JP2007104778A - Vehicle electric motor controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle electric motor controller for following an instruction of the quantity of an operation from an external apparatus, reflecting operative conditions on an AC electric motor and the vehicle electric motor controller, calculating a target operating point within the electric motor controller, informing the external apparatus, guiding the external apparatus into a transition to an operation at the target operating point, and operated so as to autonomously correct the quantity of a control instruction. <P>SOLUTION: A torque instruction τ* is inputted from the external apparatus 24 to a current instruction table 21 and a target operating point calculating means 22. The current instruction table 21 refers to and outputs a d-axis current instruction and a q-axis current instruction. A switching signal is generated by implementing an electric motor control calculation within a control calculating section 20 using the d-axis current instruction and a q-axis current instruction as targets. A target operating point calculating section 22 calculates a target operating point candidate with the maximum total efficiency based on the total efficiency table. An electric motor operating information transmitting means 23 transmits the target operating point and information on it to the external apparatus 24, and guides the external apparatus 24 into the transition to the target operating point. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention provides an in-vehicle motor control device that controls an AC motor mounted on an automobile.

   In a motor control device that controls an AC motor according to a vector control method as a conventional on-vehicle motor control device, the current component in the direction of the rotor magnetic flux vector of the AC motor (hereinafter referred to as the d-axis current component) and the orthogonal to this The current command amount consisting of the current component in the direction (hereinafter referred to as the q-axis current component) is extracted with reference to the current command table prepared in advance based on the output torque command and the rotational speed of the AC motor. Some of the power elements in the power converter perform pulse width modulation (PWM) control so that the current command amount matches the amount of current actually flowing to the AC motor. . (See Patent Document 1)

  The current command table in this conventional device is based on representative values of parameters when the motor control device and the AC motor are in a predetermined operating condition, and the steady-state characteristics are measured in advance or numerically substituted into a characteristic formula. The calculation is made by calculating and determining the current command amount corresponding to each operating point in a mesh form from the obtained steady state characteristics. Here, as specific examples of the above parameters, the winding temperature of the AC motor and the armature resistance value that changes accordingly, the magnet temperature of the rotor portion and the magnitude of the rotor magnetic flux vector that changes accordingly, the power converter There are resistance values of the internal power elements, etc., and the values at steady state at each operating point when the motor control device and the AC motor are in a predetermined operating state are used as representative values of the parameters.

  The input variables of the current command table are the output torque command and the rotational speed of the motor, but further, a plurality of current command tables in which the maximum value of the terminal voltage of the AC motor is changed and the DC input of the power converter is configured. It also has a function of selecting a current command table to be referenced corresponding to the voltage.

  As another conventional in-vehicle motor control device using the same current command table, the current command table is an angle formed by the direction of the rotor magnetic flux vector and the direction of the current command vector instead of the d-axis current component and the q-axis current component. In other words, there is a configuration in which the current phase angle and the current command amplitude are separately configured.

As another example of a conventional vehicle-mounted motor control device, there is one that detects a failure of the component as an abnormality and stops the operation. (See Patent Document 2)
This conventional device applies an electric motor control device to an electric vehicle, and stops the energization of the motor when an abnormality occurs in which the detection signal of the electric motor current (phase current) transmitted to the control unit is interrupted. However, the vehicle is shifted to a state where the vehicle is driven by inertial force.

JP 2000-32799 A (FIGS. 1-8, pages 2-6) JP-A-7-87602 (FIG. 1, pages 2-6)

  In a conventional vehicle-mounted motor control device, the motor and the motor control device operate according to an instruction of the motor operation amount from the external device, and the operating point is determined by the external device. For this reason, when it is desired to operate with the power loss generated in the AC motor and the motor control device reduced as much as possible, it is necessary to store information regarding the operating point for reducing the power loss in the external device. In addition, even when the operating point is selected and set by another method, it is necessary to store information on the characteristics of the AC motor and the motor control device in the external device, and the external device, the AC motor, and the motor control Depending on the combination with the device, the specification of the external device must be switched, which is complicated and hinders cost reduction of the external device.

  In addition, since the operating point of the AC motor and the motor control device is determined by a current command table set in advance based on representative values of each parameter when the motor control device and the AC motor are in a predetermined operating state, Depending on the operating conditions, there may be other operating points that are not appropriate or more appropriate. That is, when the current state of the current command table is used, when the armature resistance value corresponding to the motor winding temperature when the heat generation and cooling of the AC motor and the motor control device at the operating point are balanced is used. When the winding temperature during actual operation is low, the armature resistance value also becomes low, and the copper loss component generated in the armature winding of the AC motor and the terminal voltage of the AC motor are assumed when configuring the table. The value will be lower than the numerical value.

  This indicates that another appropriate operating point may exist depending on the armature resistance value. For this reason, if you want to drive at an appropriate operating point reflecting the actual driving situation, increase the number of tables or use a representative value of each parameter to reduce the number of tables to cope with various parameter fluctuations. It is necessary to take measures such as configuring a table and correcting and using the table reference value according to the value of each parameter.

  In addition, the factors that may cause the operating point at the time of creating the current command table to differ from the operating point at the time of actual operation are due to deterioration of the components of the motor control device in addition to the above-mentioned operating condition variation factors, that is, parameters. Characteristic variation can be mentioned. Here, if the deterioration of the components of the on-vehicle electric motor control device that can bring about a significant decrease in the performance of the automobile system is described in detail, the following (1) to (4) are mentioned as the deterioration.

(1) First, in a power element (power chip) that is a power conversion semiconductor, the power element repeatedly expands and contracts due to heat generated by the operation of the power element and heat dissipation due to the stop. At this time, due to the difference in coefficient of thermal expansion between the power element, which is a semiconductor itself, and the support member that supports the power element, the power element may be cracked, resulting in a partially unusable region and deterioration in characteristics. . Furthermore, cracks may occur in the solder that joins the power elements, which may deteriorate the heat dissipation characteristics and deteriorate the electrical characteristics of the power elements.

(2) As a current detector, a resistor having a known resistance value is inserted into the current path, and the current difference is measured by measuring the potential difference between both ends of the resistance. There is a Hall element method that captures the generated magnetic flux and measures the amount of current based on the amount of magnetic flux, but in the shunt resistance method, comparison is made to avoid fluctuations in characteristics due to heat generated by current flowing through itself. Since a relatively small resistance value is set and a relatively small detection voltage is amplified to obtain a practical current detection signal, fluctuations in the characteristics of electronic components in the interface circuit during the signal amplification process are likely to occur.

On the other hand, in the Hall element system, the Hall voltage generated by the Hall effect when magnetic flux passes through the Hall element is used as a signal representing the amount of current. However, in the case of this Hall element method, since the magnetic flux penetrating the Hall element changes according to the amount of magnetic flux that changes due to the amount of current flowing through the current path, the current can be measured. The amount of penetrating magnetic flux also increases or decreases due to the above factors. Factors other than the amount of current include the relative positional relationship between the Hall element and the current path, and the length of a gap (gap) when the Hall element is inserted in a magnetic collector such as an iron core. The relative positional relationship between the Hall element and the current path is assumed to occur when the mechanical mounting position changes over time due to vibration, etc. The gap length of the current collector is either the current collector itself or the support structure of the current collector It can fluctuate due to the expansion and contraction. In addition, characteristic variations as a current detector can also occur due to electronic component characteristic fluctuations in an interface circuit for amplifying a minute Hall voltage signal to obtain a stable signal.
The deterioration of these current detectors causes a fluctuation in a gain component that is a ratio of the amount of current to the output voltage, an offset component that is an output voltage generated when the current is zero, and the like.

(3) As a temperature detector for detecting the temperature of the power element, a thermistor type in which a thermistor is mounted in the vicinity of the power element, or a thermal diode that forms a PN junction diode in the power element, inside the power element or the like There is a form. In the thermistor type, the temperature of the power element is detected by using the temperature of the thermistor mounting portion as the temperature of the power element, and the resistance value of the thermistor changing depending on the temperature. In this thermistor format, an interface circuit that converts a change in the resistance value of the thermistor into a voltage signal that can be recognized as a temperature is provided. Deterioration as a container can occur.

  The thermal diode type detects the potential difference between the anode and cathode of the diode (diode forward voltage drop) after passing a predetermined current through the diode, and detects the temperature of the power element based on this potential difference. To do. This utilizes the fact that the resistance value of the PN junction of the diode is a function of temperature, so that the temperature can be calculated backward from the amount of forward voltage drop when a predetermined current is passed through the diode. However, when a predetermined current (preferably a constant value) does not flow as expected and has an error, the temperature detection performance changes. In addition, since this diode forward voltage drop is a minute nonlinear voltage signal, an interface circuit that converts it as a voltage signal that can be recognized as temperature will be provided. Deterioration as an element temperature detector may occur.

(4) Examples of the smoothing capacitor include an aluminum electrolytic capacitor and a film capacitor. The function of the smoothing capacitor is to smooth the fluctuation of the DC side power caused by the switching of the power element of the power converter. Current will flow. At this time, the ideal characteristic is that the alternating current has a phase advance of 90 degrees with respect to the alternating voltage, but because the phase of the current is slightly delayed from the ideal phase due to the effect of dielectric aftereffect, the induction loss is reduced. Is generated and power is consumed. This induction loss causes internal heat generation in the smoothing capacitor, which causes deterioration such as deterioration of the electrolyte characteristics, decrease in capacitance, increase in leakage current, and decrease in voltage resistance. The characteristics of the smoothing capacitor also change depending on the equivalent series resistance due to the resistance component of the electrode, the resistance component of the dielectric, and the like. For example, since the electrical characteristics fluctuate due to changes in the resistance value such as the progress of oxidation of the electrodes and aging of the dielectric, the performance as a smoothing capacitor is deteriorated.

  In this way, some of the components that make up the in-vehicle electric motor control device cause a decline in performance that cannot be overlooked as an automobile system due to changes and deteriorations in characteristics over time, etc. There is something.

  Although the conventional device detects that the normal performance can no longer be maintained due to the occurrence of a failure and changes the operating point to limit the operating range, from the viewpoint of preventing significant performance degradation as an automobile system Based on the viewpoint of how much the performance of an automobile equipped with an in-vehicle electric motor control device is not detected, the occurrence of the above-mentioned failure is detected, and the operating point corresponding to this is detected. It was not about driving.

  Therefore, in a conventional apparatus, for example, when an in-vehicle motor control device is applied to a hybrid vehicle that uses both internal combustion engine power and motor power as vehicle power, the actual AC motor is controlled with respect to the specified target motor output target amount. Control to match the output does not function sufficiently due to changes or deterioration of the characteristics of the components that make up the control device, resulting in deterioration in fuel consumption, riding comfort, each component of internal combustion engine exhaust gas, and increase in electromagnetic noise This will cause an increase in noise.

  In addition, when such a conventional motor control device is applied to control of an AC motor that is a hydraulic pump drive source of a power steering device or an electric motor that is a compressor drive source of an on-vehicle air conditioner, the operation of the AC motor The efficiency is lowered and the electric power for obtaining a predetermined amount of power is increased to cause deterioration of fuel consumption, battery consumption, etc., and also secondary to deterioration of each component of exhaust gas.

  As exemplified above, the characteristics of the on-vehicle electric motor control device are changed due to deterioration of its constituent parts even before failure occurs, causing a significant decrease in performance when the control device is viewed as an automobile system. . However, in order to avoid this, suppressing the occurrence of characteristic fluctuations in the components of the in-vehicle electric motor control device is not enough to ensure excessive quality, use expensive materials, increase the number of processes due to the selection of parts, decrease yield, and decrease performance. This leads to an occasional product replacement, which leads to an increase in product cost, which is not preferable.

  For this reason, in order to ensure the performance and quality of the component parts, appropriate costs will be allocated and a certain level will be achieved. It is desirable to change the operating points of the electric motor and the electric motor control device so that the deterioration of the component parts does not proceed further.

Furthermore, when changing the operating point according to the parameter value or the characteristic fluctuation of the components of the in-vehicle motor control device, in order to determine the change of the operating point and to grasp the change destination, It is necessary to calculate by inputting characteristics and the like. Here, when an operation point change determination and a change destination calculation are performed by another control arithmetic device outside the motor control device, a database based on the specifications of the AC motor and the motor control device is held in the external control arithmetic device. Need arises.
In this case, the calculation content in the external control calculation device must be changed according to the specifications of the AC motor or the motor control device. In particular, for AC motors and motor control devices, if a large number of operating points are determined to be changed and a change destination is calculated using a separate control arithmetic device, a large amount of information is handled, and thus high arithmetic processing capability is achieved. There was a problem that the price of the control arithmetic unit became expensive.

  The present invention has been made to solve the problems of the conventional apparatus, and reflects the operation status of the motor and the motor control apparatus at that time while following the operation amount instruction from the external apparatus. It is an object of the present invention to provide an in-vehicle electric motor control device that calculates a target operating point in a control device, notifies an external device, and controls to shift to an operation at the calculated target operating point.

  In addition, the present invention detects a significant decrease in performance as an automobile system due to deterioration of components constituting the in-vehicle electric motor control device, calculates a target operating point based on this, and shifts to the operation at this operating point. An object of the present invention is to provide an in-vehicle electric motor control device that performs control.

  The on-vehicle motor control device according to the present invention includes a DC power source, a power converter that converts DC power supplied from the DC power source into AC power by switching a switching element, and supplies the AC power to an AC motor mounted on an automobile, An in-vehicle motor control device comprising: an electric motor control unit that controls the AC motor by controlling the switching based on a control command from an external device, wherein the electric motor control unit includes the in-vehicle electric motor control device and Based on the operating state of the AC motor, the in-vehicle motor control device and target operating point calculating means for calculating a target operating point of the AC motor, the target operating point calculated by the target operating point calculating means, and the target operation Information on transition to a point is transmitted to the external device, and the external device is guided to output a control command based on the information An electric motor operation information transmission unit that is the Sutchingu signal calculated based on the given control command from said external apparatus having a control arithmetic unit for outputting to the switching element.

  The on-vehicle motor control device according to the present invention may be configured such that the target operating point calculation means sets the target operating point so that any one of the power losses generated in the power converter and the AC motor, or the sum of them is a minimum value. It is configured to calculate.

  Furthermore, the on-vehicle electric motor control device according to the present invention sequentially updates the target operating point under the operating condition according to the control command from the external device, and the target operating point calculation means calculates the target operating point according to the updated target operating point. A control command correction arithmetic unit for correcting the control command to operate the AC motor is provided.

  An in-vehicle motor control device according to the present invention includes a DC power source, a power converter that converts DC power supplied from the DC power source into AC power by switching of a switching element, and supplies the AC power to an AC motor mounted on an automobile. An in-vehicle motor control device comprising: an electric motor control unit that controls the AC motor by controlling the switching based on a control command from an external device, wherein the power converter includes a current flowing through the AC motor A current detector for detecting the amount and a smoothing capacitor for smoothing the output of the DC power supply, wherein the motor control unit uses the vehicle-mounted motor as a criterion for determining whether or not the vehicle causes a predetermined decrease in performance. Degradation determining means for determining deterioration of components of the control device, the on-vehicle motor control device and the inverter based on the deterioration determination result Target operating point calculating means for calculating a target operating point of the electric motor, and information on the target operating point and the transition to the target operating point are transmitted to the external device, and the external device is guided to output a control command based on the information A motor operation information transmission means for performing the calculation based on a control command given from the external device and outputting a switching signal to the switching element.

  Further, the on-vehicle motor control device according to the present invention prevents the progress of deterioration of the component parts starting from the motor operating condition according to the control command from the external device, or reduces the performance of the vehicle. The target operation point is sequentially updated so as to improve both or both, and a control command correction calculation unit that corrects the control command to operate the AC motor according to the updated target operation point is provided. It is composed.

  Furthermore, the on-vehicle motor control device according to the present invention calculates the target operating point based on a mathematical model using electric circuit constants of the power converter and the AC motor, and calculates the target operating point calculating means. The target operating point is updated and output so that the deviation between the target operating point and the specific index value calculated next is within a desired range, and the specific index value includes power loss, power Current, voltage, power, temperature and electromagnetic noise of the converter, current, voltage, power, machine output, torque, rotation speed, temperature and electromagnetic noise of the AC motor, current, voltage, power and temperature of the DC power supply , At least one of them is applied.

  In the in-vehicle motor control device according to the present invention, the target operating point calculation means includes a basic look-up table created using representative operating characteristics of the in-vehicle motor control device and the AC motor, and the electric power of the power converter. The target operating point is calculated based on the first sensitivity look-up table related to the static circuit constant and the second sensitivity look-up table related to the electrical circuit constant of the previous AC motor, and then the current target operating point and then calculated The target operating point is updated and output so that the deviation of the specific index value at the target operating point is within a desired range, and the specific index value includes power loss, current of the power converter, voltage, Power, temperature and electromagnetic noise, AC motor current, voltage, power, machine output, torque, rotation speed, temperature and electromagnetic noise, DC power source current, power Of the power and temperature, which is constituted so as to apply at least any.

  Furthermore, the on-vehicle motor control device according to the present invention includes an electric circuit constant of the power converter and the AC motor, the basic lookup table, the first sensitivity lookup table, and the second sensitivity lookup table. Is appropriately corrected so that the set value becomes more appropriate based on the operation status of the on-vehicle motor control device and the previous AC motor.

  In the on-vehicle motor control device according to the present invention, the power converter includes a DC-DC converter for step-up / step-converting the voltage of the DC power source.

  According to the present invention, in the operation of the on-vehicle motor control device and the AC motor based on the control command from the external device, the operation point autonomously searches for a more appropriate operating point than the current operating point, and the external device is at the same operating point. It is possible to provide an in-vehicle electric motor control device that transmits and guides information so as to output a control command to operate. For this reason, it is not necessary to search for the appropriate operating point on the external device side, and there is an effect that it is not necessary to switch the specifications of the external device in combination with an AC motor or a vehicle-mounted motor control device.

  Further, according to the present invention, the target operation for minimizing the power loss generated in the power converter and the AC motor reflecting the operation status of the on-vehicle motor control device and the AC motor while following the control command from the external device. It is possible to provide an in-vehicle electric motor control device that searches for a point and induces a control command instructed by an external device so that the in-vehicle electric motor control device and the electric motor operate at the target operation point.

  Furthermore, according to the present invention, the target operating point is autonomously calculated in the in-vehicle motor control device while reflecting the operation status of the in-vehicle motor control device and the AC motor while following the control command from the external device. It is possible to provide an in-vehicle electric motor control device that operates at an operating point.

  Furthermore, according to the present invention, a significant performance decrease as an automobile system due to deterioration of components of the in-vehicle electric motor control device is detected, a target operating point is calculated based on the determination result, and in-vehicle electric motor control It is possible to provide a vehicle-mounted motor control device that guides an external device to output a motor control command so that the device and the AC motor operate at the calculated operating point.

  In addition, according to the present invention, a significant performance decrease as an automobile system due to deterioration of the components of the in-vehicle electric motor control device is detected, and this is improved, and the deterioration of the components does not further progress. It is possible to provide a vehicle-mounted motor control device that calculates a target operating point and corrects and controls the control command so as to operate at this operating point. In addition, since it has a function to transmit information about the motor operation amount after correction corrected by updating the target operation point, the correction factor, and the transition of the target operation point to an external device that gives an instruction on the motor operation amount, Since the motor operation amount instruction calculation part of the external device can recognize that the operation amount is corrected, take measures such as changing the motor operation amount instruction calculation process based on the correction of the motor operation amount. It is possible to provide an in-vehicle electric motor control device that can operate in cooperation with each other.

  Furthermore, according to the present invention, the calculation of the target operating point is performed based on a mathematical model using the electric circuit constants of the power converter and the AC motor, thereby adapting to changes in a large number of input variables. Thus, the target operating point can be calculated. Power loss, power converter current, voltage, power, temperature and electromagnetic noise, motor current, voltage, power, machine output, torque, rotation speed, temperature and electromagnetic noise, DC power supply current, voltage, power and temperature As a specific index, the index value generated when the target operating point changes or is updated by setting the deviation of the index value between the current target operating point and the next calculated target operating point to be less than the desired value. It is possible to provide an in-vehicle motor control device capable of autonomously and sequentially updating a target operating point while preventing resonance of a system that uses an adverse effect or change due to a rapid change in the oscillation source.

  Further, according to the present invention, in calculating the target operating point of the AC motor, the power converter is based on the reference value of the basic lookup table created using the representative operating characteristics of the on-vehicle motor control device and the AC motor. Refer to the first sensitivity look-up table that uses the variable as an input variable for fluctuations in the operating conditions related to the electrical circuit constants. By referring to the second sensitivity lookup table and calculating the correction amount for the basic lookup table, the combination of these basic lookup table and sensitivity lookup table can be used to change many input variables. Even without preparing a lookup table with enormous dimensions and data capacity, this can be adapted to the target operating point. It is possible to provide an autonomously sequentially updatable vehicle motor control unit.

  According to the present invention, the electric circuit constants, basic lookup table, first sensitivity lookup table, and second sensitivity lookup table of the power converter and AC motor used for calculating the target operating point are appropriately corrected. Therefore, it is possible to provide an in-vehicle motor control device capable of setting a target operating point in conformity with characteristics unique to the individual power converter and motor. Also, correct the electric circuit constants and look-up table on the assumption that the characteristics after the fluctuation are maintained even if the characteristics of the components of the on-vehicle motor controller change due to deterioration and do not return to the intended state. Thus, a more accurate target operating point can be calculated.

  Furthermore, according to the present invention, the on-vehicle electric motor control device includes a DC-DC converter that converts the voltage of the DC power supply in a step-up / step-down manner, and functions as a pulse amplitude modulation because the voltage of the DC power supply is stepped up / down. Even in the in-vehicle motor control device that controls the used motor, the target operating point is calculated autonomously in the in-vehicle motor control device by reflecting the operation status of the AC motor and the in-vehicle motor control device. It is possible to provide an in-vehicle electric motor control device that operates on the vehicle.

Embodiment 1
FIG. 1 is a block diagram showing an overall configuration of an electric motor control apparatus according to Embodiment 1 of the present invention.
In FIG. 1, a DC power source 3 is connected to a three-phase AC motor 2 via a power converter 4. The AC motor 2 is a synchronous motor and is used as a driving source of the vehicle. The power converter 4 includes a three-phase inverter 6, a smoothing capacitor 7 positioned between the three-phase inverter 6 and the DC power source 3, and power lines U, V, and V for each phase between the three-phase inverter 6 and the AC motor 2. And current detectors 16a, 16b, and 16c arranged in W.

  The three-phase inverter 6 is a unit of a power element formed by connecting transistors 9a, 9b, 9c, 9d, 9e, 9f and flywheel diodes 10a, 10b, 10c, 10d, 10e, 10f in antiparallel. There are six arms, and three arms that are formed by connecting one unit of these power elements two in series. The intermediate points of these arms are connected to the power lines U, V, W of each phase of the AC motor 2, respectively. The three-phase inverter 6 switches the six transistors 9a to 9f to convert DC power into AC power to drive the AC motor 2, or to convert AC power generated by the AC motor 2 into DC power. To brake the AC motor 2.

  The motor control unit 5 includes a control calculation unit 20, a current command table 21, a target operating point calculation unit 22, a motor operation information transmission unit 23, and a DC voltage that is a calculation unit for each input information used for calculation of motor control. Calculation means 25, motor current calculation means 28, and rotation angular velocity calculation means 30 that receives the output of the rotation angle detector 18 provided in the AC motor 2 are provided.

  The control calculation unit 20 performs calculation for motor control such as a well-known vector control method based on the motor operation amount instruction 241 from the external device 24. The control calculation unit 20 generates a switching signal according to the calculation result, applies this switching signal to the gates of the transistors 9a to 9f of the three-phase inverter 6, and makes these transistors conductive or nonconductive at a predetermined timing. . The switching operation of the transistors 9a to 9f controls the AC voltage applied to the power lines U, V, and W of the AC motor 2, that is, the motor terminal voltage, thereby controlling the output of the AC motor 2.

  Information used for calculation of motor control in the control calculation unit 20 is input to the motor control unit 5 as follows. That is, the DC voltage calculating means 25 detects the low potential side voltage N and the high potential side voltage P of the smoothing capacitor 7, calculates the potential difference therebetween, and uses the electric quantity signal corresponding to this potential difference as the DC voltage Vdc. Input to the control device 5. Further, the motor current calculation means 28 controls the motor by using the electric quantity signals corresponding to the U-phase current iu, V-phase current iv, and W-phase current iw of the AC motor 2 detected by the current detectors 16a to 16c as the motor current ia. Input to device 5.

  The rotation angle speed calculation means 30 receives the rotation signal from the rotation angle detector 18 to calculate an electric quantity signal corresponding to the rotation angle θ of the AC motor 2 and rotates from the change amount of the angle per unit time. Electric quantity signals corresponding to the speed ωe are calculated, and the calculated electric quantity signals are input to the motor control device 5 as the motor rotation angle θ and the motor rotation speed ωe. The DC voltage calculating means 25, the motor current calculating means 28, and the rotational angular velocity calculating means 30 are all provided with an interface circuit made up of electronic components that process an electric quantity signal.

  The motor control unit 5 operates as follows. First, a torque command τ * is given from the external device 24 as a motor operation amount instruction to the AC motor 2. The current command table 21 receives the torque command τ * and the motor rotation speed ωe, and outputs a current command including the d-axis current command id0 * and the q-axis current command iq0 * with reference to the table. The d-axis current command id0 * and the q-axis current command iq0 * are directions orthogonal to the current target amount in the rotor magnetic flux vector direction when the control calculation unit 20 calculates current control by the vector control method. Current target amount. That is, the current target amount is set so that torque is output in accordance with the torque command τ * of the motor operation amount instruction.

  The current command table 21 includes a d-axis current command table and a q-axis current command table. These tables are based on representative values when the in-vehicle motor control device 1 and the AC motor 2 are in a predetermined operation state. Thus, it is created by determining the current command amount corresponding to each operating point in a mesh shape from the steady characteristics. In this embodiment, the predetermined operation is an operation for minimizing the total power loss generated in the power converter 4 and the AC motor 2 at each operating point. Further, as the representative values under a predetermined operating condition, the values in the steady state at each operating point are used as parameters such as the armature resistance value, the magnitude of the rotor magnetic flux, and the resistance value of the power element.

  The target operating point calculation means 22 receives the torque command τ *, the motor rotation speed ωe, and the DC voltage Vdc, and is an appropriate operating point for minimizing the total power loss generated in the power converter 4 and the AC motor 2. Is searched from the current command table 21 as a target operating point candidate.

FIG. 2 is an explanatory diagram illustrating an example of a detailed configuration of the target operating point calculation unit 22 of the in-vehicle motor control device according to the first embodiment.
In FIG. 2, the target operating point calculation means 22 is a ratio between the input power to the power converter 4 and the power obtained by subtracting the sum of power losses generated in the power converter 4 and the AC motor 2 from this input power. That is, an overall efficiency table is provided in which the overall efficiency is stored every time the DC voltage Vdc is V1, V2, V3, V4, V5. However, V1 is the lower limit voltage of the operating range of the DC power source 3 during the operation of the in-vehicle motor control device 1 and the AC motor 2, and V5 is the upper limit voltage. V1, V2, V3, V4, and V5 have a relationship of V1 <V2 <V3 <V4 <V5, respectively.

  Each total efficiency table has total efficiency corresponding to each operating point as an element, with the horizontal axis representing the motor rotation speed ωe and the vertical axis representing the output torque τ. The overall efficiency is divided in a range for each predetermined increment. At this time, when the boundaries of the total efficiency division range are connected, the total efficiency table is expressed as a contour map as shown in FIG. In FIG. 2, the total efficiency classification range is divided into a, b, c, d, e, f, and g, and there is a relationship of g <f <e <d <c <b <a.

  The target operating point calculation means 22 selects two adjacent total efficiency tables so as to sandwich the input value from the input value of the DC voltage Vdc. However, if the DC voltage Vdc is V1 or less, select the total efficiency table of Vdc = V1 for both sheets. If the DC voltage Vdc is V5 or more, select the total efficiency table of Vdc = V5 for both sheets. To do. In the selected two total efficiency tables, the target operating point candidates for the following two cases (1) and (2) with respect to the current operating point pc where the motor rotation speed is ωe and the output torque is τ * As such, various information related to this is calculated.

(1) The motor rotation speed ωe ^{* at} the point (point p2 in FIG. 2) on the characteristic line of the same output torque τ * that has the highest overall efficiency and the smallest change from the current motor rotation speed. Total efficiency η *, increase in total efficiency from current operating point pc Δη *
(2) The motor rotation at the midpoint (point pt in FIG. 2) on the characteristic line of the same output (the product of torque τ * and motor rotation speed ωe is constant) and in the region with the highest overall efficiency. Speed ωet, output torque τt, total efficiency ηt, total efficiency increase Δηt from current operating point pc
However, if there are a plurality of regions with the highest overall efficiency, the region closest to the current operating point is selected.
In FIG. 2, the region with the highest overall efficiency on the same output characteristic line is between point pra1 and point pra2, and the intermediate value between the rotational speed ωera1 at point pra1 and the rotational speed ωera2 at point pra2 is the target operating point. Motor rotation speed ωet.

Subsequently, various information related to the target operating point candidates (1) and (2) calculated corresponding to each of the two total efficiency tables selected is interpolated according to the DC voltage value. Now, assuming that the DC voltage value is Vdc_a and V1 <Vdc_a <V2, the various information related to the target operating point candidate corresponding to the above (1) is calculated as follows.
[Compatible with Vdc = V1 total efficiency table]:
Motor rotation speed ωe * _V1, total efficiency η * _V1, increase in total efficiency from current operating point Δη * _V1
[Compatible with Vdc = V2 total efficiency table]:
Motor rotation speed ωe * _V2, total efficiency η * _V2, increase in total efficiency from the current operating point Δη * _V2

Each of these is interpolated according to the following equation.

Note that the target operating point candidate corresponding to the above (2) and related information are also calculated in the same manner as in (Equation 1), (Equation 2), and (Equation 3) by the interpolation calculation, the motor rotation speed ωet_Vdc_a, the output torque τt_Vdc_a, The total efficiency ηt_Vdc_a and the total efficiency increase Δηt_Vdc_a from the current operating point are calculated.
Here, the total efficiency, which is an element of the total efficiency table of Vdc = V1, V2, V3, V4, and V5, is that there is no sudden change or discontinuity between adjacent tables with respect to DC voltage. Assuming If there is an abrupt change or a discontinuous state, an appropriate interpolation operation cannot be performed even in accordance with the above equation, and therefore, the DC voltage Vdc is made finer and the number of total efficiency tables is increased.

The target operating point calculation means 22 calculates and outputs various information related to this as a target operating point candidate in the following case.
(3) The same output torque τ * and the same rotational speed ωe, and the highest overall efficiency among the overall efficiency tables of Vdc = V1, V2, V3, V4, and V5, and from the current DC voltage value Vdc DC voltage Vdc_v, total efficiency ηv at the point where the amount of change in the smallest change amount, increase amount Δηv of total efficiency from the current operating point

  Subsequently, the motor operation information transmission unit 23 outputs the interpolation operation result (ωe * _Vdc_a, ωe * _Vdc_a, and the target operation point candidate corresponding to the above (1) from the target operation point calculation unit 22 and the DC voltage values of related information. (η * _Vdc_a, Δη * _Vdc_a), the target operation point candidate corresponding to (2) above, and the interpolation calculation results (ωet_Vdc_a, τt_Vdc_a, ηt_Vdc_a, Δηt_Vdc_a), (3) The target operation point candidate corresponding to the above and related information (Vdc_v, ηv, Δηv) are input, the information is encoded, the information transmission part is controlled, and the information is transmitted to the external device 24.

  The external device 24 uses the information transmission result transmitted from the motor operation information transmission unit 23 as a setting material for the motor operation amount instruction, and updates the motor operation amount instruction. The notification items from the motor operation information transmission means 23 are (1) the rotational speed at which the overall efficiency is the highest under the same torque and the same DC voltage, and (2) the overall efficiency under the same output and the same DC voltage. The output torque and rotational speed at which is the highest, and (3) the DC voltage with the highest overall efficiency under the same torque and the same rotational speed is recommended as the target operating point candidate. The external device 24 determines, for example, by selecting the transition to any one of the target operation point candidates from the information transmission result, and sets the motor operation amount instruction.

The operation of the control calculation unit 20 is as follows.
That is, the control calculation unit 20 receives the d-axis current command id0 * and the q-axis current command iq0 * and performs control calculation so as to operate according to these current command values. First, using the current values iu, iv, and iw of the AC motor 2 output from the motor current calculation means 28 and the rotation angle θ output from the rotation angle speed calculation means 30, the following equation is obtained. To calculate the actual d-axis current id and q-axis current iq.

Note that the d-axis current id and the q-axis current iq can also be calculated from the balance of the three phases by using two phases in the three phases instead of (Equation 4). For example, it may be calculated by the following equation using the U-phase current iu and the V-phase current iv.

Next, the d-axis current command id0 * and the d-axis current id, the q-axis current command iq0 * and the q-axis current iq are matched to find the deviation, and the proportional-integral (PI) calculation is performed to obtain the d-axis voltage command Vd *, q Calculate shaft voltage command Vq *. Furthermore, the interference component that the q-axis current has on the d-axis voltage command is calculated and compensated by the following equation.

ただし、Ldは自己インダクタンスのd軸成分、Lqは自己インダクタンスのq軸成分、Φは回転子磁束による電機子巻線の鎖交磁束であり、交流電動機2の特性によって定まる定数である。ωeは回転角度速度算出手段３０が出力する電動機回転速度である。 Also, the interference component that the d-axis current has on the q-axis voltage command and the speed electromotive force component due to the rotor magnetic flux are calculated and compensated by the following equation.

Here, Ld is a d-axis component of self-inductance, Lq is a q-axis component of self-inductance, and Φ is an interlinkage magnetic flux of the armature winding by the rotor magnetic flux, which is a constant determined by the characteristics of the AC motor 2. ωe is the motor rotation speed output by the rotation angle speed calculation means 30.

Next, using the corrected d-axis voltage command Vd * ', q-axis voltage command Vq *' and rotation angle θ, the terminal voltage command Va * (U-phase Vu *, V-phase Vv *, W phase Vw *) is calculated.

  Next, each phase terminal voltage command Vu *, Vv *, Vw * is divided by (DC voltage Vdc) / 2 and normalized. The value after normalization coincides with the rotational frequency of the AC motor 2 and changes in a sine wave shape. Here, the maximum value after normalization is the modulation rate. These standardized voltage command values and carrier waves with a predetermined frequency (= switching frequency) with an amplitude of 1 are compared in magnitude, and a switching signal is generated by pulse width modulation expressed by the magnitude relationship. The transistors 9a to 9f in the inverter 6 are switched.

  As described above, according to the in-vehicle motor control device according to the first embodiment, the input power to the power converter 4 with respect to the input power to the power converter 4 while following the operation amount instruction from the external device 24. The power ratio obtained by subtracting the sum of the generated power loss in the AC motor 2, that is, the operating point that maximizes the total efficiency is calculated as a target operating point candidate, and information is transmitted to the external device 24 that issues the motor operating amount instruction. Since it did in this way, the said external apparatus 24 does not need to hold | maintain the detailed data regarding the electric power loss of the vehicle-mounted motor control apparatus 1 and the AC motor 2, and target operation | movement which the vehicle-mounted motor control apparatus 1 calculates autonomously The motor operation amount instruction is set with reference to the point candidate, and the vehicle-mounted motor control device 1 and the AC motor 2 can be operated at a more appropriate operating point.

In calculating the target operating point candidates, a table having the total efficiency as an element is used. However, a table having the total sum of generated power losses as an element may be used instead of the total efficiency.
Further, the target operation point candidate and the calculation method thereof may be different from the method exemplified above.

Embodiment 2
FIG. 3 is a block diagram showing the overall configuration of the electric motor control apparatus according to Embodiment 2 of the present invention.
3, the same reference numerals as those in FIG. 1 denote the same or corresponding parts, and in the following description, the description of the same parts as those in the first embodiment will be omitted as appropriate.
In FIG. 3, a step-up / step-down DC-DC converter 8 is connected to the DC power supply 3 side of the power converter 4, and the output voltage of the DC power supply 3 is boosted or reduced with respect to the three-phase inverter 6 in the power converter 4. Apply after step-down conversion. The step-up / step-down DC-DC converter 8 includes a transistor 13a and a flywheel diode 14a connected in antiparallel and a transistor 13b and a flywheel diode 14b connected in antiparallel as a unit of power element. These two power elements are connected in series.

  A capacitor 11 is connected in parallel and a choke coil 12 is connected in series between the DC power supply 3 and the power element. The terminal voltage on the DC power source 3 side of the step-up / step-down DC-DC converter 8 and the three-phase inverter 6 side through the series body of power elements composed of the antiparallel connection bodies of the transistors 13a and 13b and the flywheel diodes 14a and 14b, respectively. The step-up / step-down ratio, which is a ratio to the terminal voltage, is adjusted by switching between conduction and non-conduction of the transistors 13a and 13b.

  Moreover, the voltage (motor terminal voltage) applied to the power lines U, V, and W of the AC motor 2 by switching control of the transistors 9a to 9f of the three-phase inverter 6 connected to the AC motor 2 side of the power converter 4 Is controlled to convert DC power and AC power to each other to drive or brake the AC motor 2.

  A control calculation unit 20 is provided in the motor control unit 5. Calculation for controlling the step-up / step-down ratio of the step-up / step-down DC-DC converter 8 in the control calculation unit 20 and motor control such as a known vector control method are performed. The switching signal for controlling the transistors 13a and 13b of the step-up / step-down DC-DC converter 8 and the transistors 9a to 9f of the three-phase inverter 6 is generated.

  In addition to the above, the power converter 4 is on the low potential side power path between the step-up / step-down DC-DC converter 8 and the three-phase inverter 6 closer to the DC power source 3 than the low potential side terminal N of the smoothing capacitor 7. A DC bus current detector 15 is disposed in the circuit. The three-phase inverter 6 is provided with thermal diodes 17a, 17b, and 17c for detecting the temperature of the power element.

  Further, the motor control unit 5 includes, in addition to the components described in the first embodiment as calculation means for each input information used for the motor control calculation, each power element according to a signal from the thermal diodes 17a, 17b, 17c. Power element temperature calculating means 27a, 27b, and 27c for calculating the temperature of the electric motor winding temperature calculating means 29, DC bus current calculating means 31, and constant current circuits 26a, 26b, and 26c described later.

Each input information used for the motor control calculation is calculated as follows.
First, a predetermined current is supplied to each of the thermal diodes 17a, 17b, and 17c from the corresponding constant current circuits 26a, 26b, and 26c, and the forward voltage Vf at this time is detected. Based on the change of the forward voltage Vf depending on the temperature of the PN junction of the diode, the power element temperature is calculated by the power element temperature calculating means 27a, 27b, 27c.

  The DC bus current idc is output as a current value from the DC bus current calculating means 31 that receives the electric quantity signal detected by the DC bus current detector 15. The motor winding temperature Tmtcoil is converted into a temperature amount signal by a resistance voltage dividing circuit in the motor winding temperature calculation means 29 based on the resistance value temperature change characteristic of the thermistor 19 attached to the AC motor 2 and calculated as a temperature value. The Each of these calculation means includes an interface circuit composed of an electronic circuit that processes an electric quantity signal, like the other calculation means.

The operation of the motor control unit 5 is as follows.
First, as in the case of the first embodiment, the current command table 21 receives the torque command τ * and the motor rotation speed ωe given as the motor operation amount instruction from the external device 24, and refers to the held table. Outputs d-axis current command id0 * and q-axis current command iq0 *. The target operating point calculation means 22 inputs the d-axis current command id0 * and the q-axis current command iq0 * output from the current command table 21.

FIG. 4 is a block diagram showing a detailed configuration of the target operating point calculation means 22 in the second embodiment.
In FIG. 4, the target operating point calculation unit 22 includes a power converter loss calculator 40, an electric motor loss calculator 41, an adder 42, a control command correction calculation unit 43, and a power factor calculation unit 44.
In the second embodiment, the target operating point is to minimize the sum of power losses (= total power loss) generated in the in-vehicle motor controller 1 and the AC motor 2, and the target operating point calculation means 22 An operating point with a smaller total power loss with respect to the operating point is sequentially searched and updated and set as an operating point target. Here, in order to search for an operating point with a small total power loss, the total power loss at the current operating point is estimated.

  The estimation of the power loss is performed by the power converter loss calculator 40 and the motor loss calculator 41 for each of the loss of the three-phase inverter 6 in the power converter 4 and the loss of the AC motor 2. The power converter loss calculator 40 includes a transistor loss calculator 401, a flywheel diode loss calculator 402, and an adder 403. The transistor loss calculation unit 401 uses the steady-state on-loss characteristics and switching (turn-on, turn-off) loss characteristics of the transistors 9a to 9f of the three-phase inverter 6 to set the value at the current operating point as a variable in the characteristic formula. Substitute and calculate transistor loss.

  First, the steady-state on-loss is based on the electrical characteristics, the effective value ia of the motor current, the power factor, the saturation voltage Vce (sat) between the collector (C) and the emitter (E) when the transistor is turned on and the current flows, the transistor It is a function of the on-duty and is calculated using this functional equation (model). The saturation voltage Vce (sat) is roughly determined by the motor current ia depending on how the transistor semiconductor is designed, but it is a function of the on-resistance value of the transistor and is an amount that varies with the transistor temperature. is there. Therefore, the power element temperature Tj is input and the steady on-loss is calculated in accordance with the change in the on-resistance. In addition, the motor current ia flows through the corresponding transistor part and the flywheel diode part in the relative power element that is connected in series and constitutes the same arm, and it is the load that determines how much current is shared. It varies depending on the power factor of a certain AC motor 2. As a result, the on-duty of the transistor also changes, so that the power factor is calculated by the power factor calculating means 44 and used for calculating the steady on loss.

Here, the relationship between the motor current ia and the d-axis current id and the q-axis current iq is expressed by the following equation.

  The power factor calculation means 44 controls the phase of the motor current ia calculated using the d-axis current command id *, the q-axis current command iq *, which will be described later, and the rotation angle θ output from the rotation angle speed calculation means 30, and control. Based on the difference from the phase of the motor terminal voltage command Va * calculated by the calculation unit 20, the cosine value is taken to calculate and output the power factor.

  Next, switching loss is divided into turn-on loss and turn-off loss.The transistor passing current (motor current ia) vs. transistor turn-on current (motor current ia) is determined by how the semiconductor design of the transistor is performed. ) It can be obtained from the loss per switching and the number of switchings per unit time according to the turn-off loss characteristic line. Therefore, the d-axis current command id *, the q-axis current command iq * and the switching frequency are input to calculate the switching loss.

  The flywheel diode loss calculation unit 402 uses the steady loss characteristics and reverse recovery loss characteristics of the flywheel diodes 10a to 10f, and substitutes the value at the current operating point into the variable in the characteristic formula, so that the flywheel diode Calculate the loss of the part.

  The steady loss of the flywheel diodes 10a to 10f is, as in the transistor, the effective value ia of the motor current, the power factor, the forward voltage drop Vf when the forward current flows through the flywheel diode, It becomes a function of the conduction duty and is calculated using this functional equation (model). The forward voltage drop Vf is roughly a characteristic of the motor current ia depending on how the flywheel diode semiconductor is designed, but is a function of the forward resistance value that varies with the temperature of the semiconductor junction. .

  Therefore, the power element temperature Tj is input and the calculation characteristic of the forward voltage drop Vf is adjusted in accordance with the change in the forward resistance. In addition, the conduction duty is a sharing rate for sharing the motor current ia between the transistor part and the flywheel diode part, and the power factor calculation result output from the power factor calculation means 44 is applied because it varies depending on the power factor of the motor. To do. The steady loss of the flywheel diodes 10a to 10f is calculated from these input values.

  Next, the reverse recovery loss is the loss per unit of switching according to the diode passing current (motor current ia) vs. reverse recovery loss characteristic line determined by how the flywheel diode semiconductor design is performed, and per unit time. The number of times of switching can be obtained. The reverse recovery loss is calculated by inputting the d-axis current command id *, the q-axis current command iq * and the switching frequency into the reverse recovery loss model.

  With the above operation, the transistor loss calculation unit 401 calculates the loss of the transistors 9a to 9f composed of the steady-on loss and the switching loss, and the flywheel diode loss calculation unit 402 calculates the flywheel diode 10a to the steady loss and the reverse recovery loss. A loss of 10f is calculated. The adder 403 adds the power losses of both the above and obtains the power loss generated in the three-phase inverter 6 portion in the power converter 4.

Further, the electric power loss calculator 41 calculates the electric power loss generated in the AC electric motor 2. The motor loss calculator 41 includes a copper loss calculator 411, an iron loss calculator 412, a harmonic loss correction amount calculator 413, and an adder 414.
The copper loss calculation unit 411 calculates the copper loss (= Joule loss) generated by the resistance of the current path of the AC motor 2 when the current ia flows through the AC motor 2. The characteristic of copper loss is expressed as a function of the motor current ia and the resistance component of the current path. Most of the resistance component of the current path is occupied by the resistance component of the armature winding of the motor, and the resistance of the armature winding has a characteristic of increasing with a temperature rise.

  On the other hand, for example, the armature winding resistance value at a predetermined temperature such as room temperature 25 ° C. is measured in advance, and this is used as a reference value, and the resistance value of the armature winding is estimated using the motor winding temperature during actual operation. can do. Therefore, the copper current is calculated with high accuracy by inputting the motor current ia and the motor winding temperature Tmtcoil calculated by (Equation 9) from the d-axis current command id * and the q-axis current command iq *.

  Next, the iron loss calculation unit 412 calculates the iron loss including the eddy current loss of the AC motor 2. The iron loss is a function of the motor current ia and the motor rotation speed ωe, and the iron loss calculation unit 412 inputs these and applies them to a characteristic calculation formula unique to the AC motor 2 to calculate the iron loss.

  Further, the harmonic loss correction amount calculation unit 413 calculates a loss generated by the current of the harmonic component flowing in the AC motor 2. The harmonic component current is a current component that flows by applying a frequency component higher than the fundamental wave component of the frequency that matches the rotation frequency in the voltage applied to the motor terminal, and the torque output by the AC motor 2 is as follows. Does not contribute effectively. For this reason, since the power due to the harmonic component current is a loss, it is included in the motor current ia and the motor terminal applied voltage so as to correct the power loss caused by the harmonic component in the estimation of the power loss occurring in the AC motor 2. The harmonic loss correction amount is calculated based on the modulation factor MR that is a factor that affects the number of harmonic components that are generated.

  As described above, the copper loss is calculated by the copper loss calculation unit 411, the iron loss is calculated by the iron loss calculation unit 412, and the loss due to the harmonic component is calculated by the harmonic loss correction amount calculation unit 413. These are added by the adder 414 and calculated as a power loss generated in the AC motor 2.

  As described above, the power loss generated in the three-phase inverter 6 at the current operating point is output from the power converter loss calculator 40, the power loss generated in the AC motor 2 is output from the motor loss calculator 41, and these outputs Are added by the adder 42 and estimated as a total power loss.

  Next, the control command correction calculation unit 43 includes a d-axis current command id0 * output from the current command table 21, a q-axis current command iq0 *, a motor terminal voltage command Va * calculated by the control calculation unit 20, and an adder. The total power loss output from 42 is input, the current command and the DC voltage command are corrected in a direction to reduce the total power loss, the target operating point is updated and output.

The control command correction calculation unit 43 includes a delay unit 431, a subtractor 432, a d-axis current command corrector 433, a q-axis current command corrector 434, and a DC voltage command corrector 435.
The total power loss is transmitted to the delay unit 431 and the subtractor 432. The delay unit 431 performs a process of delaying the information transmission of the total power loss by the update unit time when updating the target operating point in discrete time, and the output is the total power loss at the time of updating the target operating point in the previous cycle. It is. The subtractor 432 subtracts the total power loss of the previous cycle from the current total power loss, and uses this as the amount of change in the total power loss, and d-axis current command corrector 433, q-axis current command corrector 434, DC voltage command correction. To the device 435.

FIG. 5 is a block diagram showing a detailed configuration of the d-axis current command corrector 433. The d-axis current command corrector 433 includes a dead zone calculator 441, a correction coefficient table 442, a coefficient unit 443, an integrator 444, and an adder 445. The operation of the d-axis current command corrector 433 is as follows.
First, the dead band calculator 441 inputs the total power loss change amount output from the subtractor 432, and removes and outputs a minute change near zero. Using this output, the correction coefficient table 442 refers to the table to obtain the correction coefficient.

  Subsequently, the total power loss change amount after passing through the dead zone calculator 441 and the correction coefficient are multiplied by the coefficient unit 443 and input to the integrator 444. The integrator 444 accumulates and outputs the input, and the output and the d-axis current command id0 * are added by the adder 445 to become a corrected d-axis current command id *. That is, an integration controller including a coefficient unit 443 and an integrator 444 calculates a d-axis current command correction amount in a direction to reduce the total power loss, and corrects the d-axis current command id0 * output from the current command table 21. Works like this.

  FIG. 6 is a block diagram showing a detailed configuration of the q-axis current command corrector 434. The q-axis current command corrector 434 includes a dead zone calculator 451, a correction coefficient table 452, a coefficient unit 453, an integrator 454, and an adder 455. These components are similar to those of the d-axis current command corrector 433 and operate in the same role. That is, the integral controller composed of the coefficient unit 453 and the integrator 454 calculates the q-axis current command correction amount in the direction to reduce the total power loss, and the adder 455 outputs the correction amount and the current command table 21. Q-axis current command iq0 * to be added and output as corrected q-axis current command iq *.

  FIG. 7 is a block diagram showing a detailed configuration of the DC voltage command corrector 435. The DC voltage command corrector 435 includes a dead zone calculator 461, a correction coefficient table 462, a coefficient unit 463, an integrator 464, an adder 465, and a target DC voltage calculator 466, and the operation is as follows.

但し、Tcは、スイッチング周波数の逆数であるスイッチング周期であり、Tdは、トランジスタのスイッチングタイミングにディレイとして設ける短絡防止期間であり、三相インバータ６の二つのパワー素子の直列接続体であるアームにおいて内包する二つのトランジスタが、同時にオン状態となって貫通電流が流れてしまうのを防止するためのものである。(式10)のように直流電圧指令を設定することで、車載用電動機制御装置１は、変調率MRが凡そ1となるように、昇降圧DCーDCコンバータ８、三相インバータ６を動作させることとなる。 First, based on the motor terminal voltage command Va *, the target DC voltage calculation unit 466 converts the motor terminal voltage command Va * into a DC voltage target amount (= DC) between the step-up / step-down DC-DC converter 8 and the three-phase inverter 6. Convert to voltage command Vdc0 *) and output. In this conversion, the DC voltage command Vdc0 * is set according to the following equation while setting the output voltage of the DC power supply 3 as the lower limit set value.

However, Tc is a switching cycle which is the reciprocal of the switching frequency, Td is a short-circuit prevention period provided as a delay in the switching timing of the transistor, and in an arm which is a series connection body of two power elements of the three-phase inverter 6 This is to prevent two transistors included therein from being simultaneously turned on and causing a through current to flow. By setting the DC voltage command as in (Equation 10), the in-vehicle electric motor control device 1 operates the step-up / step-down DC-DC converter 8 and the three-phase inverter 6 so that the modulation factor MR is about 1. It will be.

Next, the dead zone calculator 461 inputs the total power loss change amount, removes a minute change near zero, and further uses this to refer to the correction coefficient table 462 to obtain a correction coefficient. Subsequently, the total power loss change amount after passing through the dead band calculator 461 and the correction coefficient output from the correction coefficient table 462 are multiplied by the coefficient unit 463 and input to the integrator 464. The integrator 464 accumulates and outputs the input, and the output and the DC voltage command Vdc0 * output from the target DC voltage calculation unit 466 are added by the adder 465 to obtain a corrected DC voltage command Vdc *.
That is, the integral controller composed of the coefficient unit 463 and the integrator 464 calculates a correction amount in the direction of reducing the total power loss, and operates to correct the DC voltage command.

  Through the above operation procedure, the control command correction calculation unit 43 performs a calculation to minimize the total power loss, and corrects and outputs the d-axis current command, the q-axis current command, and the DC voltage command. Correcting these command values corresponds to updating the target operating point. That is, the total power loss occurring in the current operation state is estimated by the power converter loss calculator 40 and the motor loss calculator 41 shown in FIG. 4, and the total power loss is minimized by the control command correction calculation unit 43. Thus, the operation is performed so as to sequentially update the target operation point.

  In FIG. 3, the control calculation unit 20 inputs the above-described corrected d-axis current command id *, q-axis current command iq *, and DC voltage command Vdc *, and performs control calculation to operate according to these target values. Do. As for the control of the DC voltage, the command value Vdc * and the actual value Vdc output from the DC voltage calculation means 25 are compared and compared, and the result of the proportional (P) calculation or proportional integration (PI) calculation is compared with the carrier wave. A switching signal is generated by PWM at the switching frequency or a size comparison using a hysteresis comparator which is a comparator having a dead band, and the switching operation of the transistors 13a and 13b in the step-up / step-down DC-DC converter 8 is performed by this switching signal. .

  For the control of the d-axis current and the q-axis current, calculation is performed in the same manner as in the first embodiment to generate a switching signal, and the transistors 9a to 9f in the three-phase inverter 6 are switched by this switching signal. Let

  As described above, according to the in-vehicle motor control device according to the second embodiment, the power loss generated in the three-phase inverter 6 of the power converter 4 and the electric motor can be determined according to the operation amount instruction from the external device 24. The total sum of the generated power losses is calculated according to the operating condition, and the d-axis current command id *, the q-axis current command iq *, and the DC voltage command Vdc * are corrected in a direction that minimizes the total power loss. This is to autonomously calculate and update the target operating point at that point in time for the on-vehicle motor control device 1 and the AC motor 2, and perform loss minimization and maximum efficiency operation more accurately than the conventional method. be able to.

  It should be noted that the power converter loss calculator 40 also estimates the generated losses of the transistors 13a and 13b and the flywheel diodes 14a and 14b so as to include the generated power loss in the step-up / step-down DC-DC converter 8 as an object of loss minimization. You can do it. In addition, any one of the power loss generated in the power converter 4 and the power loss generated in the AC motor 2 or a design change may be made as appropriate so as to minimize a specific loss.

Embodiment 3
FIG. 8 is a block diagram showing the overall configuration of the motor control apparatus according to Embodiment 3 of the present invention.
In FIG. 8, the same reference numerals as those in FIGS. 1 and 3 denote the same or corresponding parts. Since these parts have the same role and operation, description thereof will be omitted as appropriate.
In FIG. 8, the electric motor control unit 5 includes a deterioration determination means 32. The power converter 4 also includes a smoothing capacitor information processing means 33 for processing information from the smoothing capacitor 7 and power element information for detecting information of each power element of the step-up / step-down DC-DC converter 8 and the three-phase inverter 6. Detectors 34a to 34h, power element information processing means 35 for processing information from these power element information detectors 34a to 34h, a smoothing capacitor current detector 36, and a thermistor 37 are provided.

  In the third embodiment, the deterioration determination means 32 determines deterioration of the components of the in-vehicle electric motor control device 1 based on whether or not the vehicle on which the in-vehicle electric motor control device 1 is mounted causes a predetermined performance degradation. The target operating point is calculated by the target operating point calculation means 22 so that the in-vehicle motor control device 1 and the AC motor 2 operate in order to determine and prevent further deterioration from progressing and to improve the performance degradation of the automobile. The current command is corrected and output.

  Here, in the components constituting the in-vehicle electric motor control device 1, a transistor that is not abnormal or malfunctioned but can cause significant performance degradation when viewed as an automobile system as well as the electric motor control device 1 alone is a transistor. 9a-9f, 13a, 13b, and flywheel diodes 10a-10f, 14a, 14b power element, smoothing capacitor 7, current detectors 16a-16c, motor current calculation means 28, thermal diodes 17a-17c, constant current There is a characteristic variation of each of the circuits 26a to 26c and the power element temperature calculation means 27a to 27c.

These characteristic fluctuations and the resulting performance degradation as an automobile system are exemplified as follows.
[Deterioration of power element]
As power element deterioration, specifically, power chip cracking and cracks in the solder that joins the power chip cause a partially unusable area in the power chip, increasing the on-resistance of the power chip, and the deterioration of the power Dissimilar electrical characteristics between the chip and undegraded power chip, the balance of the electricity supply path is lost, or the amount of heat generation increases due to an increase in on-resistance, exceeding the allowable values for heat dissipation and cooling performance, causing deterioration There is a performance deterioration such that the degree of progress is accelerated. Due to the deterioration of these power elements, the motor does not rotate smoothly and the output torque fluctuates, and the overcurrent protection that detects this at the time of a large current and interrupts the switching of the power chip is an error from the preset value. Problem that the motor output limiting operation for overheat protection frequently occurs due to local temperature rise and the continuous operation as originally designed cannot be satisfied.

[Degradation of smoothing capacitor]
Specific examples of the deterioration of the smoothing capacitor include a decrease in electrostatic capacity and a decrease in withstand voltage performance. Due to the deterioration of the smoothing capacitor, the smoothing ability is reduced, the DC voltage and current ripple are increased, the stability of the motor control is impaired, the electromagnetic noise in the DC side power supply path is increased, that is, the electromagnetic interference ( EMI) deterioration, and the DC power supply itself is deteriorated due to voltage and current ripples being transmitted to the DC power supply such as a battery. In addition, a decrease in withstand voltage performance results in a decrease in margin for dielectric breakdown. Generally, the DC operating voltage (system voltage) of the power converter is set in advance so as to allow for a margin in anticipation of a decrease in withstand voltage performance, but the margin setting depends on a trade-off relationship with the volume and cost of the device. Therefore, it is desirable to reduce the margin as much as possible.

[Deterioration of current detector]
As the deterioration of the current detector, specifically, the fluctuation of the relative position with the current path due to the change in the mechanical mounting position of the Hall element due to vibration, the current collector itself or the support structure of the current collector Fluctuations in the air gap length of the magnetic collector due to expansion and contraction, and fluctuations in the characteristics of electronic components in the interface circuit during the signal amplification process.
Due to the deterioration of these current detectors, fluctuations in the gain component, which is the ratio of the current amount to the output voltage, and the offset component, which is the output voltage generated when the current is zero, occur. The current detector plays an important role in the control performance of the motor.The balance of the operation is lost due to fluctuations in the gain component and offset component, resulting in output torque fluctuations. Overcurrent protection that interrupts the switching of the power chip is frequently detected, and the actual motor output does not match the predetermined motor output target amount.

[Deterioration of power element temperature detector]
Specific examples of deterioration of the power element temperature detector include fluctuations in characteristics of interface circuit components.
Degradation of the power element temperature detector causes an error in the temperature detection result. When the temperature detection result is output higher than the actual power element temperature, the motor output limit operation for overheat protection frequently occurs. There arises a problem that the continuous operation as originally designed cannot be satisfied. On the other hand, when the temperature detection result is output lower than the actual power element temperature, the protection operation is not performed even if the power element temperature at which the overheat protection is supposed to operate is reached, and the power element deteriorates. Or in some cases it can lead to destruction. In addition, when the power element ON resistance is calculated by referring to a table based on the power element temperature detection result and applied to high-precision motor control, the control accuracy deteriorates due to an error in the temperature detection result. It becomes.

Next, description will be given of specific operations for determining deterioration of components of the in-vehicle electric motor control device 1, calculating target operation points, and updating settings.
Deterioration of the components of the vehicle motor control device 1 is determined by the deterioration determination means 32. FIG. 9 is a block diagram showing a detailed configuration of the deterioration determining means 32. The deterioration determination unit 32 includes a deterioration determination reference table 321, a power element deterioration determination unit 322, a smoothing capacitor deterioration determination unit 323, a current detector deterioration determination unit 324, and a power element temperature detector deterioration determination unit 325.

  The determinations by the degradation determination units 322 to 325 are performed by the power element information output by the power element information processing unit 35, the smoothing capacitor information output by the smoothing capacitor information processing unit 33, and the DC bus current calculation unit 31. This is performed based on signals corresponding to the DC bus current, the motor current output by the motor current calculation means 28, and the power element temperature output by the power element temperature calculation means 27a to 27c.

  Here, the power element information refers to the potential difference between terminals of the power elements composed of the anti-parallel connection bodies of the transistors 9a to 9f, 13a, and 13b and the flywheel diodes 10a to 10f, 14a, and 14b, and the power chip passage. It means current flow. This power element information is detected by the power element information detectors 34 a to 34 h provided in the power converter 4 for each power element, and is transmitted to the power element information processing means 35 in the motor control unit 5 to be processed.

  The smoothing capacitor information is the amount of current passing through the smoothing capacitor detected by the smoothing capacitor current detector 36, the smoothing capacitor temperature detected by the thermistor 37, and the DC bus current detector 15. Information. The smoothing capacitor information from the smoothing capacitor current detector 36 and the thermistor 37 is processed by the smoothing capacitor information processing means 33, and the information detected by the DC bus current calculation means 31 is converted to DC by the DC bus current calculation means 31. Calculated as bus current idc.

The determination in each of the deterioration determination units 322 to 325 is performed based on the deterioration determination criterion set in the deterioration determination criterion table 321.
FIG. 10 is a diagram illustrating a configuration example of the deterioration determination criterion table 321. Degradation criteria are: power elements composed of the respective transistors 9a to 9f, 13a and 13b and flywheel diodes 10a to 10f, 14a and 14b, smoothing capacitors 7, motor current detectors 16a to 16c, and power elements. Whether or not the vehicle on which the on-vehicle electric motor control device 1 is mounted causes predetermined performance deterioration as a system for each component of the temperature detectors 27a to 27c and for each deterioration determination type of each component. Set based on.

  Next, a power element composed of the transistors 9a to 9f, 13a and 13b and the flywheel diodes 10a to 10f, 14a and 14b, a smoothing capacitor 7, motor current detectors 16a to 16c, and power element temperature detectors 27a to 27c. A method for determining deterioration of each component will be described.

[Power element deterioration judgment]
The deterioration determination by the power element deterioration determination unit 322 is performed as follows. First, the power element information detectors 34a to 34h detect the collector-emitter voltage Vce, the gate-emitter voltage Vge, and the collector current shunt Ics of the transistors 9a to 9f, 13a, and 13b constituting the power element, respectively. The information is input to the power element deterioration determination unit 322 via the information processing means 35.

  FIG. 11 is a waveform diagram schematically showing operation waveforms when a transistor is switched on and off by a switching signal. (A) is a switching signal, (b) is a gate-emitter voltage Vge, (c ) Indicates the collector-emitter voltage Vce, and (d) indicates the waveform of the collector current Ic. In both cases, the horizontal axis is a common time axis.

  When the power element is deteriorated, the deterioration is caused by an increase in the collector-emitter saturation voltage Vce (sat) when the transistors 9a to 9f, 13a, and 13b are turned on, and a turn-on time that is an index of the switching reaction time of the power element. It appears as a phenomenon of an increase in (ton) and an increase in turn-off time (toff). The turn-on time (ton) is the time from the time when the gate-emitter voltage Vge reaches 10% of the maximum amplitude during the switch-on operation until the collector-emitter voltage Vce reaches 10% of the initial switch-on transition voltage. is there. The turn-off time (toff) is from the time when the gate-emitter voltage Vge reaches 90% of the maximum amplitude during the switch-off operation until the collector current Ic attenuates and reaches 10% of the initial switch-off transition amount. It's time.

From these things, the deterioration determination can be performed by the following method.
The collector-emitter saturation voltage Vce (sat) at the point of time after the switching signal transitions to the ON operation or after the maximum amplitude of the gate-emitter voltage Vge has been reached (the time that the transistor will be on). Compare with the criterion value [Ref_Vce (sat)].
The gate-emitter voltage Vge rises by the switch-on operation, and the collector-emitter voltage Vce when a predetermined time (turn-on rated time) has elapsed from the zero crossing time is compared with the determination reference value [Ref_Vce (ton)].
The collector current shunt Ics is compared with the determination reference value [Ref_Ics (toff)] when a predetermined time (turn-off rated time) has elapsed since the gate-emitter voltage Vge starts to decay due to the switch-off operation.

  As described above, the power element deterioration determination unit 322 determines the deterioration of the power element based on the collector-emitter voltage Vce, the gate-emitter voltage Vge, the collector current shunt Ics, and the switching signal, and outputs the determination result.

[Smoothing capacitor deterioration judgment]
The deterioration determination by the smoothing capacitor deterioration determination unit 323 is performed as follows.
First, using the signal from the smoothing capacitor current detector 36 shown in FIG. 8, the smoothing capacitor information processing means 33 outputs the smoothing capacitor passing current amount ic_rpl, and uses the signal from the DC bus current detector 15. A DC bus current amount idc is detected from the DC bus current calculation means 31. Further, the temperature tem_C of the smoothing capacitor 7 is detected from the smoothing capacitor information processing means 33 using the signal from the thermistor 37.

  FIG. 12A is a block diagram illustrating a detailed configuration of the smoothing capacitor deterioration determining unit 323. As shown in this figure, the smoothing capacitor deterioration determining unit 323 includes an effective value calculator 501, a low-pass filter (LPF) 502, an amplitude ratio calculator 503, a correction gain table 504, a coefficient unit 505, and a comparator 506. It is configured.

  First, the effective value calculator 501 receives the smoothing capacitor passing current amount idc_rpl and calculates its effective value. Further, the low-pass filter 502 receives the DC bus current amount idc, and filters and outputs the low-frequency band component. Subsequently, the amplitude ratio calculator 503 inputs the smoothing capacitor passing current amount effective value from the effective value calculator 501 and the low frequency region component of the DC bus current amount from the low pass filter 502, and compares the ratio. Is calculated.

  Further, the correction gain table 504 shown in FIG. 12A receives the smoothing capacitor temperature tem_C and outputs the correction gain by referring to the table. The coefficient unit 505 multiplies the output of the amplitude ratio calculator 503 and the correction gain from the correction gain table 504 and outputs the result. Next, the comparator 506 compares the magnitude relationship between the output of the coefficient unit 505 and the smoothing capacitor deterioration determination reference value to determine deterioration, and the smoothing capacitor deterioration determination reference value is output from the coefficient unit 505. If it is smaller, it is determined to be in a deteriorated state. That is, after the ratio of the DC bus current amount and the ripple current amount of the smoothing capacitor 7 is corrected by the temperature of the smoothing capacitor, the deterioration determination is performed in comparison with the smoothing capacitor deterioration determination reference value.

  FIG. 12B is a block diagram showing a detailed configuration of the smoothing capacitor deterioration determining unit 323 in another aspect. By the subtractor 507, the above-described RMS calculator 501, and the low-pass filter 502, FIG. A configured ripple extractor 508 is provided. Other elements that have the same function as the block shown in FIG. 12A are denoted by the same reference numerals.

  First, the low-pass filter 502 of the ripple extractor 508 inputs the DC bus current amount idc, filters the low-frequency region component, and outputs it. The subtractor 507 subtracts a low frequency region component included in the DC bus current amount from the DC bus current amount idc to obtain a DC bus current ripple component. The effective value calculator 501 inputs this DC bus current ripple component and calculates its effective value. Subsequently, the amplitude ratio calculator 503 inputs the DC bus current ripple component effective value and the low frequency region component of the DC bus current amount, and calculates the ratio.

  The correction gain table 504 receives the smoothing capacitor temperature tem_C and outputs a correction gain by referring to the table. Hereinafter, the operations of the coefficient unit 505 and the comparator 506 are the same as those in the case of FIG. In the example of FIG. 12B, after the ratio of the low frequency region component and the ripple component of the DC bus current amount is corrected by the temperature of the smoothing capacitor, the deterioration determination is performed in comparison with the deterioration determination reference value.

As described above, the smoothing capacitor deterioration determining unit 323 determines the deterioration of the smoothing capacitor 7 based on the smoothing capacitor passing current amount, the DC bus current amount, and the smoothing capacitor temperature, and outputs the determination result.
It should be noted that other known methods may be used as a method for determining deterioration of the smoothing capacitor 7, and the method for determining deterioration in the present invention is not limited to the method described above.

[Current detector deterioration judgment]
The deterioration determination by the current detector deterioration determination unit 324 (FIG. 9) is performed based on the following principle, for example.
Utilization of balance of AC motor winding electrical characteristics (1) The electrical characteristics of motor multiphase windings are balanced (resistance, self-inductance, and mutual inductance components are the same in each phase), and equivalent to any phase When an amplitude current flows, the deterioration determination is performed based on whether or not the amplitude of each phase current amount detection value from the current detectors 16a to 16c is equal. If the switching signal is a rectangular wave one-pulse switching method or all off (full-wave rectification state in which current flows only through the flywheel diodes 10a to 10f), a stable balanced current flows, so that the accuracy of deterioration determination is increased.

(2) Simultaneous detection of a plurality of current detectors in a single current path When the AC motor 2 has a low rotation speed and a small speed electromotive force (such as when stopped), the current detectors 16a to 16c are provided in a single path. The switching of the power elements is combined so that one current flows, the same amount of current is detected by a plurality of current detectors, and deterioration is determined based on the difference between the detected values.
For example, when the three-phase AC motor 2 is controlled by the three-phase inverter 6, the U-phase high potential (P) side transistor 9 a and the V-phase low potential (N ) Side transistor 9d is switched on, and other transistors 9b, 9c, 9e, 9f are switched off, the current passes through transistor 9a from the high potential (P) side and passes through the U-phase winding of the three-phase AC motor. Flows in the direction, flows out of the V-phase winding in the negative direction, and returns to the low potential (N) side through the transistor 9d. At this time, the current detectors 16a and 16b detect the same amount of current having different polarities. Therefore, if there is a difference in the detection result at this time, a characteristic variation occurs in any of the current detectors. By appropriately changing the switching combination of the power elements, it is possible to check the characteristic fluctuations of these current detectors in detail.

  In the case of (1) above, deterioration determination is performed by comparing the equivalence of the amplitude of each phase detection current with a predetermined reference value, and in the case of (2), between each phase current detection value by a combination of switching. The deterioration is determined by comparing with a predetermined reference value based on the difference. Here, the predetermined reference value corresponds to a variation allowable value between the current detectors 16a to 16c, but if the electrical constant (resistance, inductance, induced voltage constant) of the winding of the AC motor 2 is known, the current detector 16a. It is also possible to calculate the characteristic variation of ˜16c as a physical absolute quantity, and it is also possible to determine the deterioration by comparing the reference value with the physical absolute quantity and the characteristics of the individual current detectors 16a-16c. As described above, the current detector deterioration determination unit 324 performs deterioration determination and outputs a determination result.

[Power element temperature detector deterioration judgment]
The deterioration determination by the power element temperature detector deterioration determination unit 325 (FIG. 9) is performed as follows, for example.
(1) The difference (variation) in detection results between the power element temperature detectors when the in-vehicle electric motor control device 1 is sufficiently dissipated and the temperature of the power element becomes equivalent to the ambient temperature is compared with a reference value.
(2) Compare the difference (variation) in the detection results between the power element temperature detectors when the switching frequency between the power elements and the amount of passing current are balanced during operation in a multiphase equilibrium state. .
(3) The detection result change characteristic of the power element temperature detector from a predetermined reference time (for example, power element switching start time) is compared with a predetermined power element heat dissipation characteristic table, and the difference is compared with the reference value. To do.

  The determination reference value in the cases of (1) and (2) above corresponds to a variation allowable value between power element temperature detectors, but it is determined by majority of detected values from a plurality of power element temperature detectors or other statistical methods. It is also possible to calculate the difference between the detection results as an error from the physical (true) temperature. For this reason, it is also possible to determine by setting a temperature error as the deterioration determination reference value. As described above, the power element temperature detector deterioration determination unit 325 performs deterioration determination and outputs a determination result.

  The deterioration determination of the components of the vehicle-mounted motor control device 1 is performed by the operation as described above. Here, the deterioration determination criterion, which is each element of the deterioration determination criterion table 321 shown in FIG. 10, is determined in accordance with the performance degradation level of the automobile system. For example, when the vehicle-mounted motor control device 1 and the AC motor 2 are applied to a hybrid vehicle, if the components of the vehicle-mounted motor control device 1 deteriorate and characteristic fluctuations occur, the cooperation between the internal combustion engine, the motor, and the transmission is lost. Result in significant performance degradation. Examples of reduced performance include fuel consumption, torque fluctuation, riding comfort, each component of exhaust gas from internal combustion engine, electromagnetic noise, noise, and the like.

  Moreover, introduction of a hybrid vehicle may be promoted by focusing on the fact that, depending on the region of use, exhaust gas and fuel consumption satisfy a predetermined level defined by laws and policy targets. For this reason, when the above-mentioned significant performance degradation occurs, it is important to detect this state to prevent and improve further performance degradation. For example, when considering a case where a deterioration criterion is set to keep the output torque fluctuation within a predetermined range with respect to performance degradation related to ride comfort, the output torque is related to the gain fluctuation of the motor current detector that is a factor causing the output torque fluctuation. A variation value corresponding to the boundary of the variation allowable range can be obtained, and this gain variation value can be set as a deterioration determination criterion.

Next, the operation of sequentially updating the target operating point so as to improve the performance degradation of the automobile system at the time of deterioration determination in the third embodiment will be described.
FIG. 13 is a block diagram showing a detailed configuration of the target operating point calculation means 22 that calculates the target operating point and corrects the control command value when determining the deterioration of the smoothing capacitor 7.
The target operating point calculation unit 22 shown in FIG. 13 includes a control command correction calculation unit 43, a power factor calculation unit 44, a smoothing capacitor ripple current-power factor characteristic table 51, and a subtractor 52. The control command correction calculation unit 43 includes coefficient units 53 and 54, integrators 55 and 56, and adders 57 and 58.

  When the capacitance is reduced due to the deterioration of the smoothing capacitor 7, the smoothing ability is lowered, the DC voltage and current ripple are increased, and the performance is deteriorated such that electromagnetic interference (EMI) is deteriorated. In order to avoid this, when determining the deterioration of the smoothing capacitor 7, a target operating point is set so that the DC voltage and current ripple are within a predetermined range, and the current operating point is shifted to the target operating point. Correct the control command value. The correction of the control command value is performed by focusing on operating the power factor of the operating point.

  FIG. 14 is a diagram for explaining the characteristics of the passing current of the smoothing capacitor 7 with respect to the power factor. In FIGS. 14A to 14D, the horizontal axis is a common time axis and is detected by the smoothing capacitor current detector 36 when the same motor current ia flows at the same modulation rate. The smoothing capacitor passing current idc_rpl and its average value are illustrated. 14A is a waveform at power factor = + 1.0, FIG. 14B is a waveform at power factor = + 0.8, FIG. 14C is a waveform at power factor = + 0.6, and FIG. The waveform at rate = + 0.4 is shown. As is apparent from these figures, as the power factor decreases, the average value of the smoothing capacitor passing current also decreases.

  The fact that the power factor decreases means that the d-axis component (current component in the direction of the rotor magnetic flux vector) increases in the current flowing through the motor, and the q-axis component (current component in the direction orthogonal to the rotor magnetic flux vector). Corresponds to the movement of decreasing, and since the q-axis current decreases, the output torque of the motor decreases. Since the electric power input to the electric motor is reduced due to the output torque reduction, the average value of the smoothing capacitor passing current is also lowered. Looking at the waveform of the smoothing capacitor passing current with the average value as the median value, it can be seen that the amount of current displacement from the average value varies depending on the power factor, that is, the effective value of the ripple current varies. From the above, it is possible to adjust the DC ripple current amount by manipulating the power factor even with the same modulation factor and the same motor current amount.

Based on these, the target operating point calculation means 22 shown in FIG. 13 operates as follows.
First, the power factor calculation unit 44 calculates the phase of the motor current ia calculated using the d-axis current command id *, the q-axis current command iq * and the rotation angle θ and the motor terminal voltage command calculated by the control calculation unit 20. From the difference from the phase of Va *, take the cosine value of this to calculate and output the power factor.

  The smoothing capacitor ripple current-power factor characteristic table 51 includes a ripple current allowable amount set in advance in association with electromagnetic interference performance (EMI), a d-axis current command id *, a q-axis current command iq *, and a modulation. Enter the rate MR. The table uses the power factor on the horizontal axis and the modulation factor on the vertical axis, and the ripple current of the smoothing capacitor generated with respect to the standard value of the motor current effective value ia in the capacitance when it is determined that the deterioration has occurred. As a mesh. The normalization factor is calculated for ia calculated by (Equation 9) from the d-axis current command id * and the q-axis current command iq *, and the ripple current of the smoothing capacitor stored in the table is multiplied by the normalization factor. This is the ripple current of the smoothing capacitor at the current operating point.

  In the smoothing capacitor ripple current-power factor characteristic table 51, the modulation factor MR with the vertical axis value input, and the ripple current tolerance divided by the above normalization factor are used as reference values. The lower point is scanned in the power factor direction on the horizontal axis, and the power factor at this point is output as the target power factor. Subsequently, the subtractor 52 subtracts the power factor output from the power factor calculation means 44 from the target power factor and outputs a deviation from the target power factor.

  The deviation from the target power factor is input to the control command correction calculation unit 43 and multiplied by coefficients by coefficient units 53 and 54, respectively. The integrator 55 accumulates the deviation from the target power factor multiplied by the coefficient by the coefficient unit 53 and sets the result as the d-axis current command correction amount. Similarly, the integrator 56 accumulates a deviation from the target power factor multiplied by the coefficient by the coefficient unit 54 and sets the result as the q-axis current command correction amount. That is, the coefficient unit 53 and the integrator 55 operate as an integration controller related to the d-axis current command, and the coefficient unit 54 and the integrator 56 operate as an integration controller related to the q-axis current command. However, the integrators 55 and 56 perform an integration operation only when determining the deterioration of the smoothing capacitor. When no deterioration occurs, the integrators 55 and 56 always maintain the integration value at zero so that each current command correction amount becomes zero. To.

  Next, the adder 57 adds the d-axis current command id0 * and the d-axis current command correction amount output from the integrator 55, and outputs the corrected d-axis current command id * from the control command correction calculation unit 43. The Similarly, the adder 58 adds the q-axis current command iq0 * and the q-axis current command correction amount output from the integrator 56, and outputs the result as a corrected q-axis current command iq *.

  In the control calculation unit 20 of FIG. 8, the same as in the first and second embodiments according to the corrected d-axis current command id * and the corrected q-axis current command iq * output from the target operating point calculation means 22. A motor control calculation is performed according to the procedure, and a switching signal is generated. In addition, the motor operation information transmission unit 23 includes deterioration information from the deterioration determination unit 32, a power factor at the current operation point from the target operation point calculation unit 22, a target power factor, a corrected d-axis current command id *, and a corrected value. The q-axis current command iq * is input, the corrected torque command is calculated from the current command, the information is encoded, the information transmission part is controlled, and the information is transmitted to the external device 24.

  As described above, according to the in-vehicle electric motor control apparatus according to the third embodiment, a significant decrease in performance as an automobile system due to deterioration of the components of the in-vehicle electric motor control apparatus 1 is detected, and this performance is detected. A target operating point is set autonomously so as to improve the decrease and prevent further progress of deterioration, and control is performed so that the AC motor 2 and the on-vehicle motor control device 1 operate at the target operating point.

In the third embodiment, the degradation determination method for the power element, the smoothing capacitor, the current detector, and the power element temperature detector is exemplified, but the degradation determination method in each degradation determination unit is limited to these. It is not a thing. For example, even if non-degrading characteristics (normative characteristics) are matched with actual characteristics using a mathematical model that represents the operational characteristics of each element, the deviation of the characteristics is compared with the degradation criterion value to determine degradation Good.
Furthermore, in the third embodiment, the target operating point calculation and the control command correction calculation are exemplified with respect to the deterioration of the capacitance of the smoothing capacitor. However, the target deterioration is not limited to this, and other deterioration phenomena are appropriately selected. The target operating point calculation and the control command correction calculation may be combined.

Embodiment 4
FIG. 15 is a block diagram showing a detailed configuration of the target operating point calculation means 22 of the in-vehicle electric motor control apparatus according to the fourth embodiment.
The overall configuration of the system of the apparatus according to the fourth embodiment is the same as the overall configuration of the system according to the second embodiment shown in FIG. 3 except that the target operating point calculation means 22 is as shown in FIG. Therefore, in the following description, with reference to FIG. 3 and FIG. 15, portions different in configuration and operation will be mainly described.

As shown in FIG. 15, the target operating point calculation means 22 in FIG. 3 is the same as the control command correction calculation section 43, the specific index change amount calculation section 61, the subtractor 62, and the transistor loss calculation section. 401.
In this fourth embodiment, the target operating point calculation means 22 sequentially sets the target operating points by reducing the switching frequency and reducing the transistor loss when the transistor loss in the power converter 4 exceeds a predetermined allowable amount. An update operation is performed, and the power loss generated in the power converter 4 and the AC motor 2 is used as an index value. When the target operating point is updated, the change amount of the index value falls within a desired range. Operates to limit the update width.

  The specific index change amount calculation unit 61 is a block that calculates a power loss generated in the power converter 4 and the AC motor 2 as the index value and outputs a change amount for each update cycle of the target operating point. It comprises a loss calculator 40, a motor loss calculator 41, an adder 42, a power factor calculation means 44, a delay unit 431, a subtractor 432, and a coefficient unit 611.

  As the operation, first, the d-axis current command id *, the q-axis current command iq *, the rotation angle θ, and the motor terminal voltage command Va * are input to the power factor calculation means 44 to calculate the power factor. Next, the switching frequency, power element temperature Tj, d-axis current command id *, q-axis current command iq *, and power factor are input to the power converter loss calculator 40 and generated by the three-phase inverter 6 in the power converter 4. Calculate and output power loss. In addition, the motor current ia, the motor winding temperature Tmtcoil, the motor rotation speed ωe, the switching frequency, and the modulation factor MR calculated by the above (Equation 9) are input to the motor loss calculator 41, and the electric power generated in the AC motor 2 Calculate and output the loss. The power converter loss and the motor loss are added by the adder 42 and output as a total power loss.

  Subsequently, the subtractor 432 subtracts the total power loss at the time of updating the target operating point in the previous cycle that has passed through the delay unit 431 from the total power loss to obtain a change amount of the total power loss. The specific index change amount calculation unit 61 outputs the result.

  The transistor loss calculation unit 401 inputs the d-axis current command id *, the q-axis current command iq *, the switching frequency, the power element temperature Tj, and the power factor, and the power loss in the transistor 9 including the steady ON loss and the switching loss. Is calculated and output. Next, the subtractor 62 subtracts the calculated power loss from the allowable power loss of the transistor 9 and outputs the result to the control command correction calculation unit 43.

Next, the subtraction result of the subtractor 62 is input to the control command correction calculation unit 43. The control command correction calculation unit 43 includes a switching frequency setting table 63 and a change amount limiter 64.
The change amount limiter 64 includes a subtracter 641, a variable limiter 642, an adder 643, and a delay unit 644.

  The switching frequency setting table 63 receives the subtraction result of the subtractor 62, and outputs the target amount of the corresponding switching frequency from the stored characteristic data with reference to the table. When the allowable amount is larger than the calculated power loss value of the transistor at the current operating point and the power loss has a margin, the switching frequency setting table 63 operates while maintaining a predetermined switching frequency. When the calculated loss value exceeds the allowable amount, characteristic data of the switching frequency is stored so that the switching frequency is lowered according to the excess amount.

  Subsequently, the subtractor 641 subtracts the switching frequency in the previous target operating point update period that has passed through the delay unit 644 from the target amount of the switching frequency, and outputs the result as the amount of change in the switching frequency. Further, the variable limiter 642 receives the change amount of the switching frequency, limits the upper and lower limit values, and outputs it. Here, the upper and lower limit values that are the limit boundaries are adjusted by the output of the specific index change amount calculation unit 61.

  Next, the adder 643 adds the amount of change in the switching frequency that has passed through the variable limiter 642 and the upper and lower limits are limited, and the switching frequency in the previous target operating point update period output from the delay unit 644, and after correction Is output from the control command correction calculation unit 43. Here, the change amount limiter 64 operates to limit the change amount of the switching frequency as the name indicates, and the change in the index value output by the specific index change amount calculation unit 61 indicates the upper and lower limit values that are the limit boundaries. Adjust according to the degree.

  Although not shown in FIG. 15, the d-axis current command id0 * and the q-axis current command iq0 * output from the current command table 21 shown in FIG. Instead, it is transmitted to the control calculation unit 20 as it is. The control calculation unit 20 performs motor control calculation according to these current command amounts. At this time, the frequency of the carrier wave used when generating the switching signal by the pulse width modulation is set to the corrected switching frequency output from the control command correction calculation unit 43 (FIG. 15), and the operation is performed according to the target operating point.

  As described above, according to the vehicle-mounted motor control device according to the fourth embodiment, the power loss generated in the power converter 4 and the AC motor 2 is used as an index value, and the index value is updated every target operating point update cycle. The switching frequency, which is a parameter of the target operating point, can be sequentially updated and set while limiting the amount of change so that the deviation (= the amount of change in the index value) falls within a desired range.

  In the fourth embodiment, the specific index value is the power loss generated in the power converter 4 and the AC motor 2, and the setting parameter for calculating the target operating point is the switching frequency. These index values and target operating point calculation parameters are not limited to these. Further, a specific implementation form of the present invention is not limited to the one shown in the fourth embodiment.

Embodiment 5
FIG. 16 is a block diagram illustrating a detailed configuration of the specific index change amount calculation unit 61 in the in-vehicle electric motor control apparatus according to the fifth embodiment.
Since the fifth embodiment is the same as the target operating point calculation unit 22 according to the fourth embodiment shown in FIG. 15 except that the specific index change amount calculation unit 61 is shown in FIG. Hereafter, the part from which operation | movement differs is demonstrated.

  In FIG. 16, the specific index change amount calculation unit 61 includes a power factor calculation unit 44, a basic lookup table 621, a first sensitivity lookup table 622, a second sensitivity lookup table 623, a power converter loss correction synthesis unit 631, The motor loss correction combining unit 632, adders 633 and 634, a delay unit 431, a subtracter 432, and a coefficient unit 611 are included.

  The specific index change amount calculation unit 61 in the fifth embodiment is generated in the power converter 4 in the same manner as the specific index change amount calculation means 61 in the target operating point calculation means 22 according to the fourth embodiment shown in FIG. The power loss generated and the power loss generated in the AC motor 2 are calculated and added to obtain the total power loss. The deviation of the total power loss for each target operating point update cycle, that is, the change amount of the total power loss is multiplied by a coefficient. Operates to output.

Hereinafter, the detailed operation of the specific index change amount calculation unit 61 will be described.
First, the motor current ia obtained from the d-axis current id and the q-axis current iq is input to the basic lookup table 621 in accordance with the motor rotation speed ωe and (Equation 9). The basic look-up table 621 is used to calculate the power loss generated in the power converter 4 and the AC motor 2 in a steady state based on the representative values when the on-vehicle motor control device 1 and the AC motor 2 are in a predetermined operation state. The total power loss, that is, the total power loss is measured and calculated in advance, and the motor power rotational speed ωe and the motor current ia are used as coordinate axes to have the total power loss as an element for each corresponding operating point. The basic lookup table 621 searches and outputs the total power loss at the operating point corresponding to the input motor rotation speed ωe and the motor current ia with reference to the table.

Next, regarding the power loss occurring in the power converter 4, the total power loss, which is an element of the basic look-up table 621, is measured, and the operating state of the power converter 4 at the time of calculation and the operating state in the current operating state The error component of the total power loss from the basic lookup table 621 caused by the difference is calculated by the first sensitivity lookup table 622.
The first sensitivity lookup table 622 includes a power element temperature sensitivity table 624, a power converter unit switching frequency sensitivity table 625, and a power factor sensitivity table 626.

  The power element temperature sensitivity table 624 is a basic look-up table showing the values of the switching frequency and the power factor among the power loss of the power converter unit expressed by a function of the motor current ia, the power element temperature Tj, the switching frequency, and the power factor. The power loss amount of the power converter section when the power element temperature is changed with respect to the power loss amount of the power converter section when the motor current ia is set as an input variable equal to a predetermined representative value at the time of creation of 621 The change rate, i.e., sensitivity is stored.

  The power element temperature sensitivity table 624 receives the motor current ia and the power element temperature Tj, and the total power generated by the difference between the power element temperature at the time of creating the basic lookup table 621 and the current power element temperature in the motor current ia. Calculate the loss estimation error.

  Similarly, the power converter unit switching frequency sensitivity table 625 is a sensitivity related to the switching frequency of the power loss amount of the power converter unit when the power element temperature Tj, the power factor are constant values, and the motor current ia is an input variable. And an estimation error of the total power loss caused by the difference between the switching frequency when the basic lookup table 621 is created and the current switching frequency is calculated.

  Further, the power factor sensitivity table 626 stores the sensitivity related to the power factor of the power loss amount of the power converter unit when the power element temperature and the switching frequency are constant values and the motor current ia is an input variable. The estimation error of the total power loss caused by the difference between the power factor at the time of creating the basic lookup table 621 and the current power factor is calculated.

  As described above, when the motor element current ia, the power element temperature Tj, the switching frequency, and the power factor calculated and output by the power factor calculation unit 44 are input to the first sensitivity lookup table 622, the power element temperature sensitivity table 624 An estimation error for the total power loss output from the basic lookup table 621 related to the power element temperature Tj is output, and the total power output from the basic lookup table 621 related to the switching frequency is output from the power converter unit switching frequency sensitivity table 625. An estimation error for the loss is output, and an estimation error for the total power loss output from the basic lookup table 621 related to the power factor is output from the power factor sensitivity table 625, respectively. Subsequently, the power converter loss correction combining unit 631 adds these power loss estimation errors after weighting, respectively, and outputs the result as a power loss estimation correction amount of the power converter portion with respect to the total power loss from the basic lookup table 621. To do.

Next, regarding the power loss that occurs in the AC motor 2, the total power loss that is an element of the basic lookup table 621 is measured, and the difference between the operating state of the AC motor 2 at the time of calculation and the operating state in the current operating state The error component of the total power loss from the resulting basic lookup table 621 is calculated by the second sensitivity lookup table 623.
The second sensitivity lookup table 623 includes a motor unit switching frequency sensitivity table 627, a motor winding temperature sensitivity table 628, and a modulation factor sensitivity table 629.

  The motor part switching frequency sensitivity table 627 includes an electric motor winding temperature Tmtcoil, out of electric power loss of the electric motor part expressed by a function of the electric motor current ia, the electric motor rotation speed ωe, the switching frequency, the electric motor winding temperature Tmtcoil, and the modulation factor MR. The switching frequency varies with the motor unit power loss when the modulation factor MR is made equal to a predetermined representative value when the basic lookup table 621 is created and the motor current ia and the motor rotation speed ωe are input variables. The sensitivity, which is the change rate of the electric power loss amount of the motor unit when it is performed, is stored.

  The motor unit switching frequency sensitivity table 627 receives the motor current ia, the motor rotation speed ωe, and the switching frequency, and based on the motor current ia and the motor rotation speed ωe, the switching frequency at the time of creating the basic lookup table 621 The estimation error of the total power loss caused by different current switching frequencies is calculated.

  Similarly, the motor winding temperature sensitivity table 628 relates to the motor winding temperature of the motor part power loss when the switching frequency and the modulation factor MR are constant values, and the motor current ia and the motor rotation speed ωe are input variables. The sensitivity is stored, and an estimation error of the total power loss caused by the difference between the motor winding temperature at the time of creating the basic lookup table 621 and the current motor winding temperature is calculated.

  Further, the modulation rate sensitivity table 629 stores sensitivity related to the modulation rate MR of the motor unit power loss when the switching frequency and the motor winding temperature Tmtcoil are constant values, and the motor current ia and the motor rotation speed ωe are input variables. Thus, the estimation error of the total power loss caused by the difference between the modulation rate at the time of creating the basic lookup table 621 and the current modulation rate is calculated.

  As described above, when the motor current ia, the motor rotation speed ωe, the switching frequency, the motor winding temperature Tmtcoil, and the modulation factor MR are input to the second sensitivity lookup table 623, the switching frequency is converted from the motor unit switching frequency sensitivity table 627. An estimation error for the total power loss output from the related basic lookup table 621 is output, and an estimation error for the total power loss output from the basic lookup table 621 related to the motor winding temperature is output from the motor winding temperature sensitivity table 628. The estimated error for the total power loss output from the basic lookup table 621 related to the modulation rate is output from the modulation rate sensitivity table 629. Subsequently, the motor loss correction combining unit 632 adds each of these power loss estimation errors after weighting, and outputs the sum as a power loss estimation correction amount for the motor portion with respect to the total power loss from the basic lookup table 621.

  Next, the output of the power converter loss correction combining unit 631 and the output of the motor loss correction combining unit 632 are added together by an adder 633 to obtain a total power loss correction amount. Further, the adder 634 corrects the total power loss output from the basic lookup table 621 by adding the total power loss correction amount from the adder 633 to calculate the total power loss in the current operation state. Subsequently, the subtractor 432 subtracts the total power loss at the time of updating the target operating point in the previous cycle that has passed through the delay unit 432 from the total power loss to obtain a change amount of the total power loss. Further, the coefficient unit 611 The change amount of the total power loss is multiplied by a coefficient and output. The output of the coefficient unit 611 becomes the output of the specific index change amount calculation unit 61.

  The function of the specific index change amount calculation unit 61 according to the fifth embodiment described above is the same as the function of the specific index change amount calculation unit 61 in the fourth embodiment shown in FIG. The upper and lower limit values, which are the limiting boundaries of the variable limiter 642, are adjusted using the output of the specific index change amount calculation unit 61. As a result, the power loss generated in the power converter 4 and the AC motor 2 is updated every target operating point update cycle. The switching frequency, which is a parameter of the target operating point, is sequentially updated and set while limiting the amount of change so that the deviation falls within a desired range.

Embodiment 6
In Embodiment 6, the electric circuit constants of the power converter 4 and the AC motor 2 used by the power converter loss calculator 40 and the motor loss calculator 41 in FIG. The setting value is appropriately corrected based on the operation status of the above so as to be more appropriate.

  In the power converter loss calculator 40 and the motor loss calculator 41, the power loss is calculated using a characteristic formula to which a predetermined predetermined electric circuit constant is applied. The individual power converter 4 or the AC motor 2 If the specific characteristic has a constant different from the predetermined electric circuit constant, an error is included in the calculated power loss. Therefore, if an electrical circuit constant that matches the individual characteristics is found and applied to the power loss characteristic formula and corrected, the estimation error of the power loss will be reduced and the performance related to the calculation of the target operating point will be improved. Is preferred.

Embodiment 7
In the seventh embodiment, in FIG. 16, the basic lookup table 621, the first sensitivity lookup table 622, and the second sensitivity lookup table 623 are set based on the operating conditions of the in-vehicle motor control device 1 and the AC motor 2. The values are appropriately corrected so that the values are more appropriate.

  The basic look-up table 621, the first sensitivity look-up table 622, and the second sensitivity look-up table 623 store the characteristics of power loss when the power converter 4 and the AC motor 2 operate normally and emit desired performance. Has been. Here, for example, when the components of the power converter 4 are deteriorated, the sensitivity characteristics during actual use differ from those stored in the sensitivity look-up tables. For example, when the current detectors 16a to 16c deteriorate and gain fluctuations occur, ripples synchronized with the rotational speed ωe are generated in the d-axis current id and the q-axis current iq, so that the current feedback control performance changes. The sensitivity characteristics stored in the modulation rate sensitivity table 629 are different from the sensitivity characteristics during actual operation. For this reason, when the deterioration is determined, the basic lookup table 621, the first sensitivity lookup table 622, and the second sensitivity lookup table 623 are modified to the contents corresponding to the electrical characteristics after the degradation.

Embodiment 8
FIG. 17 is a block diagram showing the overall configuration of the in-vehicle motor control device according to the eighth embodiment. In FIG. 17, the same reference numerals as those in FIG. 8 denote the same or corresponding parts. In the eighth embodiment, as compared with the third embodiment, the d-axis current command id0 * and the q-axis current command iq0 * output from the current command table 21 are not corrected by the target operating point calculation means 22. The difference is that it is directly performed by the control calculation unit 20.

  In the eighth embodiment, the deterioration determining means 32 determines the deterioration of the components of the in-vehicle electric motor control device 1, and the target operating point calculating means 22 prevents the further deterioration from progressing. The target operating point is calculated so that the on-vehicle motor control device 1 and the AC motor 2 operate to improve the significant performance degradation. Subsequently, the motor operation information transfer means 23 inputs the result of the deterioration determination and the target operating point, encodes information relating to the deterioration and the target operating point, and controls the information transmission part. These are transmitted to the external device 24 as information.

  The external device 24 can be guided to output the motor operation amount instruction 241 to operate at the target operation point by these actions. Further, for example, when the external device 24 has various types of vehicle operation information other than those related to the motor control and issues the motor operation amount instruction 241, the motor operation amount is based on the target operation point and the vehicle operation information. It is possible to operate with a response such as changing the instruction calculation process.

1 is a block diagram showing an overall configuration of an in-vehicle electric motor control device according to Embodiment 1 of the present invention. FIG. 3 is an explanatory diagram showing a configuration of target operating point calculation means of the in-vehicle electric motor control device according to Embodiment 1 of the present invention. It is a block diagram which shows the whole structure of the vehicle-mounted motor control apparatus by Embodiment 2 of this invention. It is a block diagram which shows the detailed structure of the target operating point calculation means of the vehicle-mounted motor control apparatus by Embodiment 2 of this invention. It is a block diagram which shows the detailed structure of the d-axis current command correction | amendment device of the vehicle-mounted motor control apparatus by Embodiment 2 of this invention. It is a block diagram which shows the detailed structure of the q-axis current command correction | amendment device of the vehicle-mounted motor control apparatus by Embodiment 2 of this invention. It is a block diagram which shows the detailed structure of the DC voltage command correction | amendment device of the vehicle-mounted motor control apparatus by Embodiment 2 of this invention. It is a block diagram which shows the whole structure of the vehicle-mounted motor control apparatus by Embodiment 3 of this invention. It is a block diagram which shows the detailed structure of the deterioration determination means of the vehicle-mounted motor control apparatus by Embodiment 3 of this invention. It is explanatory drawing which shows the structure of the deterioration criteria table of the vehicle-mounted motor control apparatus by Embodiment 3 of this invention. It is explanatory drawing which shows the operation | movement waveform of the transistor which comprises the power element of the power converter of the vehicle-mounted motor control apparatus by this invention. It is a block diagram which shows the detailed structure of the smoothing capacitor degradation determination part of the vehicle-mounted motor control apparatus by Embodiment 3 of this invention. It is a block diagram which shows the detailed structure of the target operating point calculation means of the vehicle-mounted motor control apparatus by Embodiment 3 of this invention. It is a wave form diagram explaining the characteristic with respect to the power factor of the smoothing capacitor | condenser passing current of the vehicle-mounted motor control apparatus by this invention. It is a block diagram which shows the detailed structure of the target operating point calculation means of the vehicle-mounted motor control apparatus by Embodiment 4 of this invention. It is a block diagram which shows the detailed structure of the specific parameter | index variation | change_quantity calculation part of the vehicle-mounted motor control apparatus by Embodiment 5 of this invention. It is a block diagram which shows the whole structure of the vehicle-mounted motor control apparatus by Embodiment 8 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 In-vehicle motor controller 2 AC motor 3 DC power supply 4 Power converter 5 Motor control unit 6 Three-phase inverter 7 Smoothing capacitor 8 Buck-boost DC-DC converter 9a-9f Transistor 10a-10f Flywheel diode 11 Capacitor 12 Choke coil 13a, 13b Transistors 14a, 14b Flywheel diode 15 DC bus current detector 16a, 16b, 16c Current detector 17a, 17b, 17c Thermal diode 18 Rotation angle detector 19 Thermistor 20 Control calculation unit 21 Current command table 22 Target operating point Calculation means 23 Motor operation information transmission means 24 External device 25 DC voltage calculation means 26a, 26b, 26c Constant current circuits 27a, 27b, 27c Power element temperature calculation means 28 Motor current calculation means 29 Motor winding temperature calculation means 30 Rotational angular velocity calculation means 31 DC bus current calculation means 32 Degradation determination means 33 Smoothing capacitor information processing means 34a to 34h Power element information detector 35 Power element information processing means 36 Smoothing capacitor current detector 37 Thermistor 40 Power converter loss calculator 41 Motor loss calculator 42 Adder 43 Control command correction calculation unit 44 Power factor calculation means 51 Smoothing capacitor ripple current-power factor characteristic table 52 Subtractor 53, 54 Coefficient unit 55, 56 Integrator 57, 58 Adder 61 Specific index change amount calculation unit 62 Subtractor 63 Switching frequency setting table 64 Change amount limiter 321 Degradation determination reference table 322 Power element deterioration determination unit 323 Smoothing capacitor deterioration determination unit 324 Current detector deterioration Judgment unit 325 Power element Temperature detector deterioration determination unit 401 Transistor loss calculation unit 402 Flywheel diode loss calculation unit 403 Adder 411 Copper loss calculation unit 412 Iron loss calculation unit 413 Harmonic loss correction amount calculation unit 414 Adder 431 Delay unit 432 Subtractor 433 d Axis current command corrector 434 q-axis current command corrector 435 DC voltage command corrector 441 Dead band computing unit 442 Correction coefficient table 443 Coefficient unit 444 Integrator 445 Adder 451 Dead band computing unit 452 Correction coefficient table 453 Coefficient unit 454 Integrator 455 Adder 461 Dead band computing unit 462 Correction coefficient table 463 Coefficient unit 464 Integrator 465 Adder 466 Target DC voltage calculator 501 RMS calculator 502 Low-pass filter (LPF)
503 Amplitude ratio calculator 504 Correction gain table 505 Coefficient unit 506 Comparator 507 Subtractor 508 Ripple extractor 611 Coefficient unit 621 Basic lookup table 622 First sensitivity lookup table 623 Second sensitivity lookup table 624 Power element temperature sensitivity table 625 Power converter unit switching frequency sensitivity table 626 Power factor sensitivity table 627 Motor unit switching frequency sensitivity table 628 Motor winding temperature sensitivity table 629 Modulation rate sensitivity table 631 Converter loss correction synthesis unit 632 Motor loss correction synthesis unit 633, 634 Addition Unit 641 subtractor 642 variable limiter 643 adder 644 delay unit

Claims (9)

  DC power source, a power converter that converts DC power supplied from the DC power source into AC power by switching a switching element, and supplies the AC power to an AC motor mounted on an automobile, and based on a control command from an external device An in-vehicle motor control device comprising: an electric motor control unit that controls switching and controls the AC motor, wherein the electric motor control unit is based on operating conditions of the in-vehicle motor control device and the AC motor. In-vehicle motor control device, target operating point calculating means for calculating a target operating point of the AC motor, information about the target operating point calculated by the target operating point calculating means and the transition to the target operating point Motor operation information transmission means for transmitting to the external device and inducing the external device to output a control command based on the information; and Vehicle motor control apparatus characterized by a control arithmetic unit for outputting a Sutchingu signal calculated based on the control instruction given placed al to the switching element.   The target operating point calculating means calculates the target operating point so that any one of the power losses generated in the power converter and the AC motor, or the sum of them is a minimum value. The vehicle-mounted motor control device described.   The target operating point calculation means sequentially updates the target operating point under operating conditions according to a control command from the external device, and corrects the control command to operate the AC motor based on the updated target operating point. The in-vehicle electric motor control device according to claim 1, further comprising a control command correction calculation unit that performs the operation.   DC power source, a power converter that converts DC power supplied from the DC power source into AC power by switching a switching element, and supplies the AC power to an AC motor mounted on an automobile, and based on a control command from an external device An in-vehicle motor control device comprising a motor control unit that controls switching and controls the AC motor, wherein the power converter detects a current amount flowing through the AC motor, and the DC A smoothing capacitor that smoothes the output of the power supply, and the motor control unit determines deterioration of components of the in-vehicle motor control device based on whether or not the vehicle causes a predetermined performance decrease. A target operating point calculation for calculating a target operating point of the on-vehicle motor control device and the AC motor based on the determination means and the deterioration determination result; Means, motor operation information transmission means for transmitting the information about the target operating point and the transition to the target operating point to the external device, and inducing the external device to output a control command based on the information, from the external device A vehicle-mounted electric motor control device comprising: a control calculation unit that calculates based on a given control command and outputs a switching signal to the switching element.   The target operating point calculating means prevents the progression of deterioration of the component parts from the starting point of the motor operating condition according to the control command from the external device, or improves the performance deterioration of the automobile, or both. 5. The control command correction calculation unit that sequentially updates the target operating point and corrects the control command to operate the AC motor with the updated target operating point. In-vehicle motor controller.   The target operating point calculation means calculates a target operating point based on a mathematical model using electrical circuit constants of the power converter and the AC motor, and calculates a current target operating point and a target operating point to be calculated next. The target operating point is updated and output so that the deviation of the specific index value in the desired range is within the desired range, and as the specific index value, power loss, power converter current, voltage, power, temperature and Applying at least one of electromagnetic noise, current, voltage, power, mechanical output, torque, rotational speed, temperature and electromagnetic noise of the AC motor, current, voltage, power and temperature of the DC power supply The vehicle-mounted motor control device according to any one of claims 1 to 5.   The target operating point calculating means includes a basic look-up table created using representative operating characteristics of the on-vehicle motor control device and the AC motor, and a first sensitivity look-up table relating to an electric circuit constant of the power converter And a second sensitivity look-up table relating to the electric circuit constants of the AC motor in the previous period, the target operating point is calculated, and the deviation of a specific index value between the current target operating point and the next calculated target operating point is The target operating point is updated and output so as to be within a desired range, and the specific index value includes power loss, current of the power converter, voltage, power, temperature, electromagnetic noise, and the AC motor. At least one of current, voltage, power, machine output, torque, rotation speed, temperature and electromagnetic noise, current, voltage, power and temperature of the DC power supply Vehicle electric motor control device according to claim 1, characterized in that applied to.   The electric circuit constants of the power converter and the previous AC motor, and the basic look-up table, the first sensitivity look-up table, and the second sensitivity look-up table correspond to the on-vehicle motor control device and the previous AC The in-vehicle electric motor control device according to claim 6 or 7, wherein the on-vehicle electric motor control device is appropriately corrected based on an operation state of the electric motor so that the set value becomes more appropriate. The on-vehicle electric motor control device according to claim 1, wherein the power converter includes a DC-DC converter that performs step-up / down conversion on the voltage of the DC power supply.

Images