JP2012060705A - Output controller and output control method of electric vehicle driving motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To detect a fitting error of a rotor sensor, correct a sensor signal and improve accuracy of conduction control to a stator of a motor based on the corrected sensor signal.SOLUTION: Conduction timing of the motor is controlled based on a sensor signal of a rotor sensor (5) installed in a brushless motor (1). The motor (1) is regeneration-driven and a zero-cross point of induction voltage caused then is detected, and a rise of the sensor signal is detected. Phase shift of a rise position of the sensor signal to the zero-cross point is detected for the respective rotor sensors. An average value of the detected phase shift is calculated. The rise position of the sensor signal is corrected by using the stored average value of the phase shift, and conduction timing to the motor (1) is controlled based on the corrected sensor signal. Detection and storage of the phase shift are performed in a completed vehicle inspection process.

Description

  The present invention relates to an output control device and an output control method for a motor for driving an electric vehicle, and in particular, eliminates the influence of a mounting error of a rotor sensor provided corresponding to each phase of a three-phase brushless motor on the output control of the motor. The present invention relates to an output control device and an output control method for an electric vehicle driving motor capable of performing desired output control.

  It is known that a three-phase brushless motor is used as a drive motor for an electric vehicle. The three-phase brushless motor is provided with a rotor sensor corresponding to each phase of U, V, and W, and the motor output control is based on the output signal of the rotor sensor (hereinafter referred to as “sensor signal”). Generally, the energization timing for each of the phases is controlled (that is, advanced or retarded), or the voltage is controlled by PWM control (duty control). As the rotor sensor, three Hall elements arranged in proximity to the rotor with a permanent magnet attached are generally used.

  It is desirable that the three hall elements as the rotor sensor are arranged at a predetermined distance with respect to the rotor, and that the hall elements are also arranged at a predetermined distance. However, an error in the attachment position of the rotor sensor at least within the tolerance (hereinafter simply referred to as “attachment error”) is inevitable. When there is an attachment error of the rotor sensor, the output timing of the sensor signal is different from the desired one, so that accurate motor output control becomes difficult. Thus, conventionally, a rotor magnetic pole position detector has been proposed for eliminating variations in rotor sensor mounting accuracy, particularly positional accuracy between rotor sensors (for example, Patent Document 1). This conventional rotor magnetic pole position detector is configured to detect a zero cross point from the induced voltage waveform and correct the output of the rotor sensor based on the detected position of the zero cross point.

JP 2002-64993 A

  As described above, the motor mounting error includes a variation in the distance between the rotor sensors and a variation in the distance between the rotor sensor and the rotor. However, in the control device described in Patent Document 1, a guide is provided on the printed circuit board, the first Hall element is mounted on the basis of the guide, and further, alignment with the motor stator core is performed on the basis of the guide. Thus, only a configuration for correcting variation in positional accuracy between the rotor sensors is provided on the assumption that the mechanical positions of the stator core and the first Hall element are secured to some extent.

  In order to correct the variation in the distance between the rotor sensor and the rotor, it is conceivable to compare the zero cross point of the motor voltage with the rising (falling) timing of the output of the rotor sensor. The point can be obtained only by an induced voltage generated when the motor is operated as a generator, and the conventional technology cannot be detected because the motor is operated as a drive machine.

  An object of the present invention is to provide an output control device and an output control method for a drive motor for an electric vehicle that can improve a control error due to the accuracy of mounting a rotor sensor.

  To achieve the above object, the present invention controls a rotor sensor provided corresponding to each phase of a motor and a current supplied from a battery to the motor in order to detect the rotational position of the rotor in a three-phase brushless motor. In the output control device for an electric vehicle driving motor, the inverter is input from the outside, and the inverter has a control circuit that performs PWM control of the switching element of the inverter circuit based on a sensor signal of the rotor sensor. In response to the power generation instruction, the inverter circuit is controlled to operate the motor as a generator, and the control unit drives the motor at a predetermined timing and then performs inertial operation. Zero-cross point detection that detects the zero-cross point of the induced voltage that sometimes occurs in each stator coil of the motor A phase shift calculation unit that calculates a phase shift between the rise or fall of the sensor signal of the rotor sensor and the zero cross point, a storage unit that stores the phase shift calculated by the phase shift calculation unit, and the storage There is a first feature in that an energization timing correction unit that generates an energization timing for the motor that has corrected the phase shift based on the phase shift stored in the unit is provided.

  The present invention further includes an average value calculation unit that calculates an average value of phase shifts detected for each of the U, V, and W phases by the phase shift calculation unit, and the energization timing correction unit sets the average value to the average value. On the basis of this, there is a second feature in that it is configured to generate the energization timing for the motor in which the phase shift of the rotor sensor detected for each of the U, V, and W phases is corrected.

  Further, the present invention is such that the average value of the phase shift is calculated as an average value of data obtained by comparing all rising or falling edges of the sensor signal with a zero cross point during at least one rotation of the motor. There is a third feature.

  In addition, the present invention has a fourth feature in that the power generation instruction is input in a completed vehicle inspection process in a factory.

  Further, the present invention has a fifth feature in that the power generation instruction is a regenerative operation instruction of the motor.

  Further, according to the present invention, the regenerative operation instruction is an opening operation and a closing operation of an accelerator unit of an electric vehicle. The motor is driven by the opening operation, and the motor is regeneratively operated by the closing operation. There is a sixth feature in that it is driven.

  According to another aspect of the present invention, there is provided an output control method for an electric vehicle driving motor that controls energization timing of the motor based on a sensor signal of a rotor sensor of a three-phase brushless motor. A step of detecting a zero-cross point of an induced voltage generated in the stator coil of the motor when the motor is driven at the timing of the inertia and thereafter an inertial operation, and an induced voltage generated in the stator coil of the motor driven as a generator A step of detecting a zero-cross point, a step of detecting a rising or falling edge of the sensor signal, a step of detecting a phase shift of a rising or falling position of the sensor signal with respect to the zero-cross point, and storing the phase shift Storing in the means, and in the storage means According to a seventh feature, the method includes a step of correcting the rising or falling position of the sensor signal in accordance with the remembered phase shift and controlling the energization timing to the motor based on the corrected sensor signal. There is.

  Further, the present invention is configured such that the step of detecting the zero cross point detects a phase shift of the rising or falling position of the sensor signal with respect to the zero cross point of the induced voltage generated in each phase stator coil of the three-phase motor. An eighth feature is that the method further includes a step of calculating an average value of the phase shifts detected in the step of detecting the zero cross point.

  Further, the present invention includes a step of driving the motor as a generator, a step of detecting a zero cross point of an induced voltage generated in a stator coil of the motor driven as a generator, and a rising or falling edge of the sensor signal. The step of detecting, the step of detecting the phase shift of the rising or falling position of the sensor signal with respect to the zero cross point, and the step of storing the phase shift in the storage means are executed in the finished vehicle inspection process. There are 9 features.

  Further, the present invention includes a step of driving the motor as a generator, a step of detecting a zero cross point of an induced voltage generated in a stator coil of the motor driven as a generator, and a rising or falling edge of the sensor signal. Detecting, detecting the zero cross point configured to detect a phase shift of the rising or falling position of the sensor signal with respect to the zero cross point of the induced voltage generated in each phase stator coil of the three-phase motor; There is a tenth feature in that the step of calculating the average value of the phase shift detected in the step of detecting the zero cross point and the step of storing the phase shift in the storage means are executed in the completed vehicle inspection process. .

  According to the present invention having the first and seventh features, the zero cross point of the induced voltage of the motor, which is generated when the motor is driven once and then the inertial operation is performed, and the rise and fall of the output signal from the rotor sensor By comparing with the timing, it is possible to detect an error in the mounting position of the rotor sensor with respect to the rotor and perform high-precision motor output control based on the positional relationship in which the error is corrected. In addition, since there is no need to provide a shaping circuit on the sensor side as in the prior art described in Patent Document 1, the number of parts can be reduced, which is suitable for vehicles that do not have extra space, such as electric motorcycles. .

  According to the present invention having the second and eighth features, since the average value of the phase shifts of the U, V, and W phases is used, the capacity of the storage means for storing the average value can be reduced, and the phase can be reduced. Since the average value of the deviation can be read once from the storage means and the phase deviation can be immediately corrected and output control can be performed, high responsiveness to the output request can be realized.

  According to the present invention having the third feature, more accurate correction can be expected because a plurality of phase shift detection data detected for one rotation of the motor is used.

  According to the present invention having the fourth, ninth, and tenth features, the detected phase shift is stored in the storage means in the completed vehicle inspection process in a factory or the like, so that there is no complication in use by the user. Will not bring.

  According to the present invention having the fifth feature, the phase shift of the rotor sensor can be detected by the regenerative power generation capability of the motor.

  According to the present invention having the sixth feature, the phase shift data of the rotor sensor can be collected only by opening and closing the accelerator means such as an accelerator grip.

1 is a circuit diagram showing a motor output control system according to an embodiment of the present invention. FIG. It is a figure which shows the positional relationship of a rotor sensor and a rotor. It is a figure which shows the sensor signal of a rotor sensor, and the energization pattern of FETQ1-Q6. It is a figure which shows the relationship between the induced voltage waveform of a stator coil at the advance angle of 0 degree, and the sensor signal of a rotor sensor. It is a figure which shows the relationship between the output voltage of a rotor sensor, and the induced voltage which arises in a motor. It is a flowchart which shows the procedure which detects the phase shift of a rotor sensor. It is a conceptual diagram of sensor signal correction. It is a block diagram which shows the principal part of a phase shift detection means and an energization timing correction means.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a circuit diagram showing a motor output control system for an electric motorcycle according to an embodiment of the present invention. In FIG. 1, the motor output control system 100 includes a motor 1, an output control unit 2 of the motor 1, and a power source (battery) 3 connected to the output control unit 2.

  The motor 1 is a three-phase brushless motor for driving and driving an electric motorcycle, and includes a stator 4 and a rotor (not shown) that is disposed to face the stator and rotates with respect to the stator 4 on the outer periphery of the stator 4. The stator 4 is wound with three-phase stator windings, that is, stator coils 4U, 4V, and 4W. A rotor sensor 5 including three Hall elements 51, 52, and 53 arranged at a predetermined angular interval (30 ° interval) is provided around the rotor. The arrangement of the Hall elements 51, 52, 53 with respect to the rotor will be described in more detail with respect to FIG.

  The output control unit 2 is a DC-AC having a bridge circuit configuration including MOS-FETs (hereinafter simply referred to as “FETs”) Q1, Q2, Q3, Q4, Q5, and Q6 corresponding to the stator coils 4U, 4V, and 4W, respectively. A conversion unit (inverter circuit) 21 is provided. In the FETs Q1 to Q6, diodes D1 to D6 are provided in parallel, respectively. In this embodiment, regenerative power generation by the motor 1 may be performed. In that case, the DC-AC conversion unit 21 converts the AC power generation output of the motor 1 operated as a generator into direct current. Acts as an AC-DC converter.

  The FETs Q1 and Q4 are connected in series, and the connection portion a is connected to the stator coil 4U. The FETs Q2 and Q5 are connected in series, and the connection portion b is connected to the stator coil 4W. The FETs Q3 and Q6 are connected, and the connecting portion c is connected to the stator coil 4V.

  Each gate of the FETs Q <b> 1 to Q <b> 6 is connected to the drive circuit 22. The drive circuit 22 determines the energization timing of the FETs Q1 to Q6 based on the detection signals of the Hall elements 51, 52, and 53, and also determines the energization duty (ON time / (ON time + OFF time)) according to the required load. To do. The drive circuit 22 controls the FETs Q1 to Q6 according to the energization timing and the duty determined by the CPU 23.

  The battery 3 as a power source is connected between the power line 24 and the ground line 25 of the output control unit 2. The capacitor C1 smoothes the three-phase alternating current (regenerative current) generated between the power line 24 and the ground line 25 when the motor 1 is regenerated. The CPU 23 has a function of measuring the potential between the stator coils 4U, 4V, 4W and the ground line 25 and the potential between the stator coils.

  FIG. 2 is a diagram illustrating a positional relationship between the rotor sensor and the rotor. In FIG. 2, on the rotor 8 of the motor 1, eight permanent magnets 9 for position detection are arranged at intervals of 45 ° mechanical angles with alternating polarities. Hall elements 51 (U phase), 52 (V phase), and 53 (W phase) are provided along the outer periphery of the rotor 8 at intervals of 30 ° (mechanical angle). The Hall elements 51 to 53 are preferably held on the substrate 10. Arrow A indicates the direction of rotation of the rotor 8.

  FIG. 3 is a diagram showing sensor signals of the rotor sensor 5 and energization patterns of the FETs Q1 to Q6. The upper part of FIG. 3 shows the timing on the rotor sensor side, the middle part shows the motor energization pattern, and the lower part shows the rotor when the phase shift is corrected to the maximum, that is, when the lead angle is advanced or retarded to the maximum. The correspondence of the stage to the angle is shown.

  In FIG. 3, the mechanical angle 90 ° of the rotor rotation angle corresponds to the electrical angle 360 °, and the rotor stage is set for each electrical angle 60 ° (mechanical angle 15 °) based on the ON timing of the sensor signal of the U-phase sensor 51. is doing. That is, the electrical angle of 0 ° to 60 ° is the first stage, the electrical angle of 60 ° to 120 ° is the second stage, the electrical angle of 120 ° to 180 ° is the third stage, and the electrical angle of 180 ° to 240 ° is the fourth stage, The electrical angle of 240 ° to 300 ° is the fifth stage, and the electrical angle of 300 ° to 360 ° is the sixth stage.

  The output signals (sensor signals) of the hall elements 51 to 53 are switched every 45 ° according to the rotation of the permanent magnet 9 disposed in the rotor 8. For example, the sensor signal is at a high level (Vcc level = on) during the time when the N pole of the permanent magnet 9 is detected, and the sensor signal is at a low level (ground level = off) when the S pole is detected. ). The sensor signal may be set to be off when the N pole is detected and turned on when the S pole is detected.

  As described with reference to FIG. 2, the Hall elements 51, 52, and 53 are each shifted by a mechanical angle of 30 °, so that the sensor signal of the Hall element 51 (hereinafter referred to as “U-phase sensor 51”) is turned on / off. The phase of the off timing and the on / off timing of the sensor signal of the hall element 52 (hereinafter referred to as “V-phase sensor 52”) is shifted by a mechanical angle of 30 ° (electrical angle of 120 °). And the on / off timing of the Hall element 53 (hereinafter referred to as “W-phase sensor 53”) are shifted by a mechanical angle of 30 ° (electrical angle of 120 °). Similarly, the ON / OFF timing of the sensor signal of the W-phase sensor 53 and the ON / OFF timing of the sensor signal of the U-phase sensor 51 are also shifted by a mechanical angle of 30 ° (electrical angle of 120 °).

  In the middle stage of FIG. 3, the energizing stage at the advance angle of 0 ° (0 deg) corresponds to the rotor stage. The U-phase high-side FET Q1 is controlled to be turned on at stages STG1 to STG3 and turned off at stages STG4 to S6. The U-phase low-side FET Q4 is turned off at stages STG1 to STG3 and PWM controlled (duty control) at stages STG4 to S6. ) The V-phase high-side FET Q3 is turned off at the stages STG6 and STG2 and turned on at the stages STG3 to S5. The V-phase low-side FET Q6 is PWM controlled at the stages STG6 and STG2 and turned off at the stages STG3 and 5. Further, the W-high side FET Q2 is turned off at the stages STG2 to STG4 and controlled to be turned on at the stages STG56 and 1, and the W-phase low-side FET Q4 is PWM controlled at the stages STG2 to STG4 and turned off at the stages STG5, 6, and 1. .

  By this control, in the energization stages STG1 and 2, current flows in this order through the FET Q1, the stator coils 4U and 4V, and the FET Q6 by the voltage applied by the battery 7. The current at this time is controlled by the duty ratio of the U-phase low-side FET Q6. In stages STG3 and S4, a current flows in this order through FET Q3, stator coils 4V and 4W, and FET Q5 by the voltage applied by battery 7. The current at this time is controlled by the duty ratio of the W-phase low-side FET Q5. In the STG stages 5 and 6, the current flows through the FET Q2, the stator coils 4W and 4U, and the FET Q4 in this order by the applied voltage of the battery 7. The current at this time is controlled by the duty ratio of the W-phase low-side FET Q4.

  In the lower part of FIG. 3, the maximum advance angle energization stage and the maximum retard angle energization stage in the later-described angle deviation correction are in an ideal state in which the rotor sensor is mounted at the advance angle of 0 °, that is, at a predetermined position. In comparison, each stage is advanced and retarded by two stages (electrical angle 120 °).

  The ideal state is that the zero-cross point of the voltage waveform induced in the stator coils 4U, 4V, and 4W during the regeneration of the motor 1 and the rising positions of the U-phase, V-phase, and W-phase Hall elements 51, 52, and 53. It is a state that matches.

  FIG. 4 shows the relationship between the induced voltage waveforms of the stator coils 4U, 4V, and 4W when the lead angle is 0 °, and the sensor signals (signals after A / D conversion) of the sensors 51 to 53 of the U, V, and W phases. FIG. As shown in FIG. 4, in an ideal state, the zero-cross point of the induced voltage waveform and the rising positions of the sensor signals of the U, V, and W phase sensors 51 to 53 are at timings t1, t2, and t3. As you can see, they are consistent.

  Next, means for detecting an error in the mounting position of the U, V, W phase sensors 51 to 53 of the rotor sensor 5 will be described. FIG. 5 is a diagram showing the relationship between the output voltage of the rotor sensor 5 and the induced voltage generated in the motor 1. FIG. 5A shows the U-W phase induced voltage, the V-U phase induced voltage, and the W-V phase induced voltage generated during regeneration of the motor 1. FIG. 5B shows an output waveform (after A / D conversion) of the U-phase sensor 51 in the rotor sensor 5.

  In an ideal state, the rise of the output waveform of the U-phase sensor 51 coincides with the zero-cross point Uz of the U-W phase induced voltage. However, in practice, there is a deviation angle, that is, a phase deviation Δx between the two. In this example, the rise of the sensor signal of the U-phase sensor 51 is delayed with respect to the zero-cross point Uz of the U-W phase induced voltage. That is, a phase shift Δx51 occurs. The zero-cross point Uz is obtained by comparing the U-phase induced voltage U-GND and the W-phase induced voltage W-GND with reference to the ground line 25 shown in FIG. It is detected when the phase induced voltage W-GND is exceeded. That is, the zero cross point Uz is indicated by the generation signal shown in FIG. This generated signal falls when the U-phase induced voltage U-GND falls to zero. The time difference between the rising edge of the generated signal and the rising edge of the sensor signal of the U-phase signal 51 is the phase shift Δx51 of the U-phase sensor 51.

  Similarly, the phase shifts Δx52 and Δx53 of the V-phase sensor 52 and the W-phase sensor 53 are based on the shift of the sensor signals of the V-phase sensor 52 and the W-phase sensor 53 with respect to the V-U phase induced voltage and the W-V phase induced voltage. Are also detected.

  FIG. 6 is a flowchart showing a procedure for detecting a phase shift of the rotor sensor 5. In step S1, the motor 1 is energized. The motor 1 is energized by, for example, turning the accelerator grip of the electric motorcycle in the opening direction when the electric motorcycle is inspected, so that the CPU 23 detects the start instruction of the electric motorcycle and determines the duty according to the rotation amount of the accelerator grip. The drive signal is output from the DC-AC converter 21 to the drive circuit 22.

  The driving of the motor 1 performed here is not for actually running the electric motorcycle, but for the purpose of detecting the displacement of the rotor sensor 5, so that the accelerator grip, for example, the motor power is a centrifugal clutch. Open to the extent that it does not lead to In step S2, the accelerator grip is returned to the closed side. This stops energization of the motor. Since the motor 1 is inertially rotated by the operations of step S1 and step S2, the motor 1 is regeneratively operated by this inertial rotation, and induced voltages are respectively generated in the stator coils 4U, 4V, and 4W by regenerative power generation.

  In step S3, the zero cross point of the induced voltage is detected for each of the stator coils 4U, 4V, and 4W. In step S4, the rising of the sensor signal of each of the U, V, W phase sensors 51, 52, 53 of the rotor sensor 5 is detected. In step S5, rising phase shifts Δx51, Δx52, and Δx53 of the sensor signals of the respective phase sensors 51, 52, and 53 with respect to the zero cross point of each phase induced voltage of U, V, and W are calculated.

  In step S6, the respective phase shifts Δx51, Δx52 and Δx53 of the Hall elements 51 to 53 are averaged. That is, the average value Δxav = (Δx51 + Δx52 + Δx53) / 3 of the phase shift is calculated. In step S7, the average value Δxav is stored. For example, it is stored in a storage means such as an EEPROM.

  The trigger operation for entering the operation mode for detecting the phase shift is not only the operation of opening the accelerator grip, but also, for example, by gripping the brake lever or the operation of a switch provided on a meter provided in the electric vehicle. You may go. Further, in place of the operations in steps S1 and S2, a finished vehicle tester of the factory is used, or a roller on which a driving wheel of an electric vehicle can be placed is rotated, and the driving wheel is rotated by this roller. Thus, an induced electromotive force (regenerative power) may be obtained from the motor 1 connected to the drive wheel.

  The phase shift is not limited to the sensor signal rising position relative to the zero cross point, but may be related to the sensor signal falling position relative to the zero cross point.

  Next, the correction of the energization timing by the average value Δxav of the phase shift stored in the storage means such as the EEPROM will be described. The correction of the energization timing is not performed at the time of completion vehicle inspection performed at a factory or the like, but is performed on the electric motorcycle itself when the electric motorcycle is used. FIG. 7 is a conceptual diagram of sensor signal correction. FIG. 7A shows that the rotor sensor 5 is deviated so that the energization timing of the stator coil (which will be described with respect to the stator coil 4U here) comes when the phase Δxav advances from the rise of the sensor signal of the rotor sensor 5. Is the case. In this case, when the phase Δxav advances after the rising of the rotor sensor 5 (here, the U-phase sensor 51) is detected, the stator coil 4U is energized (retard pattern). The energization pattern is as shown in FIG. That is, the FETs Q <b> 1 to Q <b> 6 are turned on / off or PWM controlled with the energization pattern delayed by the phase Δxav from the rise of the rotor sensor 5.

  FIG. 7B shows a case where the position of the rotor sensor 5 is shifted so that the rising edge of the sensor signal of the rotor sensor 5 arrives with a delay of the phase Δxav from the energization timing of the stator coil 4U. In this case, control is performed so that energization of the stator coil 4U is started prior to the sensor signal of the rotor sensor 5. Based on the sensor signal of the rotor sensor 5, the CPU 23 generates an interrupt signal every 60 electrical angles. That is, a signal indicating the switching of the rotor stage is output every 60 ° electrical angle. Therefore, for example, when the stage STG6 is entered (when a position of −60 ° is detected), the timing at which the next stage STG1 (0 °) arrives can be predicted. Therefore, the counter is run from the time when the stage STG5 is switched to the stage STG6, and when the counter counts the predetermined value, it is considered that the stage STG1 has been reached, and energization of the stator coil 4U is started. The counter value Δy is a value obtained by subtracting the phase angle Δxav from the length of one stage of 60 °. In other words, the stator coil 4U is energized when it has advanced from the stage STG6 by the phase Δy (Δy = 60 ° −Δxav).

  Although FIGS. 7A and 7B show the energization of the stator coil 4U, the same applies to the stator coils 4V and 4W. However, with respect to the stage, the energization timing is calculated based on the stage that the stator coil 4V is two stages ahead of the stator coil 4U and the stator coil 4W that is four stages ahead of the stator coil 4U.

  In the above embodiment, the energization timing of the motor 1 is controlled by calculating the average value Δxav of the phase shift. Thus, if the energization timing for the stator coils 4U, 4V, and 4W is uniformly corrected using the average value Δxav, it is necessary to individually store the phase shift Δx calculated for each of the U, V, and W phases. Therefore, the capacity of the memory for storing the average value Δxav of the phase shift can be reduced, and the control response including the reading of the phase shift can be improved.

However, the energization timing control of the present invention is not limited to using the average value Δxav of the phase shift, and the phase of the sensor signal of each phase sensor 51, 52, 53 calculated for each of the U, V, W phases, and the stator coil The phase shifts Δx51, Δx52, Δx53 of the induced voltage of 4U, 4V, 4W with respect to the zero cross point are stored in the memory, and the energization timing to the stator coils 4U, 4V, 4W is individually corrected according to these phase shifts. You may make it control.

  FIG. 8 is a block diagram showing the main parts of the phase shift detection means and energization timing correction means. The energization control unit 11 realized by the function of the CPU 23 includes a phase shift detection unit 11A and an energization timing correction unit 11B. The phase shift detection unit 11 </ b> A includes an induced voltage detection unit 12, a zero cross point detection unit 13, a phase shift calculation unit 14, and an average value calculation unit 15. The energization timing correction unit 11B includes an interrupt signal generation unit 16, an energization timing generation unit 17, and a counter 18. The phase shift storage unit 19 includes a nonvolatile memory such as an EEPROM. The regeneration instruction unit 20 is a preset input unit such as an accelerator grip provided in the electric motorcycle.

  The regeneration instruction unit 20 inputs an instruction for causing the motor 1 to perform a regenerative operation to the drive circuit 22. That is, when the accelerator grip serving as the regeneration instructing unit 20 is opened during the inspection of the complete electric motorcycle, the motor 1 is energized and rotates, and the regenerative operation is performed by closing the accelerator grip.

  The induced voltage detector 12 detects the induced voltage generated in the stator coils 4U, 4V, 4W during the regenerative operation. The zero cross point detector 13 detects a zero cross point of the induced voltage waveform of each phase U, V, and W detected by the induced voltage detector 12. The phase shift calculation unit 14 calculates the phase shifts Δx51, Δx52, Δx53 between the rise of the rotor sensor 5 (51, 52, 53) and the zero cross point, and inputs them to the average value calculation unit 15. The average value calculation unit 15 calculates an average value Δxav of the phase shifts Δx51, Δx52, and Δx53 and stores the average value Δxav in the phase shift storage unit 19.

  The interrupt signal generator 16 generates an interrupt signal at the start of six stages at every electrical angle of 60 ° with reference to the rise of the U-phase sensor 51. The counter 18 is set with a counter value corresponding to the phase shift Δxav from the phase shift storage unit 19, and the energization timing generation unit 17 will be described with reference to FIGS. 7A and 7B based on the interrupt signal and the counter value. The energization timing is calculated according to the procedure described above, and the energization timing is instructed to the drive circuit 22.

  Thus, the drive circuit 22 turns the FET of the DC-AC converter 21 on / off or performs PWM control according to the sensor signal of the rotor sensor 5 corrected in consideration of the phase shift caused by the mounting error of the rotor sensor 5. 1 can be driven.

  The phase shift is not detected by comparing one rise of the sensor signal of the rotor sensor 5 with the zero cross point, but is detected by one rotation of the motor 1, that is, all permanent magnets 9 provided in the rotor 8. The rising edge of the sensor signal that changes in response may be compared with the zero cross point to detect a phase shift. Since rising is detected at four locations for one rotation of the motor 1, four pieces of data of the phase shift Δx are also detected. The plurality of detected phase shift values can be averaged to obtain a phase shift Δxav for one of the rotor sensors 5. Of course, the phase shift may be detected not only for one rotation of the motor 1 but also for a plurality of rotations, and the average thereof may be calculated.

  DESCRIPTION OF SYMBOLS 1 ... Motor, 2 ... Output control part, 4U, 4V, 4W ... Stator coil, 5 ... Rotor sensor, 8 ... Rotor, 9 ... Permanent magnet, 11 ... Current supply control part, 12 ... Induced voltage detection part, 13 ... Zero cross inspection Output unit, 14 ... phase shift calculation unit, 15 ... average value calculation unit, 16 ... interrupt signal generation unit, 17 ... energization timing generation unit, 18 ... counter, 19 ... phase shift storage unit, 20 ... regeneration instruction unit, 21 ... DC-AC converter, 51 ... U-phase sensor, 52 ... V-phase sensor, 53 ... W-phase sensor

Claims (10)

In order to detect the rotational position of the rotor (8) in the three-phase brushless motor (1), the rotor sensor (51, 52, 53) provided corresponding to each phase of the motor (1) and the battery (3) An inverter circuit (21) for controlling the current supplied to the motor (1), and a controller (23) for PWM-controlling the switching elements (Q1 to Q6) of the inverter circuit (21) based on the sensor signal; In an output control device for an electric vehicle driving motor having
The control unit (23) is configured to control the inverter circuit (21) in response to a power generation instruction input from the outside to operate the motor (1) as a generator,
The controller (23) drives the motor (1) at a predetermined timing, and then induces an induced voltage generated in each of the stator coils (4U, 4V, 4W) of the motor (1) during inertial operation. A zero cross point detector (13) for detecting a zero cross point;
A phase shift calculation unit (14) for calculating a phase shift between the rising or falling edge of the sensor signal of the rotor sensor (51, 52, 53) and the zero cross point;
A storage unit (19) for storing the phase shift calculated by the phase shift calculation unit (14);
An energization timing correction unit (11B) that generates an energization timing for the motor (1) that has corrected the phase shift based on the phase shift stored in the storage unit (19). An output control device for an electric vehicle driving motor. An average value calculation unit (15) for calculating an average value (Δxav) of the phase shifts (Δx51, Δx52, Δx53) detected for each of the U, V, and W phases by the phase shift calculation unit;
The energization timing correction unit (11B) corrects the phase shift of the rotor sensors (51, 52, 53) detected for the U, V, W phases based on the average value (Δxav) ( 2. The output control device for an electric vehicle driving motor according to claim 1, wherein the output control device is configured to generate energization timing for 1).   The average value of the phase shift is calculated as an average value of data obtained by comparing all rising or falling edges of the sensor signal with the zero cross point during at least one rotation of the motor (1). An output control device for an electric vehicle driving motor according to claim 2.   The output control apparatus for an electric vehicle driving motor according to any one of claims 1 to 3, wherein the power generation instruction is input in a completed vehicle inspection process of a factory.   The output control apparatus for an electric vehicle driving motor according to any one of claims 1 to 4, wherein the power generation instruction is a regenerative operation instruction of the motor (1). The regenerative operation instruction is an opening operation and a closing operation of the accelerator means of the electric vehicle,
The output of the motor for driving an electric vehicle according to claim 5, wherein the motor (1) is driven by the opening operation, and the motor (1) is regeneratively operated by inertial operation by the closing operation. Control device. In an output control method for an electric vehicle driving motor for controlling the energization timing of the motor based on a sensor signal of a rotor sensor of a three-phase brushless motor,
Driving the motor as a generator (S1, S2);
A step (S3) of detecting a zero-cross point of an induced voltage generated in a stator coil of the motor when the motor (1) is driven at a predetermined timing and then coasting is performed;
Detecting the rise or fall of the sensor signal (S4);
Detecting a phase shift of the rising or falling position of the sensor signal with respect to the zero cross point (S5);
Storing the phase shift in storage means (S7);
Correcting the rising or falling position of the sensor signal in accordance with the phase shift stored in the storage means, and controlling the energization timing for the motor based on the corrected sensor signal. An output control method for a motor for driving an electric vehicle, which is characterized. The step (S4) of detecting the zero cross point is configured to detect a phase shift of the rising or falling position of the sensor signal with respect to the zero cross point of the induced voltage generated in each phase stator coil of the three-phase motor,
The output control method for an electric vehicle driving motor according to claim 7, further comprising a step (S6) of calculating an average value of the phase shift detected in the step of detecting the zero cross point. Driving the motor as a generator (S1, S2);
Detecting a zero cross point of an induced voltage generated in a stator coil of the motor driven as a generator (S3);
Detecting the rise or fall of the sensor signal (S4);
Detecting a phase shift of the rising or falling position of the sensor signal with respect to the zero cross point (S5);
8. The output control method for an electric vehicle driving motor according to claim 7, wherein the step (S7) of storing the phase shift in a storage means is executed in a completed vehicle inspection step. Driving the motor as a generator (S1, S2);
Detecting a zero cross point of an induced voltage generated in a stator coil of the motor driven as a generator (S3);
Detecting the rise or fall of the sensor signal (S4);
Detecting the zero cross point configured to detect a phase shift of a rising or falling position of the sensor signal with respect to a zero cross point of an induced voltage generated in each phase stator coil of a three-phase motor;
Calculating an average value of phase shifts detected in the step of detecting the zero cross point (S6);
9. The output control method for an electric vehicle driving motor according to claim 8, wherein the step (S7) of storing the phase shift in a storage means is executed in a completed vehicle inspection step.

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