WO2018110502A1 - Dispositif de détection d'anomalie - Google Patents

Dispositif de détection d'anomalie Download PDF

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Publication number
WO2018110502A1
WO2018110502A1 PCT/JP2017/044384 JP2017044384W WO2018110502A1 WO 2018110502 A1 WO2018110502 A1 WO 2018110502A1 JP 2017044384 W JP2017044384 W JP 2017044384W WO 2018110502 A1 WO2018110502 A1 WO 2018110502A1
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WIPO (PCT)
Prior art keywords
value
abnormality
detection value
sensor
torque
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PCT/JP2017/044384
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English (en)
Japanese (ja)
Inventor
征輝 西山
広文 山下
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株式会社デンソー
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Publication of WO2018110502A1 publication Critical patent/WO2018110502A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H02P29/02—Providing protection against overload without automatic interruption of supply
    • H02P29/024—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load
    • H02P29/0241—Detecting a fault condition, e.g. short circuit, locked rotor, open circuit or loss of load the fault being an overvoltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • This disclosure relates to an abnormality detection device.
  • An object of the present disclosure is to provide an abnormality detection device that can appropriately identify an abnormality of a value whose characteristics similarly change.
  • the abnormality detection device includes a first acquisition unit, a second acquisition unit, and an abnormality identification unit.
  • the first acquisition unit acquires a first detection value that is a detection value of a first sensor mounted on the vehicle.
  • the second acquisition unit is mounted on the vehicle and acquires the second detection value, which is a detection value of the second sensor whose output changes in the same manner as the first sensor, in an acquisition form having a speed different from that of the first detection value. To do.
  • the abnormality specifying unit is a timing at which the first detection value and the second detection value change, and performs abnormality determination by comparing the first detection value and the second detection value acquired at the same time, and based on the abnormality determination result It is specified whether the first detection value or the second detection value is abnormal. By comparing the two values at the timing when the output difference occurs, the abnormality can be appropriately identified.
  • the abnormality detection device includes a first acquisition unit, a second acquisition unit, and an abnormality identification unit.
  • a 1st acquisition part acquires the 1st calculation value calculated based on the 1st detection value which is a detection value of the 1st sensor mounted in a vehicle.
  • the second acquisition unit is a value calculated based on a second detection value that is a detection value of a second sensor mounted on the vehicle, and a second calculation value that changes in the same manner as the first calculation value,
  • the first calculation value is acquired in an acquisition form having a different speed.
  • the abnormality specifying unit is a timing at which the first calculation value and the second calculation value change, performs an abnormality determination by comparing the first calculation value and the second calculation value acquired simultaneously, and based on the abnormality determination result, It is specified which of the first calculation value and the second calculation value is abnormal. By comparing the two values at the timing when the difference occurs, the abnormality can be appropriately identified.
  • FIG. 1 is a schematic diagram illustrating a vehicle according to the first embodiment.
  • FIG. 2 is a schematic configuration diagram illustrating the motor drive system according to the first embodiment.
  • FIG. 3 is a flowchart for explaining the abnormality specifying process according to the first embodiment.
  • FIG. 4 is a time chart for explaining the abnormality specifying process according to the first embodiment.
  • FIG. 5A is a time chart for explaining the abnormality specifying process according to the first embodiment.
  • FIG. 5B is a time chart for explaining the abnormality specifying process according to the first embodiment.
  • FIG. 5C is a time chart for explaining the abnormality specifying process according to the first embodiment.
  • FIG. 6 is a block diagram illustrating a control device according to the second embodiment.
  • FIGS. 1 and 2 A first embodiment is shown in FIGS.
  • the vehicle 90 of the present embodiment is an electric vehicle that travels with the driving force of the main motor 3 as a rotating electric machine.
  • the main motor 3 of the present embodiment is a permanent magnet type synchronous three-phase AC rotating electric machine, and is a so-called “motor generator” having both a function as an electric motor and a function as a generator.
  • the main motor 3 is appropriately referred to as “MG”.
  • the main motor 3 is provided with a rotation angle sensor 4 that detects the rotation angle.
  • the driving force of the main motor 3 is transmitted to the drive shaft 91.
  • the driving force transmitted to the drive shaft 91 rotates the front wheel 95 which is a drive wheel via the differential gear 92 and the axle 93.
  • a transmission may be provided between the main motor 3 and the differential gear 92.
  • the transmission may be a continuously variable transmission or a multi-stage transmission.
  • the motor control system 1 includes a battery 10, a relay unit 15, an inverter 20, an inverter input voltage sensor 40 as a first sensor, a battery voltage sensor 45 as a second sensor, a control device 50, and the like.
  • the battery 10 is a DC power source configured by a rechargeable secondary battery such as nickel hydride or lithium ion. Moreover, you may use an electrical double layer capacitor etc. as a battery.
  • the battery 10 is controlled such that SOC (State Of Charge) is within a predetermined range.
  • SOC State Of Charge
  • the electric power of the battery 10 is mainly supplied to the main motor 3 via the inverter 20 and used for driving the main motor 3.
  • the battery 10 is charged with electric power generated by regeneration of the main motor 3.
  • the relay unit 15 is provided between the battery 10 and the inverter 20.
  • the relay unit 15 includes a high potential side relay 16 provided on the high potential side wiring 11 and a low potential side relay 17 provided on the low potential side wiring 12.
  • the high potential side relay 16 and the low potential side relay 17 may be mechanical relays or semiconductor relays.
  • the relay unit 15 can switch the connection / disconnection between the battery 10 and the drive circuit 21.
  • the relay unit 15 turns on the relay unit 15 to conduct the battery 10 and the drive circuit 21. 10 and the drive circuit 21 are shut off.
  • the inverter 20 includes a drive circuit 21, a capacitor 25, and an MG control unit 52.
  • control unit is described as “ECU”.
  • Drive circuit 21 includes a three-phase inverter having six switching elements 211-216.
  • the switching elements 211 to 216 are all IGBTs and are provided so as to be able to dissipate heat on both sides.
  • a MOSFET or the like may be used instead of the IGBT.
  • the drive circuit 21 is cooled by an inverter cooler (not shown) through which cooling water circulates.
  • the switching elements 211 to 213 connected to the high potential side are connected to the collectors of the low potential side switching elements 214 to 216 whose collectors are connected to the high potential side wiring 11 and whose emitters are respectively paired.
  • the emitters of the switching elements 214 to 216 connected to the low potential side are connected to the low potential side wiring 12.
  • a connection point between the paired high potential side switching elements 211 to 213 and the low potential side switching elements 214 to 216 is connected to one end of each phase winding of the main motor 3.
  • the high-potential-side switching elements 211 to 213 and the low-potential-side switching elements 214 to 216 that are paired are alternately and complementarily turned on and off based on the drive signal from the MG control unit 52.
  • the inverter 20 converts the DC power into three-phase AC power by controlling the on / off operation of the switching elements 211 to 216, and outputs it to the main motor 3.
  • the current flowing through each phase of the main motor 3 is detected by the current sensor 23.
  • the current sensor 23 may not be provided for all phases, and one-phase or two-phase current sensors may be omitted, and a phase current without a current sensor may be obtained by calculation.
  • the motor current Im that is a detection value of the current sensor 23 is output to the MG control unit 52 via the wiring 43.
  • a boost converter (not shown) is provided between the drive circuit 21 and the relay unit 15, and a voltage boosted by the boost converter is applied to the drive circuit 21.
  • the capacitor 25 is connected to the drive circuit 21 in parallel.
  • the inverter input voltage sensor 40 is provided between the battery 10 and the drive circuit 21. Specifically, the inverter input voltage sensor 40 is provided between the relay unit 15 and the drive circuit 21. The inverter input voltage sensor 40 detects a voltage applied to the drive circuit 21. The detection value of the inverter input voltage sensor 40 is output to the MG control unit 52 through the wiring 41.
  • the battery voltage sensor 45 detects the voltage of the battery 10.
  • the detection value of the battery voltage sensor 45 is output to the battery control unit 53 via the wiring 46 and is output to the MG control unit 52 via the vehicle communication network 60.
  • the detection value of the inverter input voltage sensor 40 is referred to as the inverter input voltage Vinv
  • the detection value of the battery voltage sensor 45 is referred to as the battery voltage Vbat.
  • the inverter input voltage Vinv corresponds to the “first detection value”
  • the battery voltage Vbat corresponds to the “second detection value”.
  • the control device 50 includes a vehicle control unit 51, an MG control unit 52, a battery control unit 53, and the like.
  • the vehicle control unit 51, the MG control unit 52, and the battery control unit 53 are all composed mainly of a microcomputer or the like.
  • Each process in the vehicle control unit 51, the MG control unit 52, and the battery control unit 53 may be a software process in which a CPU stores a program stored in advance in a substantial memory device such as a ROM. Hardware processing by a dedicated electronic circuit may be used.
  • the vehicle control unit 51, the MG control unit 52, and the battery control unit 53 are connected via a vehicle communication network 60 such as a CAN (Controller (Area Network), and can exchange information.
  • a vehicle communication network 60 such as a CAN (Controller (Area Network)
  • the vehicle control unit 51 acquires signals from an accelerator sensor, a shift switch, a brake switch, a vehicle speed sensor, and the like (not shown), and controls the entire vehicle 90 based on the acquired signals.
  • the vehicle control unit 51 calculates a torque command value trq * related to driving of the main motor 3 based on the accelerator opening and the vehicle speed. Torque command value trq * is output to MG control unit 52.
  • the MG control unit 52 includes a first acquisition unit 521, a second acquisition unit 522, an abnormality identification unit 523, and a signal generation unit 525.
  • the first acquisition unit 521 acquires the inverter input voltage Vinv from the inverter input voltage sensor 40 via the wiring 41.
  • the second acquisition unit 522 acquires the battery voltage Vbat from the battery voltage sensor 45 via the vehicle communication network 60.
  • the inverter input voltage Vinv or the battery voltage Vbat is simply referred to, it means a value acquired by the MG control unit 52.
  • the abnormality identification unit 523 performs abnormality identification based on the inverter input voltage Vinv acquired by the first acquisition unit 521 and the battery voltage Vbat acquired by the second acquisition unit 522. Details of the abnormality identification will be described later.
  • the signal generation unit 525 generates a drive signal based on the motor current Im, the inverter input voltage Vinv, the torque command value trq * , the detected value of the rotation angle sensor 4, and outputs the drive signal to the drive circuit 21.
  • the MG control unit 52 controls the driving of the main motor 3 by controlling the on / off operation of the switching elements 211 to 216 based on the drive signal. In the present embodiment, driving of the main motor 3 is controlled by current feedback control. Instead of the current feedback control, torque feedback control or the like may be used.
  • Battery control unit 53 acquires information such as voltage, current, temperature, and SOC of battery 10 as main unit battery information.
  • the battery control unit 53 monitors the state of the battery 10 so that the SOC of the battery 10 is within a predetermined range.
  • the output of the inverter input voltage sensor 40 and the battery voltage sensor 45 changes substantially in the same manner as the driving state of the main motor 3 is changed.
  • the torque of the main motor 3 decreases, for example, when the main motor 3 is regenerating, the inverter input voltage Vinv and the battery voltage Vbat temporarily increase, and then return to a steady state.
  • the torque of the main motor 3 increases, for example, when the main motor 3 is powered, the inverter input voltage Vinv and the battery voltage Vbat temporarily decrease and then return to a steady state.
  • the inverter input voltage Vinv is directly acquired from the inverter input voltage sensor 40 via the wiring 41.
  • the MG control unit 52 acquires the battery voltage Vbat from the battery control unit 53 by communication. Therefore, in the MG control unit 52, the timing at which the battery voltage Vbat is acquired is delayed by a communication delay, for example, about several tens of ms, from the timing at which the inverter input voltage Vinv is acquired.
  • the inverter input voltage Vinv and the battery voltage Vbat change similarly according to the torque change of the main motor 3. Therefore, if the inverter input voltage sensor 40 and the battery voltage sensor 45 are both normal, the inverter input voltage Vinv and the battery voltage Vbat acquired by the MG control unit 52 are changed according to the torque change of the main motor 3. Vinv changes in advance, and battery voltage Vbat changes with a delay due to communication delay.
  • a sensor value acquisition speed difference that similarly changes is used to identify which sensor has an abnormality.
  • step S101 is omitted, and is simply referred to as “S”.
  • S The other steps are the same.
  • the MG control unit 52 determines whether or not an offset abnormality has occurred. Whether or not the offset abnormality has occurred depends on whether the absolute value of the steady-state voltage deviation ⁇ Vs when the torque of the main motor 3 is stable is larger than the offset abnormality determination threshold value THs over a predetermined period Rs. If it is, it is determined that an offset abnormality has occurred. If an offset abnormality has occurred, an offset abnormality flag may be set and this step may be determined based on the presence or absence of the flag.
  • the constant voltage deviation ⁇ Vs is expressed by equation (1).
  • the constant voltage deviation ⁇ Vs is calculated when the torque of the main motor 3 is stable and stored in a memory or the like.
  • ⁇ Vs Vinv ⁇ Vbat (1)
  • the MG control unit 52 determines whether or not it is a predetermined timing when a torque reduction request is made.
  • the predetermined timing is a timing at which the battery voltage Vbat changes with a delay from the inverter input voltage Vinv due to a communication delay.
  • the predetermined timing is a timing at which the change of the inverter input voltage Vinv according to the torque change becomes a temporary stable state and the battery voltage Vbat does not reach the temporary stable state.
  • the first calculation time after the elapse of the predetermined period Rd from the start of the torque reduction request is referred to as “predetermined timing at torque reduction”.
  • the MG control unit 52 acquires the inverter input voltage Vinv and the battery voltage Vbat.
  • the inverter input voltage Vinv and battery voltage Vbat acquired here are predetermined timings at the time of request for torque reduction, and are values stored at the same timing. An error that can be regarded as “same” is allowed.
  • the MG control unit 52 determines whether or not the corrected voltage deviation ⁇ Vc is smaller than the sensor abnormality determination threshold value THc1.
  • the corrected voltage deviation ⁇ Vc is calculated by equation (2).
  • Vinv_a in the equation (2) is a corrected inverter input voltage obtained by correcting the offset error for the inverter input voltage Vinv (see equation (3)).
  • the battery voltage Vbat may be offset corrected.
  • ⁇ Vc Vinv_a ⁇ Vbat (2)
  • Vinv_a Vinv ⁇ Vs (3)
  • the corrected inverter input voltage Vinv_a and the battery voltage Vbat are compared in magnitude by the calculation of Expression (2). Therefore, the sensor abnormality determination threshold value THc1 is set to 0 or a predetermined value close to 0. The same applies to a sensor abnormality threshold THc2 described later.
  • the sensor abnormality determination thresholds THc1 and THc2 may be the same value or different values. If it is determined that the corrected voltage deviation ⁇ Vc is smaller than the sensor abnormality determination threshold value THc1 (S104: YES), the process proceeds to S108. When it is determined that the corrected voltage deviation ⁇ Vc is greater than or equal to the sensor abnormality determination threshold value THc1 (S104: NO), the process proceeds to S109.
  • the MG control unit 52 determines whether it is the predetermined timing at the time of the torque increase request.
  • the predetermined timing is the same as that at the time of torque reduction, and is the first calculation time after the elapse of the predetermined period Rd from the start of the torque increase request.
  • the predetermined period Rd may be the same or different between when the torque is reduced and when the torque is increased.
  • the MG control unit 52 acquires the inverter input voltage Vinv and the battery voltage Vbat at a predetermined timing when a torque increase is requested, as in S103.
  • the MG control unit 52 determines whether or not the corrected voltage deviation ⁇ Vc is greater than the sensor abnormality determination threshold value THc2. When it is determined that the corrected voltage deviation ⁇ Vc is larger than the sensor abnormality determination threshold THc2 (S107: YES), the process proceeds to S108. When it is determined that the corrected voltage deviation ⁇ Vc is equal to or less than the sensor abnormality determination threshold value THc2 (S107: NO), the process proceeds to S109.
  • the MG control unit 52 counts up the first counter.
  • the first counter is a counter that counts the number of times that the inverter input voltage Vinv is determined to be abnormal.
  • the MG control unit 52 counts up the second counter.
  • the second counter is a counter that counts the number of times of determination that the inverter input voltage Vinv is not abnormal, that is, the battery voltage Vbat is abnormal.
  • the count value of the first counter is referred to as a first count value
  • the count value of the second counter is referred to as a second count value.
  • the MG control unit 52 determines whether or not the number of determinations is greater than the predetermined number N.
  • the number of times of determination is the number of times that threshold determination is performed based on the corrected voltage deviation ⁇ Vc, and is the sum of the first count value and the second count value.
  • the process proceeds to S117.
  • the process proceeds to S111.
  • the MG control unit 52 calculates an abnormality determination probability Perr that is a ratio of the first count value in the number of determinations. In S112, the MG control unit 52 determines whether or not the abnormality determination probability Perr is greater than the probability determination threshold Pth. When it is determined that the abnormality determination probability Perr is less than or equal to the probability determination threshold Pth (S112: NO), the process proceeds to S115. When it is determined that the abnormality determination probability Perr is greater than the probability determination threshold Pth (S112: YES), the MG control unit 52 proceeds to S113.
  • the MG control unit 52 specifies that the inverter input voltage Vinv is abnormal, and transmits information indicating that the inverter input voltage sensor 40 is abnormal to the vehicle control unit 51.
  • the MG control unit 52 controls the drive of the main motor 3 by substitution control using the battery voltage Vbat instead of the inverter input voltage Vinv.
  • the MG control unit 52 specifies that the battery voltage Vbat is abnormal, and transmits information indicating that the battery voltage sensor 45 is abnormal to the vehicle control unit 51 and the like.
  • the MG control unit 52 since the inverter input voltage Vinv is normal, the MG control unit 52 continues the drive control of the main motor 3 using the inverter input voltage Vinv.
  • the MG control unit 52 continues the drive control of the main motor 3 using the inverter input voltage Vinv as in S116.
  • the horizontal axis is the common time axis, and from the top, MG torque, inverter input voltage Vinv and battery voltage Vbat, first count value, inverter input voltage Vinv abnormality identification, battery voltage Vbat abnormality identification, and MG control are performed. Show. In FIG. 4, normal or abnormal unconfirmed is “0” and abnormal confirmation is “1”. Further, the battery voltage Vbat is indicated by a solid line, the normal inverter input voltage Vinv is indicated by a two-dot chain line, and a case where a characteristic abnormality occurs such that the inverter input voltage Vinv sticks to an intermediate value is indicated by a one-dot chain line. For the sake of explanation, the parts having the same value are described with a slight shift.
  • the inverter input voltage Vinv and the battery voltage Vbat increase when the MG torque that is the torque of the main motor 3 decreases at time x1.
  • the detection value of the inverter input voltage sensor 40 and the detection value of the battery voltage sensor 45 change substantially simultaneously.
  • the MG control unit 52 the inverter input voltage Vinv is directly acquired by the wiring 41, whereas the battery voltage Vbat is acquired by communication. Therefore, the battery voltage Vbat is obtained by the MG control unit 52. The acquired timing is delayed from the inverter input voltage Vinv.
  • the MG control unit 52 recognizes that the inverter input voltage Vinv changes prior to the battery voltage Vbat. Therefore, if both the inverter input voltage Vinv and the battery voltage Vbat are normal, the inverter input voltage Vinv is higher than the battery voltage Vbat at time x2, which is a timing at which a predetermined period Rd has elapsed from time x1 when torque reduction starts. Therefore, when both the inverter input voltage Vinv and the battery voltage Vbat are normal, the corrected voltage deviation ⁇ Vc is a positive value.
  • the state where the voltage deviation ⁇ V1 is larger than the offset abnormality determination threshold value THs continues for a predetermined period Rs or more. At this time, in a state where there is no torque change, it is impossible to determine which of the inverter input voltage Vinv or the battery voltage Vbat is abnormal. Therefore, in the present embodiment, by utilizing the fact that the battery voltage Vbat changes with a delay from the inverter input voltage Vinv due to the communication delay, either the inverter input voltage Vinv or the battery voltage Vbat is abnormal when the offset is abnormal. Identify whether or not
  • FIGS. 5A, 5B, and 5C Details of the abnormality specifying process will be described with reference to FIGS. 5A, 5B, and 5C.
  • 5A shows a case where both the inverter input voltage Vinv and the battery voltage Vbat are normal
  • FIG. 5B shows a case where the inverter input voltage Vinv is abnormal
  • FIG. 5C shows a case where the battery voltage Vbat is abnormal.
  • the predetermined timing at the time of torque reduction was set to xt.
  • the inverter input voltage Vinv rises in advance with the torque reduction, and the battery voltage Vbat rises later. Therefore, at a predetermined timing xt at the time of torque reduction, the inverter input voltage Vinv becomes a value larger than the battery voltage Vbat. Therefore, the corrected voltage deviation ⁇ Vc is a positive value.
  • the battery voltage Vbat becomes a value greater than the corrected inverter input voltage Vinv_a at a predetermined timing xt at the time of torque reduction.
  • the corrected voltage deviation ⁇ Vc is a negative value, which is smaller than the sensor abnormality determination threshold value THc1. Therefore, the first counter is counted up.
  • the corrected inverter input voltage Vinv_a becomes a value larger than the battery voltage Vbat at a predetermined timing xt at the time of torque reduction. Therefore, the corrected voltage deviation ⁇ Vc is a positive value. Therefore, the second counter is counted up.
  • the battery voltage Vbat is greater than the corrected inverter input voltage Vinv_a, so the corrected voltage deviation ⁇ Vc becomes a negative value. Therefore, the first counter is counted up.
  • the corrected voltage deviation ⁇ Vc is calculated at time x4, which is a predetermined timing at the time of torque reduction, and the first counter is counted up. .
  • abnormality determination is performed according to the corrected voltage deviation ⁇ Vc for each torque change. In the present embodiment, one determination is performed for each torque change. In FIG. 4, the torque down time is illustrated, but the direction of torque change at the time of abnormality determination does not matter, for example, when the previous time is a torque down time and this time is a torque up time.
  • the MG control unit 52 specifies that the inverter input voltage Vinv is abnormal. In addition, in the control of the main motor 3, the MG control unit 52 shifts to alternative control using the battery voltage Vbat instead of the inverter input voltage Vinv.
  • the MG control unit 52 acquires the inverter input voltage Vinv through the wiring 41, while acquiring the battery voltage Vbat through communication.
  • the inverter input voltage Vinv and the battery voltage Vbat are values that change electrically at substantially the same time, but in the MG control unit 52, when the values change, they become transiently different values due to differences in acquisition paths.
  • the inverter input voltage Vinv is specified as abnormal.
  • the second detection value changes earlier than the first detection value that changes in advance when normal, the first detection value is identified as abnormal.
  • the abnormality is specified by comparing the inverter input voltage Vinv and the battery voltage Vbat.
  • the abnormality is also possible to specify the abnormality based on a calculated value that can detect a change in value, such as a differential value. .
  • the difference cannot be detected at a predetermined timing when the torque changes due to the influence of the communication timing shift or the like. Therefore, in the present embodiment, detection is performed once for each torque change, and abnormality is specified based on the abnormality determination probability Perr when the number of determinations is greater than the predetermined number N. By performing the abnormality identification using the probability, it is possible to avoid an erroneous determination and to appropriately identify the abnormal part.
  • the abnormality identification process identifies which of the inverter input voltage Vinv or the battery voltage Vbat is abnormal. If the inverter input voltage Vinv is abnormal, the control shifts to alternative control using the battery voltage Vbat. Thereby, even if an abnormality occurs in the inverter input voltage sensor 40, the control of the main motor 3 can be continued by the alternative control, so that the vehicle 90 can be retreated.
  • the main motor 3 continues normal control using the inverter input voltage Vinv, and information indicating that the battery voltage Vbat is abnormal is transmitted to the vehicle communication network 60. To the vehicle control unit 51 and the like.
  • the MG control unit 52 includes the first acquisition unit 521, the second acquisition unit 522, and the abnormality identification unit 523.
  • the first acquisition unit 521 acquires an inverter input voltage Vinv that is a detection value of the inverter input voltage sensor 40 mounted on the vehicle 90.
  • the second acquisition unit 522 is mounted on the vehicle 90 and acquires the battery voltage Vbat, which is a detection value of the battery voltage sensor 45 whose output changes in the same manner as the inverter input voltage sensor 40, at a speed different from the inverter input voltage Vinv. Get in.
  • the first acquisition unit 521 acquires the inverter input voltage Vinv directly from the inverter input voltage sensor 40 via the wiring 41, whereas the second acquisition unit 522 is another control unit.
  • the battery voltage Vbat is acquired from a certain battery control unit 53 via the vehicle communication network 60.
  • the abnormality specifying unit 523 performs an abnormality determination by comparing the inverter input voltage Vinv and the battery voltage Vbat acquired at the same time when the inverter input voltage Vinv and the battery voltage Vbat change, and the inverter is determined based on the abnormality determination result. It is specified whether the input voltage Vinv or the battery voltage Vbat is abnormal.
  • the outputs of the inverter input voltage sensor 40 and the battery voltage sensor 45 change in the same manner, and the detection of the change in the battery voltage Vbat is delayed due to the difference in communication speed, and at the timing when the output difference occurs.
  • the amount of information required for abnormality identification can be suppressed.
  • complicated calculations such as multiplication / division calculations are unnecessary, an increase in calculation load due to abnormality identification can be suppressed.
  • the inverter input voltage sensor 40 that is the first sensor is provided between the battery 10 that supplies power to the main motor 3 that is a drive source of the vehicle 90 and the drive circuit 21.
  • a battery voltage sensor 45 as a second sensor detects the voltage of the battery 10.
  • the first acquisition unit 521 acquires the inverter input voltage Vinv via the wiring 41.
  • the second acquisition unit 522 acquires the battery voltage Vbat via the vehicle communication network 60. Thereby, abnormality of inverter input voltage Vinv and battery voltage Vbat can be specified appropriately.
  • the abnormality specifying unit 523 compares the inverter input voltage Vinv acquired at a predetermined timing when the torque of the main motor 3 is changed with the battery voltage Vbat. When the torque of the main motor 3 changes, the inverter input voltage Vinv and the battery voltage Vbat change similarly, so that the inverter input voltage Vinv and the battery voltage Vbat can be appropriately compared.
  • the abnormality specifying unit 523 is configured such that the corrected inverter input voltage Vinv_a, which is the inverter input voltage after offset correction, is smaller than the battery voltage Vbat at a predetermined timing when the torque of the main motor 3 decreases, or the main motor 3 If the corrected inverter input voltage Vinv_a is larger than the battery voltage Vbat at a predetermined timing when the torque increases, the inverter input voltage Vinv is determined to be abnormal. Thereby, abnormality of inverter input voltage Vinv can be specified appropriately.
  • the “offset correction” related to the “first detection value after offset correction” is not limited to directly offset correcting the first detection value, but also includes offset correction of the second detection value. It shall be.
  • the abnormality specifying unit 523 performs one abnormality determination with one output change, and based on the abnormality determination probability Perr when the abnormality determination number is greater than the predetermined number N, which of the inverter input voltage Vinv and the battery voltage Vbat is Determine if it is abnormal.
  • the ratio of the first count value that is the number of times that the inverter input voltage Vinv is determined to be abnormal in the number of times of abnormality determination is defined as the abnormality determination probability Perr, and the abnormality determination probability Perr is greater than the probability determination threshold Pth. Specify that the inverter input voltage Vinv is abnormal. Thereby, detection accuracy can be improved.
  • the MG control unit 52 corresponds to the “abnormality detection device”
  • the inverter input voltage sensor 40 corresponds to the “first sensor”
  • the battery voltage sensor 45 corresponds to the “second sensor”.
  • the inverter input voltage Vinv corresponds to the “first detection value”
  • the battery voltage Vbat corresponds to the “second detection value”.
  • the wiring 41 corresponds to “wiring”.
  • FIG. 6 A second embodiment is shown in FIG.
  • the motor control system 1 of the present embodiment is the same as that of the first embodiment except that the abnormality specifying process is different.
  • the vehicle control unit 51 includes a first torque calculation unit 511, a calculation value acquisition unit 512, an abnormality identification unit 513, and the like.
  • the MG control unit 52 includes a second torque calculation unit 527 and the like.
  • the first torque calculation unit 511 of the vehicle control unit 51 is a first torque that is a torque of the main motor 3 (not shown in FIG. 6) based on vehicle information acquired from the vehicle behavior sensor 140 via the wiring 141.
  • the value trq1 is calculated.
  • the vehicle behavior sensor 140 acquires vehicle information related to the behavior of the vehicle 90 and is, for example, an acceleration sensor that detects the acceleration of the vehicle 90.
  • the second torque calculation unit 527 of the MG control unit 52 calculates a second torque value trq2 that is the torque of the main motor 3 based on the motor current Im detected by the current sensor 23 and the like.
  • the second torque value trq2 is transmitted to the vehicle control unit 51 via the vehicle communication network 60.
  • the calculated value acquisition unit 512 of the vehicle control unit 51 acquires the second torque value trq2 transmitted from the MG control unit 52 via the vehicle communication network 60.
  • the abnormality specifying unit 513 compares the first torque value trq1 and the second torque value trq2 at a predetermined timing when the torque is reduced or the torque is increased, so that either the first torque value trq1 or the second torque value trq2 is abnormal. It is specified whether it is.
  • 1st torque value trq1 is a value calculated based on the vehicle information acquired via the wiring 141.
  • the second torque value trq2 is a value acquired from the MG control unit 52 via the vehicle communication network 60. Therefore, when the torque of the main motor 3 changes, the vehicle control unit 51 changes the first torque value trq1 in advance and changes the second torque value trq2 after a delay.
  • the abnormality identification unit 513 compares the first torque value trq1 and the second torque value trq2 at a predetermined timing at the time of torque down or torque up, thereby obtaining the first torque value trq1 or the second torque value trq2. It is possible to identify which is abnormal. Since the first torque value trq1 and the second torque value trq2 are values that decrease when the torque is reduced and increase when the torque is increased, the direction of change is opposite to that of the voltage value of the first embodiment. The details of the specific process are the same as those in the first embodiment, and a description thereof will be omitted. Thereby, torque monitoring can be performed appropriately.
  • the first torque value trq1 may be a command instead of the actual torque value.
  • the vehicle control unit 51 includes a calculated value acquisition unit 512 and an abnormality identification unit 513.
  • Abnormality specifying unit 513 acquires first torque value trq1 calculated based on vehicle information that is a detection value of vehicle behavior sensor 140 mounted on vehicle 90.
  • the calculated value acquisition unit 512 is a value calculated based on the motor current Im that is a detection value of the current sensor 23 mounted on the vehicle 90, and changes in the same manner as the first torque value trq1. Is acquired in an acquisition form having a speed different from that of the first torque value trq1.
  • the abnormality specifying unit 513 performs the abnormality determination by comparing the first torque value trq1 and the second torque value trq2 acquired at the same time when the first torque value trq1 and the second torque value trq2 change. Based on the determination result, it is specified which of the first torque value trq1 and the second torque value trq2 is abnormal.
  • the first detection value is vehicle information related to the torque of the vehicle 90
  • the second detection value is a current value of the main motor 3 that is a drive source of the vehicle 90.
  • the first torque value trq1 and the second torque value trq2 are values related to the driving torque of the vehicle 90.
  • the first torque value trq1 and the second torque value trq2 change in the same manner, and the detection of the change in the second torque value trq2 acquired from the MG control unit 52 is delayed due to the difference in communication speed.
  • it is possible to appropriately identify an abnormality by comparing two values at the timing when the difference between the torque values trq1 and trq2 occurs.
  • the amount of information required for abnormality identification can be suppressed.
  • complicated calculations such as multiplication / division calculations are unnecessary, an increase in calculation load due to abnormality identification can be suppressed.
  • torque monitoring can be performed appropriately.
  • the same effects as those of the above embodiment can be obtained.
  • the vehicle control unit 51 corresponds to an “abnormality detection device”
  • the calculated value acquisition unit 512 corresponds to a “second acquisition unit”
  • the abnormality identification unit 513 corresponds to a “first acquisition unit” and an “abnormality identification unit”.
  • the vehicle behavior sensor 140 corresponds to a “first sensor”
  • the current sensor 23 corresponds to a “second sensor”.
  • the first torque value trq1 corresponds to a “first calculated value”
  • the second torque value trq2 corresponds to a “second calculated value”.
  • the first sensor is an inverter input voltage sensor
  • the second sensor is a battery voltage sensor
  • the first sensor may be a current sensor that detects the current of the high potential side wiring or the low potential side wiring
  • the second sensor may be a current sensor that detects the current in the battery.
  • the first sensor and the second sensor may be of any type as long as the output changes similarly. It should be noted that, for example, outputs that are matched by multiplying by a predetermined gain or performing predetermined offset correction are also included in the concept of “the output changes similarly”. The same applies to the first calculation value and the second calculation value.
  • the first detection value is acquired directly from the first sensor via the wiring, and the second detection value is acquired from another control unit by communication.
  • the first detection value and the second detection value may be configured to be acquired in any form as long as the acquisition forms have different speeds.
  • both the first detection value and the second detection value may be acquired by communication, and the communication period may be shifted to generate a communication delay on one side, thereby changing the speed.
  • the control device includes three ECUs including a vehicle control unit, an MG control unit, and a battery control unit.
  • the number of ECUs constituting the control device may be two or less, or four or more.
  • any control unit may be an abnormality detection device.
  • the main motor which is a rotating electric machine
  • the vehicle to which the power supply system control device is applied is an EV vehicle that travels using the power of one main motor.
  • a plurality of main motors may be provided.
  • the vehicle to which the rotating electrical machine control device is applied is not limited to an EV vehicle, and may be a hybrid vehicle, a fuel cell vehicle, a train, or the like that includes an engine in addition to a main motor as a drive source of the vehicle. Good.
  • the vehicle is a front wheel drive vehicle.
  • the vehicle may be a rear wheel drive vehicle or a four wheel drive vehicle.
  • the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the disclosure.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Sustainable Energy (AREA)
  • Sustainable Development (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Electric Motors In General (AREA)
  • Testing Electric Properties And Detecting Electric Faults (AREA)
  • Inverter Devices (AREA)

Abstract

L'invention concerne un dispositif de détection d'anomalie (52) pourvu d'une première unité d'acquisition (521), d'une seconde unité d'acquisition (522) et d'une unité de spécification d'anomalie (523). La première unité d'acquisition (521) acquiert une première valeur de détection, qui est une valeur de détection provenant d'un premier capteur (40) installé dans un véhicule (90). La seconde unité d'acquisition (522), qui est installée dans le véhicule (90), acquiert une seconde valeur de détection dans un mode d'acquisition dans lequel la vitesse est différente de celle pour la première valeur de détection, la seconde valeur de détection étant une valeur de détection provenant d'un second capteur (45) dont le signal de sortie change de la même manière que celui du premier capteur (40). L'unité de spécification d'anomalie (523) effectue une détermination d'anomalie par comparaison de la première valeur de détection et de la seconde valeur de détection acquises simultanément à un instant auquel la première valeur de détection et la seconde valeur de détection changent, et spécifie, sur la base du résultat de détermination d'anomalie, laquelle de la première valeur de détection et de la seconde valeur de détection est anormale.
PCT/JP2017/044384 2016-12-14 2017-12-11 Dispositif de détection d'anomalie WO2018110502A1 (fr)

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JP2016242069A JP6642404B2 (ja) 2016-12-14 2016-12-14 異常検出装置
JP2016-242069 2016-12-14

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JP7259392B2 (ja) * 2019-02-21 2023-04-18 株式会社デンソー 発電制御装置
JP7452026B2 (ja) 2020-01-23 2024-03-19 株式会社デンソー モータ制御システム

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JP2009227078A (ja) * 2008-03-21 2009-10-08 Toyota Motor Corp 動力システムおよびその制御方法並びに車両
JP2012249440A (ja) * 2011-05-27 2012-12-13 Toyota Motor Corp 電源システム状態判定装置
JP2012253861A (ja) * 2011-06-01 2012-12-20 Toyota Motor Corp 電池の故障判定装置
JP2015091144A (ja) * 2013-11-05 2015-05-11 日立オートモティブシステムズ株式会社 インバータの異常判定装置
JP2016116262A (ja) * 2014-12-11 2016-06-23 トヨタ自動車株式会社 駆動装置
JP2016134948A (ja) * 2015-01-16 2016-07-25 トヨタ自動車株式会社 電源システム

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JP2009227078A (ja) * 2008-03-21 2009-10-08 Toyota Motor Corp 動力システムおよびその制御方法並びに車両
JP2012249440A (ja) * 2011-05-27 2012-12-13 Toyota Motor Corp 電源システム状態判定装置
JP2012253861A (ja) * 2011-06-01 2012-12-20 Toyota Motor Corp 電池の故障判定装置
JP2015091144A (ja) * 2013-11-05 2015-05-11 日立オートモティブシステムズ株式会社 インバータの異常判定装置
JP2016116262A (ja) * 2014-12-11 2016-06-23 トヨタ自動車株式会社 駆動装置
JP2016134948A (ja) * 2015-01-16 2016-07-25 トヨタ自動車株式会社 電源システム

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