JP2008043134A - Control device for vehicle motor - Google Patents

Abstract

A vehicle motor control device capable of correcting a phase shift of a rotor without using a phase detection sensor.
A motor having a permanent magnet and an inner circumferential rotor and an outer circumferential rotor that can change relative phases of each other, and driving or auxiliary driving a vehicle, and an inner circumferential side A vehicle motor control device including a phase control unit 65 that changes a relative phase between a rotor and an outer peripheral rotor and adjusts to a predetermined induced voltage constant Ke, and detects an acceleration state quantity of the vehicle 10. Phase error estimation that calculates the actual driving force based on the wheel speed sensor 75 and the acceleration state quantity, and corrects the phase command of the phase control unit 65 based on the difference between the driving force command value of the vehicle 10 and the actual driving force. A portion 62 is provided.
[Selection] Figure 1

Description

  The present invention relates to a control device for a vehicle motor.

2. Description of the Related Art Conventionally, there is known a motor control device that adjusts the magnetic field of a permanent magnet by changing the relative phases of a plurality of rotors having permanent magnets using a hydraulic circuit (see, for example, Patent Document 1).
JP-A-55-153300

  By the way, in the control device according to an example of the above-described prior art, generally, an actual measurement value detected using a phase detection sensor is compared with a phase command value calculated based on a required torque, a battery voltage, or the like. Correction is performed so that these phase shifts become zero. However, in the conventional control device, for example, when the sensor that detects the phase of the rotor fails and the detection signal is not output, the phase shift of the rotor cannot be corrected, and the motor torque requested by the driver is obtained. There is a problem that it becomes impossible.

  Therefore, the present invention has been made in view of the above circumstances, and provides a vehicle motor control device capable of correcting a phase shift of a rotor without using a phase detection sensor.

In order to solve the above-mentioned problem, the invention described in claim 1 has a magnet piece (for example, the permanent magnets 21a and 22a in the embodiment) in each of them and a relative phase to each other (for example, the embodiment). A plurality of rotors (for example, the inner rotor 21 and the outer rotor 22 in the embodiment) that can change the phase θ) in the embodiment, and drive or assist the vehicle (for example, the vehicle 10 in the embodiment). Motor (for example, the motor 11 in the embodiment) to be driven and a phase in which the relative phases of the plurality of rotors are changed and adjusted to a predetermined induced voltage constant (for example, the induced voltage constant Ke in the embodiment). A vehicle motor control device including a changing unit (for example, the phase control unit 65 in the embodiment), and a detection unit (for example, in the embodiment, for detecting an acceleration state quantity of the vehicle) Wheel speed sensor 75), actual driving force calculating means for calculating an actual driving force based on the acceleration state quantity detected by the detecting means (for example, phase error estimating unit 62 in the embodiment), driving of the vehicle A correction unit (for example, the phase control unit 65 in the embodiment) that corrects the phase command of the phase change unit based on the difference between the force command value and the actual driving force is provided.
By configuring in this way, for example, a vehicle according to the acceleration state quantity calculated based on the detection result of the detection means, for example, the detection result of various sensors, without using a sensor that detects the relative phase of the rotor. The phase command in the phase changing means can be corrected based on acceleration such as longitudinal acceleration and lateral acceleration, or a state quantity (for example, torque command value) related to the acceleration.

According to a second aspect of the present invention, in the first aspect of the present invention, the correcting unit is configured to determine the induced voltage constant command value for the rotor and the induced voltage constant command value based on a difference between the driving force command value and the actual driving force. An estimated value of deviation from the induced voltage constant of the rotor (for example, an estimated voltage constant difference estimated value ΔKes in the embodiment) is calculated, and the phase command of the phase changing means is corrected based on the estimated value. .
By configuring in this way, the driving force command value can be calculated based on the detection result of, for example, an accelerator pedal opening sensor, and the actual driving force can be calculated based on the detection result of, for example, a wheel speed sensor. An estimated value of the deviation between the induced voltage constant command value for the rotor and the induced voltage constant of the rotor can be calculated without using a sensor for detecting the relative phase of the rotor.

According to a third aspect of the present invention, in the second aspect of the present invention, the phase change means performs the phase change based on the estimated value of the deviation between the induced voltage constant command value and the induced voltage constant at the next phase change. It is characterized by making a change.
By configuring in this way, the phase change based on the estimated value of the deviation between the induced voltage constant command value and the induced voltage constant can be executed at the next phase change, so that the behavior due to the phase change appears immediately. Can be prevented.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the phase changing means is used when an estimated value of a deviation between the induced voltage constant command value and the induced voltage constant is a predetermined value or more. Is provided with an abnormality determining means (for example, step S31 to step S33 in the embodiment) for determining that an abnormality is present.
By configuring in this way, the abnormality determining means can change the phase when the estimated value of the deviation between the induced voltage constant command value and the induced voltage constant exceeds a predetermined value (for example, a deviation that can be assumed in a normal state). Can be determined to be in an abnormal state.

According to a fifth aspect of the present invention, in the invention according to any of the first to fourth aspects, the energization amount of the motor is corrected based on an estimated value of a deviation between the induced voltage constant command value and the induced voltage constant. It is characterized by.
With this configuration, for example, even when the phase changing unit is in a failed state, the necessary driving force can be secured by correcting the energization amount to the motor by the amount of the driving force related to the phase shift.

The invention according to claim 6 is the estimated vehicle weight according to any one of claims 1 to 5, wherein the correction means calculates the estimated vehicle weight after fixing the relative phase of the rotor. Calculation means (for example, Steps S07 to S11 in the embodiment) is provided, and the actual driving force is calculated based on the estimated vehicle weight calculated by the estimated vehicle weight calculation means.
With this configuration, it is possible to calculate an accurate estimated vehicle weight by the estimated vehicle weight calculation means in a state where the relative phase of the rotor does not change, and further calculate an actual driving force by the estimated vehicle weight calculation means. By calculating based on the estimated vehicle weight, an accurate actual driving force can be calculated.

  According to the first aspect of the present invention, for example, the acceleration state quantity detected by the detecting means without the sensor for detecting the relative phase of the rotor, for example, the longitudinal acceleration of the vehicle according to the detection results of various sensors. Feedback control is performed to correct the phase command based on acceleration such as lateral acceleration or a state quantity related to acceleration (for example, torque command value, etc.), so that an appropriate driving state of the motor can be ensured. is there.

  According to the second aspect of the present invention, in addition to the effect of the first aspect, the driving force command value can be calculated based on the detection result of, for example, an accelerator pedal opening sensor, and the actual driving force is, for example, a wheel speed sensor. Therefore, it is possible to calculate an estimated value of the deviation between the induced voltage constant command value for the rotor and the induced voltage constant of the rotor without using a sensor for detecting the relative phase of the rotor. it can. Therefore, there is an effect that the reliability can be improved without increasing the number of parts.

  According to the invention described in claim 3, in addition to the effect of claim 2, the phase change based on the estimated value of the deviation between the induced voltage constant command value and the induced voltage constant can be executed at the next phase change. Therefore, the behavior due to the phase change can be prevented from appearing immediately, and therefore, there is an effect that the relative phase shift of the rotor can be corrected without the driver feeling uncomfortable.

  According to the invention described in claim 4, in addition to the effect of any one of claims 1 to 3, the abnormality determination means is configured such that the estimated value of the deviation between the induced voltage constant command value and the induced voltage constant is a predetermined value (for example, Since it can be determined that the phase change means is in an abnormal state when the deviation is greater than or equal to the normal state), an excessive phase change command can be prevented from being applied to the phase change means, Therefore, the burden on the phase changing means can be reduced.

  According to the fifth aspect of the present invention, in addition to the effect of any one of the first to fourth aspects, for example, even when the phase changing means is in a failed state, the motor is energized by the amount corresponding to the driving force related to the phase shift. Since the required driving force can be ensured by correcting the amount, there is an effect that the reliability can be further improved.

  According to the invention described in claim 6, in addition to the effect of any one of claims 1 to 5, an accurate estimated vehicle weight is calculated by the estimated vehicle weight calculating means in a state where the relative phase of the rotor does not change. Further, by calculating the actual driving force based on the estimated vehicle weight, an accurate actual driving force can be calculated. Therefore, the relative phase shift of the rotor can be corrected more appropriately.

Hereinafter, an embodiment of a control device for a vehicle motor according to the present invention will be described with reference to the accompanying drawings.
A vehicle motor control device 10a according to the present embodiment is mounted on a vehicle 10 such as a hybrid vehicle or an electric vehicle equipped with a motor as a travel drive source. For example, the vehicle 10 shown in FIG. The motor 11, the internal combustion engine 12, and the transmission T / M are directly connected in series, and at least the driving force of the motor 11 or the internal combustion engine 12 is transmitted via the clutch and the transmission T / M. And transmitted to the drive wheels W of the vehicle 10.

  When the driving force is transmitted from the driving wheel W side to the motor 11 during deceleration of the vehicle 10, the motor 11 functions as a generator to generate a so-called regenerative braking force and convert the kinetic energy of the vehicle body into electric energy ( Recovered as regenerative energy). Also, when the output of the internal combustion engine 12 is transmitted to the motor 11, the motor 11 functions as a generator to generate generated energy.

In this vehicle 10, the drive and regenerative operation of the motor 11 of a plurality of phases (for example, U-phase, V-phase, and W-phase) are received by a power drive unit (PDU) 14 in response to a control command output from the control unit 13. Done.
The PDU 14 includes, for example, a PWM inverter by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of transistor switching elements, and is connected to a high-voltage battery 15 that exchanges electric energy with the motor 11. Has been.
The PDU 14 turns on (conducts) each transistor paired in each phase in the PWM inverter based on a gate signal (that is, a PWM signal) that is a switching command input from the control unit 13 when the motor 11 is driven, for example. By switching the / off (cutoff) state, the DC power supplied from the battery 15 is converted into three-phase AC power, and the energization to the stator windings of the three-phase motor 11 is sequentially commutated, so that each phase AC stator U is supplied with AC U-phase current Iu, V-phase current Iv and W-phase current Iw.

  For example, as shown in FIG. 2, the motor 11 includes a substantially annular inner peripheral rotor 21 and outer peripheral rotor 22 each having permanent magnets (magnet pieces) 21 a and 22 a arranged along the circumferential direction. A rotor 24 having a plurality of stator windings (not shown) for generating a rotating magnetic field that rotates the rotor 23, and an inner rotor 21 and an outer rotor 22. And a phase control device 25 for controlling the relative phase. The phase control device 25 changes the relative phase between the inner circumferential rotor 21 and the outer circumferential rotor 22 using, for example, hydraulic pressure or a motor.

  The inner circumferential side rotor 21 and the outer circumferential side rotor 22 are arranged so that their rotation axes are coaxial with the rotation axis O of the motor 11, and each of the substantially cylindrical rotor cores 31 and 32 and the first rotor core. A plurality of inner peripheral side magnet mounting portions 33,..., 33 provided at predetermined intervals in the circumferential direction at the outer peripheral portion of 31 and a plurality provided at predetermined intervals in the circumferential direction inside the second rotor core 32. , 34 are provided.

A groove 31 a extending in parallel with the rotation axis O is formed on the outer peripheral surface 31 A of the first rotor core 31 between the inner peripheral magnet mounting portions 33, 33 adjacent in the circumferential direction.
Further, a concave groove 32 a extending parallel to the rotation axis O is formed on the outer peripheral surface 32 A of the second rotor core 32 between the outer peripheral magnet mounting portions 34 adjacent to each other in the circumferential direction.

Each of the magnet mounting portions 33 and 34 includes, for example, a pair of magnet mounting holes 33a, 33a and 34a, 34a penetrating in parallel to the rotation axis O, and the pair of magnet mounting holes 33a, 33a via a center rib 33b. In addition, the pair of magnet mounting holes 34a, 34a are arranged adjacent to each other in the circumferential direction via the center rib 34b.
Each of the magnet mounting holes 33a and 34a has a cross-section with respect to a direction parallel to the rotation axis O and is formed in a substantially rectangular shape having a substantially circumferential direction as a longitudinal direction and a substantially radial direction as a short direction, and the magnet mounting holes 33a and 34a. Each of the permanent magnets 21a and 22a has a substantially rectangular plate shape extending parallel to the rotation axis O.

  The pair of inner peripheral side permanent magnets 21a, 21a mounted in the pair of magnet mounting holes 33a, 33a are magnetized in the thickness direction (that is, the radial direction of the rotors 21, 22), and the magnetization directions are the same. The direction is set. And with respect to the inner peripheral side magnet mounting parts 33 and 33 adjacent to each other in the circumferential direction, each pair of inner peripheral side permanent magnets 21a and 21a mounted in each pair of magnet mounting holes 33a and 33a and 33a and 33a. And the inner peripheral side permanent magnets 21a, 21a are set so that their magnetization directions are different from each other. That is, a pair of inner peripheral side permanent magnets 21a, 21a, with a pair of inner peripheral side permanent magnets 21a, 21a having an outer peripheral side set to N pole, are mounted on a pair of inner peripheral side permanent magnets 21a, The inner peripheral side magnet mounting portion 33 on which 21a is mounted is adjacent in the circumferential direction via the concave groove 31a.

  Similarly, the pair of outer peripheral side permanent magnets 22a and 22a mounted in the pair of magnet mounting holes 34a and 34a are magnetized in the thickness direction (that is, the radial direction of the rotors 21 and 22) and magnetized to each other. The direction is set to be the same direction. A pair of outer permanent magnets 22a, 22a and outer peripheries mounted in a pair of magnet mounting holes 34a, 34a and 34a, 34a with respect to outer peripheral magnet mounting portions 34, 34 adjacent in the circumferential direction. The side permanent magnets 22a and 22a are set so that their magnetization directions are different from each other. In other words, a pair of outer peripheral side permanent magnets 22a and 22a whose outer peripheral side is an S pole are mounted on the outer peripheral side magnet mounting portion 34 to which a pair of outer peripheral side permanent magnets 22a and 22a whose outer peripheral side is an N pole are mounted. The outer peripheral side magnet mounting portion 34 thus made is adjacent in the circumferential direction via the concave groove 32a.

  Further, the magnet mounting portions 33,..., 33 of the inner circumferential side rotor 21 and the magnet mounting portions 34,..., 34 of the outer circumferential side rotor 22 are further respectively recessed grooves 31 a of the inner circumferential side rotor 21. ,..., 31a and the respective concave grooves 32a,..., 32a of the outer rotor 22 are disposed so as to be opposed to each other in the radial direction of the rotors 21 and 22.

  As a result, the state of the motor 11 is changed according to the relative positions of the inner peripheral rotor 21 and the outer peripheral rotor 22 around the rotation axis O to the inner peripheral permanent magnet 21a and the outer peripheral side of the inner peripheral rotor 21. From the field-weakening state in which the magnetic poles of the same polarity with the outer peripheral side permanent magnet 22a of the rotor 22 are arranged opposite to each other (that is, the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a are arranged as a counter electrode), The magnetic poles of different polarities of the inner peripheral side permanent magnet 21a of the rotor 21 and the outer peripheral side permanent magnet 22a of the outer peripheral side rotor 22 are opposed to each other (that is, the inner peripheral side permanent magnet 21a and the outer peripheral side permanent magnet 22a are the same). It is possible to set an appropriate state over the strong field state that is pole-arranged.

Here, in the case of the motor 11 of this embodiment, when the inner circumferential rotor 21 is at the most retarded position with respect to the outer circumferential rotor 22, the inner circumferential rotor 21 and the outer circumferential rotor 22 are permanently set. When the magnets 21 a and 22 a are opposed to each other with different polarities and are in a strong field state (see FIG. 3A), and the inner circumferential rotor 21 is at the most advanced angle position with respect to the outer circumferential rotor 22. Further, the permanent magnets 21a and 22b of the inner circumferential rotor 21 and the outer circumferential rotor 22 are set so as to face each other with the same poles and to have a field weakening state (see FIG. 3B).
The motor 11 can arbitrarily change the state of the strong field and the state of the weak field by the supply / discharge control of the hydraulic fluid. If the strength of the magnetic field is changed in this way, the motor 11 is changed accordingly. As a result, the induced voltage constant Ke changes, and as a result, the characteristics of the motor 11 are changed. That is, when the induced voltage constant Ke increases due to the strong field, the allowable rotational speed at which the motor 11 can operate decreases, but the maximum torque that can be output increases, and conversely, the induced voltage constant Ke decreases due to the weak field. As a result, the maximum torque that can be output from the motor 11 decreases, but the allowable rotational speed at which the motor 11 can operate increases.

  The control unit 13 performs current feedback control on the dq coordinates that form the rotation orthogonal coordinates, and is set based on the detection result of the accelerator opening sensor that detects the accelerator opening related to the driver's accelerator operation, for example. The d-axis current command Idc and the q-axis current command Iqc are calculated based on the torque command value Tq, and the phase output voltages Vu, Vv, Vw are calculated based on the d-axis current command Idc and the q-axis current command Iqc. A PWM signal as a gate signal is input to the PDU 14 in accordance with the phase output voltages Vu, Vv, Vw, and any two phase currents Iu, Iv, Iw that are actually supplied from the PDU 14 to the motor 11 are supplied. Control is performed so that each deviation between the d-axis current command Idc and the q-axis current command Iqc and the d-axis current command Idc and the q-axis current command Iqc is zero. Cormorant.

  For example, the control unit 13 includes a target current setting unit 51, a current deviation calculation unit 52, a field control unit 53, a power control unit 54, a current control unit 55, a dq-3 phase conversion unit 56, and a PWM signal. A generation unit 57, a filter processing unit 58, a three-phase-dq conversion unit 59, a rotation speed calculation unit 60, an induced voltage constant calculation unit 61, a phase error estimation unit (actual driving force calculation means) 62, an induction A voltage constant command output unit 63, an induced voltage constant difference calculation unit 64, and a phase control unit (phase change unit, correction unit) 65 are provided.

  The control unit 13 includes current sensors 71 that detect a two-phase U-phase current Iu and a W-phase current Iw among the three-phase currents Iu, Iv, and Iw output from the PDU 14 to the motor 11. , 71, detection signals Ius, Iws output from the voltage sensor 72 for detecting the terminal voltage (power supply voltage) VB of the battery 15, and the rotation angle θM of the rotor of the motor 11 (that is, a predetermined value). Detection signal output from the rotation sensor 73 that detects the rotation angle of the magnetic poles of the rotor from the reference rotation position of the rotor, the inner rotor 21 and the outer rotor 22 that are variably controlled by the phase controller 25. A detection signal output from a phase sensor (detection means) 74 that detects the relative phase θ and a plurality of wheel speed sensors 75 that detect the rotational speed (wheel speed NW) of each wheel of the vehicle 10. The detection signal output from 5 is input.

  The target current setting unit 51 is required according to the output of an accelerator opening sensor that detects, for example, a torque command value Tq input from an external control device (not shown) (for example, a depression amount of the accelerator pedal AP by the driver). Command value for causing the motor 11 to generate torque), the rotational speed NM of the motor 11 input from the rotational speed calculator 60, and the induced voltage constant Ke input from the induced voltage constant calculator 61 described later. Based on the above, a current command for designating each phase current Iu, Iv, Iw supplied from the PDU 14 to the motor 11 is calculated. This current command is a d-axis current command Idc on rotating orthogonal coordinates. And the q-axis current command Iqc is output to the current deviation calculation unit 52.

  The dq coordinates forming the rotation orthogonal coordinates are, for example, a field magnetic flux direction by a permanent magnet of the rotor as a d axis (field axis) and a direction orthogonal to the d axis as a q axis (torque axis). The rotor 23 rotates in synchronization with the rotational phase of the rotor 23. As a result, a d-axis current command Idc and a q-axis current command Iqc, which are DC signals, are given as current commands for the AC signal supplied from the PDU 14 to each phase of the motor 11.

The current deviation calculation unit 52 includes a d-axis current deviation calculation unit 52a that calculates a deviation ΔId between the d-axis current command Idc input with the d-axis correction current input from the field control unit 53 and the d-axis current Id, A q-axis current command Iqc to which the q-axis correction current input from the control unit 54 is added and a q-axis current deviation calculation unit 52b that calculates a deviation ΔIq from the q-axis current Iq are configured.
The field controller 53 performs field weakening control for controlling the current phase so as to weaken the field amount of the rotor 23 equivalently in order to suppress an increase in the counter electromotive voltage accompanying an increase in the rotational speed NM of the motor 11, for example. The target value for the field weakening current is output to the d-axis current deviation calculation unit 52a as the d-axis correction current.
Further, the power control unit 54 outputs a q-axis correction current for correcting the q-axis current command Iqc to the q-axis current deviation calculation unit 52a according to appropriate power control according to, for example, the remaining capacity of the battery 15 or the like. .

  The current control unit 55 controls and amplifies the deviation ΔId to calculate the d-axis voltage command value Vd by, for example, a PI (proportional integration) operation according to the rotational speed NM of the motor 11, and controls and amplifies the deviation ΔIq to q-axis. A voltage command value Vq is calculated.

  The dq-3 phase conversion unit 56 uses the rotation angle θM of the rotor 23 input from the rotation speed calculation unit 60 to convert the d-axis voltage command value Vd and the q-axis voltage command value Vq on the dq coordinate into the stationary coordinates. Are converted into U-phase output voltage Vu, V-phase output voltage Vv, and W-phase output voltage Vw, which are voltage command values on the three-phase AC coordinates.

  The PWM signal generation unit 57 turns on each switching element of the PWM inverter of the PDU 14 by pulse width modulation based on, for example, the sinusoidal output voltages Vu, Vv, Vw, a triangular wave carrier signal, and the switching frequency. A gate signal (that is, a PWM signal) that is a switching command including each pulse to be driven off / off is generated.

  The filter processing unit 58 performs filter processing such as removal of high-frequency components on the detection signals Ius and Iws for the phase currents detected by the current sensors 71 and 71 to obtain the phase currents Iu and Iw as physical quantities. Extract.

  The three-phase-dq converter 59 rotates in accordance with the rotational phase of the motor 11 based on the phase currents Iu and Iw extracted by the filter processor 58 and the rotational angle θM of the rotor 23 input from the rotational speed calculator 60. The d-axis current Id and the q-axis current Iq on the coordinates, that is, the dq coordinates are calculated.

The rotation speed calculation unit 60 extracts the rotation angle θM of the rotor 23 of the motor 11 from the detection signal output from the rotation sensor 73, and calculates the rotation speed NM of the motor 11 based on the rotation angle θM.
The induced voltage constant calculation unit 61 calculates an induced voltage constant Ke corresponding to the relative phase θ between the inner circumferential rotor 21 and the outer circumferential rotor 22 based on the phase θ detection signal output from the phase sensor 74. calculate.

The induced voltage constant command output unit 63 calculates a command value (induced voltage constant command value) Kec for the induced voltage constant Ke of the motor 11 based on, for example, the torque command value Tq, the rotation speed NM of the motor 11, and the phase lock command. Output.
The induced voltage constant difference calculation unit 64 is an induced voltage constant difference that is a deviation between the induced voltage constant command value Kec output from the induced voltage constant command output unit 63 and the induced voltage constant Ke output from the induced voltage constant calculation unit 61. Output ΔKe.
For example, in response to the induced voltage constant difference ΔKe output from the induced voltage constant difference calculation unit 64, the phase control unit 65 gives a control command for controlling the phase θ so that the induced voltage constant difference ΔKe is zero. Output. The control command for controlling the hydraulic pressure of the phase control device 25 may be used instead of the control command for controlling the phase θ. In this case, the hydraulic pressure of the hydraulic fluid of the phase control device 25 is used instead of the phase sensor 74. What is necessary is just to provide the hydraulic sensor which detects.

  By the way, the controller 13 calculates an estimated value ΔKes of the induced voltage constant difference ΔKe for the phase controller 65 when, for example, the output of the phase detector 74 shown in FIG. Thus, a phase error estimation unit 62 for output is provided. The phase error estimation unit 62 estimates the induced voltage constant difference ΔKe based on the torque command value Tq based on, for example, the accelerator pedal (AP) opening degree input from the outside of the control unit 13 and the wheel speed NW. The estimated induced voltage constant difference estimated value ΔKes is calculated and output.

  More specifically, when the phase error estimating unit 62 detects that the output signal from the induced voltage constant calculating unit 61 is abnormal, for example, the acceleration (the longitudinal acceleration and the lateral acceleration) of the vehicle 10 from the wheel speed NW of each wheel. Acceleration), and the relative phase θ of the inner rotor 21 and the outer rotor 22 is fixed at the most retarded angle so that the motor 11 is in the strongest field state (induction of the motor 11). A phase lock command which is a control command for fixing the voltage constant Ke to a predetermined value on the most retarded angle side) is output.

  Further, the phase error estimating unit 62 is a driving force determined according to, for example, the phase θ in a state where the relative phase θ between the inner circumferential rotor 21 and the outer circumferential rotor 22 is fixed to be the most retarded angle. The estimated vehicle weight is calculated based on the theoretical value of the driving force, the acceleration, and the air resistance. Here, the air resistance can be obtained by searching a map (not shown) of vehicle speed and air resistance that can be calculated based on the wheel speed NW.

  Then, the phase error estimation unit 62 calculates the actual driving force by adding the estimated vehicle weight and the acceleration, and calculates the difference between the actual driving force and the command driving force calculated based on the command torque Tq. To do. Further, the calculated driving force difference is divided by the transmission gear ratio to calculate a torque difference ΔT that is a difference between the torque request value of the motor 11 and the actually measured torque value. The torque difference ΔT is calculated as a square root of a value obtained by adding the square values of the d-axis current Id and the q-axis current Iq output from the three-phase-dq converter, which is an actual measured value of the motor control current. The induced voltage constant difference estimated value ΔKes, which is an estimated value of the induced voltage constant difference ΔKe, is calculated by dividing by the value, and this induced voltage constant difference estimated value ΔKes is output. For convenience of illustration, in FIG. 1, illustration of the d-axis current Id and the q-axis current Iq input from the three-phase-dq conversion unit 59 to the phase error estimation unit 62 is omitted.

  The vehicle motor control device 10a according to the present embodiment has the above-described configuration. Next, when the operation of the control device 10a, in particular, 61 output from the induced voltage constant calculation unit is abnormal, the motor 11 Processing for setting the phase θ will be described with reference to the attached drawings.

First, for example, in step S01 shown in FIG. 4, an actual driving force calculation process shown in FIG. 5 described later and a vehicle weight estimation process shown in FIG. 6 are performed to calculate the actual driving force of the motor.
In step S02, the command driving force of the vehicle calculated based on the torque command value Tq and the like is read.

Further, in step S03, a driving force deviation which is a difference between the actual driving force calculated in step S01 and the command driving force is calculated.
In step S04, the driving force deviation is divided by the gear ratio, and a torque difference ΔT, which is the difference between the actual torque generated by the motor 11 and the torque command value Tq calculated from the accelerator pedal opening, etc., is calculated.

  In step S05, the torque difference ΔT calculated in step S04 is divided by the control current value I to calculate an induced voltage constant difference estimated value ΔKes. Here, the control current value I indicates the control current of the motor 11. Here, Ius and Iws detected by the current sensor 71 are converted by the three-phase-dq conversion unit 59, respectively. The current value calculated by the square root of the value obtained by adding the square values is used.

  Next, in step S06, the above-described phase control unit 65 adds the control current value I to the induced voltage constant estimated value ΔKes to calculate the torque difference ΔT again, and then the torque difference ΔT and the phase difference Δθ shown in FIG. The phase difference Δθ, which is the amount of phase shift, is retrieved from the map, and a phase command for displacing the phase θ by the phase difference Δθ is output to the phase control device 25. Although a two-dimensional map of torque difference ΔT and phase difference Δθ is used here, a three-dimensional map (not shown) of induced voltage constant command value Kec, induced voltage constant difference estimated value ΔKe, and phase difference Δθ is used. May be used.

  The map shown in FIG. 10 shows that the induced voltage constant Ke is the maximum value (Ke max), intermediate value (Ke mid), and minimum value (Ke min) when the vertical axis is the phase difference Δθ and the horizontal axis is the torque difference ΔT. Each characteristic is shown. In this map, when the torque difference ΔT and the phase difference Δθ are both positive, the control region of the motor 11 is a strong field motor regeneration region in which the phase shift direction is the retarded side, and the torque difference In the region where ΔT is negative and the phase difference Δθ is positive, the motor 11 is a strong field motor assist region where the phase shift direction of the motor 11 is on the retard side. Further, in this map, when the torque difference ΔT and the phase difference Δθ are both negative, the control region of the motor 11 is a weak field motor regeneration region in which the phase shift direction is the advance side, In the region where the torque difference ΔT is positive and the phase difference Δθ is negative, the motor assist region is a field-weakening field whose phase shift direction is the advance side. In FIG. 10, the sign of the torque difference ΔT is obtained by subtracting the actual torque from the torque command value Tq, while the sign of the phase difference ΔT is obtained by subtracting the actual measured value or estimated value of the phase from the phase command value. It is.

According to this map, even if the induced voltage constant Ke is any of the maximum value, the intermediate value, and the minimum value, the phase difference Δθ can be expressed as a quadratic function by increasing the torque difference ΔT to the positive side or the negative side. To increase.
More specifically, when the induced voltage constant Ke is the maximum value and the motor 11 is operating on the assist side, the phase difference Δθ increases toward the negative side as the torque difference ΔT increases toward the positive side, and the induced voltage constant Ke decreases. When the motor 11 is operating on the regeneration side at the maximum value, the phase difference Δθ increases to the negative side as the torque difference ΔT increases to the negative side.

  When the induced voltage constant Ke is an intermediate value and the motor 11 is operating in the assist region, the phase difference Δθ increases to the negative side and the torque difference ΔT increases to the negative side as the torque difference ΔT increases to the positive side. As the phase difference is increased, the phase difference Δθ increases to the positive side. Further, when the induced voltage constant Ke is an intermediate value and the motor 11 is operating in the regeneration region, the phase difference Δθ increases to the positive side as the torque difference ΔT increases to the positive side, while the torque difference ΔT is negative. The phase difference Δθ increases toward the negative side as it increases toward the side.

  When the induced voltage constant Ke is the minimum value and the motor 11 is operating in the assist region, the phase difference Δθ increases to the positive side as the torque difference ΔT increases to the negative side, and the induced voltage constant Ke has the minimum value. When the motor 11 is operating in the regeneration region, the phase difference Δθ increases to the positive side as the torque difference ΔT increases to the positive side. As the induced voltage constant Ke decreases, the increase rate of the phase difference Δθ associated with the increase in the torque difference ΔT increases.

Next, the actual driving force calculation process of step S01 described above will be described based on the flowchart of FIG.
First, in step S12, the estimated vehicle weight is calculated by executing an estimated vehicle weight calculation process shown in FIG.
In step S13, it is determined whether only the motor is driving. When the determination result is “YES” (only the motor is driven), the process proceeds to step S14, and when the determination result is “NO” (not only the motor), the process proceeds to step S15.

In step S14, the estimated vehicle weight and the actual acceleration are integrated to calculate the actual driving force for the motor.
In step S15, the actual driving force of the motor is calculated by subtracting the internal combustion engine (Eng) auxiliary machine resistance and the internal combustion engine generated driving force from the sum of the estimated vehicle weight and the actual acceleration to calculate the actual driving force for the motor shown in FIG. The process returns to the motor phase position estimation process. Here, the accuracy of the internal combustion engine auxiliary resistance can be further improved by performing correction using the air temperature detected by the air temperature sensor, and the internal combustion engine generated driving force is also a temperature sensor such as an intake air temperature sensor. Further accuracy can be improved by performing correction using the intake air temperature, engine temperature, etc. Further, the accuracy can be further improved by repeating the above process a plurality of times.

Next, the vehicle weight estimation process in step S12 described above will be described based on the flowchart shown in FIG.
First, in step S07, the phase command value that is the most retarded angle is set to ensure that the command value of the relative phase θ between the inner circumferential rotor 21 and the outer circumferential rotor 22 is fixed to the most retarded angle. The phase controller 25 is controlled by adding the margin.
In step S08, an actual driving force calculation process for calculating an actual driving force from the theoretical value of the phase θ fixed at the most retarded angle is executed.
In step S09, the actual acceleration of the vehicle 10 is calculated based on the detection result of the wheel speed sensor 75.

In step S10, the air resistance is obtained by searching a table (not shown) of vehicle speed and air resistance calculated based on the detection result of the wheel speed sensor 75.
In step S11, the value obtained by subtracting the air resistance component from the actual driving force calculated in step S08 is divided by the value obtained by adding the actual acceleration calculated in step S09, the known rolling coefficient, and sin θ related to phase θ. Calculate the estimated vehicle weight. Steps S07 to S11 constitute estimated vehicle weight calculation means.

Next, the phase position deviation correction process of the motor 11 will be described based on the flowchart of FIG.
First, in step S20, it is determined whether there is a phase variable command. If the determination result is “YES” (with a command), the process proceeds to step S21. If the determination result is “NO” (without a command), the process ends and the process of step S20 is repeated again. In step S21, it is determined whether there is a phase position shift. That is, it is determined whether or not the phase difference Δθ is zero. If the determination result is “YES” (phase position misalignment), the process proceeds to step S22. If the determination result is “NO” (phase position misalignment), the process proceeds to step S23.

  In step S22, the phase difference Δθ is added to the current phase command value to calculate the next phase command value, the process ends, and the process returns to step S20 again. On the other hand, in step S23, the current phase command value is set as the next phase command value, the process ends, and the process returns to step S20 again.

On the other hand, the method of directly correcting the phase difference Δθ by the phase control unit 65 in order to eliminate the torque difference ΔT caused by the phase position deviation of the motor 11 has been described. The torque difference ΔT generated by increasing or decreasing the control current of the motor 11 by the setting unit 51, the field control unit 53, and the power control unit 54 can be eliminated.
Hereinafter, the driving force correction process of the motor 11 will be described using the driving force correction process of FIG.

  First, in step S24, the motor phase position deviation estimation process shown in FIG. 4 is performed to calculate a phase difference Δθ corresponding to the phase position deviation. Here, for example, the induced voltage constant difference estimated value ΔKes is calculated by the phase error estimating unit 62, and the target current setting unit 51 calculates the phase difference Δθ based on the induced voltage constant difference estimated value ΔKes and the induced voltage constant command value Kec. Is searched with a map (not shown) of the induced voltage constant difference estimated value ΔKes, the induced voltage constant command value Kec, and the phase difference Δθ.

Next, in step S25, it is determined whether or not the phase difference Δθ is larger than a reference value. When the determination result is “YES” (large), the process proceeds to step S26, and when the determination result is “NO” (not large), the process returns to step S24. Here, the reference value is a reference value for determining whether or not the phase shift needs to be corrected.
In step S26, it is necessary for the d-axis current command Idc and the q-axis current command Iqc that are target current values of the motor 11 by searching a table (not shown) of the phase difference Δθ and the torque command value Tq. A current correction amount IΔ is obtained.

  In step S27, a d-axis current command Idc and a q-axis current command Iqc, which are target current values, are set based on a value obtained by adding the current correction amount IΔ to the previous value (command value) of the target current value.

By the way, if the phase difference Δθ is extremely large even after the correction of the phase difference Δθ described above, the relative phase between the inner rotor 21 and the outer rotor 22 of the motor 11 is changed. The case where the oil pump of the hydraulic pressure control system, which is the mechanism to be changed, is in a failed state can be considered.
Hereinafter, the failure detection process of the oil pump (OP) will be described with reference to FIG.
First, in step S30, the motor phase position deviation estimation process described above is executed.
Next, in step S31, it is determined whether or not the phase difference Δθ is larger than an oil pump (OP) fail reference value. If the determination result is “YES” (large), the process proceeds to step S32, and if the determination result is “NO” (not large), the process proceeds to step S37, the timer value is set to zero, and the process proceeds to step S33. Steps S31 to S33 constitute abnormality determination means.

In step S32, it is determined whether or not the timer value is greater than a predetermined value T. If the determination result is “YES” (timer value> T), the process proceeds to step S36, the oil pump (OP) fail flag is set to 1, and the process proceeds to step S33. On the other hand, if the determination result is “NO” (timer value ≦ T) in step S32, the process proceeds to step S33.
In step S36, the timer value is set to 0 and the process proceeds to step S33.
In step S37, the oil pump (OP) fail flag is set to 1, and the process proceeds to step S33.

  In step S33, it is determined whether or not the oil pump (OP) fail flag is set to 1. When the determination result is “YES” (OP fail flag = 1), the process proceeds to step S38, and when the determination result is “NO” (OP fail flag ≠ 1), the process proceeds to step S34.

In step S34, the current correction amount IΔ is obtained by searching the map between the phase difference Δθ and the torque command value Tq, as in step S26 of the driving force correction process described above.
Then, in step S35, the d-axis current command Idc and q-axis current command Iqc are obtained by adding the current correction amount IΔ to the previous value (command value) of the target current value as in step S27 of the driving force correction process described above. Set.
On the other hand, in step S38, the variable part hydraulic pressure command flag is set to zero. That is, it is determined that the oil pump is in a failed state, and the oil pump of the hydraulic pressure control system described above is stopped.

  As described above, according to the vehicle motor control device 10a according to the present embodiment, for example, there is no phase sensor 74 for detecting the relative phase between the inner circumferential rotor 21 and the outer circumferential rotor 22. The phase difference Δθ is calculated based on the acceleration state quantity calculated based on the detection result of the wheel speed sensor 75, for example, acceleration such as longitudinal acceleration or lateral acceleration of the vehicle calculated based on the wheel speed and the command driving force. Thus, since the relative phase θ deviation between the inner circumferential rotor 21 and the outer circumferential rotor 22 can be corrected, an appropriate operating state of the motor 11 can be ensured.

  Further, the driving force command value can be calculated based on the torque command value Tq calculated based on the detection result of the accelerator pedal opening sensor or the like, and the actual driving force can be calculated based on the detection result of the wheel speed sensor or the like. Since it can be calculated, the estimated value of the deviation between the induced voltage constant command value Kec and the induced voltage constant Ke can be obtained without using the phase sensor 74 for detecting the relative phase between the inner circumferential rotor 21 and the outer circumferential rotor 22. ΔKes can be calculated, and therefore reliability can be improved without increasing the number of parts.

  And since the correction of the phase difference Δθ based on the estimated value ΔKes of the deviation between the induced voltage constant command value Kec and the induced voltage constant Ke can be executed at the next phase change, the behavior due to the phase change appears immediately. Therefore, the phase difference Δθ between the inner circumferential rotor 21 and the outer circumferential rotor 22 can be corrected without the driver feeling uncomfortable.

  In addition, when the phase difference Δθ based on the estimated value ΔKes of the deviation between the induced voltage constant command value Kec and the induced voltage constant Ke becomes equal to or larger than the reference value, the hydraulic pump of the hydraulic pressure control system for changing the phase ( OP) can be determined to be in an abnormal state, so that it is possible to prevent the oil pump (OP) from being overloaded by applying an excessive phase change command. As a result, the oil pump (OP) Can be reduced.

  Further, for example, as shown in FIG. 11, by adding the current correction amount IΔ to the target current value (command value), for example, even when the oil pump (OP) is in a failure state, the driving force related to the phase difference Δθ. The amount of current supplied to the motor 11 can be changed by this amount, and the motor torque (driving force) at the time of phase position deviation can be corrected to the corrected motor torque (equivalent to the torque command value Tq). Can be ensured, and further reliability can be improved.

  In addition, an accurate estimated vehicle weight can be calculated by the vehicle weight estimation process in the state of the most retarded angle where the relative phase θ between the inner circumferential rotor 21 and the outer circumferential rotor 22 does not change, and actual driving is performed. By calculating the force based on the estimated vehicle weight, an accurate actual driving force can be calculated. Therefore, the phase difference Δθ, which is a relative phase shift between the inner rotor 21 and the outer rotor 22, can be corrected more appropriately.

The present invention is not limited to the above-described embodiment, and for example, the acceleration may be obtained using an acceleration sensor that directly detects the acceleration.
In the above embodiment, the case where the output signal of the induced voltage constant calculation unit 61 is abnormal has been described. However, the present invention is also applicable to the case where the sensorless control is performed with the phase sensor 74 and the induced voltage constant calculation unit 61 omitted. Can do.

It is a block diagram of the control apparatus of the motor for vehicles which concerns on one Embodiment of this invention. It is sectional drawing of the motor which concerns on one Embodiment of this invention. The figure (a) which shows typically the strong magnetic field state by which the permanent magnet of the inner peripheral side rotor and the permanent magnet of the outer peripheral side rotor of the motor which concern on one Embodiment of this invention were arrange | positioned with the same polarity, It is the figure which described collectively the figure (b) which shows typically the field-weakening state by which the permanent magnet of the side rotor and the permanent magnet of the outer peripheral side rotor were arrange | positioned differently. It is a flowchart which shows the motor phase position shift estimation process which concerns on one Embodiment of this invention. It is a flowchart which shows the actual driving force calculation process which concerns on one Embodiment of this invention. It is a flowchart which shows the vehicle weight estimation process which concerns on one Embodiment of this invention. It is a flowchart which shows the motor phase position shift correction process which concerns on one Embodiment of this invention. It is a flowchart which shows the driving force correction process which concerns on one Embodiment of this invention. It is a flowchart which shows the oil pump (OP) failure detection process which concerns on one Embodiment of this invention. It is a map which shows the relationship between torque difference value (DELTA) T, phase difference (DELTA) (theta), and induced voltage constant Ke which concerns on one Embodiment of this invention. It is a graph which shows the torque change at the time of torque correction by the change of the target electric current value which concerns on one Embodiment of this invention, and the change of a target electric current value.

Explanation of symbols

10 Vehicle 11 Motor 21a, 22a Permanent magnet (magnet piece)
21 Inner circumference rotor (rotor)
22 Outer rotor (rotor)
62 Phase error estimator (actual driving force calculation means)
65 Phase controller (phase changing means, correcting means)
75 Wheel speed sensor (detection means)
S31 to S33 Abnormality determining means S07 to S11 Estimated vehicle weight calculating means

Claims (6)

A plurality of rotors each having a magnet piece and capable of changing the relative phase of each other, and a motor for driving or auxiliary driving the vehicle;
A vehicle motor control device comprising: phase changing means for changing a relative phase of the plurality of rotors to adjust to a predetermined induced voltage constant;
Detecting means for detecting an acceleration state quantity of the vehicle;
Actual driving force calculating means for calculating an actual driving force based on the acceleration state quantity detected by the detecting means;
An apparatus for controlling a motor for a vehicle, comprising: a correcting unit that corrects a phase command of the phase changing unit based on a difference between a driving force command value of the vehicle and the actual driving force.   The correction means calculates an estimated value of a deviation between the induced voltage constant command value for the rotor and the induced voltage constant of the rotor based on the difference between the driving force command value and the actual driving force. The vehicle motor control device according to claim 1, wherein the phase command of the phase changing means is corrected based on the control.   The vehicle according to claim 2, wherein the phase changing means changes the phase based on an estimated value of a deviation between the induced voltage constant command value and the induced voltage constant when the phase is changed next time. Motor controller.   2. An abnormality determining means for determining that the phase changing means is abnormal when an estimated value of a deviation between the induced voltage constant command value and the induced voltage constant exceeds a predetermined value. The vehicle motor control device according to any one of claims 3 to 4.   The vehicle motor control device according to any one of claims 1 to 4, wherein the energization amount of the motor is corrected based on an estimated value of a deviation between the induced voltage constant command value and the induced voltage constant. The correction means includes estimated vehicle weight calculation means for calculating an estimated vehicle weight after setting the relative phase of the rotor in a fixed state, and is based on the estimated vehicle weight calculated by the estimated vehicle weight calculation means. 6. The vehicle motor control apparatus according to claim 1, wherein a driving force is calculated.

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