JP2010172136A - Motor controller for vehicle and method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow optimum motor control even with a simple sensor, relating to a technology for controlling a motor of a hybrid vehicle. <P>SOLUTION: The motor controller controls a motor using motor's rotational angle estimated by sensorless control and a motor's rotational angle obtained from the detection value of a sensor, in a switching region where the control area of sensorless control and that of motor control using a detection value of a sensor are switched each other (step S12, combine mode), when the sensorless control for controlling a motor by estimating the motor's rotational angle with no use of a sensor and the motor control using the detection value of the sensor are switched each other (step S11). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for controlling a motor of a hybrid vehicle.

  Patent Document 1 discloses that the rotation sensorless control and the rotation sensor control are switched according to the motor rotation speed. In the rotation sensorless control, the motor is controlled without detecting the motor rotation angle by the sensor. In the rotation sensor control, the motor is controlled based on the motor rotation angle detected by the sensor. Here, a crank angle sensor is used as the sensor.

Japanese Patent Laid-Open No. 9-219906

However, motor control (rotation sensor control) using a crank angle sensor as in Patent Document 1 has a problem that controllability is inferior to motor control using an advanced rotation sensor such as a resolver. On the other hand, if a resolver is used for motor control, since the resolver is a large sensor and expensive, the entire motor control system is increased in size and cost.
An object of the present invention is to optimally perform motor control even with a simple sensor.

  In order to solve the above-mentioned problems, the present invention switches between sensorless control for controlling the motor by estimating the rotation angle of the motor without using a sensor and motor control using the detection value of the sensor according to the rotation state of the motor. Control the motor. Then, the present invention is obtained from the rotation angle of the motor estimated by the sensorless control and the detected value of the sensor in the switching region between the control range of the sensorless control and the control range of the motor control using the detected value of the sensor. The motor is controlled using the motor rotation angle.

According to the present invention, motor control can be performed optimally even with a simple sensor by switching between sensorless control and control using the detected value of the sensor in accordance with the rotational state of the motor.
Further, according to the present invention, in the switching region between the control range of sensorless control and the control range of motor control using the detection value of the sensor, obtained from the rotation angle of the motor estimated by the sensorless control and the detection value of the sensor. By controlling the motor using the motor rotation angle, the motor can be controlled using an appropriate motor rotation angle in the switching region.

It is a figure which shows the structure of the vehicle of 1st Embodiment. It is a figure for demonstrating the structure of the rotation sensor system of an engine. It is a block diagram showing composition of motor ECU etc. in a 1st embodiment. It is the figure used for description which calculates motor rotation angle (theta) based on the connection relation of the crank angle sensor and motor in a vehicle structure. It is a flowchart which shows the process sequence of the determination process of a motor rotation state determination part. It is a flowchart which shows the process sequence of the correction process of a motor rotation angle correction | amendment part. It is a characteristic view which shows the relationship between the wheel speed Vf of a front wheel, the wheel speed Vr (FIG. 7 (a)) of a rear wheel, and the state of a switch (FIG. 7 (b)). It is a characteristic view which shows the relationship between the acceleration af (FIG. 8 (a)) of a front wheel and the state of a switch (FIG.8 (b)). FIG. 10 is a characteristic diagram showing a relationship between acceleration (deceleration) af (FIG. 9A) of a front wheel and a switch state (FIG. 9B). It is a characteristic view which shows the relationship between accelerator opening ACC (FIG. 10 (a)) and the state of a switch (FIG.10 (b)). FIG. 12 is a characteristic diagram showing a relationship between a brake state (FIG. 11B) and a switch state (FIG. 11C). Characteristic chart showing the relationship between the motor rotation angle signal (FIG. 12A), sensor signal (FIG. 12B), control mode (FIG. 12C), and final angle (FIG. 12D) of sensorless control. It is. It is a characteristic view explaining the procedure for obtaining the final angle from the sensor signal. It is a block diagram showing composition of motor ECU etc. in the case of performing motor control using a wheel speed sensor. It is a flowchart which shows the process sequence of the determination process of the motor rotation state determination part in the case of performing motor control using a wheel speed sensor. It is a block diagram showing composition of motor ECU etc. in the case of performing motor control using a crank angle sensor and a wheel speed sensor. It is a flowchart which shows the process sequence of the determination process of the motor rotation state determination part in the case of performing motor control using a crank angle sensor and a wheel speed sensor. It is a block diagram which shows the structure of motor ECU etc. in the case of performing motor control using a rotary encoder. It is a flowchart which shows the process sequence of the determination process of the motor rotation state determination part in the case of performing the motor control using a rotary encoder. It is a characteristic view which shows the relationship between the sensor signal (FIG. 20 (a)) which a 3 hall | hole sensor outputs, and a final angle (FIG.20 (b)). It is a block diagram which shows structures, such as motor ECU in 2nd Embodiment.

A mode for carrying out the present invention will be described in detail with reference to the drawings.
(First embodiment)
The first embodiment is a motor control device to which the present invention is applied.
FIG. 1 shows a vehicle equipped with a motor control device. The vehicle shown in FIG. 1 is a configuration example of a parallel hybrid vehicle. As shown in FIG. 1, this vehicle has a motor 2 connected to an output shaft of an engine 1 that generates a driving force for driving directly or via a power transmission function such as a gear. In this embodiment, the engine 1 and the motor 2 are directly connected on the same axis, and the driving force of the engine 1 and the motor 2 is transmitted to the driving wheel (for example, front wheel) 5 through the transmission 4. This vehicle generates a driving assist force by the motor 2 using electric power from the high voltage battery 3. Furthermore, this vehicle charges the battery 3 with the regenerative power of the motor 2. The vehicle may be a vehicle in which the engine 1 and the motor 2 are gear-coupled.

  This vehicle includes an HEV (Hybrid Electric Vehicle) control system for controlling the engine 1 and the motor 2, an engine control unit (engine ECU (Electronic Control Unit)) 11 as an engine control means, a transmission control unit (transmission ECU) 12, a motor It has a motor control unit (motor ECU) 30 as a control means, a battery management unit (battery ECU) 13, and a hybrid control unit (HEV_ECU) 14 that controls the entire HEV system. Each of the ECUs 11, 12, 13, 14, and 30 is configured around a microcomputer, and has various interfaces, peripheral circuits, and the like.

The vehicle also includes a crank angle sensor 6 that detects a crank angle of the engine 1 and a cam angle sensor 7 that detects a cam angle as sensors. Each sensor 6, 7 outputs a detection value to the engine ECU 11.
The vehicle also includes an accelerator opening sensor (or accelerator position sensor (APS)) 17, a wheel speed sensor 18, and a brake state sensor 19. The accelerator opening sensor 17 detects the amount of depression of the accelerator pedal. The wheel speed sensor 18 detects the wheel speed of a wheel (for example, the drive wheel 5). The brake state sensor 19 detects a brake state. Specifically, the brake state sensor 19 detects an operation state of a brake pedal (not shown). The brake state sensor 19 detects the operation state of the parking brake (PKB). Each sensor 17, 18, 19 outputs a detection value to the motor ECU 30. Further, the accelerator position sensor 17 outputs the detected value to the HEV_ECU 14.

  The engine ECU 11 calculates parameters such as the throttle opening of the engine 1, the ignition timing, and the fuel injection amount. The engine ECU 11 outputs the calculated control signals for those parameters at a control timing determined based on information from the crank angle sensor 6 and the cam angle sensor 7 of the engine 1. Thereby, the engine ECU 11 controls the output of the engine 1.

The transmission ECU 12 controls the gear position of the transmission 4 according to a preset shift schedule.
The motor ECU 30 controls the motor 2 via the motor drive circuit 15. The motor ECU 30 controls the motor 2 using the number of rotations of the motor 2 detected by the sensor, or controls the motor 2 without a sensor, depending on the situation. The configuration of the motor ECU 30 will be described in detail later.

The motor 2 is a synchronous motor having a permanent magnet type rotor or a reluctance motor having a salient pole type rotor without a permanent magnet. The motor 2 is configured such that a three-phase stator coil that forms a rotating magnetic field is connected to the battery 3 from the motor drive circuit 15 via the high-voltage relay 16.
In the motor 2, the switching element for each phase of the motor drive circuit 15 is turned ON / OFF by a control signal from the motor ECU 30, and the rotor of the output shaft rotates by a current supplied from the battery 3 (normal power running operation). . The motor 2 operates as a generator that generates an electromotive force from the stator coil by forcibly rotating the rotor with an external force, and can charge the battery 3 (regenerative operation).

  The battery ECU 13 determines the battery state based on the remaining capacity indicated by the state of charge (SOC) of the battery 3, the input / output possible power amount indicated by the maximum input / output power in the battery 3, the deterioration degree of the battery 3, and the like. To grasp. The battery ECU 13 manages cooling and charging control of the battery 3, abnormality detection, protection operation at the time of abnormality detection, and the like based on the grasped battery state.

The HEV_ECU 14 obtains a required torque (vehicle driving torque requested by the driver) corresponding to the signal from the accelerator opening sensor 17. Further, the HEV_ECU 14 determines a distribution ratio between the torque shared by the engine 1 and the torque shared by the motor 2 with respect to the required torque. Then, HEV_ECU 14 outputs a control command according to the torque distribution ratio to engine ECU 11 and motor ECU 30. The HEV_ECU 14 controls opening and closing of the high-voltage relay 16 that opens and closes the power line between the battery 3 and the motor drive circuit 15.
In this vehicle, as indicated by broken lines in FIG. 1, the ECUs 11, 12, 13, 14, and 30 are connected via a communication line such as a CAN (Controller Area Network) so that bidirectional communication is possible. Thereby, each ECU11,12,13,14,30 is communicating mutually the control information and the sensing information regarding the operation state of a control object.

FIG. 2 is a diagram for explaining the configuration of the rotation sensor system of the engine 1.
As shown in FIG. 2, the engine 1 normally ignites and burns the air-fuel mixture in the combustion chamber 21 by the spark from the spark plug 22, and converts the reciprocating motion of the piston 23 accompanying the combustion into the rotational motion of the crankshaft 24. This is a spark ignition engine. In the engine 1, a crank rotor 25 for detecting a crank angle is attached to a crankshaft 24 that is an output shaft.
In the crank rotor 25, a plurality of detected portions are formed at predetermined intervals along the outer periphery thereof. The crank angle sensor 6 is disposed opposite to the detected portion of the crank rotor 25 at a predetermined interval. The crank angle sensor 6 is, for example, an electromagnetic pickup type sensor. The crank angle sensor 6 outputs a pulse train for each predetermined crank angle (for example, a pulse train for every 10 ° CA) to the engine ECU 11 as a crank angle signal by passing through the detected portion accompanying the rotation of the crank rotor 25.

  In addition, a camshaft 26 is disposed at the upper portion of the engine 1 to make a 1/2 turn with respect to the crankshaft 24 and open and close the intake and exhaust valves. A cam rotor 27 for cam angle detection is attached to the camshaft 26. In the cam rotor 27, a plurality of detected portions are formed at predetermined intervals along the outer periphery thereof. The cam angle sensor 7 is disposed opposite to the detected portion of the cam rotor 27 with a predetermined interval.

  The cam angle sensor 7 is an electromagnetic pickup type sensor, for example. The cam angle sensor 7 outputs, to the engine ECU 11, a pulse train having a predetermined timing with respect to the crank angle signal as a cam angle signal by the passage of the detected portion accompanying the rotation of the cam rotor 27. This cam angle signal becomes a pulse train including the compression top dead center of the specific cylinder (for example, a pulse train for every 0 ° CA and 120 ° CA of the # 1 cylinder). The engine ECU 11 uses a cam angle signal as a cylinder discrimination signal for discriminating a target cylinder for fuel injection or ignition.

FIG. 3 shows a specific configuration of the motor ECU (motor control unit) 30. Further, the motor drive circuit 15 shown in FIG. 1 corresponds to the inverter 15a shown in FIG.
As shown in FIG. 3, the motor ECU 30 includes a current command value calculator 31, subtractors 32a and 32b, PI calculators 33a and 33b, a three-phase converter 34, a PWM signal generator 35, a dq converter 36, and a motor rotation. An angle estimation unit 37, a switch 38, a motor rotation angle calculation unit 39, a motor rotation state determination unit 40, a motor rotation speed calculation unit 41, and a motor rotation angle correction unit 42 are included.

Based on the torque command value Tm and the motor rotation speed Vm, the current command value calculation unit 31 determines the d-axis and q-axis current commands Id ^* and Iq ^* that will provide the highest efficiency at the current operating point. The torque command value Tm is an output value from the HEV_ECU 14. The motor rotation speed Vm is an output value from a motor rotation speed calculation unit 41 described later. For example, the current command value calculation unit 31 has a map, and the d-axis and q-axis current commands Id ^* and Iq ^* are determined based on the torque command value Tm and the motor rotation speed Vm with reference to the map. decide. Here, the d-axis current command Id ^* is a current command in the magnetic flux direction (d-axis) of the motor rotor. The q-axis current command Iq ^* is a current command in a direction (q-axis) orthogonal to the magnetic flux direction of the motor rotor. The current command value calculation unit 31 outputs the determined d-axis and q-axis current commands Id ^* and Iq ^* to the subtracters 32a and 32b.

The subtractor 32a calculates a deviation ΔId between the d-axis current command Id ^* and the current d-axis current Id. The subtractor 32b calculates a deviation ΔIq between the q-axis current command Iq ^* and the current q-axis current Iq. The subtractors 32a and 32b output the calculated deviations ΔId and ΔIq to the corresponding PI calculators 33a and 33b.
The PI calculator 33a calculates a d-axis voltage command Vd ^* by PI control calculation based on the input deviation ΔId. The PI calculator 33b calculates a q-axis voltage command Vq ^* by PI control calculation based on the input deviation ΔIq. The PI calculators 33 a and 33 b output the calculated d-axis and q-axis voltage commands Vd ^* and Vq ^* to the three-phase conversion unit 34 and the motor rotation angle estimation unit 37.

The three-phase conversion unit 34 performs coordinate conversion of the d-axis and q-axis voltage commands Vd ^* and Vq ^* from the d-axis and q-axis to the three axes U, V, and W, thereby converting the three-phase motor drive voltage commands Vu ^* , Vv ^* and Vw ^* are obtained. At this time, the three-phase conversion unit 34 performs coordinate conversion based on the motor rotation angle θ. The three-phase converter 34 outputs the motor drive voltage commands Vu ^* , Vv ^* , Vw ^* obtained by such conversion to the PWM signal generator 35.

The PWM signal generator 35 converts the motor drive voltage commands Vu ^* , Vv ^* , Vw ^* to obtain PWM control signals Pu, Pv, Pw for each phase. This conversion is performed, for example, by comparing the motor drive voltage commands Vu ^* , Vv ^* , Vw ^* with a triangular wave having a predetermined frequency and determining the duty ratio of the PWM control signal. The PWM signal generator 35 outputs the PWM control signals Pu, Pv, Pw obtained by such conversion to the inverter 15a (motor drive circuit 15).

  Inverter 15a receives the DC voltage from battery 3 between the positive electrode bus and the negative electrode bus, and converts this into a three-phase AC current. Specifically, the inverter 15a has a configuration in which three arms composed of two switching elements connected in series are connected between a positive bus and a negative bus, and the midpoint of each arm is a three-phase output. . Then, the two switching elements of each arm are complementarily turned on by the PWM control signals Pu, Pv, and Pw of each phase, so that a motor drive current is output to the motor 2 from the midpoint of each arm. The motor 2 is driven with an output corresponding to the output torque command when the motor driving current is supplied. For example, a capacitor for stabilizing the voltage is provided on the DC voltage input side from the battery 3 between the positive electrode bus and the negative electrode bus of the inverter 15a.

Output currents Iu, Iv, Iw of each phase from the inverter 15a are detected by current sensors 51u, 51v, 51w. The current sensors 51u, 51v, 51w output the detected output currents Iu, Iv, Iw to the dq converter 36.
The dq converter 36 converts the output currents Iu, Iv, and Iw to obtain d-axis and q-axis detection currents (current d-axis and q-axis currents) Id and Iq. At this time, the dq conversion unit 36 performs coordinate conversion based on the motor rotation angle θ. The dq conversion unit 36 outputs the d-axis and q-axis detection currents Id and Iq obtained by such conversion to the subtracters 32a and 32b and the motor rotation angle estimation unit 37.

The motor rotation angle estimation unit 37 is based on the d-axis and q-axis detection currents Id and Iq from the dq conversion unit 36 and the d-axis and q-axis voltage commands Vd ^* and Vq ^* from the PI calculators 33a and 33b. Estimate the rotation speed. The motor rotation angle estimation unit 37 outputs the estimated motor rotation angle (rotor position) θ to the first contact 38 a of the switch 38 and the motor rotation angle correction unit 42.
The switch 38 has a motor rotation angle calculator 39 connected to the second contact 38b. The switch 38 is configured to connect either the first contact 38a or the second contact 38b and the third contact 38c by switching. The output (motor rotation angle θ) of the third contact 38 c is input to the motor rotation angle correction unit 42.
The motor rotation angle calculation unit 39 calculates (estimates) the motor rotation angle (rotor position) θ based on the detection value of the crank angle sensor 6. For example, the motor rotation angle calculation unit 39 calculates (estimates) the motor rotation angle θ based on the connection relationship between the crank angle sensor 6 and the motor 2 in the vehicle structure.

  Specifically, a crank angle sensor 6 is attached to a motor 2 that is directly connected to the engine 1 coaxially with a specific position as a reference. For example, when the motor 2 has a permanent magnet type rotor, as shown in FIG. 4A, a specific position of the crank angle sensor 6 (for example, 10 ° CA before compression top dead center of the # 1 cylinder), The reference position R is set together with the N-pole center of the permanent magnet 2 </ b> A disposed on the rotor of the motor 2. Then, the reference position R is used in common, and the detected position of the crank angle sensor 6 and the estimated rotational position of the motor 2 are matched. When the motor 2 has a salient pole type rotor without permanent magnets, as shown in FIG. 4B, a specific position of the crank angle sensor 6 (for example, 10 ° CA before compression top dead center of the # 1 cylinder). ) And the center of the salient pole portion 2B of the rotor of the motor 2 are used as a reference position R. Then, the reference position R is used in common, and the detected position of the crank angle sensor 6 and the estimated rotational position of the motor 2 are matched.

As a result, the rotational position information from the crank angle sensor 6 and the estimated rotational position information of the motor 2 can be made the same reference rotational information. Calculate (estimate) θ. The motor rotation angle calculation unit 39 outputs the calculated motor rotation angle θ to the second contact 38 b of the switch 38 and the motor rotation angle correction unit 42.
The motor rotation speed calculation unit 41 calculates a motor rotation speed Vm based on the motor rotation angle θ. Specifically, the motor rotation speed calculation unit 41 calculates the motor rotation speed Vm from the time change rate of the motor rotation angle θ. The motor rotation speed calculation unit 41 outputs the calculated motor rotation speed Vm to the current command value calculation unit 31.
The motor rotation state determination unit 40 controls the switching of the switch 38 based on the motor rotation state. Specifically, the motor rotation state determination unit 40 controls the switching of the switch 38 according to the motor rotation state estimated based on the detection values of the accelerator opening sensor 17, the wheel speed sensor 18, and the brake state sensor 19. .

  FIG. 5 shows a processing procedure of determination processing of the motor rotation state determination unit 40. As shown in FIG. 5, first, in step S <b> 1, the motor rotation state determination unit 40 determines that the wheel speed Vf of the front wheel (drive wheel 5) detected by the wheel speed sensor 17 is the rear wheel wheel detected by the wheel speed sensor 17. It is determined whether the speed Vr is greater than a predetermined value α. Here, the predetermined value α is an experimental value, an empirical value, or a theoretical value suitable for the determination process. When the wheel speed Vf of the front wheel is larger than the predetermined value α with respect to the wheel speed Vr of the rear wheel (Vf> Vr + α), the motor rotation state determination unit 40 determines that the rotation of the motor 2 is in a transient fluctuation state. Proceed to step S6. If not (Vf ≦ Vr + α), the motor rotation state determination unit 40 proceeds to step S2.

  The absolute value of the difference (Vf−Vr) between the wheel speed Vf of the front wheel (drive wheel 5) detected by the wheel speed sensor 17 and the wheel speed Vr of the rear wheel detected by the wheel speed sensor 17 is greater than a predetermined value α. It can also be determined whether or not it is large. In this case, when the absolute value of the difference (Vf−Vr) is larger than the predetermined value α (| Vf−Vr |> α), the motor rotation state determination unit 40 proceeds to step S6. If not (| Vf−Vr | ≦ α), the motor rotation state determination unit 40 proceeds to step S2.

  In step S2, the motor rotation state determination unit 40 calculates the acceleration (wheel speed acceleration) af of the front wheel (drive wheel 5) detected by the wheel speed sensor 17, and the calculated acceleration af is a predetermined value (threshold value) β. It is judged whether it is larger than. Here, the predetermined value β is an experimental value, an empirical value, or a theoretical value suitable for the determination process. When the front wheel acceleration af is larger than the predetermined value β (af> β), the motor rotation state determination unit 40 determines that the rotation of the motor 2 is in a transient fluctuation state, and proceeds to step S6. If not (af ≦ β), the motor rotation state determination unit 40 proceeds to step S3.

  In step S3, the motor rotation state determination unit 40 determines whether or not the acceleration (wheel speed acceleration) af of the front wheel (drive wheel 5) detected by the wheel speed sensor 17 is smaller than a predetermined value −β. That is, it is determined whether or not the absolute value of the deceleration of the wheel acceleration af is larger than the absolute value of the predetermined value β. When the front wheel acceleration af is larger than the predetermined value −β (af <−β), the motor rotation state determination unit 40 determines that the rotation of the motor 2 is in a transient fluctuation state, and proceeds to step S6. If not (af ≧ −β), the motor rotation state determination unit 40 proceeds to step S4.

  In step S4, the motor rotation state determination unit 40 determines whether or not the accelerator opening degree ACC detected by the accelerator opening degree sensor 17 is larger than a predetermined value (threshold value) ACCth. Here, the predetermined value ACCth is an experimental value, an empirical value, or a theoretical value suitable for the determination process. When the accelerator opening degree ACC is larger than the predetermined value ACCth (ACC> ACCth), the motor rotation state determination unit 40 proceeds to step S6. If not (ACC ≦ ACCth), the motor rotation state determination unit 40 proceeds to step S5.

  In step S5, the motor rotation state determination unit 40 determines whether the brake pedal is turned on (operated) or the parking brake is turned on (operated) based on the detection result of the brake state sensor 19. . If at least one of the brake pedal and the parking brake is ON, the motor rotation state determination unit 40 proceeds to step S6. If not (the brake pedal and the parking brake are both OFF), the motor rotation state determination unit 40 determines that the rotation of the motor 2 is in a steady state and terminates the process shown in FIG.

In step S <b> 6, the motor rotation state determination unit 40 turns on the switch 38. Specifically, the motor rotation state determination unit 40 connects the second contact 38b and the third contact 38c. During normal operation (when the switch 38 is OFF), the first contact 38a and the third contact 38c are connected (in the switching state shown in FIG. 3).
The motor rotation state determination unit 40 performs determination processing according to the processing procedure described above.
The motor rotation angle correction unit 42 corrects the motor rotation angle.

  FIG. 6 shows the processing procedure of the correction process of the motor rotation angle correction unit 42. As shown in FIG. 6, first, in step S11, the motor rotation angle correction unit 42 determines whether or not the motor control is switched. Specifically, it is determined whether or not the switch 38 has been switched in the determination process of the motor rotation state determination unit 40. That is, it is determined whether or not the switch 38 is switched from OFF (sensorless control) to ON (sensor control) or the switch 38 is switched from ON (sensor control) to OFF (sensorless control). When the motor control is switched, the motor rotation angle correction unit 42 proceeds to step S12. If not, that is, if the motor rotation angle correction unit 42 is maintained in either sensorless control (sensorless control mode) or sensor control (sensor control mode), the process shown in FIG. 6 ends. .

In step S12, the motor rotation angle correction unit 42 executes the combine mode. In the combine mode, the motor rotation angle is corrected.
Specifically, when the sensorless control mode is switched to the sensor control mode, the motor output by the motor rotation angle calculation unit 39 becomes the motor rotation angle output by the motor rotation angle estimation unit 37 as the sensor control mode is approached. The rotation speed is gradually reflected. For example, the closer to the sensor control mode, the smaller the weight of the motor rotation angle output from the motor rotation angle estimation unit 37, and the higher the weight of the motor rotation angle output from the motor rotation angle calculation unit 39, the motor rotation angle. Is calculated.

  In addition, when switching from the sensor control mode to the sensorless control mode, the closer to the sensorless control mode, the motor rotation angle output from the motor rotation angle estimation unit 37 is set to the motor rotation number output from the motor rotation angle calculation unit 39. Reflect gradually. For example, the closer to the sensorless control mode, the greater the weight of the motor rotation angle output from the motor rotation angle estimation unit 37, and the smaller the weight of the motor rotation angle output from the motor rotation angle calculation unit 39, the motor rotation angle. Is calculated.

  Here, the combine mode is performed in a certain region when the mode is switched between the sensor control mode and the sensorless control mode. For example, the combine mode is performed in a certain area defined by a predetermined condition such as time. Thereby, for example, when switching from the sensorless control mode to the sensor control mode, the motor rotation output by the motor rotation angle estimation unit 37 becomes closer to the sensor control mode within a certain area defined by a predetermined condition such as time. The motor rotation angle is calculated by reducing the weight of the angle and increasing the weight of the motor rotation angle output from the motor rotation angle calculator 39.

The motor rotation angle correction unit 42 corrects the motor rotation angle as described above, and converts the corrected motor rotation angle (finally determined motor rotation angle, final angle) θ into the three-phase conversion unit 34, the dq conversion unit 36, and Output to the motor rotation speed calculation unit 41.
Further, when the motor control is not switched, that is, when either sensorless control (sensorless control mode) or sensor control (sensor control mode) is maintained, the motor rotation angle correction unit 42 responds to the control. Output the motor rotation angle. In other words, in the case of sensorless control (sensorless control mode), the motor rotation angle correction unit 42 outputs the motor rotation angle from the motor rotation angle estimation unit 37 (finally determined motor rotation angle, final Are output to the three-phase conversion unit 34, the dq conversion unit 36, and the motor rotation speed calculation unit 41. In the case of sensor control (sensor control mode), the motor rotation angle correction unit 42 outputs the motor rotation angle (finally determined motor rotation angle, final output) from the motor rotation angle calculation unit 39 output from the switch 38. Are output to the three-phase conversion unit 34, the dq conversion unit 36, and the motor rotation speed calculation unit 41.

(Operation and action)
(1) The motor ECU 30 operates as follows by the determination process of the motor rotation state determination unit 40.
(1-1) FIG. 7 shows the relationship between the wheel speed Vf of the front wheel and the wheel speed Vr of the rear wheel (FIG. 7A) and the state of the switch 38 (FIG. 7B).
When the wheel speed Vf of the front wheel becomes larger than a predetermined value α with respect to the wheel speed Vr of the rear wheel (Vf> Vr + α) as shown in FIG. 7 (a), the motor ECU 30 switches as shown in FIG. 7 (b). Set 38 to ON.
Accordingly, the motor ECU 30 outputs the motor rotation angle θ calculated by the motor rotation angle calculation unit 39 based on the detection value of the crank angle sensor 6 to the three-phase conversion unit 34, the dq conversion unit 36, and the motor rotation speed calculation unit 41. To do. The three-phase conversion unit 34, the dq conversion unit 36, and the motor rotation speed calculation unit 41 perform various processes for driving and controlling the motor 2 based on the input motor rotation angle θ. That is, the motor ECU 30 performs motor control using the sensor.

Further, as shown in FIG. 7 (a), the motor ECU 30 shown in FIG. 7 (b) when the wheel speed Vf of the front wheel is not larger than a predetermined value α with respect to the wheel speed Vr of the rear wheel (Vf ≦ Vr + α). Thus, the switch 38 is turned off (maintains OFF).
Thus, the motor ECU 30 outputs the motor rotation angle θ estimated by the motor rotation angle estimation unit 37 to the three-phase conversion unit 34, the dq conversion unit 36, and the motor rotation speed calculation unit 41. The three-phase converter 34, the dq converter 36, and the motor rotation speed calculator 41 drive and control the motor 2 based on the input motor rotation angle θ (motor rotation angle θ estimated without using a sensor). Various processes are performed. That is, the motor ECU 30 performs sensorless motor control (sensorless control).

Here, when the wheel speed Vf of the front wheel is larger than the predetermined value α with respect to the wheel speed Vr of the rear wheel, there is a high possibility that the front wheel driven by the motor 2 is slipping. That is, there is a high possibility that the rotation of the motor 2 is in a transient fluctuation state. The motor ECU 30 performs motor control using the sensor under such circumstances.
As a result, when the rotation of the motor 2 is in a steady state, the motor control by the sensorless control is performed, and when the rotation of the motor 2 is in the transient fluctuation state, the motor control using the sensor can be performed. Motor control can be performed based on a proper motor rotation angle.

For example, in the sensorless control, the followability is poor when the motor rotation (motor rotation speed) is in a transient fluctuation state. Here, the reason why the followability deteriorates in the transient fluctuation state is that the parameter used when estimating the motor rotation angle in the transient fluctuation state deviates from the actual value. Even if the F / B gain is increased, it diverges, so that the gain cannot be increased. There is no example in which the current sensorless control is applied to an HEV drive motor.
Therefore, when the rotation of the motor 2 is in a transient fluctuation state, the motor control can be performed based on the appropriate motor rotation angle by switching to the motor control using the sensor. Control can be performed.

(1-2) FIG. 8 shows the relationship between the acceleration af of the front wheels (FIG. 8A) and the state of the switch 38 (FIG. 8B).
When the front wheel acceleration af becomes larger than a predetermined value β (af> β) as shown in FIG. 8A, the motor ECU 30 turns on the switch 38 as shown in FIG. 8B. That is, the motor ECU 30 performs motor control using the sensor.
When the front wheel acceleration af is equal to or less than a predetermined value β as shown in FIG. 8A, the motor ECU 30 switches 38 as shown in FIG. 8B when af ≦ β, where af ≧ −β. Is turned off (maintains OFF). That is, the motor ECU 30 performs sensorless motor control (sensorless control).

Here, when the acceleration af of the front wheels is larger than the predetermined value β, there is a high possibility that the front wheels driven by the motor 2 are slipping. That is, there is a high possibility that the rotation of the motor 2 is in a transient fluctuation state. The motor ECU 30 performs motor control using the sensor under such circumstances.
As a result, when the rotation of the motor 2 is in a steady state, the motor control by the sensorless control is performed, and when the rotation of the motor 2 is in the transient fluctuation state, the motor control using the sensor can be performed. Motor control can be performed based on a proper motor rotation angle. As a result, proper motor control can be performed even when the rotation of the motor 2 is in a transient fluctuation state.

(1-3) FIG. 9 shows the relationship between the acceleration (deceleration) af of the front wheels (FIG. 9A) and the state of the switch 38 (FIG. 9B).
When the front wheel acceleration (deceleration) af is smaller than the predetermined value −β (af <−β) as shown in FIG. 9A, the motor ECU 30 turns on the switch 38 as shown in FIG. 9B. To. That is, the motor ECU 30 performs motor control using the sensor.
9A, when the acceleration (deceleration) af of the front wheels is greater than or equal to a predetermined value −β (af ≧ −β, where af ≦ β), the motor ECU 30 returns to FIG. As shown, the switch 38 is turned OFF (OFF is maintained). That is, the motor ECU 30 performs sensorless motor control (sensorless control).

Here, when the acceleration (deceleration) af of the front wheels is smaller than the predetermined value −β, there is a possibility that the vehicle is suddenly stopped or the wheels are climbing on a curb. high. That is, there is a high possibility that the rotation of the motor 2 is in a transient fluctuation state. The motor ECU 30 performs motor control using the sensor under such circumstances.
As a result, when the rotation of the motor 2 is in a steady state, the motor control by the sensorless control is performed, and when the rotation of the motor 2 is in the transient fluctuation state, the motor control using the sensor can be performed. Motor control can be performed based on a proper motor rotation angle. As a result, proper motor control can be performed even when the rotation of the motor 2 is in a transient fluctuation state.

(1-4) FIG. 10 shows the relationship between the accelerator opening ACC (FIG. 10 (a)) and the state of the switch 38 (FIG. 10 (b)).
When the accelerator opening ACC is larger than a predetermined value ACCth (ACC> ACCth) as shown in FIG. 10A, the motor ECU 30 turns on the switch 38 as shown in FIG. 10B. That is, the motor ECU 30 performs motor control using the sensor.
Further, as shown in FIG. 10A, when the accelerator opening degree ACC is equal to or smaller than a predetermined value ACCth (ACC ≦ ACCth), the motor ECU 30 turns off the switch 38 as shown in FIG. maintain). That is, the motor ECU 30 performs sensorless motor control (sensorless control).

  Here, the case where the accelerator opening ACC is larger than the predetermined value ACCth is a case where rapid acceleration is performed. In this case, there is a high possibility that the rotation of the motor 2 transitions from the steady state to the transient fluctuation state because a large load is applied to the motor 2. That is, the rotation of the motor 2 is predicted to be in a transient fluctuation state. The motor ECU 30 performs motor control using the sensor under such circumstances.

  Thereby, when the rotation of the motor 2 is in a steady state, the motor control by the sensorless control is performed, and when the rotation of the motor 2 is predicted to be in a transient fluctuation state, the motor control using the sensor can be performed. Motor control can be performed based on an appropriate motor rotation angle. As a result, appropriate motor control can be performed when the rotation of the motor 2 is predicted to be in a transient fluctuation state, or at an early stage even when the motor 2 is in a transient fluctuation state.

(1-5) FIG. 11 shows the relationship between the state of the brake (brake pedal or parking brake) (FIG. 11B) and the state of the switch 38 (FIG. 11C).
When the brake is turned on as shown in FIG. 11 (b), the motor ECU 30 turns on the switch 38 as shown in FIG. 11 (c). That is, the motor ECU 30 performs motor control using the sensor.
When the brake is OFF as shown in FIG. 11A, the motor ECU 30 turns off the switch 38 (maintains OFF) as shown in FIG. 11B. That is, the motor ECU 30 performs sensorless motor control (sensorless control).

  The motor ECU 30 can also control the switch 38 in consideration of the vehicle speed V, as shown in FIG. Specifically, the motor ECU 30 assumes that the vehicle speed V is larger than a predetermined value (threshold value) Vth as shown in FIG. 11A, that is, the vehicle is cruising. As shown in FIG. 11 (b), the switch 38 is turned ON.

Here, the vehicle speed V is calculated based on the detection value of the wheel speed sensor 18. For example, the vehicle speed V is calculated based on the average value of the wheel speed of the driving wheel 5 and the wheel speed of the driven wheel obtained by the wheel speed sensor 18.
Here, the case where the brake (the brake pedal or the parking brake) is operated is a case where the vehicle is suddenly stopped. In this case, there is a high possibility that the rotation of the motor 2 transitions from the steady state to the transient fluctuation state because a large load is applied to the motor 2. That is, the rotation of the motor 2 is predicted to be in a transient fluctuation state. The motor ECU 30 performs motor control using the sensor under such circumstances.

  Thereby, when the rotation of the motor 2 is in a steady state, the motor control by the sensorless control is performed, and when the rotation of the motor 2 is predicted to be in a transient fluctuation state, the motor control using the sensor can be performed. Motor control can be performed based on an appropriate motor rotation angle. As a result, appropriate motor control can be performed when the rotation of the motor 2 is predicted to be in a transient fluctuation state, or at an early stage even when the motor 2 is in a transient fluctuation state.

As described above, it is possible to detect a sudden stop of the vehicle more appropriately by setting the switch 38 to be ON when the vehicle is traveling at a predetermined vehicle speed (the vehicle is cruising). it can.
Further, by setting the switch 38 to be ON when the brake operation speed, for example, the brake pedal depression speed is higher than a certain value, it is possible to detect a sudden stop of the vehicle more appropriately.

(2) The motor ECU 30 operates as follows by the determination process of the motor rotation angle correction unit 42.
FIG. 12 shows the relationship between the motor rotation angle signal (FIG. 12A), sensor signal (FIG. 12B), control mode (FIG. 12C), and final angle (FIG. 12D) of sensorless control. Indicates. The sensor rotation control motor rotation angle signal is an output value of the motor rotation angle estimation unit 37. The sensor signal is an output value of the motor rotation angle calculation unit 39. The control mode is any one of a sensorless control mode, a sensor control mode, and a combine mode. The final angle is an output value of the motor rotation angle correction unit 42.

(2-1) Sensorless Control Mode When the rotation of the motor 2 is in a steady state, the motor ECU 30 controls the motor with the motor rotation angle signal shown in FIG. 12A as the final angle shown in FIG. . That is, the motor ECU 30 controls the motor in the sensorless control mode as shown in FIG.

(2-2) Combine mode (sensorless control mode → sensor control mode)
Further, when the motor ECU 30 predicts that the rotation of the motor 2 changes from the steady state to the transient fluctuation state, or the rotation of the motor 2 changes from the steady state to the transient fluctuation state, the combiner as shown in FIG. Implement the mode. Thereby, the motor ECU 30 outputs the motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation angle calculation unit 39 as shown in FIGS. 12 (a), 12 (b), and 12 (d). The final angle is calculated by mutual correction with the motor rotation speed, and the motor is controlled based on the calculated motor rotation angle. At this time, the final angle gradually shifts to the motor rotation number output by the motor rotation angle calculation unit 39.

(2-3) Sensor Control Mode The motor ECU 30 then controls the motor with the sensor signal shown in FIG. 12B as the final angle shown in FIG. That is, the motor ECU 30 controls the motor in the sensor control mode as shown in FIG.
(2-4) Combine mode (sensor control mode → sensorless control mode)
Furthermore, when the rotation of the motor 2 changes from the transient fluctuation state to the steady state, the motor ECU 30 performs the combine mode as shown in FIG. Thereby, the motor ECU 30 outputs the motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation angle calculation unit 39 as shown in FIGS. 12 (a), 12 (b), and 12 (d). The final angle is calculated by mutual correction with the motor rotation speed, and the motor is controlled based on the calculated motor rotation angle. At this time, the final angle gradually shifts to the motor rotation number output by the motor rotation angle estimation unit 37.

(Modification of the first embodiment)
(1) When the motor control using the sensor is switched to the motor control by the sensorless control, the threshold value used for the determination of the switch can be changed to a different value. Here, the threshold values used for switching determination are the predetermined values α, β, ACCth, and the like.

(2) The motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation angle output from the motor rotation angle calculation unit 39 can be corrected in advance.
Specifically, when the motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation number output from the motor rotation angle calculation unit 39 are compared, and there is an error in a reference value (for example, 0 °), The motor rotation angle output by the motor rotation angle estimation unit 37 or the motor rotation angle output by the motor rotation angle calculation unit 39 is corrected so that the reference value matches. For example, the motor rotation angle output by the motor rotation angle estimation unit 37 is corrected so as to match the reference value of the motor rotation angle output by the motor rotation angle calculation unit 39. Thus, sensorless control can be performed based on the value obtained by correcting the motor rotation angle output from the motor rotation angle estimation unit 37.

(3) An error between the motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation angle output from the motor rotation angle calculation unit 39 can be reflected in the motor control.
Specifically, an error between the motor rotation angle output from the motor rotation angle estimation unit 37 and the motor rotation angle output from the motor rotation angle calculation unit 39 in the sensor control mode is obtained. Further, the q-axis and d-axis inductances Lq and Ld are estimated from the error. In the sensorless control mode, the motor 2 is controlled using the estimated q-axis and d-axis inductances Lq and Ld.

(4) In the sensor control mode, the final angle is obtained from the sensor signal. At this time, the angular velocity shown in FIG. 13B is calculated by differentiating the sensor signal (position signal) shown in FIG. Then, the rotation angle is calculated by using the previous value (0 to 2π) of the calculated angular velocity as the current angular velocity. The calculated rotation angle is set to the final angle shown in FIG.
Further, when the rotation angle is calculated based on the previous value (0 to 2π) of the angular velocity in this way, if the rotation angle does not match the reference value (for example, 0 °), the rotation angle is calculated by the sensor signal. It can also be corrected.
(5) It is not limited to the crank angle sensor 6, and other sensors can also be used.

(6) As shown in FIG. 14, a wheel speed sensor (ABS (Anti-lock Brake System) sensor) 18 provided on the wheel axle may be used. In this case, the motor rotation angle calculation unit 39 calculates (estimates) the motor rotation angle θ based on the detection value of the wheel speed sensor 18. For example, when the motor 2 and the axle are directly or gear-coupled in the vehicle, the motor rotation angle calculation unit 39 determines the motor rotation angle θ based on the connection relationship between the wheel speed sensor 18 and the motor 2 in the vehicle structure. Is calculated (estimated). For example, the motor rotation angle θ is calculated (estimated) in consideration of the wheel diameter and the ratio of the gears interposed between the wheel speed sensor 18 and the motor 2. The motor rotation angle calculation unit 39 outputs the calculated motor rotation angle θ to the second contact 38 b of the switch 38.
In this case, as shown in FIG. 15, when the motor rotation state determination unit 40 turns on the switch 38 in step S <b> 6, the motor ECU 30 performs motor control using the wheel speed sensor 18.

(7) As shown in FIG. 16, the crank angle sensor 6 and the wheel speed sensor 18 may be used. In this case, the motor rotation angle calculation unit 39 calculates (estimates) the motor rotation angle θ based on the detection value of the crank angle sensor 6. Further, the motor rotation angle calculation unit 39 calculates (estimates) the motor rotation angle θ based on the detection value of the wheel speed sensor 18. Then, the motor rotation angle calculation unit 39 calculates an average value of the motor rotation angles θ calculated based on the detection values of the crank angle sensor 6 and the wheel speed sensor 18. The motor rotation angle calculation unit 39 outputs the calculated motor rotation angle θ to the second contact 38 b of the switch 38.
In this case, as shown in FIG. 17, when the motor rotation state determination unit 40 turns on the switch 38 in step S6, the motor ECU 30 performs motor control using the crank angle sensor 6 and the wheel speed sensor 18. .

(8) As shown in FIG. 18, a rotary encoder 61 that detects the rotation angle of the motor 2 can also be used. In this case, the rotary encoder 61 detects the rotation angle of the motor 2 and outputs the detected motor rotation angle to the second contact 38 b of the switch 38.
In this case, as shown in FIG. 19, when the motor rotation state determination unit 40 turns on the switch 38 in step S6, the motor ECU 30 performs motor control using the rotary encoder 61.
(9) A Hall sensor (a magnetic sensor using the Hall effect) can also be used.

(10) A plurality of sensors can also be used.
Specifically, the number of hall sensors corresponding to the sensorless control environment is used. The sensorless control environment is, for example, the gear ratio between the motor shaft and the wheel shaft, the size of the inertia coupled to the motor shaft, and the like.
Further, considering the crank angle sensor and wheel speed sensor mounted on the vehicle, the number of hall sensors corresponding to the accuracy of the crank angle sensor and wheel speed sensor is used. For example, the number of hall sensors is increased as the accuracy of the crank angle sensor and the wheel speed sensor is lower.

FIG. 20 shows the relationship between the sensor signals (FIG. 20 (a)) output from the three hall sensors and the final angle (FIG. 20 (b)).
Based on the number of sensor signals corresponding to the three hall sensors as shown in FIG. 20 (a), the final angle can be obtained as shown in FIG. 20 (b). Thereby, even when the transient fluctuation state of the motor 2 is severe, the accuracy of motor control can be improved.

  In the first embodiment, the motor rotation state determination unit 40 implements a motor rotation state determination unit that determines the rotation state of the motor. In addition, the configuration for calculating the command value of the motor 2 such as the current command value calculation unit 31, the three-phase conversion unit 34, the PWM signal generation unit 35, the dq conversion unit 36 and the motor rotation speed calculation unit 41 in the motor ECU 30 is A control means for sensorless control for controlling the motor by estimating the rotation angle of the motor without using a sensor is realized. In the first embodiment, when the motor rotation state determination unit determines that the rotation of the motor is in a transient fluctuation state, the control unit changes the sensorless control to the motor control using the detection value of the sensor. The motor is switched to control the motor, and the control means is a mutual switching region between the sensorless control region and the motor control region using the detection value of the sensor. The motor is controlled using the rotation angle and the motor rotation angle obtained from the detection value of the sensor.

  Further, in the first embodiment, in the vehicle motor control method for controlling the motor that drives the wheels, the sensorless control for controlling the motor by estimating the rotation angle of the motor without using the sensor and the detected value of the sensor are used. The motor control to be used is switched according to the rotation state of the motor to control the motor, and the sensorless control is performed in the mutual switching region between the control region of the sensorless control and the control region of the motor control using the detection value of the sensor. A vehicle motor control method for controlling the motor using the rotation angle of the motor estimated by the control and the motor rotation angle obtained from the detection value of the sensor is realized.

(Effects of the first embodiment)
(1) The motor ECU 30 switches between sensorless control for controlling the motor 2 by estimating the rotation angle of the motor without using a sensor and motor control using the detection value of the sensor according to the rotation state of the motor 2. To control. Then, the motor ECU 30 is a switching area between the sensorless control range and the motor control range using the sensor detection value, and the motor obtained from the rotation angle of the motor 2 and the sensor detection value estimated by the sensorless control. The motor is controlled using the rotation angle.

  Thus, by performing motor control by switching between sensorless control and motor control using the detection value of the sensor in conformity with the rotation state of the motor 2, the motor control can be optimally performed even with a simple sensor. That is, by switching between sensorless control and motor control using the sensor detection value in accordance with the rotation state of the motor 2, the sensorless control and the motor control using the sensor detection value can be performed in the optimum scene. .

As a result, even a simple sensor can perform sensing with high accuracy and optimally perform motor control.
Further, in the mutual switching region between the sensorless control region and the motor control region using the sensor detection value, the rotation angle of the motor 2 estimated by the sensorless control and the motor rotation angle obtained from the sensor detection value are obtained. By using and controlling the motor 2, the motor 2 can be controlled using an appropriate motor rotation angle in the switching region. For example, it is possible to control the motor 2 by reducing the rotation shock of the motor due to the change in the motor rotation speed at the time of control switching.

(2) In the switching area, the motor ECU 30 obtains a motor rotation angle by weighting the motor rotation angle estimated by sensorless control and the motor rotation angle obtained from the detected value of the sensor, and the obtained motor rotation The motor 2 is controlled using the corners.
Thereby, an appropriate motor rotation angle can be obtained in the switching region.
(3) The motor ECU 30 increases the weight of the rotation angle of the motor 2 estimated by the sensorless control as it approaches the sensorless control area side in the switching area, and moves to the motor control area side using the sensor detection value in the switching area. As it gets closer, the weight of the motor rotation angle obtained from the detection value of the sensor is increased.
Thereby, an appropriate motor rotation angle can be obtained in the switching region.

(4) When the motor ECU 30 determines that the rotation of the motor 2 is in a steady state, the motor ECU 30 performs sensorless control. When the rotation of the motor 2 changes between a steady state and a transient fluctuation state, the motor ECU 30 controls the motor 2 by switching between sensorless control and motor control using the detection value of the sensor. At this time, the motor ECU 30 is obtained from the rotation angle of the motor 2 and the detected value of the sensor estimated by the sensorless control in the mutual switching range between the control range of the sensorless control and the control range of the motor control using the detected value of the sensor. The motor is controlled using the motor rotation angle.
Thus, by performing sensorless control when the rotation of the motor 2 is in a steady state, the motor can be controlled by sensorless control in an optimal scene.

(5) The wheel 5 is further driven by the engine 1. The sensor of the motor control using the detection value of the sensor includes a crank angle sensor 6 that detects the crank angle of the engine 1, a wheel speed sensor 18 that detects the wheel speed of the wheel, and a rotary encoder that detects the rotation angle of the motor 2. 61. At least one of 61.
Thus, even simple sensors such as the crank angle sensor 6, the wheel speed sensor 18, and the rotary encoder 61 can perform sensing with high accuracy and optimally perform motor control.
(6) A plurality of sensors (for example, hall sensors) can also be used.
Thereby, even when the transient fluctuation state of the motor 2 is severe, the accuracy of motor control can be improved.

(Second Embodiment)
The second embodiment is a motor control device to which the present invention is applied. The basic configuration of the vehicle in the second embodiment is the same as the configuration of the vehicle in the first embodiment shown in FIGS.
In the second embodiment, the motor control command value is corrected or replaced when the motor is in a transient fluctuation state.
FIG. 21 shows a specific configuration of the motor ECU 30 in the second embodiment. As shown in FIG. 21, in the second embodiment, the vehicle has a map (F / F term map) 71. The motor ECU 30 may have a map 71.

The map 71 is a map obtained by associating the rotation speed, motor acceleration, and torque command value Tm of the motor 2 with the d-axis and q-axis voltage commands Vd ^* and Vq ^* , which are obtained when the rotation of the motor 2 is in a steady state. It is. Here, the rotation speed and motor acceleration of the motor 2 are values obtained based on the detection value of the crank angle sensor 6 when the rotation of the motor 2 is in a steady state.
When the rotation of the motor 2 is in a transient fluctuation state, the map 71 shows the d-axis and q-axis voltage commands Vd ^* and Vq ^* corresponding to the rotation speed, motor acceleration, and torque command value Tm of the motor 2 at that time. Output. For example, the map 71 determines that the rotation of the motor 2 is in a transient fluctuation state from the determination result of the motor rotation state by the motor rotation state determination unit 40, and outputs the d-axis and q-axis voltage commands Vd ^* and Vq ^* . .

Thus, the motor ECU30 is, PI calculator 33a, d axis 33b outputs and the q-axis voltage command ^Vd *, the Vq ^*, d-axis and q-axis voltage command ^Vd map 71 outputs *, switch to Vq ^* or to correct.
As a result, the motor ECU 30 controls the motor based on the d-axis and q-axis voltage commands Vd ^* and Vq ^* output from the map 71 when the rotation of the motor 2 is in a transient fluctuation state.

(Modification of the second embodiment)
(1) It is not limited to the crank angle sensor 6, and other sensors can also be used. For example, a wheel speed sensor (see FIG. 14) or a rotary encoder (see FIG. 18) can be used.
(2) Switching or correcting control command values other than the d-axis and q-axis voltage commands Vd ^* and Vq ^* by the same procedure as described above for the d-axis and q-axis voltage commands Vd ^* and Vq ^* . You can also

(Effect of 2nd Embodiment)
(1) Based on the control command values (here, d-axis and q-axis voltage commands Vd ^* , Vq ^* ) used for controlling the motor 2 when it is determined from the map 71 that the rotation of the motor 2 is in a steady state. When it is determined that the rotation of the motor 2 is in a transient fluctuation state, control command values (here, d-axis and q-axis voltage commands Vd ^* , Vq ^* ) used for controlling the motor 2 are corrected.
Thereby, the motor 2 can be appropriately controlled when the rotation state of the motor 2 is in a transient fluctuation state.

  1 engine, 2 motor, 6 crank angle sensor, 17 accelerator opening sensor, 18 wheel speed sensor, 19 brake state sensor, 61 rotary encoder, 71 map

Claims (7)

In a vehicle motor control device that controls a motor that drives a wheel,
Motor rotation state determination means for determining the rotation state of the motor;
Control means for sensorless control for controlling the motor by estimating the rotation angle of the motor without using a sensor, and
When the motor rotation state determination unit determines that the rotation of the motor is in a transient fluctuation state, the control unit switches the sensorless control to a motor control using a detection value of the sensor, and controls the motor.
The control means is obtained from the rotation angle of the motor estimated by the sensorless control and the detection value of the sensor in the mutual switching region between the control range of the sensorless control and the control range of the motor control using the detection value of the sensor. A motor controller for a vehicle, wherein the motor is controlled using a motor rotation angle.   The control means weights the motor rotation angle estimated by the sensorless control and the motor rotation angle obtained from the detection value of the sensor in the switching area to obtain a motor rotation angle, and the obtained motor rotation angle The vehicle motor control device according to claim 1, wherein the motor is controlled using a motor.   The control means increases the weight of the rotation angle of the motor estimated by the sensorless control as it approaches the sensorless control area side in the switching area, and moves to the motor control area side using the detection value of the sensor in the switching area. The vehicle motor control device according to claim 2, wherein the weight of the motor rotation angle obtained from the detection value of the sensor is increased as it gets closer. When the motor rotation state determination unit determines that the rotation of the motor is in a steady state, the control unit performs the sensorless control,
When the determination result of the motor rotation state determination unit changes between the steady state and the transient variation state, the control unit switches between the sensorless control and the motor control using the detection value of the sensor, and Obtained from the rotation angle of the motor estimated by the sensorless control and the detected value of the sensor in the mutual switching range between the control range of the sensorless control and the control range of the motor control using the detected value of the sensor. The vehicle motor control device according to any one of claims 1 to 3, wherein the motor is controlled using a motor rotation angle.   Based on a control command value used for controlling the motor when the motor rotation state determination unit determines that the rotation of the motor is in a steady state, the motor rotation state determination unit determines that the rotation of the motor is in a transient fluctuation state. The vehicle motor control device according to any one of claims 1 to 4, further comprising a correction unit that corrects a control command value used for controlling the motor when it is determined that the control command value is present. The wheels are further driven by an engine;
The sensor for motor control using the detection value of the sensor includes a crank angle detecting means for detecting a crank angle of the engine, a wheel speed detecting means for detecting a wheel speed of the wheel, and a rotary encoder for detecting a rotation angle of the motor. The vehicle motor control device according to any one of claims 1 to 5, wherein the vehicle motor control device is any one of the above. In a vehicle motor control method for controlling a motor for driving wheels,
The motor is controlled by switching between sensorless control for controlling the motor by estimating the rotation angle of the motor without using the sensor and motor control using the detection value of the sensor according to the rotation state of the motor.
In the switching area between the control range of the sensorless control and the control range of the motor control using the detection value of the sensor, the rotation angle of the motor estimated by the sensorless control and the motor rotation angle obtained from the detection value of the sensor A vehicle motor control method using the motor to control the motor.

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