WO2014076749A1 - 昇圧コンバータの制御装置 - Google Patents
昇圧コンバータの制御装置 Download PDFInfo
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- WO2014076749A1 WO2014076749A1 PCT/JP2012/079349 JP2012079349W WO2014076749A1 WO 2014076749 A1 WO2014076749 A1 WO 2014076749A1 JP 2012079349 W JP2012079349 W JP 2012079349W WO 2014076749 A1 WO2014076749 A1 WO 2014076749A1
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
- H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
- H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
- H02M3/158—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators including plural semiconductor devices as final control devices for a single load
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
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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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
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- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M3/00—Conversion of dc power input into dc power output
- H02M3/02—Conversion of dc power input into dc power output without intermediate conversion into ac
- H02M3/04—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters
- H02M3/10—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
- H02M3/145—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
- H02M3/155—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
- H02M3/156—Conversion of dc power input into dc power output without intermediate conversion into ac by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only with automatic control of output voltage or current, e.g. switching regulators
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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
- B60L2210/00—Converter types
- B60L2210/40—DC to AC converters
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/441—Speed
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/44—Drive Train control parameters related to combustion engines
- B60L2240/443—Torque
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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
- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/54—Drive Train control parameters related to batteries
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- 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
- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- 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
- B60L2250/00—Driver interactions
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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
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/0003—Details of control, feedback or regulation circuits
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M1/00—Details of apparatus for conversion
- H02M1/0067—Converter structures employing plural converter units, other than for parallel operation of the units on a single load
- H02M1/007—Plural converter units in cascade
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- 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
- Y02T10/62—Hybrid vehicles
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- 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
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- Y02T10/64—Electric machine technologies in electromobility
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- 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
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- 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
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a technical field of a boost converter control device that controls a boost converter in a power supply system for a vehicle, for example.
- Patent Document 1 There is an electric motor drive control system disclosed in Patent Document 1 as a device related to control of a boost converter in a power supply system for a vehicle.
- the minimum required voltage VHmin of the boost converter is calculated based on torque command values of a plurality of motor generators that are load devices.
- a plurality of candidate values for the output voltage of the boost converter are determined in a voltage range from the necessary minimum voltage VHmin to the maximum output voltage VHmax of the boost converter.
- the loss of the entire boosting system including the battery, the boosting converter, and the motor generator is estimated for each of the plurality of candidate values.
- the target value of the output voltage VH of the boost converter is set to a candidate value that minimizes the estimated loss. According to Patent Document 1, this system can minimize the power loss of the entire boosting system.
- Patent Document 2 discloses a device for preventing an overshoot of a DC voltage value in a motor driving device using PAM control. According to this device, when the detected DC voltage value approaches a certain value within a certain range, the DC voltage command value can be prevented from overshooting by decreasing the increase value of the DC voltage command value. Yes.
- Patent Document 3 discloses a voltage variable device that varies the rate of change of the voltage command value in accordance with the magnitude of the voltage command value. According to this apparatus, for example, when the voltage command value exceeds a threshold value, the change rate of the voltage command value is made smaller than the previous value, thereby preventing output voltage overshoot. ing.
- Patent Document 4 discloses a control device for a load drive system capable of holding the output voltage of the boost converter even when the operation of the boost converter is suspended in a minimal load state.
- the switching operation of the converter is suspended when the total load power, which is the sum of the load powers of a plurality of loads, is a value within a predetermined range across zero.
- the total load power is a value within the predetermined range
- a command issued to any of the load drive control units so that the absolute value of the deviation between the command value and the output voltage of the boost converter decreases. It is corrected. For this reason, it is said that the output voltage of the boost converter can be held even when the operation of the converter is stopped in a minimum load state.
- the boost converter can be stopped in a minimal load state or no load state, it is said that loss in the boost converter can be reduced.
- JP 2007-325351 A Japanese Patent Laid-Open No. 10-127094 JP 2006-353032 A JP 2011-015603 A
- the intermittent boosting means that the boosting operation and the boosting stop operation are actively repeated.
- the boosting loss of the boosting converter becomes zero during the boosting stop period, so that the loss of the entire system including the power supply, the boosting converter, and the load device (hereinafter referred to as “system loss” as appropriate) is large. Can be reduced.
- the output voltage VH of the boost converter increases or decreases in accordance with the driving state of the load device during the boost stop period. That is, the output voltage VH varies.
- the condition for halting the boost converter is that the output voltage VH (referred to as “secondary voltage V2” in the document) does not decrease during the pause of the boost converter. It has become. That is, this device is based on the viewpoint that the boost converter cannot be stopped under the condition that the output voltage VH fluctuates or must be fluctuated. Except for the ideal no-load condition, for example, as described in paragraph [0005] of citation 4, for example, a minute load fluctuation is generally generated even under a condition defined as no-load. In this device, the change in the output voltage VH is suppressed by correcting the command torque of the load device so that this load fluctuation is suppressed.
- the torque required for the load device is irrelevant to the situation on the boost converter side related to loss reduction.
- the torque required for the load device if the actual output torque of the load device deviates greatly from the required value, it becomes difficult to play the original role of the load device.
- the load device is a motor for driving a vehicle
- the torque supplied to the drive shaft connected to the axle deviates from the required torque
- the power performance and drivability may be greatly affected. Therefore, in this apparatus, as is consistently described in the literature, the control itself is not established unless the load region is a minimum load (a predetermined range in which the total load power crosses zero).
- the load device includes an electric motor and a generator
- the power consumption of the load must be estimated based on the voltage value and the current value, and includes an error. Therefore, it is not easy to accurately match the power balance between the generator and the motor.
- control does not function sufficiently unless the power estimation accuracy is easily guaranteed.
- the above-described system loss tends to increase even if fluctuations in the output voltage VH of the boost converter can be suppressed.
- the present invention has been made in view of these circumstances, and an object of the present invention is to provide a control device for a boost converter that can minimize system loss when executing intermittent boost.
- a control device for a boost converter includes a DC power supply having a power supply voltage VB and switching means, and the power supply by predetermined boost control including switching of the switching state of the switching means.
- a boost converter control device that controls the boost converter in a power supply system including a boost converter that boosts a voltage VB and outputs the boosted voltage to a load device, and a voltage detection unit that detects an output voltage VH of the boost converter. Based on the detected output voltage VH, target value setting means for setting a target value of the output voltage VH that minimizes the loss of the power supply system including the DC power supply, the boost converter, and the load device.
- the set target value at the time of execution of the boost control immediately before the output voltage VH is An intermittent control means for executing the intermittent processing of the boost control so as to be maintained within a range, an average value calculating means for calculating an average value of the output voltage VH during the execution period of the intermittent processing, and the calculated average And a target value correcting means for correcting the set target value so that a deviation between the value and the set target value decreases (claim 1).
- Boost control means control for boosting the power supply voltage VB to the target value (ie, voltage command value) of the output voltage VH according to the request from the load device side by controlling the switching state of the boost converter.
- the target value of the output voltage VH of the boost converter is such that the system loss (the power loss of the entire power supply system including the DC power supply, the boost converter and the load device) is minimized. Is set.
- Such a target value setting method is known as disclosed in the prior art.
- minimum does not mean a unique concept.
- “minimum” means that the system loss value is classified according to a certain standard in addition to being strictly minimum, and corresponds to the category with the least loss, or arbitrarily or a predetermined standard. And the like among the plurality of candidate values selected or set according to
- the step-up control When the step-up control is always executed continuously, the output voltage VH constantly converges to the target value. Therefore, when the target value is set so as to minimize the system loss, the system loss can be constantly minimized.
- intermittent processing of boost control (hereinafter, referred to as “intermittent boost” as appropriate) is executed.
- intermittent boost is a process in which the boost control is stopped and the boost control is restarted (that is, the stop is canceled).
- the step-up operation of the step-up converter is accompanied by a step-up loss due to switching ripple of the switching means, but the step-up loss is zero during the period in which the step-up control is stopped. For this reason, system loss can be reduced by performing intermittent voltage boosting.
- the stop of the boost control in the intermittent boost means the stop of the boost operation of the boost converter itself, that is, the shutdown, not the stop of the individual operation of each switching element constituting the switching means, which occurs as appropriate in the boost control.
- the switching state of the switching element is switched every time the carrier signal that is a triangular wave matches the duty signal corresponding to the boost command voltage.
- the switching means is composed of one switching element (for example, a one-arm type boost converter or the like corresponds to this)
- the switching means is temporarily stopped at the timing when switching from on to off occurs.
- a total stop is merely a total stop that necessarily occurs as part of the boost control, and has a different meaning from the stop of the boost control according to the present invention.
- the technical concept of adjusting the book only on the load device side without allowing the fluctuation of the output voltage VH in this way, in other words, stopping the boost control and maintaining the output voltage VH of the boost converter are unambiguous.
- the technical philosophy that makes the relationship is unnatural and irrational. This is because the electric energy stored in the boost converter increases when the load device is in a power regeneration state, and the output voltage VH is maintained against the natural consequence of decreasing the electrical energy when the load device is in a power running state.
- the boost control is stopped only in an extremely limited load region where the fluctuation of the output voltage VH does not originally occur, or a load required for the load device (for example, a vehicle on which a power supply system can be mounted). This is because driving torque for driving) is not neglected.
- the intermittent voltage boosting according to the present invention is performed after allowing variation of the output voltage VH within a preset range or within a range that is specifically set individually in accordance with a preset setting standard.
- This is an intermittent measure of boost control. That is, the control device for the boost converter according to the present invention finds that the operating state of the boost converter can be used as a control element against the background of the dramatic improvement in switching performance (for example, switching frequency) of the switching means in recent years. It is based on the technical premise that the boost converter is actively used as a kind of power control device.
- the boost control can be stopped without any problem even under a load condition where it is difficult to adjust the book on the load device side, and the stop frequency of the boost control is clearly higher than that of the above prior art, and the boost control The outage period is obviously longer. Therefore, the system loss can be suitably reduced.
- intermittent boosting When the intermittent boosting is executed, the output voltage VH increases or decreases in accordance with the driving state of the load device during the boost control stop period. Therefore, when intermittent boosting is executed, it can be said that the output voltage VH hardly converges constantly to the target value. For this reason, intermittent boosting according to the present invention is executed such that the output voltage VH is maintained within a predetermined range including the target value.
- the range in which the output voltage VH should be maintained can include, for example, the following ranges (1) to (6). These can be combined as appropriate.
- Range higher than power supply voltage VB Range lower than withstand voltage of boost converter (3) Range where deviation from target value is within predetermined value (4) Specified relative to target value Range within the ratio (5) Range in which the amount of increase in loss occurring during load driving is within a predetermined value compared to the target value (6) The amount of increase in loss occurring during load driving is within a predetermined ratio compared to the target value
- intermittent boost for example, when the output voltage VH reaches the target value in the boost control or converges with a certain degree of convergence error, the boost control is stopped, for example, the detected output voltage VH is the boundary of the range. When the value is reached, the boost control is resumed.
- Intermittent boosting may be permitted on condition that the fluctuation range of the output voltage VH is within a predetermined value.
- the fluctuation range of the output voltage VH is a concept encompassing a quantitative index of the behavior of the output voltage VH over a certain period of time, and may include, for example, the following (1) to (3).
- the control device for the boost converter performs the boost control so that the deviation between the average value of the output voltage VH calculated by the average value calculation means and the set target value decreases.
- the target value is corrected.
- the “target value for boost control” means the set target value when such correction is not performed, and when the target value is corrected during intermittent boost, this corrected target value is used. Mean value.
- the average value of the output voltage VH is a value obtained by performing an appropriate averaging process on the output voltage VH during the period of intermittent boosting, and various techniques can be applied as the averaging process.
- the averaging process may be a general addition averaging process in which the value of the output voltage VH detected every certain sampling period is added and the added value is divided by the length of the sampling period.
- the reliability of the detected value of the output voltage VH is not uniform, it may be an averaging process performed after giving a higher weight to a sampling value having higher reliability.
- the deviation between the set or corrected target value and the upper limit value of the range decreases as the set or corrected target value increases. It further comprises range setting means for setting the range so as to satisfy (claim 2).
- the output voltage VH increases or decreases according to the state of the load device (load state) at that time.
- the boost converter has a withstand voltage value as a physical specification, and it is not desirable that the output voltage VH exceeds the withstand voltage value. Therefore, when the output voltage VH increases, it is necessary to set a range in which the output voltage VH should be maintained so that the output voltage VH does not exceed the withstand voltage value. On the other hand, this range is set based on the target value of the output voltage VH for minimizing system loss or the target value corrected in the process of intermittent boosting, but the withstand voltage value is a fixed value. It is not difficult to set the upper limit of the range to a value on the lower voltage side than the withstand voltage value.
- the output voltage VH becomes transient. Often overshoots. If no countermeasure is taken, the output voltage VH may exceed the withstand voltage value as a result of the output voltage VH exceeding the upper limit of the range due to this overshoot.
- this range is binary, stepwise or continuously as the target value increases as the target value increases (that is, as the target value approaches the withstand voltage value).
- the upper limit value of the range are set to be small. Therefore, the output voltage VH is prevented from overshooting and exceeding the withstand voltage value, and an opportunity to execute intermittent boosting is secured. For example, when the target value is equal to or greater than the threshold value, the effect is obvious when compared with measures such as prohibiting intermittent boosting.
- the average value calculating means is a process corresponding to a period consisting of an execution period and a stop period of the boost control that are mutually continuous in the intermittent process of the boost control. Is the unit intermittent process, the average value is calculated based on the detected output voltage VH in at least one of the unit intermittent processes (Claim 3).
- the boost control is resumed when the output voltage VH reaches the upper limit value or the lower limit value of the above range in the process where the boost control is stopped and the output voltage VH increases or decreases, and the output voltage VH
- the step-up control is repeatedly executed and stopped so that the step-up control is stopped again when the stop condition is satisfied, for example, when the value reaches the target value or converges to the target value.
- the intermittent boost is the unit intermittent process. It is composed by repetition.
- the average value of the output voltage VH is calculated in this unit intermittent processing, the deviation between the set target value and the average value can be used meaningfully for correcting the target value of the boost control.
- the “period of the boost control execution period and the stop period” is conceptually a period from when the boost control is stopped to when it is stopped again after restarting the boost control, and the boost control is started. And the period from the point in time when the boost control is stopped to the point where it is restarted.
- the power supply system further includes a current detection unit that detects a current flowing through the DC power supply or the boost converter, and the control device of the boost converter includes the boost unit in the one unit intermittent process.
- the current flowing through the boost converter or the DC power supply (which can be either positive or negative depending on the driving conditions of the load device) is detected by current detection means such as a current sensor, for example.
- current detection means such as a current sensor, for example.
- the change in the output voltage VH accompanying the stop of the boost control becomes faster. Therefore, when the above-described range is constant, the output voltage VH reaches the boundary value of the range in a relatively short time, and the boost control is resumed. If the stop period of boost control is shortened, in some cases, the amount of increase in boost loss until boost control is resumed and boost control is stopped again is greater than the reduction amount of boost loss due to stop of boost control. Thus, the effect of reducing system loss due to intermittent boosting cannot be obtained sufficiently.
- the intermittent voltage boosting according to the present invention is desirably performed when the detected current value is within a predetermined value.
- the current detected by the current detecting means needs to be accurate.
- the unit intermittent processing described above in intermittent boosting always includes a stop period of boosting control.
- the boost control stop period theoretically no current flows through the DC power supply and the boost converter. Therefore, correction of the detected current (in other words, calibration of the current detection means) can be easily performed.
- the boost control stop period is a period that inevitably occurs in the process of performing intermittent boost, and therefore it is not necessary to stop the boost control for the purpose of correcting the detected current. Efficient.
- the target value setting means is configured such that the previous average value calculated by the average value calculation means is (1) more than the set target value. If it is smaller, the set target value is corrected by adding a value equal to or less than a deviation between the calculated average value and the set target value to the set target value, and (2) When the set target value is larger than the set target value, the set target value is subtracted from the set target value by subtracting a value equal to or less than a deviation between the calculated average value and the set target value. Correction (claim 5).
- the last time means the latest past as long as it can be applied to the latest boost control.
- the intermittent control means starts the intermittent processing of the boost control when the fluctuation range of the output voltage VH is within a predetermined value. Section 6).
- the fluctuation range of the output voltage VH is a concept including a quantitative index of the behavior of the output voltage VH over a certain period, and its definition is not unique.
- the fluctuation range of the output voltage VH may be an average value of deviations between the target value (boost command voltage) and the output voltage VH in a certain period.
- it may be the maximum deviation value between the target value (boost command voltage) generated in a certain period and the output voltage VH.
- the fluctuation range of the output voltage VH may be the maximum value of the change amount of the output voltage VH in a certain period.
- the execution of the intermittent process is permitted when the output voltage VH is stable, it is possible to expect an effect that is sure to reduce the total loss. Further, when the target value (step-up command voltage) changes, the output voltage VH also changes accordingly, and as a result, the fluctuation range tends to increase. That is, according to this aspect, depending on the setting of the predetermined value, it is possible to easily prohibit the execution of the intermittent processing when the target value is changed in this way, and it is possible to surely reduce the total loss. Obtainable.
- the power supply system is mounted on a vehicle (claim 7th aspect).
- the vehicle is suitable as an application target of the power supply system according to the present invention.
- the vehicle includes, as a power source of the vehicle, at least one rotating electrical machine capable of powering and regenerating as the load device. (Claim 8).
- the load device includes at least one rotating electric machine for driving the vehicle.
- the rotating electrical machine is configured as a so-called motor generator capable of powering and regeneration.
- the vehicle is a so-called hybrid vehicle or EV (Electric Vehicle).
- EV Electric Vehicle
- the vehicle includes at least one rotating electrical machine
- the vehicle includes an internal combustion engine and a first rotating electrical machine serving as the load device capable of power running and regeneration
- a plurality of differentially rotatable components including a first rotating element connected to the first rotating electrical machine, a second rotating element connected to the internal combustion engine, and a third rotating element connected to a drive shaft connected to an axle.
- a hybrid vehicle including a differential mechanism including a rotating element and a second rotating electrical machine connected to the drive shaft and serving as the load device capable of power running and regeneration, wherein the intermittent control means includes the first When one of the second rotating electrical machines is in a power running state and the other is in a regenerative state, the boost control intermittent process is started when the power balance of the first and second rotating electrical machines is within a predetermined value.
- the vehicle is configured as a hybrid vehicle that distributes power (torque distribution) between the internal combustion engine and the rotating electrical machine by using a differential mechanism including rotational elements that can rotate differentially with each other.
- the rotating electrical machine as a reaction element that gives a reaction force to the internal combustion engine
- the rotating electrical machine as a drive element that bears input / output of torque between the drive shaft
- the internal combustion engine cooperate with each other. Supply the necessary torque to the drive shaft.
- the first rotating electrical machine when traveling at high speed and a small load, the first rotating electrical machine may be in a power running state as a reaction force element, and the second rotating electrical machine as a driving element may be in a regenerative state.
- power is exchanged between the first rotating electric machine and the second rotating electric machine, and the power balance of the first and second rotating electric machines is zero if the input / output loss in power exchange is taken into consideration. Close to. Therefore, if intermittent boosting is performed under such circumstances, the change in the output voltage VH when the boost converter is stopped becomes slow, and the stop period of the boost converter can be made sufficiently long.
- the first and second rotating electric machines and the internal combustion engine may be controlled so that the power balance is balanced under the situation where the power balance is almost balanced as described above. That is, under such circumstances, the power balance may be controlled so as to be in a more complete equilibrium state by utilizing the fact that the power balance is almost balanced. In this case, as long as such a situation continues, ideally, the boost converter can be stopped permanently.
- FIG. 1 is a system configuration diagram of a motor drive system according to a first embodiment of the present invention.
- FIG. 2 is a block diagram of a boost control unit in the control device of the motor drive system of FIG. 1. It is a block diagram of the other pressure
- FIG. 6 is a timing chart illustrating an example of a time transition of the output voltage VH of the boost converter and the boost loss Lcv in the process of executing the intermittent control process of FIG. 5.
- FIG. 6 is a diagram illustrating the relationship between converter loss Lcvt and battery current IB when the intermittent control process of FIG. 5 is executed. It is a figure explaining the output voltage VH at the time of intermittent voltage boosting execution. It is a flowchart of the target value setting process in the motor drive system of FIG. It is a figure explaining the overshoot of output voltage VH at the time of intermittent boosting execution concerning a 2nd embodiment of the present invention. It is a figure explaining the setting method of the voltage variation permission range which concerns on 2nd Embodiment of this invention. It is a flowchart of the intermittent control which concerns on 3rd Embodiment of this invention.
- FIG. 17 is an operation alignment chart of the hybrid drive device of FIG. 16.
- FIG. 17 is an operation alignment chart of the hybrid drive device of FIG. 16 during power circulation. It is a figure explaining the electric path at the time of the power circulation of the motor drive system which concerns on 4th Embodiment.
- FIG. 1 is a system configuration diagram conceptually showing the configuration of the motor drive system 10.
- a motor drive system 10 is mounted on a vehicle (not shown) and includes a control device 100, a boost converter 200, an inverter 300, and a DC power supply B, and includes a motor generator MG as a load device serving as a drive power source for the vehicle.
- a “power supply system” according to the present invention configured to be drivable.
- the control device 100 is an electronic control unit as an example of a “boost converter control device” according to the present invention, which is configured to be able to control the operation of the motor drive system 10.
- the control device 100 is configured as a computer system that can take the form of various electronic control devices such as an ECU (Electronic Controlled Unit), various controllers, a microcomputer device, or the like.
- the control device 100 includes a boost control unit 110 and an inverter control unit 120 (not shown in FIG. 1), and the configuration of each control unit will be described later.
- the control device 100 includes a storage device such as a ROM (Read Only Memory) or a RAM (Random Access Memory).
- the DC power supply B is a power supply voltage VB (for example, 200V) in which a plurality of (for example, several hundreds) secondary battery cells (for example, a cell voltage number V) such as nickel metal hydride batteries and lithium ion batteries are connected in series. ) Secondary battery unit.
- a power supply voltage VB for example, 200V
- secondary battery cells for example, a cell voltage number V
- secondary battery unit As the DC power source B, an electric double layer capacitor, a large-capacity capacitor, a flywheel, or the like may be used instead of or in addition to this type of secondary battery.
- Boost converter 200 is a boost circuit as an example of the “boost converter” according to the present invention, which includes reactor L1, switching elements Q1 and Q2, diodes D1 and D2, and capacitor C.
- step-up converter 200 one end of reactor L1 is connected to a positive line (not shown) connected to the positive electrode of DC power supply B, and the other end is an intermediate point between switching element Q1 and switching element Q2, that is, switching. It is connected to a connection point between the emitter terminal of element Q1 and the collector terminal of switching element Q2.
- the switching elements Q1 and Q2 are an example of the “switching means” according to the present invention connected in series between the positive electrode line and the negative electrode line (not shown) connected to the negative electrode of the DC power source B.
- the collector terminal of the switching element Q1 is connected to the positive electrode line, and the emitter terminal of the switching element Q2 is connected to the negative electrode line.
- the diodes D1 and D2 are rectifying elements that allow only current from the emitter side to the collector side in each switching element.
- the switching element is composed of a switching element Q1 on the higher potential side than the connection point with the end of the reactor L1, and a switching element Q2 on the lower potential side.
- a boost converter is configured.
- the configuration of such a switching element is an example, and the boost converter may be a one-arm type boost converter including only the switching element Q2 in FIG.
- the switching elements Q1 and Q2 and each switching element (Q3 to Q8) of the inverter 300 to be described later are configured as, for example, an IGBT (Insulated Gate Bipolar Transistor), a power MOS (Metal Oxide Semiconductor) transistor, or the like.
- IGBT Insulated Gate Bipolar Transistor
- MOS Metal Oxide Semiconductor
- Capacitor C is a capacitor connected between the positive electrode line and the negative electrode line.
- the voltage across terminals of the capacitor C that is, the potential difference VH between the positive line and the negative line is the output voltage of the boost converter 200.
- the output voltage VH of the capacitor C is appropriately expressed as “output voltage VH”.
- the inverter 300 includes a U-phase arm (not shown) including a p-side switching element Q3 and an n-side switching element Q4, a V-phase arm (not shown) and a p-side switching element including a p-side switching element Q5 and an n-side switching element Q6.
- the power converter includes a W-phase arm (reference numeral omitted) including Q7 and an n-side switching element Q8. Each arm of the inverter 300 is connected in parallel between the positive electrode line and the negative electrode line.
- rectifying diodes D3 to D8 that flow current from the emitter side to the collector side are connected to the switching elements Q3 to Q8, respectively, similarly to the switching elements Q1 and Q2.
- an intermediate point between the p-side switching element and the n-side switching element of each phase arm in inverter 300 is connected to each phase coil of motor generator MG.
- Motor generator MG is a three-phase AC motor generator in which a permanent magnet is embedded in a rotor.
- Motor generator MG is mechanically connected to drive wheels of a vehicle (not shown), and is configured to be able to generate torque for driving the vehicle.
- the motor generator MG can also perform power regeneration (that is, power generation) in response to the input of the kinetic energy of the vehicle mainly during braking of the vehicle.
- this vehicle is a hybrid vehicle provided with an engine as a power source in addition to the motor generator MG
- the motor generator MG is mechanically connected to the engine and performs power regeneration by the power of the engine. It may be configured to assist the power of the.
- the vehicle according to the present embodiment may be this type of hybrid vehicle or an electric vehicle provided with only the motor generator MG as a power source.
- the motor drive system 10 is provided with a sensor group (not shown).
- An example of “current”, an output voltage VH, a v-phase current Iv and a w-phase current Iw in the inverter 300, a motor rotation phase ⁇ that is a rotation angle of the rotor of the motor generator MG, and the like are appropriately detected.
- each of the sensors constituting the sensor group is electrically connected to the control device 100, and the detected value can be appropriately referred to by the control device 100.
- the boost converter 200 and the inverter 300 are electrically connected to the control device 100, and the drive state is controlled by the control device 100.
- FIG. 2 is a block diagram of the boost control unit 110.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- the boost control unit 110 includes an inverter input calculation unit 111, an adder / subtractor 112, a voltage control calculation unit 113, a carrier generation unit 114, and a comparator 115. Further, the boost control unit 110 is configured to be able to execute boost control and intermittent control processing and target value setting processing, which will be described later, according to a control program stored in advance in the ROM.
- Boost control is control for boosting the voltage between the positive electrode line and the negative electrode line, that is, the output voltage VH to the power supply voltage VB of the DC power supply B or more based on the converter control signal PWC.
- step-up control if output voltage VH is lower than target value VHtg (also referred to as VH command value), on-duty of switching element Q2 is relatively increased, and the positive line is connected from DC power supply B side to inverter 300 side. The flowing current can be increased, and the output voltage VH can be increased.
- the inverter input calculation unit 111 is a circuit that sets a target value VHtg of the output voltage VH of the boost converter 200 (that is, an example of the “target value” according to the present invention).
- Target value VHtg is determined such that system loss Lsys, which is a loss of the entire power system including boost converter 200, inverter 300, and motor generator MG, is minimized.
- the addition / subtraction unit 112 subtracts the detected value of the output voltage VH from the target value VHtg, and outputs the subtraction result to the voltage control calculation unit 113.
- the voltage control calculation unit 113 receives a subtraction result obtained by subtracting the detection value of the output voltage VH from the target value VHtg from the addition / subtraction unit 112, the voltage control calculation unit 113 calculates a control amount for making the output voltage VH coincide with the target value VHtg.
- a known PI control calculation including a proportional term (P term) and an integral term (I term) is used.
- the voltage control calculation unit 113 outputs the calculated control amount to the comparator 115 as a voltage command value.
- the carrier generation unit 114 generates a carrier signal composed of a triangular wave and sends it to the comparator 115.
- the comparator 115 the voltage command value supplied from the voltage control calculation unit 113 is compared with this carrier signal, and the above-described converter control signal PWC whose logic state changes according to the magnitude relation of the voltage value is generated.
- the generated converter control signal PWC is output to switching elements Q1 and Q2 of boost converter 200.
- the boost control unit 110 is configured as described above.
- FIG. 2 is a circuit configuration that realizes voltage control, but the control mode of the boost converter 200 is not limited to such voltage control.
- FIG. 3 is a block diagram of the boost control unit 110 ′. In the figure, the same reference numerals are assigned to the same portions as those in FIG. 2, and the description thereof is omitted as appropriate.
- the boost control unit 110 ′ includes an adder / subtractor 117 and a current control calculation unit 118 between the voltage control calculation unit 113 and the comparator 115.
- the carrier generation unit 114 is sent to an S / H (sample hold) circuit 116 in addition to the comparator 115.
- the S / H circuit 116 samples the battery current IB at the peak and valley timings of the carrier signal received from the carrier generation unit 114.
- a current command value IR for making the output voltage VH coincide with the target value VHtg is generated in the voltage control calculation unit 113, and the adder / subtractor 117 performs the current command value IR. Is subtracted from the detected value of the battery current IB sampled and held by the S / H circuit 116. The subtracted result is sent to the current control calculation unit 118.
- the current control calculation unit 118 calculates a control amount for making the battery current IB coincide with the current command value IR. At this time, for example, a known PI control calculation including a proportional term (P term) and an integral term (I term) is used. The current control calculation unit 118 outputs the calculated control amount to the comparator 115 as the duty command value d.
- P term proportional term
- I term integral term
- the boost control unit 110 ′ has a circuit configuration that realizes current control. Also with such a configuration, boost converter 200 can be suitably controlled.
- FIG. 4 is a block diagram of the inverter control unit 120.
- the same reference numerals are given to the same portions as those in the above-described drawings, and the description thereof will be omitted as appropriate.
- the inverter control unit 120 includes a current command conversion unit 121, a current control unit 122, a two-phase / three-phase conversion unit 123, a three-phase / two-phase conversion unit 124, a carrier generation unit 114 (shared with the step-up control unit 110). And PWM converter 125.
- Current command conversion unit 121 generates two-phase current command values (Idtg, Iqtg) based on torque command value TR of motor generator MG.
- the v-phase current Iv and the w-phase current Iw are supplied to the three-phase / two-phase converter 124 as feedback information.
- the three-phase current value is converted from the v-phase current Iv and the w-phase current Iw into a two-phase current value composed of the d-axis current Id and the q-axis current Iq.
- the converted two-phase current value is sent to the current control unit 122.
- the current control unit 122 based on the difference between the two-phase current command value generated in the current command conversion unit 121 and the two-phase current values Id and Iq received from the three-phase / two-phase conversion unit 124, d A two-phase voltage command value composed of the shaft voltage Vd and the q-axis voltage is generated. The generated two-phase voltage command values Vd and Vqh are sent to the two-phase / three-phase converter 123.
- the two-phase voltage command values Vd and Vq are converted into the three-phase voltage command values Vu, Vv and Vw.
- the converted three-phase voltage command values Vu, Vv, and Vw are sent to the PWM conversion unit 125.
- the PWM conversion unit 125 is configured to receive a carrier Car having a predetermined carrier frequency fcar from the carrier generation unit 114, and the carrier Car and the converted three-phase voltage command values Vu, Vv, and Vw. Compare the magnitude relationship with. Further, the PWM conversion unit 125 generates u-phase switching signals Gup and Gun, v-phase switching signals Gvp and Gvn, and w-phase switching signals Gwp and Gwn, whose logic state changes according to the comparison result, to the inverter 300. Supply.
- the signal with the identifier “p” is added to drive the p-side switching elements (Q3, Q5 and Q7) among the switching elements of each phase.
- the signal having the identifier “n” added thereto means a drive signal for driving the n-side switching elements (Q4, Q6, and Q8) among the switching elements of the respective phases.
- a switching signal for turning on the p-side switching element is generated.
- a switching signal for turning on the n-side switching element is generated. That is, the switching signal is a signal that is turned on and off, and one of the p-side and n-side switching elements is always on and the other is off.
- inverter 300 When inverter 300 changes or is maintained in the driving state of each switching element defined by each phase switching signal, motor generator MG is driven according to the circuit state corresponding to the changed or maintained driving state. It has a configuration.
- Such a control mode of the inverter 300 is a so-called PWM control mode.
- the motor generator MG for driving the vehicle often uses a known overmodulation control and rectangular wave control in addition to the PWM control described above. Also in the motor drive system 10 according to the present embodiment, the control mode of the inverter 300 is appropriately switched according to the traveling condition of the vehicle.
- boosting converter 200 When boosting converter 200 needs to boost power supply voltage VB of DC power supply B, boosting converter 200 boosts power supply voltage VB by the boost control described above.
- output voltage VH of boost converter 200 is constantly maintained at target value VHtg.
- the target value VHtg can take a value of about 650V.
- boost converter 200 Since switching of this switching state is accompanied by voltage fluctuation called switching ripple, boost converter 200 always generates boost loss Lcv in boost control.
- This boost loss Lcv is a factor that increases system loss Lsys, which is a loss of the entire power system including boost converter 200, inverter 300, and motor generator MG.
- the intermittent control process is a process for reducing the system loss Lsys, and is a process for intermittently performing the above-described boost control (that is, performing intermittent boost).
- FIG. 5 is a flowchart of the intermittent control process. It is assumed that the intermittent control process is a control that is repeatedly executed at a predetermined cycle.
- step S101 it is determined whether or not a target value VHtg set by a target value setting process described later is higher than the power supply voltage VB, that is, whether or not boost control is required (step S101).
- the intermittent control process ends.
- the intermittent control process is a control that is repeated at a predetermined cycle, and is started again from the process step S101 after an appropriate time has elapsed after the end.
- step S102 When the target value VHtg is higher than the power supply voltage VB (step S101: YES), that is, when the boost control is required, it is determined whether or not the intermittent flag is set to “1” (step S102). ).
- the intermittent flag is a flag representing an execution history of intermittent boosting, and when there is an execution history, it is maintained at “1” until it is cleared.
- the initial value of the intermittent flag is “0”. Accordingly, at the initial execution of the intermittent control process, step S102 branches to the “NO” side.
- step S102 If the intermittent flag is “0” (step S102: NO), it is determined whether or not a permission condition is satisfied (step S103). If the permission condition is not satisfied (step S103: NO), the intermittent control process ends.
- the permission condition according to the present embodiment is a condition for permitting the start of intermittent boosting, and includes the following conditions (1) to (3).
- the output voltage VH is stable.
- the absolute value of the battery current IB is within a predetermined value.
- the output change rate of the motor generator MG or DC power supply B is within a predetermined value.
- “The output voltage VH is stable” in the condition (1) includes two meanings. That is, one is that the target value VHtg has not changed for a certain period, and the other is that the output voltage VH has converged to the target value VHtg.
- Various actual determination processes according to step S103 can be considered.
- the state where the deviation between the target value VHtg and the output voltage VH is not more than the reference value, and the state where the deviation between the target value VHtg and the output voltage VH is not more than the reference value continues for a predetermined time or longer.
- the determination condition may be that the degree of fluctuation of the output voltage VH over a certain period is equal to or less than a predetermined value.
- the permission condition (2) is derived from the possibility that the boost loss Lcv may increase when the absolute value of the battery current IB is large.
- the influence of the battery current IB on the boost loss Lcv will be described in detail in the third embodiment.
- the output change rate in permission condition (3) means not the absolute value of output but its time change rate.
- the output change rate of the motor generator MG or the DC power source B is large, when the accelerator is frequently turned on / off, sudden acceleration / deceleration occurs, or the vehicle slips or is excessively excessive When a grip occurs, the battery current IB and the output of the motor generator MG can transit through the zero point transiently.
- the stop of boost control is permitted under such a transient situation, there is a possibility that the operation of boost converter 200 cannot follow these sudden changes in drive conditions. In preparation for such a problem, intermittent boosting is prohibited under this kind of transient condition, and the performance of the motor drive system 10 is secured.
- the change rate of the accelerator opening degree Ta which is the operation amount of the motor rotation speed or the accelerator pedal, may be used.
- step S107 the boost control unit 110 stops the boost converter 200 (step S107). That is, intermittent boosting is started.
- stopping the boost converter 200 means stopping the boost operation of the boost converter 200, that is, shutting down the boost converter 200 and stopping the boost control itself.
- boost control unit 110 sets the intermittent flag to “1” (step S108). That is, the execution history of intermittent boosting is stored.
- the intermittent flag is set to “1”
- the range between the lower limit value VHL and the upper limit value VHH is a voltage variation permission range as an example of the “range” according to the present invention.
- the voltage variation permission range according to this embodiment is set according to the target value VHtg.
- upper limit value VHH is set to “VHtg + OFS”
- lower limit value VHH is set to “VHtg ⁇ OFS”.
- the offset value OFS may be about 50V.
- the upper limit value VHH and the lower limit value VHL may be set by multiplying the target value VHtg by a predetermined coefficient. In this case, the correction coefficient that defines the upper limit value VHH is greater than 1, and the correction coefficient that defines the lower limit value VHL is less than 1.
- step S109: YES When the output voltage VH is maintained within the voltage variation permission range (step S109: YES), the intermittent control process ends. Further, when it is determined that output voltage VH has reached the boundary value of the voltage variation allowable range (step S109: NO), the stopping measure of boost converter 200 is released (step S110). That is, the boost control based on the target value VHtg is resumed. When the boost control is resumed, the intermittent control process ends.
- step S104 it is determined whether a continuation condition is satisfied.
- the continuation condition is a condition in which the continuation of intermittent boosting is permitted, and is a condition set so as not to hinder the driving of the motor generator MG as the load device when the intermittent boosting is continued.
- the continuation condition in this embodiment is defined by the permission conditions (2) and (3).
- step S104 NO
- step S104 NO
- step S104 the intermittent flag is reset to “0” (step 105)
- step 105 normal boost control (always boost) is started.
- step S104 when the continuation condition is satisfied (step S104: YES), that is, when the driving conditions of the DC power supply B and the motor generator MG are not qualitatively changed compared with the previous stop of the boost control, the output voltage It is determined whether or not VH has converged to target value VHtg (step S106).
- step S106 until the stop cancellation measure according to step S110 is taken, output voltage VH deviates from target value VHtg according to the driving condition of motor generator MG as the load device. Accordingly, step S106 branches to the “NO” side, and as long as the continuation condition is satisfied, the step of stopping the boost control is continued until the output voltage VH reaches the upper limit value VHH or the lower limit value VHL of the voltage variation permission range.
- step S110 when the stop cancellation measure is taken in step S110, the output voltage VH converges from the output voltage VH at that time to the target value VHtg at the time of execution of the previous boost control by the restarted boost control. To start. Therefore, after an appropriate time has elapsed, the output voltage VH reaches the target value VHtg, and step S106 branches to the “YES” side.
- step S106 when the output voltage VH converges to the target value VHtg after restarting the boost control in this way (step S106: YES), the boost converter 200 is stopped again (step S107).
- step S106 instead of determining whether or not the output voltage VH has converged to the target value VHtg, it may be determined whether or not the output voltage VH has reached the target value VHtg.
- the output voltage VH of the boost converter 200 varies between the target value VHtg and the upper limit value VHH or the lower limit value VHL of the voltage variation permission range.
- the output voltage VH varies between the target value VHtg and the upper limit value VHH, this corresponds to the motor generator MG being in a regenerative state, and the output voltage VH is between the target value VHtg and the lower limit value VHL.
- it fluctuates it corresponds to motor generator MG being in a power running state.
- FIG. 6 is a timing chart illustrating the one-hour transition of the output voltage VH and the boost loss Lcv in the execution process of the intermittent control process.
- the upper part represents the time transition of the output voltage VH, and the lower part represents the time transition of the boost loss Lcv.
- the target value VHtg is assumed to be VHtga (VHtga> VB).
- the output voltage VH at time t0 is almost stable at the target value VHtga. That is, the output voltage VH has converged to the stop permission range indicated by hatching in the figure.
- the permission condition is only that the output voltage VH is stable (permission condition (1)).
- PRF_VH1 solid line
- PRF_VH2 broken line
- step S109 in the previous intermittent control process branches to the “NO” side, and boost control is performed. Is resumed. As a result, the output voltage VH returns to the target value VHtga at time t3. When output voltage VH reaches target value VHtga at time t3, boost converter 200 is stopped again.
- the boost loss Lcv which was generally constant during the first period POD1 from time t0 to time t1, becomes zero when the boost control is stopped at time t1.
- Boost loss Lcv is maintained at zero in second period POD2 from time t1 to time t2 when the boost control is resumed.
- the boost loss Lcv increases and becomes a value greater than zero in the third period POD3 from time t2 to time t3 when the boost control stops again.
- the total period of the second period POD2 and the third period POD3 in FIG. 6 is a period from the stop of the boost control to the stop of the boost control after the stop cancellation, and the “boost control” according to the present invention.
- the process in the period obtained by adding the second period POD2 and the third period POD3 is an example of the “unit intermittent process” according to the present invention.
- processing in a period obtained by adding up the second period POD2 and the third period POD3 is appropriately expressed as “unit intermittent processing”.
- the period formed by adding the second period POD2 and the third period POD3 is the period according to the definition of the unit intermittent processing according to the present invention, but this is only an example. That is, “a period composed of mutually executing boost control execution period and stop period” refers to, for example, the third period POD3 and the subsequent boost control stop period (not shown) partially referring to FIG. (A period from the time t3 to the time when the boost control is resumed) may be added. Therefore, for example, the process in the period in which the third period POD3 and the subsequent boost control stop period are added together is also a suitable example of the “unit intermittent process” according to the present invention.
- the balance of the step-up loss Lcv in the unit intermittent process is a difference between the loss reduction amount and the loss increase amount when the output voltage VH is maintained at the target value VHtg as a reference (that is, zero).
- the loss reduction amount is the sum of the illustrated loss reduction amount Lcvrdc1 (dark hatched portion) and the loss reduction amount Lcvvrdc2 (thin hatched portion), and the loss increase amount is the indicated loss increase amount Lcvinc (horizontal hatched portion).
- the absolute values of the loss reduction amount Lcvrdc2 and the loss increase amount Lcvinc are equal, and the balance of the boost loss Lcv realized by the intermittent control processing is equal to the loss reduction amount Lcvrd1. Since the loss reduction amount Lcvrdc1 is a negative value, it can be seen that the boost loss Lcv is greatly reduced by the intermittent control process. Note that the balance becomes larger on the negative side as the fluctuation of the output voltage VH after the boost control is stopped is slower.
- FIG. 7 is a diagram illustrating the relationship between the converter loss Lcvt and the battery current IB when intermittent control is executed.
- the converter loss Lcvt is a value obtained by dividing the sum of the boost loss Lcv in the unit intermittent process by the length of the unit intermittent process, and means the boost loss Lcv generated in the boost converter 200 per unit time.
- the vertical axis represents converter loss Lcvt
- the horizontal axis represents battery current IB.
- the illustrated PRF_Lcvtcmp (see the broken line) is a comparative example, and shows the converter loss when the output voltage VH is maintained at the target value VHtg during the period without performing the intermittent control process according to the present embodiment.
- the illustrated PRF_Lcvt indicates the converter loss Lcvt when the intermittent control processing according to the present embodiment is executed.
- the boost loss Lcv becomes zero in the second period POD2, and therefore the boost loss Lcv slightly increases in the third period POD3.
- the converter loss Lcvt which is a value per unit time, is greatly reduced as compared with the comparative example.
- the second period POD2 becomes relatively long, so that the converter loss Lcvt is greatly reduced. That is, according to the intermittent control process, the system loss Lsys can be reduced by reducing the converter loss Lcvt.
- FIG. 8 is a diagram for explaining the output voltage VH when intermittent boosting is executed.
- the same reference numerals are given to the same portions as those in the above-described drawings, and the description thereof will be omitted as appropriate.
- the vertical axis and the horizontal axis represent the system loss Lsys and the output voltage VH, respectively.
- the characteristic of the system loss Lsys when the intermittent boosting is performed is indicated by PRF_ON (broken line) as the characteristic of the system loss Lsys when the intermittent boosting is not performed (that is, when the constant boosting is always performed).
- PRF_INT solid line
- the target value VHtg of the output voltage VH of the boost converter 200 in the boost control is determined so that the system loss Lsys is minimized with respect to the driving condition of the motor generator MG as the load device (see the white circle in the figure). Even if voltage VH increases or decreases with respect to target value VHtg (VHtg1 in FIG. 8), system loss Lsys increases. Such a quadratic function relationship does not change even when intermittent boosting is performed, and the characteristic PRF_INT is generally such that the characteristic PRF_ON is shifted downward by the boost loss Lcv of the boost converter 200.
- the output voltage VH varies between the target value VHtg1 and the boundary value of the voltage variation permission range.
- the upper limit value VHH of the voltage variation permission range is VHH1
- the lower limit value is VHL1
- the output voltage VH varies between VHtg1 and VHH1 during regeneration and between VHtg1 and VHL1 during power running.
- the effective output voltage VH during the intermittent boosting execution period is VH1 higher than the target value VHtg1 during regeneration, and VL1 lower than the target value VHtg1 during power running.
- the system loss Lsys at these effective output voltages VH is higher than the system loss Lsys at the target value VHtg1. That is, in this state, the system loss Lsys at the time of intermittent boosting is not minimized.
- FIG. 9 is a flowchart of the target value setting process.
- the driving condition of the load device here, the motor generator MG
- the output value of the motor generator MG is calculated as the driving condition from the torque command value TR of the motor generator MG and the motor rotational speed MRN.
- a reference target value VHtgb that is a reference value of the target value VHtg is calculated (step S202).
- Reference target value VHtgb is determined such that system loss Lsys is minimized in a voltage range that is equal to or higher than a necessary voltage value required to drive the load device (here, motor generator MG). That is, the value expressed as the target value VHtg in the above description is the reference target value VHtgb.
- the reference target value VHtgb is determined to be a reference target value VHtgb that has a minimum sum of losses in each of the DC power supply B, the boost converter 200, the inverter 300, and the motor generator MG in a voltage range equal to or higher than a necessary voltage value. Note that such a method of determining the reference target value VHtgb is an example, and various known methods can be applied.
- step S203 it is determined whether or not intermittent boosting is being performed.
- step S203 it is determined whether or not intermittent boosting is being performed (step S203).
- step S203: NO the target value VHtg is initialized with the reference target value VHtgb as an initial value (step S207).
- step S207 the target value setting process ends.
- step S204 the average value VHavg of the output voltage VH is calculated (step S204).
- the average value VHavg is obtained by averaging the values of a plurality of output voltages VH detected according to a predetermined sample period in the unit intermittent processing described above.
- the average value of the output voltage VH in one unit intermittent process is obtained.
- an average value in a plurality of unit intermittent processes may be obtained, and these may be added and averaged. In this way, an average value with less error can be obtained.
- the average value is the addition average value, it is needless to say that various known modes can be adopted as the averaging process for obtaining the average value.
- the target value VHtg is corrected based on the average value VHavg, and a corrected target value VHtgcor is calculated (step S205).
- the correction target value VHtgcor is determined by the following procedure, for example.
- This deviation ⁇ VHtg takes a positive value during intermittent boosting during power running, and takes a negative value during intermittent boosting during regeneration.
- step S205 When the corrected target value VHtgcor is calculated in step S205, the current target value VHtg is updated to the corrected target value VHtgcor (step S206).
- the target value setting process ends. However, the target value setting process is repeatedly executed at a predetermined cycle similarly to the above-described intermittent control process, and the process is repeated again from step S201.
- the correction target value VHtgcor is larger than the reference target value VHtgb because the correction value C is a positive value.
- the target value (white circle) on PRF_INT shifts to the right in the figure, and the average value VHtgavg, which is the effective output voltage VH, approaches the reference target value VHtgb.
- the average value VHtgavg matches the reference target value VHtgb
- the deviation ⁇ VHtg becomes zero
- the correction value C also becomes zero
- the correction target value VHtgcor matches the current target value VHtg. That is, the target value VHtg converges.
- the correction target value VHtgcor is smaller than the reference target value VHtgb because the correction value C is a negative value.
- the target value (white circle) on PRF_INT shifts to the left in the figure, and the average value VHtgavg, which is the effective output voltage VH, approaches the reference target value VHtgb.
- the average value VHtgavg matches the reference target value VHtgb
- the deviation ⁇ VHtg becomes zero
- the correction value C also becomes zero
- the correction target value VHtgcor matches the current target value VHtg. That is, the target value VHtg converges.
- the output voltage VH fluctuates during the period of intermittent boosting, so the average value of the fluctuating output voltage VH is treated as the effective output voltage VH.
- the target value VHtg is fixed when the average value VHavg, which is an effective output voltage value, coincides with the reference target value VHtgb. Therefore, even during the period of intermittent boosting, a state equivalent to maintaining the output voltage VH at the reference target value VHtgb in the normal boosting control is created, and the system loss Lsys is minimized.
- the voltage fluctuation permission range is also set by the offset value OFS described above.
- FIG. 10 is a diagram for explaining the overshoot of the output voltage VH.
- the same reference numerals are given to the same parts as those in FIG. 6, and the description thereof will be omitted as appropriate.
- FIG. 10 shows a change in the output voltage VH during regeneration illustrated in FIG.
- the output voltage VH reaches the upper limit value VHHa at time t2 in the process of stopping the boost control, and the boost control is resumed.
- the output voltage VH does not exceed the upper limit value VHHa of the voltage variation permission range.
- the voltage variation permission range is determined by the target value VHtg and the offset value OFS on both the high voltage side and the low voltage side, and both are basically symmetrical with respect to the target value VHtg.
- target value VHtg is correspondingly large
- upper limit value VHH of the voltage variation permission range approaches the withstand voltage value set for various components constituting boost converter 200. For this reason, in some cases, the output voltage VH may exceed the withstand voltage value temporarily or not due to the above-described overshoot.
- the boost control unit 110 corrects the upper limit value VHH of the voltage variation permission range according to the target value VHtg.
- the boost control unit 110 functions as an example of the “range setting unit” according to the present invention.
- FIG. 11 is a diagram for explaining a method for setting the voltage variation permission range.
- the vertical axis represents voltage, and the relationship among withstand voltage, upper limit value VHH, target value VHtg, and lower limit value VHL is shown.
- the upper limit value VHH set according to the target value VHtg approaches the withstand voltage as shown in the figure “upper limit value VHH (before correction)”. If the above-described overshoot occurs in such a situation, the output voltage VH may exceed the withstand voltage.
- the upper limit value VHH according to the present embodiment is limited in a range where the target value VHtg is higher than V2, as shown in the figure “upper limit value VHH (after correction)”.
- the offset value OFS which is the deviation between the upper limit value VHH and the target value VHtg, is reduced stepwise (or continuously). For example, if the offset value when the target value VHtg is V3 is OFS1, and the offset value when the target value VHtg is V4 (V4> V3) is OFS2, then the relationship OFS> OFS1> OFS2 is established.
- Such a decrease correction of the offset value OFS may be performed by multiplying the offset value OFS by a correction coefficient less than 1. That is, in this case, the correction coefficient is decreased stepwise (or continuously) as the target value VHtg increases.
- the offset value OFS reduction correction is performed by preparing in advance an offset value that decreases stepwise (or continuously) in accordance with an increase in the target value VHtg, and corresponding offset depending on the target value VHtg. It may be done by selecting a value.
- the voltage variation permission range is asymmetric with respect to the target value VHtg in the voltage range on the high voltage side to some extent.
- the deviation (margin) between the upper limit value VHH and the withstand voltage can be ensured to such an extent that the output voltage VH does not exceed the withstand voltage even if overshoot occurs.
- the correction amount of the upper limit value VHH offset value correction amount
- the correction amount of the upper limit value VHH is previously set experimentally, empirically, or theoretically so that the deviation is sufficiently secured. For this reason, it is possible to execute intermittent boosting in as wide a range as possible while ensuring the durability of the motor drive system 10, and the practical benefit related to the reduction of the system loss Lsys is further increased.
- the upper limit value VHH is corrected in a certain high voltage side voltage range (a range where VHtg> V2), but such correction processing is performed over the entire target value VHtg. Also good.
- the configuration in which the voltage fluctuation allowable range is determined by the target value VHtg and the offset value has been described, but the voltage fluctuation allowable range is set by the target value VHtg and a predetermined coefficient.
- the same concept can be applied to the configuration.
- the deviation between the target value VHtg, the upper limit value VHH, and the lower limit value VHL is not uniform according to the target value VHtg, so the relationship illustrated in FIG. 11 does not hold, but the high voltage is higher than before the correction. It is possible to easily apply the technical idea of reducing the deviation between the upper limit value VHH and the target value VHtg on the side.
- the intermittent permission condition in step S103 and the intermittent continuation condition in step S104 include a condition related to the battery current IB.
- FIG. 12 is a diagram illustrating characteristics of the loss difference ⁇ Lcv of the boost converter 200 with respect to the battery current IB.
- the loss difference ⁇ Lcv means a difference with respect to the boost loss Lcv when the boost control is not intermittently processed, that is, when the output voltage VH is maintained at the target value VHtg. When it gets worse and takes a negative value, it means that the loss decreases.
- FIG. 12 shows a state in which the loss difference ⁇ Lcv takes a positive value (that is, the boost loss Lcv deteriorates) in the illustrated loss deterioration region (see hatching display) corresponding to the fact that the battery current IB is large on the negative side. .
- the reason why the step-up loss Lcv is deteriorated will be described with reference to FIG.
- FIG. 13 is a diagram illustrating time transitions of the output voltage VH and the boost loss Lcv in the execution process of the intermittent control. In the figure, the same reference numerals are given to the same portions as those in FIG. 6, and the description thereof is omitted as appropriate.
- FIG. 13 shows a case where the boost control is stopped from the state where the output voltage VH is maintained at the target value VHtga, as in FIG. However, this time, it is assumed that the absolute value of the battery current IB is larger than that in the case of FIG. 6 and is in the loss deterioration region described with reference to FIG.
- the loss balance is the difference between the loss reduction amount Lcvvrdc (negative value) and the loss increase amount Lcvvin (positive value).
- the loss reduction amount Lcvrdc becomes more prominent as the battery current IB increases.
- the loss increase amount Lcvinc is not greatly affected by the battery current IB.
- the larger the battery current IB the more the loss balance is inclined to the positive side, and the boost loss Lcv is larger than the reference. That is, in this case, the intermittent process of the boost control results in increasing the boost loss Lcv.
- the battery current IB is significant as an element for determining whether or not the step-up control intermittent process is necessary. Therefore, high accuracy is required for the battery current IB detected by the current sensors constituting the various sensor groups described above.
- the current sensor is not only deteriorated due to aging but also has temperature dependency. Therefore, periodic calibration of the current sensor is required.
- the calibration process of the current sensor is performed in the stop period of the boost control in the execution period of the intermittent process of the boost control.
- the boost converter 200 is stopped, so that the battery current IB is zero in principle. Therefore, uncertain elements are not included in the sensor calibration process, and a highly accurate calibration process is possible.
- one unit intermittent process may be a process from the stop point of the boost control to the stop point of the boost control again, or the boost control is restarted from the start point of the boost control.
- the sampling may be performed a predetermined number of times from the time when the boost control is stopped or after a very short time has elapsed since the stop time.
- An averaging process is performed on the sampling values (current values) for the predetermined number of times, and a sensor offset amount is calculated.
- correction corresponding to the sensor offset amount is performed on the detected battery current IB after the next unit intermittent processing.
- the sensor calibration process is performed in one unit intermittent process here, the sensor calibration process may be performed across a plurality of unit intermittent processes. In this way, accidental detection errors can be eliminated, and more accurate calibration can be realized.
- the boost control stoppage is executed regardless of the necessity of the current sensor calibration processing. Therefore, if the sensor calibration process is performed during the boost control stop period as described above, it is not necessary to create a state in which the battery current IB becomes zero for the calibration process. Calibration processing can be performed.
- the load device may be a plurality of motor generators.
- voltage rise control in the hybrid vehicle 1 which mounts two motor generators as a load apparatus is demonstrated.
- FIG. 14 is a schematic configuration diagram conceptually showing the configuration of the hybrid vehicle 1.
- the same reference numerals are given to the same portions as those in the above-described drawings, and the description thereof will be omitted as appropriate.
- the hybrid vehicle 1 is an example of a “vehicle” according to the present invention including the control device 100, the motor drive system 20, the accelerator opening sensor 400, the vehicle speed sensor 500, and the hybrid drive device HB.
- the hybrid drive device HB drives the hybrid vehicle 1 by supplying drive torque as drive force to the left axle SFL (corresponding to the left front wheel FL) and the right axle SFR (corresponding to the right front wheel FR), which are axles of the hybrid vehicle 1. Drive unit.
- the detailed configuration of the hybrid drive device HB will be described later.
- the motor drive system 20 is another example of the “power supply system” according to the present invention for driving the motor generator MG1 and the motor generator MG2 as load devices.
- FIG. 15 is a system configuration diagram of the motor drive system 20.
- the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.
- the motor drive system 20 is different from the motor drive system 10 according to the first to third embodiments in that an inverter 310 is provided instead of the inverter 300.
- the inverter 310 drives a motor generator MG2 corresponding to the motor generator MG according to each of the above embodiments, and has a second inverter circuit 3102 having the same configuration as that of the inverter 300 according to each of the above embodiments (that is, Q3, Q5, and Q7).
- the first inverter circuit 3101 is installed in parallel with the second inverter circuit 3102.
- the first inverter circuit 3101 includes p-side switching elements Q13, Q15, and Q17 and n-side switching elements Q14, Q16, and Q18 for the u-phase, v-phase, and w-phase, respectively, as switching elements. The same applies to the rectifying diode.
- the accelerator opening sensor 400 is a sensor configured to be able to detect an accelerator opening Ta that is an operation amount of an accelerator pedal (not shown) of the hybrid vehicle 1.
- the accelerator opening sensor 400 is electrically connected to the control device 100, and the detected accelerator opening Ta is appropriately referred to by the control device 100.
- the vehicle speed sensor 500 is a sensor configured to be able to detect the vehicle speed V of the hybrid vehicle 1.
- the vehicle speed sensor 500 is electrically connected to the control device 100, and the detected vehicle speed V is appropriately referred to by the control device 100.
- FIG. 16 is a schematic configuration diagram conceptually showing the configuration of the hybrid drive apparatus HB.
- the hybrid drive device HB includes an engine 600, an input shaft IS, an MG1 output shaft 700, a power split mechanism 800, a drive shaft OS, a motor generator MG1, a motor generator MG2, and a reduction gear 900.
- the engine 600 is a multi-cylinder gasoline engine that is an example of the “internal combustion engine” according to the present invention, and is configured to function as a main power source of the hybrid vehicle 1.
- FIG. 17 is a schematic cross-sectional view conceptually showing the configuration of the engine 600.
- the "internal combustion engine” in the present invention has at least one cylinder, and heat energy generated when an air-fuel mixture containing various fuels such as gasoline, light oil or alcohol is burned inside the cylinder,
- an air-fuel mixture containing various fuels such as gasoline, light oil or alcohol
- it is a concept that encompasses an engine that can be extracted as kinetic energy through appropriate physical or mechanical transmission means such as a piston, a connecting rod, and a crankshaft.
- the configuration of the internal combustion engine according to the present invention is not limited to that of the engine 600 and may have various aspects.
- the engine 600 combusts the air-fuel mixture through an ignition operation by an ignition device 602 in which a part of an ignition plug (not shown) is exposed in a combustion chamber in a cylinder 601, and an explosive force due to such combustion.
- the reciprocating motion of the piston 603 generated in response to the above is configured to be converted into the rotational motion of the crankshaft 605 via the connecting rod 604.
- a crank position sensor 606 capable of detecting a crank angle ⁇ crk which is a rotation angle of the crankshaft 605 is installed.
- the crank position sensor 606 is electrically connected to the control device 100 (not shown), and the control device 100 determines the engine speed of the engine 600 based on the crank angle signal output from the crank position sensor 606.
- NE can be calculated.
- the air sucked from the outside passes through the intake pipe 607 and is guided into the cylinder 601 through the intake port 610 when the intake valve 611 is opened.
- the fuel injection valve of the injector 612 is exposed at the intake port 610 so that fuel can be injected into the intake port 610.
- the fuel injected from the injector 612 is mixed with the intake air before and after the opening timing of the intake valve 611 and becomes the above-described mixture.
- the fuel is stored in a fuel tank (not shown), and is supplied to the injector 612 via a delivery pipe (not shown) by the action of a feed pump (not shown).
- the air-fuel mixture burned in the cylinder 601 becomes exhaust gas, and is led to the exhaust pipe 615 via the exhaust port 614 when the exhaust valve 613 that opens and closes in conjunction with the opening and closing of the intake valve 611 is opened.
- a three-way catalyst 616 is installed in the exhaust pipe 615.
- the three-way catalyst 616 substantially simultaneously performs an oxidation combustion reaction of CO (carbon monoxide) and HC (hydrocarbon) discharged from the engine 600 and a reduction reaction of NOx (nitrogen oxide) discharged from the engine 600.
- This is a known exhaust purification catalyst device configured to purify the exhaust of the engine 600 by advancing.
- an air-fuel ratio sensor 617 configured to be able to detect the exhaust air-fuel ratio of the engine 600 is installed. Further, a water temperature sensor 618 for detecting the cooling water temperature related to the cooling water (LLC) circulated and supplied to cool the engine 600 is disposed in the water jacket installed in the cylinder block that houses the cylinder 201. ing.
- the air-fuel ratio sensor 617 and the water temperature sensor 618 are electrically connected to the control device 100, respectively, and the detected air-fuel ratio and cooling water temperature are appropriately referred to by the control device 100, respectively.
- a throttle valve 608 capable of adjusting the amount of intake air related to the intake air guided through a cleaner (not shown) is disposed.
- the throttle valve 608 is configured such that its drive state is controlled by a throttle valve motor 609 electrically connected to the control device 100.
- the control device 100 basically controls the throttle valve motor 609 so as to obtain a throttle opening corresponding to the opening of an accelerator pedal (not shown) (that is, the accelerator opening Ta described above). It is also possible to adjust the throttle opening degree without intervention of the driver's intention through the operation control of 609. That is, the throttle valve 608 is configured as a part of an electronically controlled throttle.
- motor generator MG1 is a motor generator that is an example of a “first rotating electrical machine” according to the present invention, and includes a power running function that converts electrical energy into kinetic energy, and a regenerative power that converts kinetic energy into electrical energy. It has a configuration with functions.
- the motor generator MG2 is a motor generator that is an example of a “second rotating electrical machine” according to the present invention. Like the motor generator MG1, the motor generator MG2 converts a power running function that converts electrical energy into kinetic energy, and converts kinetic energy into electrical energy. It has a configuration with a regenerative function.
- the motor generators MG1 and MG2 are configured as, for example, three-phase synchronous motor generators.
- the motor generators MG1 and MG2 include a rotor having a plurality of permanent magnets on the outer peripheral surface, and a stator wound with a three-phase coil that forms a rotating magnetic field.
- a rotor having a plurality of permanent magnets on the outer peripheral surface
- a stator wound with a three-phase coil that forms a rotating magnetic field may have another structure.
- the power split mechanism 800 includes a sun gear S1 as an example of the “first rotating element” according to the present invention provided in the center, and a “third rotation” according to the present invention provided concentrically around the outer periphery of the sun gear S1.
- the ring gear R1 which is an example of the “element”
- a plurality of pinion gears P1 disposed between the sun gear S1 and the ring gear R1 and revolving while rotating on the outer periphery of the sun gear S1, and the rotation shafts of these pinion gears are supported.
- This is a planetary gear mechanism having two rotational degrees of freedom, which is an example of the “differential mechanism” according to the present invention, and the carrier C1 which is an example of the “second rotating element” according to the present invention.
- sun gear S1 is fixed to MG1 output shaft 700 (connected to rotor RT of motor generator MG1), which is the output shaft of motor generator MG1, and the rotational speed thereof is the rotational speed of motor generator MG1.
- This is equivalent to the MG1 rotational speed Nmg1.
- the ring gear R1 is fixed to the drive shaft OS, and the rotation speed thereof is equivalent to the output rotation speed Nout that is the rotation speed of the drive shaft OS.
- the rotor of motor generator MG2 is fixed to drive shaft OS, and output rotation speed Nout and MG2 rotation speed Nmg2 which is the rotation speed of motor generator MG2 are equal.
- the carrier C1 is connected to an input shaft IS connected to the crankshaft 605 of the engine 600, and the rotational speed thereof is equivalent to the engine rotational speed NE of the engine 600.
- the MG1 rotation speed Nmg1 and the MG2 rotation speed Nmg2 are detected at a constant cycle by a rotation sensor such as a resolver, and are sent to the control device 100 at a constant or indefinite cycle.
- the drive shaft OS is a drive shaft SFR and SFL that respectively drive the right front wheel FR and the left front wheel FL that are drive wheels of the hybrid vehicle 1 (that is, these drive shafts are examples of the “axle” according to the present invention). It is connected via a reduction mechanism 900 as a reduction device including various reduction gears such as a differential. Therefore, the motor torque Tmg1 supplied to the drive shaft OS when the motor generator MG2 is powered is transmitted to each drive shaft via the speed reduction mechanism 900 and used as the driving power for the hybrid vehicle 1. On the other hand, the driving force input to drive shaft OS via each drive shaft and speed reduction mechanism 900 during regeneration of motor generator MG2 is used as power for power generation of motor generator MG2.
- the motor torque Tmg1 of the motor generator MG2 is a kind of regenerative torque, and the magnitude thereof correlates with the magnitude of the regenerative power and the magnitude of the braking force (regenerative braking force) applied to the drive wheels via the drive shaft OS.
- the MG2 rotational speed Nmg2 is uniquely related to the vehicle speed V of the hybrid vehicle 1.
- the power split mechanism 800 applies engine torque Te supplied from the engine 600 to the input shaft IS via the crankshaft 605 to the sun gear S1 and the ring gear R1 by the carrier C1 and the pinion gear P1. It is possible to divide the power of the engine 600 into two systems by distributing at a ratio (a ratio according to the gear ratio between the gears). More specifically, when the gear ratio ⁇ as the number of teeth of the sun gear S1 with respect to the number of teeth of the ring gear R1 is defined for easy understanding of the operation of the power split mechanism 800, the engine torque Te is set from the engine 600 to the carrier C1. When applied, the torque Tes appearing on the MG1 output shaft 700 is expressed by the following formula (1), and the engine direct torque Tep appearing on the drive shaft OS is expressed by the following formula (2).
- the differential mechanism according to the present invention includes a plurality of planetary gear mechanisms, and a plurality of rotating elements included in one planetary gear mechanism are appropriately connected to each of a plurality of rotating elements included in another planetary gear mechanism, An integral differential mechanism may be configured.
- the speed reduction mechanism 900 merely reduces the rotational speed of the drive shaft OS according to a preset speed reduction ratio, but the hybrid vehicle 1 includes, for example, a plurality of speed reduction devices separately from this type of speed reduction device.
- a stepped transmission device including a plurality of shift speeds including the clutch mechanism and the brake mechanism as a component may be provided.
- FIG. 18 is an operation alignment chart of the hybrid drive device HB.
- the same reference numerals are given to the same portions as those in FIG. 16, and the description thereof will be omitted as appropriate.
- the vertical axis represents the rotational speed
- the horizontal axis represents the motor generator MG1 (uniquely sun gear S1), engine 600 (uniquely carrier C1), and motor generator MG2 (uniquely) in order from the left.
- the ring gear R1) is represented.
- the power split mechanism 800 is a planetary gear mechanism that exhibits a differential action of two degrees of freedom between rotating elements, and when the rotational speeds of two elements of the sun gear S1, the carrier C1, and the ring gear R1 are determined. The rotational speed of the remaining one rotation element is inevitably determined. That is, on the operation alignment chart, the operation state of each rotating element can be represented by one operation collinear line corresponding to one operation state of the hybrid drive device HB. It should be noted that the points on the operation collinear chart will be represented by operation points mi (i is a natural number) as appropriate. That is, one rotational speed corresponds to one operating point mi.
- the operating point of the motor generator MG2 whose rotational speed is uniquely related to the vehicle speed V is the operating point m1.
- the operating point of motor generator MG1 is operating point m2
- the operating point of engine 600 connected to carrier C1 which is the remaining one rotation element, is operating point m3.
- the operating point of the motor generator MG1 is changed to the operating point m4 and the operating point m5 while maintaining the rotational speed of the drive shaft OS
- the operating point of the engine 600 is changed to the operating point m6 and the operating point m7, respectively. And change.
- the engine 600 can be operated at a desired operating point by using the motor generator MG1 as a rotational speed control device.
- the operating point of the engine 600 (the operating point in this case is defined by the combination of the engine speed NE and the engine torque Te) is basically the optimum fuel consumption operating point at which the fuel consumption rate of the engine 600 is minimized. Controlled.
- the magnitude of the torque Tes that appears according to the engine torque Te and the magnitude thereof are described.
- MG1 is in a regenerative state of positive rotating negative torque. That is, in the hybrid drive device HB, the motor generator MG1 functions as a reaction force element, thereby generating power while supplying a part of the engine torque Te to the drive shaft OS.
- the motor torque Tmg2 is appropriately supplied from the motor generator MG2 to the drive shaft OS.
- FIG. 19 is an operation alignment chart during the power circulation of the hybrid drive device HB.
- the same reference numerals are assigned to the same parts as those in FIG. 18, and the description thereof is omitted as appropriate.
- the operating points of the motor generator MG2 and the engine 200 are illustrated as operating points m1 and m7, respectively, representing a high and low load traveling state in which the driving shaft required torque Tpn can be satisfied only by the high vehicle speed region and the engine direct torque Tep. Suppose there is.
- the operating point of the motor generator MG1 that is uniquely determined is the operating point m5, and the rotation speed (MG1 rotation speed Nmg1) is a value in the negative rotation region.
- motor generator MG1 is a reaction force element for supplying engine direct torque Tep to drive shaft OS, and MG1 torque Tmg1 as its output torque is a negative torque. That is, in such a situation, motor generator MG1 is in a negative rotation negative torque state, and is in a power running state as an operating state.
- FIG. 20 is a diagram illustrating an electrical path during power circulation of the motor drive system 20.
- the same parts as those in FIG. 15 are denoted by the same reference numerals, and the description thereof is omitted as appropriate.
- the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the spirit or idea of the invention that can be read from the claims and the entire specification, and control of the boost converter accompanying such a change.
- the apparatus is also included in the technical scope of the present invention.
- the present invention can be applied to control of a boost converter in a system in which a power supply voltage is boosted by a boost converter to drive a load device.
- SYMBOLS 10 Motor drive system, 100 ... Control apparatus, 110 ... Boost control part, 120 ... Inverter control part, 200 ... Boost converter, 300 ... Inverter, C ... Capacitor, B ... DC power supply, MG, MG1, MG2 ... Motor generator.
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Abstract
Description
(2)昇圧コンバータの耐電圧よりも低圧側の範囲
(3)目標値との偏差が所定値以内となる範囲
(4)目標値に対して所定割合以内となる範囲
(5)目標値と較べて負荷駆動時に生じる損失の増加量が所定値以内となる範囲
(6)目標値と較べて負荷駆動時に生じる損失の増加量が所定割合以内となる範囲
間欠昇圧においては、例えば昇圧制御において出力電圧VHが目標値に達した場合又はある程度の収束誤差を伴って収束した場合に昇圧制御が停止され、例えば検出される出力電圧VHが当該範囲の境界値に達した場合に昇圧制御が再開される。
(2)ある期間における目標値と出力電圧VHとの偏差の最大値
(3)ある期間における出力電圧VHの変化量の最大値
このように間欠昇圧の開始を許可するための条件を設定すれば、例えば、目標値が大きく変化している場合等における間欠昇圧が禁止され、昇圧コンバータの出力電圧VHが乱高下する事態等を防止した上でシステム損失を的確に低減することができる。
以下、図面を参照して、本発明の各種実施形態について説明する。
<実施形態の構成>
始めに、図1を参照し、本実施形態に係るモータ駆動システム10の構成について説明する。ここに、図1は、モータ駆動システム10の構成を概念的に表すシステム構成図である。
次に、本実施形態の動作として、昇圧制御部110により実行される間欠制御処理及び目標値設定処理について説明する。
昇圧コンバータ200は、直流電源Bの電源電圧VBを昇圧する必要がある場合において、先述した昇圧制御により電源電圧VBを昇圧している。昇圧制御においては、昇圧コンバータ200の出力電圧VHが、定常的には目標値VHtgに維持される。例えば、目標値VHtgは、概ね650V程度の値を採り得る。
ここで、図5を参照し、間欠制御処理の詳細について説明する。ここに、図5は、間欠制御処理のフローチャートである。尚、間欠制御処理は、所定周期で繰り返し実行される制御であるとする。
(2)バッテリ電流IBの絶対値が所定値以内であること
(3)モータジェネレータMG又は直流電源Bの出力変化率が所定値以内であること
許可条件(1)における「出力電圧VHが安定している」とは、二つの意味を含む。即ち、一つは、目標値VHtgが一定期間以上不変であること、もう一つは、出力電圧VHが目標値VHtgに収束していることである。ステップS103に係る実際の判断処理は各種考えられる。例えば、後者の意味においては、目標値VHtgと出力電圧VHとの偏差が基準値以下であること、目標値VHtgと出力電圧VHとの偏差が基準値以下である状態が所定時間以上継続していること、一定期間にわたる出力電圧VHの変動の度合いが所定値以下であること等が判断条件とされてもよい。
次に、図6を参照し、間欠制御処理の効果について説明する。ここに、図6は、間欠制御処理の実行過程における、出力電圧VH及び昇圧損失Lcvの一時間推移を例示するタイミングチャートである。
ここで、間欠昇圧の課題について図8を参照して説明する。ここに、図8は、間欠昇圧実行時の出力電圧VHについて説明する図である。尚、これらの図において、既出の各図と重複する箇所には同一の符号を付してその説明を適宜省略することとする。
第1実施形態では、目標値VHtgが決定されると電圧変動許可範囲も先述したオフセット値OFSにより設定される。しかしながら、特定の状況においては、電圧変動許可範囲の設定に注意を払う必要がある。このような事情に鑑みた本発明の第2実施形態について説明する。
第1実施形態における間欠制御処理において、ステップS103の間欠許可条件及びステップS104の間欠継続条件には、バッテリ電流IBに関する条件が含まれる。ここで、図12を参照し、バッテリ電流IBを判断要素とすることの意義について説明する。ここに、図12は、バッテリ電流IBに対する昇圧コンバータ200の損失差分ΔLcvの特性を例示する図である。尚、損失差分ΔLcvとは、昇圧制御の間欠処理がなされない場合、即ち出力電圧VHが目標値VHtgに維持され続けた場合の昇圧損失Lcvに対する差分を意味し、正値を採る場合には損失が悪化し、負値を採る場合には損失が減少することを意味する。
第1乃至第3実施形態では、本発明に係る負荷装置として一のモータジェネレータMGが使用される例を説明したが、負荷装置は複数のモータジェネレータであってもよい。ここでは、負荷装置として二つのモータジェネレータを搭載したハイブリッド車両1における昇圧制御の間欠処理について説明する。
始めに、図14を参照し、本発明の第4実施形態に係るハイブリッド車両1の構成について説明する。ここに、図14は、ハイブリッド車両1の構成を概念的に表してなる概略構成図である。尚、同図において、既出の各図と重複する箇所には同一の符号を付してその説明を適宜省略することとする。
Tep=Te×1/(1+ρ)・・・(2)
尚、本発明に係る「差動機構」に係る実施形態上の構成は、動力分割機構800として例示したものに限定されない。例えば、本発明に係る差動機構は、複数の遊星歯車機構を備え、一の遊星歯車機構に備わる複数の回転要素が、他の遊星歯車機構に備わる複数の回転要素の各々と適宜連結され、一体の差動機構を構成していてもよい。
<動力分割機構800の動作>
本実施形態に係るハイブリッド車両1では、差動機構である動力分割機構800の差動作用により一種の電気的CVT(Continuously Variable Transmission)機能が実現される。ここで、図18を参照し、動力分割機構800の動作について説明する。ここに、図18は、ハイブリッド駆動装置HBの動作共線図である。尚、同図において、図16と重複する箇所には同一の符号を付してその説明を適宜省略することとする。
上記のような基本動作を呈するハイブリッド駆動装置HBにおいては、ハイブリッド車両1が高速小負荷走行を行っている場合等に、動力循環が生じ得る。ここで、図19を参照し、ハイブリッド駆動装置HBにおける動力循環について説明する。ここに、図19は、ハイブリッド駆動装置HBの動力循環時における動作共線図である。尚、同図において、図18と重複する箇所には同一の符号を付してその説明を適宜省略することとする。
Claims (9)
- 電源電圧VBを有する直流電源と、
スイッチング手段を備え、前記スイッチング手段のスイッチング状態の切り替えを含む所定の昇圧制御により前記電源電圧VBを昇圧して負荷装置に出力する昇圧コンバータと、
前記昇圧コンバータの出力電圧VHを検出する電圧検出手段と
を備えた電力供給システムにおいて前記昇圧コンバータを制御する、昇圧コンバータの制御装置であって、
前記直流電源、前記昇圧コンバータ及び前記負荷装置を含む電力供給システムの損失が最小となる前記出力電圧VHの目標値を設定する目標値設定手段と、
前記検出された出力電圧VHに基づいて、前記出力電圧VHが直前の前記昇圧制御の実行時における前記設定された目標値を含む範囲に維持されるように前記昇圧制御の間欠処理を実行する間欠制御手段と、
前記間欠処理の実行期間における前記出力電圧VHの平均値を算出する平均値算出手段と、
前記算出された平均値と前記設定された目標値との偏差が減少するように前記設定された目標値を補正する目標値補正手段と
を具備することを特徴とする昇圧コンバータの制御装置。 - 前記設定又は補正された目標値が大きくなるのに応じて、前記設定又は補正された目標値と前記範囲の上限値との偏差が小さくなるように前記範囲を設定する範囲設定手段を更に具備する
ことを特徴とする請求の範囲第1項に記載の昇圧コンバータの制御装置。 - 前記平均値算出手段は、前記昇圧制御の間欠処理における、相互に連続する前記昇圧制御の実行期間及び停止期間からなる期間に相当する処理を単位間欠処理とした場合に、少なくとも一の前記単位間欠処理における前記検出された出力電圧VHに基づいて前記平均値を算出する
ことを特徴とする請求の範囲第1項に記載の昇圧コンバータの制御装置。 - 前記電力供給システムは、前記直流電源又は前記昇圧コンバータに流れる電流を検出する電流検出手段を更に具備し、
前記昇圧コンバータの制御装置は、
前記一の単位間欠処理における前記昇圧制御の停止期間において前記検出された電流を補正する電流補正手段を更に具備する
ことを特徴とする請求の範囲第3項に記載の昇圧コンバータの制御装置。 - 前記目標値設定手段は、前記平均値算出手段により算出された先回の前記平均値が、(1)前記設定された目標値よりも小さい場合には、前記算出された平均値と前記設定された目標値との偏差以下の値を前記設定された目標値に加算することにより前記設定された目標値を補正し、(2)前記設定された目標値よりも大きい場合には、前記算出された平均値と前記設定された目標値との偏差以下の値を前記設定された目標値から減算することにより前記設定された目標値を補正する
ことを特徴とする請求の範囲第1項に記載の昇圧コンバータの制御装置。 - 前記間欠制御手段は、前記出力電圧VHの変動幅が所定値以内である場合に前記昇圧制御の間欠処理を開始する
ことを特徴とする請求の範囲第1項に記載の昇圧コンバータの制御装置。 - 前記電力供給システムは、車両に搭載される
ことを特徴とする請求の範囲第1項に記載の昇圧コンバータの制御装置。 - 前記車両は、前記車両の動力源として、前記負荷装置となる力行及び回生可能な少なくとも一つの回転電機を備える
ことを特徴とする請求の範囲第7項に記載の昇圧コンバータの制御装置。 - 前記車両は、
内燃機関と、
力行及び回生可能な前記負荷装置となる第1回転電機と、
前記第1回転電機に連結された第1回転要素、前記内燃機関に連結された第2回転要素及び車軸に繋がる駆動軸に連結された第3回転要素を含む相互に差動回転可能な複数の回転要素を備えた差動機構と、
前記駆動軸に連結された、力行及び回生可能な前記負荷装置となる第2回転電機と
を備えたハイブリッド車両であり、
前記間欠制御手段は、前記第1及び第2回転電機のうち一方が力行状態にあり他方が回生状態にある場合において、前記第1及び第2回転電機の電力収支が所定値以内である場合に前記昇圧制御の間欠処理を開始する
ことを特徴とする請求の範囲第8項に記載の昇圧コンバータの制御装置。
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DE112012007126.3T DE112012007126T5 (de) | 2012-11-13 | 2012-11-13 | Aufwärtswandler-Steuerungsvorrichtung |
US14/441,938 US10084379B2 (en) | 2012-11-13 | 2012-11-13 | Boost converter control apparatus |
PCT/JP2012/079349 WO2014076749A1 (ja) | 2012-11-13 | 2012-11-13 | 昇圧コンバータの制御装置 |
CN201280077011.9A CN104782037B (zh) | 2012-11-13 | 2012-11-13 | 升压转换器的控制装置 |
JP2014546749A JP5930064B2 (ja) | 2012-11-13 | 2012-11-13 | 昇圧コンバータの制御装置 |
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JPWO2014076749A1 (ja) | 2016-09-08 |
US10084379B2 (en) | 2018-09-25 |
US20150280565A1 (en) | 2015-10-01 |
DE112012007126T5 (de) | 2015-08-06 |
CN104782037A (zh) | 2015-07-15 |
JP5930064B2 (ja) | 2016-06-08 |
CN104782037B (zh) | 2017-05-03 |
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