JP2016073012A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To implement efficient torque output.SOLUTION: A vehicle controller includes: a reception part which receives a torque command value for driving a driving source that is provided in a vehicle, in order to control the vehicle; and a calculation part by which, when a command value of a current of a first axis of a coordinate system for driving the driving source and a command value of a current of a second axis of the coordinate system for driving the driving source are calculated on the basis of the torque command value received by the reception part, in the case where a current value to be input to the driving source in accordance with the calculated command value of the current of the first axis and the calculated command value of the current of the second axis exceeds a first threshold, any one or more of the command value of the current of the first axis and the command value of the current of the second axis are adjusted in such a manner that the input current value does not exceed the first threshold, and the command value of the current of the first axis and the command value of the current of the second axis are adjusted in such a manner that efficiency of torque to be output from the driving source on the basis of the input current value does not become equal to or lower than a predetermined reference.SELECTED DRAWING: Figure 6

Description

  Embodiments described herein relate generally to a vehicle control device.

  Conventionally, a technique for controlling the inclination of a vehicle using a motor is known. At that time, there is a technique for controlling the motor in accordance with a calculated torque command value for suppressing the inclination of the motor.

JP 2012-200073 A JP 2006-14540 A

  However, the conventional technology is not limited to the technology that limits the current that can be input to the motor so as not to exceed the current, and does not consider the efficiency of the torque output by the motor.

  The vehicle control device according to the embodiment is configured to control a vehicle based on a receiving unit that receives a torque command value for driving a driving source provided in the vehicle, and a torque command value received by the receiving unit. When the command value of the current of the first axis of the coordinate system for driving the source and the command value of the current of the second axis of the coordinate system for driving the drive source are calculated, the calculated first If the current value input to the drive source according to the current command value of the second axis and the current command value of the second axis exceeds the first threshold value, the current command value of the first axis and the second current value Adjust any one or more of the shaft current command values so that the input current value does not exceed the first threshold value, and output from the drive source based on the input current value The current of the first shaft is such that the torque efficiency does not fall below a predetermined standard. And a calculation unit for adjusting the command value of a current command value and the second axis. Therefore, according to the present embodiment, as an example, an efficient torque output can be realized with respect to the current value input to the drive source.

  In the vehicle control device, as an example, the calculation unit further instructs the current of the first axis of the coordinate system for driving the drive source so that the angular velocity associated with the torque command value can be output. Adjust the value. Therefore, according to the present embodiment, as an example, it is possible to realize drive control of a drive source that absorbs variation in characteristics of each solid.

  In the vehicle control device, as an example, when the control based on the induced voltage is further performed, the arithmetic unit further controls the current of the first axis of the coordinate system for driving the drive source according to the control. And the command value of the current of the second axis of the coordinate system for driving the drive source are adjusted. Therefore, according to the present embodiment, for example, in order to prioritize the control based on the induced voltage, the current input can be limited when the rotational speed of the drive source does not increase. Can be realized.

  In the vehicle control device, as an example, when the torque command value received by the receiving unit is larger than the second threshold value, the torque command value is adjusted to be equal to or less than the second threshold value, An adjustment unit that outputs the torque command value is further provided. Therefore, according to the present embodiment, as an example, since a large torque command value can be prevented from being input to the adjustment unit, the calculation load on the adjustment unit can be reduced.

FIG. 1 is a front view of a single-seat three-wheeled electric vehicle according to an embodiment. FIG. 2 is a diagram illustrating a side view of the single-seat three-wheel electric vehicle according to the embodiment. FIG. 3 is a schematic diagram illustrating an example of the internal structure of the three-wheel electric vehicle (vehicle) according to the embodiment. FIG. 4 is a diagram illustrating a case where the three-wheeled electric vehicle (vehicle) of the embodiment exists on an inclined surface. FIG. 5 is a diagram illustrating a configuration example for controlling the inclination in the left-right direction (Y-axis direction) of the three-wheeled electric vehicle (vehicle) according to the embodiment. FIG. 6 is a block diagram illustrating a configuration example of the drive train ECU according to the embodiment. FIG. 7 is a diagram illustrating a correspondence relationship between the angular velocity and the torque command value to be limited according to the embodiment. FIG. 8 is a diagram illustrating an example of a range in which the d-axis current command value and the q-axis current command value can be output according to the embodiment. FIG. 9 is a diagram illustrating a map for absorbing variations in the current vector calculation unit according to the embodiment. FIG. 10 is a diagram illustrating a map for calculating the correction value of the d-axis current command value according to the embodiment. FIG. 11 is a diagram illustrating a second example of a range in which the d-axis current command value and the q-axis current command value can be output. FIG. 12 is a diagram illustrating a configuration example of the delay compensation calculation unit of the embodiment. FIG. 13 is a flowchart illustrating a processing procedure for driving control of the motor in the driving system ECU according to the embodiment. FIG. 14 is a flowchart illustrating a procedure for adjusting the d-axis current command value and the q-axis current command value in the current vector calculation unit of the embodiment.

  In the embodiment described below, a three-wheel electric vehicle will be described as a vehicle on which a motor is mounted, but the vehicle on which the motor is mounted is not limited to a three-wheel electric vehicle.

  FIG. 1 is a front view of a single-seat three-wheeled electric vehicle according to the embodiment. FIG. 2 is a single-seat three-wheeled electric vehicle (hereinafter referred to as a vehicle 10) according to the present embodiment. It is the figure which showed the side view of).

  The vehicle 10 includes a vehicle body 11, a right front wheel 20 supported by a support portion 21, a left front wheel 23 supported by a support portion 24, and a rear wheel 26 supported by a support portion 27.

  The vehicle body 11 is supported by the support portions 21, 24, and 27. The vehicle body 11 is provided with a seat for the occupant M1 to sit on. The occupant M1 seated on the seat operates the vehicle 10 using the operation device 13 provided on the armrest 12.

  The operation device 13 includes, for example, an operation button, a control lever, and a display device for notifying the occupant M1 of the state of the vehicle 10. When the operation device 13 is operated, the vehicle 10 performs startup (power-on), shutdown (power-off), running / stopping, and other operations.

  FIG. 3 is a schematic diagram illustrating an example of the internal structure of the vehicle 10. As shown in FIG. 3, a gear box 31, rods 22, 25 and 32, and a vehicle control device 40 are housed inside the vehicle body 11. The gear box 31 and the vehicle control device 40 are fixed inside the vehicle body 11.

  The gear box 31 rotates the rod 32 around an axis parallel to the X axis according to the torque transmitted from the vehicle control device 40 via the rotation shaft 41. The rod 32 is connected to the rods 22 and 25 so as to be rotatable. The rod 22 is fixed to the support portion 21. The rod 25 is fixed to the support portion 24. The movement of the rods 22 and 25 is restricted so that the axes thereof are parallel to the reference line Dv. The reference line Dv is a line indicating the vertical direction of the vehicle body 11. The height of the right front wheel 20 and the left front wheel 23 with respect to the vehicle body 11 changes according to the rotation axis of the rotation shaft 41.

  The vehicle control device 40 controls the attitude of the vehicle 10. In the YZ plane, the vehicle control device 40 of the present embodiment has an inclination angle θy formed by the acceleration vector Av generated in the vehicle 10 based on gravity and the reference line Dv in the vertical direction of the vehicle 10 at “0” degrees. Thus, the rotating shaft 41 is rotated.

  FIG. 4 is a diagram illustrating a case where the vehicle 10 exists on an inclined surface. As shown in FIG. 4, when the vehicle 10 exists on the inclined surface, the vehicle control device 40 sets the inclination angle θy to “0”, in other words, the vertical direction of the vehicle 10 matches the gravity direction. Thus, by rotating the rotating shaft 41, the posture of the vehicle 10 can be stabilized regardless of the inclined surface.

  Returning to FIG. 3, a configuration for stabilizing the posture of the vehicle 10 will be described. The vehicle control device 40 includes a motor 42, a regulation unit 43, a motor electrical angle sensor 44, an acceleration sensor 45, a gyro sensor 46, a rotation axis angle sensor 47, an integrated ECU (Electronic Control Unit) 50, and a drive. A system ECU 51 and a gear 501 are provided.

  The motor 42 is, for example, a three-phase brushless motor. The motor 42 is driven according to the electric power supplied from the drive system ECU 51.

  The motor 42 is connected to the rotary shaft 41 via the gear 501. The torque output from the motor 42 is transmitted to the rotation shaft 41 via the gear 501, so that the rotation shaft 41 rotates.

  The motor 42 can control the vertical positions of the right front wheel 20 and the left front wheel 23 connected from the rotary shaft 41 via the gear box 31, the rods 22, 25, 32 and the support portions 21, 24. That is, the motor 42 can adjust the inclination of the vehicle 10 by controlling the support mechanisms (rods 22, 25, 32) that support a plurality of wheels (the right front wheel 20 and the left front wheel 23) provided in the vehicle 10. To do. Thus, the motor 42 can control the inclination of the vehicle 10. Thereby, the motor 42 functions as a partial configuration for preventing the vehicle 10 from overturning.

  The motor electrical angle sensor 44 is a sensor attached to the motor 42 and has a configuration for detecting the rotation angle of the rotating shaft 41 (rotating medium) driven by the motor 42. In the present embodiment, a resolver is used as the motor electrical angle sensor 44. The motor electrical angle sensor 44 is composed of an excitation coil and two detection coils orthogonal to each other. When a sinusoidal signal having a constant amplitude / frequency is input to the excitation coil, the motor electrical angle sensor 44 receives (sin θ and The output signals of the two resolvers (corresponding to cos θ) are output.

  The output signal of the resolver is a signal that can be measured for the motor 42 in the range of 0 to 360 degrees. A proportional relationship exists between the rotation angle of the motor 42 and the rotation angle of the rotation shaft 41. For this reason, the change amount of the rotation angle of the rotating shaft 41 can be accurately detected from the change amount of the rotation angle (motor 42) indicated by the output signal of the resolver of the present embodiment.

  The acceleration sensor 45 is, for example, a capacitance type three-axis acceleration sensor, and detects acceleration caused by gravitational acceleration or acceleration / deceleration of the vehicle 10. For example, when the vehicle 10 is stopped, the acceleration sensor 45 detects the direction of gravity acceleration with respect to the reference line Dv. Then, the acceleration sensor 45 transmits an acceleration signal indicating the detection result to the integrated ECU 50.

  The gyro sensor 46 is, for example, a vibration gyroscope. The gyro sensor 46 detects the angular velocity of the vehicle 10 and transmits an angular velocity signal indicating the detection result to the integrated ECU 50.

  The rotation axis angle sensor 47 is a sensor for measuring the rotation angle of the rotation axis 41. The rotation angle of the rotation shaft 41 measured by the rotation shaft angle sensor 47 of the present embodiment matches the inclination angle θy formed by the acceleration vector Av and the vertical reference line Dv of the vehicle 10. That is, when the rotation angle of the rotation shaft 41 is “0” degrees, the position of the center of gravity of the vehicle 10 provided on the horizontal plane is at the center of the vehicle 10. In the present embodiment, the rotation angle measured by the rotation axis angle sensor 47 is referred to as an absolute rotation angle.

  However, the amount of change in the rotation angle of the rotation shaft 41 based on the motor electrical angle sensor 44 is more accurate than the amount of change in the rotation angle detected by the rotation shaft angle sensor 47. Therefore, in this embodiment, after the absolute rotation angle is detected by the rotation shaft angle sensor 47 at the time of activation, a signal from the motor electrical angle sensor 44 is used for the amount of change in the rotation angle thereafter.

  The integrated ECU 50 and the drive system ECU 51 of this embodiment are configured to include a processor (not shown), a nonvolatile memory, a RAM, and the like, and execute a program stored in the nonvolatile memory.

  The integrated ECU 50 is configured to control the entire vehicle 10. The integrated ECU 50 according to the present embodiment instructs the drive system ECU 51 to drive the motor 42 based on the acceleration signal from the acceleration sensor 45 and the angular velocity signal from the gyro sensor 46.

  The drive system ECU 51 controls the driving of the motor 42 based on the command from the integrated ECU 50, the absolute rotation angle by the rotation shaft angle sensor 47, and the rotation angle by the motor electrical angle sensor 44.

  The restriction unit 43 restricts the rotating shaft 41 in accordance with a signal transmitted from the drive system ECU 51. When the regulation unit 43 receives a predetermined regulation signal, the regulation unit 43 inhibits the rotation of the rotation shaft 41 by engaging a member with a gear that rotates integrally with the rotation shaft 41. Further, when the restriction unit 43 receives the predetermined release signal after suppressing the rotation shaft, the restriction unit 43 releases the rotation suppression of the rotation shaft 41 by separating the member from the gear. Note that the method of suppressing the rotation of the rotating shaft 41 is not limited to the method of engaging the member with the gear, and various methods may be applied. For example, the regulation unit 43 may have a mechanism similar to a so-called shift lock device or gear lock device.

  FIG. 5 is a diagram illustrating a configuration example for controlling the inclination in the left-right direction (Y-axis direction) of the vehicle according to the present embodiment. The integrated ECU 50 and the drive system ECU 51 shown in FIG. 5 are controlled to start according to the IG signal (ignition signal).

  The integrated ECU 50 and the drive system ECU 51 are connected by a first can (Controller Area Network) and a second can. The first can and the second can are networks that are designed in consideration of noise resistance and are used for transmitting and receiving information between interconnected devices.

  As a result, the integrated ECU 50 can send and receive data and commands to the drive system ECU 51.

  Then, the integrated ECU 50 instructs the drive system ECU 51 to stabilize the posture of the vehicle 10 based on signals from the gyro sensor 46 and the acceleration sensor 45 and operation information from the operation device 13.

  For example, there is a lean torque command. The lean torque command is a command that is output to the drive system ECU 51 so as to drive the motor 42 with a torque value necessary for lean (left-right direction) torque control of the vehicle 10.

  Specifically, the integrated ECU 50 performs the lean torque control so that the torque of the motor 42 and the load torque are balanced in accordance with signals transmitted from the gyro sensor 46 and the acceleration sensor 45, and the like. Is output to the drive system ECU 51 as a lean torque command so that the torque value is obtained. Since the lean torque command is highly responsive to the road surface, the lean torque command is used for driving on rough roads, climbing steps, and the like, and improves the ride comfort of the occupant when controlling the attitude of the vehicle 10.

  The drive system ECU 51 performs motor control according to the lean torque command. In the present embodiment, an example of performing control based on a torque value will be described. However, the present invention is not limited to control based on a torque value. The motor control may be performed.

  The drive system ECU 51 calculates a detailed rotation angle of the rotation shaft 41 from the absolute rotation angle measured by the rotation shaft angle sensor 47 and the rotation angle detected by the motor electrical angle sensor 44, and sets the rotation angle to the rotation angle. Based on this, the motor 42 is controlled.

  Then, the driving torque by the motor 42 is transmitted to the rotating shaft 41 via the gear 501. Next, the drive system ECU 51 will be described.

  FIG. 6 is a block diagram illustrating a configuration example of the drive system ECU 51. As shown in FIG. 6, the drive system ECU 51 is a processor (not shown) that executes a program stored in the nonvolatile memory, thereby allowing the power management control unit 601, the current vector calculation unit 602, PI control unit 603, 2-phase-3 phase conversion unit 604, PWM control unit 605, 3-phase H bridge 606, R / D (resolver / digital) converter 607, ω calculation unit 609, delay compensation An arithmetic unit 610 and a three-phase to two-phase converter 611 are realized.

  The power management control unit 601 receives from the integrated ECU 50 a lean torque command value for driving a motor (drive source) 42 provided in the vehicle 10 in order to control the vehicle 10.

  By the way, as for the motor 42 of this embodiment, the maximum drive torque which can be output falls as the rotation speed (RPM) increases. However, the torque value of the lean torque command sent from the integrated ECU 50 does not take into account the maximum drive torque that can be output by the motor 42.

  Therefore, the power management control unit 601 of the present embodiment sets a torque command value that is set in advance so as not to supply excessive power according to the current rotational speed (angular velocity) with respect to the received lean torque command. Adjustment is made so as to be within the range, and the adjusted torque command value is output to the current vector calculation unit 602. In the present embodiment, the torque command value is limited according to the angular velocity ω input from the ω calculation unit 609.

  FIG. 7 is a diagram illustrating a correspondence relationship between the angular velocity and the torque command value to be limited. As shown in FIG. 7, when the received torque command value is larger than the threshold value indicated by the line 701 at the input angular velocity, the power management control unit 601 adjusts the torque command value to be equal to or less than the threshold value. The torque command value is output to the current vector calculation unit 602. In this embodiment, when it is larger than the threshold value indicated by the line 701, the torque command value is adjusted so as to be the threshold value. The threshold indicated by the line 701 is a value obtained by multiplying the basic torque characteristics of the motor 42 by 1.2 (added by 20%). However, if an appropriate value is set according to the embodiment, good.

  In this way, when the torque command value requested from the integrated ECU 50 is large, the adjusted torque command value is input to the current vector calculation unit 602, thereby reducing the subsequent processing load. That is, since it is possible to prevent a large torque command value from being input to the current vector calculation unit 602, the calculation load imposed by the current vector calculation unit 602 can be reduced.

  Returning to FIG. 6, the current vector calculation unit 602 determines a d-axis current command value id for driving the motor 42 and a q-axis current command value iq from the torque command value adjusted by the power management control unit 601. , Is calculated. In the present embodiment, an example using a coordinate system including a d-axis (first axis) and a q-axis (second axis) as a coordinate system for driving the motor 42 will be described.

  By the way, in the motor 42, there is a limit to the current that can be input. Therefore, the current vector calculation unit 602 performs adjustment so that the output d-axis current command value id and q-axis current command value iq do not exceed the input current limit value Iam. Therefore, the current vector calculation unit 602 of the present embodiment adjusts the d-axis current command value id and the q-axis current command value iq so as to satisfy the following expression (1).

id ² + iq ² ≦ Iam ² (1)

  In addition, the current vector calculation unit 602 needs to adjust the d-axis current command value id and the q-axis current command value iq according to the characteristics of the motor 42.

FIG. 8 is a diagram illustrating an example of a range in which the d-axis current command value id and the q-axis current command value iq can be output. In the example shown in FIG. 8, the q-axis current command value iq is assigned to the vertical axis, and the d-axis current command value id is assigned to the horizontal axis. Since it is necessary to satisfy the equation (1), the q-axis current command value iq and the d-axis current command value id are represented by a line 801 (iq ² = Iam ² −id ² ) and an iq axis (iq = 0). , And the id vector (id = 0), the current vector calculation unit 602 needs to adjust so as to take a value in a region surrounded by the id axis (id = 0). Note that iq ≧ 0 and id ≦ 0.

Furthermore, in the current vector calculation unit 602, there is a condition for generating the maximum torque with the same current. The condition is set as id = −Iam * sin β (2). In Equation (2), the current vector Ia flowing through the motor 42 is used. Further, from the equation (2), β = tan ⁻¹ (id / iq) also holds.

  First, the total torque output from the motor 42 can be derived from the following equation (3). The total torque is a value obtained by multiplying the sum of the magnet torque and the reluctance torque by the counter electrode number Pn. Magnet torque Tm = Ψa * iq, and reluctance torque Tr = (Ld−Lq) * id * iq. The d-axis inductance Ld of the motor 42, the q-axis inductance Lq of the motor 42, the effective value of the electric flux difference Ψa, and the number of counter electrodes Pn are used. The number of counter electrodes Pn is 6 when the number of poles is 12.

  T = Pn * ((Ld−Lq) * id * iq + Ψa * iq) (3)

  It is assumed that the effective value Ψa of the electric flux difference magnetic flux Ψa is such that the back electromotive force constant Ke = the number of counter poles Pn * the effective value of the electric flux difference Ψa.

By substituting equation (2) into equation (3), equation (4) can be derived.
T = Pn * (− (Ld−Lq) * Ia ² * sin β * cos β + Ψa * Ia * cos β) (4)

  The maximum torque at the same current means dT / dβ = 0. Therefore, equation (3) is differentiated by β to derive equation (4) relating to dT / dβ.

dT / dβ = Pn * (− (Ld−Lq) * Ia ² * (sin ² β-cos ² β) + Ψa * (− Ia * sin β) (4)

Then, when T / dβ = 0, Expression (5) can be derived from Expression (4) and id <0.
id = [Ψa / (2 * (Lq−Ld))] − [Ψa ² / (4 * (Lq−Ld) ² ) + iq ² ))] ^1/2 (5)

  When this equation (5) is represented on FIG. 8, a curve 802 is obtained (the curve 802 is referred to as a maximum torque / current control line). That is, even if a current is applied to the q-axis current command value iq in the ratio of the q-axis current command value iq to the d-axis current command value id greater than the ratio indicated by the maximum torque / current control curve 802, the motor 42 The torque cannot be increased. In other words, the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq in the id-axis direction negative side (left side) region with the maximum torque / current control curve 802 as a boundary. To do.

  The curve 802 is the ratio of the q-axis current command value iq to the d-axis current command value id for outputting the maximum torque, and the efficiency of the output current is not good. The example shown in FIG. 8 shows a maximum efficiency curve 803 in which the torque output from the motor 42 is most efficient in the ratio of the q-axis current command value iq to the d-axis current command value id. The maximum efficiency curve 803 is a parameter derived from the specification characteristics of the motor 42, and the derivation method is omitted.

  That is, if the ratio of the q-axis current command value iq to the d-axis current command value id is up to the maximum efficiency curve 803 (the coordinates indicated by the d-axis current command value id and the q-axis current command value iq are included in the region 801) Efficient torque output is possible.

  By the way, if the current command value is limited to the maximum efficiency curve 803, efficient control of the motor 42 can be realized, but there is a demand for generating a larger torque. On the other hand, if it is possible to output up to the maximum torque / current control curve 802, there is a problem that the efficiency is too low.

  Therefore, the current vector calculation unit 602 of the present embodiment adjusts the d-axis current command value id and the q-axis current command value iq based on the maximum efficiency curve 803.

  As an adjustment method, any method may be used. In the present embodiment, the current vector calculation unit 602 includes the coordinates based on the d-axis current command value id and the q-axis current command value iq in the region 811. When it is determined that the d-axis current command value id is adjusted, a larger torque is output.

  In addition, voltage limitation occurs for each angular velocity ω. Ellipses 822, 823, and 824 in FIG. 8 show examples of voltage limitation for each angular velocity ω. The current vector calculation unit 602 of the present embodiment adjusts the d-axis current command value id and the q-axis current command value iq so as to be included in the elliptical region shown for each angular velocity. The ellipses 822, 823, and 824 are assumed to decrease as the angular velocity ω increases.

  By the way, although the specification regarding the characteristics of the motor 42 is determined in advance, the characteristics do not always coincide with the specifications because there is a variation in motor performance for each individual. For example, there may be an individual difference of about ± 10% in the characteristics of the motor 42 that can output. In this case, when the motor 42 is to be controlled with the same current value, the output torque differs depending on the individual motor 42.

  Therefore, the current vector calculation unit 602 of the present embodiment adjusts the d-axis current command value id when the coordinates based on the d-axis current command value id and the q-axis current command value iq are included in the region 811. At that time, the adjustment to absorb the variation of the individual characteristics of the motor 42 is performed.

  FIG. 9 is a diagram showing a map for absorbing variations in the current vector calculation unit 602 of the present embodiment. A line 901 of the map shown in FIG. 9 shows the correspondence between the angular velocity ωspec based on the basic characteristics of the motor 42 and the torque command value. A line 902 indicates a correspondence relationship between the angular velocity ωref that is 1.1 times the basic torque characteristic and the torque command value.

  Then, the current vector calculation unit 602 of the present embodiment derives the target angular velocity ωref from the input torque command value using the line 902 shown in FIG. The target angular velocity ωref is an angular velocity that is not less than the maximum efficiency curve 803 and not more than the maximum torque / current control curve 802.

  Then, the current vector calculation unit 602 uses the d-axis current command value to absorb variations in the characteristics of the motor 42 based on the difference between the derived angular velocity ωref and the angular velocity ω input from the ω calculation unit 609. Correct id.

  FIG. 10 is a diagram showing a map for calculating a correction value for the d-axis current command value. The current vector calculation unit 602 calculates a d-axis current correction value Δid from the difference value “ωref−ω” and the line 1001 according to the map shown in FIG. Then, the current vector calculation unit 602 adds the d-axis current correction value Δid to the d-axis current command value id calculated from the above-described processing. Thereby, when controlling the motor 42 according to the torque command value mentioned above, the target angular velocity ωref can be realized. By performing the above-described control, the same output of the motor 42 can be realized although the current value varies depending on the individual motor 42. In other words, it is possible to derive the d-axis current command value id for enabling the output exceeding the characteristic indicated as the specification after absorbing the variation in the characteristic of the motor 42.

  In addition, before performing the above-described adjustment, the current vector calculation unit 602 of the present embodiment uses a d-axis current command value id for driving the motor 42 and a q-axis current command value iq from the input torque command value. However, any method may be used as a calculation method.

For example, substituting id derived in equation (5) into equation (3) yields equation (6).
Tref = Pn * [(Lq−Ld) * [Ψa / (2 * (Lq−Ld))] − [Ψa ² / (4 * (Lq−Ld) ² ) + iq ² ] ^1/2 ) * iq + Ψa * iq ] ... (6)

  The current vector calculation unit 602 can derive the q-axis current command value iq from the torque command value for driving the motor 42 based on the equation (6). Furthermore, the current vector calculation unit 602 can derive the d-axis current command value id from the q-axis current command value iq based on Expression (5).

  In the present embodiment, the calculation method of the q-axis current command value iq and the d-axis current command value id is not limited to the method of calculating using the above formulas (5) and (6). A plurality of tables representing the correspondence relationships of the expressions (5) and (6) are stored in the storage unit in the current vector calculation unit 602, and based on the plurality of tables, the q-axis current command value iq and the d-axis The current command value id may be derived. And the current vector calculating part 602 of this embodiment shall perform the adjustment mentioned above with respect to the calculated q-axis current command value iq and d-axis current command value id.

  In the example shown in FIG. 8, a curve 804 representing the maximum torque / magnetic flux control that cannot output the maximum torque with respect to the induced voltage is shown. However, since −Ψa / Ld <−Iam, the current vector The calculation unit 602 does not perform processing related to maximum torque / magnetic flux control.

However, there is a case where -Ψa / Ld> -Iam. FIG. 11 is a diagram illustrating a second example of a range in which the d-axis current command value id and the q-axis current command value iq can be output. Also in the example shown in FIG. 11, the current vector calculation unit 602 includes the maximum torque / magnetic flux in addition to the “iq ² = Iam ² −id ² ” curve 801, the maximum torque / current control curve 802, and the maximum efficiency curve 803. Based on the control curve 1101, the d-axis current command value id and the q-axis current command value iq are adjusted. Specifically, the current vector calculation unit 602 includes coordinates based on the d-axis current command value id and the q-axis current command value iq in the region on the positive side (right side) of the id axis from the curve 1101 of the maximum torque / magnetic flux control. The d-axis current command value id and the q-axis current command value iq are adjusted so that That is, at the angular velocity ωd or higher, the maximum torque cannot be generated with respect to the induced voltage generated by the change in the magnetic flux of the motor 42, and therefore the maximum output (maximum torque × angular velocity ωd) cannot be generated. For this reason, when the induced voltage control is performed, the induced voltage control is prioritized, and the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq according to the induced voltage control. To do.

  As a result, the current vector calculation unit 602 adjusts so that the coordinates based on the d-axis current command value id and the q-axis current command value iq are included in the region 1111. For example, the current vector calculation unit 602 sets the d-axis current command value so as to be on the curve 1101 when the coordinates indicated by the d-axis current command value id and the q-axis current command value iq are not included in the region 1111. Adjust id. Thereby, in this embodiment, since the input of an electric current can be restrict | limited when the rotation speed of the motor 42 does not raise by induced voltage, efficient control of a drive source is realizable.

  Also in the example illustrated in FIG. 11, the current vector calculation unit 602 according to the present embodiment includes the d-axis current command value id and the q-axis current command value so as to be included in the elliptical regions 1121, 1122, 1123, and 1124 shown by angular velocity. Adjust iq.

  As described above, the current vector calculation unit 602 of the present embodiment receives the d-axis current command value id and the q-axis for driving the motor 42 based on the torque command value received and adjusted by the power management control unit 601. When the current command value iq is calculated, if the current value input to the motor 42 in accordance with the calculated d-axis current command value id and q-axis current command value iq exceeds the current limit value (threshold) Iam, d Any one or more of the shaft current command value id and the q-axis current command value iq is adjusted so that the current input to the motor 42 does not exceed the current limit value (threshold value) Iam.

  Further, in the present embodiment, the current vector calculation unit 602 does not have the efficiency of the torque output from the motor 42 based on the input current value below the reference determined based on the maximum efficiency curve 803 by the above-described method. Thus, the command value of the d-axis current in the coordinate system for driving the motor 42 and the command value of the q-axis current in the coordinate system for driving the motor 42 are adjusted. Furthermore, the current vector calculation unit 602 adjusts the d-axis current command value so that the target angular velocity ωref associated with the torque command value can be output. Next, returning to FIG. 6, the configuration after the current vector calculation unit 602 will be described.

  The current PI control unit 603 includes the feedback current values ida and iqa output from the three-phase / two-phase conversion unit 611 together with the d-axis current command value id output from the current vector calculation unit 602 and the q-axis current command value iq. Control using. Therefore, a plurality of configurations necessary for calculating the feedback current values ida and iqa will be described.

  The R / D (resolver / digital) converter 607 converts the output signal of the resolver input from the motor electrical angle sensor 44 into the rotation angle θsen of the motor 42 and outputs it.

  The ω calculator 609 calculates the angular velocity ω based on the input rotation angle θsen. In this embodiment, the ω calculator 609 calculates based on ω = dθsen / dt. In the present embodiment, the angular velocity ω is calculated every 1 ms.

  The delay compensation calculation unit 610 of this embodiment processes the d-axis and the q-axis independently for delay compensation of the motor 42, which is one of the main factors of delay compensation. Therefore, the delay compensation calculation unit 610 performs rotation angle delay compensation for each of the d-axis and the q-axis based on the corrected rotation angle θsen and the angular velocity ω, and based on the motor 42 control by the drive system ECU 51. Further, a d-axis delay angle θd corresponding to the d-axis component delay and a q-axis delay θq corresponding to the q-axis component delay are calculated. The calculated d-axis delay angle θd and q-axis delay angle θq are output.

  FIG. 12 is a diagram illustrating a configuration example of the delay compensation calculation unit 610 of the present embodiment. As illustrated in FIG. 12, the delay compensation calculation unit 610 includes a d-axis delay compensation calculation unit 1201, a q-axis delay compensation calculation unit 1202, a first addition unit 1203, and a second addition unit 1204. I have.

  The d-axis delay compensation calculation unit 1201 calculates a time delay Δtsd of the d-axis component based on the input angular velocity ω. In the present embodiment, calculation is performed using Expression (7).

Δtsd = τi + τh + τld (7)
Τi is a delay of the current sensor, τh is a delay of the three-phase H bridge 606, and τld is a primary delay of the d-axis inductance Ld (d-axis component) of the motor 42.

  As a result, the d-axis delay ω * (P / 2) * Δtsd is obtained. Note that P is the number of poles of the motor 42 and, for example, “12” is set.

  Then, the first addition unit 1203 calculates the d-axis delay angle θd by adding the d-axis delay (ω * (P / 2) * Δtsd) to the rotation angle θ ′.

The q-axis delay compensation calculation unit 1202 calculates a q-axis time delay Δtsq based on the input angular velocity ω. In the present embodiment, calculation is performed using the following equation (8).
Δtsq = τi + τh + τlq (8)
Note that τlq is the first-order lag of the q-axis inductance Lq (q-axis component) of the motor 42.

  Thereby, the delay of the q-axis becomes ω * (P / 2) * Δtsq.

  The second adder 1204 calculates the q-axis delay angle θq by adding the q-axis delay (ω * (P / 2) * Δtsq) to the rotation angle θ ′.

  Then, the delay compensation calculation unit 610 outputs the calculated q-axis delay angle θq and d-axis delay angle θd to the three-phase to two-phase conversion unit 611.

  The three-phase to two-phase conversion unit 611 is configured to output the three phases of the motor 42 input by the three-phase H bridge 606 based on the d-axis delay angle θd and the q-axis delay angle θq calculated by the delay compensation calculation unit 610. (U-phase, v-phase, w-phase) current values (iu, iv, iw) are converted into 2-axis (q-axis, d-axis) feedback current values (iqa, ida) and converted into 2-axis (q-axis, The d-axis) feedback current value (iqa, ida) is output to the current PI control unit 603. Thereby, the current PI control unit 603 controls the motor 42 in consideration of the feedback current value.

  In the present embodiment, the feedback current value (iqa, ida) is calculated using Expression (9). In equation (9), the units of the delay angles θd and θq are converted into degrees in advance.

  In the present embodiment, an IPM motor can be applied as the motor 42. By the way, since the SPM motor needs only d-axis or q-axis current control because Ld = Lq, the IPM motor needs d-axis and q-axis current control because Ld ≠ Lq. Therefore, the d-axis and q-axis current control can be performed using the drive system ECU 51 of the present embodiment. However, the ability to control the d-axis and q-axis currents allows not only the IPM motor but also the SPM motor to be controlled. In other words, the drive system ECU 51 of the present embodiment can control both the IPM motor and the SPM motor.

  The current PI control unit 603 adds the feedback current value (iqa, ida) input from the three-phase / two-phase conversion unit 611 to the d-axis current command value id and the q-axis current command value iq and performs proportional compensation. The d-axis voltage command value vd and the q-axis voltage command value vq are calculated and output to the two-phase / three-phase converter 604.

  The two-phase to three-phase conversion unit 604 converts the d-axis voltage command value vd and the q-axis voltage command value vq into three phases of U phase, V phase, and W phase to convert U phase voltage vu, V phase voltage vv, W The phase voltage vw is calculated and output to the PWM control unit 605. The two-phase / three-phase converter 604 uses the rotation angle θsen output from the R / D converter 607.

  The PWM control unit 605 performs PWM modulation based on the U-phase voltage vu, the V-phase voltage vv, and the W-phase voltage vw, and outputs the PWM signal after the modulation to the three-phase H bridge 606.

  The three-phase H bridge 606 controls the direction of the voltage supplied to the motor 42 in addition to the on / off control of the motor 42 based on the pwmu signal, the pwmv signal, and the pwmw signal input from the PWM control unit 605. .

  By providing the vehicle 10 of the present embodiment with the above-described configuration, control according to the motion state of the vehicle becomes possible.

  Next, processing for drive control of the motor 42 in the drive system ECU 51 of the present embodiment will be described. FIG. 13 is a flowchart showing a procedure of the above-described processing in the drive train ECU 51 of the present embodiment.

  First, the power management control unit 601 receives a lean torque command value for driving the motor 42 from the integrated ECU 50 (step S1301).

  Next, the power management control unit 601 adjusts the lean torque command so as to be within a preset range according to the current rotation speed (angular velocity) (step S1302).

  Then, the current vector calculation unit 602 calculates the d-axis current command value id and the q-axis current command value iq from the adjusted lean torque command value (step S1303).

  Thereafter, the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq (step S1304).

  The current PI control unit 603 is based on the d-axis current command value id and the q-axis current command value iq and the feedback current value (iqa, ida) input from the three-phase to two-phase conversion unit 611. The d-axis voltage command value vd and the q-axis voltage command value vq are calculated (step S1305) and output to the two-phase / three-phase conversion unit 604.

  The two-phase / three-phase conversion unit 604 converts the d-axis voltage command value vd and the q-axis voltage command value vq into three phases of U-phase, V-phase, and W-phase, and U-phase voltage vu, V-phase voltage vv, W The phase voltage vw is output to the PWM controller 605 (step S1306).

  The PWM control unit 605 performs PWM modulation based on the U-phase voltage vu, the V-phase voltage vv, and the W-phase voltage vw, and outputs the PWM signal after the modulation to the three-phase H bridge 606 ( Step S1307).

  With the processing procedure described above, drive control of the motor 42 based on the received lean torque command value can be realized.

  Next, adjustment processing between the d-axis current command value and the q-axis current command value in the current vector calculation unit 602 in step S1304 will be described. FIG. 14 is a flowchart illustrating a procedure of the above-described processing in the current vector calculation unit 602 of the present embodiment.

First, the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq so as to satisfy id ² + iq ² ≦ Iam ² (step S1401).

  Next, the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq so as to satisfy the maximum efficiency curve 803 (step S1402).

  Furthermore, the current vector calculation unit 602 adjusts the d-axis current command value id and the q-axis current command value iq so as to satisfy the voltage control for each angular velocity (step S1403).

  Then, the current vector calculation unit 602 adjusts the d-axis current command value id so that the actual angular velocity ω becomes the target angular velocity ωref (step S1404).

  By performing the above-described processing, it is possible to achieve both the efficient control of the motor 42 by the d-axis current command value id and the q-axis current command value iq and the output that satisfies the driver's request. Furthermore, it is possible to realize drive control of the motor 42 that absorbs variations in characteristics of each motor 42.

  Furthermore, by performing the above-described control, efficient current input control can be performed, so that a high torque output can be realized with respect to the current value input to the motor 42.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Vehicle body, 12 ... Armrest, 13 ... Operating device, 20 ... Right front wheel, 21 ... Support part, 22 ... Rod, 23 ... Front left wheel, 24 ... Support part, 25 ... Rod, 26 ... Rear wheel, DESCRIPTION OF SYMBOLS 27 ... Support part, 31 ... Gear box, 32 ... Rod, 40 ... Vehicle control apparatus, 41 ... Rotating shaft, 42 ... Motor, 43 ... Regulatory unit, 44 ... Motor electric angle sensor, 45 ... Acceleration sensor, 46 ... Gyro sensor , 47: Rotating shaft angle sensor, 50 ... Integrated ECU, 51 ... Drive system ECU, 501 ... Gear, 601 ... Power management control unit, 602 ... Current vector calculation unit, 603 ... Current PI control unit, 604 ... Two-phase-3 Phase conversion unit, 605 ... PWM control unit, 606 ... 3-phase H bridge, 607 ... R / D converter, 608 ... electrical angle nonlinear correction unit, 609 ... ω calculation unit, 610 ... lag compensation calculation unit, 611 ... 3 Two-phase conversion unit, 1201 ... d-axis lag compensation computing unit, 1202 ... q-axis lag compensation computing unit, 1203 ... first adding unit, 1204 ... second adder

Claims (4)

A receiving unit for receiving a torque command value for driving a drive source provided in the vehicle in order to control the vehicle;
Based on the torque command value received by the receiving unit, the command value of the current of the first axis of the coordinate system for driving the drive source and the second axis of the coordinate system for driving the drive source Current value to be input to the drive source according to the calculated current command value of the first axis and the current command value of the second axis. When the threshold value of 1 is exceeded, one or more of the command value of the current of the first axis and the command value of the current of the second axis are adjusted, and the input current value becomes the first value. The first axis current command value is adjusted so as not to exceed the threshold value of the first axis and so that the efficiency of the torque output from the drive source based on the input current value does not fall below a predetermined reference. And an arithmetic unit for adjusting a command value of the current of the second axis,
A vehicle control device comprising: The calculation unit further adjusts the command value of the current of the first axis of the coordinate system for driving the drive source so that the angular velocity associated with the torque command value can be output.
The vehicle control device according to claim 1. When the control based on the induced voltage is further performed, the arithmetic unit drives the command value of the current of the first axis of the coordinate system for driving the drive source and the drive source according to the control. Adjusting the command value of the current of the second axis of the coordinate system for
The vehicle control device according to claim 1 or 2. When the torque command value received by the receiving unit is larger than a second threshold value, the torque command value is adjusted to be equal to or less than the second threshold value, and the torque command value is output to the calculation unit. Adjust the adjustment section
The vehicle control device according to any one of claims 1 to 3, further comprising:

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