mounted on a hybrid vehicle equipped with an engine in addition to a motor, or on a fuel cell vehicle equipped with a fuel cell in addition to a motor. The drive unit may also be mounted on a moving object other than a vehicle or on stationary construction equipment.

[0042] The correspondence between the main elements of the embodiment and the main elements of the invention described in the "Means for Solving the Problem" section will be described below. In the embodiment, the battery 26 corresponds to the "electricity storage device," the motor 20 corresponds to the "motor," the first and second inverters 22 and 24 correspond to the "first and second inverters," the cooling device 40 corresponds to the "cooling device," and the ECU 50 corresponds to the "control device."

[0043] The correspondence between the main elements of the embodiments and the main elements of the invention described in the "Means for Solving the Problem" section does not limit the elements of the invention described in the "Means for Solving the Problem" section, since the embodiments are examples for specifically explaining the mode for implementing the invention described in the "Means for Solving the Problem" section. In other words, the interpretation of the invention described in the "Means for Solving the Problem" section should be based on the description in that section, and the embodiments are merely specific examples of the invention described in the "Means for Solving the Problem" section.

[0044] The above describes the forms for implementing the present disclosure using embodiments, but the present disclosure is not limited to these embodiments in any way, and it goes without saying that the present disclosure can be implemented in various forms within the scope that does not deviate from the gist of the present disclosure. [Industrial Applicability]

[0045] The present disclosure is applicable to industries such as the drive device manufacturing industry. [Explanation of symbols]

[0046] 10 electric vehicle, 20 motor, 20a rotational position sensor, 22 first inverter, 20a rotational position sensor, 22u, 22v, 22w current sensors, 24 second inverter, 26 battery, 26i current sensor, 26t temperature sensor, 26v voltage sensor, 28 power line, 28n negative line, 28p positive line, 30 capacitor, 30v voltage sensor, 32 switching device, 40 cooling device, 42 circulation flow path, 44 radiator, 46 electric pump, 50 electronic control unit (ECU), 60 power switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 67 vehicle speed sensor, 500 current command setting unit, 510 feedback (FB) correction term setting unit, 520 PWM signal generation unit, 600 dq current command setting unit, 610 zero-phase current command setting unit, 620 conversion calculation unit, 630 dq voltage command setting unit, 640 coordinate conversion unit, 650 PWM signal generation unit, D11 to D16, D21 to D26, D31, D32 diodes, T11 to T16, T21 to T26, T31, T32 transistors.

Claims

1. a power storage device; a motor having a three-phase coil; a first inverter connected to a power line to which the power storage device is connected and connected to one end of the three-phase coil, the first inverter having a plurality of first switching elements; a second inverter connected to the power line and to the other end of the three-phase coil, the second inverter having a plurality of second switching elements; a cooling device that cools the power storage device, the motor, and the first and second inverters using a cooling medium; a control device that controls the first and second inverters based on a torque command of the motor; A drive device comprising: The control device controls the first and second inverters so that the direction of the phase current of two phases of the three-phase coil of the motor is a direction from one inverter of the first and second inverters to the other inverter, and the direction of the phase current of one phase other than the two phases of the three-phase coil of the motor is opposite to the direction of the phase current of the two phases. Drive unit.

2. 2. The drive device according to claim 1, a load device attached to at least one of the positive and negative lines of the power line; A drive unit comprising:

3. 3. The drive device according to claim 1 or 2, The control device feedback controls the first and second inverters so that each phase current of the motor becomes a current based on a required amount of heat required to increase the temperature of the power storage device. Drive unit.

4. 3. The drive device according to claim 1 or 2, The control device sets d-axis and q-axis current commands so that a d-axis current flows in the motor based on a required heat quantity required to increase the temperature of the power storage device, and a zero-phase current as a sum of the phase currents of the motor becomes a current based on the required heat quantity, sets voltage commands for each phase based on the d-axis and q-axis current commands, and controls the first and second inverters using the voltage commands for each phase. Drive unit.

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