JP2010172156A - Vehicular motor control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular motor control system which suppresses a sharp torque change, in a motor controller executing rectangular wave voltage control. <P>SOLUTION: The controller 30 determines whether or not to cause a voltage converter 12 to carry out voltage conversion operation, based on a phase θ of a rectangular wave voltage supplied from an inverter 22 to a motor generator MG2. The controller 30 keeps the voltage converter 12 from carrying out voltage conversion operation and causes the converter 12 to supply a voltage from a battery B1 directly to the inverter 22 until the phase θ of the rectangular wave voltage reaches a threshold. Once the phase θ of the rectangular wave voltage reaches the threshold, however, the controller 30 causes the voltage converter 12 to carry out the voltage conversion operation to raise a voltage from the battery B1 and supply the raised voltage to the inverter 22. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a motor control system for a vehicle, and more particularly to a motor control system for a vehicle that drives a motor using a rectangular wave voltage method.

  An inverter is used to drive an AC motor using a DC power source. The inverter is switching-controlled by an inverter drive circuit, which generally applies a pulse width modulation (PWM) waveform voltage to the AC motor.

  In PWM current control in which a PWM waveform voltage is applied to an AC motor, smooth rotation can be obtained even in a low rotation range, but there is a problem in that there is a limit to the voltage utilization rate of the DC power supply. For this, there is a method of obtaining a high rotation speed by applying a field weakening current to the AC motor, but this is not appropriate because the copper loss increases.

  On the other hand, there is also a method of applying a rectangular wave voltage to the AC motor for driving control of the AC motor. In this control method, the voltage utilization factor of the DC power supply can be improved, and as a result, the output in the high rotation range can be improved. Moreover, since the field weakening current can be reduced, the generation of copper loss can be suppressed and the energy efficiency can be improved. Furthermore, since the frequency | count of switching in an inverter can be decreased, there also exists an advantage that a switching loss can also be suppressed.

  Japanese Patent Laid-Open No. 2005-218299 (Patent Document 1) has a configuration in which both a PWM waveform voltage and a rectangular wave voltage can be applied to an AC motor, and efficient driving is performed in a technique that selectively uses them depending on the situation. A drive control device that can be used is disclosed.

JP 2005-218299 A JP 2002-171783 A JP 2007-318981 A

  FIG. 9 is an operation waveform diagram for explaining the operation when voltage boosting is started by the voltage converter in the conventional rectangular wave control.

  2. Description of the Related Art Conventionally, a vehicle motor control system is known in which a battery voltage is boosted by a voltage converter and supplied to an inverter, and a motor is driven by the inverter. In such a motor control system for a vehicle, a torque threshold is set for each rotation speed at a point where the voltage converter starts boosting, and when the motor torque reaches the torque threshold, the voltage converter boosts the voltage. I was allowed to do it.

  However, since the boost start point is set so that the loss of the motor is reduced, when the rectangular wave control is executed, a region having a deep phase (angle θ between the voltage vector of the rectangular wave voltage and the d-axis) In some cases, boosting is started from a large area. At that time, as shown in FIG. 9, when the torque is increased by increasing the phase θ at time t10 to t11, if the pressure increase is started at time t11, the torque deviation that causes a sudden change in torque occurs. Occur.

  This is because, since the boost start point is determined by the motor loss, boost start is not always performed only in the region where the torque deviation is small (the region where the phase is shallow).

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle motor control system that executes a rectangular wave voltage control, in which a rapid torque fluctuation is suppressed.

  In summary, the present invention relates to a motor control system for a vehicle, which is a power storage device, an inverter that controls drive of the motor by a rectangular wave voltage control method, and a voltage that is supplied by converting the voltage of the power storage device to the inverter A converter and a control device for controlling the inverter and the voltage converter are provided. The control device determines whether or not to cause the voltage converter to perform a voltage conversion operation based on the phase of the rectangular wave voltage applied from the inverter to the motor. The control device causes the voltage of the power storage device to be directly supplied to the inverter without performing the voltage conversion operation in the voltage converter until the phase of the rectangular wave voltage reaches the threshold value. After the phase of the rectangular wave voltage reaches the threshold value once, the control device causes the voltage converter to perform a voltage conversion operation to boost the voltage of the power storage device and supply it to the inverter.

  According to the present invention, when the rectangular wave control and the boost control are used in combination, a large torque deviation can be prevented from occurring, and the comfort of the vehicle is improved.

1 is a circuit diagram showing a configuration of a vehicle according to an embodiment of the present invention. It is a figure for demonstrating the control which the motor control system of the vehicle of this Embodiment performs. It is a figure for demonstrating a voltage phase. FIG. 6 is a diagram showing a relationship between voltage phase θ and torque T. It is a figure for demonstrating in detail about the line W2 in FIG. 3 is a flowchart for illustrating control of voltage converter 12 performed by control device 30 of FIG. FIG. 7 is an operation waveform diagram for illustrating an operation when control is performed based on FIGS. 2 and 6. It is a figure for demonstrating the change of phase (theta) after the time t1 of FIG. It is an operation | movement waveform diagram for demonstrating the operation | movement at the time of starting a pressure | voltage rise by a voltage converter in the conventional rectangular wave control.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

FIG. 1 is a circuit diagram showing a configuration of a vehicle according to an embodiment of the present invention.
Referring to FIG. 1, vehicle 100 includes a battery unit 40, an engine 4, motor generators MG <b> 1 and MG <b> 2, a power distribution mechanism 3, wheels 2, and a control device 30.

  Power distribution mechanism 3 is a mechanism that is coupled to engine 4 and motor generators MG1 and MG2 and distributes power between them. For example, as the power distribution mechanism, a planetary gear mechanism having three rotation shafts, that is, a sun gear, a planetary carrier, and a ring gear can be used. These three rotation shafts are connected to the rotation shafts of engine 4 and motor generators MG1, MG2, respectively. For example, the motor generator MG1, the power distribution mechanism 3, the motor generator MG1, and the engine 4 can be arranged on a straight line by hollowing the rotating shaft of the motor generator MG1 and penetrating the power shaft of the engine 4 therethrough.

  The rotating shaft of motor generator MG2 is coupled to wheel 2 by a reduction gear or a differential gear (not shown). Further, a reduction gear for the rotation shaft of motor generator MG2 may be further incorporated in power distribution mechanism 3.

  Battery unit 40 includes a high voltage battery B1, a system main relay SMRG connected to the negative electrode of high voltage battery B1, and a system main relay SMRB connected to the positive electrode of high voltage battery B1. System main relays SMRG and SMRB are controlled to be in a conductive / non-conductive state in response to a control signal SE provided from control device 30.

  As the high voltage battery B1, a secondary battery such as nickel metal hydride or lithium ion, a fuel cell, or the like can be used.

  The battery unit 40 further measures a service plug SP that cuts off the high voltage when the service cover is opened, a fuse F connected to the high voltage battery B1 in series with the service plug SP, and a voltage VB between the terminals of the high voltage battery B1. A voltage sensor 10 that detects the current IB that flows through the high-voltage battery B1.

  Vehicle 100 further includes a smoothing capacitor C1 connected between power supply line PL1 and ground line SL, a voltage sensor 21 that detects voltage VL between both ends of smoothing capacitor C1 and outputs the same to control device 30, and a smoothing Voltage converter 12 that boosts the voltage across terminals of capacitor C1, smoothing capacitor C2 that smoothes the voltage boosted by voltage converter 12, and voltage that is output to control device 30 by detecting voltage VH across terminals of smoothing capacitor C2 Sensor 13 and inverter 14 that converts a DC voltage applied from voltage converter 12 into a three-phase AC and outputs the same to motor generator MG1 are included.

  Voltage converter 12 is connected in parallel to reactor L1, one end of which is connected to power supply line PL1, IGBT elements Q1 and Q2 connected in series between power supply line PL2 and ground line SL, and IGBT elements Q1 and Q2, respectively. Diodes D1 and D2.

  Reactor L1 has the other end connected to the emitter of IGBT element Q1 and the collector of IGBT element Q2. The cathode of diode D1 is connected to the collector of IGBT element Q1, and the anode of diode D1 is connected to the emitter of IGBT element Q1. The cathode of diode D2 is connected to the collector of IGBT element Q2, and the anode of diode D2 is connected to the emitter of IGBT element Q2.

  Inverter 14 receives the boosted voltage from voltage converter 12, and drives motor generator MG1 to start engine 4, for example. Inverter 14 returns the electric power generated by motor generator MG 1 by mechanical power transmitted from engine 4 to voltage converter 12. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit.

  Inverter 14 includes a U-phase arm 15, a V-phase arm 16, and a W-phase arm 17. U-phase arm 15, V-phase arm 16, and W-phase arm 17 are connected in parallel between power supply line PL2 and ground line SL.

  U-phase arm 15 includes IGBT elements Q3 and Q4 connected in series between power supply line PL2 and ground line SL, and diodes D3 and D4 connected in parallel with IGBT elements Q3 and Q4, respectively. The cathode of diode D3 is connected to the collector of IGBT element Q3, and the anode of diode D3 is connected to the emitter of IGBT element Q3. The cathode of diode D4 is connected to the collector of IGBT element Q4, and the anode of diode D4 is connected to the emitter of IGBT element Q4.

  V-phase arm 16 includes IGBT elements Q5 and Q6 connected in series between power supply line PL2 and ground line SL, and diodes D5 and D6 connected in parallel with IGBT elements Q5 and Q6, respectively. The cathode of diode D5 is connected to the collector of IGBT element Q5, and the anode of diode D5 is connected to the emitter of IGBT element Q5. The cathode of diode D6 is connected to the collector of IGBT element Q6, and the anode of diode D6 is connected to the emitter of IGBT element Q6.

  W-phase arm 17 includes IGBT elements Q7 and Q8 connected in series between power supply line PL2 and ground line SL, and diodes D7 and D8 connected in parallel with IGBT elements Q7 and Q8, respectively. The cathode of diode D7 is connected to the collector of IGBT element Q7, and the anode of diode D7 is connected to the emitter of IGBT element Q7. The cathode of diode D8 is connected to the collector of IGBT element Q8, and the anode of diode D8 is connected to the emitter of IGBT element Q8.

  Motor generator MG1 is a three-phase permanent magnet synchronous motor, and one end of each of three coils of U, V, and W phases is connected to the midpoint. The other end of the U-phase coil is connected to the connection node of IGBT elements Q3 and Q4. The other end of the V-phase coil is connected to a connection node of IGBT elements Q5 and Q6. The other end of the W-phase coil is connected to a connection node of IGBT elements Q7 and Q8.

  Current sensor 24 detects the current flowing through motor generator MG1 as motor current value MCRT1, and outputs motor current value MCRT1 to control device 30.

  Vehicle 100 further includes an inverter 22 connected to voltage converter 12 in parallel with inverter 14.

  Inverter 22 converts the DC voltage output from voltage converter 12 into a three-phase AC and outputs the same to motor generator MG2 driving wheel 2. Inverter 22 returns the electric power generated in motor generator MG2 to voltage converter 12 in accordance with regenerative braking. At this time, the voltage converter 12 is controlled by the control device 30 so as to operate as a step-down circuit. Although the internal configuration of inverter 22 is not shown, it is the same as inverter 14, and detailed description will not be repeated.

  Vehicle 100 further includes auxiliary equipment 52 such as a headlamp, 12V auxiliary battery B2, and DC / DC converter 50 connected between power line PL1, auxiliary battery B2, and auxiliary equipment 52. including.

  The DC / DC converter 50 can step down the voltage of the power supply line PL2 in accordance with the step-down instruction PWD2 given from the control device 30, and charge the auxiliary battery B2 or supply electric power to the auxiliary devices 52. It is. DC / DC converter 50 can also boost the voltage of auxiliary battery B2 in accordance with boost instruction PWU2 provided from control device 30, and supply the boosted voltage to power supply line PL2.

  Control device 30 receives torque command values TR1, TR2, motor rotation speeds MRN1, MRN2, voltages VB, VL, VH, current IB values, motor current values MCRT1, MCRT2, and start signal IGON.

  Control device 30 outputs a control signal PWU1, a control signal PWD1 for instructing voltage step-down, and a signal CSDN for instructing prohibition of operation to voltage converter 12.

  Control device 30 also outputs control signal PWU2 for instructing boosting to DC / DC converter 50 and control signal PWD2 for instructing step-down.

  Further, control device 30 provides drive instruction PWMI1 for converting DC voltage, which is the output of voltage converter 12, to AC voltage for driving motor generator MG1, and AC voltage generated by motor generator MG1. Is converted to a DC voltage and a regenerative instruction PWMC1 is returned to the voltage converter 12 side.

  Similarly, control device 30 converts drive voltage PWMI2 for converting a DC voltage into an AC voltage for driving motor generator MG2 for inverter 22, and an AC voltage generated by motor generator MG2 by converting the voltage into a DC voltage. A regeneration instruction PWMC2 to be returned to the converter 12 side is output.

  FIG. 2 is a diagram for illustrating control performed by the vehicle motor control system of the present embodiment.

  In FIG. 2, the vertical axis represents the motor torque T, and the horizontal axis represents the motor rotation speed N. Line W1 is a line indicating a boundary for switching between PWM control and rectangular wave voltage control in the present embodiment. PWM control is executed in a region where the rotational speed N is lower than that of the line W1, and rectangular wave voltage control is executed in a region where the rotational speed N is higher than that of the line W1.

  The line W2 is a line indicating a boundary line between a region where boosting is not performed and a region where boosting is performed in the present embodiment. In a region where the rotational speed N is lower than this line, the motor is driven with a battery voltage that is not boosted. On the other hand, in a region where the rotational speed is higher than that of line W2, the battery voltage is boosted by the voltage converter and supplied to the motor.

  Note that the line W3 is a line indicating a boundary between a region where boosting is performed and a region where it is not performed in the conventional control. This line W3 was set based only on the motor loss so as to reduce the motor loss.

FIG. 3 is a diagram for explaining the voltage phase.
Referring to FIG. 3, when a voltage vector of rectangular wave voltage control is considered on a dq plane generally used in motor control, a phase angle θ formed by q axis and voltage vector V is a voltage phase. A large phase θ is called a deep phase, and a small phase θ is also called a shallow phase.

FIG. 4 is a diagram showing the relationship between the voltage phase θ and the torque T.
Referring to FIG. 4, torque T increases as voltage phase θ increases (deeper). For this reason, when the voltage phase θ is large, the torque T is also large. When the voltage converter performs a boosting operation in this state, the fluctuation of the torque T also increases.

FIG. 5 is a diagram for explaining the line W2 in FIG. 2 in more detail.
2 and 5, a line W3 is drawn with a fixed line on the torque T-rotational speed N map regardless of the phase depth. This was a line drawn in consideration of motor loss and the like. On the other hand, the line W2 used in the present embodiment does not always have a fixed line on the TN map, but indicates a point where the voltage phase reaches a certain threshold value. Therefore, when the system voltage (battery voltage) is high, the line W2 in FIG. 2 is set as shown by the line W2H in FIG. 5, and when the system voltage (battery voltage) is low, the line in FIG. Line W2 is set as indicated by W2L.

  FIG. 6 is a flowchart for illustrating control of voltage converter 12 performed by control device 30 in FIG.

  Referring to FIG. 6, in step S <b> 1, voltage converter 12 is controlled in a state where boosting is not performed. In step S2, it is determined whether or not the voltage phase θ is equal to or greater than a threshold value during the rectangular wave control.

  In the rectangular control, a large torque deviation occurs when boosting is performed in a region where the voltage phase is deep, but the torque deviation is small in a region where the phase is shallow. Therefore, the threshold value is set so that the region where no boosting is performed is limited to a region where the torque deviation is small or a range where the change in the acceleration G due to the torque deviation is allowable. In the region where this boosting is not performed, voltage converter 12 is controlled to an upper arm on state in which IGBT element Q1 is set to an on state and IGBT element Q2 is set to an off state. In this case, the voltage of battery B1 is supplied to inverters 14 and 22 via reactor L1 and diode D1 or IGBT element Q1.

  In this way, the region where the voltage converter 12 starts boosting can be limited to a region where torque deviation is small. In order to perform such control, a threshold value is provided for the voltage phase θ, and control is performed so as to start boosting when the threshold value is exceeded. Therefore, the process returns to step S1 until the voltage phase θ reaches the threshold value or more in step S2 of FIG. 6, and the voltage converter 12 is controlled so that no boosting is performed.

  On the other hand, when the voltage phase θ becomes equal to or greater than the threshold value in step S2, the process proceeds from step S2 to step S3, and the voltage converter 12 is caused to start boosting.

  FIG. 7 is an operation waveform diagram for explaining the operation when control is performed based on FIGS. 2 and 6.

  With reference to FIG. 7, the elapsed time is shown on the horizontal axis, and the output side voltage VH, torque T, and voltage phase θ of voltage converter 12 are shown in order from the top on the vertical axis. In the region from time t0 to t1, since voltage phase θ has not reached the threshold value, voltage converter 12 is controlled to be in the upper arm on state, and the boosting operation is not performed. Therefore, voltage VH is equal to battery voltage VB.

  At time t1, since the voltage phase θ has reached the threshold value, the voltage converter 12 starts the boosting operation. As a result, the voltage VH gradually rises above the battery voltage VB and is boosted. At this time, the torque T is a torque in a region where the torque deviation is small or in a range in which the change in the acceleration G due to the torque deviation can be tolerated.

  Then, after time t1, the voltage phase θ starts to decrease as the voltage VH is boosted. However, this threshold value is a threshold value for starting boosting, and the stoppage of boosting is determined based on another condition, so the voltage phase θ becomes lower than the threshold value. Does not stop immediately.

FIG. 8 is a diagram for explaining a change in phase θ after time t1 in FIG.
Referring to FIG. 8, when voltage VH increases, phase θ necessary for producing the same torque T decreases. For example, when the voltage VH is 100 V, the phase necessary for realizing the torque command is the phase θ2. On the other hand, when the voltage VH is increased to 200 V, the phase for realizing the same torque command is reduced to the phase θ1. Therefore, the voltage phase θ decreases after time t1 in FIG.

  Referring again to FIG. 1, the embodiment of the present invention will be summarized. The vehicle motor control system of the present embodiment includes an inverter 22 that performs drive control of the motor generator MG2 by a rectangular wave voltage control method, a voltage converter 12 that converts and supplies the voltage of the battery B1 to the inverter 22, And a control device 30 for controlling the inverter 22 and the voltage converter 12.

  Control device 30 determines whether or not to cause voltage converter 12 to perform a voltage conversion operation based on phase θ of the rectangular wave voltage applied from inverter 22 to motor generator MG2. Then, control device 30 causes voltage of battery B1 to be supplied to inverter 22 as it is without performing voltage conversion operation on voltage converter 12 (when the upper arm is on) until phase θ of the rectangular wave voltage reaches a threshold value. . Control device 30 causes voltage converter 12 to perform a voltage conversion operation after phase θ of the rectangular wave voltage has reached the threshold value, and boosts the voltage of battery B 1 to be supplied to inverter 22.

  As described above, in this embodiment, when the motor control is rectangular wave voltage control, the torque deviation can be suppressed to a small value by starting boosting before entering the deep phase region where the torque deviation is large.

  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.

  2 wheel, 3 power distribution mechanism, 4 engine, 10, 13, 21 voltage sensor, 11, 24 current sensor, 12 voltage converter, 14, 22 inverter, 15 U phase arm, 16 V phase arm, 17 W phase arm, 30 Control device, 40 battery unit, 50 converter, 52 auxiliary machinery, 100 vehicle, B1 high voltage battery, B2 auxiliary battery, C1, C2 smoothing capacitor, D1-D8 diode, F fuse, L1 reactor, MG1, MG2 motor generator, PL1, PL2 Power line, Q1-Q8 IGBT element, SL ground line, SMRG, SMRB System main relay, SP service plug.

Claims (1)

A power storage device;
An inverter that controls the drive of the motor with a rectangular wave voltage control system;
A voltage converter that converts and supplies the voltage of the power storage device to the inverter;
A control device for controlling the inverter and the voltage converter;
The control device determines whether to cause the voltage converter to perform a voltage conversion operation based on a phase of a rectangular wave voltage applied from the inverter to the motor,
The control device causes the voltage converter to supply the voltage of the power storage device as it is without performing a voltage conversion operation to the voltage converter until the phase of the rectangular wave voltage reaches a threshold value. A vehicle motor control system for causing a voltage conversion operation to be performed by the voltage converter once the phase of the rectangular wave voltage has reached a threshold value to boost the voltage of the power storage device and supplying the boosted voltage to the inverter.

Images