JP5488924B2 - Vehicle motor control device - Google Patents

Description

  The present invention relates to a vehicle motor control device including a three-phase AC motor that serves as a power source for a vehicle and a three-phase voltage type inverter that drives the AC motor.

  2. Description of the Related Art In recent years, electric vehicles and hybrid vehicles equipped with an AC motor as a power source for vehicles have attracted attention due to social demands for low fuel consumption and low exhaust emissions. In such an electric vehicle or a hybrid vehicle, a three-phase AC motor is driven by converting a DC voltage into an AC voltage by a three-phase voltage type inverter connected to a DC power source composed of a secondary battery or the like. There is also.

  In such a motor control system, when a short circuit failure occurs in one of the switching elements of each phase of the inverter, the switching element of each phase is turned on in the same way as in the normal state (before the failure occurs). If the / off control is continued, an overcurrent may flow in the phase where the short circuit failure of the switching element has occurred [see FIG. 8 (a)].

  As a countermeasure for this, for example, as described in Patent Document 1 (Japanese Patent Application Laid-Open No. 2008-220045), when a short circuit failure occurs in one switching element among the switching elements of each phase of the inverter, All switching elements on the same arm side as the switching element in which the short-circuit fault has occurred are turned on (conductive state), and all switching elements on the arm side different from the switching element in which the short-circuit fault has occurred are turned off (shut-off state) In some cases, the current is allowed to flow through each phase almost uniformly by executing the three-phase on control for controlling the inverter [see FIG. 8B].

JP 2008-220045 A

  However, as in Patent Document 1 above, in a system that performs three-phase on control when a short-circuit failure occurs in one switching element of an inverter, the on / off state of each phase switching element is fixed. There is a drawback that the torque of the AC motor cannot be controlled, and even if the torque command value of the AC motor changes according to the driver's acceleration request or the like, it cannot cope with it.

  Accordingly, an object of the present invention is to provide a vehicle motor control device that can control the torque of an AC motor even when a short circuit failure occurs in one switching element of an inverter.

  In order to solve the above-mentioned problems, a first aspect of the invention relates to a vehicle motor control device including a three-phase AC motor serving as a power source for the vehicle and a three-phase voltage type inverter for driving the AC motor. Can be used when a short-circuit fault occurs in one of the switching elements of each phase of the inverter when a short-circuit fault occurs in the switching element of each phase. In the electrical angle section corresponding to a valid effective voltage vector (hereinafter referred to as “electric angle section capable of two-phase modulation”), the inverter is controlled so as to control the torque of the AC motor by controlling the voltage by two-phase modulation, and two-phase modulation. In the electrical angle section other than the possible electrical angle section, there is provided a short-circuit failure time control means for performing the two-phase and one-phase modulation control for controlling the inverter so that the voltage is controlled by the one-phase modulation. In which was formed.

  When a short circuit failure occurs in one of the switching elements of each phase of the inverter, a part of the voltage vectors selected by turning on / off the switching element of each phase (short circuit fault) Only the voltage vector that turns on the switching element in which the occurrence of the error occurs can be used. For this reason, the electrical angle section corresponding to the effective voltage vector (voltage vector other than the zero voltage vector) that can be used when a short circuit failure occurs is limited to a predetermined angle range. The voltage can be controlled by the two-phase modulation that controls the on / off of the remaining two-phase switching elements other than the phase in which the occurrence occurs.

  Focusing on this point, in the present invention, when a short circuit failure of one switching element of the inverter occurs, the electrical angle section (electrical power capable of two-phase modulation) corresponding to an effective voltage vector that can be used when the short circuit failure occurs. In the angular section), the inverter is controlled so as to control the torque of the AC motor by controlling the voltage by two-phase modulation, and in the electrical angle section (electrical angle section in which one-phase modulation is possible) other than the electrical angle section in which two-phase modulation is possible. Two-phase and one-phase modulation control is performed to control the inverter so that the voltage is controlled by one-phase modulation. In this way, even when a short circuit failure of one switching element of the inverter occurs, the torque of the AC motor can be controlled to some extent by the two-phase and one-phase modulation control, and according to the driver's acceleration request, etc. Even if the torque command value of the AC motor changes, it can cope with it.

  In the present invention, when a short circuit failure occurs in one switching element of the inverter, the two-phase and one-phase modulation control may be always executed. However, when a short circuit failure occurs as in claim 2 In addition, when the torque command value of the AC motor is larger than 0, two-phase and one-phase modulation control is executed, and when the torque command value of the AC motor is 0 or less, the same arm as the switching element in which the short-circuit failure has occurred The three-phase on control may be executed to control the inverter so that all the switching elements on the side are turned on and all the switching elements on the side of the arm different from the switching element in which the short circuit failure has occurred are turned off. good.

  In this way, when a short-circuit failure of one switching element of the inverter occurs and the torque command value of the AC motor is larger than 0 (for example, when a power running torque is requested), the torque control is given priority. By executing the two-phase and one-phase modulation control, it is possible to control the torque of the AC motor according to the torque command value and respond to the driver's acceleration request or the like. On the other hand, when the torque command value of the AC motor is 0 or less (for example, when regenerative torque is requested), the torque stabilization is prioritized and the three-phase ON control is executed to suppress the torque fluctuation of the AC motor. The driver can be prevented from giving an unpleasant torque fluctuation.

FIG. 1 is a diagram showing a schematic configuration of a hybrid vehicle drive system in an embodiment of the present invention. FIG. 2 is a diagram showing a schematic configuration of an AC motor control system. FIG. 3 is a diagram for explaining voltage vectors selected by turning on / off the switching elements of the respective phases. FIG. 4 is a diagram for explaining an electrical angle section corresponding to an effective voltage vector that can be used when a short-circuit failure occurs. FIG. 5 is a diagram for explaining two-phase and one-phase modulation control. FIG. 6 is a time chart showing an execution example of two-phase and one-phase modulation control. FIG. 7 is a flowchart for explaining the processing flow of the control routine at the time of a short circuit failure. FIG. 8 is a time chart for explaining a conventional problem.

  Hereinafter, an embodiment in which a mode for carrying out the present invention is applied to a hybrid vehicle will be described.

First, a schematic configuration of a hybrid vehicle drive system will be described with reference to FIG.
An engine 11 that is an internal combustion engine and an AC motor 12 are mounted as power sources for the vehicle. The power of the output shaft (crankshaft) of the engine 11 is transmitted to the transmission 13 via the AC motor 12, and the power of the output shaft of the transmission 13 is transmitted to the wheels 16 via the differential gear mechanism 14, the axle 15 and the like. Is done. The transmission 13 may be, for example, a torque converter and a transmission mechanism, and may be a stepped transmission that switches a gear step from a plurality of gear steps in a stepwise manner, or a CVT (steplessly variable) that changes continuously. Transmission).

  A first clutch 17 for interrupting power transmission is provided between the engine 11 and the AC motor 12 in the power transmission path for transmitting the power of the engine 11 to the wheels 16. And the transmission 13 is provided with a second clutch 18 for intermittently transmitting power. The first and second clutches 17 and 18 may be hydraulically driven hydraulic clutches or electromagnetically driven electromagnetic clutches. Both the first and second clutches 17 and 18 are in a disengaged state (a state in which power is not transmitted), so that the AC motor 12 can freely rotate (the AC motor 12 is disconnected from the power transmission system, and the AC motor 12 The state where the power transmission system is not affected even if the motor rotates.

  An inverter 19 that drives the AC motor 12 is connected to the battery 20, and the AC motor 12 exchanges power with the battery 20 via the inverter 19. An electronic control circuit for motor control (hereinafter referred to as “MG-ECU”) 21 controls the operation of AC motor 12 by controlling inverter 19 in accordance with the driving state of the vehicle.

Next, a schematic configuration of the control system for the AC motor 12 will be described with reference to FIG.
Relays 28 and 29 are connected to a battery 20, which is a DC power source composed of a secondary battery or the like, and a precharge resistor 26 and a relay 27 are connected in parallel with one of the relays 29. A smoothing capacitor 33 for smoothing the system voltage and a three-phase voltage type inverter 19 are connected between the system power supply line 31 and the earth line 32, and the AC motor 12 is driven by the inverter 19. A configuration in which the smoothing capacitor 33 is incorporated in the inverter 19 may be adopted. Further, a boost converter may be connected between the relays 28 and 29 and the smoothing capacitor 33.

  The AC motor 12 is, for example, a three-phase permanent magnet type synchronous motor, in which a permanent magnet is built, and a rotor rotational position sensor 34 that detects the rotational position θ (rotational angle) of the rotor is mounted. The three-phase voltage type inverter 19 includes six switching elements 35 to 40 (three switching elements 35, 37, and 39 for each phase of the upper arm and three switching elements 36, 38, and 40 for each phase of the lower arm). ), And free-wheeling diodes 41 to 46 are connected in parallel to the switching elements 35 to 40, respectively.

  The inverter 19 converts the DC voltage of the system power supply line 31 into three-phase AC voltages U, V, W based on the switching element drive signals UU, UL, VU, VL, WU, WL output from the MG-ECU 21. Then, the AC motor 12 is driven. A U-phase current iu flowing in the U-phase of AC motor 12 is detected by U-phase current sensor 47, and a W-phase current iw flowing in the W-phase of AC motor 12 is detected by W-phase current sensor 48.

  The MG-ECU 21 performs torque control for adjusting the AC voltage applied to the AC motor 12 by controlling the inverter 19 so that the output torque of the AC motor 12 becomes the target torque (torque command value) during normal operation of the vehicle. Run. In this torque control, the torque command value output from the hybrid ECU (not shown), the U-phase current iu and the W-phase current iw (output signals of the current sensors 47 and 48) of the AC motor 12, and the AC motor 12 Based on the rotor rotational position θ (output signal of the rotor rotational position sensor 34), for example, each switching element drive signal UU, UL, VU, VL, WU, WL is generated and output to the inverter 19 by a sine wave PWM control system. To do.

  Specifically, first, in the dq coordinate system set as the rotor rotation coordinates of the AC motor 12, the dq axis current F / B control is performed in which the d axis current id and the q axis current iq are independently feedback-controlled. To do.

  In the dq-axis current F / B control, the command current (d-axis current command value Id, q-axis current command value Iq) is calculated by a map or a mathematical formula based on the torque command value and the rotational speed of the AC motor 12. . Further, based on the U-phase current iu and the W-phase current iw of the AC motor 12 (output signals of the current sensors 47 and 48) and the rotor rotational position θ of the AC motor 12 (the output signal of the rotor rotational position sensor 34), Detection currents (d-axis current detection value id, q-axis current detection value iq) which are detection values of the current flowing through AC motor 12 are calculated.

  Thereafter, the d-axis voltage command value Vd is calculated by PI control or the like so that the deviation Δid between the d-axis current command value Id and the detected d-axis current value id becomes small, and the q-axis current command value Iq and the q-axis current are calculated. The q-axis voltage command value Vq is calculated by PI control or the like so that the deviation Δiq from the detected value iq is small, and the command voltage (d-axis voltage command value Vd, q-axis voltage command value Vq) is obtained.

  Thus, the command voltage (d-axis voltage command value Vd, q-axis voltage command value Vq) obtained by the dq-axis current F / B control and the rotor rotation position θ of the AC motor 12 (output signal of the rotor rotation position sensor 34). Based on the above, the three-phase voltage command values Vu, Vv, Vw are calculated, and the three-phase voltage command values Vu, Vv, Vw are converted into the switching element drive signals UU, UL, VU, The switching element drive signals UU, UL, VU, VL, WU, WL are output to the inverter 18 after being converted into VL, WU, WL.

  By the way, in the system in which the inverter 19 having six switching elements 35 to 40 is mounted, as shown in FIG. 3, eight kinds of voltages are selected depending on the combination of ON / OFF of the switching elements 35 to 40 of each phase of the inverter 19. Vectors V0 to V7 can be selected, two of which are zero voltage vectors V0 and V7, and the remaining six are effective voltage vectors V1 to V6. In FIG. 3, the ◯ marks indicate the on state of the switching elements, and the unmarked marks indicate the off state of the switching elements.

  However, when a short circuit failure occurs in one of the switching elements 35-40 of each phase of the inverter 19, the voltage vectors V0-V0 selected by turning on / off the switching elements 35-40 of each phase. Only a part of the voltage vectors of V7 (a voltage vector at which the switching element in which the short circuit failure has occurred is turned on) can be used. For example, when a short-circuit failure occurs in the switching element 35 of the U-phase upper arm, the voltage vector (that is, three types of effective voltage vectors V1, V2, V6) at which the switching element 35 of the U-phase upper arm is turned on. And only one type of zero voltage vector V7).

  Therefore, as shown in FIG. 4, the electrical angle section corresponding to the effective voltage vector (for example, effective voltage vectors V1, V2, and V6) that can be used at the occurrence of the short circuit failure is within a predetermined angle range (for example, a range of 120 degrees). Although limited, in this electrical angle section, the on / off control of the switching elements of the remaining two phases (for example, the V phase and the W phase) other than the phase (for example, the U phase) in which the short circuit failure of the switching element has occurred is controlled. The voltage can be controlled by phase modulation.

  Focusing on this point, in this embodiment, when the short-circuit fault of one switching element of the inverter 19 occurs by executing the short-circuit fault control routine of FIG. In the electrical angle section (electric angle section in which two-phase modulation is possible) corresponding to the effective voltage vector that can be used at the time of occurrence of switching, the remaining two-phase switching elements other than the phase in which the short-circuit failure of the switching element occurs are turned on / off. The inverter 19 is controlled so as to control the torque of the AC motor 12 by controlling the voltage with the two-phase modulation to be controlled, and in the electrical angle section (the electrical angle section capable of one-phase modulation) other than the electrical angle section capable of the two-phase modulation. The voltage is controlled by one-phase modulation for controlling on / off of any one of the remaining two phases other than the phase in which the short circuit failure of the switching element has occurred. It controls the inverter 19 to perform a "two-phase and single-phase modulation control".

For example, as shown in FIG. 5, when a short circuit failure occurs in the switching element 35 of the upper arm of the U phase, the two-phase and one-phase modulation control is executed as follows.
Three-phase voltage command values Vu, Vv, and Vw are set with waveforms shown in FIG. 5B, respectively. In this case, the U-phase voltage command value Vu is set to be a constant value at all electrical angles (0 to 360 degrees). In addition, the V-phase voltage command value Vv becomes a constant value in the first half (for example, 150 to 270 degrees) of the electrical angle interval in which one-phase modulation is possible, and the W-phase voltage command value Vw is in the second half of the electrical angle interval in which one-phase modulation is possible. It is set to be a constant value (for example, 270 to 30 degrees). These three-phase voltage command values Vu, Vv and Vw are converted into a three-phase six-arm voltage command signal by the PWM control method and output to the inverter 19.

  As a result, in the first half (for example, 30 to 90 degrees) of the electrical angle section in which two-phase modulation is possible, the switching between the V phase and the W phase is performed so that the voltage control is performed using the two effective voltage vectors V1 and V6 and the zero voltage vector V7. The torque of AC motor 12 is controlled by voltage control by two-phase modulation for controlling on / off of elements 37-40. In addition, in the second half of the electrical angle section capable of two-phase modulation (for example, 90 to 150 degrees), the switching elements of the V phase and the W phase are controlled by using two effective voltage vectors V1, V2 and a zero voltage vector V7. The voltage of the AC motor 12 is controlled by voltage control using two-phase modulation for controlling on / off of 37 to 40.

  When performing voltage control by two-phase modulation, for example, a command voltage is obtained by executing dq-axis current F / B control, and the amplitude and phase of the three-phase voltage command values Vu, Vv, and Vw are set based on the command voltage. .

  On the other hand, in the first half (for example, 150 to 270 degrees) of the electrical angle section in which one-phase modulation is possible, the W-phase switching elements 39 and 40 are turned on so that voltage control is performed using one effective voltage vector V2 and zero voltage vector V7. Voltage is controlled by one-phase modulation that controls / off to reduce current. Further, the V-phase switching elements 37 and 38 are turned on so that voltage control is performed using one effective voltage vector V6 and zero voltage vector V7 in the second half of the electrical angle interval in which one-phase modulation is possible (for example, 270 to 30 degrees). Voltage is controlled by one-phase modulation that controls / off to reduce current.

  When voltage control is performed by one-phase modulation, for example, a command voltage is obtained by executing dq-axis current F / B control, and the amplitude and phase of the three-phase voltage command values Vu, Vv, and Vw are set based on the command voltage. . Alternatively, three-phase current F / B control is performed to calculate a command voltage so that the deviation between the command value of each phase of the AC motor 12 and the detected value is small, and this three-phase current F / B control The amplitude and phase of the three-phase voltage command values Vu, Vv, Vw may be set based on the obtained command voltage. Further, the amplitude and phase of the three-phase voltage command values Vu, Vv, Vw may be held at values immediately before switching from the two-phase modulation to the one-phase modulation. Alternatively, the amplitude and phase of the three-phase voltage command values Vu, Vv, Vw may be fixed values set in advance.

In the two-phase and one-phase modulation control described above, the torque of the AC motor 12 cannot be controlled with high accuracy when the voltage control is performed by the one-phase modulation. However, when the voltage control is performed by the two-phase modulation, the torque of the AC motor 12 is not controlled. Since the two-phase modulation voltage control and the one-phase modulation voltage control are alternately and repeatedly performed as shown in FIG. 6, although some torque fluctuation occurs, the overall control is possible. Thus, the torque of the AC motor 12 can be controlled to some extent.
Hereinafter, processing contents of the short-circuit fault control routine of FIG. 7 executed by the MG-ECU 21 will be described.

The short-circuit fault control routine shown in FIG. 7 is repeatedly executed at a predetermined cycle while the MG-ECU 21 is turned on, and serves as a short-circuit fault control means in the claims. When this routine is started, first, in step 101, it is determined whether or not a short circuit failure has occurred in one of the switching elements 35 to 40 of each phase of the inverter 19, for example, a failure diagnosis routine (not shown). The determination is made based on the failure diagnosis result by
If it is determined in step 101 that a short circuit failure of the switching element has not occurred, the processing after step 102 is not performed. This routine ends.

  On the other hand, if it is determined in step 101 that a short circuit failure has occurred in one of the switching elements 35 to 40 of each phase of the inverter 19, the process proceeds to step 102 and the torque command of the AC motor 12 is processed. It is determined whether or not the value is greater than zero.

  If it is determined in step 102 that the torque command value of AC motor 12 is greater than 0 (for example, when powering torque is requested), it is determined that torque control should be prioritized, and the process proceeds to step 103. Two-phase and one-phase modulation control is executed. In this two-phase and one-phase modulation control, voltage control is performed by two-phase modulation in the electric angle section (electric angle section in which two-phase modulation is possible) corresponding to an effective voltage vector that can be used when a short-circuit fault occurs, and the AC motor 12 The inverter 19 is controlled so as to control the torque, and the inverter 19 is controlled so that the voltage is controlled by one-phase modulation in an electrical angle section (electric angle section capable of one-phase modulation) other than the electrical angle section capable of two-phase modulation. .

  On the other hand, if it is determined in step 102 that the torque command value of AC motor 12 is 0 or less (for example, when regenerative torque is requested), it is determined that priority should be given to torque stabilization, and step 104 is performed. Proceed to step 3 to execute the three-phase on control. In this three-phase ON control, all the switching elements on the same arm side as the switching element in which the short-circuit fault has occurred are turned on, and all the switching elements on the arm side different from the switching element in which the short-circuit fault has occurred are turned off. Thus, the inverter 19 is controlled.

  In the present embodiment described above, when a short-circuit fault occurs in one switching element of the inverter 19, an electrical angle section (an electrical angle section capable of two-phase modulation) corresponding to an effective voltage vector that can be used when the short-circuit fault occurs. ), The inverter 19 is controlled so as to control the torque of the AC motor 12 by controlling the voltage by two-phase modulation. In an electrical angle section other than the electrical angle section capable of two-phase modulation (electric angle section capable of one-phase modulation) Since the two-phase and one-phase modulation control for controlling the inverter 19 so as to control the voltage by the one-phase modulation is executed, even if a short circuit failure of one switching element of the inverter 19 occurs, the two-phase and one-phase are controlled. The torque of the AC motor 12 can be controlled to some extent by the modulation control, and even if the torque command value of the AC motor 12 changes according to the driver's acceleration request, etc. It is possible to respond to.

  In addition, in this embodiment, when a short circuit failure occurs in one switching element of the inverter 19, the two-phase and one-phase modulation control is not always executed, but the torque command value of the AC motor 12 is larger than zero. In such a case (for example, when a power running torque is requested), the torque control is prioritized and the two-phase and one-phase modulation control is executed. Therefore, the torque of the AC motor 12 is controlled according to the torque command value, and the driver On the other hand, when the torque command value of the AC motor 12 is 0 or less (for example, when regenerative torque is requested), priority is given to torque stabilization, and three-phase on control is executed. Since it did in this way, it can suppress the torque fluctuation of AC motor 12, and can give an unpleasant torque fluctuation to a driver.

However, the present invention may always execute the two-phase and one-phase modulation control when a short circuit failure occurs in one switching element of the inverter 19.
In the above embodiment, the present invention is applied to a hybrid vehicle using both an engine and an AC motor as a power source. However, the present invention is not limited to this, and the present invention is applied to an electric vehicle using only an AC motor as a power source. May be.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... AC motor, 13 ... Transmission, 16 ... Wheel, 19 ... Inverter, 20 ... Battery, 21 ... MG-ECU (control means at the time of short circuit failure), 35-40 ... Switching element

Claims (2)

In a vehicle motor control device including a three-phase AC motor that serves as a power source for a vehicle and a three-phase voltage type inverter that drives the AC motor,
When a short circuit fault occurs in one of the switching elements of each phase of the inverter, it is used when the short circuit fault occurs in a voltage vector selected by turning on / off the switching element of each phase. In the electrical angle section corresponding to a possible effective voltage vector (hereinafter referred to as “electrical angle section capable of two-phase modulation”), the inverter is controlled so as to control the torque of the AC motor by controlling the voltage by two-phase modulation, Short-circuit fault control means for performing two-phase and one-phase modulation control for controlling the inverter so that voltage control is performed by one-phase modulation in an electrical angle section other than the two-phase modulation-capable electrical angle section. A motor control device for a vehicle that is characterized.   The short-circuit fault control means executes the two-phase and one-phase modulation control when the short-circuit fault occurs and the torque command value of the AC motor is greater than 0, and the torque command of the AC motor If the value is 0 or less, all switching elements on the same arm side as the switching element in which the short-circuit fault has occurred are turned on, and all switching elements on the arm side different from the switching element in which the short-circuit fault has occurred are turned off. The vehicle motor control device according to claim 1, wherein the inverter is controlled to be in a state.

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