JP2011101542A - Power control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To more properly detect an abnormal on-state of gate interruption which causes first/second inverters to be continuously gate-interrupted without using an exclusive circuit for failure detection, in a power control device including the first/second inverters. <P>SOLUTION: The control device determines whether both inverter failure flags F1 and F2 are set to a value of 1 (step S110). When determined that both inverter failure flags F1 and F2 are set to the value of 1 (both inverters 41 and 42 are not normally controlled), the abnormal on-state of gate interruption is determined, wherein the inverters 41 and 42 are continuously gate-interrupted, occurs (step S120). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a power control apparatus.

  Conventionally, as this type of power control apparatus, a battery, an inverter and a DC / DC converter connected to the battery, and a gate cutoff of the inverter and the DC / DC converter via a gate cutoff line and a DC / DC converter are used. An electronic control unit that monitors a voltage applied to a connected gate cutoff line and determines whether or not the gate cutoff line is disconnected has been proposed (for example, see Patent Document 1).

2005-51885 gazette

  By the way, in the power control device as described above, the gate of the inverter continues to be shut off due to the current from the circuit of another system flowing around the gate cutoff line connected to the inverter, or the gate shuts down due to an abnormality of the electronic control unit. There is also a possibility that a gate shut-off abnormality may occur in which the command is continuously output and the inverter continues to be shut off. Therefore, in order to make the operation of the power control device more appropriate, it should be possible to detect such a gate cutoff on abnormality, but a dedicated circuit or the like for detecting the gate cutoff on abnormality should be used. Is not preferable for reducing the size and cost of the entire apparatus.

  In the power control apparatus including the first and second inverters, the present invention mainly detects the gate cutoff ON abnormality in which the first and second inverters continue to be gated more appropriately without using a dedicated circuit. Objective.

  The power control apparatus of the present invention employs the following means in order to achieve the main object described above.

The power control apparatus of the present invention is
A power storage means capable of exchanging power with the first and second power devices, and a first power source interposed between the power storage means and the first power device and capable of driving the first power device. An inverter, a second inverter interposed between the power storage means and the second power device and capable of driving the second power device, and driving the first and second power devices Drive control means for controlling the first and second inverters, and gate shut-off means for shutting off the gates of the first and second inverters when a predetermined shut-off condition is satisfied,
A power control device comprising:
Inverter abnormality determining means for determining whether or not the first and second inverters are normally controlled by the drive control means;
When the inverter abnormality determining means determines that both of the first and second inverters are not normally controlled, a gate cutoff ON abnormality occurs in which the first and second inverters continue to be gated. An abnormality determining means for determining that there is,
It is a summary to provide.

  In the power control apparatus of the present invention, it is determined whether or not the first and second inverters are normally controlled, and when it is determined that both the first and second inverters are not normally controlled, It is determined that the gate cutoff ON abnormality has occurred in which the first and second inverters continue to be gated. That is, since it is extremely rare that both the first and second inverters are not normally controlled, when it is determined that both the first and second inverters are not normally controlled, the gate It can be considered that an interruption-on abnormality has occurred. Thereby, in the electric power control apparatus of this invention, the gate interruption | blocking ON abnormality which the 1st and 2nd inverter continues gate interruption | blocking can be detected more appropriately, without using a dedicated circuit.

  The power control apparatus of the present invention smoothes a voltage connected to the power storage means of the first and second inverters, and a relay connected between the power storage means and the first and second inverters. A smoothing capacitor, and the drive control means consumes the electric charge stored in the smoothing capacitor by at least one of the first and second electric power devices when the relay is turned off. As described above, it may be a means for executing a discharge control for controlling at least one of the first and second inverters, and the abnormality determining means is stored in the smoothing capacitor by the execution of the discharge control. When the charged electric charge is not discharged and a current flows through the power storage means during the discharge control, the gate blocking is performed. It is determined that the ON abnormality has not occurred in the means and an ON failure has occurred in the relay, and the charge stored in the smoothing capacitor is not discharged by the execution of the discharge control, and the discharge control is executed. When it is determined that either one of the first and second inverters is not normally controlled before the current is flowing through the power storage means and the relay is turned off, the gate is shut off. It may be a means for determining that an ON abnormality has occurred.

  That is, the electric charge stored in the smoothing capacitor is not discharged by the discharge control in a state where the relay between the power storage means and the first and second inverters is turned off, and a current is supplied to the power storage means during the execution of the discharge control. If it is flowing, either one of the first and second inverters is in a controllable state, but a current has flowed to the power storage means due to an ON failure of the relay. Therefore, in this case, it can be determined that the gate cutoff ON abnormality has not occurred and an ON failure has occurred in the relay. On the other hand, the electric charge stored in the smoothing capacitor is not discharged by the discharge control in the state where the relay is turned off, and the current is not flowing to the power storage means during the discharge control and the relay is turned off. If it has previously been determined that either one of the first and second inverters is not normally controlled, then no relay on failure has occurred and both the first and second inverters are normal. It is very likely that they were not controlled. Therefore, in this case, it can be determined that the gate cutoff ON abnormality has occurred. Thereby, in this power control device, even after the relay between the power storage means and the first and second inverters is turned off, the gate cutoff on abnormality can be detected more appropriately without using a dedicated circuit. Can do.

1 is a schematic configuration diagram of a hybrid vehicle 20 equipped with a power control apparatus according to an embodiment of the present invention. It is a flowchart which shows an example of the driving | running | working gate interruption | blocking ON abnormality determination routine performed by motor ECU40 of an Example. It is a flowchart which shows an example of the gate interruption | blocking ON abnormality determination routine at the time of a stop performed by motor ECU40 of an Example.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 as a vehicle equipped with a power control apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 using gasoline or light oil as a fuel, an engine electronic control unit (hereinafter referred to as “engine ECU”) 24 for controlling the drive of the engine 22, and an engine 22. A planetary gear 30 in which a carrier 34 is connected to a crankshaft 26 as an output shaft via a damper 28, a motor MG 1 capable of generating power connected to a sun gear 31 of the planetary gear 30, and a drive connected to a ring gear 32 of the planetary gear 30. A reduction gear 35 connected to a ring gear shaft 32a as a shaft, a motor MG2 connected to the ring gear shaft 32a via the reduction gear 35, and a gear mechanism 37 and a differential gear 38 connected to the ring gear shaft 32a. Drive wheels 39a, 39b and power line 5 For example, a lithium ion secondary battery or a nickel hydride secondary battery 50, an inverter 41 interposed between the motor MG1 and the power line 54, and the motor MG2 and the power line 54. Electronic inverter control for driving and controlling motors MG1 and MG2 via inverters 42, 42, system main relay SMR for executing connection and release of connection between battery 50 and inverters 41, 42 The entire vehicle is communicated with a unit (hereinafter referred to as “motor ECU”) 40, a battery electronic control unit (hereinafter referred to as “battery ECU”) 52 for managing the battery 50, and the engine ECU 24, motor ECU 40, and battery ECU 52. Hybrid electronic control unit (hereinafter referred to as “ That the hybrid ECU ") and a 70.

  Each of the motors MG1 and MG2 is configured as a known synchronous generator motor that operates as a generator and can operate as a motor, and exchanges power with the battery 50 that is a secondary battery via inverters 41 and 42. . The inverters 41 and 42 are each composed of six transistors (not shown) and six diodes (not shown) connected in parallel to each of the transistors in the reverse direction. Two transistors are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the power line 54, and a three-phase coil is connected to each connection point of the paired transistors. Each is connected. Therefore, a rotating magnetic field can be formed in the three-phase coil by controlling the on-time ratio of the paired transistors in the state where the voltage acts between the positive electrode bus and the negative electrode bus of the power line 54, and the motor MG1, Each MG2 can be driven to rotate.

  Inverters 41 and 42 are controlled by motor ECU 40, thereby driving and controlling motors MG 1 and MG 2. The motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, for example, signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and phases flowing through the motors MG1 and MG2. A phase current from a current sensor (not shown) that detects current, a voltage VH of a smoothing capacitor 57 that smoothes a voltage between the battery 50 and the inverters 41 and 42 from the voltage sensor 57a, and the like are input. The motor ECU 40 outputs a switching control signal to the transistors of the inverters 41 and 42. The motor ECU 40 calculates the rotational speeds Nm1, Nm2 of the motors MG1, MG2 based on signals from the rotational position detection sensors 43, 44. The inverters 41 and 42 are connected to the hybrid ECU 70 via the gate cutoff line 45, and the hybrid ECU 70 gates the inverters 41 and 42 via the gate cutoff line 45 when a predetermined cutoff condition is satisfied. To output a gate cutoff command signal. Here, the predetermined cutoff condition is satisfied when an abnormality occurs in the motor ECU 40 or when a communication abnormality occurs between the motor ECU 40 and the hybrid ECU 70. Further, the hybrid ECU 70 outputs a control signal or the like for on / off control of the system main relay SMR.

  When the ignition switch 80 is turned on in the hybrid vehicle 20 of the embodiment configured as described above, the hybrid ECU 70 detects the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the vehicle speed sensor. The required torque Tr * is set based on the vehicle speed V from 88, and the target rotational speed Ne *, the target torque Te * of the engine 22 and the torque commands Tm1 * of the motors MG1, MG2 are set based on the set required torque Tr *. Command signals such as Tm2 * required for controlling the entire vehicle are generated, and the generated command signals are transmitted to the engine ECU 24 and the motor ECU 40. Then, the engine ECU 24 performs control such as intake air amount adjustment control, fuel injection control, and ignition control in the engine 22 so that the engine 22 is operated at an operation point composed of the target rotational speed Ne * and the target torque Te *. Further, motor ECU 40 performs switching control of the switching elements of inverters 41 and 42 such that motor MG1 is driven by torque command Tm1 * and motor MG2 is driven by torque command Tm2 *.

  Further, the motor ECU 40 of the embodiment uses a sine wave PWM control system using a sine wave PWM voltage and an overmodulation PWM voltage according to the torque commands Tm1 *, Tm2 * and the rotational speeds Nm1, Nm2 of the motors MG1 and MG2. The inverters 41 and 42 are subjected to switching control by any one of three control methods: an overmodulation PWM control method and a rectangular wave control method using a rectangular wave voltage. When the motor is controlled by the sine wave PWM control method or the overmodulation PWM control method, the motor ECU 40 controls the current feedback of the motor current based on the motor currents Id and Iq obtained from the detection values of the current sensor and the rotational position detection sensors 43 and 44. Execute. Further, at the time of motor control by the rectangular wave control method, a torque estimated value is calculated using motor currents Id and Iq obtained from detected values of the current sensor and the rotational position detecting sensors 43 and 44, and a torque command value of the torque estimated value is calculated. Torque feedback control for adjusting the voltage phase of the rectangular wave voltage according to the difference with respect to is executed. Then, the motor ECU 40 determines whether or not the inverters 41 and 42 are normally controlled based on the difference between the command value and the actual value in the current feedback control and torque feedback control. That is, when the difference between the command value and the actual value in the feedback control is within a predetermined threshold range by experiment / analysis or the like, it is determined that the inverters 41 and 42 are normally controlled. Is outside the threshold range, it is determined that the inverters 41 and 42 are not normally controlled.

  Here, in the hybrid vehicle 20 of the embodiment as described above, the inverters 41 and 42 continue to be gate-cut by the current from the circuit of another system flowing into the gate cutoff line 45 connected to the inverters 41 and 42. There is also a possibility that a gate cutoff ON abnormality may occur in which the gate cutoff command is continuously output due to an abnormality of the hybrid ECU 70 and the inverters 41 and 42 are continuously gated off. In order to detect the occurrence of such a gate cutoff on abnormality, in the hybrid vehicle 20 of the embodiment, a running gate cutoff on abnormality determination routine shown in FIG. 2 is executed at predetermined time intervals by the motor ECU 40 while the vehicle is traveling. .

  When the running gate cutoff ON abnormality determination routine of FIG. 2 is executed, the motor ECU 40 inputs the values of the inverter abnormality flags F1 and F2 (step S100). Here, the inverter abnormality flag F1 is set to a value of 0 when the motor ECU 40 determines that the inverter 41 is normally controlled, and is set to a value of 1 when it is determined that the inverter 41 is not normally controlled. The inverter abnormality flag F2 is set to a value of 0 when it is determined that the inverter 42 is normally controlled, and when it is determined that the inverter 42 is not normally controlled. Flag set to value 1. Then, after the input process of step S100, it is determined whether or not the inverter abnormality flags F1 and F2 are the value 1 (step S110), and when it is determined that both the inverter abnormality flags F1 and F2 are the value 1. Since both inverters 41 and 42 are not normally controlled, it is determined that a gate cutoff ON abnormality has occurred, and the determination result is transmitted to hybrid ECU 70 (step S120), and this routine is temporarily terminated. . Then, the hybrid ECU 70 that has received the determination result warns the driver by turning on a warning lamp (not shown) and prohibits the next and subsequent system activation. On the other hand, when it is determined that at least one of the inverter abnormality flags F1 and F2 is not a value 1, since at least one of the inverters 41 and 42 is normally controlled, a gate cutoff on abnormality occurs. It is determined that the process is not performed, the process of step S120 is omitted, and this routine is temporarily terminated.

  In addition, during the traveling of the hybrid vehicle 20 of the embodiment, before it is determined that one of the inverters 41 and 42 is not normally controlled and the other is normally controlled, For example, when the ignition switch 80 is turned off by the driver and the system is stopped, the execution of the above-described driving gate shut-on abnormality determination routine is interrupted, so it is determined whether or not a gate shut-on abnormality has occurred. Can not do it. Therefore, in the hybrid vehicle 20 of the embodiment, when the system is stopped and the system main relay SMR is turned off by the hybrid ECU 70, the motor ECU 40 executes a stationary gate cutoff ON abnormality determination routine shown in FIG.

  3 is executed, the motor ECU 40 inputs the values of the inverter abnormality flags F1 and F2 (step S200). Next, discharge control is performed to control at least one of the inverters 41 and 42 so that the electric charge stored in the smoothing capacitor 57 is consumed by at least one of the motors MG1 and MG2 (step S210). In the discharge control, in order that electric power is consumed without outputting torque from the motor MG1 or MG2, specifically, the current flows in the direction of the magnetic flux (d axis) formed in the rotor of the motor MG1 or MG2. The charge stored in the smoothing capacitor 57 is discharged by controlling the switching of the inverter 41 or 42. Here, when it is determined that either one of the inverters 41 and 42 is not normally controlled before the system is stopped, the discharge control is executed using the other normal inverter. Then, after completion of the discharge control, it is determined whether or not the electric charge stored in the smoothing capacitor 57 is discharged based on the value of the voltage VH of the smoothing capacitor 57 input from the voltage sensor 57a (step S220). When it is determined that the charge stored in the smoothing capacitor 57 has been discharged by the charge control, at least one of the inverters 41 and 42 is normally controlled, and the system main relay SMR is normally turned off so that the battery 50 It is determined that the connection with the smoothing capacitor 57 has been released, and this routine is terminated.

  On the other hand, when it is determined in step S220 that the electric charge stored in the smoothing capacitor 57 is not discharged by the discharge control, both the inverters 41 and 42 are not normally controlled, or the system main relay Since there is a high possibility that an on-failure has occurred in the SMR, the following processing is executed in order to identify an abnormal location. First, the battery current integrated value Ib, which is the integrated value of the current flowing through the battery 50 during the discharge control, is input, and it is determined whether or not the input battery current integrated value Ib is a value 0 (step S230). ). If it is determined that the battery current integrated value Ib is 0, no current flows through the battery 50 during the execution of the discharge control. Therefore, the system main relay SMR has been normally turned off. become. Then, next, it is determined whether or not at least one of the inverter abnormality flags F1 and F2 input in step S100 is a value 1 (step S240). When it is determined that at least one of the inverter abnormality flags F1 and F2 is a value 1, it is determined that there is a very high possibility that both of the inverters 41 and 42 are not normally controlled, and the gate cutoff is turned on. It is determined that an abnormality has occurred, and the determination result is transmitted to the hybrid ECU 70 (step S250), and this routine ends. The hybrid ECU 70 that has received the determination result warns the driver by turning on a warning lamp (not shown) and prohibits the system from starting the next time.

  On the other hand, when it is determined in step S230 that the battery current integrated value Ib is not 0, at least one of the inverters 41 and 42 can be controlled normally, but the discharge is being controlled due to the on failure of the system main relay SMR. That is, current flows through the battery 50. Therefore, in this case, it is determined that the gate cutoff ON abnormality has not occurred and an ON failure has occurred in the system main relay SMR, the determination result is transmitted to the hybrid ECU 70 (step S260), and this routine is executed. finish. The hybrid ECU 70 that has received the determination result warns the driver by turning on a warning lamp (not shown) and prohibits system startup from the next time onward. Further, after it is determined in step S230 that the battery current integrated value Ib is 0, when it is determined in step S240 that at least one of the inverter abnormality flags F1 and F2 is not 1, the inverter 41 and Since at least one of 42 is normally controllable and a current is flowing through the battery 50 during the discharge control, it can be determined that neither the gate cutoff ON abnormality nor the system main relay SMR ON failure has occurred. Therefore, in this case, it is considered that the charge stored in the smoothing capacitor 57 has not been discharged by the discharge control due to the abnormality of the voltage sensor 57a, and it is determined that the abnormality has occurred in the voltage sensor 57 and the determination is made. A result is transmitted to hybrid ECU70 (step S270), and this routine is complete | finished. The hybrid ECU 70 that has received the determination result warns the driver by turning on a warning lamp (not shown).

  In the hybrid vehicle 20 equipped with the power control apparatus of the embodiment described above, it is determined whether both of the inverter abnormality flags F1 and F2 are 1 (step S110), and both of the inverter abnormality flags F1 and F2 are determined. When it is determined that the value is 1 (both inverters 41 and 42 are not normally controlled), it is determined that a gate-blocking ON abnormality has occurred that keeps inverters 41 and 42 being gate-blocked (step S120). . That is, since it is very rare that both inverters 41 and 42 are not normally controlled, when it is determined that both inverters 41 and 42 are not normally controlled, a gate cutoff ON abnormality occurs. Can be considered. As a result, in the hybrid vehicle 20 equipped with the power control apparatus of the embodiment, it is possible to more appropriately detect the gate cutoff ON abnormality in which the inverters 41 and 42 continue to be shut off without using a dedicated circuit.

  In the hybrid vehicle 20 equipped with the power control apparatus of the embodiment, the charge stored in the smoothing capacitor 57 is not discharged by the discharge control with the system main relay SMR turned off, and the battery is being discharged during the discharge control. 50 (steps S220 and S230), one of inverters 41 and 42 is in a controllable state, but current is flowing to battery 50 due to an on failure of system main relay SMR. Become. Therefore, in this case, it can be determined that the gate cutoff ON abnormality has not occurred and an ON failure has occurred in the system main relay SMR (step S260). On the other hand, the electric charge stored in the smoothing capacitor 57 by the discharge control is not discharged, and no current flows through the battery 50 during the execution of the discharge control, and at least one of the inverter abnormality flags F1 and F2 has a value. 1 (step S220 to S240), the system is determined to be 1 (it was determined that either one of the inverters 41 and 42 was not normally controlled before the system main relay SMR was turned off) (steps S220 to S240). There is no possibility that the main relay SMR is turned on and both inverters 41 and 42 are not normally controlled. Therefore, in this case, it can be determined that the gate cutoff ON abnormality has occurred (step S250). As a result, in the hybrid vehicle 20 equipped with the power control apparatus of the embodiment, even after the system main relay SMR is turned off, the gate cut-on abnormalities in which the inverters 41 and 42 continue to be shut off are not used without using a dedicated circuit. It can be detected more appropriately.

  Here, the correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motors MG1 and MG2 correspond to “first and second power devices”, the battery 50 capable of exchanging power with the motors MG1 and MG2 corresponds to “power storage means”, and the motor MG1 and the power line 54 is equivalent to the “first inverter”, and the inverter 42 interposed between the motor MG2 and the power line 54 is equivalent to the “second inverter”. The motor ECU 40 that controls the driving of the motors MG1 and MG2 via the terminals 41 and 42 corresponds to “drive control means”, and outputs a gate cutoff command signal for shutting off the inverters 41 and 42 when a predetermined cutoff condition is satisfied. The output hybrid ECU 70 and the gate cutoff line 45 correspond to “gate cutoff means”, and provide current feedback control and torque feedback. The motor ECU 40 for determining whether or not the inverters 41 and 42 are normally controlled based on the difference between the command value and the actual value in the control corresponds to the “inverter abnormality determining means”, and the gate shut-off abnormality determining routine during traveling In addition, the motor ECU 40 that executes the stopping gate cutoff ON abnormality determination routine corresponds to “abnormality determination means”. The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the power control device manufacturing industry and the like.

  20 hybrid vehicle, 22 engine, 24 engine ECU, 26 crankshaft, 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier, 35 reduction gear, 37 gear mechanism, 38 differential gear, 39a , 39b Drive wheel, 40 Motor ECU, 41, 42 Inverter, 43, 44 Rotation position detection sensor, 45 Gate break line, 50 Battery, 52 Battery ECU, 54 Power line, 70 Hybrid ECU, 83 Accelerator pedal, 84 Accelerator pedal position Sensor, 88 Vehicle speed sensor, MG1, MG2 motor.

Claims (2)

A power storage means capable of exchanging power with the first and second power devices, and a first power source interposed between the power storage means and the first power device and capable of driving the first power device. An inverter, a second inverter interposed between the power storage means and the second power device and capable of driving the second power device, and driving the first and second power devices Drive control means for controlling the first and second inverters, and gate shut-off means for shutting off the gates of the first and second inverters when a predetermined shut-off condition is satisfied,
A power control device comprising:
Inverter abnormality determining means for determining whether or not the first and second inverters are normally controlled by the drive control means;
When the inverter abnormality determining means determines that both of the first and second inverters are not normally controlled, a gate cutoff ON abnormality occurs in which the first and second inverters continue to be gated. An abnormality determining means for determining that there is,
A power control apparatus comprising: The power control apparatus according to claim 1,
A relay connected between the power storage means and the first and second inverters, and a smoothing capacitor for smoothing the voltage on the power storage means side of the first and second inverters,
The drive control means is configured such that when the relay is turned off, the charge stored in the smoothing capacitor is consumed by at least one of the first and second power devices. A means for performing discharge control for controlling at least one of the inverters;
The abnormality determination unit is configured to detect the ON abnormality in the gate cutoff unit when the electric charge stored in the smoothing capacitor is not discharged by the execution of the discharge control and a current flows through the power storage unit during the execution of the discharge control. Is not generated and the relay has an on-failure, and the electric charge stored in the smoothing capacitor is not discharged by the execution of the discharge control, and the power storage means is being executed during the execution of the discharge control. When it is determined that either one of the first and second inverters is not normally controlled before the relay is turned off, the gate cutoff on abnormality occurs. A power control device which is means for determining that the

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