JP2009083710A - Motor controller and electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a motor controller capable of easily or efficiently attaining high functionality. <P>SOLUTION: For example, in a motor controller IC, a PWM comparator part PWMCMP1 for producing a PWM signal based on a throttle voltage THRTL, an FV conversion part FVC and an external terminal P9 are provided in addition to a PWM control part PWM-CTL or the like for controlling an inverter part IV-BK with a predetermined sequence using the PWM signal. The FV conversion part FVC outputs a speed voltage signal FV proportional to frequency from the external terminal P9 by receiving a frequency signal from a hole sensor of a motor part MT, counting a period of the frequency signal and converting the result obtained by operating the inverse to an analogue voltage. A speedometer or the like is directly connected to the external terminal P9. Further, the FV conversion part FVC is also utilized in a cruise control part CRUS or the like for retaining a vehicle speed to a constant value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motor control device and an electric vehicle, and more particularly to a technique useful when applied to a two-wheeled vehicle with an electric motor called an electric motorcycle and a motor control device used therefor.

  For example, Patent Document 1 discloses a battery-assisted bicycle that assists the rotation of a vehicle by driving a motor when starting and climbing and charges a capacitor with electric power obtained by a regenerative braking operation of the motor during braking and high-speed traveling. It is shown. Specifically, the voltage value obtained by converting the rotational speed of the wheel by the FV converter is compared with a reference voltage value corresponding to the reference speed. If the rotational speed of the wheel is slower than the reference speed, a current is supplied to the motor. On the contrary, when it is fast or when the brake is operated, the motor is caused to perform a regenerative braking operation, and the capacitor is charged with the voltage. By charging such a capacitor, it is possible to increase the charging efficiency during traveling and reduce the charging work.

Patent Document 2 discloses an electrically assisted bicycle capable of performing real-time control of a fine assist torque amount. Specifically, the assist torque is calculated based on the means for detecting the pedaling torque applied to the pedal, the means for performing a filter process on the torque detection signal, the signal after the filter process, and the torque detection signal described above. And a means for switching the above-described filter characteristics. By means of switching the filter characteristics (cut-off frequency), driving comfort (so-called riding quality) can be easily improved.
JP 2001-30974 A JP 2004-322809 A

  In recent years, the demand for two-wheeled vehicles with electric motors called electric bikes (E-Bikes) has been increasing. E-Bike is a vehicle such as an automobile that uses a pedal or throttle as a speed adjustment mechanism, unlike an electrically assisted bicycle that assists a part of the pedaling force of a pedal with a motor as described in Patent Document 1 and Patent Document 2. It has become. FIG. 20 is a block diagram showing a configuration example of a motor control device used in an electric vehicle examined as a premise of the present invention.

  The motor control device IC shown in FIG. 20 receives the throttle voltage THRTL from the external terminal P1, and supplies a three-phase motor unit MT via an inverter unit IV_BK including six power transistors Tuh, Tvh, Twh, Tul, Tvl, and Twl. It is something to control. Specifically, the motor control device IC includes a triangular wave oscillation unit PWMOSC, a PWM comparator unit PWMCMP1, a driver unit DRV, a one-shot multivibrator MV, and the like. The PWM CMP1 compares the throttle voltage THRTL with the triangular wave from the PWMOSC to output a PWM (Pulse Width Modulation) signal corresponding to the THRTL to the PWM_CTL. The PWM_CTL controls a predetermined power transistor in the inverter IV_BK with a PWM signal via the DRV for each cycle based on a predetermined control sequence including a plurality of cycles, and turns on or off the remaining power transistors. Are also controlled via DRV.

  FIG. 21 is a waveform diagram showing an example of a PWM signal in the motor control device of FIG. 20, where (a) shows a case where the throttle voltage is high and (b) shows a case where the throttle voltage is low. As shown in FIGS. 21A and 21B, the PWM signal has a longer 'H' level period as the throttle voltage THRTL is higher. During this 'H' level period, a predetermined power transistor in the inverter unit IV_BK is driven to be turned on, and accordingly, a drive current flows through the motor unit MT to generate motor torque. Therefore, the higher the throttle voltage THRTL, the more drive current flows through the motor unit MT and the motor torque increases.

  In addition, the motor unit MT includes a hall sensor for detecting the motor rotation speed. The position detection signals HU, HV, HW from the hall sensor are input to a one-shot multivibrator MV in the motor control device IC. From the MV, a pulse signal having a predetermined pulse width is output in the cycle of the position detection signals HU, HV, and HW. The output signal from the MV is smoothed by a filter circuit (low-pass filter circuit) FIL provided outside the motor control device IC via the external terminal P40, and a speed voltage signal FV to be output is attached to the vehicle. Is input to the speedometer SM.

  However, the configuration as shown in FIG. 20 uses an external filter circuit FIL made of a resistor or a capacitor, so there is a concern that the number of components will increase. Further, when the motor control device is improved in functionality, it is difficult to easily or efficiently realize the enhancement in the configuration using the one-shot multivibrator MV as shown in FIG.

  The present invention has been made in view of the above, and one of its purposes is to provide a motor control device capable of realizing high functionality easily or efficiently and an electric vehicle equipped with the motor control device. There is. Another object of the present invention is to provide a motor control device that enables a reduction in the number of components and an electric vehicle equipped with the motor control device. The above and other objects and novel features of the present invention will be apparent from the description of this specification and the accompanying drawings.

  The outline of a typical invention among the inventions disclosed in the present application will be briefly described as follows.

  A motor control device according to an embodiment of the present invention includes a function for generating a PWM signal based on a throttle voltage input from an external terminal, and a PWM control for controlling an inverter connected to the motor using the PWM signal. It has a function, an FV conversion function for converting a frequency signal into a voltage signal, and an external terminal for outputting the converted voltage signal. For example, the FV conversion function receives a frequency signal indicating the rotation speed of the motor unit from an external terminal from a sensor provided in the motor unit, and outputs a voltage signal having a voltage value proportional to the frequency from the external terminal. A speedometer or the like is connected to the end of the external terminal.

  Thus, by providing the motor control device with the FV conversion function and the external terminal that receives the output, it is possible to output a voltage signal directly from the external terminal to the speedometer, eliminating the need for external parts that were conventionally required. Therefore, the number of parts can be reduced in the electric vehicle including the motor control device.

  Further, the motor control device described above has a cruise control function for keeping the speed of the electric vehicle constant, and the FV conversion function is also used in this cruise control function. That is, the cruise control function holds the voltage signal in the FV conversion function at the time when the cruise signal is input from the external terminal, and compares the held voltage signal with the voltage signal generated by the FV conversion function thereafter. Then, a PWM signal whose duty ratio is adjusted according to the comparison result is generated. The PWM control function uses this PWM signal to control the inverter unit, whereby the electric vehicle maintains the speed at the time when the cruise signal is input. As described above, by providing the motor control device with the FV conversion function, the cruise control function can be realized easily or efficiently, and the function of the electric vehicle can be enhanced.

  Further, the motor control device described above has a pedal control function for controlling the speed of the electric vehicle in accordance with the rotation speed of the pedal, and the FV conversion function is also used for this pedal control function. That is, the FV conversion function receives a frequency signal indicating the rotation speed of the pedal in the electric vehicle from the external terminal, generates a voltage signal having a voltage value proportional to the frequency, and the pedal control function is based on the voltage signal. A PWM signal is generated. The PWM control function uses this PWM signal to control the inverter unit, so that the electric vehicle travels at a speed corresponding to the rotational speed of the pedal. Thus, by providing the FV conversion function in the motor control device, the pedal control function can be realized easily or efficiently, and the function of the electric vehicle can be enhanced.

  The effects obtained by the representative ones of the inventions disclosed in the present application will be briefly described as follows.

  According to the motor control device and the electric vehicle equipped with the motor control device according to the embodiment of the present invention, it is possible to easily or efficiently realize the high functionality of the motor control device and the electric vehicle. Further, the number of parts of the electric vehicle can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In all the drawings for explaining the embodiments, the same members are denoted by the same reference symbols in principle, and the repeated explanation thereof is omitted. In the following embodiments, when it is necessary for the sake of convenience, the description will be divided into a plurality of sections or embodiments. However, unless otherwise specified, they are not irrelevant to each other. The other part or all of the modifications, details, supplementary explanations, and the like are related. Further, in the following embodiments, when referring to the number of elements (including the number, numerical value, quantity, range, etc.), especially when clearly indicated and when clearly limited to a specific number in principle, etc. Except, it is not limited to the specific number, and may be more or less than the specific number.

  Further, in the following embodiments, the constituent elements (including element steps and the like) are not necessarily indispensable unless otherwise specified and apparently essential in principle. Needless to say. Similarly, in the following embodiments, when referring to the shapes, positional relationships, etc. of the components, etc., the shapes are substantially the same unless otherwise specified, or otherwise apparent in principle. And the like are included. The same applies to the above numerical values and ranges.

(Embodiment 1)
FIG. 1 is a block diagram showing an example of a functional outline of an electrically powered vehicle according to Embodiment 1 of the present invention. The electric vehicle shown in FIG. 1 includes a two-wheeled vehicle main body BD, a motor control device IC mounted thereon, an inverter unit IV_BK, a motor unit MT, a battery BAT, a speedometer SM, and the like. The motor unit MT is, for example, a three-phase brushless motor and serves as a means for rotating the wheels of the two-wheel vehicle body BD.

  The inverter unit IV_BK includes six power transistors Tuh, Tul, Tvh, Tvl, Twh, Twl and a current detection resistor Rd, and supplies a predetermined drive current to the motor unit MT based on the control of the motor controller IC. To do. Here, the six power transistors are NMOS transistors, and each has a body diode between the source and the drain. The drains of Tuh, Tvh, and Twh are connected to the power supply voltage PVCC, and the sources of Tul, Tvl, and Twl are connected to the ground voltage PGND via the resistor Rd. PVCC is supplied by a battery BAT.

  The source of Tuh is connected in common with the drain of Tul, and a drive current is supplied from this connection node to the U phase of the motor unit MT. The source of Tvh is commonly connected to the drain of Tvl, and a drive current is supplied from this connection node to the V phase of the motor unit MT. The source of Twh is connected in common with the drain of Twl, and a drive current is supplied from this connection node to the W phase of the motor unit MT.

  The motor control device IC is formed on one semiconductor chip, and includes a triangular wave oscillation unit PWMOSC, a PWM comparator unit PWMCMP, a cruise control unit CRUS, a thermal monitoring unit TMNI, a hall amplifier unit HALL_AMP, a driver unit DRV, an overcurrent detection unit ILMT, It includes an overall control unit CTL and an FV conversion unit FVC that is a part thereof. The motor control device IC is supplied with the power supply voltage VCC by the battery BAT, and is mounted on one mounting board together with, for example, the inverter unit IV_BK.

  The PWMOSC generates a triangular wave using the capacitor Cc connected to the external terminal P2. The PWM CMP compares the throttle voltage THRTL input from the external terminal P1 with the triangular wave from the PWMOSC, and outputs a PWM signal as a comparison result to the CTL. The throttle voltage THRTL is generated from the throttle provided in the two-wheeled vehicle main body BD according to the degree of opening. CRUS receives the cruise signal CRS inputted from the external terminal P5, and performs control such that the rotational speed of the motor part MT becomes constant via the overall control part CTL. Here, the PWM control voltage for maintaining the constant speed is held by the capacitor Cv connected to the external terminal P6. The cruise signal CRS is input when a button or the like provided on the two-wheel vehicle main body BD is operated, and the CRUS performs control so as to maintain the speed at the time when the button is pressed. TMNI monitors the temperature of the motor control device IC, and outputs an emergency stop signal or the like to the overall control unit CTL when the temperature exceeds a predetermined temperature.

  HALL_AMP amplifies the position detection signals HU, HV, HW input from the hall sensors attached to the motor unit MT via the external terminals P10 to P12, and outputs them to the overall control unit CTL. The position detection signals HU, HV, and HW make it possible to recognize the rotational position and rotational speed of the motor unit MT. The FVC has a function of converting a frequency signal into a voltage value proportional to the height of the frequency. Specifically, the rotational speed information (frequency signal) obtained from the Hall sensor is converted into a speed voltage signal FV, output from the external terminal P9, and supplied to the speedometer SM provided in the two-wheel vehicle body BD. Further, the frequency of the pedal signal PEDAL input via the external terminal P7 is converted into a voltage value, and further used for the operation of the cruise control unit CRUS. The ILMT monitors both ends of the resistor Rd in the inverter unit IV_BK via the external terminals P22 and P23, and when the current flowing through the resistor Rd (that is, the drive current of IV_BK) becomes excessive, the overcurrent detection signal is output. Output to CTL.

  The overall control unit CTL receives various signals as described above and controls the power transistors Tuh, Tul, Tvh, Tvl, Twh, Twl in the inverter unit IV_BK via the driver unit DRV, and thereby the rotation of the motor unit MT. To control. Control signals UH, UL, VH, VL, WH, WL are output from DRV via external terminals P13 to P18. The gates of the power transistors Tuh, Tul, Tvh, Tvl, Twh, and Twl are controlled by the control signals UH, UL, VH, VL, WH, and WL, respectively. The external terminals P19, P20, and P21 are provided to monitor the output of the motor unit MT to the U phase, the V phase, and the W phase, respectively.

  The overall control unit CTL includes the following seven control functions as main functions. The first control function is a throttle control function, and is a function for controlling the rotation of the motor unit MT by a PWM signal from the PWM CMP reflecting the above-described throttle voltage THRTL. The second control function is a pedal control function that receives a pedal signal PEDAL indicating the rotational speed from a pedal provided in the two-wheeled vehicle main body BD and controls the rotation of the motor unit MT according to the rotational speed. That is, it is a function that realizes speed adjustment by the pedal in addition to the speed adjustment by the throttle described above.

  The third control function is a cruise control function, and is a function for controlling the rotation speed of the motor unit MT to be constant in conjunction with the cruise control unit CRUS described above. The fourth control function is an E-ABS function, which receives an E-ABS signal EABSN input from the external terminal P4 when the E-ABS switch provided in the two-wheel vehicle body BD is operated, This is a function for controlling the brake BAT so that the regenerative current from the motor unit MT is charged to the battery BAT. The fifth control function is a security function, which receives a security signal SCRTY input via the external terminal P8 when a security switch provided on the two-wheeled vehicle body BD is operated, and makes it difficult to rotate the motor unit MT. It is a function to fix to.

  The sixth control function is a drive current limiting function, and is a function that receives the overcurrent detection signal from the ILMT described above and adjusts the pulse width of the PWM signal so that the drive current does not increase. The seventh control function is a brake function, which receives a brake signal BRKN input via the external terminal P3 when operating the brake mechanism provided in the two-wheel vehicle body BD, and applies a brake to the motor unit MT. It is. Specifically, all of the six power transistors Tuh, Tul, Tvh, Tvl, Twh, and Twl are driven off.

  In such a configuration, the main characteristics of the electric vehicle according to the present embodiment are that the FV conversion unit FVC is provided in the motor control device IC composed of one semiconductor chip, and that the FVC is used to make the second feature. This is because a control function (pedal control function) and a third control function (cruise control function) are realized. Another main feature is that a fourth control function (E-ABS function), a fifth control function (security function), and a sixth control function (drive current limiting function) are provided. Details of these features will be described in the following embodiments.

  FIG. 2 is a block diagram showing a detailed configuration example regarding the FV conversion unit and the throttle control function in the motor control device in the electric vehicle of FIG. In FIG. 2, the PWM comparator unit PWMCMP1 compares the throttle voltage THRTL with the triangular wave from the triangular wave oscillation unit PWMOSC, and outputs a PWM signal having a pulse width corresponding to the magnitude of the throttle voltage. The PWM control unit PWM_CTL uses this PWM signal to control the power transistors Tuh, Tul, Tvh, Tvl, Twh, Twl in the inverter unit IV_BK through the driver unit DRV.

  Specifically, the PWM control unit PWM_CTL executes a predetermined sequence including a plurality of cycles for rotating the motor unit MT based on the state of the position detection signals HU, HV, and HW. In each cycle in this sequence, it is specified that predetermined power transistors in the power transistors Tuh, Tul, Tvh, Tvl, Twh, and Twl are driven by the PWM signal from the PWM CMP1, and the remaining power transistors are respectively connected in the cycle. It is also specified whether to turn on or off. Based on this sequence, PWM_CTL drives Tuh, Tul, Tvh, Tvl, Twh, and Twl via DRV. As a result, the motor unit MT rotates at a rotation speed reflecting the throttle voltage THRTL.

  The FV conversion unit FVC includes a clock generation unit CG, a counter unit CUNT, an inverse operation unit RCAL, a register REG1, a digital-analog conversion unit DAC1, an edge detection unit ED, and the like. The clock generation unit CG converts the triangular wave from the triangular wave oscillation unit PWMOSC into a square wave and outputs it to the CUNT. The edge detection unit ED detects the rising and falling edges of any one of the position detection signals HU, HV, and HW from the Hall sensor of the motor unit MT, and outputs the detection result to CUNT. FIG. 3 is a waveform diagram showing an example of the operation of the FV converter in FIG.

  In FIG. 3, a waveform example of the output node Na of the triangular wave oscillator PWMOSC, a waveform example of the output node Nb of the clock generator CG, and a waveform example of the input node Nc of the edge detector ED (position detection signals HU, HV, HW). And a waveform example of the output node Nd of the edge detection unit ED is shown. As shown in FIG. 3, the edge detection unit ED generates a pulse signal for one clock in synchronization with the clock signal of the node Nb when an edge is detected at the input node Nc. The counter unit CUNT performs a counting operation in synchronization with the clock signal of the node Nb. When a pulse signal is input to the node Nd, the counter unit CUNT transfers the count value at that time to the reciprocal arithmetic unit RCAL, and then counts it. Reset the value. As a result, the CUNT calculates the length of the rotation period of the motor unit MT.

  The reciprocal number calculation unit RCAL calculates the frequency height by calculating the reciprocal number of the rotation period, and stores the result in the register REG1. At this time, compression is also performed from k (for example, k = 13) bits, which is the number of bits of CUNT, to j (for example, j = 7) bits, which is the number of bits of DAC1. Then, the output of the register REG1 is converted into an analog voltage by the DAC1, and this analog voltage value is output as a speed voltage signal FV to the speedometer SM shown in FIG. 1 via the external terminal P9.

  As described above, when the electric vehicle of the first embodiment is used, by providing the FV conversion unit FVC in the motor control device IC, the filter circuit FIL as an external component as shown in FIG. The number of parts can be reduced or the cost can be reduced.

(Embodiment 2)
FIG. 4 is a block diagram showing a detailed configuration example regarding the cruise control function in the motor control device of FIG. 1 in the electric vehicle according to the second embodiment of the present invention. The motor control device IC shown in FIG. 4 is obtained by adding a cruise control unit CRUS, a second PWM comparator unit PWMCMP2, a maximum speed selection unit MSEL, and the like to the configuration example of FIG.

  The cruise control unit CRUS includes a register REG2, a digital-analog conversion unit DAC2, a comparator unit CMP1, switches SW1 to SW3, and the like. SW3 is turned on for a predetermined period when the cruise signal CRS is input, and accordingly, REG2 sets the value of the register REG1 in the FV conversion unit FVC at the time when the CRS is input via SW3. And latch. The value latched by REG2 is converted into an analog voltage by DAC2 and then becomes one input of CMP1. That is, the speed voltage signal FV at the time when the CRS is input is held at one input of the CMP1. The other input of CMP1 is a speed voltage signal FV that becomes the output of DAC1 in the FVC described above.

  SW1 connects between the throttle voltage THRTL and the capacity Cv, and SW2 connects between the output of CMP1 and the capacity Cv. SW1 transitions from on to off when the cruise signal CRS is input, and SW2 transitions from off to on when the CRS is input. Therefore, when CRS is input, the throttle voltage THRTL is held in the capacitor Cv as an initial state, and charging or discharging based on the comparison result from CMP1 is performed on this held voltage. Specifically, when the output voltage of DAC2 is the cruise setting voltage signal V2, when V2> FV (for example, the actual rotational speed according to the road surface condition, etc.) compared to the speed voltage signal FV that is the output voltage of DAC1. Is slower than the set rotational speed associated with the cruise), the capacitor Cv is charged. Conversely, when V2 <FV, the capacitor Cv is discharged. As a result, the voltage of the capacity Cv converges to a voltage value that can always maintain the set rotational speed associated with the cruise.

  The voltage of the capacitor Cv becomes one input of the PWM CMP2. The other input of PWMCMP2 is a triangular wave generated by the triangular wave oscillator PWMOSC. Thereby, the PWM CMP2 generates a PWM signal corresponding to the voltage value of the capacitor Cv. In other words, a PWM signal that maintains the set rotational speed associated with the cruise is generated. The MSEL receives the PWM signal from the PWMCMP2 and the PWM signal from the PWMCMP1 based on the throttle voltage THRTL as described in FIG. 2, and the PWM signal having the larger on-duty (that is, the THRTL and the capacitance Cv) The PWM signal corresponding to the larger one of the voltages is selected and output to the PWM control unit PWM_CTL. Specifically, the MSEL can be realized by, for example, a circuit that compares THRTL and the voltage of the capacitor Cv, and a selector circuit that performs selection according to the comparison result. PWM_CTL controls the motor unit MT via the driver unit DRV and the inverter unit IV_BK by the same operation as in FIG.

  FIG. 5 is a waveform diagram conceptually showing an operation example of the cruise control function of FIG. FIG. 5 shows a voltage for actually controlling the motor unit MT (that is, a PWM control voltage corresponding to a PWM signal input to the PWM control unit PWM_CTL), a throttle voltage THRTL, and a cruise signal CRS. When the cruise signal CRS is activated, the motor unit MT is controlled with a PWM control voltage corresponding to the throttle voltage THRTL at that time. Thereafter, even if the throttle voltage THRTL is lowered, the PWM signal on the PWM CMP2 side is selected by the maximum speed selection unit MSEL, so that the level of the PWM control voltage is maintained as it is.

  On the other hand, if the throttle voltage THRTL is increased, the PWM signal on the PWM CMP1 side is selected by the maximum speed selection unit MSEL, so that the PWM control voltage becomes the throttle voltage THRTL, and the motor unit MT performs an acceleration operation. When the cruise signal CRS is canceled, the normal operation based on the throttle voltage THRTL is restored. The cruise control function can also be canceled by operating the brake signal BRKN.

  As described above, when the electric vehicle of the second embodiment is used, the cruise control function can be realized easily or efficiently by using the FVC by providing the FV conversion unit FVC in the motor control device IC. In addition, this makes it possible to increase the functionality of the electric vehicle.

(Embodiment 3)
FIG. 6 is a block diagram showing an example of the configuration of an electric vehicle according to Embodiment 3 of the present invention. The electric vehicle shown in FIG. 6 has a configuration example obtained by modifying the configuration example of FIG. 4 described in the second embodiment, and includes a motor control device IC, an inverter unit IV_BK, and a motor unit MT similar to those in FIG. It is out. That is, the motor control device IC in FIG. 4 realizes a throttle control function and a cruise control function based on an analog signal, but the motor control device IC in FIG. 6 performs these functions based on a digital signal. It is realized. This is suitable, for example, when it is desired to control the motor part MT mainly by calculation by a processor or the like.

  The motor control device IC of FIG. 6 includes an analog-digital conversion unit ADC that converts the throttle voltage THRTL into a digital signal, a cruise control unit CRUS, an FV conversion unit FVC, an on-duty calculation unit ODC, and a PWM control unit PWM_CTL. The driver unit DRV and the like are included. As in FIG. 4 and the like, the FV conversion unit FVC includes a clock generation unit CG that generates a clock signal, a counter unit CUNT that counts the period of the signal from the Hall sensor using the clock signal, and an inverse number of the count value. And a reciprocal arithmetic unit RCAL and register REG1 for latching the result, and a digital-analog conversion unit DAC1 for converting the output of REG1.

  The cruise control unit CRUS includes a register REG3, a comparator unit CMP2, an addition / subtraction operation unit PMCAL, a switch SW4, and the like. REG3 latches the value of REG1 using the cruise signal CRS as a trigger. CMP2 compares the values of REG1 and REG3 and outputs the result to PMCAL. PMCAL calculates an addition value or a subtraction value according to the magnitude relationship between REG1 and REG3 by CMP2. For example, when (REG3 value)> (REG1 value), addition is performed, and when (REG3 value) <(REG1 value), subtraction is performed, and the absolute value thereof is | (REG3 value) − (REG1 Value)). SW4 transitions from OFF to ON when the CRS operates, and the addition / subtraction value from PMCAL is output to the on-duty calculation unit ODC via SW4.

  The on-duty calculation unit ODC receives the digital value that is the output of the ADC and the digital value that is the output of the CRUS, and calculates the on-time of the PWM signal based on the magnitude of these digital values. For example, regarding the output of CRUS, with the digital value from the ADC at the time when the CRS is activated as a reference, the digital value is increased according to the added value from CRUS, and the digital value is decreased according to the subtracted value. The calculation is performed. Similarly to the operation of FIG. 5, the digital value reflecting this addition and subtraction is compared with the digital value from the ADC, and the ON time of the PWM signal is set based on the larger digital value. PWM_CTL controls the motor unit MT via the driver unit DRV using the PWM signal whose on-duty is set by the on-duty calculation unit ODC instead of the PWM signal from the PWM comparator PWMCMP shown in FIG. To do.

  As described above, when the electric vehicle according to the third embodiment is used, the FV conversion unit FVC is provided in the motor control device IC as in the second embodiment, so that the FVC can be used easily or efficiently. The cruise control function can be realized. In addition, this makes it possible to increase the functionality of the electric vehicle. Furthermore, unlike the case of the second embodiment, even when a motor control device that does not include a PWM comparator is used, higher functionality can be realized.

(Embodiment 4)
FIG. 7 is a block diagram showing a detailed configuration example regarding the pedal control function in the motor control device of FIG. 1 in the electric vehicle according to the fourth embodiment of the present invention. The motor control device IC shown in FIG. 7 has a throttle control function and a pedal control function. As in FIG. 2 and the like, the throttle control function compares the triangular wave from the triangular wave oscillating unit PWMOSC with the throttle voltage THRTL by the PWM comparator unit PWMCMP1, and drives the motor unit MT using the PWM signal that is the output. Realized.

  On the other hand, the pedal control function is realized by generating a PWM signal using the FV conversion unit FVC2 and the PWM comparator unit PWMCMP3 and driving the motor unit MT with this PWM signal. The FV conversion unit FVC2 includes a clock generation unit CG, a frequency dividing circuit NDIV, a counter unit CUNT, an inverse operation unit RCAL, a register REG1, a digital-analog conversion unit DAC1, and the like. The clock generation unit CG generates a clock signal by converting a triangular wave from the PWMOSC into a square wave. The frequency divider NDIV divides the clock signal and outputs it to the counter unit CUNT.

  The counter unit CUNT counts the cycle of the pedal signal PEDAL input via the external terminal P7 using the clock signal via NDIV. The pedal signal PEDAL is input from the sensor attached to the pedal of the two-wheeled vehicle main body BD in the same signal form as that of the hall sensor described in FIG. 3, for example. In this case, although not shown, the CUNT performs a counting operation using, for example, the edge detection unit ED as in the case of FIG. The output of CUNT is converted into the magnitude of the frequency by the reciprocal arithmetic unit RCAL, and this converted value is taken into REG1. Then, the value of REG1 is converted into an analog voltage by the DAC1, and this analog voltage becomes one input of the PWM CMP3.

  As described above, the FV conversion unit FVC2 is obtained by adding the frequency dividing circuit NDIV to the FV conversion unit FVC shown in FIG. 2 or FIG. 4, and otherwise the same as in FIG. 2 or FIG. It has a configuration. Since the frequency of the pedal signal PEDAL is very low compared to the frequency of the signal from the Hall sensor indicating the rotation speed of the motor unit MT as shown in FIG. 2 or FIG. It is provided in order to match the count number to the same level as the count number of CUNT in FIGS.

  The PWM CMP 3 compares the output of the DAC 1 with the triangular wave from the PWMOSC, and generates a PWM signal corresponding to the number of rotations of the pedal. Both the PWM signal from the PWMCMP3 and the PWM signal from the PWMCMP1 based on the throttle voltage THRTL described above are input to the maximum speed selection unit MSEL1. As in the case of FIG. 4, MSEL1 is the PWM signal having the larger on-duty of the two PWM signals (that is, the PWM signal corresponding to the larger one of the output voltages of THRTL and DAC1). Is output to the PWM controller PWM_CTL. PWM_CTL controls the motor unit MT via the driver unit DRV and the inverter unit IV_BK by the same operation as in FIG. As a result, the speed can be adjusted by either the throttle or the pedal. When both are performed, the higher speed is selected.

  As described above, when the electric vehicle of the fourth embodiment is used, the pedal control function can be realized easily or efficiently by using the FVC2 by providing the FV conversion unit FVC2 in the motor control device IC. In addition, this makes it possible to increase the functionality of the electric vehicle.

(Embodiment 5)
FIG. 8 is a block diagram showing a detailed configuration example regarding the security function in the motor control device of FIG. 1 in the electric vehicle according to the fifth embodiment of the present invention. The motor control device IC shown in FIG. 8 has a configuration in which a switch SW5 is provided at the input of the aforementioned PWM control unit PWM_CTL, and a PWM signal from, for example, PWMCMP1 based on the throttle voltage THRTL is transmitted via this SW5. .

  The SW5 transitions from on to off when the security signal SCRTY described in FIG. 1 is activated. The security signal SCRTY can be linked to, for example, a key of the two-wheeled vehicle main body BD. Thus, by turning off SW5 by the security signal SCRTY, it becomes impossible to transmit power to the motor unit MT unless the security signal SCRTY is canceled.

  Further, when the security signal SCRTY is activated, the PWM control unit PWM_CTL fixes the power transistors Tuh, Tvh, Twh on the power supply voltage PVCC side in the inverter unit IV_BK to OFF via the driver unit DRV, and turns on the ground voltage PGND side. The power transistors Tul, Tvl, Twl are fixed on. Accordingly, the U-phase, V-phase, and W-phase input terminals of the motor unit MT can be short-circuited to the ground voltage PGND, so that the motor unit MT can be kept in a difficult rotation state. That is, since the brake is always operating in the motor unit MT, it is difficult to move the two-wheeled vehicle main body BD. Accordingly, security functions such as theft prevention can be easily realized.

  As described above, by using the electric vehicle according to the fifth embodiment, it is possible to realize a security function such as theft prevention and to increase the functionality of the electric vehicle.

(Embodiment 6)
FIG. 9 is a block diagram showing a detailed configuration example regarding the E-ABS function in the motor control device of FIG. 1 in the electric vehicle according to the sixth embodiment of the present invention. 9 is configured such that when the E-ABS signal EABSN is input via the external terminal P4, the PWM control unit PWM_CTL controls the inverter IV_BK via the drive unit DRV in response to the input. It has become. That is, PWM_CTL drives power transistors Tuh, Tvh, Twh on the power supply voltage PVCC side in IV_BK off, and simultaneously drives power transistors Tul, Tvl, Twl on the ground voltage PGND side with a predetermined PWM signal.

  FIG. 10 is a waveform diagram showing an example of the operation of the E-ABS function in the motor control device of FIG. As shown in FIG. 9, when an E-ABS signal EABSN is input, a PWM signal having a predetermined duty ratio is generated by comparing a predetermined E-ABS set voltage with a triangular wave. Although not shown, the PWM signal is provided with a fixed voltage generation unit that generates an E-ABS set voltage. For example, this voltage is input to the PWM comparator unit PWMCMP1 instead of the throttle voltage THRTL described above, or separately. It can be generated by comparing with the triangular wave from the triangular wave oscillation unit PWMOSC by the provided PWM comparator unit.

  The PWM signal thus generated is simultaneously input to the power transistors Tul, Tvl, Twl on the ground voltage PGND side in the inverter unit IV_BK. Here, during the period when the PWM signal is at the “H” level, the U-phase, V-phase, and W-phase input nodes of the motor unit MT are short-circuited to the ground voltage PGND, so that the braking operation is performed. On the other hand, when the PWM signal transitions from the ‘H’ level to the ‘L’ level, an induced voltage is generated at the U-phase, V-phase, and W-phase nodes of the motor unit MT immediately after that. When this induced voltage becomes higher than the power supply voltage PVCC, a regenerative current flows from the motor unit MT toward the PVCC through the power diodes Tuh, Tvh, Twh on the power supply voltage PVCC side, and this regenerative current is supplied to the battery BAT. Is charged. Therefore, the brake operation and the charging operation to the battery BAT can be performed at the same time, and the power usage efficiency of the battery BAT can be improved.

  As described above, by using the electric vehicle according to the sixth embodiment, the E-ABS function that performs the charging operation to the battery BAT as well as the brake operation can be realized, and the function of the electric vehicle can be enhanced.

(Embodiment 7)
FIG. 11 is a block diagram showing an example of the configuration of an electric vehicle according to Embodiment 7 of the present invention. In the electric vehicle shown in FIG. 11, the motor control device IC has an overcharge protection function in addition to the throttle control function, the cruise control function, and the pedal control function as described above. Further, the PWM control unit PWM_CTL includes The main feature is that a PWM control function by synchronous rectification is provided.

  The motor control device IC includes three PWM comparator units PWMCMP1, PWMCMP2, and PWMCMP3. One input of PWMCMP1 is a throttle voltage THRTL. One input of the PWMCMP2 is a PWM control voltage generated by the FV conversion unit FVC and the cruise control unit CRUS as shown in FIG. 4 in accordance with the cruise signal CRS. One input of the PWM CMP3 is a PWM control voltage generated by the FV conversion unit FVC2 as shown in FIG. 7 in accordance with the pedal signal PEDAL. In FIG. 11, such FVC, CRUS, and FVC2 are described as the PWM control voltage generation unit PBK. The other input of PWMCMP1 to PWMCMP3 is a triangular wave from the triangular wave oscillator PWMOSC.

  As the PWM signals generated from PWMCMP1 to PWMCMP3, the PWM signal corresponding to the maximum speed is selected by the maximum speed selection unit MSEL2 as described in FIG. 4 and the like, and is output to the PWM control unit PWM_CTL. The PWM_CTL uses the selected PWM signal to control the inverter unit IV_BK via the driver unit DRV. Further, the motor control device IC includes an overcharge protection unit CP. The overcharge protection unit CP receives a voltage obtained by dividing the power supply voltage PVCC of the battery BAT by resistors R1 and R2 via the external terminal P30. The overcharge protection unit CP monitors the power supply voltage PVCC of the battery BAT based on the voltage from the external terminal P30, and outputs an overcharge detection signal to PWM_CTL when the PVCC exceeds a predetermined value.

  FIG. 12 shows an operation example of the PWM control unit of FIG. 11, wherein (a) is an operation sequence diagram during normal operation and overcharge protection, and (b) is a supplementary diagram of (a). . As shown in FIG. 12, the PWM control unit PWM_CTL executes, for example, a sequence of S11 to S16 according to the position detection signals HU, HV, HW from the hall sensors of the motor unit MT during normal operation. For example, in S12, the power transistors Tuh, Tvh, and Twh are driven by “H”, “L”, and a synchronous rectification pulse signal, respectively, and the power transistors Tul, Tvl, and Twl are respectively “L”, “L”. 'Driven with PWM signal. In this case, a current flows between the U phase and the W phase of the motor unit MT.

  As shown in FIG. 12B, the synchronous rectification pulse signal is a signal having a phase opposite to that of the PWM signal. Similarly, in the other sequences S11, S13 to S16, any three of the power transistors Tuh, Tvh, Twh, Tul, Tvl, and Twl are driven by the “H”, PWM signal, and synchronous rectification pulse signal, respectively. The remaining three are driven with 'L'.

  On the other hand, when the PWM control unit PWM_CTL receives an overcharge detection signal from the overcharge protection unit CP, the PWM control unit PWM_CTL executes sequences S21 to S26 different from S11 to S16. S21 to S26 correspond to S11 to S16, respectively, and are a sequence in which the synchronous rectification pulse signal in S11 to S16 is changed to 'L'. For example, in S22, the power transistors Tuh, Tvh, Twh are driven by 'H', 'L', 'L', respectively, and the power transistors Tul, Tvl, Twl are respectively 'L', 'L', Driven by PWM signal.

  FIG. 13 is an explanatory diagram illustrating the detailed operation of the inverter unit by taking one of the sequences of FIG. 12 as an example. FIG. 13A is an operation example when the induced voltage of the motor unit is small, and FIG. It is an operation example when the induced voltage is large. FIGS. 13A and 13B show an operation example of the inverter unit IV_BK corresponding to the sequence S12 of FIG. FIG. 13A shows a case where the relationship between the induced voltage Vemf of the motor unit MT and the power supply voltage PVCC is PVCC> Vemf. In this case, during the period when the PWM signal is at the “H” level, the power transistors Tuh and Twl are turned on, and a current flows through the path of Tuh → MT → Twl.

  On the other hand, during the period when the PWM signal is at the ‘L’ level, the power transistors Tuh and Twh are turned on in accordance with the synchronous rectification pulse signal, and a current flows through the path of Tuh → MT → Twh. In this case, PVCC> {Vemf + PVCC × (Twh on-duty)}. In this way, by driving Twh on using the pulse signal for synchronous rectification, power loss is reduced compared to the case where current is passed through a body diode connected in parallel with Twh, and the power usage of battery BAT is used. Efficiency can be increased.

  FIG. 13B shows a case where PVCC <Vemf. This condition occurs, for example, when an external force is applied to the motor unit MT on a downhill. In this case, during the period in which the PWM signal is at the “H” level, Tuh and Twl are turned on, and a regenerative current flows through a path of Twl → MT → Tuh, contrary to the case of FIG. On the other hand, during the period in which the PWM signal is at the “L” level, Tuh and Twh are turned on in accordance with the synchronous rectification pulse signal, and in contrast to the case of FIG. 13A, the regenerative current is on the path of Twh → MT → Tuh. Flowing. In this case, PVCC <{Vemf + PVCC × (Twh on-duty)}.

  Here, in the period when the PWM signal is at the “L” level, if Twh is always turned off without using the synchronous rectification pulse signal, the path of body diode → MT → Tuh connected in parallel to Twl In this case, power loss occurs in the body diode. On the other hand, when the pulse signal for synchronous rectification is used, the regenerative current can flow through the path passing through Twh, so that the power loss is reduced, and the node voltage at one end of the motor unit MT is set to {PVC × (Twh on-duty) via Twh. }, The regenerative current is more easily generated. Thereby, it becomes possible to improve the charging efficiency with respect to the battery BAT.

  The battery BAT can be charged by the regenerative current as described above or the regenerative current accompanying the E-ABS function as described in the sixth embodiment. However, if the battery BAT is excessively charged, various components may be damaged, and this must be prevented. Thus, when the overcharge protection unit CP generates an overcharge detection signal, the PWM control unit PWM_CTL stops the synchronous rectification pulse signal as described above with reference to FIG. Etc. to reduce charging efficiency. This protects excessive charging of the battery BAT.

  Further, the overcharge protection unit CP detects, for example, a case where the on-duty of the PWM signal becomes small by monitoring the throttle voltage THRTL, and outputs an overcharge detection signal in this case. That is, when the on-duty of the PWM signal is reduced to, for example, less than about 20%, the on-duty of the pulse signal for synchronous rectification becomes excessive, and as a result, the parts are damaged or the braking of the motor unit MT cannot be adjusted. Things can happen. Therefore, in such a case, the overcharge protection unit CP outputs the overcharge detection signal to stop the synchronous rectification pulse signal and avoid the above-described problems.

  As described above, when the electric vehicle according to the seventh embodiment is used, the charging efficiency of the battery can be increased by the synchronous rectification pulse signal, and the function of the electric vehicle can be enhanced. In addition, reliability can be ensured by the overcharge protection function.

(Embodiment 8)
FIG. 14 is an explanatory diagram showing a basic concept regarding the drive current limiting function in the motor control device of FIG. 1 in the electric vehicle according to the eighth embodiment of the present invention. FIG. 15 is a block diagram showing a detailed configuration example regarding the drive current limiting function in the motor control device of FIG. 1 in the electric vehicle according to the eighth embodiment of the present invention.

  In general, in order to increase the torque of the motor unit MT, it is only necessary to increase the drive current. However, if the drive current becomes excessive, the power transistor of the inverter unit IV_BK may be damaged. There is a need. Therefore, normally, as shown in FIG. 15, a current detection resistor Rd is provided in the inverter IV_BK, and the drive current is limited so that the voltage generated in the resistor Rd does not exceed a predetermined value.

  FIG. 14 shows a relationship diagram in which the X axis is on-duty (%) and the Y axis is drive current (A). Line A is a line representing an AC current starting from a current limit value when the on-duty is 100%, and is a line indicating “current limit value / on-duty”. The B line is a theoretical maximum current that can flow through the motor unit MT, and is a line of “(power supply voltage / motor resistance) × on duty”.

  Here, conventionally, as indicated by line C, the current limit value when the on-duty is 100% is a fixed current limit value regardless of the ratio of the on-duty. Therefore, conventionally, the current is excessively limited even though the current can flow up to a level where the A line and the B line intersect. Therefore, in the present embodiment, as indicated by line D, a function for increasing the current limit value as the on-duty decreases is realized. As a result, the current that can only be flowed in the range of the region B can flow up to the range of the region A + the region B, and the motor torque can be further increased while protecting the inverter unit IV_BK. .

  In order to realize such a function, the motor control device IC shown in FIG. 15 includes an overcurrent detection unit ILMT. The ILMT includes an amplifier unit AMP that inverts and amplifies (or attenuates) the triangular wave from the triangular wave oscillation unit PWMOSC, a level shift unit LS that adjusts the direct current level of the output of the AMP, and a comparator unit that uses the output of the LS as one input. Includes CMP3. The voltage input from the current detection resistor Rd in IV_BK via the external terminal P22 is applied to the other input of CMP3. Further, CMP3 outputs an overcurrent detection signal to the PWM control unit PWM_CTL when the input voltage from P22 exceeds the output voltage of LS.

  FIG. 16 shows an operation example of the motor control device of FIG. 15, (a) is a waveform diagram showing an operation example when a conventional configuration is used as a comparison target, and (b) shows a configuration of FIG. 15. It is a wave form diagram which shows the operation example at the time of using. First, as shown in FIG. 16A, when the limit voltage corresponding to the current limit value is fixed and the voltage detected by the current detection resistor Rd exceeds the limit voltage, as shown in FIG. The PWM control unit PWM_CTL is configured to transition the PWM signal to “L”. Specifically, for example, the circuit configuration is such that one end of the comparator unit CMP3 in FIG. 15 is a fixed voltage.

  On the other hand, in the present embodiment, as shown in FIG. 16 (b), the limit voltage corresponding to the current limit value fluctuates so as to decrease with the passage of time for each cycle of the PWM signal. When the voltage detected by the resistor Rd exceeds the limit voltage, the PWM control unit PWM_CTL makes the PWM signal transition to “L”. As shown in FIG. 15, such a waveform of the limit voltage is realized by inverting the triangular wave from PWMOSC, adjusting the amplitude level by the amplifier unit AMP, and further adjusting the DC level by the level shift unit LS. Is possible. As a result, as shown in FIG. 16B, the inverter unit IV_BK can be protected, and the on-duty can be further increased as compared with the case of FIG. 16A, and the motor torque is limited by the accompanying current. It is possible to pull out.

  As described above, when the electric vehicle according to the eighth embodiment is used, the inverter current can be protected by the drive current limiting function, and the limit value of the motor torque can be improved as compared with the conventional one, so that the electric vehicle can be enhanced.

(Embodiment 9)
FIG. 17 is a block diagram showing a detailed configuration example of the drive current limiting function in the motor control device of FIG. 1 in the electric vehicle according to the ninth embodiment of the present invention, and the function is realized by a configuration different from FIG. To do. That is, the motor control device IC in FIG. 15 realizes the drive current limiting function based on the analog signal, but the motor control device IC in FIG. 17 has this function as in the case of FIG. Is realized based on a digital signal. This is suitable, for example, when it is desired to control the motor part MT mainly by calculation by a processor or the like.

  The motor control device IC shown in FIG. 17 includes an on-duty calculation unit ODC and analog-digital conversion units ADC and ADC1, and the voltage of the resistor Rd described above is input to the ODC via the external terminal P22 and ADC1, for example, the throttle voltage THRTL is input to the ODC via the ADC. Here, the ODC holds, for example, a relational expression between an on-duty digital value (D) and a digital value (I) of a current limit value corresponding to this value. This relational expression is, for example, an expression in which (I) decreases as (D) increases.

  For example, when the digital value I1 is input from the external terminal P22 via the ADC1, the ODC substitutes it into (I) of the relational expression to calculate the on-duty digital value D1. On the other hand, the ADC receives an on-duty digital value D2 corresponding to the throttle voltage THRTL. The ODC compares D1 and D2, and if D2> D1, the PWM signal has D1 as the on-duty. When D2 <D1, a PWM signal having D2 as an on-duty is generated.

  As described above, when the electric vehicle according to the ninth embodiment is used, the inverter current can be protected by the drive current limiting function, and the limit value of the motor torque can be improved as compared with the conventional one, and the electric vehicle can be improved in function. Further, unlike the case of the eighth embodiment, even when a motor control device that does not include a PWM comparator is used, higher functionality can be realized.

(Embodiment 10)
18 is a block diagram showing a modification of FIG. 15 in the electrically powered vehicle according to the tenth embodiment of the present invention. The motor control device IC shown in FIG. 18 further includes a mask control unit MC and a switch SW6 in the overcurrent detection unit ILMT shown in FIG. The mask control unit MC receives the triangular wave from the triangular wave oscillating unit PWMOSC and the output from the level shift unit LS, and generates a mask signal in the falling period of the triangular wave from the PWMOSC and the rising period of the output from the LS. Is output. SW6 is provided between the output of the comparator unit CMP3 and the PWM control unit PWM_CTL, and is driven off in a period in which the mask signal is received from the mask control unit MC.

  FIG. 19 is a waveform diagram showing an operation example of the motor control device of FIG. As shown in FIG. 19, at the moment when the PWN signal transits to the “H” level, a spike current may be generated due to switching of the power transistor in the inverter unit IV_BK. The current detection resistor Rd generates a spike voltage along with the spike current, and this spike voltage normally rises to a level exceeding the limit voltage in the overcurrent detection unit ILMT. However, if the ILMT outputs an overcurrent detection signal along with this, a malfunction may occur in the PWM control unit PWM_CTL.

  Therefore, the mask controller MC outputs a mask signal during the falling period of the triangular wave from the PWMOSC and the rising period of the output (current limit waveform) from the LS, and drives SW6 off during this period. Thus, it is possible to invalidate the overcurrent detection signal that can be generated with the spike voltage. As described above, when the electric vehicle according to the tenth embodiment is used, the reliability of the drive current limiting function can be improved, and the electric vehicle can be enhanced in function.

  As mentioned above, the invention made by the present inventor has been specifically described based on the embodiments. However, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention.

  The motor control device and the electric vehicle according to the present embodiment are techniques that are particularly useful when applied to the motor control device and the electric vehicle used in an electric motorcycle, and are not limited thereto, and the motor control device and the electric motor equipped with the motor control device are provided. It can be widely applied to all vehicles.

FIG. 3 is a block diagram illustrating an example of a functional outline of the electric vehicle according to the first embodiment of the present invention. FIG. 2 is a block diagram showing a detailed configuration example regarding an FV conversion unit and a throttle control function in the motor control device in the electric vehicle of FIG. 1. It is a wave form diagram which shows an example of operation | movement of the FV conversion part of FIG. FIG. 5 is a block diagram illustrating a detailed configuration example regarding a cruise control function in the motor control device of FIG. 1 in an electric vehicle according to a second embodiment of the present invention. FIG. 5 is a waveform diagram conceptually showing an operation example of the cruise control function of FIG. 4. FIG. 10 is a block diagram showing an example of the configuration of an electric vehicle according to a third embodiment of the present invention. FIG. 8 is a block diagram showing a detailed configuration example regarding a pedal control function in the motor control device of FIG. 1 in the electric vehicle according to the fourth embodiment of the present invention. FIG. 10 is a block diagram illustrating a detailed configuration example regarding a security function in the motor control device of FIG. 1 in an electric vehicle according to a fifth embodiment of the present invention. FIG. 10 is a block diagram showing a detailed configuration example regarding an E-ABS function in the motor control device of FIG. 1 in an electric vehicle according to a sixth embodiment of the present invention. FIG. 10 is a waveform diagram showing an example of the operation of the E-ABS function in the motor control device of FIG. 9. In the electrically powered vehicle by Embodiment 7 of this invention, it is a block diagram which shows an example of the structure. 11 shows an operation example of the PWM control unit of FIG. 11, (a) is an operation sequence diagram during normal operation and overcharge protection, and (b) is a supplementary diagram of (a). FIG. 13 is an explanatory diagram illustrating a circuit operation of the inverter unit by taking one of the sequences of FIG. 12 as an example, (a) is an operation example when the induced voltage of the motor unit is small, and (b) is a large induced voltage of the motor unit This is an example of the operation. FIG. 10 is an explanatory diagram showing a basic concept regarding a drive current limiting function in the motor control device of FIG. 1 in an electric vehicle according to an eighth embodiment of the present invention. FIG. 10 is a block diagram illustrating a detailed configuration example regarding a drive current limiting function in the motor control device of FIG. 1 in an electric vehicle according to an eighth embodiment of the present invention. 15 shows an operation example of the motor control device of FIG. 15, (a) is a waveform diagram showing an operation example when the conventional configuration is used as a comparison target, and (b) is a case of using the configuration of FIG. 15. It is a wave form diagram which shows an operation example. FIG. 10 is a block diagram showing a detailed configuration example regarding a drive current limiting function in the motor control device of FIG. 1 in an electric vehicle according to a ninth embodiment of the present invention. FIG. 16 is a block diagram showing a modification of FIG. 15 in the electrically powered vehicle according to the tenth embodiment of the present invention. It is a wave form diagram which shows the operation example of the motor control apparatus of FIG. 1 is a block diagram illustrating a configuration example of a motor control device used in an electric vehicle studied as a premise of the present invention. FIG. 21 is a waveform diagram showing an example of a PWM signal in the motor control device of FIG. 20, where (a) shows a case where the throttle voltage is high and (b) shows a case where the throttle voltage is low.

Explanation of symbols

PWM CMP PWM comparator unit PWMOSC Triangular wave oscillation unit CRUS Cruise control unit TMNI Thermal monitoring unit HALL_AMP Hall amplifier unit DRV driver unit ILMT Overcurrent detection unit CTL overall control unit FVC FV conversion unit IC motor controller IV_BK inverter unit T power transistor MT motor unit BD Motorcycle body SM Speedometer BAT Battery C Capacity R Resistance P External terminal PWM_CTL PWM control unit CG Clock generation unit CUNT Counter unit RCAL Inverse calculation unit REG Register DAC Digital-analog conversion unit ED Edge detection unit MSEL Maximum speed selection unit CMP Comparator unit SW switch PMCAL Addition / subtraction operation unit ODC On-duty operation unit ADC Analog-digital conversion unit NDIV frequency dividing circuit PBK PWM control voltage generation unit CP overcharge protection unit FIL filter circuit MV one-shot multivibrator AMP amplifier unit LS level shift unit MC mask control unit

Claims (12)

A first external terminal to which a throttle voltage is input;
A second external terminal to which a sensor detection signal having a clock frequency corresponding to the rotation speed of the motor unit is input from a sensor provided in the motor unit;
A throttle control unit that generates a first PWM signal having a duty ratio corresponding to the throttle voltage;
A PWM control unit that controls the inverter unit connected to the motor unit in a predetermined operation sequence using the first PWM signal;
An FV converter that receives the sensor detection signal and generates a speed voltage signal having a voltage value proportional to the clock frequency of the sensor detection signal;
And a third external terminal for outputting the speed voltage signal. The motor control device according to claim 1, further comprising:
A fourth external terminal to which a cruise signal is input;
The speed voltage signal of the FV conversion unit at the time when the cruise signal is input is held as a cruise setting voltage signal, and the speed voltage signal corresponding to the actual rotation speed of the motor unit, the cruise setting voltage signal, And a cruise control unit that generates a second PWM signal with a duty ratio adjusted according to the comparison result,
The PWM control unit controls the inverter unit connected to the motor unit with a predetermined operation sequence using the second PWM signal. The motor control device according to claim 2,
Furthermore, the first PWM signal and the second PWM signal are input, and a maximum speed selection unit that selects and outputs a PWM signal on the side that increases the rotation speed of the motor unit,
The PWM control unit controls the inverter unit connected to the motor unit with a predetermined operation sequence using the PWM signal selected by the maximum speed selection unit. The motor control device according to claim 1, further comprising:
A fifth external terminal to which a pedal signal having a clock frequency according to the rotation speed of the pedal is input;
A pedal control unit,
The FV converter further receives the pedal signal and generates a pedal speed voltage signal having a voltage value proportional to the clock frequency of the pedal signal,
The pedal control unit generates a third PWM signal having a duty ratio according to a voltage value of the pedal speed voltage signal;
The PWM control unit controls the inverter unit connected to the motor unit with a predetermined operation sequence using the third PWM signal. The motor control device according to claim 1, further comprising:
A fourth external terminal to which a cruise signal is input;
A fifth external terminal to which a pedal signal having a clock frequency according to the rotation speed of the pedal is input;
A cruise control unit;
A pedal controller,
With a maximum speed selector,
The cruise control unit holds the speed voltage signal of the FV conversion unit at the time when the cruise signal is input as a cruise setting voltage signal, and the speed voltage signal corresponding to the actual rotation speed of the motor unit The cruise setting voltage signal is compared, and a second PWM signal with a duty ratio adjusted according to the comparison result is generated,
The FV converter further receives the pedal signal and generates a pedal speed voltage signal having a voltage value proportional to the height of the clock frequency of the pedal signal,
The pedal control unit generates a third PWM signal having a duty ratio according to a voltage value of the pedal speed voltage signal;
The maximum speed selection unit receives the first PWM signal, the second PWM signal, and the third PWM signal as inputs, selects and outputs a PWM signal on the side that increases the rotational speed of the motor unit,
The PWM control unit controls the inverter unit connected to the motor unit with a predetermined operation sequence using the PWM signal selected by the maximum speed selection unit. A first external terminal to which a throttle voltage is input; a second external terminal to which a sensor detection signal having a clock frequency corresponding to the rotational speed of the motor unit is input from a sensor provided in the motor unit;
A triangular wave oscillator for generating a triangular wave;
A first PWM comparator that compares the triangular wave from the triangular wave oscillator with the throttle voltage to generate a first PWM signal;
A PWM control unit that controls the inverter unit connected to the motor unit in a predetermined operation sequence using the first PWM signal;
An FV converter that receives the sensor detection signal and generates a speed voltage signal having a voltage value proportional to the height of the clock frequency of the sensor detection signal;
A third external terminal for outputting the speed voltage signal,
The FV converter is
A clock generator that generates a square-wave reference clock signal using the triangular wave;
A counter unit for calculating the length of the clock cycle of the sensor detection signal based on the count value of the reference clock signal;
A reciprocal number calculation unit for calculating a reciprocal number for the count value of the counter unit;
A first register for latching the output of the inverse arithmetic unit;
A motor control apparatus comprising: a first digital / analog conversion unit that generates the speed voltage signal by converting a value of the first register into an analog voltage. The motor control device according to claim 6, further comprising:
A fourth external terminal to which a cruise signal is input;
A cruise control unit;
A maximum speed selector,
A second PWM comparator unit,
The cruise control unit
A second register that latches the value of the first register of the FV converter at the time when the cruise signal is input;
A second digital / analog converter for converting the value of the second register into an analog voltage;
A first node to which a capacitor is connected;
A first switch for holding the throttle voltage at the first node when the cruise signal is input;
A comparator that compares the output voltage of the second digital-analog converter with the output voltage of the first digital-analog converter and charges / discharges the first node according to the comparison result; And
The second PWM comparator unit compares the voltage of the first node with the triangular wave to generate a second PWM signal,
The maximum speed selection unit receives the first PWM signal and the second PWM signal as inputs, selects and outputs a PWM signal on the side that increases the rotational speed of the motor unit,
The PWM control unit controls the inverter unit connected to the motor unit with a predetermined operation sequence using the PWM signal selected by the maximum speed selection unit. A vehicle body including wheels;
A battery mounted on the vehicle body;
A motor unit mounted on the vehicle body and configured to rotate the wheels;
A sensor mounted on the motor unit and generating a sensor detection signal having a predetermined clock frequency in accordance with the rotational position and rotational speed of the motor unit;
A throttle mechanism mounted on the vehicle body, generating a throttle voltage, and indicating a traveling speed of the vehicle body according to a magnitude of the throttle voltage;
A speedometer mounted on the vehicle body and displaying a traveling speed of the vehicle body;
An inverter connected to the motor and supplying current to the motor via a plurality of power transistors;
A plurality of power transistors of the inverter unit are controlled on and off, and a motor control device formed by one semiconductor chip,
The motor control device
A first external terminal to which the throttle voltage is input;
A second external terminal to which the sensor detection signal is input;
A throttle control unit that generates a first PWM signal having a duty ratio corresponding to the throttle voltage;
A PWM control unit for controlling on / off of a plurality of power transistors of the inverter unit in a predetermined operation sequence using the first PWM signal;
An FV converter that receives the sensor detection signal and generates a speed voltage signal having a voltage value proportional to the clock frequency of the sensor detection signal;
An electric vehicle comprising: a third external terminal that outputs the speed voltage signal to the speedometer. The electric vehicle according to claim 8,
And a cruise switch mechanism that is mounted on the vehicle body and generates a cruise signal when receiving an instruction to keep the traveling speed of the vehicle body constant.
The motor control device further includes:
A fourth external terminal to which the cruise signal is input;
The speed voltage signal of the FV conversion unit at the time when the cruise signal is input is held as a cruise setting voltage signal, and the speed voltage signal corresponding to the actual rotation speed of the motor unit, the cruise setting voltage signal, And a cruise control unit that generates a second PWM signal with a duty ratio adjusted according to the comparison result,
The PWM control unit controls on / off of a plurality of power transistors of the inverter unit with a predetermined operation sequence using the second PWM signal. The electric vehicle according to claim 9, wherein
The motor control device further includes a maximum speed selection unit that receives the first PWM signal and the second PWM signal, and selects and outputs a PWM signal on the side of increasing the rotation speed of the motor unit,
The electric motor vehicle, wherein the PWM control unit controls on / off of a plurality of power transistors of the inverter unit using a PWM signal selected by the maximum speed selection unit in a predetermined operation sequence. The electric vehicle according to claim 8,
And a pedal mechanism that is mounted on the vehicle body and outputs a pedal signal having a clock frequency according to its own rotation speed,
The motor control device further includes:
A fifth external terminal to which the pedal signal is input;
A pedal control unit,
The FV converter further receives the pedal signal and generates a pedal speed voltage signal having a voltage value proportional to the clock frequency of the pedal signal,
The pedal control unit generates a third PWM signal having a duty ratio according to a voltage value of the pedal speed voltage signal;
The PWM control unit controls on / off of a plurality of power transistors of the inverter unit with a predetermined operation sequence using the third PWM signal. The electric vehicle according to claim 8, further comprising:
A cruise switch mechanism that is mounted on the vehicle body and generates a cruise signal when receiving an instruction to keep the traveling speed of the vehicle body constant;
A pedal mechanism mounted on the vehicle body and outputting a pedal signal having a clock frequency according to its rotational speed;
The motor control device further includes:
A fourth external terminal to which the cruise signal is input;
A fifth external terminal to which the pedal signal is input;
A cruise control unit;
A pedal controller,
With a maximum speed selector,
The cruise control unit holds the speed voltage signal of the FV conversion unit at the time when the cruise signal is input as a cruise setting voltage signal, and the speed voltage signal corresponding to the actual rotational speed of the motor unit The cruise setting voltage signal is compared, and a second PWM signal having a duty ratio adjusted according to the comparison result is generated.
The FV converter further receives the pedal signal and generates a pedal speed voltage signal having a voltage value proportional to the height of the clock frequency of the pedal signal,
The pedal control unit generates a third PWM signal having a duty ratio according to a voltage value of the pedal speed voltage signal;
The maximum speed selection unit receives the first PWM signal, the second PWM signal, and the third PWM signal as inputs, selects and outputs a PWM signal on the side that increases the rotational speed of the motor unit,
The electric motor vehicle, wherein the PWM control unit controls on / off of a plurality of power transistors of the inverter unit using a PWM signal selected by the maximum speed selection unit in a predetermined operation sequence.

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