JP5055836B2 - Phase shift detection device and detection method for magnetic pole position sensor for synchronous motor - Google Patents

Description

  The present invention relates to a phase shift detection device and a detection method for a magnetic pole position sensor for a synchronous motor.

  In synchronous motor control, if the detected magnetic pole position of the rotor detected by a magnetic pole position sensor such as a resolver deviates from the actual magnetic pole position, it cannot be controlled to the desired motor torque. It is necessary to adjust the mounting position of the sensor so that the deviation (phase deviation) from the actual magnetic pole position is within a predetermined range. Therefore, a motor control device is known in which a reference angle generation circuit is provided to determine a phase shift amount and control a synchronous motor (see, for example, Patent Document 1).

Prior art documents related to the invention of this application include the following.
JP 2002-325493 A

  However, the above-described conventional apparatus requires a dedicated correction circuit called a reference angle generation circuit for correcting the detection error of the magnetic pole position of the synchronous motor.

  When detecting the error of the magnetic pole position sensor connected to the three-phase synchronous motor to detect the magnetic pole position of the motor, the inverter is controlled by performing coordinate conversion between the three-phase AC and the dq-axis two-phase DC. For the current control system that controls the current flowing through the motor, the dq axis current command value is set so that the motor torque is zero, and the motor rotation speed and the current flowing through the motor when the motor is driven with no load And detecting the phase difference between the dq-axis current and the phase difference between the dq-axis current command value at which the motor torque is zero and the phase difference between the dq-axis currents. The amount is defined as a magnetic pole position detection error of the magnetic pole position sensor.

  According to the present invention, it is possible to accurately correct the magnetic pole position detection error of the synchronous motor without installing a dedicated correction circuit and without performing the adjustment operation of the magnetic pole position sensor.

  An embodiment in which the present invention is applied to a hybrid vehicle that travels by the driving force of either or both of an engine and a motor will be described.

<< First Embodiment of the Invention >>
FIG. 1 shows the configuration of the first embodiment. The motor generator 104 is connected to the engine 102 via the clutch 103 and starts the engine 102. Motor generator 104 is connected to transmission 106 via clutch 105 to drive the vehicle. The total braking / driving force of the vehicle is a combined braking / driving force of the engine 102 and the motor generator 104 or one of the braking / driving forces.

  In order to clarify that the motor generator 104 is a three-phase synchronous motor (three-phase synchronous motor) and has both functions of a motor that drives a load and a generator that is driven by the load and performs regenerative power generation. Called “motor generator”. Generally, an electric motor (motor) has a function as an electric motor and a function as a generator, and can be driven and controlled by selecting one of the functions by a control device.

  The vehicle controller 101 detects a vehicle speed detected by a vehicle speed sensor (not shown), a shift position of an automatic transmission detected by a shift sensor (not shown), an accelerator pedal operation amount detected by an accelerator sensor (not shown), a brake sensor (not shown). Based on the information such as the brake pedal operation amount detected in the figure, braking / driving force control and energy management for vehicle travel are performed, and the engine 102, motor controller 109, and clutches 103 and 105 are controlled. The engine 102 and the clutches 103 and 105 each incorporate a control device (not shown).

  The motor controller 109 controls the inverter 108 according to the torque command from the vehicle controller 101, converts the DC power of the battery 107 into AC power, supplies the AC power to the motor generator 104, and generates torque according to the torque command value.

FIG. 2 is a control block diagram of the motor generator 104 according to the first embodiment. The current command unit 109a performs a table operation by calculating d and q-axis current command values id ^* and iq ^* corresponding to the torque command value T ^* and the electric angular frequency ω of the motor generator 104 from a current table (not shown), and performs two-phase calculation. D and q axis current command values id ^* and iq ^* which are direct currents are set. The current control unit 109b calculates and amplifies the deviation between d and q-axis current command values id ^* and iq ^* and the actual currents id and iq, and outputs d and q-axis voltage command values vd ^* and vq ^* to make the deviation zero. To do.

The two-phase / three-phase converter 109c converts the d and q-axis voltage command values vd ^* and vq ^* into the three-phase AC voltage command values vu ^* , vv ^* and vw ^* based on the magnetic pole position θ. Inverter 108 is a three-phase AC voltage command values vu ^*, vv ^*, vw ^* in accordance with drives and controls the power conversion unit 108a consists of a power switching element such as IGBT, converts the DC power of the battery 107 to the AC power . Further, the inverter 108 detects the three-phase alternating currents iu, iv, iw flowing through the motor generator 104 by the current sensors 108b, 108c, 108d. The three-phase / two-phase converter 109d converts the three-phase AC currents iu, iv, iw detected by the current sensors 108b, 108c, 108d into the two-phase DC actual currents id, iq based on the magnetic pole position θ.

  A magnetic pole position sensor 104 a is connected to the motor generator 104 and outputs a magnetic pole position signal of the motor generator 104. The magnetic pole position detection unit 109e converts the magnetic pole position signal of the magnetic pole position sensor 104a into the magnetic pole position θ1 and the rotational angular velocity ω of the motor generator 104. The magnetic pole position error calculation unit 109f calculates the difference between the magnetic pole position detection value θ1 by the magnetic pole position sensor 104a and the actual magnetic pole position, that is, the phase shift amount based on the d and q-axis actual currents id and iq. The magnetic pole position θ compensated for the phase shift amount included in the magnetic pole position detection value θ1 is obtained using the amount.

Here, a method of calculating the phase shift amount will be described. The equation of motion of the motor generator 104 is given by the following equation.
J ・ d (ωre) / dt = T−TL (1)
In equation (1), J is the total value of inertia of the motor generator 104 and the equipment connected to its output shaft, ωre is the rotational angular velocity of the rotor of the motor generator 104, T is the torque of the motor generator 104, and TL is the load torque. It is. TL includes the friction torque of the motor generator 104 itself. Note that the viscous braking coefficient is excluded from the equation (1). By measuring the rotational angular velocity ωre of the motor generator 104, the torque of the motor generator 104 actually generated can be obtained from the equation (1).

The torque T is given by equation (2).
T = Pn · {ψa · Ia · cosβ + (Ld−Lq) · Ia ² · sin2β / 2} (2)
In equation (2), Pn is the number of pole pairs, ψa is the flux linkage of the permanent magnet, Ia is the armature current of the motor generator 104, β is the phase difference between the two-phase actual currents Id and Iq (see FIG. 3), and Ld is The d-axis inductance, Lq, is the q-axis inductance.

FIG. 4 shows an example in which the relationship between the dq-axis actual current phase difference β and the torque T is represented by the equation (2). In FIG. 4, T = 0 when the dq-axis actual current phase difference β is ± 90 deg. On the other hand, since the command value β ^* of the phase difference β is obtained based on the signal of the magnetic pole position sensor 104a in the motor control, when the magnetic pole position sensor 104a has a phase shift, the phase difference command value β ^* and the actual phase difference β Does not match. Therefore, when the torque T is generated even though the phase difference command value β ^* is commanded so that the torque T = 0, β ≠ β ^* , and a phase shift occurs in the magnetic pole position sensor 104a. You can see that That is, the phase shift amount of the magnetic pole position sensor 104a can be obtained by measuring the rotational angular velocity ωre when the dq-axis actual current phase difference β ^* is commanded so that the torque T = 0.

In order to obtain the phase shift amount with high accuracy, the following may be performed. (A) Reduce the load torque TL. As apparent from the equation (1), when the load torque TL is large, the torque T at which the motor generator 104 starts to rotate also increases, so that the detection accuracy of the phase shift amount decreases. (B) The armature current Ia of the motor generator 104 is increased. As apparent from the equation (2), the torque T increases as the armature current Ia increases. Therefore, if the armature current Ia is increased, the motor generator 104 can easily rotate even if the phase shift amount is small. (C) the torque T changes greatly with respect to changes in the dq axis actual current phase difference beta (dT / dt is large) the phase difference beta and phase difference command value beta ^*. As shown in FIG. 4, the phase difference β = + 90 deg is more sensitive to the change in the phase difference β than the phase difference β = −90 deg. Therefore, the phase difference command value β ^* = + 90 deg has a smaller phase. A large torque T can be obtained even with a deviation amount.

FIG. 5 is a flowchart illustrating phase shift amount calculation and correction processing according to the first embodiment. In step 1, a release command is output from the vehicle controller 101 to the clutches 103 and 105 while the motor generator 104 is not rotating, and a command of a torque command value T ^* = 0 is output to the motor controller 109. As a result, the clutches 103 and 105 are released, and the motor generator 104 is in a no-load state. That is, by minimizing the load torque TL of the motor generator 104, the phase shift amount can be accurately detected. Further, since the clutch 105 is disengaged, the rotation of the motor generator 104 is not transmitted to the drive wheels, and even if the motor generator 104 rotates while performing the phase shift amount calculation and correction processing, a shock or the like It can be made not to feel uncomfortable.

In the subsequent step 2, the motor controller 109 sets d and q-axis current command values Id ^* and Iq ^*, which are torque command values T ^* = 0, from the current map (not shown) stored in advance, and this d, q Three-phase AC voltage command values Vu ^* , Vv ^* and Vw ^* corresponding to the shaft current command values Id ^* and Iq ^* are output to the inverter 108. The inverter 108 applies a three-phase AC voltage corresponding to the three-phase AC voltage command values Vu ^* , Vv ^* and Vw ^* to the windings of the motor generator 104, and the three-phase AC currents iu and iv to the windings of the motor generator 104. , Iw.

In step 3, the rotational angular velocity ωre of the motor generator 104 is detected from the magnetic pole position signal from the magnetic pole position sensor 104a. In the subsequent step 4, it is determined whether or not there is a change in the rotational angular velocity ωre. When dωre / dt = 0, that is, when there is no change in the rotational angular velocity ωre, the routine proceeds to step 7 where the phase difference of the dq-axis actual current is regarded as β = β ^* . That is, the motor controller 109 stores the phase shift amount = 0, and thereafter controls the motor generator 104 with the magnetic pole position as θ1 = θ.

  On the other hand, if dωre / dt ≠ 0, that is, if there is a change in the rotational angular velocity ωre in step 4, the process proceeds to step 5 using the measured rotational angular velocity ωre and the inertia J and load torque TL previously stored in the motor controller 109. , (1) and (2) are used to calculate the dq-axis actual current phase difference β at which the motor torque T = 0. Since no load is connected to the motor generator 104, the inertia J and the load torque TL are the inertia and friction torque of the motor generator 104 itself. In general, since the friction torque of the motor generator 104 is a small value, the dq-axis actual current phase difference β can be accurately calculated back.

In step 6, a command value β ^* of the dq-axis actual current phase difference is obtained from the d and q-axis current command values Id ^* and Iq ^* set in step 2, and a difference (β−) from the phase difference β obtained in step 5 is obtained. β ^* ) is stored as a phase shift amount. Thereafter, drive control of the motor generator 104 is performed with a value obtained by subtracting the phase shift amount (β−β ^* ) from the magnetic pole position θ1 detected based on the magnetic pole position signal of the magnetic pole position sensor 104a as the magnetic pole position θ.

As described above, according to the first embodiment, the apparatus detects an error of the magnetic pole position sensor 104a that is connected to the three-phase synchronous motor generator 104 and detects the magnetic pole position of the motor generator 104. A magnetic pole position detector 109e that detects the rotational speed of the generator 104, current sensors 108b, 108c, and 108d that detect the current flowing through the motor, and an inverter that performs coordinate conversion between the three-phase AC and the dq-axis two-phase DC 108, the current controller 109b for controlling the current flowing through the motor generator 104, and the dq axis current command values id ^* and iq ^{* at} which the torque T of the motor generator 104 is zero when the motor generator 104 is in a no-load state. The motor generator is supplied to the current control unit 109b. The phase difference β of the dq axis current is calculated based on the rotational speed detection value ω of the magnetic pole position detection unit 109e and the current detection values (id, iq) of the current sensors 108b, 108c, 108d when driving 04. A phase difference β ^* between the magnetic pole position error calculation unit 109f and the dq axis current command values id ^* and iq ^* at which the torque T of the motor generator 104 becomes zero, and the dq axis currents id and iq calculated by the magnetic pole position error calculation unit 109f phase shift amount of the phase difference beta of (β-β ^*) and a magnetic pole position error calculation unit 109f for calculating a phase shift amount calculated by the magnetic pole position error calculation unit 109f (β-β ^*) of the magnetic pole position sensor The magnetic pole position detection error of 104a is set.
As a result, it is possible to accurately correct the magnetic pole position detection error of the synchronous motor without installing a dedicated correction circuit and without performing a work for adjusting the mounting position of the magnetic pole position sensor. Further, even if a phase shift occurs after the magnetic pole position sensor is attached, motor control such as vehicle driving force control and energy management can be performed while maintaining a constant torque accuracy.

  According to the first embodiment, the clutches 103 and 105 are disengaged to calculate and correct the phase shift amount, so that it can be performed at the time of idling stop as well as when the system is started and stopped. Since the presence / absence of the phase shift amount can be confirmed frequently, the torque control of the motor generator 104 can be always performed with high accuracy.

<< Second Embodiment of the Invention >>
FIG. 6 shows the configuration of the second embodiment, and FIG. 7 shows a control block diagram of the motor generator 104 of the second embodiment. In addition, the same code | symbol is attached | subjected with respect to the apparatus similar to the apparatus of 1st Embodiment shown in FIG. 1 and FIG. 2, and it demonstrates centering on difference. The hybrid vehicle according to the second embodiment includes a storage device 110. The storage device 110 stores the phase shift amount of the magnetic pole position sensor 104a acquired in the assembly stage of the motor generator 104 or the like. At the time of driving control of the motor generator 104, control that compensates for the amount of phase shift stored in the storage device 110 is performed. Thereby, the adjustment work at the time of attachment of the magnetic pole position sensor 104a becomes unnecessary.

  FIG. 8 is a flowchart illustrating phase shift amount calculation and correction processing according to the second embodiment. In addition, the same code | symbol is attached | subjected to the step which performs the process similar to the process of 1st Embodiment shown in FIG. 5, and it demonstrates centering on difference. In step 21, when an ignition switch (not shown) of the vehicle is turned on and an activation command is output from the vehicle controller 101 to the motor controller 109, the motor controller 109 performs an activation process. In this activation process, the motor controller 109 reads the phase shift amount of the magnetic pole position sensor 104a from the storage device 110.

  In step 22, it is confirmed whether or not the phase shift amount of the magnetic pole position sensor 104a can be read from the storage device 110. If the phase shift amount cannot be read, the process proceeds to step 25. If the phase shift amount can be read, the process proceeds to step 23 to check whether the read phase shift amount value is an abnormal value such as exceeding a value determined by the mounting machine tolerance of the magnetic pole position sensor 104a. If the read phase shift amount is within the normal range, the process proceeds to step 24; otherwise, the process proceeds to step 25.

  If the phase shift amount read from the storage device 110 is a value within the normal range, in step 24, the motor controller 109 stores the phase shift amount read from the storage device 110, and thereafter the magnetic pole position of the magnetic pole position sensor 104a. The drive control of the motor generator 104 is performed with the value obtained by subtracting the phase shift amount from the magnetic pole position θ1 detected based on the position signal as the magnetic pole position θ.

  On the other hand, if the phase shift amount read from the storage device 110 is an abnormal value, or if the phase shift amount cannot be read, the motor controller 109 calculates the phase shift amount and corrects the magnetic pole position in step 25. Is transmitted to the vehicle controller 101, and the vehicle controller 101 opens the clutches 103 and 105. Then, the phase shift amount calculation and the magnetic pole position correction processing described in steps 2 to 7 in FIG. 5 are performed.

  In the motor control system that compensates for the phase shift based on the value stored in the external storage device 110, the adjustment work of the magnetic pole position sensor 104a is not necessary, but the phase shift amount cannot be normally read from the external storage device 110. In such a case, the motor control must be performed on the assumption that the motor control cannot be normally performed or the maximum phase shift assumed is generated, and the operation range is greatly limited. However, according to the second embodiment, even when the phase shift amount cannot be normally read from the external storage device 110, the torque control of the motor generator 104 can be always performed with high accuracy.

<< Third Embodiment of the Invention >>
FIG. 9 shows the configuration of the third embodiment, and FIG. 10 shows a control block diagram of the motor generator 104 of the third embodiment. In addition, the same code | symbol is attached | subjected with respect to the apparatus similar to the apparatus of 1st Embodiment shown in FIG. 1 and FIG. 2, and it demonstrates centering on difference. The hybrid vehicle according to the third embodiment includes a relay box 111 between the battery 107 and the inverter 108. Although not shown in FIGS. 1, 2, 6, and 7, a capacitor 108 e and a voltage sensor 108 f are connected to the DC power source side of the inverter 108.

  The relay of the relay box 111 is turned on when the hybrid vehicle system is started in accordance with a command from the vehicle controller 101 to supply the DC power of the battery 107 to the inverter 108 and is turned off when the hybrid vehicle system is stopped. The DC power supply 107 is stopped. Further, the capacitor 108e smoothes a ripple voltage generated on the battery 107 side by switching of the inverter power conversion unit 108a. The voltage sensor 108f detects the DC power supply voltage of the inverter 108, and the detection result is used for charge / discharge of the capacitor 108e when starting and stopping the hybrid vehicle system, and for current control of the motor controller 109.

  FIG. 11 is a flowchart illustrating phase shift amount calculation and correction processing according to the third embodiment. In addition, the same step number is attached | subjected to the step which performs the process similar to the process of 1st Embodiment shown in FIG. 5, and it demonstrates centering on difference. In step 31, an ignition switch (not shown) of the vehicle is turned off, a relay release command is output from the vehicle controller 101 to the relay BOX 111, a release command is output to the clutches 103 and 105, and a motor controller 109 is further output from the vehicle controller 101. A discharge command is output.

  As a result, the relay BOX 111 opens the relay, stops the supply of DC power from the battery 107 to the inverter 108, opens the clutches 103 and 105, and puts the motor generator 104 into a no-load state.

In the following step 32, the motor controller 109 refers to a current map (not shown) stored in advance, sets d and q-axis current command values Id ^* and Iq ^{* at} which the torque T becomes 0, and d, q Three-phase AC voltage command values Vu ^* , Vv ^* , and Vw ^* corresponding to the shaft current command values Id ^* and Iq ^* are output to the inverter 108. Inverter 108 is a three-phase AC voltage command values Vu ^*, Vv ^*, Vw ^* according to application of a 3-phase AC voltage to the windings of the motor-generator 104, flow three-phase alternating current to the motor generator 104.

  At this time, since the relay box 111 is opened, the electric charge accumulated in the capacitor 108e is supplied to the winding of the motor generator 104 via the inverter 108, and a current flows. As a result, the electric charge of the capacitor 108e is discharged, and the voltage across the capacitor 108e decreases. The voltage across the capacitor 108e is detected by the voltage sensor 108f, and discharging is continued until the voltage across the capacitor 108e falls below a preset specified voltage. Subsequent operations are the same as the operations in steps 3 to 7 shown in FIG.

  By storing the phase shift amount thus obtained, it is possible to perform motor control that compensates for this phase shift amount after the next start of the hybrid vehicle system. Further, in the case of a system that employs a system that discharges the accumulated charge of the inverter capacitor 108e to the motor winding, the magnetic pole can be changed without any change to the system operation by implementing the third embodiment described above. The amount of phase shift of the position sensor 104a can be compensated.

  The correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is, the motor generator 104 is a motor, the magnetic pole position detector 109e is a rotational speed detector, the current sensors 108b, 108c, and 108d are current detectors, the current controller 109b is a current controller, and the magnetic pole position error calculator 109f. The phase difference calculation means and the phase shift amount calculation means, and the storage device 110 constitutes the storage means. The above description is merely an example, and when interpreting the invention, the correspondence between the items described in the above embodiment and the items described in the claims is not limited or restricted.

  In the above-described embodiment, the clutch 103, 105 is connected to the output shaft of the motor generator 104, and the clutch 103, 105 is opened to realize the no-load state of the motor generator 104. The method of putting the motor generator 104 in a no-load state is not limited to the method of this embodiment. The motor generator 104 does not have to be completely in the no-load state, and may be in a state close to the no-load state and the load torque TL at that time does not vary.

  In the above-described embodiment, the example in which the present invention is applied to a hybrid vehicle has been described. However, the present invention is not limited to a hybrid vehicle, and can be applied to any device having a synchronous motor. Obtainable.

The figure which shows the structure of 1st Embodiment. Control block diagram of motor generator of first embodiment Diagram showing the phase difference between the two-phase DC actual currents Id and Iq The figure which shows an example which graphed the relationship between dq-axis actual electric current phase difference (beta) and the torque T Flowchart showing phase shift amount calculation and correction processing of the first embodiment The figure which shows the structure of 2nd Embodiment. Control block diagram of motor generator of second embodiment Flowchart showing phase shift amount calculation and correction processing of the second embodiment The figure which shows the structure of 3rd Embodiment. Control block diagram of motor generator of third embodiment Flowchart showing phase shift amount calculation and correction processing of the third embodiment

Explanation of symbols

101 Vehicle controller 103, 105 Clutch 104 Motor generator 104a Magnetic pole position sensor 107 Battery 108 Inverter 108a Power conversion unit 108b-108d Current sensor 108e Capacitor 108f Voltage sensor 109 Motor controller 109a Current command unit 109b Current control unit 109c Two-phase / 3-phase conversion 109d 3-phase / 2-phase converter 109e Magnetic pole position detector 109f Magnetic pole position error calculator 110 Storage device 111 Relay BOX

Claims (4)

An apparatus for detecting an error of a magnetic pole position sensor connected to a three-phase synchronous motor to detect a magnetic pole position of the motor,
A rotational speed detecting means for detecting the rotational speed of the motor;
Current detecting means for detecting a current flowing through the motor;
Current control means for controlling the inverter by performing coordinate conversion between the three-phase alternating current and the dq-axis two-phase direct current, and controlling the current flowing through the motor;
The rotational speed detection value of the rotational speed detection means and the current when the motor is driven with the dq axis current command value at which the motor torque is zero being applied to the current control means. A phase difference calculating means for calculating the phase difference of the dq axis current based on the current detection value of the detecting means;
Phase shift amount calculating means for calculating a phase shift amount between a phase difference between dq axis current command values at which the torque of the motor becomes zero and a phase difference between dq axis currents calculated by the phase difference calculating means;
A phase shift detection device for a synchronous motor magnetic pole position sensor, wherein the phase shift amount calculated by the phase shift amount calculation means is used as a magnetic pole position detection error of the magnetic pole position sensor. In the phase shift detection device of the magnetic pole position sensor for synchronous motor according to claim 1,
Storage means for storing a magnetic pole position detection error of the magnetic pole position sensor measured in advance;
When the magnetic pole position detection error of the magnetic pole position sensor cannot be read from the storage means, the phase shift amount calculated by the phase shift amount calculation means is used as the magnetic pole position detection error of the magnetic pole position sensor. Phase shift detection device for magnetic pole position sensor. In the phase shift detection device of the magnetic pole position sensor for synchronous motor according to claim 1,
The phase difference calculating means applies only the d-axis current command value to the motor to discharge the accumulated charge of the smoothing capacitor of the inverter, and detects the rotational speed detected value of the rotational speed detecting means and the current of the current detecting means. A phase shift detection device for a synchronous motor magnetic pole position sensor, wherein a phase difference of dq-axis current is calculated based on a detection value. A method of detecting an error of a magnetic pole position sensor connected to a three-phase synchronous motor to detect a magnetic pole position of the motor,
A dq-axis current command in which the torque of the motor is zero with respect to a current control system that controls the inverter by performing coordinate conversion between the three-phase alternating current and the dq-axis two-phase direct current. When the motor is driven in a no-load state, the rotational speed of the motor and the current flowing through the motor are detected, and the level of the dq-axis current is determined based on the rotational speed detection value and the current detection value. A phase difference is calculated, and a phase shift amount between the phase difference of the dq axis current command value at which the torque of the motor becomes zero and the phase difference of the dq axis current is set as a magnetic pole position detection error of the magnetic pole position sensor. Method for detecting phase shift of magnetic pole position sensor for synchronous motor.

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