JP5760778B2 - Motor drive control system - Google Patents

Description

  The present invention relates to a motor drive control system, and more particularly to a motor drive control system for driving an AC motor.

  In order to drive and control an AC motor using a DC power supply, a driving method using an inverter is generally employed. The inverter is switching-controlled by an inverter drive circuit, and for example, a voltage switched in accordance with pulse width modulation (PWM) control is applied to the AC motor.

  In the control of an AC motor to which PWM control is applied, the amplitude and phase of the motor applied voltage (AC) are controlled by feedback of the motor current. This current feedback is performed based on a detection value of a current sensor that detects a motor current flowing in the AC motor.

  Japanese Patent Laying-Open No. 2010-82261 (Patent Document 1) discloses a current sensor abnormality detection device that detects an abnormality of a phase current sensor that detects a phase current (motor current) of a three-phase AC motor. This abnormality detection device includes a DC-side current sensor that detects a DC-side current of an inverter, phase-current estimation means that estimates a phase current based on the DC-side current, and a three-phase phase current detected by the phase-current sensor. The determination means for determining whether or not the sum is zero, and the estimated value of the phase current estimated by the phase current estimation means and the detected value of the phase current detected by the phase current sensor are the same for each phase. In the determination result by the phase current determination means and the determination result by the determination means, the sum of the three phases of the phase current is not zero, and the estimated value and the detection value in the determination result by the phase current determination means If the phase difference sensor is different, the phase current sensor related to the phase determined to have a difference between the estimated value and the detected value is provided with an abnormality determination unit that determines that the phase current sensor is abnormal.

JP 2010-88261 A JP 2008-160915 A JP 2005-27379 A JP 2008-307908 A

  In the current sensor abnormality detection device disclosed in the above publication, the phase current estimation means is configured to detect the DC side current at a detection timing corresponding to a gate signal which is a switching command input to each gate of the six switching elements constituting the inverter. Each phase current actually supplied from the inverter to the motor is estimated based on the DC side current detected by the sensor. The gate signal is generated based on a result of comparing each phase voltage command and a carrier wave such as a triangular wave in the PWM signal generation unit. The gate signal is a signal corresponding to eight switching patterns according to the combination of the on / off states of the switching elements paired for each phase. The phase current estimation means estimates each phase current based on the DC side current detected by the DC side current sensor in each switching pattern.

  However, in such an abnormality detection device, when the frequency of the carrier wave increases in accordance with the motor operating state (for example, rotation speed) in the PWM signal generation unit, the number of carrier wave periods included in the electrical angle of 360 ° of the motor is reduced. Since it increases, the time width of each switching pattern becomes small. Therefore, it becomes difficult to synchronize the sampling of the detection value of the DC-side current sensor in the phase current estimation means with the switching of each switching element. As a result, there arises a problem that failure diagnosis of the phase current sensor cannot be performed accurately. Further, in order to avoid erroneous diagnosis, if the configuration is such that the fault diagnosis of the phase current sensor is not performed when the carrier frequency is high, the opportunity for executing the fault diagnosis is limited, which may reduce the reliability of the phase current sensor. There is.

  On the other hand, if the carrier frequency is lowered to obtain an opportunity for fault diagnosis of the phase current sensor, the controllability of the motor torque control may be lowered. There is also concern about the generation of electromagnetic noise associated with inverter switching.

  Therefore, the present invention has been made to solve such a problem, and an object of the present invention is to detect a current that flows through an AC motor without hindering the drive control of the AC motor in a motor drive control system. It is possible to perform failure diagnosis of a sensor with high reliability.

  In one aspect of the present invention, a motor drive control system for driving an AC motor includes a plurality of switching elements, and converts a DC voltage supplied from a DC power source into a drive voltage of the AC motor. Inverter, a bus current detection unit for detecting a bus current flowing between the DC power source and the inverter, a switching pattern indicating a combination of ON / OFF of a plurality of switching elements, and a detection value of the bus current by the bus current detection unit, Based on the phase current estimation unit for estimating the phase current of the AC motor, the phase current detection unit for detecting the phase current of the AC motor, the estimated value of the phase current by the phase current estimation unit, and the phase by the phase current detection unit Based on the comparison result with the detected current value, a fault diagnosis unit for diagnosing a fault in the phase current detection unit, and an AC voltage command for operating the AC motor By a pulse width modulation control based on a comparison of the carrier, and a control unit for controlling the on-off of the plurality of switching elements. The control unit provides an execution period for failure diagnosis by the failure diagnosis unit when background noise is generated due to the drive of the AC motor, and temporarily reduces the frequency of the carrier wave during the execution period of the failure diagnosis.

  Preferably, the control unit is configured to sample the detection value of the bus current detection unit by the phase current estimation unit from the first value corresponding to the operating state of the AC motor during the failure diagnosis execution period. To a second value corresponding to.

  Preferably, the control unit returns the frequency of the carrier wave from the second value to the first value when the diagnosis result by the failure diagnosis unit is confirmed.

  Preferably, the control unit is configured to permit execution of failure diagnosis when a condition that the rotational speed of the AC motor is larger than a threshold value is satisfied. The threshold value is set to a rotational speed of the AC motor that makes it easy for humans to detect background noise based on the driving of the AC motor.

  According to the present invention, it is possible to perform failure diagnosis of a current sensor that detects a current flowing through an AC motor with high reliability without hindering drive control of the AC motor.

FIG. 1 is an overall block diagram of a vehicle 10 equipped with a motor drive control system according to an embodiment of the present invention. It is a functional block diagram which shows the control structure of ECU in this Embodiment. It is a conceptual diagram explaining conversion from a bus current to a motor current estimated value. It is a conceptual diagram explaining conversion from a bus current to a motor current estimated value. It is the flowchart which showed the control processing procedure for implement | achieving the failure diagnosis of the current sensor in the motor drive control system by embodiment of this invention. It is the figure which showed an example of the map used for determination of the carrier frequency applied in this Embodiment. It is the flowchart which showed the control processing procedure for implement | achieving control of the carrier frequency in the fault diagnosis process of the current sensor by embodiment of this invention.

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

  FIG. 1 is an overall block diagram of a vehicle 10 equipped with a motor drive control system 100 according to an embodiment of the present invention.

  Referring to FIG. 1, vehicle 10 includes a motor drive control system 100, an AC motor 200, and drive wheels 210. Motor drive control system 100 includes a DC voltage generation unit 105, a capacitor C1, an inverter 140, and a control device (hereinafter also referred to as an ECU (Electronic Control Unit)) 300.

  AC motor 200 is a drive motor that generates torque for driving drive wheels 210 in a vehicle that generates a vehicle driving force by electric energy such as a hybrid vehicle, an electric vehicle, and a fuel cell vehicle. Alternatively, AC electric motor 200 may be configured to have a function of a generator driven by an engine (not shown), or may be configured to have both functions of an electric motor and a generator. Furthermore, AC electric motor 200 may operate as an electric motor for the engine, and may be incorporated in a hybrid vehicle so that the engine can be started, for example. That is, in the present embodiment, the “AC motor” includes an AC drive motor, a generator, and a motor generator (motor generator).

  DC voltage generation unit 105 includes a DC power supply 110, system relays SR1 and SR2, a capacitor C2, a converter 120, voltage sensors 150 and 170, and a current sensor 160.

  The DC power supply 110 is a re-dischargeable power storage element, and typically includes a secondary battery such as a nickel metal hydride battery or a lithium ion battery, or a power storage device such as an electric double layer capacitor. Voltage sensor 150 detects DC voltage VB output from DC power supply 110. The current sensor 160 detects a direct current IB that is input to and output from the direct current power source 110. These detected values are output to ECU 300.

  System relay SR1 is connected between the positive terminal of power storage device B and power line PL1. System relay SR2 is connected between the negative terminal of power storage device B and ground line NL1. System relays SR <b> 1 and SR <b> 2 are controlled by a control signal SE <b> 1 from ECU 300 to switch between power supply and interruption between power storage device B and converter 120.

  Converter 120 includes a reactor L1, switching elements Q1, Q2, and diodes D1, D2. Switching elements Q1, Q2 are connected in series between power line PL2 and ground line NL1. Switching elements Q1, Q2 are controlled by a switching control signal PWC from ECU 300.

In the present embodiment, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, a power bipolar transistor, or the like can be used as the switching element. Anti-parallel diodes D1 and D2 are arranged for switching elements Q1 and Q2. Reactor L1 is connected between a connection node of switching elements Q1, Q2 and power line PL1.

  Capacitor C2 is connected between power line PL1 and ground line NL1, and reduces voltage fluctuation between power line PL1 and ground line NL1. Voltage sensor 170 detects voltage VL across capacitor C2, and outputs the detected value to ECU 300.

  Converter 120 is basically controlled such that switching elements Q1 and Q2 are turned on and off in a complementary manner in each switching period. During the boosting operation, converter 120 boosts DC voltage VL supplied from DC power supply 110 to DC voltage VH (this DC voltage corresponding to the input voltage to inverter 140 is also referred to as “system voltage” hereinafter). This boosting operation is performed by supplying the electromagnetic energy accumulated in reactor L1 during the ON period of switching element Q2 to power line PL2 via switching element Q1 and antiparallel diode D1.

  Converter 120 steps down DC voltage VH to DC voltage VL during the step-down operation. This step-down operation is performed by supplying the electromagnetic energy stored in reactor L1 during the ON period of switching element Q1 to ground line NL1 via switching element Q2 and antiparallel diode D2. The voltage conversion ratio (the ratio of VH and VL) in these step-up and step-down operations is controlled by the on-period ratio (duty ratio) of the switching elements Q1 and Q2 in the switching period. Note that VH = VL (voltage conversion ratio = 1.0) can be obtained by switching the switching element Q1 on and fixing the switching element Q2 off.

  Capacitor C <b> 1 smoothes the DC voltage from converter 120 and supplies the smoothed DC voltage to inverter 140. Voltage sensor 130 detects the voltage across capacitor C1, that is, system voltage VH, and outputs the detected value to ECU 300.

  Current sensor 18 detects a DC current (hereinafter referred to as “bus current”) Idc flowing between DC voltage generation unit 105 and inverter 140, and outputs the detected bus current Idc to ECU 300. In FIG. 1, the current sensor 18 is provided on the ground line NL, but the current sensor 18 may be provided on the power line PL2.

  Inverter 140 includes a U-phase upper and lower arm 141, a V-phase upper and lower arm 142, and a W-phase upper and lower arm 143 that are provided in parallel between power line PL2 and ground line NL1. Each phase upper and lower arm includes a switching element connected in series between power line PL2 and ground line NL1. For example, U-phase upper and lower arms 141 include switching elements Q3 and Q4, V-phase upper and lower arms 142 include switching elements Q5 and Q6, and W-phase upper and lower arms 143 include switching elements Q7 and Q8. Antiparallel diodes D3 to D8 are connected to switching elements Q3 to Q8, respectively. Switching elements Q3 to Q8 are controlled by a control signal PWI from ECU 300.

  AC motor 200 is typically a three-phase permanent magnet synchronous motor, and one end of three coils in U, V, and W phases is commonly connected to a neutral point. Furthermore, the other end of each phase coil is connected to the connection node of the switching element in each phase upper and lower arms 141-143.

  Inverter 140, when the torque command value of AC electric motor 200 is positive (Trqcom> 0), DC voltage supplied from capacitor C1 by the switching operation of switching elements Q3-Q8 in response to control signal PWI from ECU 300 AC motor 200 is driven so as to convert AC to AC voltage and output a positive torque. Further, when the torque command value of AC electric motor 200 is zero (Trqcom = 0), inverter 140 converts the DC voltage to the AC voltage so that the torque becomes zero by the switching operation in response to control signal PWI. AC motor 200 is driven. As a result, AC electric motor 200 is driven to generate zero or positive torque designated by torque command value Trqcom.

  Further, during regenerative braking of a vehicle equipped with motor drive control system 100, torque command value Trqcom of AC electric motor 200 is set to be negative (Trqcom <0). In this case, the inverter 140 converts the AC voltage generated by the AC motor 200 into a DC voltage by a switching operation in response to the control signal PWI, and converts the converted DC voltage (system voltage VH) via the capacitor C1. To the converter 120. Note that regenerative braking here refers to braking with regenerative power generation when the driver driving the vehicle performs a regenerative power generation or regenerative power generation by turning off the accelerator pedal while driving, although the foot brake is not operated. Including decelerating (or stopping acceleration) the vehicle while moving.

  Current sensor 240 detects motor current MCRT flowing through AC electric motor 200 and outputs the detected motor current to ECU 300. Since the sum of instantaneous values of the three-phase currents iu, iv, iw is zero, the current sensor 240 has two-phase motor currents (for example, a V-phase current iv and a W-phase current iw) as shown in FIG. It is sufficient to arrange it so as to detect.

  The rotation angle sensor (resolver) 250 detects the rotation angle θ of the AC electric motor 200 and outputs the detected rotation angle θ to the ECU 300. ECU 300 can calculate the rotational speed and angular speed ω (rad / s) of AC electric motor 200 based on rotational angle θ. Note that the rotation angle sensor 250 may be omitted by directly calculating the rotation angle θ from the motor voltage or current in the ECU 300.

  The ECU 300 is configured by an electronic control unit (control device), and the motor drive control system 100 is implemented by software processing by executing a program stored in advance by a CPU (not shown) and / or hardware processing by a dedicated electronic circuit. To control the operation.

  As representative functions, the ECU 300 detects the input torque command value Trqcom, the DC voltages VB and VL detected by the voltage sensors 150 and 170, the DC current IB detected by the current sensor 160, and the voltage sensor 130. AC motor 200 generates torque according to torque command value Trqcom based on system voltage VH, motor current from current sensor 240 (V-phase current iv, W-phase current iw), rotation angle θ from rotation angle sensor 250, and the like. The operation of converter 120 and inverter 140 is controlled so as to output. That is, ECU 300 generates control signals PWC and PWI for controlling converter 120 and inverter 140, and outputs them to converter 120 and inverter 140.

  During the boosting operation of converter 120, ECU 300 performs feedback control of system voltage VH and generates control signal PWC so that system voltage VH matches the voltage command value.

  When ECU 300 receives a regenerative signal RGE indicating that the vehicle has entered the regenerative braking mode from an external control device, ECU 300 generates control signal PWI so as to convert the AC voltage generated by AC motor 200 into a DC voltage. Output to the inverter 140. Thereby, inverter 140 converts the AC voltage generated by AC motor 200 into a DC voltage and supplies it to converter 120. ECU 300 generates control signal PWC so as to step down the DC voltage supplied from inverter 140, and outputs it to converter 120. As a result, the AC voltage generated by the AC motor 200 is converted to a DC voltage, stepped down, and supplied to the DC power supply 110.

  In motor drive control system 100 according to the present embodiment, PWM control is applied to control of AC electric motor 200 by ECU 300. The PWM control controls on / off of the upper and lower arm elements of each phase according to a voltage comparison between a sine wave voltage command and a carrier wave (typically a triangular wave). As a result, for a set of a high level period corresponding to the on period of the upper arm element and a low level period corresponding to the on period of the lower arm element, the duty is set so that the fundamental wave component becomes a sine wave within a certain time. Is controlled.

  In this PWM control, the amplitude and phase of the motor applied voltage (alternating current) are controlled by feedback control of the motor current. Accordingly, when the current sensor 240 that detects the motor currents iv and iw fails, the detected value of the current sensor 240 has a deviation in the gain with respect to the actual current value or an abnormality that causes an offset with respect to the actual current value. As a result, the controllability of the AC motor 200 may be reduced, and a desired output may not be ensured. Therefore, in motor drive control system 100 according to the present embodiment, ECU 300 executes failure diagnosis of current sensor 240 in parallel with the control of AC motor 200 described above.

(Configuration of control device)
FIG. 2 is a functional block diagram showing a control configuration of ECU 300 in the present embodiment. Each functional block described in the block diagram illustrated in FIG. 2 is realized by hardware or software processing by ECU 300.

  Referring to FIG. 2, ECU 300 includes a control command calculation unit 310, a phase current calculation unit 320, a phase current comparison unit 330, and a control unit 340.

  Control command calculation unit 310 receives torque command value Trqcom from a higher-level control device (not shown), motor currents iv and iw from current sensor 240, and rotation angle θ from rotation angle sensor 250. Then, the control command calculation unit 310 uses the d-axis and q-axis current command values calculated from the torque command value Trqcom and a current feedback value obtained by converting the motor current detection value into the d-axis and q-axis. Control is performed to generate voltage command values Vd # and Vq # to be applied to inverter 140. The control command calculation unit 310 converts the generated voltage command values Vd # and Vq # into U-phase, V-phase, and W-phase by coordinate conversion using the rotation angle θ of the AC motor 200 (2 phase → 3 phase). It converts into phase voltage command value Vu, Vv, Vw. Control command calculation unit 310 generates control signal PWI for driving inverter 140 based on the comparison between each phase voltage command value Vu, Vv, Vw and a predetermined carrier wave, and outputs the control signal PWI to inverter 140.

  Further, control command calculation unit 310 outputs information Duty related to the duty in generated control signal PWI to phase current calculation unit 320. This duty information is used to generate gate signals S3 to S8 for driving the switching elements in the upper and lower arms 141 to 143 in accordance with the control signal PWMI.

  When the phase current calculation unit 320 acquires the bus current Idc from the current sensor 180, the phase current calculation unit 320, based on the bus current Idc and the duty information given from the control command calculation unit 310, the motor current (U-phase) flowing through the AC motor 200. Current iu, V-phase current iv, and W-phase current iw are estimated, specifically, phase current calculation unit 320 is based on a switching pattern indicating a combination of ON / OFF of switching elements Q3 to Q8 constituting inverter 140. Then, by converting the bus current Idc into motor current (phase current), motor current estimated values (U-phase current estimated value iu #, V-phase current estimated value iv #, W-phase current estimated value iw #) are calculated. .

  3 and 4 are conceptual diagrams for explaining conversion from bus current Idc to estimated motor current values iu #, iv #, iw #.

  First, referring to FIG. 4, in inverter 140, there are eight patterns of combinations of on / off of six switching elements Q3-Q8. In FIG. 4, switching elements that are turned on in the upper and lower arms 141 to 143 are shown.

  Among the eight switching patterns shown in FIG. 4, the three switching elements of the upper arm are in the same switching state (all on or off), and the three switching elements of the lower arm are also in the same switching state. (In FIG. 4, the switching pattern in which the switching elements Q3, Q5, and Q7 are turned on and the switching pattern in which the switching elements Q4, Q6, and Q are turned on) have an interphase voltage of zero, and such a voltage state is It is called a zero vector. In these two switching patterns, the motor current is zero. The six switching patterns excluding the two switching patterns are six instantaneous space voltage vectors having phases different by 60 °.

  On the direct current side of the inverter 140, phase currents Iu, Iv, and Iw are generated intermittently according to each switching pattern. The bus current Idc detected by the current sensor 180 is obtained by inverting one of the phase currents Iu, Iv, Iw, or any one of the phase currents Iu, Iv, Iw, or zero. It becomes.

  For example, as shown in FIG. 3, in the switching pattern in which switching element Q3 is turned on and connected to power line PL2 and switching elements Q6 and Q8 are turned on and connected to ground line NL2, bus current Idc is U-phase. It flows from the upper arm (switching element Q3) of the upper and lower arms 141 to the U-phase coil of the AC motor 200. That is, bus current Idc is equal to U-phase current iu, and this current is divided into V-phase current iv and W-phase current iw. Thus, in FIG. 4, for each of the six switching patterns, any one of the phase currents Iu, Iv, Iw from the bus current Idc, or any one of the phase currents Iu, Iv, Iw. The one with the two signs reversed is obtained.

  Referring to FIG. 2 again, when phase current calculation unit 320 receives the detected value of bus current Idc from current sensor 180 and receives duty information from control command calculation unit 310, switching current and bus current shown in FIG. By referring to the correlation with Idc, the phase current is estimated based on the bus current Idc. Phase current calculation unit 320 outputs an estimated value of the phase current (motor current estimated value iu #, iv #, iw #) estimated from bus current Idc to phase current comparison unit 330.

  Phase current comparison unit 330 compares estimated motor current values iu #, iv #, and iw # with detected values iv and iw of motor current from current sensor 240, and determines failure of current sensor 240 based on the comparison result. Diagnose. Since the sum of instantaneous values of the three-phase currents iu, iv and iw is zero, the U-phase current iu can be calculated from the V-phase current iv and the W-phase current iw detected by the current sensor 240.

  For example, as shown in FIG. 3, in the case of a switching pattern in which current flows from the upper arm of U-phase upper and lower arms 141 of inverter 140 to the U-phase coil of AC electric motor 200, estimated U-phase current value by phase current calculation unit 320 iu # is compared with the detected value of U-phase current iu by current sensor 240. If the comparison result exceeds a predetermined range, it is determined that current sensor 240 is faulty. If it is determined that the current sensor 240 has failed, the phase current comparison unit 330 adds the failure detection counter. The failure detection counter is a counter built in the ECU 300 and is used for measuring the number of times that the current sensor 240 is determined to be defective. If it is determined by the above-described failure diagnosis that the current sensor 240 has failed, 1 is added to the count value.

  The phase current comparison unit 330 determines whether or not the count value of the failure detection counter has reached the determination value. When the count value reaches the determination value, the phase current comparison unit 330 determines the diagnosis that the current sensor 240 is faulty and turns on the fault detection flag.

  As described above, the phase current comparison unit 330 determines a diagnosis result as a failure of the current sensor 240 when the number of times that the failure of the current sensor 240 is determined reaches a determination value. Thereby, it is possible to prevent erroneous diagnosis of the failure of the current sensor 240 due to an accidental factor such as a temporary change in the detection values of the current sensors 180 and 240 due to the influence of noise or the like. As a result, highly reliable failure diagnosis can be performed.

  In the present embodiment, the diagnosis result that the current sensor 240 is faulty is determined when the number of times that the current sensor 240 is judged to be faulty exceeds the judgment value. It is good also as a structure which confirms the diagnostic result made into a fault only when determination to the effect is made continuously.

  FIG. 5 is a flowchart showing a control processing procedure for realizing failure diagnosis of current sensor 240 in motor drive control system 100 according to the embodiment of the present invention.

  Referring to FIG. 5, phase current calculation unit 320 acquires a detection value of bus current Idc by current sensor 180 in step S01. Further, in step S <b> 02, phase current calculation unit 320 acquires information Duty related to duty from control command calculation unit 310.

  In step S03, the phase current calculation unit 320 estimates the phase current based on the bus current Idc by referring to the correlation between the switching pattern and the bus current Idc shown in FIG. Phase current calculation unit 320 outputs estimated phase current values (motor current estimated values iu #, iv #, iw #) estimated from bus current Idc to phase current comparison unit 330.

  In step S <b> 04, current sensor 240 detects motor currents iv and iw and outputs the detected values to phase current comparison unit 330.

  In step S05, phase current comparison unit 330 compares estimated motor current values iu #, iv #, iw # with detected values iv, iw of the motor current from current sensor 240. In step S06, phase current comparison unit 330 calculates a deviation between the estimated motor current value and the detected motor current value as a comparison result, and determines whether or not the calculated deviation is within a predetermined range. When the deviation is within the predetermined range (YES in step S06), phase current comparison unit 330 determines that current sensor 240 is normal. Then, the process proceeds to step S11, and the phase current comparison unit 330 turns off the failure detection flag.

  On the other hand, when the deviation exceeds the predetermined range (NO in step S06), phase current comparison unit 330 determines that current sensor 240 is faulty. Then, the process proceeds to step S07, and phase current comparison unit 330 adds the failure detection counter.

  In step S08, the phase current comparison unit 330 determines whether or not the count value of the failure detection counter has reached the determination value. If the count value has not reached the determination value (NO in step S08), the control is returned to the main routine.

  On the other hand, when the count value reaches the determination value (YES in step S08), phase current comparison unit 330 confirms the diagnosis that current sensor 240 is faulty in step S09. Then, the process proceeds to step S10, and the phase current comparison unit 330 turns on the failure detection flag.

  As described above, the current (motor current) flowing through AC motor 200 is estimated based on the detected value of current sensor 180 capable of detecting bus current Idc, and the estimated current and the detected value of current sensor 240 are Based on the comparison result, a failure of the current sensor 240 is diagnosed. Thereby, the failure of the current sensor 240 can be diagnosed without adding a motor current sensor. Therefore, the failure of the current sensor 240 can be diagnosed at low cost.

  On the other hand, in the PWM control, when the carrier frequency (hereinafter referred to as “carrier frequency”) increases according to the operation state (for example, rotation speed) of the AC motor 200, it is included in the electrical angle 360 ° of the AC motor 200. Since the number of periods of the carrier wave increases, the time width of each switching pattern becomes small. Therefore, it becomes difficult to synchronize the sampling of the detection value Idc of the current sensor 180 in the phase current calculation unit 320 with the switching of each switching element, and there is a problem that failure diagnosis of the current sensor 240 cannot be performed accurately.

  Here, when the carrier frequency is lowered to a frequency that can be synchronized with the switching of each switching element and the sampling of the detection value Idc of the current sensor 180, accurate fault diagnosis is possible, while torque control of the AC motor 200 is performed. There is a risk of reducing the performance. Moreover, there is a concern that the electromagnetic noise accompanying switching of the inverter 140 may be easily detected by the user by lowering the carrier frequency to the audible frequency band.

  Therefore, in motor drive control system 100 according to the present embodiment, control unit 340 provides an execution period for failure diagnosis of current sensor 240 only when background noise based on driving of AC electric motor 200 is occurring. . Then, during the failure diagnosis execution period, the carrier frequency is temporarily lowered to a frequency lower than the frequency used in the PWM control.

  In other words, in the present embodiment, an opportunity for executing fault diagnosis is created by temporarily lowering the carrier frequency in a state where background noise is occurring. The carrier frequency is returned to the carrier frequency used in normal PWM control after waiting for the minimum time required for determining the diagnosis result that the current sensor 240 is faulty.

  By adopting such a configuration, in the state where background noise is occurring, electromagnetic noise associated with switching is not so much a problem. Therefore, by performing a fault diagnosis of the current sensor 240 by reducing the carrier frequency, It becomes possible to perform fault diagnosis accurately. In addition, by limiting the carrier frequency temporarily to the minimum necessary time from the start of failure diagnosis until the failure diagnosis result is confirmed, the PWM control It is possible to prevent the controllability from being impaired.

  As a result, the chance of performing failure diagnosis of the current sensor 240 can be increased without being limited to the carrier frequency in PWM control, so that the reliability of the current sensor 240 can be improved, and highly reliable motor drive control can be performed. Can be performed.

  FIG. 6 is a diagram illustrating an example of a map used for determining a carrier frequency applied in the embodiment.

  Referring to FIG. 6, the horizontal axis represents the motor rotation speed, and the vertical axis represents the torque. In FIG. 6, the carrier frequency is switched according to the rotational speed. For example, as shown in region B1, the carrier frequency f is f1 in a region where the rotational speed is lower than the threshold value N1. In the region B2 where the rotation speed is not less than the threshold value N1 and not more than the threshold value N2, the carrier frequency f is f2. In the region B3 where the rotational speed is higher than the threshold value N2, the carrier frequency f is f3. Thus, the carrier frequency is determined in advance for each area surrounded by a broken-line frame. The carrier frequency is determined in advance according to the operating state (torque and rotational speed) of AC electric motor 200 from the viewpoint of controllability of PWM control, inverter heat generation, noise generated in the vehicle, and the like.

  As described above, the control unit 340 provides a fault diagnosis execution period for the current sensor 240 only when background noise based on the drive of the AC motor 200 is generated. Specifically, during traveling of the vehicle using the AC electric motor 200 as a driving force source, it is unlikely that electromagnetic noise accompanying switching of the inverter will be annoying, so the failure diagnosis of the current sensor 240 is performed during traveling. Establish a period. For example, as shown in FIG. 6, when the condition that the rotational speed of AC electric motor 200 is larger than threshold value Nth is satisfied, control unit 340 permits the execution of failure diagnosis. This threshold value Nth is set to the rotational speed of the AC motor that makes it easier for humans to detect background noise due to the driving of AC motor 200. The vehicle speed may be used instead of the rotation speed.

  In FIG. 6, in the region where the rotational speed (or vehicle speed) is larger than the threshold value Nth, the background noise based on the driving of the AC motor 200 is in an operating state, and therefore, a slight increase in electromagnetic noise may be allowed. high. Therefore, the control unit 340 temporarily reduces the carrier frequency from a predetermined frequency to a frequency suitable for failure diagnosis of the current sensor 240. When the failure diagnosis result is confirmed, the carrier frequency is returned to the original frequency.

  FIG. 7 is a flowchart showing a control processing procedure for realizing control of the carrier frequency in the failure diagnosis processing of current sensor 240 according to the embodiment of the present invention.

  Referring to FIG. 7, control unit 340 determines whether or not it is the execution timing of failure diagnosis of current sensor 240 in step S20. The execution timing of the failure diagnosis is, for example, that the failure diagnosis is executed every predetermined time or every time a predetermined condition is satisfied in one trip (here, it means a period from start to stop of the vehicle). It is established as follows.

  If it is determined that it is not time to execute the failure diagnosis (NO in step S20), control is returned to the main routine. On the other hand, when it is determined that it is the execution timing of failure diagnosis (YES in step S20), in step S21, control unit 340 initializes the failure detection flag (OFF state).

  In step S <b> 22, control unit 340 determines whether background noise based on driving of AC electric motor 200 is occurring. Specifically, control unit 340 determines whether or not the rotational speed of AC electric motor 200 is greater than threshold value Nth. When it is determined that the rotational speed of AC electric motor 200 is equal to or lower than threshold value Nth (NO in step S22), control unit 340 prohibits execution of failure diagnosis of current sensor 240. Therefore, the control unit 340 maintains the carrier frequency at the frequency used for the PWM control in step S24.

  On the other hand, when it is determined that the rotational speed of AC electric motor 200 is larger than threshold value Nth (YES in step S22), control unit 340 permits execution of failure diagnosis of current sensor 240. Accordingly, in step 23, the control unit 340 reduces the carrier frequency from the frequency in the PWM control to a frequency suitable for failure diagnosis. Thereby, in the control command calculating part 310, a carrier frequency is switched to the frequency after a change.

  In step S25, the control unit 340 determines whether or not failure diagnosis of the current sensor 240 has been confirmed. The control unit 340 determines that the current sensor 240 is normal when the failure detection flag is turned on because the diagnosis result indicating that the current sensor 240 is faulty is established, or when the failure detection flag is maintained in the off state. When the diagnosis result is confirmed, it is determined that the failure diagnosis of the current sensor 240 is confirmed. If it is determined that the failure diagnosis has been completed (YES in step S25), control unit 340 returns the carrier frequency to the original PWM control frequency in step S26.

  As described above, according to the embodiment of the present invention, the fault diagnosis execution period of the current sensor 240 is provided only when the background noise based on the driving of the AC motor 200 is generated, and the fault During the diagnosis execution period, the carrier frequency is temporarily reduced. As a result, accurate failure diagnosis can be performed without increasing the noise in the passenger compartment and without impairing the controllability in the PWM control. As a result, the chance of performing failure diagnosis of the current sensor 240 can be increased without being limited to the carrier frequency in PWM control, so that the reliability of the current sensor 240 can be improved, and highly reliable motor drive control can be performed. Can be performed.

  The present invention is also applicable to a motor drive control system provided with a plurality of AC motors. Specifically, in a motor drive control system configured such that another inverter is connected in parallel with the inverter 140 to the DC voltage generator 105 and another AC motor is driven by the inverter. The present invention is applicable. In such a system, a current sensor 180 is provided in association with each inverter, and a motor current estimated value is calculated based on the detected value of the bus current Idc by each current sensor 180 and the switching pattern of each inverter. Based on the comparison result between the estimated motor current value and the detected value of each motor current sensor 240, the failure of each current sensor is diagnosed. In addition, when each AC motor can be driven independently, instead of the configuration in which a current sensor for detecting the bus current is provided for each inverter, a plurality of inverters share one current sensor, It is also possible to switch the execution timing of failure diagnosis between a plurality of AC motors.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims for patent, and is intended to include meanings equivalent to the scope of claims for patent and all modifications within the scope.

  DESCRIPTION OF SYMBOLS 10 Vehicle, 18 Current sensor, 100 Motor drive control system, 105 DC voltage generation part, 110 DC power supply, 120 Converter, 130, 150, 170 Voltage sensor, 140 Inverter, 141 U-phase upper / lower arm, 142 V-phase upper / lower arm, 143 W-phase upper / lower arm, 160, 180, 240 Current sensor, 200 AC motor, 210 Drive wheel, 250 Rotation angle sensor, 300 ECU, 310 Control command calculation unit, 320 Phase current calculation unit, 330 Phase current comparison unit, 340 Control unit , C1, C2 capacitors, D1-D8 antiparallel diode, L1 reactor, NL1 ground line, PL1, PL2 power line, Q1-Q8 switching element, SR1, SR2 system relay.

Claims (3)

A motor drive control system for driving an AC motor,
An inverter configured to include a plurality of switching elements, and to convert a DC voltage supplied from a DC power source into a drive voltage of the AC motor;
A bus current detector for detecting a bus current flowing between the DC power source and the inverter;
A phase current estimation unit that estimates a phase current of the AC motor based on a switching pattern indicating a combination of on / off of the plurality of switching elements and a detection value of the bus current by the bus current detection unit;
A phase current detector for detecting a phase current of the AC motor;
A failure diagnosis unit for diagnosing a failure in the phase current detection unit based on a comparison result between an estimated value of the phase current by the phase current estimation unit and a detection value of the phase current by the phase current detection unit;
A controller for controlling on / off of the plurality of switching elements by pulse width modulation control based on comparison between an AC voltage command and a carrier wave for operating the AC motor;
The control unit provides an execution period of failure diagnosis by the failure diagnosis unit when background noise based on driving of the AC motor is generated, and during the execution period of the failure diagnosis, the frequency of the carrier wave, The motor drive control system which lowers from the 1st value according to the operating state of the above-mentioned AC motor to the 2nd value according to the cycle in which the above-mentioned phase current estimating part samples the detection value of the above-mentioned bus current detection part . Wherein, when the fault diagnosis unit diagnosing results with is determined, the frequency of the carrier wave, wherein the second value is returned to the first value, the motor drive control system according to claim 1 . The control unit is configured to permit the execution of the failure diagnosis when a condition that the rotational speed of the AC motor is larger than a threshold value is satisfied,
3. The motor drive control system according to claim 1, wherein the threshold value is set to a rotational speed of the AC motor that makes it easy for humans to detect background noise based on the drive of the AC motor.

Images