JP2013224097A - Motor control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor control device for a vehicle capable of resuming driving of a motor in a short time when restarting an engine.SOLUTION: An electric power steering control unit 100 includes a motor driving circuit 3 for driving an assist motor 10, a power source relay 4 arranged between a battery 30 and the motor driving circuit 3, a power source relay driving circuit 2 for driving the power source relay 4, a microcomputer 1 for controlling the motor driving circuit 3 and the power source relay driving circuit 2 by receiving power source supply from the battery 30, and a capacitor C connected between one end of the power source relay 4 and the ground and charged via the power source relay 4 from the battery 30. When the engine is restarted from an idling stop state, the power source relay 4 is turned on after turning off for a predetermined time. During this predetermined time, the microcomputer 1 receives the power source supply via a power source supply passage L from the capacitor C.

Description

  The present invention relates to an apparatus for controlling a motor mounted on a vehicle, and more particularly to a motor control apparatus used for a vehicle having an idling stop control function.

  Recently, for the purpose of reducing fuel consumption and reducing carbon dioxide emissions, vehicles that perform idling stop control that automatically stops the engine temporarily when the vehicle stops due to a signal, etc. have become widespread. . In such a vehicle, the engine is stopped during the idling stop control, and the engine is restarted when the idling stop is released.

  Patent Document 1 discloses an electric power steering control unit that controls a motor for electric power steering, and an idling stop control unit that stops the engine and shifts to an idling stop state, and releases the idling stop state and starts the engine. A vehicle control device is described. In this apparatus, in order to avoid consuming the battery due to unnecessary steering operation when shifting to the idling stop state, power supply to the electric power steering motor is stopped. On the other hand, in this device, power supply to the electric power steering control unit is not stopped so that power supply to the electric power steering motor can be resumed immediately upon cancellation of the idling stop state.

  FIG. 7 shows an example of a vehicle motor control device having the same configuration as the electric power steering control unit in Patent Document 1. The vehicle motor control device includes a microcomputer 1, a power relay drive circuit 2, a motor drive circuit 3, a power relay 4, a power circuit 5, a capacitor C, a diode D1, and a diode D2. Note that Patent Document 2 also describes a circuit configuration similar to that of FIG.

  The microcomputer 1 controls the power relay drive circuit 2 and the motor drive circuit 3 based on an idling stop signal and an engine restart signal from an idling stop control unit (not shown). The power relay 4 is provided between the battery 30 and the motor drive circuit 3, and is opened and closed by the power relay drive circuit 2. The capacitor C is connected between one end of the power relay 4 and the ground, and is charged from the battery 30 via the power relay 4. The motor drive circuit 3 includes a known three-phase bridge circuit having a plurality of switching elements (for example, FETs), and drives an assist motor 10 for electric power steering.

  Ignition switches (hereinafter referred to as “IG switches”) 11 and 12 are switches that open and close in conjunction with operation of an ignition key (not shown). The starter motor 20 for starting the engine receives power supply from the battery 30 via the IG switch 12. The power supply circuit 5 receives power supply from the battery 30 via the IG switch 11 and the diode D1, and generates a power supply voltage Vm for operating the microcomputer 1. The power supply circuit 5 receives power from the capacitor C via the diode D2 when the IG switch 11 is turned off.

  Next, the operation of the vehicle motor control device of FIG. 7 will be described.

  When the ignition key is operated, the IG switches 11 and 12 are turned ON in conjunction with this operation. Since the power is supplied from the battery 30 to the starter motor 20 by turning on the IG switch 12, the starter motor 20 is driven. As a result, the engine is started and the vehicle starts to travel.

  On the other hand, since power is supplied from the battery 30 to the power supply circuit 5 when the IG switch 11 is turned on, the microcomputer 1 is activated by applying the power supply voltage Vm generated by the power supply circuit 5. The microcomputer 1 controls the power relay drive circuit 2 to turn on the power relay 4.

  When the power relay 4 is turned on, the capacitor C is charged to the voltage Vc. The value of the voltage Vc is substantially equal to the value of the voltage Vb of the battery 30. In addition, power is supplied from the battery 30 to the motor drive circuit 3 via the power relay 4 at the same time when the power relay 4 is turned on. The motor drive circuit 3 operates based on the drive signal output from the microcomputer 1 and drives the assist motor 10. Thus, a steering assist force corresponding to the steering wheel operation can be obtained while the vehicle is traveling.

  When the vehicle stops at an intersection or the like and enters an idling stop state, the engine temporarily stops. At this time, an idling stop signal is input to the microcomputer 1. Upon receiving this signal, the microcomputer 1 controls the power relay drive circuit 2 and turns off the power relay 4. When the power supply relay 4 is turned off, the power supply from the battery 30 to the motor drive circuit 3 is stopped, and the assist motor 10 is brought into a non-operating state. On the other hand, power supply from the battery 30 is continued to the microcomputer 1 via the IG switch 11, the diode D 1, and the power supply circuit 5.

  Thereafter, when the idling stop state is released, the starter motor 20 is driven, the engine is restarted, and the vehicle can travel again. An engine restart signal is input to the microcomputer 1. Upon receiving this signal, the microcomputer 1 controls the power relay drive circuit 2 to turn on the power relay 4 in order to drive the assist motor 10 by the motor drive circuit 3.

  However, when the engine is restarted, a large current flows through the starter motor 20, so that the voltage Vb of the battery 30 is greatly reduced. Further, when the power supply relay 4 is turned on when the engine is restarted, the charge of the capacitor C is discharged through the power supply relay 4 to the low voltage battery 30 side, so that the voltage Vc of the capacitor C is also greatly reduced. For this reason, the input voltage Vi of the power supply circuit 5 is significantly reduced, and the power supply circuit 5 cannot generate the power supply voltage Vm necessary for maintaining the microcomputer 1 in the operating state. As a result, a phenomenon occurs in which the microcomputer 1 is reset when the engine is restarted.

  When the microcomputer 1 is reset, the control signal to the power relay drive circuit 2 disappears and the power relay 4 is turned off. Therefore, power is not supplied to the motor drive circuit 3 and the assist motor 10 is not driven. The microcomputer 1 returns from the reset state and restarts after a certain period of time, but performs an initial process for a certain period of time from this point. Therefore, the microcomputer 1 cannot turn on the power supply relay 4 to supply power to the motor drive circuit 3 until the initial process is completed. As a result, even if the engine is restarted, the assist motor 10 cannot be driven immediately, and there is a problem that it takes a long time to shift to normal motor control.

JP 2010-248964 A JP 2011-68178 A

  The subject of this invention is providing the motor control apparatus for vehicles which can restart the drive of a motor for a short time at the time of restart of an engine.

  A vehicle motor control device according to the present invention includes a motor drive circuit for driving a motor, a power supply relay provided between the battery and the motor drive circuit, a power supply relay drive circuit for driving the power supply relay, and a power supply from the battery. A controller that receives the supply and controls the motor drive circuit and the power relay drive circuit, and a capacitor that is connected between one end of the power relay and the ground and is charged from the battery via the power relay. When the engine is started, the control unit controls the power relay driving circuit to turn on the power relay and operates the motor driving circuit. A power supply path is provided between one end of the power relay to which the capacitor is connected and the control unit. When the engine restarts after the engine has shifted to the idling stop state, the power supply relay drive circuit turns off the power relay for a predetermined time and then turns on the power supply path during the predetermined time. Power is supplied from the capacitor via

  In this way, when the idling stop is released and the engine is restarted, even if the voltage of the battery is greatly reduced, the charge of the capacitor is not discharged through the power relay by turning off the power relay. For this reason, the voltage of the capacitor is maintained at a certain value or more while the power supply relay is OFF. Since the power supply voltage necessary for maintaining the operation is supplied to the control unit based on the voltage of the capacitor, the control unit continues the operation without being reset. Therefore, when the power relay is turned on again after a predetermined time has elapsed, the motor drive circuit can be immediately operated to start the motor control. As a result, the time from engine restart to motor drive can be shortened.

  In the present invention, the predetermined time may be a predetermined fixed time measured by the control unit. Alternatively, the predetermined time may be a time from when the engine is restarted until the control unit receives an engine rotation signal from the outside.

  In the present invention, it is preferable that the predetermined time is set to a time during which the voltage of the battery, which has decreased due to engine restart, can be recovered to the initial value.

  ADVANTAGE OF THE INVENTION According to this invention, the motor control apparatus for vehicles which can restart the drive of a motor for a short time at the time of restart of an engine can be provided.

It is a block diagram of the electronic control system using the vehicle motor control apparatus which concerns on this invention. It is a time chart which shows operation | movement of the motor control apparatus for vehicles. It is a time chart which shows operation | movement of a comparative example. It is a flowchart which shows operation | movement of the motor control apparatus for vehicles. It is a flowchart which shows operation | movement of other embodiment. It is a time chart which shows operation | movement of other embodiment. It is a circuit diagram of the conventional motor controller for vehicles.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows an electronic control system mounted on a vehicle. In FIG. 1, the same reference numerals as those in FIG. 7 are assigned to the same or corresponding parts as those in FIG. The electronic control system includes an electric power steering control unit (hereinafter referred to as “EPS control unit”) 100, an idling stop control unit (hereinafter referred to as “IDS control unit”) 200, an assist motor 10, a starter motor 20, and a battery 30. , And ignition switches (hereinafter referred to as “IG switches”) 11 and 12. The EPS control unit 100 constitutes a vehicle motor control device according to the present invention.

  The EPS control unit 100 includes a microcomputer 1, a power relay drive circuit 2, a motor drive circuit 3, a power relay 4, a power circuit 5, a CAN (Controller Area Network) communication unit 6, a capacitor C, a diode D1, and a diode D2. Has been. The hardware configuration of the EPS control unit 100 is basically the same as that in FIG. 7, but the control by the microcomputer 1 is different from that in FIG. 7, as will be described later.

  The microcomputer 1 controls the power supply relay drive circuit 2 and the motor drive circuit 3 based on a signal received from the IDS control unit 200 via the CAN communication unit 6. The microcomputer 1 constitutes a control unit in the present invention.

  Based on the control signal from the microcomputer 1, the power relay drive circuit 2 turns the power relay 4 ON (contact is closed) or OFF (contact is open). The power relay 4 is provided between the battery 30 and the motor drive circuit 3. When the power supply relay 4 is turned on, the battery 30 and the motor drive circuit 3 are electrically connected. When the power supply relay 4 is turned off, the battery 30 and the motor drive circuit 3 are electrically disconnected.

  The motor drive circuit 3 includes a known three-phase bridge circuit having a plurality of switching elements (for example, FETs). When the motor drive circuit 3 is operated by a control signal from the microcomputer 1 in a state where the power supply relay 4 is ON, a current flows from the battery 30 to the assist motor 10 through the switching elements of the power supply relay 4 and the motor drive circuit 3. Flows and the assist motor 10 is driven. The assist motor 10 is an electric power steering motor that generates a steering assist force in accordance with a steering operation, and is composed of, for example, a three-phase brushless motor.

  Ignition switches (hereinafter referred to as “IG switches”) 11 and 12 are switches that open and close in conjunction with operation of an ignition key (not shown). The starter motor 20 is a motor for starting the engine, and receives power supply from the battery 30 via the IG switch 12. The IG switch 12 is also controlled to open and close by the IDS control unit 200.

  The power supply circuit 5 includes a regulator and the like, and receives power supply from the battery 30 via the IG switch 11 and the diode D1. In the power supply circuit 5, the input voltage Vi is stepped down to generate a power supply voltage Vm necessary for the operation of the microcomputer 1.

  The capacitor C is connected between one end of the power relay 4 and the ground, and is charged from the battery 30 via the power relay 4. A power supply path L from the capacitor C to the microcomputer 1 via the diode D2 and the power supply circuit 5 is provided between one end of the power supply relay 4 to which the capacitor C is connected and the microcomputer 1.

  The diode D2 is originally provided to maintain power supply from the battery 30 to the power supply circuit 5 via the power supply relay 4 and the power supply path L even when the IG switch 11 is turned off. In the present invention, as will be described later, the diode D2 also serves to feed the voltage of the capacitor C to the power supply circuit 5 when the power supply relay 4 is OFF.

  The CAN communication unit 6 is a communication interface provided between the microcomputer 1 and the external IDS control unit 200. The microcomputer 1 receives an idling stop signal, an engine restart signal, and the like from the IDS control unit 200 via the CAN communication unit 6.

  The IDS control unit 200 controls the engine idling stop operation. A signal is input to the IDS control unit 200 from a vehicle speed sensor or a brake switch (not shown). Based on these signals, the IDS control unit 200 shifts to the idling stop state or cancels the idling stop state.

  For example, when the vehicle speed is zero and the depression of the brake pedal is detected, the IDS control unit 200 stops the engine and shifts to the idling stop state. When the depression of the brake pedal is no longer detected, the IDS control unit 200 releases the idling stop state and restarts the engine.

  In restarting the engine, the IDS control unit 200 turns on the IG switch 12. Thereby, current is supplied from the battery 30 to the starter motor 20 through the IG switch 12, and the starter motor 20 rotates. After the engine is started by driving the starter motor 20, the IDS control unit 200 turns off the IG switch 12. As a result, no current is supplied from the battery 30 to the starter motor 20, and the starter motor 20 stops.

  The microcomputer 1 includes signals from various sensors such as a torque sensor that detects the steering torque of the steering wheel, a resolver that detects the rotation angle of the assist motor 10, a temperature sensor that detects the ambient temperature, and other than the IDS control unit 200. Signals from the control unit are also input, but they are not shown in FIG.

  Next, the operation of the EPS control unit 100 described above will be described with reference to the time chart of FIG.

  As shown in FIG. 2A, when the IG switches 11 and 12 are turned on by operating the ignition key at time t <b> 1, power is supplied from the battery 30 to the starter motor 20 via the IG switch 12. For this reason, the starter motor 20 is driven, the engine is started, and the vehicle starts running (FIG. 2 (g)).

  At the same time, power is supplied from the battery 30 to the power supply circuit 5 via the IG switch 11. Therefore, the power supply voltage Vm generated by the power supply circuit 5 is applied to the microcomputer 1 and the microcomputer 1 is activated (FIG. 2 (h)). Then, the microcomputer 1 executes the operation according to the program to control the power relay drive circuit 2 and turns on the power relay 4 as shown in FIG.

  When the power relay 4 is turned on, the capacitor C is charged to the voltage Vc as shown in FIG. The value of the voltage Vc is substantially equal to the value of the battery voltage (battery 30 voltage) Vb shown in FIG. Vi is an input voltage of the power supply circuit 5. In addition, power is supplied from the battery 30 to the motor drive circuit 3 via the power relay 4 at the same time when the power relay 4 is turned on. The motor drive circuit 3 operates in accordance with a drive signal output from the microcomputer 1 and drives the assist motor 10 based on ON / OFF operation of a switching element (not shown) (FIG. 2 (i)). Thus, a steering assist force corresponding to the steering wheel operation can be obtained while the vehicle is traveling.

  At time t2, as shown in FIG. 2 (b), when an idling stop signal is output from the IDS control unit 200, the engine stops and shifts to an idling stop state (FIG. 2 (g)). When the microcomputer 1 receives the idling stop signal via the CAN communication unit 6, the microcomputer 1 stops outputting the driving signal to the motor driving circuit 3. For this reason, the motor drive circuit 3 is in a stopped state (FIG. 2 (i)), and even if the power supply relay 4 is ON, the energization from the battery 30 to the assist motor 10 is not performed. Thereby, consumption of the battery 30 in the idling stop state can be suppressed. Note that stopping the motor drive circuit 3 at the time of idling stop is not essential in the present invention, and the operation of the motor drive circuit 3 may be continued to drive the assist motor 10.

  Thereafter, when an engine restart signal is output from the IDS control unit 200 at time t3, as shown in FIG. 2C, the idling stop state is released, the starter motor 20 is driven, and the engine is restarted ( FIG. 2 (g)). When the microcomputer 1 receives the engine restart signal via the CAN communication unit 6, the microcomputer 1 controls the power relay drive circuit 2 to turn off the power relay 4 for a predetermined time T as shown in FIG. . Here, the time T is a predetermined time that is measured by the microcomputer 1.

  FIG. 2E shows the change in the battery voltage Vb during the period of time T. As described above, since the large current flows through the starter motor 20 when the engine is restarted, the battery voltage Vb greatly decreases from the initial value from time t3. Further, the battery voltage Vb varies as illustrated in accordance with the state of the starter motor 20 and other loads.

  On the other hand, the capacitor C is charged from the battery 30 when the power supply relay 4 is turned on, and the voltage Vc thereof is substantially equal to the battery voltage Vb until time t3. At time t3, as described above, the battery voltage Vb greatly decreases. At this time, the power supply relay 4 is turned OFF, so that the charge of the capacitor C is not discharged to the battery 30 side. Therefore, as shown in FIG. 2F, the voltage Vc of the capacitor C remains at a certain level or higher after the time t3. The voltage Vc is supplied to the power supply circuit 5 through the diode D2. Therefore, since the input voltage Vi of the power supply circuit 5 is also at a certain level or higher, the power supply circuit 5 generates the power supply voltage Vm (FIG. 1) necessary for maintaining the operation of the microcomputer 1 based on the input voltage Vi. Thus, since the microcomputer 1 receives power supply from the capacitor C through the power supply path L during time T, the microcomputer 1 continues to operate without being reset (FIG. 2 (h)).

  Thereafter, when the current supply to the starter motor 20 is stopped, the battery voltage Vb recovers to the initial value at time t4 when the time T has elapsed from the time of engine restart (time t3) (FIG. 2 (e)). Therefore, the time T is set to a time during which the battery voltage Vb, which has decreased due to engine restart, can be recovered to the initial value. At time t4, the microcomputer 1 controls the power relay drive circuit 2 to turn on the power relay 4 again (FIG. 2 (d)). At time t4, the engine rotates and the vehicle starts traveling (FIG. 2 (g)).

  When the power supply relay 4 is turned on, the capacitor C is charged to the voltage Vc again as shown in FIG. In addition, since power is supplied from the battery 30 to the motor drive circuit 3 via the power relay 4, the motor drive circuit 3 operates according to a drive signal from the microcomputer 1 and drives the assist motor 10 again (FIG. 2). (I)).

  As described above, according to the above-described embodiment, when the idling stop is released and the engine is restarted, even if the voltage of the battery 30 is greatly reduced, the power of the power supply relay 4 is turned off so that the charge of the capacitor C is The battery 4 is not discharged through the relay 4. For this reason, the voltage Vc of the capacitor | condenser C is maintained more than a fixed value during the time T when the power supply relay 4 is OFF. Since the power supply voltage Vm necessary for maintaining the operation is supplied to the microcomputer 1 based on the voltage Vc of the capacitor C, the microcomputer 1 continues to operate without being reset. Therefore, when the power relay 4 is turned on again after the time T has elapsed (time t4), the motor drive circuit 3 can be immediately operated to start the control of the assist motor 10. As a result, the time from engine restart (time t3) to assist motor drive (time t4) can be shortened.

  FIG. 3 is a time chart showing the operation of the comparative example when the power supply relay 4 is not turned off when the engine is restarted. At time t3 when the engine restart signal is output, if the battery voltage Vb greatly decreases as shown in FIG. 3 (e), the power supply relay 4 is ON at this time (FIG. 3 (d)). The electric charge is discharged through the power supply relay 4 to the low voltage battery 30 side. For this reason, as shown in FIG. 3F, the voltage Vc of the capacitor C greatly decreases. Further, as the battery voltage Vb decreases, the input voltage Vi of the power supply circuit 5 also greatly decreases. For this reason, the power supply voltage necessary for maintaining the operation is not supplied from the power supply circuit 5 to the microcomputer 1, and the microcomputer 1 is reset at time t3 '(FIG. 3 (h)). By this reset, the control signal is not output from the microcomputer 1 to the power relay drive circuit 2, so that the power relay 4 is turned off (FIG. 3 (d)).

  Thereafter, when the current supply to the starter motor 20 is stopped, the battery voltage Vb is restored to the initial value at time t4 (FIG. 3 (e)). As a result, the input voltage Vi of the power supply circuit 5 is also restored to the initial value, and the microcomputer 1 is activated. However, since the microcomputer 1 executes an initial process at the time of restart after reset (FIG. 3 (h)), the control signal cannot be output to the power supply relay drive circuit 2 until this is completed. When the microcomputer 1 moves to a normal operation at the time t4 ′ when the initial process is completed, the power supply relay 4 is turned on by the power supply relay drive circuit 2 (FIG. 3D), and the motor drive circuit 3 operates. (FIG. 3 (i)). Therefore, it takes time from engine restart (time t3) to assist motor drive (time t4 ').

  FIG. 4 is a flowchart showing the operation of the EPS control unit 100. When the IG switches 11 and 12 are turned on in step S1 and the microcomputer 1 is activated, the microcomputer 1 executes the procedure from step S2 onward.

  In step S <b> 2, the power relay 4 is turned on by the power relay drive circuit 2. When the power supply relay 4 is turned on, the motor drive circuit 3 is operated in step S3, and the control of the assist motor 10 is started (time t1 in FIG. 2).

  In step S4, it is determined whether or not an idling stop signal has been received from the IDS control unit 200. If the idling stop signal has not been received (step S4; NO), the process proceeds to step S11 without executing steps S5 to S10. On the other hand, if an idling stop signal is received (step S4; YES), the process proceeds to step S5. In step S5, the motor drive circuit 3 is deactivated, and the control of the assist motor 10 is stopped (time t2 in FIG. 2).

  Next, in step S6, it is determined whether an engine restart signal has been received from the IDS control unit 200. If the engine restart signal has not been received (step S6; NO), the process waits as it is, and if the engine restart signal is received (step S6; YES), the process proceeds to step S7. In step S7, the power supply relay drive circuit 2 temporarily turns off the power supply relay 4 (time t3 in FIG. 2).

  Next, in step S8, it is determined whether or not a predetermined time T has elapsed. If the predetermined time T has not elapsed (step S8; NO), the process waits as it is, and if the predetermined time T has elapsed (step S8; YES), the process proceeds to step S9. In step S9, the power supply relay drive circuit 2 turns on the power supply relay 4 again (time t4 in FIG. 2). When the power supply relay 4 is turned on, the motor drive circuit 3 operates in step S10, and control of the assist motor 10 is started.

  Next, in step S11, it is determined whether or not the IG switches 11 and 12 are turned off. If the IG switches 11 and 12 are not turned off (step S11; NO), the process returns to step S4, and steps S4 to S10 are executed according to the above-described procedure. On the other hand, when the IG switches 11 and 12 are turned off (step S11; YES), a series of procedures ends.

  In the present invention, various embodiments other than those described above can be adopted. For example, in step S8 in FIG. 4, the time during which the power supply relay 4 is OFF is set to a predetermined time T. Instead of this, as shown in step S8a in FIG. 5, the time during which the power supply relay 4 is OFF may be the time from when the engine is restarted until the engine rotation signal is received. The engine rotation signal is input to the microcomputer 1 from an engine control unit (not shown). In FIG. 5, the processing content in each step other than step S8a is the same as in FIG.

  In FIG. 2, even when the microcomputer 1 receives the idling stop signal at time t2, the power supply relay 4 remains ON (FIG. 2 (d)). Instead, as shown in FIG. 6, when the microcomputer 1 receives the idling stop signal at time t2, the power supply relay 4 may be turned off (FIG. 6 (d)). In conjunction with this, the motor drive circuit 3 is stopped.

  Furthermore, although the example which applied this invention to control of the assist motor 10 for electric power steering was given in the said embodiment, this invention is applicable also to control of motors other than an assist motor.

DESCRIPTION OF SYMBOLS 1 Microcomputer 2 Power supply relay drive circuit 3 Motor drive circuit 4 Power supply relay 5 Power supply circuit 6 CAN communication part 10 Assist motor 11, 12 Ignition switch 20 Starter motor 30 Battery 100 Electric power steering control unit 200 Idling stop control unit C Condenser L Power supply Supply path

Claims (4)

A motor drive circuit for driving the motor;
A power relay provided between a battery and the motor drive circuit;
A power relay drive circuit for driving the power relay;
A controller that receives power supply from the battery and controls the motor drive circuit and the power relay drive circuit;
A capacitor connected between one end of the power relay and the ground, and charged from the battery via the power relay; and
When the engine starts, the control unit controls the power supply relay drive circuit to turn on the power supply relay, and also operates the motor drive circuit.
A power supply path is provided between one end of the power relay to which the capacitor is connected and the control unit,
The controller is
When the engine restarts after the engine has entered the idling stop state, the power relay drive circuit turns off the power relay for a predetermined time and then turns it on.
The vehicle motor control device according to claim 1, wherein power is supplied from the capacitor via the power supply path for the predetermined time. The vehicle motor control device according to claim 1,
The vehicle motor control device according to claim 1, wherein the predetermined time is a predetermined time measured by the control unit. The vehicle motor control device according to claim 1,
The vehicle motor control device according to claim 1, wherein the predetermined time is a time from when the engine is restarted until the control unit receives an engine rotation signal from the outside. In the vehicle motor control device according to any one of claims 1 to 3,
The vehicle motor control device according to claim 1, wherein the predetermined time is set to a time during which the voltage of the battery, which has decreased due to engine restart, can be recovered to an initial value.

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