JP2013017299A - Motor drive device - Google Patents

Abstract

An object of the present invention is to improve the accuracy of a reactor current in a reactor current detected and used for control of a converter.
When the boost converter is operating and the offset learning is completed (S100, S110), a current difference obtained by subtracting the current IL of the reactor L from the charge / discharge current Ib of the battery is set to a correction amount ΔIL ( S130), the sum of reactor IL current IL, offset learning amount IL0, and correction amount ΔIL is set as reactor current IL used for control of boost converter 55 (S140). Thereby, the accuracy of reactor current IL can be further improved, and as a result, the controllability of boost converter 55 can be further improved.
[Selection] Figure 4

Description

  The present invention relates to an electric motor, an inverter that drives the electric motor by switching of the switching element, a capacitor connected between the buses of the inverter, a rechargeable secondary battery, a reactor that has a reactor, and is switched by the switching of the switching element. A converter capable of converting the voltage of the battery and supplying it to the capacitor; a capacitor voltage detecting means for detecting the voltage of the capacitor; and a reactor current detecting means for detecting the current of the reactor, wherein the target voltage of the capacitor is detected. The converter target current is calculated based on the deviation from the capacitor voltage and a predetermined control gain, and the converter is switched by generating a switching control signal based on the deviation between the calculated target current and the detected reactor current. The present invention relates to an electric motor drive device to be controlled.

  Conventionally, as this type of electric motor drive device, an electric motor drive device has been proposed that includes an inverter that drives the electric motor, a capacitor connected between the buses of the inverter, and a boost converter that boosts the voltage of the battery and supplies the voltage to the capacitor. (For example, refer to Patent Document 1). In this device, the capacitor voltage is detected, a switching control signal is generated by feedback control based on the deviation between the detected capacitor voltage and the target voltage, and the boost converter is subjected to switching control by the generated switching control signal.

JP 2010-252575 A

  By the way, if the current flowing through the reactor included in the converter is detected by a current sensor and the detected reactor current is used for the control of the converter, the reactor current for storing electric charge in the capacitor can be directly controlled. Controllability can be further improved. However, since the reactor current during the operation of the converter generates vibration (ripple) with switching, detection deviation occurs depending on the sampling point of the detection signal (current), and the signal accuracy deteriorates.

  The electric motor drive device of the present invention is intended to detect the reactor current and use it for controlling the converter, and has as its main object to improve the accuracy of the reactor current.

  The electric motor drive device of the present invention employs the following means in order to achieve the main object described above.

The electric motor drive device of the present invention is
An electric motor, an inverter that drives the electric motor by switching of the switching element, a capacitor connected between buses of the inverter, a chargeable / dischargeable secondary battery, and a secondary battery that has a reactor and is switched by the switching element. Converter capable of converting the voltage of the capacitor and supplying the capacitor, capacitor voltage detection means for detecting the voltage of the capacitor, charge / discharge current detection means for detecting the charge / discharge current of the secondary battery, and current of the reactor A reactor current detection means for detecting the target current of the reactor, and a voltage feedback control based on a deviation between a target voltage of the capacitor and the detected voltage of the capacitor and a predetermined control gain. Electricity based on the deviation between the current and the detected reactor current In motor driving device comprising: a converter control unit that generates a switching control signal for switching control of the converter by feedback control, the,
The converter control means adds a current difference obtained by subtracting the detected reactor current from the detected secondary battery current to the detected reactor current while the converter is operating. The gist of the invention is a means for correcting the reactor current and generating a switching control signal of the converter using the corrected reactor current.

  In the electric motor drive device of the present invention, during the operation of the converter, the current difference obtained by subtracting the reactor current from the current of the secondary battery is added to the reactor current to correct the reactor current. The reactor target current is calculated by voltage feedback control based on a deviation between the capacitor target voltage and the capacitor voltage and a predetermined control gain, and based on the deviation between the calculated reactor target current and the corrected reactor current. A switching control signal is generated by current feedback control to control switching of the converter. Thereby, the precision of a reactor current can be improved more. As a result, by controlling the converter using the reactor current, the voltage of the capacitor can be brought closer to the target voltage with higher accuracy, and the controllability of the converter can be further improved.

  In such an electric motor drive device of the present invention, the converter control means stops the current feedback control when an abnormality occurs in the reactor current detection means, and the target voltage of the capacitor, the detected voltage of the capacitor, Further, the switching control signal may be generated by voltage feedback control based on a deviation between the predetermined control gain and a control gain different from the predetermined control gain. In this way, even if an abnormality occurs in the reactor current detection means, the voltage of the capacitor can be brought close to the target voltage to some extent, and the electric motor can be driven.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. It is a block diagram of the electric drive system centering on motor MG1, MG2 and inverter 41,42. 3 is a control block diagram of a boost converter 55. FIG. It is a flowchart which shows an example of a reactor current correction routine. It is explanatory drawing which shows the mode of the time change of the reactor current in the middle of the step-up converter 55 performing step-up operation. It is a control block diagram of boost converter 55 applied when an abnormality occurs in current sensor 56. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 320 of a modified example. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 420 according to a modification.

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

  FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as one embodiment of the present invention, and FIG. 2 is a configuration diagram showing an outline of the configuration of a power control unit of motors MG1, MG2. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22 configured as an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit that controls the drive of the engine 22. (Hereinafter referred to as the engine ECU) 24 and a drive shaft in which a carrier is connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28 and coupled to drive wheels 38a and 38b via a differential gear 37. A planetary gear 30 having a ring gear connected to 36, a motor MG1 configured as, for example, a known synchronous generator motor and having a rotor connected to the sun gear of the planetary gear 30, and a rotor, for example, configured as a known synchronous generator motor, to a drive shaft 36 Connected to the motor MG2 and the motor MG Inverters 41 and 42 configured as drive circuits for driving MG2, motor electronic control units (hereinafter referred to as motor ECUs) 40 for driving and controlling motors MG1 and MG2, and a lithium ion secondary battery, for example. A configured battery 50, a battery electronic control unit (hereinafter referred to as a battery ECU) 52 for managing the battery 50, a power line (hereinafter referred to as a high voltage system power line) 54a connected to the inverters 41 and 42, and a battery A boost converter 55 that is connected to a power line (hereinafter referred to as a battery voltage system power line) 54b connected to 50 and boosts the voltage of the battery voltage system power line 54b and supplies the boosted voltage to the high voltage system power line 54a; The battery 50 connected to the system power line 54b is connected to the battery voltage system power line 54b. It comprises a blockable system main relays 59, the hybrid electronic control unit which controls the entire vehicle (hereinafter, referred to. HVECU) 70, a.

  The inverters 41 and 42 include transistors T11 to T16 and T21 to T26 as six switching elements, as shown in the configuration diagram of the electric motor drive system centering on the motors MG1 and MG2 and the inverters 41 and 42 in FIG. It comprises six diodes D11-D16, D21-D26 connected in parallel to transistors T11-T16, T21-T26 in the reverse direction. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so as to be on the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage system power line 54a. Each of the three-phase coils (U-phase, V-phase, W-phase) of motors MG1, MG2 is connected to each connection point. Therefore, by controlling the ratio of the on-time of the transistors T11 to T16 and T21 to T26 while the voltage is applied to the inverters 41 and 42, a rotating magnetic field can be formed in the three-phase coil, and the motors MG1 and MG2 are rotated. Can be driven. A smoothing capacitor 57 is connected to the positive and negative buses of the high voltage power line 42.

  As shown in FIG. 2, the boost converter 55 is configured as a boost converter including two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in a reverse direction, and a reactor L. . The two transistors T31 and T32 are respectively connected to the positive bus of the high voltage system power line 54a and the negative bus of the high voltage system power line 54a and the battery voltage system power line 54b, and the reactor L is connected to the connection point. Has been. Further, the positive terminal and the negative terminal of battery 50 are connected to reactor L and negative buses of high voltage system power line 54a and battery voltage system power line 54b, respectively. Therefore, by turning on / off the transistors T31 and T32, the power of the battery voltage system power line 54b is boosted and supplied to the high voltage system power line 54a, or the power of the high voltage system power line 54a is reduced to reduce the battery voltage. Or can be supplied to the system power line 54b. A smoothing capacitor 58 is connected to the reactor L and the negative bus of the high voltage system power line 54a and the battery voltage system power line 54b.

  Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2, the voltage VH of the capacitor 57 from the voltage sensor 57a attached between the terminals of the capacitor 57, and the capacitor 58 from the voltage sensor 58a attached between the terminals of the capacitor 58. The reactor current IL from the current sensor 56 attached to the power line to which the terminals of the voltage VL and the reactor L are connected is input via the input port, and from the motor ECU 40, the transistors T11 to T11 of the inverters 41 and 42 are input. Switch for switching T16, T21 to T26 Such as a switching control signal for switching the transistor T31, T32 of the quenching control signal and the boost converter 55 is output via the output port. Further, the motor ECU 40 communicates with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by the control signal from the hybrid electronic control unit 70, and relates to the operating state of the motors MG1 and MG2 as necessary. Data is output to the hybrid electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on signals from the rotational position detection sensors 43 and 44.

  The battery ECU 52 is configured as a microprocessor centered on a CPU, and includes a ROM that stores a processing program, a RAM that temporarily stores data, an input / output port, and a communication port in addition to the CPU. The battery ECU 52 is attached to a signal necessary for managing the battery 50, for example, an inter-terminal voltage from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line connected to the output terminal of the battery 50. The charging / discharging current Ib from the current sensor 51, the battery temperature Tb from a temperature sensor (not shown) attached to the battery 50, and the like are input to the HVECU 70 by communication as necessary. To do. The current sensor 51 for detecting the charge / discharge current Ib of the battery 50 and the current sensor 56 for detecting the current IL of the reactor L described above have different characteristics. In the embodiment, the current sensor 51 is a high-precision type. The current sensor 56 is configured as a high-speed response type sensor. Further, the battery ECU 52 is based on the integrated value of the charge / discharge current detected by the current sensor for managing the battery 50, and the storage ratio SOC that is the ratio of the capacity of the electric power that can be discharged from the battery 50 at that time to the total capacity. Or the input / output limits Win and Wout that are the maximum allowable power that may charge / discharge the battery 50 based on the calculated storage ratio SOC and the battery temperature Tb. The input / output limits Win and Wout of the battery 50 are set to the basic values of the input / output limits Win and Wout based on the battery temperature Tb, and the output limiting correction coefficient and the input limiting limit are set based on the storage ratio SOC of the battery 50. It can be set by setting a correction coefficient and multiplying the basic value of the set input / output limits Win and Wout by the correction coefficient.

  Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes a ROM for storing a processing program, a RAM for temporarily storing data, an input / output port, and a communication port in addition to the CPU. The HVECU 70 includes an ignition signal from the ignition switch 80, a shift position SP from the shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator opening from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the amount of depression of the accelerator pedal by the driver. The operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. As the operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is transmitted to the planetary gear 30 and the motor MG1. The motor MG2 converts the torque of the motor MG1 and the motor MG2 so that the motor MG1 and the motor MG2 are driven and controlled, and the power suitable for the sum of the required power and the power required for charging and discharging the battery 50 is obtained. The operation of the engine 22 is controlled so as to be output from the engine 22, and all or a part of the power output from the engine 22 with charging / discharging of the battery 50 is converted by the planetary gear 30, the motor MG1, and the motor MG2. Accordingly, the required power is output to the drive shaft 36. Charge-discharge drive mode for driving and controlling the motor MG1 and the motor MG2, there is a motor operation mode in which operation control to output a power commensurate to stop the operation of the engine 22 to the required power from the motor MG2 to the drive shaft 36. Note that the torque conversion operation mode and the charge / discharge operation mode are modes in which the engine 22 and the motors MG1, MG2 are controlled so that the required power is output to the driving force 36 with the operation of the engine 22. Since there is no difference in general control, both are hereinafter referred to as an engine operation mode.

  In the engine operation mode, the HVECU 70 sets the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88, and the set required torque Multiply Tr * by the rotational speed Nr of the drive shaft 36 (for example, the rotational speed Nm2 of the motor MG2 or the rotational speed obtained by multiplying the vehicle speed V by a conversion factor) to calculate the traveling power Pdrv required for traveling. As the power to be output from the engine 22 by subtracting the charging / discharging request power Pb * (positive value when discharging from the battery 50) obtained from the traveling power Pdrv based on the storage ratio SOC of the battery 50 The required power Pe * is set. Then, the target rotational speed Ne of the engine 22 is obtained using an operation line (for example, a fuel efficiency optimal operation line) as a relationship between the rotational speed Ne of the engine 22 and the torque Te that can efficiently output the required power Pe * from the engine 22. * And target torque Te * are set, and the motor is controlled by rotational speed feedback control so that the rotational speed Ne of the engine 22 becomes the target rotational speed Ne * within the range of the input / output limits Win and Wout of the battery 50. A torque command Tm1 * as a torque to be output from MG1 is set, and when the motor MG1 is driven by the torque command Tm1 *, the torque acting on the drive shaft 36 via the planetary gear 30 is subtracted from the required torque Tr * to reduce the motor MG2. Torque command Tm2 * and set torque command Tm1 *, Tm2 * and rotation speed Nm , Nm2 is set as the target voltage VH * of the high voltage system power line 54a, and the voltage required to drive the motors MG1, MG2 at the operating point consisting of Nm2 and the set target rotational speed Ne * and target torque Te *. Is transmitted to the engine ECU 24, and the torque commands Tm1 * and Tm2 * and the target voltage VH * are transmitted to the motor ECU 40. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te *, controls the intake air amount, fuel injection control, and ignition of the engine 22 so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. The motor ECU 40 that performs control or the like and receives the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that the motors MG1 and MG2 are driven by the torque commands Tm1 * and Tm2 *. The motor ECU 40 that has received the target voltage VH * performs switching control of the transistors T31 and T32 of the boost converter 55 so that the voltage VH of the high voltage system power line 54a becomes the target voltage VH *.

  In the motor operation mode, the HVECU 70 sets a value 0 to the torque command Tm1 * of the motor MG1 and outputs the required torque Tr * to the drive shaft 36 within the range of the input / output limits Win and Wout of the battery 50. Torque command Tm2 * is set, and the voltage required to drive the motor MG2 at the operating point consisting of the set torque command Tm2 * and the rotational speed Nm2 is set as the target voltage VH * of the high voltage system power line 54a. To the motor ECU 40. The motor ECU 40 that has received the torque commands Tm1 *, Tm2 * and the target voltage VH * controls the switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1 *, Tm2 *. At the same time, switching control of the transistors T31 and T32 of the boost converter 55 is performed so that the voltage VH of the high voltage system power line 54a becomes the target voltage VH *.

  When the hybrid vehicle 20 according to the embodiment is operating in the motor operation mode, when the driver depresses the accelerator pedal 83 and the power from the battery 50 alone cannot cover the travel power Pdrv, When the storage ratio SOC of the vehicle becomes equal to or lower than a predetermined threshold value for switching to the engine operation mode, or when the vehicle state reaches a predetermined state for switching to the engine operation mode, the engine 22 is Start and shift to engine operation mode. The engine 22 is started by outputting torque from the motor MG1 to motor the engine 22 and canceling torque acting on the drive shaft 36 by torque output from the motor MG1 by torque from the motor MG2. This is performed by starting fuel injection control, ignition control, and the like when the rotational speed Ne reaches a predetermined control start rotational speed.

  Here, boost converter 55 is controlled according to the control block shown in FIG. The control block shown in FIG. 3 includes a differencer 60 that calculates a difference ΔVH between the target voltage VH * and the voltage VH of the capacitor 57 from the voltage sensor 57a, and PID control (proportional integral differential control) for the calculated difference ΔVH. ) To generate the reactor L current command IL *, a difference unit 62 to calculate the difference ΔIL between the generated current command IL * and the reactor L current IL from the current sensor 56, and A feedback unit 63 that performs PI control (proportional integral control) on the difference ΔIL, a voltage VL of the capacitor 58 (voltage of the battery voltage system power line 54b), and a voltage VH of the capacitor 57 (of the high voltage system power line 54a). Voltage) and the difference between the signal output from the feedback unit 63 and the transistors T31, T of the boost converter 55 It comprises a differentiator 64 for generating a duty signal Duty for controlling switching of 2. The duty signal Duty output from the differentiator 64 is converted into a current of the reactor L by the current converter 65, and the converted current of the reactor L is converted into a voltage of the capacitor 57 by the voltage converter 66.

  Next, the operation of the hybrid vehicle 20 of the embodiment, particularly the operation when correcting the reactor current IL used for controlling the boost converter 55 will be described. FIG. 4 is a flowchart showing an example of a reactor current correction routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the reactor current correction routine is executed, the motor ECU 40 first determines whether or not the boost converter 55 is operating (step S100) and whether or not the offset learning is completed (step S110). . Here, the offset learning is, for example, the value of the current IL detected by the current sensor 56 in a state where the inverters 41 and 42 and the boost converter 55 are shut down at the time of system startup (a state where no current flows through the reactor L). This is a process of offsetting the current value to be zero. When boost converter 55 is not operating or when offset learning has not been completed, it is determined that the current is not suitable for correcting reactor IL current IL, and this routine is terminated. On the other hand, when boost converter 55 is in operation and offset learning is completed, charge / discharge current Ib of battery 50 from current sensor 51, current IL of reactor L from current sensor 56, and offset learning described above. The offset learning amount IL0 obtained by the above is input (step S120). Here, the current IL of the reactor L is obtained by averaging signals obtained from the current sensor 56 over a predetermined number of times, or using a signal obtained by applying a smoothing filter to the signal obtained from the current sensor 56. can do. Then, a value obtained by subtracting the input reactor IL current IL from the input charge / discharge current Ib is set as a correction amount ΔIL (step S130), and the input reactor L current IL and the input offset learning amount IL0 are set as the correction. The sum of the amount ΔIL is set as the reactor current IL used for controlling the boost converter 55 (step S140), and this routine is finished.

  FIG. 5 shows how the reactor current IL changes with time while the boost converter 55 is performing a boost operation. The current IL of the reactor L rises with time in the on period of the transistor T32 (lower arm) in one switching cycle (one carrier cycle) and falls with time in the off period of the transistor T32. ) In the current sensor 56, the sampling point is determined so that the median of the amplitude of the reactor current is detected, but if the sampling point is displaced, the obtained current IL may include an error ΔIL. In the embodiment, the current IL of the reactor L is subtracted from the charge / discharge current Ib by using the current sensor 51 that detects the charge / discharge current Ib of the battery 50 with higher accuracy than the current sensor 56 that detects the current IL of the reactor L. The accuracy of the current IL is improved by correcting the current IL by adding the current difference ΔIL.

  Next, the operation will be described when an abnormality has occurred in the current sensor 56 that detects the current of the reactor L. The abnormality of the current sensor 56 is, for example, the current of the reactor L detected by the current sensor 56 when the motors MG1 and MG2 are driven by the inverters 41 and 42 in a state where the operation of the boost converter 55 is stopped. This can be determined by comparing IL and the charge / discharge current Ib detected by the current sensor 51. FIG. 6 shows a control block diagram of boost converter 55 applied when an abnormality occurs in current sensor 56. In addition, the same code | symbol was attached | subjected about the same block as the control block of FIG. 3 among the control blocks of FIG. In the control block of FIG. 6, the difference ΔVH between the target voltage VH * and the voltage VH of the capacitor 57 from the voltage sensor 57a is calculated by the differencer 60, and PID control is performed on the calculated difference ΔVH by the feedback unit 61B. The difference between the signal output from the feedback unit 61B and the value 0 is calculated by the differentiator 62, and the calculated difference is multiplied by the gain of value 1 and transmitted by the feedback unit 63B, that is, output from the feedback unit 61B. The signal is passed as it is, and is output from the feedback unit 63B and the ratio of the voltage VL of the capacitor 58 (voltage of the battery voltage system power line 54b) and the voltage VH of the capacitor 57 (voltage of the high voltage system power line 54a). The difference from the signal is calculated by the differentiator 64 and the transistor T31 of the boost converter 55 , T32 is generated by generating a duty signal Duty for switching control. That is, the current feedback control in the control block of FIG. 3 is stopped, and the switching control signal is generated only by the voltage feedback control by the feedback unit 61B to control the boost converter 55. Here, when the boost converter 55 is controlled using the control block of FIG. 6, the controllability deteriorates compared to the case where the boost converter 55 is controlled using the control block of FIG. 3, and the voltage VL of the capacitor 58 is reduced. In this embodiment, the control gain in the feedback unit 61B is changed from the control gain in the feedback unit 61 in FIG. 3 and the maximum torque is limited to the torque command Tm2 * of the motor MG2 in the embodiment. The variation of the voltage VL of 58 does not exceed the appropriate range.

  According to the hybrid vehicle 20 of the embodiment described above, when the boost converter 55 is operating and the offset learning is completed, the reactor L from the current sensor 56 is charged from the charge / discharge current Ib of the battery 50 from the current sensor 51. Is set to the correction amount ΔIL, and the sum of the current IL of the reactor L, the offset learning amount IL0, and the correction amount ΔIL is set as the reactor current IL used for controlling the boost converter 55. The accuracy of current IL can be further improved, and as a result, the controllability of boost converter 55 can be further improved.

  Further, according to the hybrid vehicle 20 of the embodiment, when an abnormality occurs in the current sensor 56 that detects the current of the reactor L, the current feedback control using the current IL of the reactor L is stopped and controlled by the feedback unit 61B. Since the switching control signal is generated and the boost converter 55 is switched by only voltage feedback control based on the deviation between the target voltage VH * and the voltage VH of the capacitor 57 by changing the gain, the current sensor detects the current of the reactor L. Even when abnormality occurs in 56, boost converter 55 can be operated.

  In the hybrid vehicle 20 of the embodiment, the abnormality of the current sensor 56 that detects the current of the reactor L is determined, and when the abnormality occurs in the current sensor 56, the current feedback control using the current IL of the reactor L is stopped, Although the boost converter 55 is controlled to be switched only by voltage feedback control based on the deviation between the target voltage VH * and the voltage VH of the capacitor 57 by the feedback unit 61B, the current sensor 56 may be omitted when it is abnormal. I do not care.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. 7, the power of the motor MG2 is connected to the drive shaft. It may be connected to an axle (an axle connected to the wheels 39c and 39d in FIG. 7) different from the axle (the axle to which the drive wheels 39a and 39b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, but this is exemplified in the hybrid vehicle 220 of the modification of FIG. As described above, the inner rotor 232 connected to the crankshaft of the engine 22 and the outer rotor 234 connected to the drive shaft 36 that outputs power to the drive wheels 38a and 38b are driven, and a part of the power of the engine 22 is driven. A counter-rotor motor 230 that transmits power to the shaft 36 and converts remaining power into electric power may be provided.

  In the hybrid vehicle 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the planetary gear 30, and the power from the motor MG2 is output to the drive shaft 36. However, as illustrated in the hybrid vehicle 320 of the modified example of FIG. 9, the motor MG is attached to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 330, and the clutch 329 is attached to the rotation shaft of the motor MG. The power from the engine 22 is output to the drive shaft 36 via the rotation shaft of the motor MG and the transmission 330, and the power from the motor MG is output to the drive shaft via the transmission 330. It is good also as what outputs to. Alternatively, as illustrated in the hybrid vehicle 420 of the modified example of FIG. 10, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 38a and 38b via the transmission 430 and the power from the motor MG. May be output to an axle different from the axle to which the drive wheels 38a, 38b are connected (the axle connected to the wheels 39a, 39b in FIG. 10). In other words, any type of hybrid vehicle may be used as long as it includes an engine and an electric motor that outputs driving power.

  In the embodiment, the present invention has been described as a form of the hybrid vehicle 20, but it may be a form of an electric car provided with only an electric motor as a driving power source, or may be a form of a vehicle other than a car. It is good also as a form of the electric motor drive device which drives an electric motor.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the motor MG2 corresponds to “electric motor”, the inverter 42 corresponds to “inverter”, the capacitor 57 corresponds to “capacitor”, the battery 50 corresponds to “secondary battery”, and the boost converter 55 The voltage sensor 57a corresponds to the “capacitor voltage detection means”, the current sensor 51 corresponds to the “charge / discharge current detection means”, the current sensor 56 corresponds to the “reactor current detection means”, The motor ECU 40 that executes the control block of FIG. 3 or executes the reactor current correction routine of FIG. 4 corresponds to “converter control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

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

  The present invention can be used in the manufacturing industry of motor drive devices.

  20, 120, 220, 320, 420 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 30 planetary gear, 36 drive shaft, 37 differential gear, 38a, 38b drive wheel, 39a, 39b wheel, 40 motor Electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 current sensor, 52 electronic control unit for battery (battery ECU), 54a high voltage system power line, 54b battery voltage System power line, 55 boost converter, 56 current sensor, 57 capacitor, 57a voltage sensor, 58 capacitor, 58a voltage sensor, 59 system main relay, 60 differentiator, 61, 61B feedback unit, 62 difference , 63, 63B feedback section, 64 differential, 65 current converter, 66 voltage converter, 70 electronic control unit for hybrid (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 Accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 230 pair rotor motor, 232 inner rotor, 234 outer rotor, 329 clutch, 330, 430 transmission, MG, MG1, MG2 motor.

Claims (1)

An electric motor, an inverter that drives the electric motor by switching of the switching element, a capacitor connected between buses of the inverter, a chargeable / dischargeable secondary battery, and a secondary battery that has a reactor and is switched by the switching element. Converter capable of converting the voltage of the capacitor and supplying the capacitor, capacitor voltage detection means for detecting the voltage of the capacitor, charge / discharge current detection means for detecting the charge / discharge current of the secondary battery, and current of the reactor A reactor current detection means for detecting the target current of the reactor, and a voltage feedback control based on a deviation between a target voltage of the capacitor and the detected voltage of the capacitor and a predetermined control gain. Electricity based on the deviation between the current and the detected reactor current In motor driving device comprising: a converter control unit that generates a switching control signal for switching control of the converter by feedback control, the,
The converter control means adds a current difference obtained by subtracting the detected reactor current from the detected secondary battery current to the detected reactor current while the converter is operating. An electric motor drive device, comprising: means for correcting the reactor current and generating a switching control signal for the converter using the corrected reactor current.

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