JP6489780B2 - Control device - Google Patents

Description

  Embodiments described herein relate generally to a control device.

  Conventionally, a technique for controlling the inclination of a vehicle using a motor is known. At this time, there is a technique in which a rotation angle sensor (resolver) detects a rotation angle of a rotary shaft driven by a motor, and the detection result is fed back to control the motor.

JP 2004-336913 A JP 2005-199735 A JP2012-231615A

  However, in the prior art, in order for the R / D converter to convert the detection result of the rotation angle sensor (resolver) into the rotation angle, there are many between the rotation angle sensor (resolver) and the R / D converter. Although it is necessary to connect with a wire, a burden is large in manufacturing.

As an example, the control device of the embodiment can be connected to the resolver via a resolver for detecting the rotation angle of a rotating medium driven by a motor and six lines each including three pairs of lines. The three wires that are one of the pair of wires for deriving the potential difference in which the detection result of the resolver is shown are connected to the resolver and the other three wires are connected to the resolver. Without being connected to the ground and converting the signal input from the resolver via the one of the three lines into the rotation angle, and the resolver by the one of the six lines. The rotation angle converted by the conversion unit is corrected based on correction information for correcting distortion generated by connecting the conversion unit and the ground with the other three wires. Row against A correction unit, on the basis of the rotation angle corrected by the correction unit, and an angular velocity calculation unit for calculating an angular velocity of said rotating media, and the rotation angle corrected by the correction unit, calculated by the velocity calculation unit A delay calculation unit that calculates a delay angle corresponding to a delay based on the control of the motor of the control device based on the angular velocity, and a control unit that controls the motor based on the delay angle. The delay calculation unit is configured to determine a d-axis delay angle corresponding to a delay of the d-axis component of the motor based on the control device based on the rotation angle corrected by the correction unit and the angular velocity; A q-axis delay angle corresponding to the delay of the q-axis component of the motor based on the control device is calculated . Therefore, according to the present embodiment, as an example, the manufacturing load is reduced by reducing the lines connected between the rotation angle detection unit and the conversion unit, and correction is performed according to the connection status. The same performance can be realized.

  In the control device, as an example, based on the d-axis delay angle calculated by the delay calculation unit and the q-axis delay angle, the three-phase current value output to the motor is used to determine whether the motor is controlled by the control unit. A second conversion unit is further provided that converts the feedback current values of the d-axis and the q-axis for feedback to the control and outputs the feedback current values of the d-axis and the q-axis to the control unit. Therefore, as an example, since control based on the q-axis feedback current value and the d-axis feedback current value can be realized, it is possible to support both SPM motors and IPM motors as control targets.

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 configuration example of the R / D converter according to the embodiment. FIG. 8 is a diagram illustrating the difference between the rotation angle of the rotation shaft and the rotation angle θsen output from the R / D converter. FIG. 9 is a diagram illustrating a configuration example of the electrical angle nonlinear correction unit of the embodiment. FIG. 10 is a diagram illustrating an example of a 6-wire -4-wire difference correction map according to the embodiment. FIG. 11 is a diagram illustrating a configuration example of the delay compensation calculation unit of the embodiment. FIG. 12 is a flowchart illustrating a processing procedure until the feedback current value is output to the current PI control unit in the drive train ECU according to 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.

  An example of the command 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) conversion unit 607, electrical angle nonlinear correction unit 608, An ω calculation unit 609, a delay compensation calculation unit 610, and a three-phase to two-phase conversion unit 611 are realized.

  The power management control unit 601 adjusts the input lean torque command so that it does not supply excessive power, so that the power management control unit 601 falls within the range of the torque command upper limit value and the lower limit value. The torque command value is output to the current vector calculation unit 602.

  The current vector calculation unit 602 calculates a d-axis current command value id and a q-axis current command value iq for driving the motor 42 from the torque command value adjusted by the power management control unit 601.

  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 a digital signal θsen representing the electrical angle of the motor 42 and outputs the digital signal θsen. FIG. 7 is a diagram illustrating a configuration example of the R / D converter 607. An example in which the R / D converter 607 of the present embodiment uses a twin PLL (Phase Locked Loop) will be described.

  Conventionally, between the resolver (motor electrical angle sensor) and the R / D converter, there are two wires for connecting to the excitation coil (of the resolver) and two detection coils (of the resolver) It was connected with 4 lines and 6 lines in total. The R / D converter uses a pair of wires (2 wires) to output an excitation signal to the resolver, and two inputs from the two pairs of wires (4 wires) connected to the detection coil of the resolver. A signal representing the voltage potential difference was received. The R / D converter converts the received signal representing the potential difference into a digital signal representing the electrical angle, and outputs the digital signal. However, if the resolver and the R / D converter are connected by 6 wires, the configuration becomes complicated and the work load increases and the cost increases.

  In view of this, the R / D conversion unit 607 of the present embodiment uses one of the pair of lines (two lines) for deriving a potential difference as a detection result of the detection coil of the motor electrical angle sensor 44 as the motor electrical angle. The sensor 44 is connected to the detection coil and connected to the ground so that the other is not connected to the motor electrical angle sensor 44.

  Further, the R / D converter 607 uses one of the pair of wires (two wires) for outputting an excitation signal to the excitation coil of the motor electrical angle sensor 44 as the excitation coil of the motor electrical angle sensor 44. The other end is connected to the ground so that the other end is not connected to the motor electrical angle sensor 44.

  In other words, the R / D converter 607 combines three lines out of six lines (one of a pair of lines) into one line and connects to the ground, and connects the remaining three lines (the other of the pair) to the motor. The electrical angle sensor 44 was connected. That is, the R / D converter 607 of the present embodiment is an example using a four-wire system composed of one wire connected to the ground and three wires connected to the resolver (motor electric angle sensor 44). . In the present embodiment, as shown in FIG. 7, the line S4, the line S3, and the line R2 are connected to the ground.

  The excitation signal generation unit 709 generates an excitation signal. The operational amplifier 710 amplifies the excitation signal generated by the excitation signal generation unit 709 and outputs it from the lines R1 and R2.

  The first differential amplifier 701 inputs an output signal (for example, sin θ (t) · sin ωt) representing a potential difference between the lines S2 and S4. The resistors 703 and 704 are configured to perform negative feedback. Θ (t) is a rotation angle that can be detected by the motor electrical angle sensor 44, and ω is an angular velocity that can be detected by the motor electrical angle sensor 44.

  The second differential amplifier 702 receives a resolver output signal (for example, cos θ (t) · sin ωt) indicating a potential difference between the lines S1 and S3. The resistors 705 and 706 are configured for negative feedback. Θ (t) is a rotation angle that can be detected by the motor electrical angle sensor 44, and ω is an angular velocity that can be detected by the motor electrical angle sensor 44.

  The analog signal processing unit 707, the first filter 711, the first VCO 712, the first counter 713, and the first PSG 714 form a first phase locked loop (PLL) 751. Note that the first filter 711 is a low-pass filter.

  Similarly, the analog signal processing unit 707, the second filter 721, the second VCO 722, the second counter 723, and the second PSG 724 implement a second phase locked loop (PLL) 752. . The second filter 721 is a low-pass filter.

  The first phase-locked loop (PLL) 751 and the second phase-locked loop (PLL) 752 are a kind of negative feedback control system having a closed loop configuration, and the control deviation ε expressed by the following equation (1) is always set to Works to '0'. The control deviation ε is extracted by the analog signal processing unit 707.

  ε = sin (θ (t) −φ (t)) · ωt (1)

  If the control deviation ε is ‘0’, θ (t) −φ (t) = 0, and a PLL output having a phase angle that matches the analog angle of the resolver can be realized. The first phase synchronization circuit (PLL) 751 outputs the delayed phase angle (ωt + φ (t)) from the first counter 713 so as to coincide with the analog angle of the resolver. The second phase synchronization circuit (PLL) 752 outputs the advance phase angle (ωt−φ (t)) from the second counter 723 so as to coincide with the analog angle of the resolver. Then, the digital signal processing unit 708 obtains the relative phase angle φ (t) from the output results of the two phase synchronization circuits 751 and 752, so that the rotation angle θsen (= φ ( t)) is output.

  Thus, although this embodiment demonstrated the example using R / D conversion of the twin PLL system, as an R / D conversion method, it does not restrict | limit to the method mentioned above.

  Returning to FIG. 6, the electrical angle nonlinear correction unit 608 converts the rotation angle θsen converted from the R / D (resolver / digital) converter 607 and the motor electrical angle sensor 44 and R / D (resolver / digital) conversion. Correction processing based on the connection status with the device 607 is performed. Conventionally, the motor electrical angle sensor and the R / D (resolver / digital) converter are connected by 6 wires. On the other hand, in this embodiment, the motor electrical angle sensor 44 and the R / D converter are connected by three lines and connected to another ground (in other words, by a four-wire system). As a result, distortion occurs in the output from the R / D converter 607. Therefore, in the present embodiment, the electrical angle nonlinear correction unit 608 corrects distortion based on a situation where the motor electrical angle sensor 44 and the R / D converter 607 are connected by three lines.

  Further, conventionally, correction related to the output parameter is collectively performed by the delay compensation calculation unit. However, in the present embodiment, since the rotation angle θsen needs to be corrected in advance, it is performed by the electrical angle nonlinear correction unit 608. It was decided. That is, in the present embodiment, the electrical angle nonlinear correction unit 608 and the delay compensation calculation unit 610 are configured in two, and after performing corrections related to R / D conversion, other corrections are performed. It was.

  In addition, noise is easily generated by changing from the 6-wire system to the 4-wire system. Therefore, in the R / D converter 607 of this embodiment, the filter strengths of the first filter 711 and the second filter 721 are made stronger than those conventionally used. In the present embodiment, for example, the filter strengths of the first filter 711 and the second filter 721 are set with reference to the extent to which the maximum rotational speed of the motor 42 can be detected.

  FIG. 8 is a diagram illustrating the difference between the actual rotation angle and the rotation angle θsen output from the R / D converter 607. In the example shown in FIG. 8, the horizontal axis is the rotation angle θ detected by the motor electrical angle sensor 44, and the vertical axis is the rotation angle θsen output from the R / D converter 607. In this embodiment, a transition as exemplified by the line 801 is performed. As described above, the rotation angle θsen output by the R / D converter 607 of the present embodiment is distorted as compared with the rotation angle θ detected by the motor electrical angle sensor 44. Therefore, the electrical angle nonlinear correction unit 608 of the present embodiment corrects the rotation angle θsen output as the line 801 so as to become the line 802.

  FIG. 9 is a diagram illustrating a configuration example of the electrical angle nonlinear correction unit 608 of the present embodiment. As shown in FIG. 9, the electrical angle nonlinear correction unit 608 includes a delay correction unit 901, a first calculation unit 902, a difference correction unit 903, and a second calculation unit 904.

  The delay correction unit 901 calculates a delay amount for correcting the rotation angle θsen. The delay correction unit 901 of the present embodiment calculates from the delay amount Kr · ω · Δt. Δt is a calculation cycle. The angular velocity ω is input from the ω calculator 609. The gain Kr is a constant determined according to the embodiment.

  The first calculation unit 902 subtracts the delay amount Kr · ω · Δt from the rotation angle θsen.

  The difference correction unit 903 calculates a compensation amount for correcting the rotation angle θsen from the 6-line-4 wire-type difference correction map 911 and the calculation result by the first calculation unit 902. FIG. 10 is a diagram showing an example of a 6-wire-4 wire difference correction map. In the 6-line-4 line difference correction map shown in FIG. 10, the horizontal axis is the rotation angle, and the vertical axis is the compensation amount. As shown in FIG. 10, the 6-wire-4 wire-type difference correction map is an example in which sin waves are used to correct the rotational speed θsen. By using sine waves in the 6-line-4 line-difference correction map, it can be confirmed that it is created so as to correct the distortion of the line 801 shown in FIG. Note that the amplitude of the sin wave illustrated in FIG. 8 is set according to the embodiment. Then, the compensation amount calculated by the difference correction unit 903 is output to the second calculation unit 904.

  The second calculation unit 904 subtracts the compensation amount output from the difference correction unit 903 from the rotation angle θsen to calculate a corrected rotation angle θ ′.

  The electrical angle nonlinear correction unit 608 can output the corrected rotation angle θ ′ with the above-described configuration.

  The ω calculator 609 calculates the angular velocity ω based on the input rotation angle θ ′. In the present embodiment, the ω calculation unit 609 calculates based on ω = dθ ′ / 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 θ ′ and the angular velocity ω, and controls the motor 42 by the drive system ECU 51. Based on the above, a d-axis delay angle θd corresponding to the d-axis component delay and a q-axis delay θq corresponding to the d-axis component delay are calculated. The calculated d-axis delay angle θd and q-axis delay angle θq are output.

  FIG. 11 is a diagram illustrating a configuration example of the delay compensation calculation unit 610 of the present embodiment. As illustrated in FIG. 11, the delay compensation calculation unit 610 includes a d-axis delay compensation calculation unit 1101, a q-axis delay compensation calculation unit 1102, a first addition unit 1103, and a second addition unit 1104. I have.

  The d-axis delay compensation calculation unit 1101 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 the following equation (2).

Δtsd = τi + τh + τld (2)
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.

  The first adding unit 1103 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 1102 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 (3).
Δtsq = τi + τh + τlq (3)
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.

  Then, the second addition unit 1104 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 the following equation (4). In the following equation (4), 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 conversion unit 604 uses the rotation angle θ ′ corrected by the electrical angle nonlinear correction unit 608 during conversion.

  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 response is made 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 until the feedback current value is output to the current PI control unit 603 in the drive system ECU 51 according to the present embodiment will be described. FIG. 12 is a flowchart showing a procedure of the above-described processing in the drive train ECU 51 according to the present embodiment.

  First, the R / D converter 607 converts the rotation angle θsen before correction based on the output signal from the motor electrical angle sensor (resolver) 44 (step S1201).

  Then, the electrical angle nonlinear correction unit 608 calculates the rotation angle θ ′ from the rotation angle θsen using the 6-wire-4 wire difference correction map and the angular velocity ω (step S1202).

  Next, the ω calculator 609 calculates an angular velocity ω from the corrected rotation angle θ ′ (step S1203).

  Then, the delay compensation calculation unit 610 calculates the q-axis delay angle θq and the d-axis delay angle θd from the corrected rotation angle θ ′ and angular velocity ω (step S1204).

  Next, the three-phase to two-phase converter 611 includes the q-axis delay angle θq and the d-axis delay angle θd and the three phases of the motor 42 from the three-phase H bridge 606 (u phase, v phase, w phase). Are calculated based on the current values (iu, iv, iw) of the two axes (q-axis, d-axis) and output to the current PI control unit 603 (step S1205). .

  As described above, according to the above-described embodiment, the above-described configuration is achieved despite the change between the motor electrical angle sensor 44 and the R / D converter 607 from the normal 6-wire system to the 4-wire system. Since it is possible to correct distortion based on the change to the 4-wire system by providing it, it is possible to simplify the manufacturing procedure and reduce the number of parts while providing noise resistance by realizing almost the same performance as before Thus, a reduction in manufacturing burden and a low cost can be realized.

  Furthermore, in the present embodiment, the d-axis delay compensation and the q-axis delay compensation are separately performed, and then the feedback current value corresponding to the d-axis rotation angle and the feedback corresponding to the q-axis rotation angle. We decided to output the current value separately. In other words, the drive system ECU 51 of the present embodiment can control both an SPM motor that only needs d-axis or q-axis current control and an IPM motor that requires d-axis and q-axis current control. Become. That is, since the drive system ECU 51 can be mounted regardless of the device that controls the SPM motor and the device that controls the IPM motor, it is possible to realize cost reduction by sharing parts.

  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 operation 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, 701 ... first differential amplifier, 702 ... second differential amplifier, 703, 704, 705, 706 ... resistor, 707 ... analog signal processing unit, 708 ... digital signal processing unit, 709 ... Excitation signal generation unit, 710, operational amplifier, 711, first filter, 712, first VCO, 713, first counter, 714, first PSG, 721, second filter, 722, second VCO 723 ... second counter, 724 ... second PSG, 751 ... first phase synchronization circuit, 752 ... second phase synchronization circuit, 901 ... delay correction unit, 902 ... first calculation unit, 903 ... difference Correction unit, 904 ... second calculation unit, 1101 ... d-axis delay compensation calculation unit, 1102 ... q-axis delay compensation calculation unit, 1103 ... first addition unit, 1104 ... second addition unit.

Claims (2)

A resolver for detecting a rotation angle of a rotating medium driven by a motor;
The pair of lines can be connected to the resolver via six lines composed of three pairs, and the pair of lines for deriving a potential difference in which the detection result of the resolver is indicated. One of the three wires is connected to the resolver and the other three wires are connected to the ground without being connected to the resolver, and the rotation is obtained from a signal input from the resolver through the one three wires. A conversion unit for converting to a corner;
Correction information for correcting distortion caused by connecting the resolver and the conversion unit by the one of the six lines and connecting the conversion unit and the ground by the other three lines. A correction unit that performs correction based on the rotation angle converted by the conversion unit;
An angular velocity calculation unit that calculates an angular velocity of the rotating medium based on the rotation angle corrected by the correction unit;
A delay calculation unit that calculates a delay angle corresponding to a delay based on the control of the motor of the control device based on the rotation angle corrected by the correction unit and the angular velocity calculated by the angular velocity calculation unit; ,
A control unit for controlling the motor based on the delay angle;
Equipped with a,
The delay calculation unit includes a d-axis delay angle corresponding to a delay of a d-axis component of the motor based on the control device based on the rotation angle corrected by the correction unit and the angular velocity, and the control A q-axis delay angle corresponding to a delay of the q-axis component of the motor based on the device,
Control device. Based on the d-axis delay angle calculated by the delay calculation unit and the q-axis delay angle, the three-phase current value output to the motor is fed back to the control of the motor by the control unit. A second conversion unit that converts the d-axis and q-axis feedback current values to the control unit, and converts the d-axis and q-axis feedback current values to the control unit,
The control device according to claim 1 , further comprising:

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