JP2019202603A - Rotary electric machine control device - Google Patents

Rotary electric machine control device Download PDF

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JP2019202603A
JP2019202603A JP2018097982A JP2018097982A JP2019202603A JP 2019202603 A JP2019202603 A JP 2019202603A JP 2018097982 A JP2018097982 A JP 2018097982A JP 2018097982 A JP2018097982 A JP 2018097982A JP 2019202603 A JP2019202603 A JP 2019202603A
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frequency
carrier wave
fundamental frequency
rotating electrical
electrical machine
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JP7187818B2 (en
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晴美 堀畑
Harumi Horihata
晴美 堀畑
哲生 森田
Tetsuo Morita
哲生 森田
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Denso Corp
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Denso Corp
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

To provide a rotary electric machine control device which so makes electromagnetic noise, which can be generated when driving a rotary electric machine, as to be less noticeable.SOLUTION: A rotary electric machine control device (40) is applied to a vehicle (100) comprising an internal combustion engine (101), a rotary electric machine (20), and inverters (31, 32) which drive the rotary electric machine. This control device comprises a PWM control part (40) which generates PWM pulse on the basis of a carrier wave, outputs said PWM pulse to the inverter, and controls the rotary electric machine. A fundamental frequency of the carrier wave is set according to a frequency within a prescribed frequency setting range at which a sound pressure level of noise, which is generated in the vehicle in which the internal combustion engine is in a prescribed drive state and the rotary electric machine is in a prescribed power generation state, is equal to or higher than a threshold value.SELECTED DRAWING: Figure 1

Description

本発明は、回転電機の制御装置に関するものである。   The present invention relates to a control device for a rotating electrical machine.

従来、回転電機に用いられる電力変換器（インバータ）に対して、パルス幅変調制御（ＰＷＭ制御）を実施することが行われている。ＰＷＭ制御が行われる回転電機の中には、回路素子の発熱等の問題により、搬送波（キャリア）の周波数を１０．０ｋＨｚ以下としてインバータを駆動させている場合がある。この周波数帯域は、人間の可聴周波数帯域に含まれているため、搬送波に基づく電磁騒音によりドライバに不快感を与える虞がある。   Conventionally, pulse width modulation control (PWM control) has been performed on a power converter (inverter) used in a rotating electrical machine. Some rotating electrical machines that perform PWM control may drive an inverter with a carrier frequency set to 10.0 kHz or less due to problems such as heat generation of circuit elements. Since this frequency band is included in the human audible frequency band, there is a possibility that the driver may feel uncomfortable due to electromagnetic noise based on the carrier wave.

そこで、回転電機の電磁騒音の低減を図るように、ＰＷＭインバータの駆動を制御する制御装置が提案されている（例えば、特許文献１）。特許文献１の制御装置では、キャリア周波数をランダムに変化させて（拡散させて）、回転電機の電磁騒音を低減している。   Therefore, a control device that controls the drive of the PWM inverter has been proposed so as to reduce the electromagnetic noise of the rotating electrical machine (for example, Patent Document 1). In the control device of Patent Document 1, the carrier noise is randomly changed (diffused) to reduce the electromagnetic noise of the rotating electrical machine.

特開２０１２−１７１３６９号公報JP 2012-171369 A

上述したような方法で電磁騒音を低減した場合、車両が走行中である場合など、電磁騒音以外の騒音が大きい場合には、搬送波による電磁騒音が気になることがない。しかしながら、例えば、エンジンがアイドリング状態で、車両が停止している場合には、電磁騒音が相対的に大きくなり、ドライバに不快感を与える可能性がある。   When electromagnetic noise is reduced by the above-described method, when noise other than electromagnetic noise is large, such as when the vehicle is traveling, electromagnetic noise due to the carrier wave is not a concern. However, for example, when the engine is idling and the vehicle is stopped, electromagnetic noise becomes relatively large, which may cause driver discomfort.

本発明は、上記事情に鑑みてなされたものであり、その主たる目的は、回転電機を駆動する場合に発生しうる電磁騒音を目立たなくさせる回転電機の制御装置を提供することにある。   The present invention has been made in view of the above circumstances, and a main object of the present invention is to provide a control device for a rotating electrical machine that makes inconspicuous electromagnetic noise that may occur when the rotating electrical machine is driven.

上記課題を解決するため、第１の手段は、内燃機関と、回転電機と、前記回転電機を駆動させるインバータと、を備える車両に適用される回転電機の制御装置において、搬送波に基づいてＰＷＭパルスを生成し、前記インバータに対して当該ＰＷＭパルスを出力して、前記回転電機を制御するＰＷＭ制御部を備え、所定の周波数設定範囲内の周波数であって、前記内燃機関が所定の駆動状態であり、かつ、前記回転電機が所定の発電状態である前記車両において発生する騒音の音圧レベルが閾値以上となる周波数に合わせて、前記搬送波の基本周波数が設定されている。   In order to solve the above-described problem, the first means is a PWM pulse generator based on a carrier wave in a controller for a rotating electrical machine applied to a vehicle including an internal combustion engine, a rotating electrical machine, and an inverter that drives the rotating electrical machine. And a PWM control unit that controls the rotating electrical machine by outputting the PWM pulse to the inverter, and has a frequency within a predetermined frequency setting range, and the internal combustion engine is in a predetermined driving state. In addition, the fundamental frequency of the carrier wave is set in accordance with a frequency at which the sound pressure level of noise generated in the vehicle in which the rotating electrical machine is in a predetermined power generation state is equal to or higher than a threshold value.

搬送波に基づく電磁騒音の音圧レベルは、一般的に、搬送波の基本周波数において最も高くなる。そこで、内燃機関が所定の駆動状態であって、かつ、回転電機が所定の発電状態である車両において発生する騒音における音圧レベルが閾値以上となる周波数に合わせて、搬送波の基本周波数を設定した。これにより、電磁騒音が車両の騒音に紛れて目立たなくすることができる。   The sound pressure level of electromagnetic noise based on a carrier wave is generally highest at the fundamental frequency of the carrier wave. Therefore, the basic frequency of the carrier wave is set in accordance with the frequency at which the sound pressure level in the noise generated in the vehicle in which the internal combustion engine is in a predetermined driving state and the rotating electrical machine is in the predetermined power generation state is equal to or higher than a threshold value. . Thereby, electromagnetic noise can be made indistinguishable by being mixed with vehicle noise.

回転電機ユニットを示す構成図。The block diagram which shows a rotary electric machine unit. 回転電機ユニットの電気的構成を示す図。The figure which shows the electrical constitution of a rotary electric machine unit. （ａ）は、測音マイクの配置を示す側面図であり、（ｂ）は測音マイクの配置を示す平面図。(A) is a side view which shows arrangement | positioning of a sound measurement microphone, (b) is a top view which shows arrangement | positioning of a sound measurement microphone. 搬送波の周波数の拡散幅を示す図。The figure which shows the spreading | diffusion width of the frequency of a carrier wave. （ａ）は、従来における電磁騒音の波形を示し、（ｂ）は、本実施例における電磁騒音の波形を示す図。(A) shows the waveform of the conventional electromagnetic noise, (b) is a figure which shows the waveform of the electromagnetic noise in a present Example.

以下、実施形態について図に基づいて説明する。なお、以下の各実施形態相互において、互いに同一もしくは均等である部分には、図中、同一符号を付してある。本実施形態にかかる回転電機ユニット１０について説明する。回転電機ユニット１０は、図１に示すような内燃機関としてのエンジン１０１を有するハイブリット車両などの車両１００に適用される。   Hereinafter, embodiments will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals in the drawings. The rotating electrical machine unit 10 according to the present embodiment will be described. The rotating electrical machine unit 10 is applied to a vehicle 100 such as a hybrid vehicle having an engine 101 as an internal combustion engine as shown in FIG.

回転電機ユニット１０は、回転電機としての交流モータ（以下、単にモータ２０）と、電力変換装置としてのインバータ３１，３２と、モータ２０の作動を制御する制御装置としてのＥＣＵ４０とを備えている。回転電機ユニット１０は、モータ機能付き発電機であり、機電一体型のＩＳＧ（Integrated Starter Generator）として構成されている。   The rotating electrical machine unit 10 includes an AC motor (hereinafter simply referred to as a motor 20) as a rotating electrical machine, inverters 31 and 32 as power converters, and an ECU 40 as a control device that controls the operation of the motor 20. The rotating electrical machine unit 10 is a generator with a motor function, and is configured as an electromechanically integrated ISG (Integrated Starter Generator).

モータ２０の回転軸は、エンジン１０１のエンジン出力軸（図示しない）に対してベルトにより駆動連結されている。エンジン出力軸の回転によってモータ２０の回転軸が回転する一方、モータ２０の回転軸の回転によってエンジン出力軸が回転する。つまり、回転電機ユニット１０は、エンジン出力軸や車軸の回転により発電（回生発電）を行う発電機能と、エンジン出力軸に回転力を付与する力行機能とを備えている。また、モータ２０は、２組の３相巻線を有する固定子と、８極対の磁石部（永久磁石又は界磁巻線）を有する回転子を備える。   The rotation shaft of the motor 20 is drivingly connected to an engine output shaft (not shown) of the engine 101 by a belt. The rotation shaft of the motor 20 is rotated by the rotation of the engine output shaft, while the engine output shaft is rotated by the rotation of the rotation shaft of the motor 20. That is, the rotating electrical machine unit 10 includes a power generation function that generates power (regenerative power generation) by rotating the engine output shaft and the axle, and a power running function that applies rotational force to the engine output shaft. The motor 20 includes a stator having two sets of three-phase windings and a rotor having an 8-pole pair of magnet parts (permanent magnets or field windings).

ここで、回転電機ユニット１０の電気的構成について図２を用いて説明する。図２では、モータ２０の固定子巻線２１（電機子巻線）として２組の３相巻線２１ａ，２１ｂが示されており、３相巻線２１ａはＵ相巻線、Ｖ相巻線及びＷ相巻線よりなり、３相巻線２１ｂはＸ相巻線、Ｙ相巻線及びＺ相巻線よりなる。３相巻線２１ａ，２１ｂごとに、第１インバータ３１と第２インバータ３２とがそれぞれ設けられている。インバータ３１，３２は、相巻線の相数と同数の上下アームを有するフルブリッジ回路により構成されており、各アームに設けられたスイッチ（半導体スイッチング素子）のオンオフにより、固定子巻線２１の各相巻線において通電電流が調整される。   Here, the electrical configuration of the rotating electrical machine unit 10 will be described with reference to FIG. In FIG. 2, two sets of three-phase windings 21a and 21b are shown as the stator winding 21 (armature winding) of the motor 20, and the three-phase winding 21a includes a U-phase winding and a V-phase winding. The three-phase winding 21b is composed of an X-phase winding, a Y-phase winding, and a Z-phase winding. A first inverter 31 and a second inverter 32 are provided for each of the three-phase windings 21a and 21b. The inverters 31 and 32 are constituted by a full bridge circuit having the same number of upper and lower arms as the number of phases of the phase windings, and the stator windings 21 of the stator windings 21 are turned on and off by switches (semiconductor switching elements) provided in the respective arms. The energization current is adjusted in each phase winding.

各インバータ３１，３２には、直流電源５０と平滑用のコンデンサ５１とが並列に接続されている。直流電源５０は、例えば複数の単電池が直列接続された組電池により構成されている。   A DC power supply 50 and a smoothing capacitor 51 are connected in parallel to each of the inverters 31 and 32. The DC power supply 50 is constituted by, for example, an assembled battery in which a plurality of single cells are connected in series.

ＥＣＵ４０は、ＣＰＵや各種メモリからなるマイコンを備えており、各種機能を備える。各種機能は、ＣＰＵが、各種メモリ等に記憶されたプログラムを実行することにより実現する。なお、これらの機能は、ハードウェアである電子回路によって実現されてもよく、あるいは、少なくとも一部をソフトウェア、すなわちコンピュータ上で実行される処理によって実現されてもよい。   The ECU 40 includes a microcomputer including a CPU and various memories, and has various functions. Various functions are realized by the CPU executing programs stored in various memories. Note that these functions may be realized by an electronic circuit that is hardware, or may be realized at least partly by software, that is, processing executed on a computer.

例えば、ＥＣＵ４０は、回転電機ユニット１０における各種の検出情報や、力行駆動及び発電の要求に基づいて、インバータ３１，３２における各スイッチのオンオフにより通電制御を実施する。回転電機ユニット１０の検出情報には、例えば、レゾルバ等の角度検出器により検出される回転子の回転角度（電気角情報）や、電圧センサにより検出される電源電圧（インバータ入力電圧）、電流センサにより検出される各相の通電電流が含まれる。ＥＣＵ４０は、インバータ３１，３２の各スイッチを操作する操作信号を生成して出力する。なお、発電の要求は、例えば回転電機ユニット１０が車両用動力源として用いられる場合、回生駆動の要求である。   For example, the ECU 40 performs energization control by turning on / off each switch in the inverters 31 and 32 based on various detection information in the rotating electrical machine unit 10 and requests for powering driving and power generation. The detection information of the rotating electrical machine unit 10 includes, for example, a rotor rotation angle (electrical angle information) detected by an angle detector such as a resolver, a power supply voltage (inverter input voltage) detected by a voltage sensor, and a current sensor. The energization current of each phase detected by is included. ECU 40 generates and outputs an operation signal for operating each switch of inverters 31 and 32. In addition, the request | requirement of electric power generation is a request | requirement of regenerative drive, for example, when the rotary electric machine unit 10 is used as a motive power source for vehicles.

第１インバータ３１は、Ｕ相、Ｖ相及びＷ相からなる３相において、上アームスイッチＳｐと下アームスイッチＳｎとの直列接続体をそれぞれ備えている。各相の上アームスイッチＳｐの高電位側端子は直流電源５０の正極端子に接続され、各相の下アームスイッチＳｎの低電位側端子は直流電源５０の負極端子（グランド）に接続されている。各相の上アームスイッチＳｐと下アームスイッチＳｎとの間の中間接続点には、それぞれＵ相巻線、Ｖ相巻線、Ｗ相巻線の一端が接続されている。これら各相巻線は星形結線（Ｙ結線）されており、各相巻線の他端は中性点にて互いに接続されている。   The first inverter 31 includes a series connection body of an upper arm switch Sp and a lower arm switch Sn in three phases including a U phase, a V phase, and a W phase. The high potential side terminal of the upper arm switch Sp of each phase is connected to the positive terminal of the DC power supply 50, and the low potential side terminal of the lower arm switch Sn of each phase is connected to the negative terminal (ground) of the DC power supply 50. . One end of a U-phase winding, a V-phase winding, and a W-phase winding is connected to an intermediate connection point between the upper arm switch Sp and the lower arm switch Sn of each phase. These phase windings are connected in a star shape (Y connection), and the other ends of the phase windings are connected to each other at a neutral point.

第２インバータ３２は、第１インバータ３１と同様の構成を有しており、Ｘ相、Ｙ相及びＺ相からなる３相において、上アームスイッチＳｐと下アームスイッチＳｎとの直列接続体をそれぞれ備えている。各相の上アームスイッチＳｐの高電位側端子は直流電源５０の正極端子に接続され、各相の下アームスイッチＳｎの低電位側端子は直流電源５０の負極端子（グランド）に接続されている。各相の上アームスイッチＳｐと下アームスイッチＳｎとの間の中間接続点には、それぞれＸ相巻線、Ｙ相巻線、Ｚ相巻線の一端が接続されている。これら各相巻線は星形結線（Ｙ結線）されており、各相巻線の他端は中性点で互いに接続されている。   The second inverter 32 has the same configuration as that of the first inverter 31. In the three phases including the X phase, the Y phase, and the Z phase, the series connection bodies of the upper arm switch Sp and the lower arm switch Sn are respectively provided. I have. The high potential side terminal of the upper arm switch Sp of each phase is connected to the positive terminal of the DC power supply 50, and the low potential side terminal of the lower arm switch Sn of each phase is connected to the negative terminal (ground) of the DC power supply 50. . One end of an X-phase winding, a Y-phase winding, and a Z-phase winding is connected to an intermediate connection point between the upper arm switch Sp and the lower arm switch Sn of each phase. These phase windings are connected in a star shape (Y connection), and the other ends of the phase windings are connected to each other at a neutral point.

次に、Ｕ，Ｖ，Ｗ相の各相電流を制御する電流制御処理について説明する。ＥＣＵ４０は、回転電機ユニット１０に対する力行トルク指令値又は発電トルク指令値や、電気角を時間微分して得られる電気角速度に基づいて、Ｕ相、Ｖ相及びＷ相の指令電圧を決定する。なお、発電トルク指令値は、例えば回転電機ユニット１０が車両用動力源として用いられる場合、回生トルク指令値である。   Next, a current control process for controlling each phase current of the U, V, and W phases will be described. The ECU 40 determines U-phase, V-phase, and W-phase command voltages based on the power running torque command value or the power generation torque command value for the rotating electrical machine unit 10 and the electrical angular velocity obtained by time differentiation of the electrical angle. The power generation torque command value is a regenerative torque command value when the rotating electrical machine unit 10 is used as a vehicle power source, for example.

そして、ＥＣＵ４０は、周知の三角波キャリア比較方式を用い、３相の指令電圧に基づいて、第１インバータ３１の操作信号を生成する。具体的には、ＥＣＵ４０は、３相の指令電圧を電源電圧で規格化した信号と、三角波信号等の搬送波としてのキャリア信号との大小比較に基づくＰＷＭ制御により、各相における上下アームのスイッチ操作信号（デューティ信号）を生成する。そして、ＥＣＵ４０は、生成されたスイッチ操作信号に基づいて、各インバータ３１，３２における各３相のスイッチＳｐ，Ｓｎをオンオフさせる。なお、Ｘ，Ｙ，Ｚ相側の電流制御処理も同様であるため、説明を省略する。これにより、モータ２０を制御する。以上のように、ＥＣＵ４０は、搬送波に基づいてＰＷＭパルスを生成し、インバータ３１，３２に対して当該ＰＷＭパルスを出力して、モータ２０を制御するＰＷＭ制御部４１としての機能を有する。   Then, the ECU 40 generates an operation signal for the first inverter 31 based on the three-phase command voltage using a known triangular wave carrier comparison method. Specifically, the ECU 40 performs the switch operation of the upper and lower arms in each phase by PWM control based on a size comparison between a signal obtained by standardizing a three-phase command voltage with a power supply voltage and a carrier signal as a carrier wave such as a triangular wave signal. A signal (duty signal) is generated. Then, the ECU 40 turns on and off the three-phase switches Sp and Sn in the inverters 31 and 32 based on the generated switch operation signal. Since the current control process on the X, Y, and Z phase sides is the same, the description thereof is omitted. Thereby, the motor 20 is controlled. As described above, the ECU 40 has a function as the PWM control unit 41 that generates the PWM pulse based on the carrier wave, outputs the PWM pulse to the inverters 31 and 32, and controls the motor 20.

ところで、本実施形態の回転電機ユニット１０では、インバータ３１，３２の回路素子等の発熱を考慮して、搬送波（キャリア）のキャリア周波数を１０．０ｋＨｚ以下としている。この周波数帯域は、人間の可聴周波数帯域に含まれているため、搬送波に基づく電磁騒音によりドライバに不快感を与える虞がある。特に、エンジン１０１がアイドリング状態で、車両１００が停止している場合のように、エンジン１０１の駆動に基づく車両走行中である場合と比較して車両１００における騒音そのものが小さい場合、電磁騒音が相対的に大きくなり目立つ場合がある。そこで、電磁騒音を目立たなくするため、以下のように構成した。   By the way, in the rotary electric machine unit 10 of this embodiment, the carrier frequency of the carrier wave (carrier) is set to 10.0 kHz or less in consideration of heat generation of the circuit elements of the inverters 31 and 32. Since this frequency band is included in the human audible frequency band, there is a possibility that the driver may feel uncomfortable due to electromagnetic noise based on the carrier wave. In particular, when the noise in the vehicle 100 is small as compared with the case where the vehicle is running based on the driving of the engine 101, such as when the engine 101 is idling and the vehicle 100 is stopped, the electromagnetic noise is relatively low. May become large and stand out. Therefore, in order to make the electromagnetic noise inconspicuous, the following configuration is adopted.

まず、搬送波に基づく回転電機ユニット１０の電磁騒音について説明する。電磁騒音は、所定の測定条件下で、測定される回転電機ユニット１０の騒音である。所定の測定条件とは、例えば、アイドリング状態など、低負荷でモータ２０を駆動させるような条件である。例えば、モータ２０の回転数が１８００回転（エンジン１０１の回転数でいえば、７５０ｒｐｍに相当）で、回転電機ユニット１０への印加電圧が１４．５Ｖで、出力電流が２５Ａである条件である。測定した電磁騒音をスペクトル解析すると、搬送波に基づく電磁騒音は、搬送波の基本周波数において、その音圧レベルが最も高くなる。また、搬送波の第ｎ次高調波（ｎは２以上）においても、他の周波数（ただし、基本周波数を除く）と比較して、その音圧レベルが高くなっている。   First, the electromagnetic noise of the rotating electrical machine unit 10 based on the carrier wave will be described. The electromagnetic noise is noise of the rotating electrical machine unit 10 that is measured under a predetermined measurement condition. The predetermined measurement condition is, for example, a condition for driving the motor 20 with a low load such as an idling state. For example, the motor 20 has a rotation speed of 1800 rotations (corresponding to 750 rpm in terms of the rotation speed of the engine 101), a voltage applied to the rotating electrical machine unit 10 is 14.5V, and an output current is 25A. When the measured electromagnetic noise is subjected to spectrum analysis, the electromagnetic noise based on the carrier wave has the highest sound pressure level at the fundamental frequency of the carrier wave. Also, the sound pressure level of the n-th harmonic (n is 2 or more) of the carrier wave is higher than other frequencies (excluding the fundamental frequency).

ここで、電磁騒音の測定方法について説明する。実車環境において、回転電機ユニット１０の電磁騒音（磁気音評価結果）を取得する。具体的には、防音室などで、回転電機ユニット１０（若しくはモータ２０）の単体評価を行う。その際、車両１００における回転電機ユニット１０の配置（角度や位置）や、乗員などの位置（座席位置等）を考慮して、測音マイクを配置する。   Here, a method for measuring electromagnetic noise will be described. In an actual vehicle environment, the electromagnetic noise (magnetic sound evaluation result) of the rotating electrical machine unit 10 is acquired. Specifically, single evaluation of the rotating electrical machine unit 10 (or the motor 20) is performed in a soundproof room or the like. At that time, the sound measurement microphone is arranged in consideration of the arrangement (angle and position) of the rotating electrical machine unit 10 in the vehicle 100 and the position (seat position and the like) of the passenger.

例えば、図３（ａ）に示すように、回転電機ユニット１０から所定距離（例えば、３０ｃｍ）程度離れた位置において、回転電機ユニット１０の水平面から所定角度（例えば、４５度）上方に、測音マイク７００ａ〜７００ｃを配置する。その際、図３（ｂ）に示すように、回転電機ユニット１０を中心として所定角度（例えば、４５度）間隔で複数（本実施形態では３つ）の測音マイク７００ａ〜７００ｃを設けることが望ましい。その際、モータ２０の回転軸の径方向外側において、複数の測音マイク７００ａ〜７００ｃが、回転軸の軸方向に沿って配置されることが望ましい。そして、複数の測音マイク７００ａ〜７００ｃが計測した音圧レベルの平均を、電磁騒音の測定結果として取得することが望ましい。   For example, as shown in FIG. 3 (a), sound measurement is performed at a position away from the rotating electrical machine unit 10 by a predetermined distance (for example, 30 cm) upward from the horizontal plane of the rotating electrical machine unit 10 by a predetermined angle (for example, 45 degrees). Microphones 700a to 700c are arranged. At that time, as shown in FIG. 3B, a plurality of (three in the present embodiment) sound measuring microphones 700a to 700c are provided at a predetermined angle (for example, 45 degrees) with the rotating electrical machine unit 10 as the center. desirable. At this time, it is desirable that the plurality of sound measuring microphones 700 a to 700 c be arranged along the axial direction of the rotation shaft on the radially outer side of the rotation shaft of the motor 20. And it is desirable to acquire the average of the sound pressure levels measured by the plurality of sound measuring microphones 700a to 700c as the measurement result of the electromagnetic noise.

次に、車両１００における騒音について説明する。本実施形態における車両１００における騒音は、エンジン１０１が所定の駆動状態である車両１００において発生する騒音のことである。より詳しくは、エンジン１０１がアイドリング状態で、車両１００が停止している場合において、車両１００で発生する騒音を対象とする。この状態において、回転電機ユニット１０以外の車両設備から生じる騒音が最も小さいと考えられるからである。なお、エンジン１０１が所定の駆動状態である場合、回転電機ユニット１０は、所定の発電状態となっている。所定の発電状態とは、回転電機ユニット１０がＰＷＭ制御を行わずに発電している状態のことであり、具体的には、回転速度に同期した電力を発電する同期発電状態（又はオルタネータ発電状態）のことである。   Next, noise in the vehicle 100 will be described. The noise in the vehicle 100 in the present embodiment is noise generated in the vehicle 100 in which the engine 101 is in a predetermined driving state. More specifically, noise generated in the vehicle 100 when the engine 101 is idling and the vehicle 100 is stopped is targeted. This is because in this state, the noise generated from the vehicle equipment other than the rotating electrical machine unit 10 is considered to be the smallest. When the engine 101 is in a predetermined driving state, the rotating electrical machine unit 10 is in a predetermined power generation state. The predetermined power generation state is a state in which the rotating electrical machine unit 10 is generating power without performing PWM control, and specifically, a synchronous power generation state (or an alternator power generation state) that generates power synchronized with the rotation speed. ).

ここで、車両１００における騒音の測定方法について説明する。実車環境において、エンジン１０１による騒音を測定する。前述したように、車両１００の停止中、エンジン１０１がアイドリング状態（無負荷運転状態）において、回転電機ユニット１０にＰＷＭ制御によらない発電を行わせ、エンジン１０１単体の騒音を測定する。つまり、エンジン１０１の駆動中において、回転電機ユニット１０以外の車両設備により生じる騒音が最も小さくなるように、エンジン１０１以外の駆動を停止させて、騒音を測定する。その際、回転電機ユニット１０の電磁騒音を測定する場合と同様の方法でエンジン１０１の単体評価を行う。すなわち、車両１００におけるエンジン１０１の配置角度や、設置位置、乗員の位置等を考慮して、エンジン１０１から所定距離（例えば、３０ｃｍ）程度離れた位置において、エンジン１０１の水平面から所定角度（例えば、４５度）上方に、測音マイク７００ａ〜７００ｃを配置する。その際、エンジン１０１を中心として所定角度（例えば、４５度）間隔で複数（本実施形態では３つ）の測音マイク７００ａ〜７００ｃを設け、測定した音圧レベルの平均を、車両１００における騒音の測定結果として取得することが望ましい。このように測定された騒音を、以下では、単に車両１００における騒音と示す。   Here, a method for measuring noise in the vehicle 100 will be described. Noise in the engine 101 is measured in an actual vehicle environment. As described above, while the vehicle 100 is stopped, when the engine 101 is in the idling state (no-load operation state), the rotating electrical machine unit 10 is caused to generate power without PWM control, and the noise of the engine 101 alone is measured. That is, during driving of the engine 101, driving other than the engine 101 is stopped and noise is measured so that noise generated by vehicle equipment other than the rotating electrical machine unit 10 is minimized. At that time, the single evaluation of the engine 101 is performed by the same method as that for measuring the electromagnetic noise of the rotating electrical machine unit 10. That is, in consideration of the arrangement angle of the engine 101 in the vehicle 100, the installation position, the position of the occupant, etc., at a position away from the engine 101 by a predetermined distance (for example, 30 cm), a predetermined angle (for example, from the horizontal plane of the engine 101) The sound measuring microphones 700a to 700c are arranged above (45 degrees). At that time, a plurality of (three in the present embodiment) sound measuring microphones 700 a to 700 c are provided at a predetermined angle (for example, 45 degrees) with the engine 101 as the center, and the average of the measured sound pressure levels is determined as noise in the vehicle 100. It is desirable to obtain it as a measurement result. The noise measured in this way is simply referred to as noise in the vehicle 100 below.

次に、上述した方法で測定した車両１００における騒音について、周波数スペクトル解析を行う。そして、所定の周波数設定範囲（以下、単に設定範囲と示す）内において、車両１００における騒音の音圧レベルが閾値以上となる周波数を特定する。閾値は、設定範囲内における車両１００における騒音の音圧レベルに基づき設定すればよく、例えば、設定範囲内における車両１００における騒音の音圧レベルにおいて、上位数％に相当する値（例えば、４５ｄＢ）が設定される。   Next, frequency spectrum analysis is performed on the noise in the vehicle 100 measured by the method described above. Then, the frequency at which the sound pressure level of the noise in the vehicle 100 is equal to or higher than the threshold is specified within a predetermined frequency setting range (hereinafter simply referred to as a setting range). The threshold value may be set based on the sound pressure level of noise in the vehicle 100 within the set range. For example, the threshold value is equivalent to the upper few percent in the sound pressure level of noise in the vehicle 100 within the set range (for example, 45 dB). Is set.

より好ましくは、設定範囲内において、車両１００における騒音の音圧レベルが閾値以上であって、増加から減少に変わる極大値（傾きが正から負へ変わる極大値）となる周波数を１又は複数特定する。以下では、車両１００における騒音において、音圧レベルの極大値及び当該極大値となる周波数により特定される点を、極大点と示す。設定範囲において、音圧レベルが閾値以上の極大点が所定数よりも多い場合には、音圧レベルが高いものから順に、上位数％の極大点を特定する。   More preferably, within the set range, one or a plurality of frequencies at which the sound pressure level of the noise in the vehicle 100 is equal to or greater than a threshold and becomes a maximum value that changes from increase to decrease (a maximum value that changes slope from positive to negative) are specified. To do. Below, in the noise in the vehicle 100, the point specified by the maximum value of the sound pressure level and the frequency at which the maximum value is obtained is referred to as the maximum point. In the setting range, when there are more local maximum points with a sound pressure level equal to or higher than the threshold value, the local maximum points of the upper few% are specified in order from the highest sound pressure level.

なお、設定範囲を数ｋＨｚの単位とした場合、０．１ｋＨｚ未満の違いは誤差として考えられることから、本実施形態において、０．１ｋＨｚ未満の違いは考慮しない。その際、０．１ｋＨｚ未満の位を、切り捨て、切り上げ、又は四捨五入してもよい。例えば、音圧レベルが閾値以上となる周波数が５．０５〜５．３４ｋＨｚの範囲である場合、閾値以上となる周波数は、５．１ｋＨｚ、５．２ｋＨｚ、５．３ｋＨｚとする。   In addition, when the setting range is a unit of several kHz, a difference of less than 0.1 kHz is considered as an error. Therefore, in this embodiment, a difference of less than 0.1 kHz is not considered. In that case, you may round down, round up, or round off the place below 0.1 kHz. For example, when the frequency at which the sound pressure level is equal to or higher than the threshold is in the range of 5.05 to 5.34 kHz, the frequency equal to or higher than the threshold is set to 5.1 kHz, 5.2 kHz, and 5.3 kHz.

ここで所定の周波数設定範囲（設定範囲）について説明する。設定範囲は、少なくとも人間の可聴周波数帯域内で設定される。可聴周波数帯域は、一般的には、０．０２ｋＨｚ（２０Ｈｚ）〜１０．０ｋＨｚ程度の範囲とされている。本実施形態においても可聴周波数帯域を、０．０２ｋＨｚ〜１０．０ｋＨｚの範囲であるとして説明する。   Here, the predetermined frequency setting range (setting range) will be described. The setting range is set at least within the human audible frequency band. The audible frequency band is generally in the range of about 0.02 kHz (20 Hz) to 10.0 kHz. In the present embodiment, the audible frequency band is described as being in the range of 0.02 kHz to 10.0 kHz.

ところで、前述したように、搬送波の第ｎ次高調波（以下、単に高調波と示す）においても、他の周波数と比較して、電磁騒音の音圧レベルが高くなる。また、搬送波の基本周波数が低くなりすぎても、モータ２０の制御性が悪くなる。このため、設定範囲は、搬送波が有する高調波の周波数が人間の可聴周波数帯域よりも高くなるような周波数帯域内とされることが望ましい。具体的には、５．０ｋＨｚよりも大きい周波数帯域で基本周波数を設定すれば、高調波（第２次高調波以上の高調波）が１０．０ｋＨｚよりも大きくなり、可聴周波数帯域外となる。そこで、本実施形態では、５．０ｋＨｚよりも大きい周波数帯域で設定範囲が定められている。   Incidentally, as described above, the sound pressure level of electromagnetic noise is higher in the n-th harmonic of the carrier wave (hereinafter simply referred to as harmonic) than in other frequencies. Further, even if the fundamental frequency of the carrier wave is too low, the controllability of the motor 20 is degraded. For this reason, it is desirable that the setting range be within a frequency band such that the frequency of the harmonics of the carrier wave is higher than the human audible frequency band. Specifically, if the fundamental frequency is set in a frequency band larger than 5.0 kHz, the harmonic (second harmonic or higher harmonic) becomes larger than 10.0 kHz and is outside the audible frequency band. Therefore, in the present embodiment, the setting range is defined in a frequency band greater than 5.0 kHz.

また、搬送波の基本周波数を大きくすると、スイッチング素子の発熱やコンデンサリプルが生じ、回転電機ユニット１０に異常が生じる可能性がある。このため、設定範囲は、回転電機ユニット１０の動作保証がされている範囲内とされることが望ましい。本実施形態において、モータ２０が力行駆動して車両１００を走行させる場合、搬送波の基本周波数を７．０ｋＨｚとしている。このため、本実施形態の設定範囲は、７．０ｋＨｚ以下の範囲とされる。   Further, when the fundamental frequency of the carrier wave is increased, there is a possibility that heat will be generated from the switching element and capacitor ripple will occur, and the rotating electrical machine unit 10 may be abnormal. For this reason, it is desirable that the setting range is within a range in which the operation of the rotating electrical machine unit 10 is guaranteed. In the present embodiment, when the motor 20 is driven to drive the vehicle 100, the fundamental frequency of the carrier wave is set to 7.0 kHz. For this reason, the setting range of this embodiment is set to a range of 7.0 kHz or less.

以上をまとめると、設定範囲として、５．０ｋＨｚ〜７．０ｋＨｚが定められる。この設定範囲内において、音圧レベルが閾値以上となる周波数を１又は複数特定する。より好ましくは、設定範囲内において、音圧レベルが閾値以上となって、かつ、極大値となる周波数を１又は複数特定する。その際、上記条件を満たす周波数が、所定数よりも多い場合（例えば、１００以上の場合）には、音圧レベルが高いものから順に、上位数％の周波数を特定する。この特定された周波数を、以下では、第１条件を満たす周波数と示す。   To summarize the above, 5.0 kHz to 7.0 kHz is determined as the setting range. Within this set range, one or a plurality of frequencies at which the sound pressure level is equal to or higher than the threshold value are specified. More preferably, one or a plurality of frequencies where the sound pressure level is equal to or higher than the threshold and has a maximum value within the set range are specified. At that time, when the number of frequencies satisfying the above condition is larger than a predetermined number (for example, 100 or more), the upper few% of the frequencies are specified in order from the highest sound pressure level. Hereinafter, this identified frequency is referred to as a frequency that satisfies the first condition.

ところで、後述するように、本実施形態では、搬送波の基本周波数を拡散させる。このため、拡散後の基本周波数の上限が回転電機ユニット１０の動作保証がされている範囲内となり、かつ、十分な拡散幅が取れることが望ましい。また、搬送波の基本周波数が低い方が、高い場合と比較して、発熱を抑えることができる。すなわち、設定範囲内において、なるべく基本周波数を小さくすることが望ましい。このため、第１条件を満たす周波数のうち、最も小さい周波数を基本周波数として決定することが望ましい。   By the way, as described later, in this embodiment, the fundamental frequency of the carrier wave is spread. For this reason, it is desirable that the upper limit of the fundamental frequency after spreading is within a range in which the operation of the rotating electrical machine unit 10 is guaranteed and a sufficient spreading width can be obtained. Also, heat generation can be suppressed when the fundamental frequency of the carrier wave is lower than when it is higher. That is, it is desirable to make the fundamental frequency as small as possible within the set range. For this reason, it is desirable to determine the lowest frequency among the frequencies satisfying the first condition as the fundamental frequency.

また、基本周波数が、モータ２０の相数の倍数又は極対数の倍数となると、共振が起こり、電磁騒音が大きくなる場合がある。このため、モータ２０の相数の倍数及び極対数の倍数とは異なる周波数となるように、基本周波数を設定することが望ましい。すなわち、第１条件を満たす周波数が複数ある場合、第１条件を満たす周波数のうち、モータ２０の相数の倍数及び極対数の倍数とは異なる周波数であって、かつ、その中で最も小さい周波数を基本周波数として決定することが望ましい。   Further, when the fundamental frequency is a multiple of the number of phases of the motor 20 or a multiple of the number of pole pairs, resonance may occur and electromagnetic noise may increase. For this reason, it is desirable to set the fundamental frequency so that the frequency is different from the multiple of the number of phases of the motor 20 and the multiple of the number of pole pairs. That is, when there are a plurality of frequencies satisfying the first condition, among the frequencies satisfying the first condition, the frequency is different from a multiple of the number of phases of the motor 20 and a multiple of the number of pole pairs, and the smallest frequency among them. Is preferably determined as the fundamental frequency.

すなわち、本実施形態のモータ２０は、２組の３相巻線を有する固定子と、８極対の磁石部（永久磁石又は界磁巻線）を有する回転子を備えている。このため、本実施形態において、例えば、第１条件を満たす周波数が、小さいものから順に、５．１ｋＨｚ、５．３ｋＨｚ、６．０ｋＨｚ、６．７ｋＨｚである場合、基本周波数を５．３ｋＨｚとすることが好ましい。   That is, the motor 20 of this embodiment includes a stator having two sets of three-phase windings and a rotor having an 8-pole magnet section (permanent magnet or field winding). Therefore, in this embodiment, for example, when the frequencies satisfying the first condition are 5.1 kHz, 5.3 kHz, 6.0 kHz, and 6.7 kHz in order from the smallest, the basic frequency is set to 5.3 kHz. It is preferable.

そして、周波数拡散部４２は、上述するように設定（決定）された基本周波数（図４に示すＸ）を中心として、所定の拡散幅（図４に示すＹ）で、搬送波の基本周波数を拡散させる。その際、拡散後の基本周波数の上限は、回転電機ユニット１０の動作保証がされている範囲内となることが望ましい。すなわち、拡散後の基本周波数の上限が７．０ｋＨｚ以下となるように、搬送波の基本周波数を拡散させることが望ましい。例えば、拡散前の基本周波数を５．３ｋＨｚとした場合、５．３ｋＨｚを中心とする３．６〜７．０ｋＨｚの範囲内で基本周波数を拡散させることが望ましい。   Then, the frequency spreading unit 42 spreads the fundamental frequency of the carrier wave with a predetermined spreading width (Y shown in FIG. 4) around the basic frequency (X shown in FIG. 4) set (determined) as described above. Let At this time, it is desirable that the upper limit of the fundamental frequency after spreading is within a range in which the operation of the rotating electrical machine unit 10 is guaranteed. That is, it is desirable to spread the fundamental frequency of the carrier wave so that the upper limit of the spread fundamental frequency is 7.0 kHz or less. For example, when the fundamental frequency before spreading is 5.3 kHz, it is desirable to spread the fundamental frequency within the range of 3.6 to 7.0 kHz centered at 5.3 kHz.

そして、周波数拡散部４２は、基本周波数を拡散させる場合、拡散後の各基本周波数において、搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベル以下となるように、基本周波数を拡散させる。より詳しく説明すると、拡散後の基本周波数として、選択される頻度（選択率）が多ければ多いほど、当該基本周波数における音圧レベルは高くなりやすくなる。一方、拡散後の基本周波数として、選択される頻度が少なければ少ないほど、当該基本周波数における音圧レベルは低くなりやすくなる。そこで、周波数拡散部４２は、拡散後の各基本周波数において、搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベル以下となるように、拡散後の基本周波数として選択される頻度（選択率）を設定する。   Then, when spreading the fundamental frequency, the frequency spreader 42 spreads the fundamental frequency so that the sound pressure level of the electromagnetic noise based on the carrier wave is equal to or lower than the sound pressure level of the noise in the vehicle 100 at each spread fundamental frequency. To diffuse. More specifically, as the frequency (selection rate) selected as the fundamental frequency after spreading increases, the sound pressure level at the fundamental frequency tends to increase. On the other hand, the lower the frequency selected as the fundamental frequency after spreading, the lower the sound pressure level at the fundamental frequency. Therefore, the frequency spreading unit 42 is selected as the fundamental frequency after spreading so that the sound pressure level of electromagnetic noise based on the carrier wave is equal to or lower than the sound pressure level of noise in the vehicle 100 at each fundamental frequency after spreading. Set the frequency (selection rate).

ところで、第１条件を満たす周波数近傍の周波数において、車両１００における騒音の音圧レベルが高いとは限らない。特に、第１条件を満たす周波数から離れれば離れるほど、車両１００における騒音の音圧レベルが低くなっている可能性がある。そこで、周波数拡散部４２は、図４に示すように、所定の拡散幅において、選択率が一律とならないようにしている。例えば、周波数拡散部４２は、拡散前の基本周波数（図４においてＸ）に対する周波数の差が小さいほど、拡散後の基本周波数として設定しやすくしている（選択率を高くしている）。すなわち、拡散前の基本周波数から周波数の差が大きいほど、電磁騒音の音圧レベルが低くなりやすいようにしている。なお、図４において、拡散後の基本周波数として設定可能な範囲は、矢印Ｙで示す。これにより、拡散後の各基本周波数において、搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベル以下となりやすくなる。特に、拡散前の基本周波数において、極大値を取り得るとき、拡散後の各基本周波数において、搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベル以下となりやすくなる。   By the way, the sound pressure level of the noise in the vehicle 100 is not necessarily high at frequencies near the frequency satisfying the first condition. In particular, there is a possibility that the sound pressure level of noise in the vehicle 100 becomes lower as the distance from the frequency satisfying the first condition increases. Therefore, as shown in FIG. 4, the frequency spreading unit 42 prevents the selectivity from being uniform over a predetermined spreading width. For example, the frequency spreading unit 42 makes it easier to set the fundamental frequency after spreading (the selectivity is increased) as the frequency difference with respect to the fundamental frequency before spreading (X in FIG. 4) is smaller. That is, the sound pressure level of electromagnetic noise is likely to be lower as the frequency difference from the fundamental frequency before spreading is larger. In FIG. 4, the range that can be set as the fundamental frequency after spreading is indicated by an arrow Y. Thereby, at each fundamental frequency after spreading, the sound pressure level of the electromagnetic noise based on the carrier wave tends to be equal to or lower than the sound pressure level of the noise in the vehicle 100. In particular, when a maximum value can be obtained at the fundamental frequency before spreading, the sound pressure level of electromagnetic noise based on the carrier wave tends to be lower than the sound pressure level of noise in the vehicle 100 at each fundamental frequency after spreading.

次に、本実施形態のように、搬送波の基本周波数を設定した場合における作用について従来例と比較して説明する。図５において、車両１００における騒音を破線で示す。図５に示すように、５．０ｋＨｚ〜７．０ｋＨｚの範囲では、５．３ｋＨｚや６．０ｋＨｚにおいて、車両１００における騒音の音圧レベルが、閾値以上であるものとして説明する。また、図５（ａ）に示す従来例では、４．２ｋＨｚを搬送波の基本周波数（拡散前）とし、３．２〜５．２ｋＨｚの範囲で周波数を拡散させるものとして説明する。図５（ａ）では、搬送波に基づく電磁騒音（拡散後）を実線で示す。   Next, the operation when the fundamental frequency of the carrier wave is set as in this embodiment will be described in comparison with the conventional example. In FIG. 5, the noise in the vehicle 100 is indicated by a broken line. As shown in FIG. 5, in the range of 5.0 kHz to 7.0 kHz, description will be made assuming that the sound pressure level of the noise in the vehicle 100 is equal to or higher than the threshold at 5.3 kHz or 6.0 kHz. Further, in the conventional example shown in FIG. 5A, description will be made assuming that 4.2 kHz is the fundamental frequency of the carrier wave (before spreading) and the frequency is spread in the range of 3.2 to 5.2 kHz. In Fig.5 (a), the electromagnetic noise (after spreading | diffusion) based on a carrier wave is shown as a continuous line.

従来例において、図５（ａ）に示すように、４．２ｋＨｚでは車両１００における騒音の音圧レベルは閾値以上でなく、また、極大点でもない。そして、４．２ｋＨｚにおいて、搬送波に基づく電磁騒音の音圧レベルは、車両１００における騒音の音圧レベルよりも高い。このため、従来例では、基本周波数（４．２ｋＨｚ）における電磁騒音が、目立ちやすい。   In the conventional example, as shown in FIG. 5A, at 4.2 kHz, the sound pressure level of the noise in the vehicle 100 is not equal to or higher than the threshold value, and is not a local maximum point. At 4.2 kHz, the sound pressure level of electromagnetic noise based on the carrier wave is higher than the sound pressure level of noise in the vehicle 100. For this reason, in the conventional example, electromagnetic noise at the fundamental frequency (4.2 kHz) is easily noticeable.

また、従来例において、搬送波の第２次高調波、すなわち、従来例における基本周波数（４．２ｋＨｚ）の２倍となる周波数（８．４ｋＨｚ）は、可聴周波数帯域内となっており、かつ、電磁騒音の音圧レベルが車両１００における騒音よりも高くなっている。このため、搬送波の高調波に基づく電磁騒音が目立ち、ドライバに不快感を与える可能性がある。   In the conventional example, the second harmonic of the carrier wave, that is, the frequency (8.4 kHz) that is twice the fundamental frequency (4.2 kHz) in the conventional example is within the audible frequency band, and The sound pressure level of the electromagnetic noise is higher than the noise in the vehicle 100. For this reason, the electromagnetic noise based on the harmonics of the carrier wave is conspicuous and may give the driver unpleasant feeling.

図５（ｂ）に本実施形態を適用した場合における搬送波に基づく電磁騒音を実線で示す。図５（ｂ）では、搬送波の基本周波数（拡散前）を５．３ｋＨｚとし、３．６〜７．０ｋＨｚの範囲で搬送波の周波数を拡散させた場合における電磁騒音を示す。   FIG. 5B shows the electromagnetic noise based on the carrier wave when the present embodiment is applied by a solid line. FIG. 5B shows electromagnetic noise in the case where the fundamental frequency (before spreading) of the carrier wave is 5.3 kHz and the carrier wave frequency is spread in the range of 3.6 to 7.0 kHz.

図５（ｂ）に示すように、５．３ｋＨｚでは車両１００における騒音の音圧レベルは閾値以上であり、また、極大点である。そして、本実施形態を適用した場合における搬送波に基づく電磁騒音は、基本周波数（５．３ｋＨｚ）において、車両１００における騒音よりも低くなっている。このため、本実施例において、基本周波数（５．３ｋＨｚ）における電磁騒音は、目立ちにくい。   As shown in FIG. 5B, at 5.3 kHz, the sound pressure level of noise in the vehicle 100 is equal to or higher than the threshold value, and is a maximum point. And the electromagnetic noise based on the carrier wave in the case of applying this embodiment is lower than the noise in the vehicle 100 at the fundamental frequency (5.3 kHz). For this reason, in this embodiment, the electromagnetic noise at the fundamental frequency (5.3 kHz) is not noticeable.

また、本実施例において、拡散後の各基本周波数（３．６〜７．０ｋＨｚの範囲）のうち、ほとんどの周波数で電磁騒音は、車両１００における騒音よりもその音圧レベルが低くなっている。   Further, in this embodiment, electromagnetic noise is lower in sound pressure level than noise in the vehicle 100 at most frequencies among the fundamental frequencies after diffusion (range of 3.6 to 7.0 kHz). .

また、本実施形態の構成を適用した場合において、搬送波の高調波は、可聴周波数帯域外となっている。このため、搬送波の高調波に基づく電磁騒音の音圧レベルが車両１００における騒音よりも高くなっていたとしても、ドライバに気づかれにくい。拡散後の搬送波の高調波に基づく電磁騒音も、ほとんど可聴周波数帯域外となるか、車両１００における騒音の音圧レベル以下となるため、ドライバに気づかれにくい。   Further, when the configuration of the present embodiment is applied, the harmonics of the carrier wave are outside the audible frequency band. For this reason, even if the sound pressure level of the electromagnetic noise based on the harmonics of the carrier wave is higher than the noise in the vehicle 100, it is difficult for the driver to notice. The electromagnetic noise based on the harmonic wave of the carrier wave after spreading is also almost outside the audible frequency band or below the sound pressure level of the noise in the vehicle 100, so that it is difficult for the driver to notice.

以上詳述した上記実施形態によれば、次の優れた効果が得られる。   According to the embodiment described above in detail, the following excellent effects can be obtained.

搬送波に基づく電磁騒音の音圧レベルは、一般的に、搬送波の基本周波数において最も高くなる。そこで、設定範囲内において、車両１００における騒音における音圧レベルが閾値以上となる周波数に合わせて、搬送波の基本周波数を設定した。より詳しくは、所定の周波数設定範囲内において、車両１００における騒音における音圧レベルが閾値以上となり、かつ、極大値となる周波数に合わせて、搬送波の基本周波数を設定した。これにより、電磁騒音を目立たなくすることができる。特に、極大値となる周波数に合わせて、搬送波の基本周波数を設定する場合、電磁騒音の波形が、車両１００における騒音の波形に似るため、目立たなくなる。   The sound pressure level of electromagnetic noise based on a carrier wave is generally highest at the fundamental frequency of the carrier wave. Therefore, the fundamental frequency of the carrier wave is set in accordance with the frequency at which the sound pressure level in the noise in the vehicle 100 is equal to or higher than the threshold within the set range. More specifically, within the predetermined frequency setting range, the fundamental frequency of the carrier wave is set in accordance with the frequency at which the sound pressure level in the noise in the vehicle 100 is greater than or equal to the threshold value and becomes the maximum value. Thereby, electromagnetic noise can be made inconspicuous. In particular, when the fundamental frequency of the carrier wave is set in accordance with the maximum frequency, the electromagnetic noise waveform is not noticeable because it resembles the noise waveform in the vehicle 100.

搬送波に基づく電磁騒音の音圧レベルは、搬送波が有する高調波の周波数においても高くなる。そこで、搬送波の基本周波数を、当該搬送波が有する高調波の周波数が人間の可聴周波数帯域よりも高くなるような周波数帯域で設定した。これにより、搬送波の高調波に基づく電磁騒音は、人間の可聴周波数帯域よりも高くなるため、電磁騒音をより目立たなくすることができる。   The sound pressure level of electromagnetic noise based on the carrier wave is high even at the harmonic frequency of the carrier wave. Therefore, the fundamental frequency of the carrier wave is set in a frequency band such that the harmonic frequency of the carrier wave is higher than the human audible frequency band. As a result, the electromagnetic noise based on the harmonics of the carrier wave is higher than the human audible frequency band, so that the electromagnetic noise can be made less noticeable.

ＥＣＵ４０は、搬送波の基本周波数を拡散させた。このため、搬送波の基本周波数における電磁騒音の音圧レベルを低減し、より目立たなくすることができる。ところで、搬送波の基本周波数を拡散させた場合、拡散させない場合と比較して、拡散後の各基本周波数において電磁騒音の音圧レベルが高くなる。一方で、拡散前の基本周波数において、車両１００における騒音の音圧レベルが高くても、拡散後の基本周波数において、車両１００における騒音の音圧レベルが高いとは限らない。特に、拡散前の周波数から離れれば離れるほど、車両１００における騒音の音圧レベルが低くなっている可能性がある。そこで、周波数拡散部４２は、拡散前の基本周波数に対する周波数の差が小さいほど、拡散後の基本周波数として設定しやすくした。これにより、拡散前の基本周波数における電磁騒音の音圧レベルを最大として、拡散前の基本周波数から周波数の差が小さいほど、電磁騒音の音圧レベルが高くなりやすくなっている。特に、極大値となる周波数に合わせて、搬送波の基本周波数を設定する場合、電磁騒音の波形が、車両１００における騒音の波形に似るため、目立たなくなる。   The ECU 40 spreads the fundamental frequency of the carrier wave. For this reason, the sound pressure level of electromagnetic noise at the fundamental frequency of the carrier wave can be reduced and made less conspicuous. By the way, when the fundamental frequency of the carrier wave is spread, the sound pressure level of the electromagnetic noise becomes higher at each spread fundamental frequency than when the carrier frequency is not spread. On the other hand, even if the sound pressure level of noise in the vehicle 100 is high at the fundamental frequency before spreading, the sound pressure level of noise in the vehicle 100 is not always high at the fundamental frequency after spreading. In particular, there is a possibility that the sound pressure level of noise in the vehicle 100 becomes lower as the distance from the frequency before spreading increases. Therefore, the frequency spreading unit 42 is easier to set as the fundamental frequency after spreading as the frequency difference with respect to the fundamental frequency before spreading is smaller. As a result, the sound pressure level of the electromagnetic noise at the fundamental frequency before spreading is maximized, and the sound pressure level of the electromagnetic noise tends to increase as the frequency difference from the fundamental frequency before spreading becomes smaller. In particular, when the fundamental frequency of the carrier wave is set in accordance with the maximum frequency, the electromagnetic noise waveform is not noticeable because it resembles the noise waveform in the vehicle 100.

搬送波の基本周波数を高くすると、スイッチング素子やコンデンサリプルなど、回路素子が発熱する場合がある。ところで、モータ２０では、モータ２０の力行駆動時に設定される搬送波の基本周波数以下であれば、回路素子が発熱しても、モータ２０に異常が生じないように予め設計されている。そこで、拡散後の基本周波数の上限は、モータ２０の力行駆動時に設定される搬送波の基本周波数以下とした。これにより、回路素子が過剰に発熱し、モータ２０に異常が生じることを抑制できる。   When the fundamental frequency of the carrier wave is increased, circuit elements such as switching elements and capacitor ripples may generate heat. By the way, the motor 20 is designed in advance so that no abnormality occurs in the motor 20 even if the circuit element generates heat as long as it is below the fundamental frequency of the carrier wave set when the motor 20 is driven. Therefore, the upper limit of the fundamental frequency after spreading is set to be equal to or lower than the fundamental frequency of the carrier wave set when the motor 20 is driven. Thereby, it is possible to suppress the circuit element from excessively generating heat and causing an abnormality in the motor 20.

搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベルよりも大きければ、電磁騒音が気づかれてしまう場合がある。そこで、周波数拡散部４２は、基本周波数において、搬送波に基づく電磁騒音の音圧レベルが、車両１００における騒音の音圧レベル以下となるように、基本周波数を拡散させた。これにより、電磁騒音を適切に目立たなくすることができる。   If the sound pressure level of the electromagnetic noise based on the carrier wave is larger than the sound pressure level of the noise in the vehicle 100, the electromagnetic noise may be noticed. Therefore, the frequency spreading unit 42 spreads the fundamental frequency so that the sound pressure level of the electromagnetic noise based on the carrier wave is equal to or lower than the sound pressure level of the noise in the vehicle 100 at the fundamental frequency. Thereby, electromagnetic noise can be made inconspicuous appropriately.

搬送波の基本周波数が、モータ２０の相数の倍数又は極対数の倍数となった場合、共振が起こり、電磁騒音が大きくなる可能性がある。そこで、相数の倍数及び極対数の倍数とならないように、搬送波の基本周波数を設定し、電磁騒音を低減した。   When the fundamental frequency of the carrier wave is a multiple of the number of phases of the motor 20 or a multiple of the number of pole pairs, resonance may occur and electromagnetic noise may increase. Therefore, the fundamental frequency of the carrier wave was set so as not to be a multiple of the number of phases and a multiple of the number of pole pairs, thereby reducing electromagnetic noise.

車両１００が停止中であって、かつ、エンジン１０１がアイドリング状態である場合、走行中である場合などと比較して、車両１００における騒音が小さくなる一方で、相対的に電磁騒音が大きくなるため、電磁騒音が最も目立ちやすくなる。そこで、車両１００における騒音は、車両１００が停止中であって、かつ、エンジン１０１がアイドリング状態である場合において測定されるようにした。これにより、エンジン１０１の駆動中、どの状態でも、電磁騒音を目立たなくすることができる。   When the vehicle 100 is stopped and the engine 101 is in an idling state, the noise in the vehicle 100 is reduced as compared with the case where the vehicle is running, but the electromagnetic noise is relatively increased. Electromagnetic noise is most noticeable. Therefore, the noise in the vehicle 100 is measured when the vehicle 100 is stopped and the engine 101 is idling. Thereby, electromagnetic noise can be made inconspicuous in any state while the engine 101 is driven.

（他の実施形態）
上記実施形態に限定されず、例えば以下のように実施してもよい。なお、以下では、各実施形態で互いに同一又は均等である部分には同一符号を付しており、同一符号の部分についてはその説明を援用する。 (Other embodiments)
It is not limited to the said embodiment, For example, you may implement as follows. In addition, below, the same code | symbol is attached | subjected to the part which is mutually the same or equivalent in each embodiment, The description is used about the part of the same code | symbol.

・上記実施形態において、設定範囲内において、閾値以上の周波数がない場合（若しくは極大点がない場合）、設定範囲内において音圧レベルが最大値となる周波数を基本周波数として設定してもよい。   In the above embodiment, when there is no frequency equal to or higher than the threshold within the setting range (or when there is no maximum point), the frequency at which the sound pressure level is maximum within the setting range may be set as the basic frequency.

・上記実施形態において、閾値は、設定範囲内において、車両１００における騒音の音圧レベルに基づいて設定していたが、人が不快と感じる音圧レベルに基づき、設定してもよい。例えば、５０ｄＢを閾値と設定してもよい。   In the above embodiment, the threshold value is set based on the sound pressure level of noise in the vehicle 100 within the setting range, but may be set based on the sound pressure level that a person feels uncomfortable. For example, 50 dB may be set as the threshold value.

・上記実施形態において、第１条件を満たす周波数に基本周波数を一致させる必要はなく、電磁騒音の音圧レベルが車両１００における騒音よりも低ければ、第１条件を満たさなくてもよい。   In the above embodiment, it is not necessary to match the fundamental frequency to the frequency that satisfies the first condition, and the first condition may not be satisfied if the sound pressure level of the electromagnetic noise is lower than the noise in the vehicle 100.

・上記実施形態において、誤差や誤検出の可能性を考慮して、測定した車両１００における騒音をなました波形に基づき、搬送波の基本周波数を設定してもよい。   In the above embodiment, the fundamental frequency of the carrier wave may be set based on the measured waveform of noise in the vehicle 100 in consideration of errors and the possibility of erroneous detection.

・上記実施形態において、拡散幅の下限値は、所定の周波数設定範囲内となるようにしてもよい。例えば、５．１ｋＨｚ〜５．５ｋＨｚの範囲内で、基本周波数を拡散させてもよい。これによれば、拡散後の基本周波数の第２次高調波の周波数が、可聴周波数帯域内とならない。このため、電磁騒音を目立たなくすることができる。   In the above embodiment, the lower limit value of the spreading width may be within a predetermined frequency setting range. For example, the fundamental frequency may be spread within a range of 5.1 kHz to 5.5 kHz. According to this, the frequency of the second harmonic of the fundamental frequency after spreading does not fall within the audible frequency band. For this reason, electromagnetic noise can be made inconspicuous.

・上記実施形態において、周波数拡散部４２は、拡散前の基本周波数に対する周波数の差が小さいほど、拡散後の基本周波数として設定しやすくしたが、そのようにしなくてもよい。拡散後の基本周波数の平均が拡散前の基本周波数と一致するように拡散させてもよいし、ランダムに拡散させてもよい。   In the above-described embodiment, the frequency spreading unit 42 is more easily set as the fundamental frequency after spreading as the frequency difference with respect to the fundamental frequency before spreading is smaller. You may spread so that the average of the fundamental frequency after spreading | diffusion may correspond with the fundamental frequency before spreading | diffusion, and you may spread | diffuse at random.

・上記実施形態の基本周波数として、モータ２０が備える相数の倍数及び磁石部の極対数の倍数とは異なる周波数を設定したが、一致してもよい。例えば、基本周波数が相数の倍数又は磁石部の極対数の倍数であっても、当該基本周波数における電磁騒音の音圧レベルが、車両１００における騒音の音圧レベルよりも低ければ、一致してもよい。   -Although the frequency different from the multiple of the number of phases with which the motor 20 is provided, and the multiple of the pole pair number of a magnet part was set as the fundamental frequency of the said embodiment, you may correspond. For example, even if the fundamental frequency is a multiple of the number of phases or a multiple of the number of pole pairs of the magnet part, if the sound pressure level of the electromagnetic noise at the fundamental frequency is lower than the sound pressure level of the noise in the vehicle 100, they coincide. Also good.

・上記実施形態において、第１条件を満たす周波数の中から、いずれの周波数を基本周波数として設定してもよい。   -In the said embodiment, you may set any frequency as a fundamental frequency from the frequencies which satisfy | fill 1st conditions.

２０…モータ、３１…第１インバータ、３２…第２インバータ、４０…ＥＣＵ、４１…ＰＷＭ制御部、１００…車両、１０１…エンジン。   DESCRIPTION OF SYMBOLS 20 ... Motor, 31 ... 1st inverter, 32 ... 2nd inverter, 40 ... ECU, 41 ... PWM control part, 100 ... Vehicle, 101 ... Engine.

Claims (8)

内燃機関（１０１）と、回転電機（２０）と、前記回転電機を駆動させるインバータ（３１，３２）と、を備える車両（１００）に適用される回転電機の制御装置（４０）において、
搬送波に基づいてＰＷＭパルスを生成し、前記インバータに対して当該ＰＷＭパルスを出力して、前記回転電機を制御するＰＷＭ制御部（４１）を備え、
所定の周波数設定範囲内の周波数であって、前記内燃機関が所定の駆動状態であり、かつ、前記回転電機が所定の発電状態である前記車両において発生する騒音の音圧レベルが閾値以上となる周波数に合わせて、前記搬送波の基本周波数が設定されている回転電機の制御装置。 In a rotating electrical machine control device (40) applied to a vehicle (100) including an internal combustion engine (101), a rotating electrical machine (20), and inverters (31, 32) for driving the rotating electrical machine,
A PWM control unit (41) that generates a PWM pulse based on a carrier wave, outputs the PWM pulse to the inverter, and controls the rotating electrical machine,
The sound pressure level of noise generated in the vehicle having a frequency within a predetermined frequency setting range, the internal combustion engine being in a predetermined driving state, and the rotating electrical machine being in a predetermined power generation state is equal to or greater than a threshold value. A control device for a rotating electrical machine in which a basic frequency of the carrier wave is set in accordance with a frequency. 前記搬送波の基本周波数は、前記騒音の音圧レベルが閾値以上であって、かつ、極大値又は最大値となる周波数に合わせて設定されている請求項１に記載の回転電機の制御装置。   2. The control apparatus for a rotating electrical machine according to claim 1, wherein the fundamental frequency of the carrier wave is set according to a frequency at which a sound pressure level of the noise is equal to or higher than a threshold value and has a maximum value or a maximum value. 前記搬送波の基本周波数は、人間の可聴周波数帯域であって、かつ、前記搬送波が有する高調波の周波数が前記可聴周波数帯域よりも高くなるような周波数帯域で設定されている請求項１又は２に記載の回転電機の制御装置。   The fundamental frequency of the carrier wave is set in a frequency band that is a human audible frequency band and that a harmonic frequency of the carrier wave is higher than the audible frequency band. The control apparatus of the rotary electric machine described. 前記基本周波数を中心とする所定の拡散幅で、前記搬送波の基本周波数を拡散させる周波数拡散部（４２）を備え、
前記周波数拡散部は、拡散前の基本周波数に対する周波数の差が小さいほど、拡散後の基本周波数として設定しやすい請求項１〜３のうちいずれか１項に記載の回転電機の制御装置。 A frequency spreading unit (42) for spreading the fundamental frequency of the carrier wave with a predetermined spreading width centered on the fundamental frequency;
The control device for a rotating electrical machine according to any one of claims 1 to 3, wherein the frequency spreading unit is more easily set as a fundamental frequency after spreading as a frequency difference with respect to the fundamental frequency before spreading is smaller. 拡散後の基本周波数の上限は、前記回転電機の力行駆動時に設定される搬送波の基本周波数以下とされる請求項４に記載の回転電機の制御装置。   The control device for a rotating electrical machine according to claim 4, wherein an upper limit of the fundamental frequency after spreading is set to be equal to or lower than a fundamental frequency of a carrier wave that is set when the rotating electrical machine is powered. 前記周波数拡散部は、前記拡散後の各基本周波数において、前記搬送波に基づく電磁騒音の音圧レベルが、前記騒音の音圧レベル以下となるように、前記基本周波数を拡散させる請求項４又は５に記載の回転電機の制御装置。   The said frequency spreading | diffusion part spreads the said fundamental frequency so that the sound pressure level of the electromagnetic noise based on the said carrier wave may become below the sound pressure level of the said noise in each fundamental frequency after the said spreading | diffusion. The control apparatus of the rotary electric machine as described in 2. 前記搬送波の基本周波数として、前記回転電機が備える電機子巻線の相数の倍数及び磁石部の極対数の倍数とは異なる周波数が設定される請求項１〜６のうちいずれか１項に記載の回転電機の制御装置。   The frequency different from the multiple of the phase number of the armature winding with which the said rotary electric machine is equipped, and the multiple of the pole pair number of a magnet part is set as a fundamental frequency of the said carrier wave. Rotating electrical machine control device. 前記騒音は、前記車両が停止中であって、かつ、前記内燃機関が前記所定の駆動状態としてのアイドリング状態である場合において測定される請求項１〜７のうちいずれか１項に記載の回転電機の制御装置。   The rotation according to any one of claims 1 to 7, wherein the noise is measured when the vehicle is stopped and the internal combustion engine is in an idling state as the predetermined driving state. Electric control device.
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