本論文旨在開發一具無位置感測控制和車對電網/電網對車/車對車操作功能之電動車內置磁石式永磁同步馬達驅動系統。馬達驅動系統之直流鏈電壓，由蓄電池經交錯式雙向升/降壓介面轉換器建立，兩臂交錯之轉換器具故障容錯能力及減小之電流紋波。經由合宜之控制，所建驅動系統於廣速度範圍具良好驅控特性，以及正常之再生煞車操作。
首先，研製標準馬達驅動系統。將妥當設計之功率元件驅動電路應用於碳化矽變頻器，並設計馬達驅動系統必要之感測與控制方案，由實測結果驗證其驅動性能。接著，探究換相移位及變動直流鏈電壓策略對系統效率提升之有效性。此外，建構並比較評估弱磁控制與弦波高頻注入無位置感測電動車馬達驅動系統。前者可在蓄電池介面轉換器發生嚴重故障時，使馬達維持正常運作之轉速；後者可在位置感測器發生故障時，迅速無縫地由標準控制切換為無位置感測控制，使馬達驅動系統維持正常運轉。同時，兩臂交錯之蓄電池介面轉換器亦提供故障容錯能力，以提升系統整體之可靠性。
當電動車於閒置時，使用馬達驅動系統既有元件可執行雙向隔離併網操作。電氣隔離係應用全橋式CLLC諧振轉換器達成。在電網對車模式中，馬達驅動器操作成切換式整流器，由三相市電對蓄電池充電。在車對電網模式中，馬達驅動器操作成變頻器，由蓄電池將能量送回三相市電。另外，車對車模式可提供無充電樁時可緊急充電之備援方案。供應側蓄電池藉由介面轉換器建立直流鏈，連接至接收側直流鏈後透過CLLC諧振轉換器對蓄電池充電。

This thesis presents an electric vehicle (EV) interior permanent-magnet synchronous motor (IPMSM) drive with position sensorless control and vehicle-to-gird (V2G)/ grid-to-vehicle (G2V)/vehicle-to-vehicle (V2V) operation capabilities. The motor drive boosted and varied DC-link voltage is established by the battery via an interleaved bidirectional boost/buck interface converter, which consists of two cells to possess fault- tolerant capability and reduced current ripple. Through proper control, good driving performance over wide speed range and normal regenerative braking are achieved.
First, the standard EV IPMSM drive is designed and implemented. The SiC-based inverter with properly designed gate driver is established. And the necessary sensing schemes and control schemes for the motor drive are designed. Its driving performance is verified experimentally. Next, the effectiveness of adjustable DC-link voltage and commutation advanced shift on the system efficiency enhancement are also experimentally explored in detail. Furthermore, the field-weakening control and sine-wave high-frequency injection (HFI) position sensorless EV IPMSM drive are comparatively evaluated. The former can keep the normal running of motor in high speed when fatal error occurs in battery interface converter; the later possesses immediate and seamless transfer from the standard to the position sensorless controlled EV IPMSM drive can be achieved as the position sensor failure is detected. In addition, the interleaved battery interface converter further provides the fault-tolerance to enhance the system reliability.
During the idle mode, the embedded motor drive components in the EV enable bidirectional grid-connected operations. A full-bridge CLLC resonant converter is employed to achieve galvanic isolation. In G2V operation, the motor drive is operated as a switch-mode rectifier (SMR) and the battery can be charged from the three-phase mains. In V2G operations, the motor drive is operated as an inverter to send the energy from battery to three-phase mains. Moreover, V2V operation is developed as a backup solution for urgent situations. The DC-link voltage is established by the battery interface converter in the provided EV, and it is connected to the accepted EV for battery charging using the CLLC resonant converter.

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