JP2007068305A - Trouble monitoring device for load drive circuit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine any trouble in a converter even when the converter is in operation. <P>SOLUTION: HV_ECU executes a program including the steps of: detecting a vehicle speed V (S100); when V>V(0) (YES at S110), detecting the number R(1) of revolutions of MG(1), the number R(2) of revolutions of MG(2), and a torque command value T(REQ) (S120); when R(1)>X(1) and R(2)>X(2) and T(REC)>Y (YES at S130), computing a VH command value (S140); when a state in which (¾VL detection value - VH detection value¾<A and VH detection value<B) lasts for a time of C (YES at S160), confirming that there is an upper arm ON failure (S170). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an electric circuit for driving a load mounted on a vehicle, and more particularly to an apparatus for monitoring an abnormality of the electric circuit in the load driving circuit.

  In recent years, hybrid vehicles and electric vehicles have attracted much attention as environmentally friendly vehicles. Some hybrid vehicles have already been put to practical use.

  This hybrid vehicle is a vehicle that uses a motor driven by a DC power source and an inverter as a power source in addition to a conventional engine. That is, power is obtained by driving the engine, and DC voltage from a DC power source is converted into AC voltage by an inverter, and power is obtained by rotating the motor by the converted AC voltage. An electric vehicle is a vehicle that uses a motor driven by a DC power source and an inverter as a power source.

  In such a hybrid vehicle or electric vehicle, there is a case where the voltage is boosted by a DC / DC converter from a low-voltage battery and electric power is supplied to the motor inverter. In this case, the rated voltage of the driving motor is high in order to reduce the current supplied to the motor for driving the vehicle to reduce the weight of the harness and to obtain a high driving force for driving the vehicle. There are many cases. On the other hand, in order to increase the voltage of the battery mounted on the vehicle, many battery cells of about 1.2V must be connected in series. If the rated voltage of the motor does not reach even when many are connected in series, the voltage of the battery is boosted by the DC / DC converter and supplied to the motor via the inverter. As described above, in the electric circuit mounted on the vehicle, it is necessary to step up / down the voltage of the battery. In such a case, a DC / DC converter is used. In such an electric circuit, the voltage at a plurality of locations is detected to control the step-up / step-down voltage of the DC / DC converter or the voltage of the battery (power source).

  Japanese Patent Laying-Open No. 2004-88866 (Patent Document 1) discloses a voltage converter that can determine the cause of failure in voltage conversion for converting a DC voltage from a DC power source into an output voltage. The voltage conversion device converts a first DC voltage having a first voltage level from a DC power source into a second DC voltage having a second voltage level higher than the first voltage level, and / or A voltage converter for converting the second DC voltage into the first DC voltage, a current sensor for detecting a DC current flowing between the voltage converter and the DC power source during the voltage conversion operation in the voltage converter, and a detection Determination means for determining the cause of abnormality in voltage conversion based on the direct current.

According to this voltage converter, the direct current IB is received from the current sensor, and it is determined whether or not the reactor is the cause of the abnormality based on the received direct current. In addition, when the reactor is not the cause of the abnormality, the voltage conversion device turns off the system relay and discharges the DC power stored in the capacitor while the boost converter is stopped to determine whether the NPN transistor or the voltage sensor is the cause of the abnormality. Can be determined.
JP 2004-88866 A

  However, in Patent Document 1 described above, it cannot be determined that the transistor is abnormal unless the system relay is turned off and the boost converter is stopped.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to monitor an abnormality in a load drive circuit that can accurately determine an abnormality in the converter even during the operation of the converter. Is to provide a device.

  An abnormality monitoring device according to a first aspect of the present invention is mounted on a vehicle and monitors an abnormality in a load driving circuit that supplies electric power from a converter to a driving load. The monitoring device is based on a first detection means for detecting a voltage value on the input side of the converter, a second detection means for detecting a voltage value on the output side of the converter, and a driving state of the vehicle. And determining means for determining whether or not an abnormality has occurred in the converter, using the calculated command value for operating the converter, the input-side voltage value, and the output-side voltage value.

  According to the first aspect of the invention, the command value is calculated for the converter that supplies power to the motor that is the driving load of the vehicle so as to boost the battery voltage to a necessary voltage based on the driving state of the vehicle. For example, the condition for starting converter abnormality determination is determined based on this command value. For example, if this boost command value is small, even if the converter operates normally and boosts, it is determined that there is an abnormality due to the measurement error of the first detection means and / or the second detection means, Even if the operation is not normally performed and the pressure is not increased, the measurement error of the first detection unit and / or the second detection unit may not be determined to be abnormal. Therefore, for example, it is determined that the abnormality determination start condition is satisfied only when the boost command value is large enough to exceed such a measurement error. It is natural that the detection means has a measurement error, and even if there is such a measurement error, the start condition of the abnormality determination is determined by the command value to the converter. Abnormality can be determined. As a result, it is possible to provide an abnormality monitoring device in the load drive circuit that can determine abnormality in the converter even during operation of the converter.

  In the abnormality monitoring device according to the second aspect of the invention, in addition to the configuration of the first aspect, the determining means uses the command value to determine whether or not the start condition for abnormality determination is satisfied. When the start condition is satisfied, means for determining whether or not an abnormality has occurred in the converter using the input side voltage value and the output side voltage value is included.

  According to the second aspect of the invention, the condition for starting the abnormality determination of the converter is determined based on the command value to the converter. For example, the converter abnormality is determined only when the boost command value is sufficiently large so that the abnormality can be accurately determined even in consideration of the measurement error in the detection means. For this reason, it is possible to accurately determine an abnormality during the operation of the converter.

  In addition to the configuration of the second invention, the abnormality monitoring apparatus according to the third invention further includes means for determining that the start condition is satisfied when the engine mounted on the vehicle is started.

  According to the third invention, since the boost command is output to the converter when the engine is started, the abnormality determination start condition is satisfied when the boost command is output to the converter even if the detection means has a measurement error. Therefore, it is possible to accurately determine an abnormality during the operation of the converter.

  In addition to the configuration of the second or third invention, the abnormality monitoring apparatus according to the fourth invention further includes means for determining that the start condition is satisfied at regular time intervals.

  According to the fourth invention, the operation command to the converter is calculated based on the driving state of the vehicle. Therefore, an operation command such as a boost command may not be output to the converter in a specific operation state. For this reason, a boost command is forcibly output at regular intervals, and the abnormality determination start condition is established. Thus, even when there is no operation command to the converter, the converter can be operated to accurately determine an abnormality.

  In the abnormality monitoring device according to the fifth invention, in addition to the configuration of any one of the first to fourth inventions, the command value is a boost command value, and the determination means includes the input side voltage value and the output side voltage value. Means for determining that an abnormality has occurred in the converter is included when the absolute value of the deviation of the voltage value is smaller than the deviation threshold value and the voltage value on the output side is smaller than the threshold value.

  According to the fifth invention, when the boost command is output to the converter, the absolute value of the deviation between the input side voltage value and the output side voltage value is smaller than the predetermined deviation threshold value, and the output side If the voltage value is smaller than a predetermined threshold value, it can be determined that the voltage has not been boosted reliably.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A control block diagram of a hybrid vehicle to which a cooling device according to an embodiment of the present invention is applied will be described with reference to FIG. The present invention is not limited to the hybrid vehicle shown in FIG. It may be a hybrid vehicle having another aspect. Further, it may be an electric vehicle or a fuel cell vehicle. In addition, a power storage mechanism such as a capacitor may be used instead of the traveling battery.

  The hybrid vehicle includes an internal combustion engine (hereinafter simply referred to as an engine) 120 such as a gasoline engine or a diesel engine, and a motor generator (MG) 140 as drive sources. In FIG. 1, for convenience of explanation, the motor generator 140 is expressed as a motor 140A and a generator 140B (or a motor generator 140A (MG (2) 140A) and a motor generator 140B (MG (1) 140B)). Depending on the traveling state of the hybrid vehicle, the motor 140A functions as a generator, or the generator 140B functions as a motor.

  In addition to this, the hybrid vehicle transmits the power generated by the engine 120 and the motor generator 140 to the drive wheels 160, the reduction gear 180 that transmits the drive of the drive wheels 160 to the engine 120 and the motor generator 140, and the engine 120 A power split mechanism (for example, a planetary gear mechanism) 200 that distributes the generated power to two paths of the drive wheel 160 and the generator 140B, a travel battery 220 that charges power for driving the motor generator 140, and a travel An inverter 240 that performs current control while converting a direct current of battery 220 and an alternating current of motor 140A and generator 140B, and a battery control unit that manages and controls the charge / discharge state of traveling battery 220 (hereinafter referred to as a battery ECU (Electronic Control Unit)) 260) and the engine The engine ECU 280 that controls the operation state of 120, the MG_ECU 300 that controls the motor generator 140, the battery ECU 260, the inverter 240, and the like according to the state of the hybrid vehicle, and the battery ECU 260, the engine ECU 280, the MG_ECU 300, etc. An HV_ECU 320 that controls the entire hybrid system is included so that the hybrid vehicle can operate most efficiently.

  In the present embodiment, converter 242 is provided between battery for traveling 220 and inverter 240. This is because the rated voltage of the traveling battery 220 is lower than the rated voltage of the motor 140A or the motor generator 140B, and therefore when the power is supplied from the traveling battery 220 to the motor 140A or the motor generator 140B, the converter 242 boosts the power. To do. This converter 242 has a built-in smoothing capacitor, and when the converter 242 performs a boosting operation, electric charge is stored in this smoothing capacitor.

  In FIG. 1, each ECU is configured separately, but may be configured as an ECU in which two or more ECUs are integrated (for example, MG_ECU 300 and HV_ECU 320, as shown by a dotted line in FIG. 1). An example is an integrated ECU).

  The power split mechanism 200 uses a planetary gear mechanism (planetary gear) in order to distribute the power of the engine 120 to both the drive wheel 160 and the motor generator 140B. By controlling the rotation speed of motor generator 140B, power split device 200 also functions as a continuously variable transmission. The rotational force of the engine 120 is input to the planetary carrier (C), which is transmitted to the motor generator 140B by the sun gear (S) and to the motor and the output shaft (drive wheel 160 side) by the ring gear (R). When the rotating engine 120 is stopped, since the engine 120 is rotating, the kinetic energy of this rotation is converted into electric energy by the motor generator 140B, and the rotational speed of the engine 120 is reduced.

  In a hybrid vehicle equipped with a hybrid system as shown in FIG. 1, the hybrid vehicle travels only by the motor 140 </ b> A of the motor generator 140 when the engine 120 is inefficient, such as when starting or running at a low speed. During normal travel, for example, the power split mechanism 200 divides the power of the engine 120 into two paths, and on the other hand, the drive wheels 160 are directly driven, and on the other hand, the generator 140B is driven to generate power. At this time, the motor 140A is driven by the generated electric power to assist driving of the driving wheels 160. Further, at the time of high speed traveling, electric power from the traveling battery 220 is further supplied to the motor 140A to increase the output of the motor 140A and to add driving force to the driving wheels 160. On the other hand, at the time of deceleration, motor 140 </ b> A driven by drive wheel 160 functions as a generator to perform regenerative power generation, and the collected power is stored in traveling battery 220. When the amount of charge of traveling battery 220 decreases and charging is particularly necessary, the output of engine 120 is increased to increase the amount of power generated by generator 140B to increase the amount of charge for traveling battery 220. Of course, there is a case where control is performed to increase the drive amount of the engine 120 as necessary even during low-speed traveling. For example, it is necessary to charge the traveling battery 220 as described above, to drive an auxiliary machine such as an air conditioner, or to raise the temperature of the cooling water of the engine 120 to a predetermined temperature.

  A control block diagram of MG_ECU 300 and HV_ECU 320 in FIG. 1 will be described with reference to FIG.

  MG_ECU 300 determines the boost command value of converter 242 based on the load factor represented by rotation speed R (1) of MG (1) 140B, rotation speed R (2) of MG (2) 140A, and torque command value T (REQ). (VH command value) is calculated. Various restriction processes are performed on the VH command value, and the final VH command value is calculated and becomes the target value of the PI feedback system. That is, the feedback control deviation is PI (proportional + integrated) control with ΔV = | VH command value−VH detection value | Further, the voltage value before boosting of converter 242 is detected by the voltage sensor, and the voltage value after boosting of converter 242 is detected by the voltage sensor and input to HV_ECU 320 as the VH detection value.

  Normally, if this ΔV is large, an excessive voltage boost command is generated, and there is a possibility of overvoltage in the inverter 240. Therefore, as one of the various restriction processes, the VH command value is restricted to the VH detection value + α (α is, for example, 50 [V]).

  On the other hand, if the boost control is not normally performed (the upper arm is ON failure, and the failure of the photocoupler or the disconnection of the CPWM (switching line of the boost converter) causes the failure), the PI of the boost control Detection was made when the correction term was outside the predetermined range, and a diagnosis of abnormal voltage execution value was generated. However, the failure detection by this diagnosis is limited to when the VH command value is β (β is, for example, 600 [V]) or more. As described above, since the VH command value is limited by the VH detection value + α, the upper arm ON failure cannot be detected by this diagnosis. In this state, the required torque is not generated, and therefore the torque command value T (REQ) is repeatedly increased and decreased, and a hunting phenomenon occurs and the control becomes unstable. As a result, even if the driver notices that a failure has occurred due to a change in drivability, the upper arm ON failure diagnosis has not occurred, so it is determined that a failure has occurred in parts other than the converter 242, etc. It becomes difficult to specify.

  Therefore, in HV_ECU 320 that realizes the abnormality monitoring device according to the present embodiment, a state in which converter 242 cannot be boosted even though it is in a state to be boosted (VH command value is high to some extent) If the absolute value of the difference between the VL detection value detected by the voltage sensor and the VH detection value is smaller than A [V] and the VH detection value is lower than B [V], an upper arm ON failure has occurred. Confirm that.

  Here, the constant A and the constant B will be described. The constants A and B are determined as follows based on the error of the voltage sensor and the values that can be taken when normal control is executed.

  For example, assuming that the maximum value of the VL detection value that can be taken by the normal control is 450 [V], and the error of the VL detection voltage sensor is 50 [V], the actual VL detection value is 500 at the maximum. [V]. If the minimum value of the VH detection value that can be taken by the normal control is 500 [V], and the error of the voltage sensor for VH detection is 60 [V], the VH detection value is 560 [V]. The maximum value that the VH detection value can take when the upper arm is ON (at the time of no boost command) is 560 [V]. If the VH detection value is 560 [V] or more, it can be said that the pressure is surely increased. Therefore, the constant B is 560 [V]. In such a case, if the VL detection value is 500 [V] at the maximum and the VH detection value is 560 [V] or more, it can be said that the voltage is surely boosted, so the constant A is 60 [V]. Become.

  Further, whether or not the upper arm is ON is determined based on whether or not the VH detection value is 560 [V] or more. Assuming that the step-up accuracy of converter 242 is 100% (error 0%), rotation of MG (1) 140B when this VH command value is 560 [V] or more (= VH detection value is 560 [V] or more) The number R (1), the rotational speed R of the MG (2) 140A, and the torque command value T (REQ) are calculated from the map, and are used as failure detection conditions. For example, the rotational speed R (1) of MG (1) 140B is equal to or greater than X (1) [rpm], the rotational speed R (2) of MG (2) 140A is equal to or greater than X (2) [rpm], and the torque command value T It is assumed that the VH command value is 560 [V] or more when (REQ) is Y [Nm] or more.

  A control structure of a program executed by HV_ECU 320 in FIG. 1 will be described with reference to the flowchart in FIG.

  In step (hereinafter, step is abbreviated as S) 100, HV_ECU 320 detects vehicle speed V. At this time, for example, the HV_ECU 320 receives the output shaft speed Nout of the transmission from the ECT_ECU 1100 and multiplies the output shaft speed Nout of the transmission by a gear ratio to detect the vehicle speed V.

  In S110, HV_ECU 320 determines whether or not vehicle speed V is greater than constant V (0). The threshold value V (0) is a constant determined to determine whether or not the vehicle is stopped (running). If vehicle speed V is greater than constant V (0) (YES in S110), the process proceeds to S120. If not (NO in S110), the process proceeds to S190.

  In S120, HV_ECU 320 detects rotation speed R (1) of MG (1) 140B, rotation speed R (2) of MG (2) 140A, and torque command value T (REQ).

  In S130, HV_ECU 320 determines that rotation speed R (1) of MG (1) 140B is greater than X (1) [rpm] and rotation speed R (2) of MG (2) 140A is X (2) [ rpm] and whether the torque command value T (REQ) is larger than Y [Nm]. X (1), X (2), and Y are the rotation speed and torque command value of the motor generator when the VH command value is 560 [V] or more, as described above. The rotational speed R (1) of MG (1) 140B is larger than X (1) [rpm], and the rotational speed R (2) of MG (2) 140A is larger than X (2) [rpm], and If torque command value T (REQ) is larger than Y [Nm] (YES in S130), the process proceeds to S140. If not (NO in S130), the process proceeds to S200. The case where “YES” is determined in S130 is the case where the failure detection condition is satisfied.

  At S140, HV_ECU 320 calculates a VH command value from rotation speed R (1) of MG (1) 140B, rotation speed R of MG (2) 140A and torque command value T (REQ) based on the map. .

  In S150, HV_ECU 320 determines whether or not the VH command value is greater than or equal to a threshold value (here, 560 [V]). If VH command value is equal to or greater than a threshold value (here, 560 [V]) (YES in S150), the process proceeds to S160. Otherwise (NO in S150), this process ends. The process in S150 is executed when it is determined “YES” in S130, and in S150, it is determined as “YES” in a normal case (should be). In this sense, the process of S150 is confirming and may be omitted. It has been confirmed that the meaning of the processing of S150 here is a case where the pressure must be surely increased.

  At S160, HV_ECU 320 determines whether or not the state of | VL detection value−VH detection value | <constant A and VH detection value <constant B continues for time C [sec]. If the state of | VL detection value−VH detection value | <constant A and VH detection value <constant continues for time C [sec] (YES in S160), the process proceeds to S170. If not (NO in S160), the process proceeds to S180.

  In S170, HV_ECU 320 determines that the upper arm is ON failure. At this time, a diagnosis is generated and it is stored that the upper arm is on failure. In S180, HV_ECU 320 determines that converter 242 is in a normal state.

  In S190, HV_ECU 320 determines whether engine 120 is being cranked or not. At this time, HV_ECU 320 makes a determination based on a signal received from engine ECU 280, for example. If engine 120 is being cranked (YES in S190), the process proceeds to S160. If not (NO in S190), the process proceeds to S200.

In S200, HV_ECU 320 holds the previously calculated VH command value.
The operation of the vehicle equipped with the abnormality monitoring apparatus according to the present embodiment based on the structure and flowchart as described above will be described.

[Vehicle running]
Since vehicle speed V is detected (S100) and vehicle speed V is greater than constant V (0) (YES in S110), rotation speed R (1) of MG (1) 140B, rotation speed R of MG (2) 140A (2) and the torque command value T (REQ) are detected.

  MG (1) 140B rotational speed R (1)> X (1) [rpm], MG (2) 140 A rotational speed R (2)> X (2) [rpm] and torque command value T (REQ)> If the failure detection condition Y [Nm] is satisfied (YES in S130), the upper arm ON failure detection process of converter 242 is executed (S140 to S180).

  A VH command value is calculated from the detected rotation speed R (1) of MG (1) 140B, rotation speed R (2) of MG (2) 140A, and torque command value T (REQ). This calculated VH command value should be higher than 560 [V] (YES in S150).

  Such a state can be said to be a state in which converter 242 is in a control state to be boosted. In such a state, when | VL detection value−VH detection value | <constant A and VH detection value <constant B continue for time C [sec] (YES in S160), converter 242 However, it cannot be said that the pressure is surely increased. Therefore, it is determined that the upper arm ON failure of converter 242 is established.

[During vehicle stop (cranking)]
Even if the vehicle is stopped (NO in S110), if cranking for starting engine 120 is in progress (YES in S190), it is determined that the failure detection condition is satisfied, and the upper arm of converter 242 An ON failure detection process is executed (S160 to S180). This is because during the cranking of the engine 120, the boost command is output to the converter 242. Since the operation based on the processing of S160 to S180 is as described above, detailed description thereof will not be repeated here.

  As described above, in the abnormality monitoring apparatus according to the present embodiment, when the upper arm ON failure detection processing start availability condition based on the converter boost command value is satisfied, the VL detection value and the VH detection value are set. It was determined whether or not the absolute value of the deviation was smaller than the constant A, and whether or not the VH detection value was smaller than the constant B, so as to determine whether or not the upper arm was on failure. For this reason, even if the operation command is output to the converter, the failure of the converter can be detected.

<Modification>
As described above, when there is a pressure increase request while the vehicle is running or when engine 120 is cranked while the vehicle is stopped, the condition for starting the upper arm ON failure detection process is satisfied, and a converter failure is detected. This modification detects a failure of the converter even in such a situation.

  In this modification, a boost command is intentionally output at regular intervals. Thus, the upper arm ON failure of the converter 242 is periodically monitored.

  For example, when this hybrid vehicle is in a travelable state (a state in which the hybrid system is activated and can travel and is also referred to as a “READY ON” state), if a boost command is not output to converter 242 for 5 minutes, A command is output to monitor whether the upper arm is ON or not.

  Accordingly, it is possible to check the upper arm ON failure regardless of the vehicle state, and to quickly detect the upper arm ON failure.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram of the hybrid vehicle which concerns on embodiment of this invention. It is a control block diagram of HV_ECU and MG_ECU of FIG. It is a flowchart which shows the control structure of the abnormality monitoring process performed by HV_ECU.

Explanation of symbols

  120 Engine, 140 Motor Generator, 140A Motor, 140B Generator, 142 Temperature Sensor, 160 Drive Wheel, 180 Reducer, 200 Power Dividing Mechanism, 220 Traveling Battery, 240 Inverter, 242 Converter, 260 Battery ECU, 280 Engine ECU, 300 MG_ECU, 320 HV_ECU.

Claims (5)

An abnormality monitoring device in a load drive circuit that is mounted on a vehicle and supplies power to a drive load from a converter,
First detection means for detecting a voltage value on the input side of the converter;
Second detection means for detecting a voltage value on the output side of the converter;
Whether or not an abnormality has occurred in the converter using a command value for operating the converter calculated based on the driving state of the vehicle, and the input-side voltage value and the output-side voltage value And an abnormality monitoring device in the load driving circuit. The determination means includes
Means for determining whether or not a start condition for abnormality determination is satisfied using the command value;
And means for determining whether or not an abnormality has occurred in the converter using the voltage value on the input side and the voltage value on the output side when the start condition is satisfied. Monitoring device in the load drive circuit. The vehicle is equipped with an engine,
The abnormality monitoring device for a load drive circuit according to claim 2, wherein the abnormality monitoring device further includes means for determining that the start condition is satisfied when the engine is started.   The abnormality monitoring apparatus according to claim 2 or 3, further comprising means for determining that the start condition is satisfied at regular time intervals. The command value is a boost command value,
When the absolute value of the deviation between the voltage value on the input side and the voltage value on the output side is smaller than a deviation threshold value and the voltage value on the output side is smaller than the threshold value, the determination means The abnormality monitoring apparatus in the load drive circuit according to claim 1, comprising means for determining that an abnormality has occurred.

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