JP6789337B2 - Inverter device and electric vehicle using it - Google Patents

Description

The present application relates to an inverter device and an electric vehicle using the inverter device.

In an electric vehicle, in order to improve fuel efficiency or steering stability, it is required to install motors on the left and right sides (hereinafter, simply referred to as left and right) in the direction of travel of the vehicle to perform independent left and right motor control. Has been done. As a method for controlling the left and right motors, a method has been established in which individual inverter units are assigned to each of the left and right motors and the left and right motors are controlled independently.
For example, Patent Document 1 discloses a technique for independently controlling the left and right motors by using the same type of inverter units on the left and right. According to the technology disclosed in Patent Document 1, by providing a terminal that can distinguish left and right by hardware, when assembling an inverter unit to an electric vehicle, it is possible to attach the inverter unit to the vehicle without being aware of which of the left and right inverter units. It can be assembled.

Japanese Unexamined Patent Publication No. 2016-154444

According to the above-mentioned Patent Document 1, it is not necessary to distinguish the inverter unit on the left and right, but the harness (connector) used when assembling the inverter unit to the vehicle needs to have a different configuration on the left and right. For this reason, it has been desired to provide an inverter unit capable of distinguishing left and right using a completely same configuration on the left and right, including a harness used when assembling the inverter unit to a vehicle.

The present application discloses a technique for solving the above-mentioned problems, and provides an inverter device having the same hardware as an inverter unit assembled on the left side and the right side of an electric vehicle, and an electric vehicle using the same. Is the purpose.

The inverter device disclosed in the present application is an inverter device that independently drives a left motor that rotates the left drive wheel of an electric vehicle and a right motor that rotates the right drive wheel of the electric vehicle, and the inverter device has the same configuration. It is equipped with a first inverter unit and a second inverter unit, each of which has an identification means.
After assembling the first inverter unit and the second inverter unit to the electric vehicle, the identification means uses the assembly position identification information obtained from each of the left side motor and the right side motor to obtain the first inverter unit and the second inverter unit. It is characterized in that it identifies which of the second inverter units is the inverter unit that drives the left side motor and is the inverter unit that drives the right side motor.

According to the inverter device disclosed in the present application, it is possible to obtain an inverter device including an inverter unit having the same configuration as the left-side compatible product and the right-side compatible product without changing the hardware.

It is a block diagram which shows the inverter device and the motor control system which concerns on Embodiment 1. FIG. It is an assembly drawing of the inverter unit which concerns on Embodiment 1. FIG. It is a block diagram which shows the left-right assembly position of the inverter unit and the motor control system which concerns on Embodiment 1. FIG. It is a flowchart explaining the identification process of the left-right assembly position of the inverter unit which concerns on Embodiment 1. It is a flowchart explaining the identification process of the left-right assembly position at the time of normal control (during vehicle operation) of the inverter unit which concerns on Embodiment 1. FIG. It is a flowchart explaining another identification process of the left-right assembly position of an inverter unit.

Hereinafter, a preferred embodiment of the inverter device according to the present application and an electric vehicle using the inverter device will be described with reference to the drawings.

Embodiment 1.
FIG. 1 is a block diagram showing an inverter device and a motor control system according to the first embodiment. In FIG. 1, the electric vehicle 1 includes a battery 2, a controller unit 3, a first inverter unit 4L, a second inverter unit 4R configured in the same manner as the first inverter unit 4L, a left motor unit 5L, and a right motor unit 5R. I have. These are arranged at predetermined positions as parts of the electric vehicle 1. The inverter device 4 is composed of the first inverter unit 4L and the second inverter unit 4R.

The battery 2 is, for example, a lithium ion battery which is a secondary battery, and serves as a power source in the electric vehicle 1. The power supply power obtained from the battery 2 is supplied to the controller unit 3, the first inverter unit 4L, and the second inverter unit 4R.

The controller unit 3 plays a role of monitoring the first inverter unit 4L and the second inverter unit 4R in order to realize different controls for the first inverter unit 4L and the second inverter unit 4R. Further, not only the motor rotation instruction is given to the first inverter unit 4L and the second inverter unit 4R, but also the efficiency is high based on the feedback information from each of the first inverter unit 4L and the second inverter unit 4R. Calculate the motor rotation instruction.
In this way, the first inverter unit 4L and the second inverter unit 4R realize smooth control of the left side motor unit 5L and the right side motor unit 5R by executing cooperative control via the controller unit 3.

The first inverter unit 4L supplies electric power to the left motor unit 5L in response to an instruction from the controller unit 3 to drive the left motor unit 5L. That is, the first inverter unit 4L is used for driving the left side motor unit 5L, and is a left side compatible product. The left motor unit 5L plays a role of driving the left drive wheel 6L of the electric vehicle 1 shown in FIG. 3, which will be described later.

The second inverter unit 4R supplies electric power to the right motor unit 5R in response to an instruction from the controller unit 3 to drive the right motor unit 5R. That is, the second inverter unit 4R is used for driving the right side motor unit 5R, and is a right side compatible product. The right motor unit 5R plays a role of driving the right drive wheel 6R of the electric vehicle 1 shown in FIG.

In the electric vehicle 1, the left side motor unit 5L and the right side motor unit 5R use a common component configuration, that is, a motor unit having the same configuration, and is used for any one of the left and right sides.

When the electric vehicle 1 is manufactured in this way, common parts are used as the left side motor unit 5L and the right side motor unit 5R. Therefore, it is advantageous from the viewpoint of manufacturing cost and the like as compared with the case where the motor units need to be prepared separately on the left and right sides. Further, since the left side motor unit 5L and the right side motor unit 5R, which use common parts, can be used for any of the left and right sides, it is not necessary to distinguish between the left side compatible product and the right side compatible product when assembling to the vehicle. .. Therefore, it is possible to simplify the manufacturing process as compared with the case where it is necessary to distinguish between the left and right sides.

FIG. 2 is a diagram showing the configuration of the first inverter unit 4L or the second inverter unit 4R. As described above, the first inverter unit 4L and the second inverter unit 4R are configured in the same manner, and here, the first inverter unit 4L will be described as an example. As shown in FIG. 2, the first inverter unit 4L includes a microcomputer (hereinafter referred to as a microcomputer) 41, a power supply circuit 42, and a sensor signal line 43. The microcomputer 41 executes various processes including control of each part of the first inverter unit 4L, and plays a role of correctly operating the first inverter unit 4L. The main operation performed by the first inverter unit 4L will be described later, but the microcomputer 41 functions as an identification means for identifying the first inverter unit 4L from the inverter unit driving the left side motor unit 5L. The same applies to the microcomputer provided in the second inverter unit, which functions as an identification means for distinguishing the second inverter unit 4R from the inverter unit driving the right side motor unit 5R.

The power supply circuit 42 has a motor connection terminal 42a that can be connected to the left side motor unit 5L. The power supply circuit 42 supplies power to the connected left motor unit 5L and drives it according to an instruction received from the microcomputer 41. As shown in FIG. 3, the sensor signal line 43 can receive the assembly position identification information output from the left angle sensor 52L of the left motor unit 5L, that is, the motor angle signal. Similarly, the power supply circuit provided in the second inverter unit 4R also supplies power to the right motor unit 5R and drives it. Similarly, the sensor signal line provided in the second inverter unit 4R can also receive the assembly position identification information output from the right angle sensor 52R of the right motor unit 5R, that is, the motor angle signal.

FIG. 3 shows a first inverter unit 4L, a second inverter unit 4R, a left motor unit 5L composed of a left motor 51L and a left angle sensor 52L, and a right motor unit 5R composed of a right motor 51R and a right angle sensor 52R. It shows a state in which the left drive wheel 6L and the right drive wheel 6R are connected to each other.

Next, the process of identifying the assembly position of the first inverter unit 4L and the second inverter unit 4R on the electric vehicle 1 will be described.
The main operations executed by the first inverter unit 4L, the second inverter unit 4R, and the controller unit 3 will be described below with reference to the flowchart of FIG. The left and right assembly positions are identified in the production line of the electric vehicle 1 in the special mode.

When the first inverter unit 4L and the second inverter unit 4R identify the left and right assembly positions, the controller unit 3 is directed toward the first inverter unit 4L and the second inverter unit 4R via the controller area network. Then, it is instructed to transition to the left / right assembly position identification mode (hereinafter, also referred to as the left / right identification mode), which is in a standby state until the assembly position identification information is acquired. By this instruction, the first inverter unit 4L and the second inverter unit 4R can transition to the assembly position identification mode.

In FIG. 4, it is determined whether the first inverter unit 4L and the second inverter unit 4R have completed the transition to the left / right assembly position identification mode (step S1), and the transition to the left / right assembly position identification mode has been completed. For example, the left drive wheel 6L is rotated counterclockwise and the right drive wheel 6R is rotated clockwise in the direction in which the vehicle advances from the outside of the electric vehicle 1, for example (step S2). As a result, the first inverter unit 4L and the second inverter unit 4R can acquire the motor angle sensor value (step S3).

In the first inverter unit 4L, the motor rotation direction is determined based on the acquired motor angle sensor value. The first inverter unit 4L identifies whether the motor rotation direction is a counterclockwise direction or a motor angle signal indicating a clockwise direction (step S4), and if it is a counterclockwise motor rotation direction, the first inverter unit 4L Recognizes that it is an inverter unit that drives the left side motor unit 5L, that is, a left side inverter unit (step S5). When it recognizes that it is the left-hand inverter unit, it sets the forward rotation direction of the left-hand motor unit 5L to be driven to the first direction (counterclockwise direction). The second direction is the direction in which the left motor 51L rotates (clockwise) so as to move the electric vehicle 1 backward.

On the other hand, in the clockwise direction of the motor rotation, the first inverter unit 4L recognizes itself as the right inverter unit (step S6). When it recognizes that it is the right-hand inverter unit, it sets the forward rotation direction of the right-hand motor 51R in the driving right-hand motor unit 5R to the second direction (clockwise direction) opposite to the first direction. The first direction is the direction in which the right side motor 51R rotates (counterclockwise) so as to advance the electric vehicle 1.
This makes it possible to identify the assembly position using an existing in-vehicle sensor without changing the hardware.

In this way, the first inverter unit 4L sets the forward rotation direction of the driven motor in the opposite direction depending on whether it recognizes that it is the right inverter unit or that it is the left inverter unit. .. When the operations up to this point are completed, the left and right identification information is stored in the non-volatile memory (step S7), and the left and right identification mode ends. When the first inverter unit 4L and the second inverter unit 4R are started in the normal operation mode, the own forward rotation direction can be identified by reading the own forward rotation direction stored in the non-volatile memory. ..

Next, the retention of the identification information of the left and right assembly positions will be described.
The left-right identification method described above is intended to be implemented in a special mode, such as when assembling on a manufacturing line. The left and right assembly position information of the first inverter unit 4L and the second inverter unit 4R must be identified at the time of starting the first inverter unit 4L and the second inverter unit 4R, respectively. Therefore, the left and right assembly information identified in the special mode is stored in the non-volatile memory and read out when the first inverter unit 4L and the second inverter unit 4R are started to hold the first left and right identification information.

The identification of the left and right assembly positions of the first inverter unit 4L and the second inverter unit 4R at the time of startup will be described below with reference to the flowchart of FIG.
In FIG. 5, since the left and right identification information is read from the respective non-volatile memories when the first inverter unit 4L and the second inverter unit 4R are started, it is necessary to consider the operation when the non-volatile memory fails. Therefore, when each inverter unit is started, it is determined whether or not the non-volatile memory of the first inverter unit 4L has a failure (step S8). If the non-volatile memory of the first inverter unit 4L has not failed, it is determined whether or not the non-volatile memory of the second inverter unit 4R has failed (step S9). If the non-volatile memory of the second inverter unit 4R has not failed, the process proceeds to normal motor control without any special processing.

After startup, when a failure is not detected in the non-volatile memory of the first inverter unit 4L and a failure is detected in the non-volatile memory of the second inverter unit 4R, the first inverter unit 4L is changed to the second inverter unit 4R. Instruct to distinguish from right-side assembly (step S10)

Similarly, when a failure is detected in the non-volatile memory of the first inverter unit 4L, it is determined whether or not there is a failure in the non-volatile memory of the second inverter unit 4R (step S11), and the non-volatile memory of the second inverter unit 4R is determined. If no failure has occurred, the second inverter unit 4R is instructed to identify the first inverter unit 4L as the left side assembly (step S12).

When it is detected that both the non-volatile memories of the first inverter unit 4L and the second inverter unit 4R other than the above have failed, it is impossible to drive the left side motor unit 5L and the right side motor unit 5R normally. , The controller unit 3 is notified that the first inverter unit 4L and the second inverter unit 4R are inoperable (step S13), and the driving of the first inverter unit 4L and the second inverter unit 4R is stopped.

Next, when identifying whether the first inverter unit 4L and the second inverter unit 4R are assembled on the left or right side of the electric vehicle 1, a method different from the above-mentioned left / right assembly position identification process will be described with reference to FIG. To do.
In FIG. 6, it is determined whether the first inverter unit 4L and the second inverter unit 4R have completed the transition to the left / right assembly position identification mode (step S20), and the transition to the left / right assembly position identification mode has been completed. For example, with the right drive wheel 6R fixed from the outside of the vehicle, a forward rotation torque command is transmitted to the first inverter unit 4L and the second inverter unit 4R (step S21). As a result, the first inverter unit 4L and the second inverter unit 4R can acquire the motor angle sensor value (step S22).

In the first inverter unit 4L, it is determined whether or not the motor angle signal has changed based on the acquired motor angle sensor value (step S23), and if it has changed, it is said that the first inverter unit 4L is assembled to the electric vehicle 1 as the left inverter unit. It is identified (step S24), and if there is no change, it is identified as being assembled to the electric vehicle 1 as the right inverter unit (step 25).

In this way, the first inverter unit 4L identifies whether it is the left inverter unit or the right inverter unit. Then, when the operations up to this point are completed, the left and right identification information is stored in the non-volatile memory (step S26), and the left and right identification mode ends. When the first inverter unit 4L and the second inverter unit 4R are started in the normal operation mode, the own forward rotation direction can be identified by reading the own forward rotation direction stored in the non-volatile memory. ..

In the above description, the method of identifying the right drive wheel 6R in a fixed state from the outside of the vehicle has been described, but similarly, the left drive wheel 6L can be identified in a state of being fixed from the outside of the vehicle.

As described above, according to the inverter device according to the first embodiment, the left side compatible product and the right side compatible product with respect to the traveling direction of the electric vehicle without changing the hardware including the harness used when assembling the inverter unit to the vehicle. Can be assembled in the vehicle without being aware of the left-side compatible product and the right-side compatible product. Therefore, it is advantageous from the viewpoint of manufacturing cost and the like, and the manufacturing process can be simplified. Further, according to the electric vehicle using the inverter unit according to the first embodiment, it is possible to prevent the left and right drive wheels from rotating in the wrong direction.

Although exemplary embodiments are described in the present application, the various features, embodiments, and functions described in the embodiments are not limited to the application of a particular embodiment, either alone or. It can be applied to embodiments in various combinations.
Therefore, innumerable variations not illustrated are envisioned within the scope of the techniques disclosed in the present application. For example, it is assumed that at least one component is modified, added or omitted.

1 Electric vehicle, 2 Battery, 3 Controller unit, 4 Inverter device, 4L 1st inverter unit, 4R 2nd inverter unit, 5L Left motor unit, 5R Right motor unit, 41 Microcomputer, 42 Power supply circuit, 42a Motor connection terminal, 43 Sensor signal line, 51L left motor, 51R right motor, 52L left angle sensor, 52R right angle sensor, 6L left drive wheel, 6R right drive wheel.

Claims (5)

An inverter device that independently drives the left motor that rotates the left drive wheel of the electric vehicle and the right motor that rotates the right drive wheel of the electric vehicle.
The inverter device includes a first inverter unit and a second inverter unit having the same configuration and each having an identification means.
The above identification means
After assembling the first inverter unit and the second inverter unit to the electric vehicle, the first inverter unit and the second inverter unit are based on the assembly position identification information obtained from each of the left side motor and the right side motor. An inverter device characterized in that it identifies which is the inverter unit that drives the left side motor and which is the inverter unit that drives the right side motor. The first inverter unit and the second inverter unit are assembled to the electric vehicle, and the left side drive wheel and the right side drive wheel are rotated forward from the outside to acquire the positive / negative inverted assembly position identification information.
To identify the inverter unit that has acquired the assembly position identification information of forward rotation as the inverter unit that drives the left side motor, and the inverter unit that has acquired the assembly position identification information of negative rotation as the inverter unit that drives the right side motor. The inverter device according to claim 1. The first inverter unit and the second inverter unit are assembled to the electric vehicle, and one of the left drive wheel and the right drive wheel is fixed to the first inverter unit and the second inverter unit. Give information on the forward direction of the above electric vehicle,
The inverter unit that received the above information indicating the forward rotation of the drive wheels is identified as the inverter unit on the drive wheel side that is not fixed, and the inverter unit that receives the above information indicating the reverse rotation of the drive wheels is fixedly driven. The inverter device according to claim 1, wherein the inverter unit is identified from the wheel side inverter unit. The first inverter unit is provided with a non-volatile memory to store the assembly position identification information of the first inverter unit, and the second inverter unit is provided with a non-volatile memory to identify the assembly position of the second inverter unit. Memorize information,
When the non-volatile memory of one of the inverter units of the first inverter unit and the second inverter unit fails, the assembly position identification information is acquired from the non-volatile memory of the other inverter unit, and the acquired assembly is performed. The inverter device according to claim 1 or 2, wherein the inverter unit is identified from the inverter unit assembled on the side that is not the position identification information. The inverter device according to any one of claims 1 to 4.
A left motor unit including the left motor and a left angle sensor that outputs the assembly position identification information of the left motor, and
A right motor unit including the right motor and a right angle sensor that outputs the assembly position identification information of the right motor, and
An electric vehicle characterized by being equipped with.

Images