Hydraulic supply device

Abstract

A hydraulic pressure supply device is provided. A hydraulic pressure supply device of one embodiment of the present application includes an electric oil pump, a check valve, and a motor control device. The electric oil pump includes a motor and an oil pump that ejects oil by being driven by the motor. The check valve prevents backflow of oil to the electric oil pump. The motor control device includes an inverter circuit that drives the motor and a control portion that controls the inverter circuit in accordance with a control command signal input from a higher-level control device. The motor control device also includes a voltage detection portion that detects an input voltage of the inverter circuit. The control portion performs switch control that switches at least an upper side switch of a prescribed phase of the inverter circuit to an on state at a prescribed cycle in a state where a stop command of the motor is received in accordance with the control command signal, and determines whether the check valve is in a failure state in accordance with the input voltage of the inverter circuit detected by the voltage detection portion in the switch control.

Description

Technical Field

[0001] This invention relates to a hydraulic supply device. Background Technology

[0002] In hybrid vehicles, a hydraulic supply system for supplying hydraulic pressure to the automatic transmission is equipped with a mechanical oil pump and an electric oil pump. The mechanical oil pump is driven by an internal combustion engine, and the electric oil pump is driven by a motor. In such a hydraulic supply system, when the internal combustion engine stops and the mechanical oil pump cannot operate, the electric oil pump operates, thereby supplying the required hydraulic pressure to the automatic transmission. Furthermore, the hydraulic supply system includes a check valve to prevent backflow of oil ejected from the mechanical oil pump to the electric oil pump.

[0003] Patent document 1 discloses the following technology: when the engine is restarted, with the check valve closed, it is determined that the electric oil pump is in an overload state and the current to the electric oil pump is cut off, thereby reducing the power consumption of the electric oil pump.

[0004] Patent Document 1: Japanese Patent Application Publication No. 2013-185500

[0005] When the check valve malfunctions, (a) the efficiency of the mechanical oil pump decreases, and (b) the oil ejected from the mechanical oil pump flows backward into the electric oil pump, resulting in problems such as applying a load to the electric oil pump and the inability to start the electric oil pump normally. Therefore, it is desirable to detect check valve malfunctions.

[0006] When the electric oil pump is running, check valve malfunctions can be detected by monitoring pressure changes. However, when the electric oil pump is stopped, it is difficult to accurately detect pressure changes, making it challenging to detect check valve malfunctions when the pump is off. Summary of the Invention

[0007] In view of the above, one of the objects of the present invention is to provide a hydraulic supply device capable of detecting a check valve malfunction when the electric oil pump stops.

[0008] One aspect of the hydraulic supply device of the present invention includes an electric oil pump, a check valve, and a motor control device. The electric oil pump includes a motor and an oil pump, which sprays oil by being driven by the motor. The check valve prevents oil from flowing back into the electric oil pump. The motor control device includes an inverter circuit that drives the motor; and a control unit that controls the inverter circuit according to a control command signal input from a higher-level control device. The motor control device also includes a voltage detection unit that detects the input voltage of the inverter circuit. When the control unit receives a stop command from the motor according to the control command signal, it performs switching control by switching at least the upper switch of a predetermined phase of the inverter circuit to the on state at a predetermined period. The control unit determines whether the check valve is in a fault state based on the input voltage of the inverter circuit detected by the voltage detection unit during the switching control.

[0009] According to the above-described manner of the present invention, a hydraulic supply device capable of detecting a check valve malfunction when the electric oil pump stops can be provided. Attached Figure Description

[0010] Figure 1 This is a diagram schematically illustrating the structure of the hydraulic supply device of this embodiment.

[0011] Figure 2 This is a diagram showing the circuit structure of the motor control device according to this embodiment.

[0012] Figure 3 This is a diagram illustrating an example of the power-on pattern and phase pattern used in the sensorless 120° power-on mode of this embodiment.

[0013] Figure 4 This is a timing diagram showing the state of each switch and each signal when the motor 40 is powered on in a sensorless 120° power-on mode.

[0014] Figure 5 This is a flowchart illustrating the fault diagnosis process of the check valve performed by the control unit when the internal combustion engine is in operation and the electric oil pump is stopped.

[0015] Figure 6 This is a timing diagram showing the status of the upper U-phase switch and various signals during check valve fault diagnosis.

[0016] Label Explanation

[0017] 1: Hydraulic supply device; 2: Upper control device; 3: Automatic transmission (object device); 4: Electromagnetic relay; 5: Vehicle battery; 10: Oil pan; 11: Oil circuit; 12: Oil circuit; 13: Oil circuit; 14: Oil circuit; 15: Oil circuit; 16: Oil circuit; 17: Oil circuit; 20: Mechanical oil pump; 30: Electric oil pump; 40: Motor; 50: Oil pump; 60: Check valve; 70: Overflow valve; 80: Motor control device; 81: Inverter circuit; 82: Diode; 83: Voltage detection unit; 84: U-phase terminal voltage detection unit; 85: V-phase terminal voltage detection unit; 86: W-phase terminal voltage detection unit; 87: Control unit; 87a: MCU; 87b: Gate driver; Q UH U-phase upper switch; Q VH V-phase upper switch; Q WH : W phase upper side switch; Q UL U-phase lower switch; Q VL V-phase lower switch; Q WL W: Lower side switch; F: Oil. Detailed Implementation

[0018] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0019] Figure 1 This diagram schematically illustrates the structure of the hydraulic supply device 1 according to this embodiment. The hydraulic supply device 1 supplies hydraulic pressure to the automatic transmission 3 according to the control command signal CS input from the upper control device 2. In this embodiment, "supplying hydraulic pressure" means supplying the target device with oil injected from the oil pump (described later), i.e., oil pressurized by the oil pump. In this embodiment, the automatic transmission 3 is exemplified as the target device for which hydraulic pressure is supplied by the hydraulic supply device 1, but the target device is not limited to the automatic transmission 3.

[0020] Hydraulic supply device 1, upper control device 2, and automatic transmission 3 are, for example, installed in a hybrid vehicle. Hybrid vehicles also include plug-in hybrid vehicles. Upper control device 2 is, for example, an ECU that controls the automatic transmission 3, among multiple electronic control units (ECUs) installed in the hybrid vehicle. Figure 1 As shown, the hydraulic supply device 1 includes an oil pan 10, a mechanical oil pump 20, an electric oil pump 30, a check valve 60, an overflow valve 70, and a motor control device 80.

[0021] The oil pan 10 is a container for storing the oil F required for the operation of the automatic transmission 3. The oil pan 10 has an upper opening facing the vertical direction of the hybrid vehicle. The oil pan 10 is located, for example, at the bottom of the automatic transmission 3 in a hybrid vehicle. The oil F is sometimes referred to as AT fluid or working fluid.

[0022] The mechanical oil pump 20 is a pump that injects oil F, driven by an internal combustion engine (not shown). Specifically, the rotational motion of the crankshaft of the internal combustion engine is transmitted to the pump rotor of the mechanical oil pump 20 via a power transmission mechanism (not shown). That is, the rotational force of the crankshaft drives the pump rotor of the mechanical oil pump 20. The mechanical oil pump 20 is, for example, a gear pump such as an internal gear pump. The internal combustion engine is, for example, a gasoline engine, a diesel engine, or an LNG engine used in hybrid vehicles.

[0023] A mechanical oil pump 20 is positioned between oil passages 11 and 12. Oil passage 11 is a piping that supplies oil F from the oil pan 10 to the suction port 21 of the mechanical oil pump 20. Oil passage 12 is a piping that supplies oil F from the discharge port 22 of the mechanical oil pump 20 to the automatic transmission 3. The mechanical oil pump 20, driven by an internal combustion engine, draws in oil F from the oil pan 10 through oil passage 11 to the suction port 21, and then pressurizes the oil F and sprays it from the discharge port 22 into oil passage 12. The oil F sprayed from the discharge port 22 of the mechanical oil pump 20 is then delivered to the automatic transmission 3 via oil passage 12.

[0024] The electric oil pump 30 includes a motor 40 and an oil pump 50, which sprays oil F by being driven by the motor 40. The motor 40 is, for example, an internal rotor type three-phase brushless DC motor, and is a sensorless motor without position sensors such as Hall sensors. The motor 40 is electrically connected to a motor control unit 80 and has a rotor shaft 41 that rotates using three-phase power supplied from the motor control unit 80. The rotor shaft 41 is mechanically connected to the pump rotor of the oil pump 50. That is, the rotational force of the rotor shaft 41 drives the pump rotor of the oil pump 50. The oil pump 50 is, for example, a gear pump such as an internal gear pump.

[0025] Oil pump 50 is positioned between oil passage 13 and oil passage 14. Oil passage 13 is a pipe that supplies oil F from oil pan 10 to the suction port 51 of oil pump 50. Oil passage 14 is a pipe that supplies oil F from the discharge port 52 of oil pump 50 to the inlet 61 of check valve 60. Oil pump 50, driven by motor 40, draws oil F from oil pan 10 to suction port 51 via oil passage 13 and pressurizes the oil F, then sprays it from discharge port 52 into oil passage 14. The oil F sprayed from discharge port 52 of oil pump 50 is then delivered to check valve 60 via oil passage 14.

[0026] Check valve 60 is a valve that prevents oil F from flowing back into electric oil pump 30. Check valve 60 is located between oil passage 14 and oil passage 15. Oil passage 15 is a pipe connecting the outlet 62 of check valve 60 and oil passage 12. Check valve 60 allows oil F flowing into inlet 61 to pass through outlet 62, but prevents oil F flowing into outlet 62 from passing through inlet 61. That is, oil F delivered from electric oil pump 30 to check valve 60 via oil passage 14 is delivered to automatic transmission 3 via check valve 60, oil passage 15, and oil passage 12. On the other hand, oil F delivered from mechanical oil pump 20 to check valve 60 via oil passage 15 is intercepted by check valve 60 and not delivered to electric oil pump 30.

[0027] The relief valve 70 is a safety valve that automatically releases pressure when the pressure in the oil passage 14 between the electric oil pump 30 and the check valve 60 exceeds a specified value. The relief valve 70 is located between oil passages 16 and 17. Oil passage 16 is a piping connecting the inlet 71 of the relief valve 70 and oil passage 14. Oil passage 17 is a piping that supplies oil F from the outlet 72 of the relief valve 70 to the oil pan 10. The relief valve 70 opens when the pressure in oil passage 14 exceeds the specified value. When the relief valve 70 opens, oil F ejected from the electric oil pump 30 is delivered to the oil pan 10 via oil passage 16, the relief valve 70, and oil passage 17.

[0028] As described above, the hydraulic supply device 1 has a hydraulic circuit that supplies oil F injected from one of the mechanical oil pump 20 and the electric oil pump 30 to the automatic transmission 3. The hydraulic circuit of this embodiment includes at least an oil pan 10, an oil passage from oil passage 11 to oil passage 15, a mechanical oil pump 20, an electric oil pump 30, and a check valve 60.

[0029] The motor control device 80 controls the motor 40 of the electric oil pump 30 in the absence of position sensors such as Hall sensors, based on the control command signal CS input from the upper control device 2. That is, the motor control device 80 uses the back electromotive force of the motor 40 to detect the phase of the motor 40, and controls the energization of the motor 40 based on the phase detection result. (Refer to the following...) Figure 2 The structure of the motor control device 80 is described in detail.

[0030] Figure 2 This is a diagram showing the circuit structure of the motor control device 80 according to this embodiment. Figure 2 As shown, the motor control device 80 includes an inverter circuit 81, a diode 82, a voltage detection unit 83, a U-phase terminal voltage detection unit 84, a V-phase terminal voltage detection unit 85, a W-phase terminal voltage detection unit 86, and a control unit 87. The motor 40 controlled by the motor control device 80 has a U-phase terminal 42u, a V-phase terminal 42v, a W-phase terminal 42w, a U-phase coil 43u, a V-phase coil 43v, and a W-phase coil 43w.

[0031] U-phase terminal 42u, V-phase terminal 42v, and W-phase terminal 42w are exposed metal terminals on the surface of the motor 40 housing. They are electrically connected to the inverter circuit 81. U-phase coil 43u, V-phase coil 43v, and W-phase coil 43w are excitation coils located on the stator of the motor 40. They are connected in a star configuration inside the motor 40.

[0032] The U-phase coil 43u is electrically connected between the U-phase terminal 42u and the neutral point N. The V-phase coil 43v is electrically connected between the V-phase terminal 42v and the neutral point N. The W-phase coil 43w is electrically connected between the W-phase terminal 42w and the neutral point N. By controlling the energizing states of the U-phase coil 43u, V-phase coil 43v, and W-phase coil 43w by the motor control device 80, the electromagnetic force required to rotate the rotor shaft 41 is generated.

[0033] Inverter circuit 81 is the power conversion circuit for driving motor 40. Inverter circuit 81 has input terminal 81a, common terminal 81b, and U-phase upper switch Q. UH V-phase upper switch Q VH W-phase upper switch Q WH U-phase lower switch Q UL V-phase lower switch Q VL and the lower switch Q of phase W WL In this embodiment, the switches included in the inverter circuit 81 are, for example, high-power switching elements such as MOS-FETs or IGBTs.

[0034] The input terminal 81a of the inverter circuit 81 is electrically connected to the positive terminal of the vehicle battery 5 via diode 82 and electromagnetic relay 4. The common terminal 81b of the inverter circuit 81 is electrically connected to the negative terminal of the vehicle battery 5. The vehicle battery 5 is one of several batteries installed in a hybrid vehicle and serves as the power supply voltage V required by the drive motor 40 for the DC voltage. M Provided to inverter circuit 81. In addition, the negative terminal of vehicle battery 5 is electrically connected to the vehicle ground terminal.

[0035] When the ignition switch of the hybrid vehicle is switched to the ON state, after the safety of the high-voltage system is confirmed by the host vehicle system, the electromagnetic relay 4 is switched to the ON state under control from the host vehicle system. On the other hand, when the ignition switch is switched to the OFF state, after the high-voltage system is terminated by the host vehicle system, the electromagnetic relay 4 is switched to the OFF state under control from the host vehicle system. That is, when the ignition switch is ON, the vehicle battery 5 is electrically connected to the inverter circuit 81, and when the ignition switch is OFF, the vehicle battery 5 is electrically insulated from the inverter circuit 81.

[0036] U-phase upper switch Q UH and the lower switch Q of phase U UL It is connected in series between input terminal 81a and common terminal 81b. It serves as the upper switch Q for phase U. UH and the lower switch Q of phase U UL The U-phase node Nu between the nodes is electrically connected to the U-phase terminal 42u of the motor 40.

[0037] V-phase upper switch Q VH and the lower switch Q of phase V VL It is connected in series between input terminal 81a and common terminal 81b. It includes the upper V-phase switch Q. VH and the lower switch Q of phase V VL The series circuit and the upper switch Q of phase U UH and the lower switch Q of phase U UL The series circuit is connected in parallel. Q serves as the upper switch of phase V. VH and the lower switch Q of phase V VL The V-phase node Nv of the node between them is electrically connected to the V-phase terminal 42v of the motor 40.

[0038] W-phase upper switch Q WH and the lower switch Q of phase W WL It is connected in series between input terminal 81a and common terminal 81b. It includes the upper switch Q of phase W. WH and the lower switch Q of phase W WL The series circuit includes the upper switch Q of phase V. VH and the lower switch Q of phase V VL The series circuit is connected in parallel. Q serves as the upper switch for phase W. WH and the lower switch Q of phase W WL The W-phase node Nw of the node between them is electrically connected to the W-phase terminal 42w of the motor 40.

[0039] Details will be described later, but the upper switch Q of phase U... UH The gate terminal, the upper switch Q of the V phase VH The gate terminal and the upper switch Q of phase WWH The gate terminals are electrically connected to the gate driver 87b of the control unit 87. Additionally, the lower U-phase switch Q... UL The gate terminal, the lower side switch Q of the V phase VL The gate terminal and the lower switch Q of phase W WL The gate terminals are also electrically connected to the gate driver 87b of the control unit 87.

[0040] As described above, the inverter circuit 81 is a three-phase full-bridge circuit with three upper switches and three lower switches. By controlling the switching of each switch included in the inverter circuit 81 through the control unit 87, the inverter circuit 81 converts the DC power supplied from the vehicle battery 5 into three-phase power and outputs it to the motor 40.

[0041] Diode 82 is electrically connected between input terminal 81a of inverter circuit 81 and electromagnetic relay 4. The cathode terminal of diode 82 is electrically connected to input terminal 81a of inverter circuit 81, and the anode terminal of diode 82 is electrically connected to electromagnetic relay 4. Diode 82 prevents current flowing in inverter circuit 81 from flowing backwards to the front-end circuit of inverter circuit 81. The front-end circuit of inverter circuit 81 includes electromagnetic relay 4 and vehicle battery 5, etc.

[0042] The voltage detection unit 83 is a circuit that detects the input voltage of the inverter circuit 81. The input voltage of the inverter circuit 81 refers to the voltage Vps between the input terminal 81a and the common terminal 81b. Hereinafter, the input voltage of the inverter circuit 81 will be referred to as the inverter input voltage Vps. The voltage detection unit 83 is a resistor divider circuit having a first resistor 83a and a second resistor 83b. The first resistor 83a and the second resistor 83b are connected in series between the input terminal 81a of the inverter circuit 81 and the vehicle ground terminal. The node N1 between the first resistor 83a and the second resistor 83b is electrically connected to the MCU 87a of the control unit 87. The voltage detection unit 83 outputs the voltage V'ps at node N1 as a voltage signal representing the detection result of the inverter input voltage Vps to the MCU 87a of the control unit 87.

[0043] The U-phase terminal voltage detection unit 84 is a circuit that detects the U-phase terminal voltage Vu, which is the voltage of the U-phase terminal 42u of the motor 40. The U-phase terminal voltage detection unit 84 is a resistor divider circuit having a first resistor 84a and a second resistor 84b. The first resistor 84a and the second resistor 84b are connected in series between the U-phase terminal 42u of the motor 40 and the vehicle ground terminal. That is, the first resistor 84a and the second resistor 84b are connected in series between the U-phase node Nu of the inverter circuit 81 and the vehicle ground terminal. The node N2 between the first resistor 84a and the second resistor 84b is electrically connected to the MCU 87a of the control unit 87. The U-phase terminal voltage detection unit 84 outputs the voltage V'u at node N2 as a voltage signal representing the detection result of the U-phase terminal voltage Vu to the MCU 87a of the control unit 87.

[0044] The V-phase terminal voltage detection unit 85 is a circuit that detects the V-phase terminal voltage Vv, which is the voltage at the V-phase terminal 42v of the motor 40. The V-phase terminal voltage detection unit 85 is a resistor divider circuit having a first resistor 85a and a second resistor 85b. The first resistor 85a and the second resistor 85b are connected in series between the V-phase terminal 42v of the motor 40 and the vehicle ground terminal. That is, the first resistor 85a and the second resistor 85b are connected in series between the V-phase node Nv of the inverter circuit 81 and the vehicle ground terminal. Node N3 between the first resistor 85a and the second resistor 85b is electrically connected to the MCU 87a of the control unit 87. The V-phase terminal voltage detection unit 85 outputs the voltage V'v at node N3 as a voltage signal representing the detection result of the V-phase terminal voltage Vv to the MCU 87a of the control unit 87.

[0045] The W-phase terminal voltage detection unit 86 is a circuit that detects the W-phase terminal voltage Vw, which is the voltage of the W-phase terminal 42w of the motor 40. The W-phase terminal voltage detection unit 86 is a resistor divider circuit having a first resistor 86a and a second resistor 86b. The first resistor 86a and the second resistor 86b are connected in series between the W-phase terminal 42w of the motor 40 and the vehicle ground terminal. That is, the first resistor 86a and the second resistor 86b are connected in series between the W-phase node Nw of the inverter circuit 81 and the vehicle ground terminal. Node N4 between the first resistor 86a and the second resistor 86b is electrically connected to the MCU 87a of the control unit 87. The W-phase terminal voltage detection unit 86 outputs the voltage V'w at node N4 as a voltage signal representing the detection result of the W-phase terminal voltage Vw to the MCU 87a of the control unit 87.

[0046] As described above, the motor control device 80 has three terminal voltage detection units for detecting the terminal voltage of each phase of the motor 40.

[0047] The control unit 87 controls the inverter circuit 81 based on input signals. These input signals include the control command signal CS input from the host control device 2, the output voltage V'ps of the voltage detection unit 83, the output voltage V'u of the U-phase terminal voltage detection unit 84, the output voltage V'v of the V-phase terminal voltage detection unit 85, and the output voltage V'w of the W-phase terminal voltage detection unit 86. Specifically, the control unit 87 performs switching control on each switch included in the inverter circuit 81 based on the aforementioned input signals. Switching control refers to the control that switches the state of the switches between an open state and an on state.

[0048] The control unit 87 includes an MCU (Microcomputer Unit) 87a and a gate driver 87b. Based on the aforementioned input signals, the MCU 87a generates timing signals indicating the switching timings of each switch in the inverter circuit 81 and outputs them to the gate driver 87b. The switching timing refers to the timing when the state of each switch in the inverter circuit 81 changes from an off state to an on state and from an on state to an off state. The timing signals are, for example, rectangular wave signals obtained by pulse width modulation.

[0049] Specifically, MCU 87a will represent the upper switch Q of phase U. UH The upper U-phase timing signal HPU is output to the gate driver 87b to indicate the switching timing of the lower U-phase Q, and the lower U-phase switching signal Q is output to the gate driver 87b. UL The timing signal LPU for the U-phase lower side of the switching timing is output to the gate driver 87b.

[0050] Additionally, MCU 87a will indicate the upper switch Q of phase V. VH The upper V-phase timing signal HPV is output to the gate driver 87b to indicate the switching timing of the lower V-phase switch Q, and the lower V-phase timing signal Q is output to the gate driver 87b. VL The timing signal LPV on the lower side of the V phase during the switching is output to the gate driver 87b.

[0051] In addition, MCU 87a will indicate the upper switch Q of phase W. WH The timing signal HPW for the upper W-phase switching is output to the gate driver 87b, and the lower W-phase switching signal Q is also output to the gate driver 87b. WL The timing signal LPW on the lower side of the W phase during the switching is output to the gate driver 87b.

[0052] Gate driver 87b is electrically connected to the gate terminals of each switch included in inverter circuit 81. Gate driver 87b generates a gate drive signal with the voltage value required to drive the gate of each switch included in inverter circuit 81 according to each timing signal input from MCU 87a, and outputs it to the gate terminal of each switch.

[0053] Specifically, gate driver 87b generates a signal that drives the upper U-phase switch Q based on the upper U-phase timing signal HPU input from MCU 87a. UH The gate drive signal HGU, representing the required gate voltage value for the U-phase upper side, is output to the U-phase upper side switch Q. UH The gate terminal of the U-phase. The upper gate drive signal HGU of the U-phase is a rectangular wave signal with the same duty cycle as the upper timing signal HPU of the U-phase.

[0054] Additionally, the gate driver 87b generates a signal Q that drives the lower U-phase switch based on the lower U-phase timing signal LPU input from the MCU 87a. UL The required gate voltage value for the U-phase lower side gate drive signal LGU is output to the U-phase lower side switch Q. UL The gate terminal of the U-phase. The lower gate drive signal LDU of the U-phase is a rectangular wave signal with the same duty cycle as the lower timing signal LPU of the U-phase.

[0055] Gate driver 87b generates a signal that drives the upper V-phase switch Q based on the upper V-phase timing signal HPV input from MCU 87a. VH The required gate voltage value for the V-phase upper gate drive signal HGV is output to the V-phase upper switch Q. VH The gate terminal of the V phase. The upper gate drive signal HGV of the V phase is a rectangular wave signal with the same duty cycle as the upper timing signal HPV of the V phase.

[0056] Additionally, gate driver 87b generates a signal that drives the V-phase lower side switch Q based on the V-phase lower side timing signal LPV input from MCU 87a. VL The required gate voltage value for the V-phase lower side gate drive signal LGV is output to the V-phase lower side switch Q. VL The gate terminal of the V phase. The lower gate drive signal LGV of the V phase is a rectangular wave signal with the same duty cycle as the lower timing signal LPV of the V phase.

[0057] Gate driver 87b generates a signal that drives the upper W-phase switch Q based on the timing signal HPW input from MCU 87a. WH The gate drive signal HGW for the upper W phase, which requires the gate voltage value, is output to the upper W phase switch Q. WH The gate terminal of the W phase. The upper gate drive signal HGW of the W phase is a rectangular wave signal with the same duty cycle as the upper timing signal HPW of the W phase.

[0058] Additionally, gate driver 87b generates a signal that drives the lower W-phase switch Q based on the timing signal LPW input from MCU 87a. WLThe required gate voltage value for the W-phase lower side gate drive signal LGW is output to the W-phase lower side switch Q. WL The gate terminal of the W phase. The lower gate drive signal LGW of the W phase is a rectangular wave signal with the same duty cycle as the lower timing signal LPW of the W phase.

[0059] The details will be described later, but as a characteristic function of this embodiment, the control unit 87 has the following functions: when it receives a stop command from the motor 40 according to the control command signal CS, it performs a switch control that switches at least the upper switch of a specified phase of the inverter circuit 81 to the on state according to a specified cycle, and determines whether the check valve 60 is in a fault state based on the inverter input voltage Vps detected by the voltage detection unit 83 during the switch control.

[0060] The following is for reference Figures 3 to 6 The operation of the hydraulic supply device 1 configured as described above will be explained.

[0061] First, the operation of the hydraulic supply device 1 when the internal combustion engine of the hybrid vehicle is in a stopped state will be explained. In this embodiment, "internal combustion engine in a stopped state" means that the ignition switch is kept on, the engine operates through idle stop function or coast stop function, etc., and the piston of the internal combustion engine is stopped. Therefore, even when the internal combustion engine is in a stopped state, the electromagnetic relay 4 is on, and thus the vehicle battery 5 is electrically connected to the inverter circuit 81 of the motor control device 80.

[0062] Thus, when the internal combustion engine is stopped, it cannot drive the mechanical oil pump 20, and therefore cannot supply hydraulic pressure to the automatic transmission 3. Therefore, when the internal combustion engine is stopped, the upper control device 2 outputs a control command signal CS to the motor control device 80 to rotate the motor 40 of the electric oil pump 30 at a target speed, so as to supply hydraulic pressure to the automatic transmission 3 via the electric oil pump 30.

[0063] The motor control device 80 controls the energization of the motor 40 according to the control command signal CS input from the host control device 2, thereby causing the motor 40 to rotate at a target speed. In this embodiment, the case where the motor control device 80 controls the energization of the motor 40 based on a sensorless 120° energization method is illustrated. Furthermore, the sensorless 120° energization method described below is merely an example, and the present invention is not limited thereto.

[0064] When using a sensorless 120° energization method, the control unit 87 of the motor control device 80 follows... Figure 3 The energizing pattern shown controls the switching of each switch contained in the inverter circuit 81. For example...Figure 3 As shown, the energizing pattern for the sensorless 120° energizing method includes six energizing patterns: PA1, PA2, PA3, PA4, PA5, and PA6. In Figure 3 In the middle, from "Q" UH "to "Q WL In the column, the “1” and “0” indicate that the corresponding switch is controlled to be on and the “0” indicates that the corresponding switch is controlled to be off.

[0065] exist Figure 4 In the diagram, the energizing period P1 from time t10 to time t11 represents the period during which switching control of each switch is performed based on the energizing pattern PA1. During this energizing period P1, the upper switch Q of phase U... UH and the lower switch Q of phase W WL The circuit is in the ON state, and the remaining switches are in the OFF state. During the energizing period P1, only the upper switch Q of phase U is OFF. UH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P1, the drive current flows from the U-phase terminal 42u to the W-phase terminal 42w in the U-phase coil 43u and the W-phase coil 43w.

[0066] exist Figure 4 In the diagram, the energizing period P2 from time t11 to time t12 represents the period during which switching control of each switch is performed based on the energizing pattern PA2. During this energizing period P2, the upper switch Q of phase U... UH and the lower switch Q of phase V VL The circuit is in the ON state, and the remaining switches are in the OFF state. During the energization period P2, only the upper switch Q of phase U is active. UH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P2, the drive current flows from the U-phase terminal 42u to the V-phase terminal 42v in the U-phase coil 43u and the V-phase coil 43v.

[0067] exist Figure 4 In the diagram, the energizing period P3 from time t12 to time t13 represents the period during which switching control of each switch is performed based on the energizing pattern PA3. During this energizing period P3, the upper switch Q of phase W... WH and the lower switch Q of phase V VL The circuit is in the ON state, and the remaining switches are in the OFF state. During the energization period P3, only the upper switch Q of phase W is active. WH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P3, the drive current flows from the W-phase terminal 42w to the V-phase terminal 42v in the W-phase coil 43w and the V-phase coil 43v.

[0068] exist Figure 4In the diagram, the energizing period P4 from time t13 to time t14 represents the period during which switching control of each switch is performed based on the energizing pattern PA4. During this energizing period P4, the upper switch Q of phase W... WH and the lower switch Q of phase U UL The circuit is in the ON state, and the remaining switches are in the OFF state. This also applies to P4 during power-on; only the upper switch Q of phase W is OFF. WH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P4, the drive current flows from the W-phase terminal 42w to the U-phase terminal 42u in the W-phase coil 43w and the U-phase coil 43u.

[0069] exist Figure 4 In the diagram, the energizing period P5 from time t14 to time t15 represents the period during which switching control of each switch is performed based on the energizing pattern PA5. During this energizing period P5, the upper switch Q on phase V... VH and the lower switch Q of phase U UL The circuit is in the ON state, and the remaining switches are in the OFF state. During the energized period P5, only the upper switch Q on phase V is OFF. VH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P5, the drive current flows from the V-phase terminal 42v to the U-phase terminal 42u in the V-phase coil 43v and the U-phase coil 43u.

[0070] exist Figure 4 In the diagram, the energizing period P6 from time t15 to time t16 represents the period during which switching control of each switch is performed based on the energizing pattern PA6. During this energizing period P6, the upper switch Q on phase V... VH and the lower switch Q of phase W WL The circuit is in the ON state, and the remaining switches are in the OFF state. This also applies to P6 during energization; only the upper switch Q on phase V is OFF. VH The switch is controlled by a duty cycle corresponding to the target speed. During the energizing period P6, the drive current flows from the V-phase terminal 42v to the W-phase terminal 42w in the V-phase coil 43v and the W-phase coil 43w.

[0071] By controlling the switches according to the above six energizing patterns, a rotating magnetic field is generated that causes the rotor shaft 41 of the motor 40 to rotate 360° in a certain direction. As a result, during the period from time t10 to time t16, the rotor shaft 41 of the motor 40 rotates 360° in a certain direction. In other words, during each period from energizing period P1 to energizing period P6, the rotor shaft 41 of the motor 40 rotates 60° in a certain direction.

[0072] exist Figure 4 The waveforms of the voltages appearing at the U-phase terminal 42u, V-phase terminal 42v, and W-phase terminal 42w of the motor 40 are shown. Figure 4In this context, "Vu" represents the voltage at the U-phase terminal 42u. "Vv" represents the voltage at the V-phase terminal 42v. "Vw" represents the voltage at the W-phase terminal 42w. Furthermore, the actual waveforms of the U-phase terminal voltage Vu, V-phase terminal voltage Vv, and W-phase terminal voltage Vw are waveforms with the same duty cycle as the switch, but... Figure 4 For simplicity, only the envelope of the voltage waveform is shown in the diagram.

[0073] The U-phase terminal voltage Vu is an effective voltage value determined by the switch duty cycle during energization periods P1 and P2, and a ground level value (0V) during energization periods P4 and P5. The V-phase terminal voltage Vv is an effective voltage value determined by the switch duty cycle during energization periods P5 and P6, and 0V during energization periods P2 and P3. The W-phase terminal voltage Vw is an effective voltage value determined by the switch duty cycle during energization periods P3 and P4, and 0V during energization periods P1 and P6. Thus, in the sensorless 120° energization mode, the phase to which the drive voltage required for the drive motor 40 is applied is switched every 120°.

[0074] During the energizing period P3, no drive current flows in the U-phase coil 43u, but due to the energy stored in the U-phase coil 43u, it will flow through the U-phase lower switch Q. UL The body diode causes a freewheeling current to flow in the U-phase coil 43u for a certain period of time. As a result, a ringing phenomenon occurs, where the U-phase terminal voltage Vu becomes 0V for only a certain period of time from the beginning of the energizing period P3. Afterward, the U-phase terminal voltage Vu is consistent with the back electromotive force generated in the U-phase coil 43u. During the energizing period P3, the back electromotive force, at the midpoint of the energizing period P3, i.e., when the motor 40 has rotated 30° from the beginning of the energizing period P3, flows from the high-voltage side towards the low-voltage side and interacts with the neutral point voltage V, which is the voltage of the neutral point N. N cross.

[0075] Similarly, during the energizing period P6, no drive current flows in the U-phase coil 43u, but due to the energy stored in the U-phase coil 43u, it will flow through the upper U-phase switch Q. UH The body diode causes a freewheeling current to flow in the U-phase coil 43u for a certain period of time. As a result, the U-phase terminal voltage Vu becomes the power supply voltage V for only a certain period of time from the beginning of the energization period P6. M The ringing phenomenon occurs. Afterwards, the U-phase terminal voltage Vu coincides with the back electromotive force generated in the U-phase coil 43u. During the energizing period P6, the back electromotive force, at the midpoint of energizing period P6—that is, when the motor 40 has rotated 30° from the beginning of energizing period P6—interacts with the neutral point voltage Vu from the low-voltage side towards the high-voltage side. N cross.

[0076] As described above, during the 360° rotation of motor 40, back electromotive force (EMF) is exhibited only at the U-phase terminal 42u during the energizing periods P3 and P6. Following the same principle, during the 360° rotation of motor 40, back EMF is exhibited only at the V-phase terminal 42v during the energizing periods P1 and P4, and back EMF is exhibited only at the W-phase terminal 42w during the energizing periods P2 and P5. In the sensorless 120° energizing mode, the neutral point voltage V needs to be detected to detect the phase of motor 40. N The point where the back electromotive force intersects is the zero-crossing point.

[0077] exist Figure 4 In this context, "Zu" represents the back electromotive force expressed at the U-phase terminal 42u, which becomes the neutral point voltage V. N The following condition occurs when the back electromotive force at the U-phase terminal 42u becomes lower than the neutral point voltage V. N The high timing becomes the high-level U-phase zero-crossing detection signal. "Zv" is the back electromotive force of 42V expressed at the V-phase terminal, which becomes the neutral point voltage V. N The following conditions are met when the back electromotive force at the V-phase terminal (42V) becomes lower than the neutral point voltage V. N The high timing becomes the high-level V-phase zero-crossing point detection signal. "Zw" is the back electromotive force manifested at the W-phase terminal 42W, which becomes the neutral point voltage V. N The following condition occurs when the back electromotive force at the W-phase terminal 42W becomes lower than the neutral point voltage V. N The high timing becomes a high-level W-phase zero-crossing detection signal.

[0078] The MCU 87a of the control unit 87 identifies the neutral point voltage V based on the output voltage V'ps from the voltage detection unit 83. N The above-mentioned U-phase zero-crossing detection signal Zu is generated by the U-phase terminal voltage Vu, which can be identified from the output voltage V'u of the U-phase terminal voltage detection unit 84.

[0079] In addition, the MCU 87a of the control unit 87 uses the neutral point voltage V, which can be identified from the output voltage V'ps of the voltage detection unit 83. N The V-phase terminal voltage Vv, which can be identified from the output voltage V'v of the V-phase terminal voltage detection unit 85, generates the aforementioned V-phase zero-crossing detection signal Zv.

[0080] Furthermore, the MCU 87a of the control unit 87 determines the neutral point voltage V based on the output voltage V'ps from the voltage detection unit 83. N The W-phase terminal voltage Vw, which can be identified from the output voltage V'w of the W-phase terminal voltage detection unit 86, generates the aforementioned W-phase zero-crossing detection signal Zw.

[0081] exist Figure 3 In this context, "Hu" is the U-phase phase detection signal with a 30° phase delay relative to the U-phase zero-crossing detection signal Zu. "Hv" is the V-phase phase detection signal with a 30° phase delay relative to the V-phase zero-crossing detection signal Zv. "Hw" is the W-phase phase detection signal with a 30° phase delay relative to the W-phase zero-crossing detection signal Zw.

[0082] Furthermore, during the time interval between two adjacent zero-crossing points on the time axis, motor 20 rotates 60°. Therefore, MCU 87a measures the time between two adjacent zero-crossing points on the time axis, delaying the U-phase zero-crossing detection signal Zu by only half the measurement time, thereby generating a U-phase phase detection signal Hu with a 30° phase delay relative to the U-phase zero-crossing detection signal Zu. MCU 87a also generates the V-phase phase detection signal Hv and the W-phase phase detection signal Hw using the same method.

[0083] like Figure 3 As shown, the voltage levels of the U-phase phase detection signal Hu, the V-phase phase detection signal Hv, and the W-phase phase detection signal Hw vary regularly depending on six energizing patterns. Hereinafter, the patterns by which the voltage levels of the U-phase phase detection signal Hu, the V-phase phase detection signal Hv, and the W-phase phase detection signal Hw vary depending on the energizing patterns are referred to as phase patterns. Figure 4 As shown, the phase pattern of the sensorless 120° energization mode includes six phase patterns: PB1, PB2, PB3, PB4, PB5, and PB6. Figure 6 In the columns “HU”, “HV”, and “HW”, the “1” indicates that the corresponding phase detection signal is at a high level, and the “0” indicates that the corresponding phase detection signal is at a low level.

[0084] In the sensorless 120° power-on mode, the MCU 87a identifies the phase pattern during each power-on period based on three phase detection signals Hu, Hv, and Hw, and determines the power-on pattern to use in the next power-on period based on the identification result. Then, the MCU 87a switches the power-on pattern to the next power-on pattern when the phase pattern changes.

[0085] like Figure 5As shown, for example, during the power-on period P1, the MCU 87a identifies the phase pattern of power-on period P1 as phase pattern PB1 based on the phase detection signals Hu, Hv, and Hw, and determines the power-on pattern PA2 as the power-on pattern to be used in the next power-on period P2. Then, when the phase pattern PB1 changes, that is, when a falling edge is generated in the V-phase phase detection signal Hv, the MCU 87a switches the power-on pattern from power pattern PA1 to power pattern PA2.

[0086] As described above, in the sensorless 120° energization mode, the control unit 87 synchronously performs phase pattern recognition, energization pattern determination, and energization pattern switching with the phase detection signals Hu, Hv, and Hw generated using the back electromotive force generated in the motor 40. This allows the rotational speed of the motor 40 to be controlled to the target speed even without a position sensor such as a Hall sensor. As a result, when the internal combustion engine is stopped, the oil pump 50 is driven by the motor 40, thus enabling hydraulic pressure to be supplied from the electric oil pump 30 to the automatic transmission 3.

[0087] Next, the operation of the hydraulic supply device 1 when the internal combustion engine of the hybrid vehicle is in operation will be explained. In this embodiment, "internal combustion engine in operation" means that the piston of the internal combustion engine is in a reciprocating motion. Therefore, even when the internal combustion engine is in operation, the electromagnetic relay 4 is in the on-state, and thus the vehicle battery 5 is electrically connected to the inverter circuit 81 of the motor control device 80. In this way, when the internal combustion engine is in operation, the mechanical oil pump 20 can be driven by the internal combustion engine, and thus hydraulic pressure can be supplied from the mechanical oil pump 20 to the automatic transmission 3. Therefore, when the internal combustion engine is in operation, it is not necessary to operate the electric oil pump 30.

[0088] However, when the internal combustion engine is in operation, if the check valve 60 malfunctions, (a) the efficiency of the mechanical oil pump decreases, and (b) the oil F injected from the mechanical oil pump 20 flows backward into the electric oil pump 30. This results in problems such as applying a load to the electric oil pump 30 and the inability to start the electric oil pump 30 normally. In this embodiment, when the internal combustion engine is in operation, the fault diagnosis process described below is performed by the MCU 87a of the control unit 87, and the fault of the check valve 60 is detected when the electric oil pump 30 stops.

[0089] When the internal combustion engine is in operation, the upper-level control device 2 outputs a control command signal CS to the motor control device 80 to stop the motor 40. When the MCU 87a of the control unit 87, for example... Figure 5 When the control command signal CS is received at time t0, the motor 40 is stopped. Figure 6The flowchart shown indicates the start of fault diagnosis and processing.

[0090] like Figure 6 As shown, when fault diagnosis processing begins at time t0, firstly, MCU 87a begins switching control (step S1) to turn on at least the upper switch of a specified phase of inverter circuit 81 according to a predetermined cycle. Figure 6 As shown, in this embodiment, the MCU 87a, for example, switches the upper side Q of phase V according to a predetermined period T. VH Switch control to the ON state. Figure 5 During the connection period T ON It is the upper switch Q of phase V in the specified period T. VH The period during which the connection is active.

[0091] Specifically, at time t0 and thereafter, MCU 87a outputs a V-phase upper-side timing signal HPV to gate driver 87b. This V-phase upper-side timing signal HPV has a duty cycle set to T. ON / T rectangular wave signal. Additionally, at time t0 and later, gate driver 87b generates the upper gate drive signal HGV for phase V and outputs it to the upper switch Q for phase V. VH The gate terminal of the V-phase upper gate drive signal HGV is used to drive the V-phase upper switch Q. VH The required gate voltage value, and a rectangular wave signal with the same duty cycle as the upper-side timing signal HPV of phase V.

[0092] In addition, although Figure 6 The diagram is omitted, but at time t0 and later, the MCU 87a will switch Q on the upper side of phase V. VH All switches except the one mentioned above remain in the off state. That is, at time t0 and thereafter, MCU 87a fixes the level of all timing signals except the timing signal HPV on the upper side of phase V to a low level, and gate driver 87b fixes the level of all gate drive signals except the gate drive signal HGV on the upper side of phase V to a low level.

[0093] like Figure 6 As shown, the MCU 87a starts switching the upper side Q of phase V according to the prescribed period T. VH After switching to the ON state, the check valve 60 is determined to be in a fault state based on the output voltage V'ps of the voltage detection unit 83, i.e., the inverter input voltage Vps detected by the voltage detection unit 83 (step S2). Specifically, in step S2, the MCU 87a determines that the switch Q on the V phase is in a fault state. VH In the switching control, whether the inverter input voltage Vps detected by the voltage detection unit 83 exceeds the specified threshold V TH .

[0094] In step S2, when MCU 87a determines that switch Q is on the upper side of phase V... VH In the switching control, the inverter input voltage Vps detected by the voltage detection unit 83 exceeds the specified threshold V. TH If the condition is "yes", the process proceeds to step S3. On the other hand, if in step S2 the MCU 87a determines that Q is switched on the upper side of phase V... VH In the switching control, the inverter input voltage Vps detected by the voltage detection unit 83 is within the specified threshold V. TH In the following cases ("No"), the processing of step S2 is repeated at certain time intervals.

[0095] like Figure 6 As shown, the specified threshold V TH Set to a voltage higher than the rated voltage (power supply voltage V) of the vehicle battery 5. M (High values. For example, suppose in) Figure 6 At time t1, the state of check valve 60 changes from normal to faulty. In this case, since check valve 60 is in normal condition from time t0 to time t1, the oil F injected from mechanical oil pump 20 will not flow backwards to oil pump 50 of electric oil pump 30, and motor 40 stops normally. Therefore, although the inverter input voltage Vps may fluctuate slightly from time t0 to time t1, it will generally remain near the rated voltage of the vehicle battery 5.

[0096] Thus, during the period from time t0 to time t1 when the motor 40 is in a normal stopped state, the MCU 87a determines that switch Q is on the upper side of phase V. VH In the switching control, the inverter input voltage Vps detected by the voltage detection unit 83 is within the specified threshold V. TH Therefore, step S2 is repeated at certain time intervals.

[0097] On the other hand, when the state of check valve 60 changes from normal to fault state at time t1, the oil F injected from mechanical oil pump 20 flows in reverse to oil pump 50 of electric oil pump 30, and motor 40 begins to rotate in reverse. When motor 40 rotates in reverse, regenerative current flows through the upper switch Q of phase V, which is controlled by the switch. VH And the current flows into inverter circuit 81. The result is, as... Figure 5 As shown, at time t1 and thereafter, the inverter input voltage Vps gradually increases from near the rated voltage of the vehicle battery 5. For example, assuming that at... Figure 6 At time t2, the inverter input voltage Vps exceeded the threshold V. TH .

[0098] During the period from time t1 to time t2, although the check valve 60 is in a fault state, the inverter input voltage Vps does not exceed the threshold V. TH Therefore, MCU 87a determines that the inverter input voltage Vps detected by voltage detection unit 83 in the switching control is the specified threshold V. TH Therefore, during the period from time t1 to time t2, the processing of step S2 is also repeated at certain time intervals.

[0099] On the other hand, when the inverter input voltage Vps exceeds the threshold V at time t2 TH At time t2 and in the initial step S2 executed thereafter, MCU 87a determines that the inverter input voltage Vps detected by voltage detection unit 83 in the switching control exceeds the specified threshold V. TH The process is then transferred to step S3.

[0100] like Figure 6 As shown, in step S3, MCU 87a determines that the inverter input voltage Vps exceeds the threshold V. TH Whether the state has lasted for the specified time Tref (step S3). When in step S3, MCU 87a determines that the inverter input voltage Vps exceeds the threshold V TH If the state persists for the specified time Tref ("yes"), the process proceeds to step S4. On the other hand, if in step S3 the MCU 87a determines that the inverter input voltage Vps exceeds the threshold V... TH If the state does not last for the specified time Tref ("No"), return to step S2.

[0101] For example, assuming in Figure 5 At time t3, the inverter input voltage Vps exceeds the threshold V. TH The state persisted for the specified time Tref. In this case, at time t3, MCU 87a determined that the inverter input voltage Vps exceeded the threshold V. TH The state persists for a predetermined time Tref, and the process transitions to step S4. In step S4, MCU 87a determines that check valve 60 is in a fault state and notifies the upper control device 2 of the fault diagnosis result of check valve 60 (step S4). When the upper control device 2 receives the notification from MCU 87a that check valve 60 is in a fault state at time t3, as follows... Figure 6 As shown, a vehicle warning is issued at time t3, thereby notifying the user (driver) that there is an abnormality in the hydraulic supply device 1 of the hybrid vehicle.

[0102] Although the check valve 60 is functioning normally, the inverter input voltage Vps may momentarily exceed the threshold voltage V due to noise or other reasons. TH Then, it returns to the threshold V. TH The following values ​​apply. In this case, if the inverter input voltage Vps exceeds the threshold V... TH If the MCU 87a determines that the check valve 60 is faulty at a certain moment, it is possible that even if the check valve 60 is normal, the MCU 87a may incorrectly determine that the check valve 60 is faulty. Therefore, as mentioned above, the MCU 87a may misjudge the check valve 60 as faulty when the inverter input voltage Vps exceeds the threshold V. TH Furthermore, the inverter input voltage Vps exceeds the threshold V. TH If the state persists for a specified time Tref, it is determined that the check valve 60 is in a faulty state, thus enabling more accurate detection of the check valve 60 being in a faulty state.

[0103] like ​ As shown, when it is determined in step S4 that the return valve 60 is in a faulty state, the MCU 87a, after confirming whether there is a disconnection fault, stops the upper switch Q on phase V. VH The switch control (step S5). If the switch Q on the upper side of phase V continues regardless of the fault condition of check valve 60. VH If the switch is not controlled properly, the inverter input voltage Vps will rise indefinitely. Therefore, the MCU 87a stops the upper switch Q on phase V when it determines that the backflow valve 60 is in a faulty state. VH The switching control can prevent circuit damage caused by excessive rise in inverter input voltage Vps.

[0104] In step S5, the MCU 87a determines whether there is an open circuit fault based on the terminal voltages of each phase of the motor 40 detected by the terminal voltage detection unit during switch control. For example... ​ As shown, when there is no open circuit fault in the motor 40 and inverter circuit 81, the U-phase terminal voltage Vu detected by the U-phase terminal voltage detection unit 84, the V-phase terminal voltage Vv detected by the V-phase terminal voltage detection unit 85, and the W-phase terminal voltage Vw detected by the W-phase terminal voltage detection unit 86 are respectively switched only on the upper side of the V-phase. VH During the connection period T ON A high voltage is detected. In this situation, the MCU 87a determines that there is no open circuit fault.

[0105] On the other hand, when a disconnection fault exists in the motor 40 and inverter circuit 81, at least one of the following voltages—the U-phase terminal voltage Vu detected by the U-phase terminal voltage detection unit 84, the V-phase terminal voltage Vv detected by the V-phase terminal voltage detection unit 85, and the W-phase terminal voltage Vw detected by the W-phase terminal voltage detection unit 86—is switched only on the upper side of the V-phase. VH During the connection period T ON No high voltage is detected. In this case, MCU 87a determines that a disconnection fault exists. Upon determining a disconnection fault, MCU 87a notifies the host control device 2 of the diagnostic results.

[0106] As explained above, the motor control device 80 of this embodiment has a control unit 87. When the control unit 87 receives a stop command from the motor 40 based on the control command signal CS input from the upper control device 2, it switches the upper V phase of the switching circuit 81 Q according to a predetermined period T. VH The switch control switches to the on state, and determines whether the check valve 60 is in a fault state based on the inverter input voltage Vps detected by the voltage detection unit 83 during this switch control. According to this embodiment, a hydraulic supply device 1 capable of detecting a fault in the check valve 60 when the electric oil pump 30 stops can be provided.

[0107] In addition, in this embodiment, when switch Q is on the upper side of phase V... VH In the switching control, the inverter input voltage Vps detected by the voltage detection unit 83 exceeds the specified threshold V. TH Furthermore, the inverter input voltage Vps exceeds the threshold V. TH If the state persists for a predetermined time Tref, the control unit 87 determines that the check valve 60 is in a faulty state. Therefore, as described above, it is possible to more accurately detect a faulty state in the check valve 60 when the electric oil pump 30 stops.

[0108] Furthermore, in this embodiment, if it is determined that the check valve 60 is in a faulty state, the control unit 87 stops the upper switch Q of phase V. VH The switching control is as described above. Therefore, circuit damage caused by excessive rise in the inverter input voltage Vps can be prevented.

[0109] Furthermore, in this embodiment, if it is determined that the check valve 60 is in a faulty state, the control unit 87 notifies the upper control device 2 of the fault diagnosis result of the check valve 60. As a result, the upper control device 2 issues a vehicle warning based on the fault diagnosis result of the check valve 60, thereby notifying the user (driver) of an abnormality in the hydraulic supply device 1 of the hybrid vehicle.

[0110] Furthermore, in this embodiment, the control unit 87 controls the switch Q on the upper side of phase V. VH In the switching control, the terminal voltage of each phase of the motor 40 is detected by the terminal voltage detection unit to determine whether there is a wire breakage fault. Therefore, it is possible to diagnose not only the fault of the check valve 60, but also whether a wire breakage has occurred.

[0111] Furthermore, in this embodiment, the motor control device 80 includes a diode 82 that prevents current from flowing back into the pre-amplifier circuit of the inverter circuit 81. This prevents regenerative current generated when the motor 40 rotates in reverse due to a malfunction of the check valve 60 from flowing back into the pre-amplifier circuit of the inverter circuit 81.

[0112] Furthermore, in this embodiment, the hydraulic supply device 1 includes: a mechanical oil pump 20 that injects oil F by being driven by an internal combustion engine; and a hydraulic circuit that supplies the oil F injected from either the mechanical oil pump 20 or the electric oil pump 30 to the automatic transmission 3. Thus, in a hybrid vehicle, hydraulic pressure can be supplied to the automatic transmission 3 whether the internal combustion engine is stopped or in operation.

[0113] [Variation Example]

[0114] The present invention is not limited to the above embodiments, and the various structures described in this specification can be appropriately combined within a range that does not contradict each other.

[0115] For example, in the above embodiment, the following situation is illustrated: when a stop command for the motor 40 is received according to the control command signal CS input from the upper control device 2, the upper V phase switch Q of the inverter circuit 81 is switched on and off according to a predetermined cycle. VH Switching to the ON state via switch control. However, it can also be performed at a predetermined cycle, replacing the upper switch Q on phase V. VH And the upper switch Q of phase U UH Or the upper switch Q of phase W WH Switch control to the ON state.

[0116] For example, when using a gate driver that requires charge pump operation (requiring the charging operation of a bootstrap capacitor) as the gate driver, it is also possible to perform switch control that turns on the lower switch a predetermined time before the upper switch.

[0117] For example, in the above embodiment, an automatic transmission 3 is exemplified as the device to which hydraulic pressure is supplied by the hydraulic supply device 1; however, the device to which hydraulic pressure is supplied by the hydraulic supply device of the present invention is not limited to an automatic transmission. Hydraulic pressure can be supplied to any device other than an automatic transmission by the hydraulic supply device of the present invention, as long as it operates using hydraulic pressure.

[0118] In the above embodiments, a sensorless 120° power-on method was exemplified as a sensorless control method, but the sensorless control method of the present invention is not limited to the sensorless 120° power-on method. Other methods, such as the 180° power-on method, can also be used as long as the control method does not use a position sensor.

Claims

1. A hydraulic supply device, comprising: An electric oil pump having a motor and an oil pump, the oil pump being driven by the motor to spray oil; A check valve, which prevents the oil from flowing back into the electric oil pump; and A motor control device includes an inverter circuit and a control unit. The inverter circuit drives the motor, and the control unit controls the inverter circuit according to control command signals input from a higher-level control device. The motor control device includes a voltage detection unit for detecting the input voltage of the inverter circuit. When the control unit receives a stop command from the motor based on the control command signal, it performs switching control to switch at least the upper switch of a specified phase of the inverter circuit to the ON state according to a predetermined cycle. During the switch control, all switches of the inverter circuit, except for the at least upper switch of the specified phase, are kept in the open state. Based on the input voltage of the inverter circuit detected by the voltage detection unit during the switch control, it is determined whether the input voltage exceeds a specified threshold. If it is determined that the detected input voltage exceeds the specified threshold, and if the state of the detected input voltage exceeding the threshold continues for a specified time, it is determined that the check valve is in a fault state.

2. The hydraulic supply device according to claim 1, wherein, If the check valve is determined to be in a faulty state, the control unit stops the switching control.

3. The hydraulic supply device according to claim 1 or 2, wherein, If the check valve is determined to be in a faulty state, the control unit notifies the upper control device of the fault diagnosis result of the check valve.

4. The hydraulic supply device according to claim 1 or 2, wherein, The motor control device includes a terminal voltage detection unit for detecting the terminal voltage of each phase of the motor. The control unit determines whether there is a faulty disconnection based on the terminal voltage of each phase of the motor detected by the terminal voltage detection unit during the switch control.

5. The hydraulic supply device according to claim 1 or 2, wherein, The motor control device has a diode to prevent current from flowing back into the front-end circuit of the inverter circuit.

6. The hydraulic supply device according to claim 1 or 2, wherein, The hydraulic supply device also has: A mechanical oil pump, which is driven by an internal combustion engine to inject the oil; and A hydraulic circuit that supplies oil ejected from either the mechanical oil pump or the electric oil pump to the target device.

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