JP2017204902A - Power conversion apparatus and controller for electrically-driven vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power conversion apparatus capable of suppressing loss of a booster circuit while meeting a high-output request.SOLUTION: The power conversion apparatus, executing power conversion between a motor M and a battery BA, includes: a first inverter 20 of voltage type whose input side is connected with the battery BA and whose output side is connected with a first coil 11a of the motor M; a second inverter 30 of current type whose input side is connected in parallel to the first inverter 20 and whose output side is connected with a second coil 11b with the same phase to the first coil 11a; and a diode 40 connected in a forward direction between the battery BA and the second inverter 30.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a power conversion device and a control device for an electric vehicle.

2. Description of the Related Art Conventionally, an electric vehicle that includes a power conversion device that converts a DC power source into AC and drives an AC motor has been known to supply power for a long time (see, for example, Patent Document 1). .
In this conventional power conversion device, when a high output is required, the first mode is used to supply a voltage boosted by the booster from the first power supply. When a non-high output is required, the second power supply is not passed through the booster. Control is appropriately switched to the second mode for supplying voltage.
Thereby, while being able to respond to a high output demand, by having a mode in which power is supplied without going through the booster circuit, the loss due to the booster circuit is suppressed and the efficiency is improved.

JP 2014-15133 A

  However, in the above-described prior art, in the first mode, since power is supplied through the booster circuit, loss due to the booster circuit still occurs, and compared with the case where the booster circuit is not used, the efficiency is higher. Deteriorating.

  The present invention has been made paying attention to the above problem, and an object of the present invention is to provide a power conversion device and a control device for an electric vehicle capable of suppressing a booster circuit loss while being able to respond to a high output request. .

  The power converter of the present invention includes a voltage-type first inverter and a current-type second inverter in parallel with a DC power supply, and the output side of the first inverter is connected to the first winding of the AC motor. The output side of the second inverter is connected to the second winding in phase with the first winding.

  In the power conversion device of the present invention, power is supplied to each winding of the AC motor without going through the booster circuit, so that loss due to the booster circuit does not occur and efficiency can be improved. Moreover, it is possible to meet a high output demand by operating both inverters simultaneously and supplying power to both windings simultaneously.

1 is an overall view showing a control device for an electric vehicle including the power conversion device according to Embodiment 1. FIG. It is a figure which shows the torque characteristic and mode switching characteristic of a motor in the control apparatus of the said electric vehicle. FIG. 6 is an operation explanatory diagram illustrating a power supply state in a first operation mode of the power conversion device according to the first embodiment. It is an effect explanatory view showing the power supply state of the 2nd operation mode of the power converter of Embodiment 1. It is an effect explanatory view showing the power supply state at the time of regeneration of the power converter of Embodiment 1. FIG. 6 is an overall view showing a control device for an electric vehicle including the power conversion device according to the second embodiment. FIG. 10 is an overall view showing a control device for an electric vehicle including the power conversion device according to Embodiment 3. 6 is a schematic diagram showing an external charger used in the power conversion device of Embodiment 3. FIG.

Hereinafter, the best mode for realizing the power converter of the present invention will be described based on the embodiments shown in the drawings.
(Embodiment 1)
Hereinafter, the power conversion device A according to the first embodiment and the control device for the electric vehicle using the power conversion device will be described.
The power conversion device A according to the first embodiment converts a direct current from an in-vehicle battery BA serving as a direct current power source shown in FIG. 1 into an alternating current to drive a motor (AC motor) M that is a drive source of the electric vehicle. Let In addition, when the motor M performs regeneration as the generator, the power conversion device A converts the generated alternating current into a direct current and supplies the direct current to the battery BA side.
As the battery BA, a secondary battery (such as a lithium ion secondary battery or a nickel metal hydride battery) having a voltage control range of about several hundred volts is employed.

(Motor configuration)
First, the configuration of the motor M will be described.
The motor M has a double winding structure.
That is, as is well known, the motor M includes a rotor (not shown), and includes a stator 10 on the outer periphery of which a plurality of teeth 11 are arranged at regular intervals. And although the coil is wound around the teeth 11, in this Embodiment 1, the 1st coil 11a and the 2nd coil 11b are each wound around the tooth 11 double.

  This double winding refers to a state in which the first and second coils 11a and 11b are wound in parallel around one tooth 11 so as to share magnetic flux. For example, both the coils 11a and 11b may be provided in an inner and outer double state in an insulated state with respect to one tooth 11, but the present invention is not limited to this and may be provided in parallel in the radial direction. FIG. 1 shows a state in which the coils 11a and 11b are easily arranged in the radial direction so as to be easily distinguished.

The coils 11a and 11b are provided such that the total number of turns of the coils 11a and 11b is the number of turns necessary for the original rating, and the motor 11 is large in size by being double-turned (provided in parallel). So that it will not be incurred.
In the first embodiment, the motor M uses a three-phase AC motor, and the teeth 11 are “3” to indicate that they have a three-phase structure. It shall be provided. Further, the number of phases of the motor M is not limited to “3”, and may be other phases such as two phases and five phases.

(Power converter)
Next, the power converter A will be described in detail.
The power conversion device A includes a first inverter 20 and a second inverter 30.
The first inverter 20 has an input side connected to the battery BA and an output side connected to the first coil 11a to excite the first coil 11a.
The second inverter 30 has an input side connected in parallel to the first inverter 20 with respect to the battery BA, an output side connected to the second coil 11b, and excites the second coil 11b.
In addition, the 1st inverter 20 and the 2nd inverter 30 are respectively connected to the 1st coil 11a and the 2nd coil 11b of the same phase.

  The first inverter 20 is a voltage type inverter, and includes three-phase switching circuits 21, 22, 23 and a smoothing capacitor 24. Each switching circuit 21, 22, 23 includes a pair of switch elements (for example, IGBT (Insulated Gate Bipolar Transistor)) 21a, 21b, 22a, 22b, 23a, 23b connected in series. The voltage type first inverter 20 outputs either a predetermined voltage or 0V. The first inverter 20 is configured to be supplied with power from the battery BA without going through a booster circuit.

  The second inverter 30 is a current type inverter and includes three-phase switching circuits 31, 32, 33 and a reactor 34. Each switching circuit 31, 32, 33 includes two switch elements (for example, IGBT (Insulated Gate Bipolar Transistor)) 31a, 31b, 32a, 32b, 33a, 33b connected in series. The current type second inverter 30 outputs a predetermined current regardless of the load.

Furthermore, a diode 40 is connected in the forward direction between the battery BA and the second inverter 30.
The second inverter 30 is a current type inverter as described above, but is characterized in that no capacitor is provided between each coil 11b of the motor M. The reason why this capacitor is not provided will be described later.

(Configuration of control unit)
The operation of both inverters 20 and 30 is controlled by a control unit 50 as a mode switching control device, and the control unit 50 will be described below.
The control unit 50 includes a first operation mode and a second operation mode as operation modes according to the target drive torque (target motor torque) and the vehicle speed (target motor rotation speed). As is well known, the target drive torque can be obtained by calculation based on the accelerator opening detected by the accelerator opening sensor 51 and the vehicle speed detected by the vehicle speed sensor 52.
In the first operation mode, only the first inverter 20 is operated, and power is supplied only to the first coil 11a. On the other hand, the second operation mode is a mode in which both inverters 20 and 30 are simultaneously operated to supply power to both coils 11a and 11b.

(Mode switching control by control unit)
Next, switching control between the first operation mode and the second operation mode will be described.
FIG. 2 is a diagram illustrating torque characteristics and operation mode characteristics of the motor M.
In FIG. 2, the first region is a region that is controlled to the first operation mode. The first region is a region where the drive torque and the motor rotational speed are relatively low, that is, a region where the rotation is low and the output is low. Therefore, when the target drive torque and the motor rotation speed (vehicle speed) are low, the first operation mode is set, only the first inverter 20 is operated, and power is supplied only to the first coil 11a of the motor M.

  On the other hand, the second region in FIG. 2 is a region to be controlled to the second operation mode. This second region is a region where either the driving torque or the motor rotational speed is high, that is, a region where the low rotation and high output are high. Therefore, when the target drive torque is high, the second operation mode is set, both inverters 20 and 30 are operated, and electric power is supplied to both coils 11a and 11b of the motor M.

  The outputs of the first inverter 20 and the second inverter 30 are set so that the required maximum driving torque (rated) can be obtained by the motor M when both operate simultaneously. Accordingly, each of the inverters 20 and 30 is configured by using a smaller standard as each of the switching circuits 21 to 23 and 31 to 33 as compared with one in which the motor M is driven by one inverter.

(Operation of Embodiment 1)
The control unit 50 controls the drive torque and the rotation speed of the motor M so as to obtain the target drive torque obtained based on the driving operation by the driver. At that time, the operation mode of the power conversion device A is switched between the first operation mode and the second operation mode according to the drive torque and the motor rotation speed (vehicle speed).

(At low rotation and low output)
In the first region where the low output (low driving torque) and low rotation indicated by Mo1 in FIG. 2 are required as the output of the motor M, the power conversion device A is operated in the first operation mode. Note that the first region is a traveling state in which the vehicle speed is traveling at a constant speed in a non-high speed region, for example.

  In the first operation mode, the control unit 50 operates only the first inverter 20 and supplies power only to the first coil 11a as indicated by an arrow Y3 in FIG. In this case, since the output of the motor M corresponding to the driver's required drive torque is low, the necessary motor output can be ensured even when power is supplied only to the first coil 11a.

  At this time, since the power is supplied to the first inverter 20 without going through the booster circuit, there is no loss as in the case of going through the booster circuit. Since no power is supplied to the second inverter 30, there is no conduction loss of the diode 40 and the reactor 34. Therefore, power can be supplied with low loss.

Here, the booster circuit will be described.
In general, in a vehicle including a motor as a drive source such as an electric vehicle, when the traveling speed is increased and the motor is rotated at a high speed, the induced voltage is increased and it is difficult to flow a sufficient current to the motor. As countermeasures, field weakening control and boosting voltage by a booster circuit are generally taken as countermeasures.

  When field-weakening control is performed, a current that does not directly participate in the powering of the motor is caused to flow, which increases the loss of the inverter and the electric motor. In addition, the power supply, inverter, and motor are all increased in capacity (upsized), resulting in higher costs.

In addition, when a booster circuit is provided, the following problems occur.
First, since the booster circuit is connected between the DC power supply and the inverter, the current supplied to the motor also flows through the booster circuit. Even during normal travel where there is no need for boosting (during low rotation of the motor), loss occurs due to current flowing through the booster circuit. In particular, the electric vehicle is often in a region (first region) where the rotational speed and torque are low during normal travel. In this region, although a power consumption corresponding to fuel consumption, that is, a small amount of power consumption is an important performance requirement, a large loss occurs due to current passing through the booster circuit, resulting in power consumption.

  Second, in general, the output at high speed that requires boosting is smaller than the maximum output at low speed. However, in a configuration in which a power source, a booster circuit, and an inverter are connected in series, a large current at the maximum output during low rotation flows through the booster circuit. Therefore, the booster circuit itself needs to have an electric capacity equivalent to that of the inverter or the electric motor, resulting in an increase in cost and size.

  In the first embodiment, the step-up circuit is not required as described above, so that loss can be reduced, power consumption can be reduced, and cost and size can be reduced.

(At low rotation and high output)
When the output of the motor M requires a low rotation and large output as indicated by Mo2a in the second region in FIG. 2, both inverters 20 and 30 are simultaneously operated as indicated by arrows Y4a and Y4b in FIG. Power is supplied to the coils 11a and 11b.

  Both coils 11 a and 11 b can share magnetic flux with the tooth 11. For this reason, in the motor M, even if the waveforms of the output voltages of the two inverters 20 and 30 are different, the magnetic flux can be synthesized inside the motor M without any problem, and the outputs of the two inverters 20 and 30 can be added. it can.

That is, instead of synthesizing currents from the inverters 20 and 30, a driving force is obtained by synthesizing magnetic fluxes generated by the independent coils 11 a and 11 b inside the motor M. For this reason, both electric powers can be combined without considering the output matching of the two inverters 20 and 30, the switch operation timing of the two inverters 20 and 30, and the like without adversely affecting each other.
Therefore, the motor M can increase the driving torque to the set maximum driving torque (rated). Note that the output request for low rotation and large output such as Mo2a is, for example, when accelerating from a low speed such as when starting acceleration, and the required acceleration can be obtained by increasing the drive torque.

(At high rotation and high output)
As shown in FIG. 4, when the motor M requires a high rotation and large output as indicated by Mo 2 b in the second region in FIG. 2, as shown in FIG. 20 and 30 are operated simultaneously to supply power to both coils 11a and 11b.
Here, when the output of the motor M becomes a high rotation and large output, the voltage-type first inverter 20 does not have a booster circuit, so that it is difficult to supply the output. However, the current-type second inverter 30 can supply power regardless of the induced voltage of the motor M by the action of the reactor 34 constituting the circuit. For this reason, even in a configuration without a booster circuit, it is possible to supply necessary power and obtain a high rotation and large output.

Next, the reason why the capacitor for suppressing ripple current is not provided in operating the second inverter 30 as described above will be described.
When the current-type second inverter 30 is operated, a sudden change (ripple current) of the current that occurs when switching on / off supplying power to the second coil 11b is caused by the first coil via the double winding portion. 11a is transmitted as an induced current to the first inverter 20 side. Therefore, a capacitor required between output terminals in a general current type inverter becomes unnecessary. Thereby, cost reduction and size reduction are enabled.

  In addition, when the switching circuits 21 to 23 of the first inverter 20 are switched on and off, the ripple voltage and the instantaneous fluctuation of the resulting voltage are generated in the first coil 11a on the motor M side. In this case, this voltage fluctuation is transmitted to the second coil 11b via the mutual inductance. At this time, if a capacitor is connected to the second coil 11b, a capacitor current flows every time the voltage fluctuates, causing heat generation of the capacitor and reduction of the current of the first inverter 20. However, since the first embodiment does not have a capacitor, this problem does not occur.

(Regeneration)
During regeneration, electric power is supplied to the battery BA via the first inverter 20 by the regeneration operation of the voltage-type first inverter 20 as indicated by an arrow Y5 in FIG.

(Effect of Embodiment 1)
The effects of the first embodiment are listed below.
1) The power conversion device A of Embodiment 1
A power conversion device that performs power conversion between a motor M as an AC motor and a battery BA as a DC power source,
A voltage-type first inverter 20 having an input side connected to the battery BA and an output side connected to the first coil 11a of the motor M;
A current-type second inverter 30 having an input side connected to the first inverter 20 in parallel to the battery BA and an output side connected to a second coil 11b in phase with the first coil 11a;
A diode 40 connected in a forward direction between the battery BA and the second inverter 30;
It is characterized by providing.
Therefore, when the required drive torque of the motor M is small, only the first inverter 20 is operated without passing through the drive circuit, so that the booster circuit loss does not occur, the power consumption can be improved, and the heat generation Can be suppressed. In addition, cost reduction, size reduction, and weight reduction can be achieved by eliminating the need for the booster circuit.
On the other hand, when the required driving torque of the motor M is large, the necessary driving force can be ensured by operating both the inverters 20 and 30 simultaneously. And since the 2nd inverter 30 is a current type, it can supply electric power irrespective of the induced voltage of the motor M, and can obtain a high rotation large output.

2) The power conversion device A of Embodiment 1
The first coil 11a and the second coil 11b are provided to share the magnetic flux in the same tooth 11 of the motor M.
Therefore, the sudden change (ripple current) of the current that occurs when the current-type second inverter 30 is switched on and off to supply power to the second coil 11b is induced on the first inverter 20 side through the double winding portion. It is transmitted as current. Therefore, a capacitor required between output terminals in a general current type inverter becomes unnecessary, and cost reduction and miniaturization are possible.
In addition, the following effects can be achieved by eliminating the need for a capacitor.
When the switching element of the first inverter 20 is switched on and off, a ripple voltage of the first coil 11a on the motor M side and an instantaneous fluctuation of the voltage are generated, and this voltage fluctuation is transmitted to the second coil 11b via the mutual inductance. At this time, if a capacitor is connected to the second coil 11b, a capacitor current flows every time the voltage fluctuates, leading to heat generation of the capacitor and reduction of the current of the first inverter 20. In the first embodiment, since no capacitor connection is required for the second inverter 30, such a problem does not occur.

3) The control device for an electric vehicle that uses the power conversion device of the first embodiment to control a motor as a vehicle drive source has the following effects a) and b).
a) The control device for the electric vehicle includes:
A first operation mode in which power is supplied to the first coil 11a only through the first inverter 20 according to the driving state of the vehicle, and power supply to the first coil 11a through the first inverter 20 A control unit 50 is provided as a mode switching control device capable of switching between a second operation mode in which power supply to the second coil 11b via the second inverter 30 is simultaneously performed.
Therefore, appropriate drive control of the motor M according to the driving state of the vehicle becomes possible.

b) The control device for the electric vehicle includes:
The control unit 50 is characterized in that the operating state is set to the first operation mode when a low rotation and low output is requested, and is set to the second operation mode when a low rotation and high output is requested.
Therefore, at the time of requesting low rotation and low output, by operating only the first inverter 20, it is possible to obtain the necessary driving torque and to suppress the loss.
Further, when a low rotation high output request and a high rotation high output request are made, both inverters 20 and 30 can be operated simultaneously to obtain a necessary high driving torque even though the booster circuit is not provided.

(Other embodiments)
Next, a power conversion device according to another embodiment will be described.
In the description of the other embodiments, the same reference numerals are given to the same components as those already described, and the description will be omitted, and only the differences will be described.
(Embodiment 2)
The power conversion device B according to the second embodiment shown in FIG. 6 has a charging function.
That is, the power conversion device B includes an external charging terminal 201 for charging. The external charging terminal 201 includes a first terminal (positive electrode) 201 a and a second terminal (negative electrode) 201 b connected to the input side of the second inverter 30. A switch element 202 is provided in series between the first terminal 201 a and the second inverter 30. Further, a diode 203 is connected in antiparallel between the input terminals of the second inverter 30.

Since the operation | movement at the time of driving | running | working of the above-mentioned power converter device B is the same as that of Embodiment 1, description is abbreviate | omitted and it demonstrates at the time of charge.
At the time of charging, the second inverter 30 is operated to either boost (charge by boosting a power supply voltage lower than that of the battery BA) or decrease (charge by lowering the power supply voltage higher than the battery BA). be able to. In the following, description will be made for each case.

(When low voltage power supply is connected)
When a low-voltage power supply is connected to the battery BA, the switch element 202 remains in an on state, and the reactor 34 of the second inverter 30 and the switch elements 31a, 32a, 33a on the upper arms side of the switching circuits 31 to 33 are connected. And operate as a step-up chopper circuit. Since this output power is not rectified as direct current, power is transmitted from the second coil 11b of the motor M to the coil 11a. The battery BA can be charged by the regenerative operation of the first inverter 20.

(When high voltage power supply is connected)
When a higher voltage power supply than the battery BA is connected to the external charging terminal 201, the switching element 202, the reactor 34 of the second inverter 30, and the diode 203 are operated as a step-down chopper circuit. As a result, the battery BA can be charged in the same manner as when the low voltage power supply is connected. When such an operation is performed, the diode 40 between the battery BA and the second inverter 30 can be a second switch element having an off function.

(Effect of Embodiment 2)
2-1) The power converter of Embodiment 2 is
The external charging terminal 201 is connected to the input side of the second inverter 30 via the switch element 202.
A diode 203 is connected in antiparallel between the input terminals of the second inverter 30.
Therefore, charging from either a high-voltage power supply or a low-voltage power supply is possible with only the addition of the switch element 202 and the diode 203 rather than the battery BA. Therefore, the cost can be reduced and the vehicle weight can be reduced by simplifying the configuration.
That is, usually, for charging, a vehicle is equipped with a charger equipped with a chopper circuit and a transformer, and further, an insulation transformer for ensuring insulation is necessary, and this is always mounted on the vehicle. There is a need. In the second embodiment, by using the second inverter 30, it is possible to omit these configurations dedicated to charging.

(Embodiment 3)
The power conversion device C according to the third embodiment shown in FIG. 7 is an example in which the reactor 300 of the second inverter 30 can be used for charging.

  The reactor 300 includes a magnetic body 301 and a winding 302. Moreover, the magnetic body 301 is formed in a hat cross-sectional shape, the winding 302 is wound around the cylindrical portion 301a, and the end surface 301b (see FIG. 8) is used as a connection portion during charging. The end surface 301b is disposed in the vicinity of the outer surface of the vehicle body so that it can be connected to the external charger D outside the vehicle during charging. For example, the end surface 301b is exposed to the outside of the vehicle by opening and closing the lid (not shown) and It is preferable to be able to switch to a broken state. A diode 303 is connected in antiparallel between the input terminals of the second inverter 30.

  FIG. 8 is a circuit diagram showing the external charger D, and the external charger D includes an AC-DC converter 310 and a DC-DC converter 320. The DC-DC conversion unit 320 includes a reactor 330. Note that the AC-DC converter 310 includes switching circuits 311, 312, and 313. The DC-DC converter 320 includes switching circuits 321 and 322 and a capacitor 323.

  Reactor 330 has the same structure as reactor 300 of second inverter 30, and has a magnetic body (second magnetic body) 331 and a winding (second winding) wound around cylindrical portion 331 a of magnetic body 331. 332). And the end surface 331b of the cylindrical part 331a is taken as the connection part at the time of charge.

  The DC-DC conversion unit 320 itself does not have a DC-DC conversion function, but in cooperation with the second inverter 30 in a connected state with the second inverter 30, the DC-DC conversion function. Demonstrate.

  That is, at the time of charging, as shown in FIG. 8, the end surface 331 b of the cylindrical portion 331 a of the reactor 330 of the external charger D is opposed to the end surface 301 b of the reactor 300 of the second inverter 30, and both are brought into close contact with each other.

  Thereby, a transformer is formed by both reactors 300 and 330, and the voltage converted into a predetermined DC voltage in DC-DC converter 320 of external charger D is further converted into a predetermined voltage in both reactors 300 and 330. And input to the second inverter 30.

Then, similarly to the second embodiment, the second inverter 30 can be operated as a chopper circuit, and the battery BA can be charged via both coils 11a and 11b of the motor M.
Therefore, also in the third embodiment, similarly to the above 2-1), it is possible to reduce the cost and reduce the vehicle weight by simplifying the configuration.

Furthermore, the effects described below also occur in the third embodiment.
In general, when a large amount of electric power is to be charged via an external charging port, a connector and a cable connecting the power conversion device and the external charger are increased in size. This is due to Joule heat generated by flowing a large current. If the current increases to some extent, charging itself becomes difficult because the heat dissipation performance for heat generation cannot catch up.

On the other hand, in the third embodiment, the current itself is not received, and the magnetic flux generated by causing the reactor 300 in the power conversion device C and the reactor 330 in the port portion of the external charger D to perform a transformer operation in close contact or close to each other. Power is supplied by sharing.
Therefore, a situation such as heat generation due to Joule loss for passing current through the cable hardly occurs. Therefore, high-power charging can be performed without requiring many additional parts for heat dissipation measures, and low-cost charging becomes possible.

Below, the effect of the power converter device C of Embodiment 3 is described.
3-1) The power conversion device C according to the third embodiment is
The reactor 300 of the second inverter 30 includes a (first) magnetic body 301 and a (first) winding 302 wound around the (first) magnetic body 301.
The (first) magnetic body 301 is formed so as to be able to constitute a transformer in contact with the (second) magnetic body 331 around which the (second) winding 332 of the reactor 330 of the external charger D is wound. It is characterized by being.
Therefore, the cost can be reduced and the vehicle weight can be reduced by simplifying the configuration.
In addition, it is unlikely to generate heat due to Joule loss that causes current to flow through the cable, and high-power charging can be performed without requiring many additional parts for heat dissipation measures, thus enabling low-cost charging. .

  As mentioned above, although the power converter device and the control apparatus of the electric vehicle of this invention were demonstrated based on embodiment, it is not restricted to this embodiment about a concrete structure, Each claim of a claim Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

For example, in the embodiment, in the motor as an AC electric motor, an example in which the first winding and the second winding are double wound (parallel winding) in one tooth is shown, but the present invention is not limited to this. For example, the first winding and the second winding may be wound independently on different teeth in the same phase.
The electric vehicle includes a hybrid vehicle having an engine as a drive source in addition to a vehicle using only an AC motor as a drive source.

11 Teeth 11a First coil (first winding)
11b Second coil (second winding)
20 First inverter 30 Second inverter 40 Diode 50 Control unit (mode switching control device)
200 External Charging Terminal 202 Switch Element 203 Diode 300 Reactor 301 (First) Magnetic Body 302 (First) Winding 330 Reactor 331 (Second) Magnetic Body 332 (Second) Winding A Power Converter B Power converter BA battery (DC power supply)
C Power converter D External charger M Motor (AC motor)

Claims (6)

A power conversion device that performs power conversion between an AC motor and a DC power source,
A voltage-type first inverter having an input side connected to the DC power supply and an output side connected to a first winding of the AC motor;
A current-type second inverter having an input side connected in parallel to the first inverter and an output side connected to a second winding in phase with the first winding with respect to the DC power supply;
A diode connected in a forward direction between the DC power source and the second inverter;
A power conversion device comprising: The power conversion device according to claim 1,
The power converter according to claim 1, wherein the first winding and the second winding are provided to share the magnetic flux in the same tooth of the AC motor. In the power converter device according to claim 1 or 2,
An external charging terminal is connected to the input side of the second inverter via a switching element,
A diode is connected in antiparallel between the input terminals of the second inverter. In the power converter device according to claim 1 or 2,
The reactor of the second inverter includes a first magnetic body and a first winding wound around the first magnetic body,
The said 1st magnetic body is formed so that a transformer can be comprised in contact with the 2nd magnetic body by which the 2nd coil | winding of the reactor of the external charger was wound. A control device for an electric vehicle that uses the power conversion device according to any one of claims 1 to 4 to control the AC motor as a vehicle drive source,
In accordance with the operating state of the electric vehicle, a first operation mode in which power is supplied to the first winding only through the first inverter, and the first winding through the first inverter. An electric vehicle comprising: a mode switching control device capable of switching between a second operation mode for simultaneously executing power supply to the second winding and power supply to the second winding via the second inverter. Control device. In the control apparatus of the electric vehicle according to claim 5,
The mode switching control device is set to the first operation mode when a low rotation / low output request is made and to the second operation mode when a low rotation / high output request and a high rotation / high output request are made. A control device for an electric vehicle.