JP6520731B2 - vehicle - Google Patents

Description

  The present invention relates to vehicles, and more particularly to vehicles having a three-phase motor connected to drive wheels.

  2. Description of the Related Art In the related art, in a device in which a three-phase motor (motor) is controlled by dq axis current, one has been proposed which learns an offset amount of a rotational position sensor attached to a rotor of the motor. . Control of the motor is performed as follows. That is, the d-axis current command and the q-axis current command are set from the torque command of the motor. Subsequently, each phase current flowing through each phase of the motor is detected by the current sensor, and each phase current is converted into d-axis current and q-axis current based on the rotation angle of the motor from the rotation position sensor (three-phase two-phase) conversion). Then, based on the deviation between the d-axis current command and the d-axis current and the deviation between the q-axis current command and the q-axis current, the d-axis voltage command and the q-axis voltage command are set by feedback control. Then, based on the rotation angle of the motor from the rotational position sensor, the d-axis voltage command and the q-axis voltage command are converted into phase voltage commands (two-phase three-phase phase conversion), and PWM is converted based on the converted phase voltage commands. A motor is driven by generating a signal and switching control of the inverter. Here, if an offset error is included in the rotation angle detected by the rotation position sensor, three-phase to two-phase conversion or two-phase to three-phase conversion is not correctly performed, so the motor outputs torque according to the torque command. become unable. Therefore, offset learning is performed to learn an offset amount for performing offset correction on the rotation angle detected by the rotation position sensor. Here, assuming that the d-axis current command and the q-axis current command have a value of 0 while the motor is rotating, the d-axis voltage command also has a value of 0 unless the rotational position sensor includes an offset error. However, when the rotational position sensor includes an offset error, the d-axis voltage command does not become 0 even if the d-axis current command and the q-axis current command are made 0 as the motor rotates. Therefore, when the d-axis current command and the q-axis current command have a value of 0, offset learning is performed by adjusting the offset amount of the rotation angle so that the d-axis voltage command has a value of 0.

JP 2006-33993 A

  However, in the method described above, in order to learn the offset amount of the rotational position sensor, it is necessary to control the motor with the torque command value 0 while the motor is rotating. Therefore, while performing the offset learning, the motor may be driven by a torque command different from the original torque command, and the driver may feel discomfort.

  The vehicle according to the present invention has a main object to secure a learning opportunity of the offset amount of the rotational position sensor while preventing the driver from feeling uncomfortable.

  The vehicle of the present invention adopts the following means in order to achieve the above-mentioned main object.

The vehicle of the present invention is
A vehicle comprising a three-phase motor connected to drive wheels, wherein
An inverter for driving the three-phase motor;
The d-axis current command and the q-axis current command are set based on the torque command of the three-phase motor, and each phase current of the three-phase motor is the d-axis current and the q-axis current based on the rotational position of the three-phase motor , And the d-axis voltage command and the q-axis voltage command are set based on the d-axis current command, the d-axis current, the q-axis current command, and the q-axis current, and the rotation of the three-phase motor And inverter control means for converting the d-axis voltage command and the q-axis voltage command into respective phase voltage commands of the three-phase motor based on the position, and drivingly controlling the inverter based on the respective phase voltage commands converted. ,
A rotational position sensor for detecting a rotational position of the three-phase motor;
Offset learning means for learning an offset amount of the rotational position sensor;
Rotational position correction means for correcting the rotational position detected by the rotational position sensor based on the offset amount learned by the offset learning means;
Equipped with
The offset learning means
While the three-phase motor is rotating, the d-axis current command and the q-axis current command have a value of 0, and the d-axis voltage based on the d-axis current command and the q-axis current command has a value of 0. Means for performing offset learning to learn an offset amount of the rotational position so that a command has a value 0,
The torque command includes a value 0 by changing the torque command of the three-phase motor without traveling the accelerator by the driver or without increasing the accelerator by a predetermined amount or more. The gist of the present invention is to perform the offset learning with the d-axis current command and the q-axis current command as a value 0 when the torque is within the torque range.

  In the vehicle according to the present invention, the d-axis current command and the q-axis current command have a value of 0 and the d-axis voltage based on the d-axis current command and the q-axis current command while the three-phase motor is rotating. Offset learning is performed to learn the offset amount of the rotational position so that the command has a value of 0. In the offset learning, the torque command of the three-phase motor changes by the torque command of 0 when the driver does not operate the accelerator while traveling or without increasing the accelerator by a predetermined amount or more. When the torque is within a predetermined torque range. In this way, it is possible to perform offset learning with the d-axis current command and the q-axis current command (torque command) of the three-phase motor as the value 0 while the torque from the three-phase motor is not required much during traveling. In particular, when the torque command crosses the value 0 from a negative value with an increase operation of the accelerator more than the predetermined amount, the offset learning is not performed even if the torque command is within the predetermined torque range including the value 0. Thus, it is possible to suppress the occurrence of rattling in acceleration of the vehicle with respect to the increase operation of the accelerator. As a result, it is possible to secure a learning opportunity of the offset amount of the rotational position sensor while preventing the driver from feeling uncomfortable.

  In the vehicle of the present invention, the offset learning means may maintain the d-axis current command and the q-axis current command at a value 0 until the offset learning is completed. In this way, offset learning can be performed more reliably.

  Further, in the vehicle according to the present invention, non-automatic driving traveling with an accelerator operation by the driver and automatic driving traveling without an accelerator operation are possible, and the offset learning means may perform the automatic driving during the automatic driving. The offset learning may be performed when the torque command of the three-phase motor falls within a predetermined torque range including the value 0. Since the driver does not perform the accelerator operation during the automatic driving, the deterioration of drivability can be suppressed even if the offset learning is performed.

  Further, in the vehicle of the present invention, the offset learning means may perform the offset learning when there is no completion history of the offset learning between the system activation of the vehicle and the system stop. In this way, offset learning can be performed with an appropriate frequency.

It is a block diagram which shows the outline of a structure of the motor vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1 and MG2. FIG. 6 is a control block diagram for controlling driving of a motor MG2 based on a torque command Tm2 *. FIG. 6 is an explanatory view showing d-axis voltages Vd and q-axis voltages Vq when the rotational position sensor 44 includes and does not include an offset error. 6 is a flowchart showing an example of an MG2 offset learning control routine executed by a motor ECU 40. 6 is a flowchart showing an example of a drive control routine executed by the HVECU 70. It is an explanatory view showing an example of a demand torque setting map. 6 is a flowchart showing an example of a system startup process routine executed by a power supply ECU 90. FIG. 6 is an explanatory view showing a state of time change of a motor torque command Tm2 *. FIG. 6 is a flowchart showing an example of a cruise control drive control routine executed by the HVECU 70. FIG. It is a block diagram which shows the outline of a structure of the motor vehicle 120 of a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 220 of a modification. It is a block diagram which shows the outline of a structure of the motor vehicle 320 of a modification.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of an automobile 20 as one embodiment of the present invention, and FIG. 2 is a block diagram schematically showing the configuration of an electric drive system including motors MG1 and MG2. As illustrated, the automobile 20 of the embodiment has an engine 22, a planetary gear 30, a motor MG1, a motor MG2, an inverter 41, 42, a battery 50, a booster circuit 55, a system main relay 56, and a hybrid. And an electronic control unit (hereinafter referred to as an HVECU) 70 and an electronic control unit for a power supply (hereinafter referred to as a power supply ECU) 90.

  The engine 22 is configured as an internal combustion engine that outputs power using gasoline, light oil or the like as a fuel, and operation control is performed by an engine electronic control unit (hereinafter referred to as “engine ECU”) 24.

  Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. .

Signals from various sensors necessary to control the operation of the engine 22 are input to the engine ECU 24 through the input port. The following can be mentioned as a signal from various sensors.
· Crank angle θcr from a crank position sensor that detects the rotational position of the crankshaft 26

Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The following can be mentioned as various control signals.
・ Drive signal to fuel injection valve that injects fuel into intake pipe where air is sucked ・ Drive signal to throttle motor to adjust throttle valve position ・ Drive signal to ignition coil integrated with igniter

  The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 controls the operation of the engine 22 based on a control signal from the HVECU 70. Further, the engine ECU 24 outputs data regarding the operating state of the engine 22 to the HVECU 70 as necessary. The engine ECU 24 calculates the rotational speed of the crankshaft 26, that is, the rotational speed Ne of the engine 22, based on the crank angle θcr.

  The planetary gear 30 is configured as a single pinion type planetary gear mechanism having a sun gear 31, a ring gear 32, a pinion gear 33 and a carrier 34. The rotor of the motor MG1 is connected to the sun gear 31 of the planetary gear 30. The ring gear 32 of the planetary gear 30 is connected to a drive shaft 36 connected to the drive wheels 39 a and 39 b via a differential gear 38 and a gear mechanism 37. The crankshaft 34 of the engine 22 is connected to the carrier 34 of the planetary gear 30 via a damper 28.

  The motor MG1 is configured as a synchronous generator-motor having a rotor in which permanent magnets are embedded, and a stator in which a three-phase coil is wound. As described above, the rotor of the motor MG1 is connected to the sun gear 31 of the planetary gear 30. The motor MG2 is configured as a synchronous generator motor similar to the motor MG1. The rotor of the motor MG2 is connected to the drive shaft 36 via the reduction gear 35.

  The inverter 41 is connected to the high voltage system power line 54. The inverter 41 includes six transistors T11 to T16 and six diodes D11 to D16, as shown in FIG. The transistors T11 to T16 are arranged in pairs of two so as to be the source side and the sink side with respect to the positive electrode bus and the negative electrode bus of the high voltage system power line 54, respectively. The six diodes D11 to D16 are connected in parallel in the reverse direction to the transistors T11 to T16, respectively. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motor MG1 is connected to each of connection points of the pair of transistors T11 to T16. Therefore, when a voltage is applied to inverter 41, the ratio of the on time of paired transistors T11 to T16 is adjusted by motor electronic control unit (hereinafter referred to as motor ECU) 40, thereby three-phase operation. A rotating magnetic field is formed in the coil, and the motor MG1 is rotationally driven. A smoothing capacitor 57 is connected to the positive electrode bus and the negative electrode bus of the high voltage system power line 54.

  The inverter 42, like the inverter 41, includes six transistors T21 to T26 and six diodes D21 to D26. When the voltage is applied to the inverter 42, the ratio of the on time of the paired transistors T21 to T26 is adjusted by the motor ECU 40, whereby a rotating magnetic field is formed in the three-phase coil, and the motor MG2 It is rotationally driven.

  The booster circuit 55 is connected to the high voltage system power line 54 to which the inverters 41 and 42 are connected and the low voltage system power line 59 to which the battery 50 is connected through the system main relay 56. The booster circuit 55 includes two transistors T31 and T32, two diodes D31 and D32, and a reactor L1. The transistor T31 is connected to the positive bus of the high voltage system power line 54. The transistor T32 is connected to the transistor T31 and the negative electrode bus of the high voltage system power line 54 and the low voltage system power line 59. The two diodes D31 and D32 are respectively connected in parallel in the reverse direction to the transistors T31 and T32. The reactor L1 is connected to a connection point Cn1 between the transistors T31 and T32, and a positive electrode bus of the low voltage system power line 59. The boosting circuit 55 boosts the power of the low voltage system power line 59 and supplies it to the high voltage system power line 54 by adjusting the ratio of the on time of the transistors T31 and T32 by the motor ECU 40, or high voltage The power of the system power line 54 is stepped down and supplied to the low voltage system power line 59. A smoothing capacitor 58 is connected to the positive electrode bus and the negative electrode bus of the low voltage system power line 59.

  The motor ECU 40 is configured as a microprocessor centering on the CPU 40a, and includes, in addition to the CPU 40a, a ROM 40b for storing processing programs, a RAM 40c for temporarily storing data, an input / output port, and a communication port.

Signals from various sensors necessary for driving and controlling the motors MG1 and MG2 (inverters 41 and 42) and the booster circuit 55 are input to the motor ECU 40 via the input port. The following can be mentioned as a signal from various sensors.
· Rotation angles θm1 and θm2 from the rotation position detection sensors 43 and 44 for detecting the rotation positions of the rotors of the motors MG1 and MG2
· Current sensors 45 V, 45 W, 46 V, 46 W for detecting the current flowing in each phase (V phase, W phase) of motors MG 1, MG 2 · High from voltage sensor 57 a attached between terminals of capacitor 57 Voltage VH of voltage system power line 54
· Voltage VL of the low voltage system power line 59 from the voltage sensor 58a attached between the terminals of the capacitor 58

Various control signals for driving and controlling the motors MG1 and MG2 (inverters 41 and 42) and the booster circuit 55 are output from the motor ECU 40 through the output port. As various control signals, the following can be mentioned.
Switching control signals to the transistors T11 to T16 and T21 to T26 of the inverters 41 and 42 Switching control signals to the transistors T31 and T32 of the booster circuit 55

  The motor ECU 40 is connected to the HVECU 70 via a communication port. The motor ECU 40 drives and controls the motors MG1 and MG2 (inverters 41 and 42) and the booster circuit 55 in accordance with a control signal from the HVECU 70. Further, the motor ECU 40 outputs, to the HVECU 70, data concerning the driving states of the motors MG1, MG2 and the booster circuit 55 as necessary. The motor ECU 40 calculates the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 based on the rotational angles θm1 and θm2 of the rotors of the motors MG1 and MG2.

  The battery 50 is configured, for example, as a lithium ion secondary battery, and is connected to the low voltage system power line 59 via the system main relay 56 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.

  Although not shown, the battery ECU 52 is configured as a microprocessor with a central CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. .

Signals from various sensors necessary to manage the battery 50 are input to the battery ECU 52 through the input port. The following can be mentioned as a signal from various sensors.
.Battery voltage Vb from voltage sensor 51a installed between terminals of battery 50
.Battery current Ib from current sensor 51b attached to the output terminal of battery 50
Battery temperature Tb from temperature sensor 51 c attached to battery 50

  The battery ECU 52 is connected to the HVECU 70 via a communication port. The battery ECU 52 outputs data on the state of the battery 50 to the HVECU 70 as necessary. In order to manage the battery 50, the battery ECU 52 calculates the storage ratio SOC based on the integrated value of the battery current Ib. The storage ratio SOC is a ratio of the capacity of the power that can be discharged from the battery 50 at that time to the total capacity. In addition, battery ECU 52 sets output limit Wout as an allowable maximum value of electric power which can be discharged from battery 50 based on the storage ratio SOC and battery temperature Tb, and an input as an allowable maximum value (absolute value) which can charge battery 50. Set the limit Win. When the battery temperature Tb is low (for example, 0 ° C. or less, -5 ° C. or less, -10 ° C. or less), the output limit Wout and the input limit Win of the battery 50 have their absolute values compared to the normal temperature. It is set to be much smaller.

  Although not shown, the power supply ECU 90 is configured as a microprocessor centering on a CPU, and includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and a communication port, in addition to the CPU. .

  The power supply ECU 90 receives a push signal from the power switch 92 attached to a panel on the front of the driver's seat, a switch signal from the brake switch 94, and the like via the input port. A lighting signal to an indicator 93 incorporated in the power switch 92 is output from the power supply ECU 90 through an output port.

  When the power supply ECU 90 receives a push signal from the power switch 92 in the brake on state while the system is in the stop state, the system main relay 56 is turned on and the system is started by executing initialization processing. In the state, that is, ready on (READY ON). In addition, when the system is in the activated state, the power supply ECU 90 stops the system by turning off the system main relay 56 when the push signal is input from the power switch 92 while the vehicle is stopped. That is, it makes ready off (READY OFF). Further, the power supply ECU 90 communicates with the HVECU 70 via the communication port, and exchanges data and control signals as needed.

  Although not shown, the HVECU 70 is configured as a microprocessor centering on the CPU 72, and includes, in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port, and a communication port.

Signals from various sensors are input to the HVECU 70 through input ports. The following can be mentioned as a signal from various sensors.
· Shift position SP from shift position sensor 82 that detects the operating position of shift lever 81
· The accelerator opening Acc from the accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83
· The brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85
· Vehicle speed V from vehicle speed sensor 88
・ Switch signal from cruise control switch 89 instructing execution of cruise control ・ Inter-vehicle distance D from inter-vehicle distance sensor detecting inter-vehicle distance from preceding vehicle

  In cruise control, constant speed control in which the vehicle speed V travels to a predetermined set vehicle speed V * and travel in a manner such that the inter-vehicle distance D to the preceding vehicle becomes a predetermined set inter-vehicle distance D * Inter-vehicle control is performed. The set vehicle speed V * and the set inter-vehicle distance D * can be set by the driver operating a switch (not shown).

Various control signals are input from the HVECU 70 through the output port. The various control signals may include the following.
· Drive signal to system main relay 56

  As described above, the HVECU 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the power supply ECU 90 via the communication port. The HVECU 70 exchanges various control signals and data with the engine ECU 24, the motor ECU 40, the battery ECU 52, and the power supply ECU 90.

The automobile 20 of the embodiment thus configured calculates the required torque Tr * to be output to the drive shaft 36 based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Operation control of the engine 22, the motor MG1, and the motor MG2 is performed so that the required power corresponding to the required torque Tr * is output to the drive shaft 36. Operation control of the engine 22, the motor MG1, and the motor MG2 includes the following (1) to (3). The torque conversion operation mode of (1) and the charge / discharge operation mode of (2) are modes in which the vehicle travels with the operation of the engine 22, and there is no difference in substantial control. It is called an engine operation mode (hybrid mode).
(1) Torque conversion operation mode: The engine 22 is controlled so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is torqued by the planetary gear 30, the motor MG1 and the motor MG2. Operation mode for driving and controlling the motor MG1 and the motor MG2 so that they are converted and output to the drive shaft 36 (2) charge / discharge operation mode: the power corresponding to the sum of the required power and the power necessary for charging / discharging the battery 50 is the engine The engine 22 is controlled so as to be output from the engine 22 and all or part of the power output from the engine 22 is charged and converted by the planetary gear 30, the motor MG1, and the motor MG2 while the battery 50 is charged and discharged. Motor MG1 and motor so that the required power is output to drive shaft 36 Operation mode (3) motor drive mode for driving and controlling the G2: operation mode for driving and controlling to output the power to stop the operation of the engine 22 meets the required power by the torque from the motor MG2 to the drive shaft 36

  Here, drive control of the motor MG2 is performed by the control block of FIG. 3 included in the motor ECU 40. As shown in FIG. 3, the drive control of the motor MG2 first generates current commands Id * and Iq * of d axis and q axis in the dq axis coordinate system by the current command generator 61 based on the torque command Tm2 *. . The current command generator 61 generates d-axis and q-axis current commands Id * and Iq * using a current command table in which the relationship of the current commands corresponding to the torque command is predetermined. Next, assuming that the sum of the currents flowing through the U-phase, V-phase and W-phase of motor MG2 has a value of 0, coordinate converter 66 uses current control rotation angle θ of motor MG2 from current sensors 46V and 46W. V-phase current Iv and W-phase current Iw are converted into d-axis current Id and q-axis current Iq (three-phase two-phase conversion). The control rotation angle θ of the motor MG2 is calculated by the adder 68 as the sum of the rotation angle θm2 detected by the rotation position sensor 44 and the offset amount Δθ output by the offset learning control unit 67 described later. Be Subsequently, differences ΔId, ΔIq between the set d-axis current command Id *, q-axis current command Iq * and the d-axis current Id, q-axis current Iq for current feedback are calculated by the subtractors 62d, 62q. Then, the d-axis voltage command Vd * and the q-axis voltage command Vq * are generated by the voltage command converters 63 d and 63 q based on the calculated differences ΔId and ΔIq. Here, the d-axis voltage command Vd * and the q-axis voltage command Vq * are a feedback term based on the differences ΔId and ΔIq, and a feedforward term for canceling terms interfering with each other (the equation (1 described later) , And the second term of the right side of (2). When the d-axis voltage command Vd * and the q-axis voltage command Vq * are generated, the d-axis voltage command Vd * and the q-axis voltage command Vq * are phased by the coordinate converter 64 using the control rotation angle θ of the motor MG2. Convert to voltage commands Vu *, Vv *, Vw * (two-phase three-phase conversion). Then, the pulse width modulation signal is generated by the PWM converter 65 based on the phase voltage commands Vu *, Vv *, Vw *, and the transistor of the inverter 42 is switched based on the generated pulse width modulation control signal. Are applied to the motor MG2 as three-phase AC power. The drive of the motor MG1 can also be controlled using a control block similar to that shown in FIG.

  Now, it is assumed that the rotation angle θm2 detected by the rotation position sensor 44 is used as it is as the control rotation angle θ of the motor MG2 used in coordinate conversion (three-phase two-phase conversion, two-phase three-phase conversion). Assuming that the direction of the magnetic flux generated by the permanent magnet is d axis and the axis orthogonal to the d axis is q axis, the voltage equation of the motor MG2 can be expressed by the following equations (1) and (2).

Vd = R · Id−ω · φ q (1)
Vq = R · Iq + ω · φd (2)
However,
Vd, Vq: d-axis voltage, q-axis voltage
R: Resistance per phase
Id, Iq: d-axis current, q-axis current ω: angular velocity of the rotor φ d, φ q: d-axis flux, q-axis flux

  If there is no phase difference Δθ (offset error) between the rotation angle θm2 of the motor MG2 detected by the rotation position sensor 44 and the actual rotation angle, the direction of the magnetic flux φ generated by the permanent magnet coincides with the d axis (See FIG. 4 (a)). Therefore, the d-axis magnetic flux φd and the q-axis magnetic flux φq can be expressed by the following equations (3) and (4).

φ d = L d · Id + φ (3)
φ q = L q · I q (4)
However,
Ld, Lq: d-axis inductance, q-axis inductance φ: magnetic flux of permanent magnet

  At this time, assuming that the d-axis current Id and the q-axis current Iq have a value of 0, the d-axis magnetic flux φ d has a value φ and the q-axis magnetic flux φ q has a value of 0 according to equations (3) and (4). Then, substituting these into the equations (1) and (2) respectively, the d-axis voltage Vd and the q-axis voltage Vq are represented by the following equations (5) and (6), respectively, and the d-axis voltage Vd has a value of 0 .

Vd = 0 (5)
Vq = ω · φ (6)

  On the other hand, when there is a phase difference Δθ (offset error) between the rotation angle θm2 of the motor MG2 detected by the rotation position sensor 44 and the actual rotation angle, the direction of the magnetic flux φ generated by the permanent magnet and the d axis Deviation of the phase difference Δθ occurs between the two (see FIG. 4 (b)). Therefore, assuming that the d-axis current Id and the q-axis current have a value 0, the d-axis voltage Vd and the q-axis voltage Vq are represented by the following equations (7) and (8), respectively. If the angular velocity ω is not 0), the d-axis voltage Vd does not become 0.

Vd = ω · φ · cos α (7)
Vq = ω · φ · cos α (8)

  As described above, when there is no offset error in the rotational angle θm2 detected by the rotational position sensor 44, the d-axis voltage Vd becomes the value 0 when the d-axis current Id and the q-axis current Iq have the value 0. . On the other hand, when there is an offset error in the rotation angle θm2 detected by the rotation position sensor 44, the d axis voltage Vd is obtained if the motor MG2 is rotating even if the d axis current Id and the q axis current Iq have a value of 0. Does not have the value 0. As described above, the rotation angle θm2 detected by the rotation position sensor 44 is used for coordinate conversion (two-phase three-phase conversion, three-phase two-phase conversion) by the coordinate converters 64, 66. For this reason, if there is an offset error in the rotational angle θm2, coordinate conversion can not be performed correctly unless offset correction is performed to cancel the offset error, and the motor MG2 can output a torque matching the torque command. become unable. In this embodiment, while the motor MG2 is rotating, the torque command has a value of 0 (the d-axis current Id and the q-axis current have a value of 0), and in this state, the d-axis voltage Vd has a value of 0. Offset learning is performed by offsetting the rotation angle θm2 detected by the reference numeral 43 and using the offset amount Δθ of the rotation angle θm when the d-axis voltage Vd becomes 0 as a learning value (offset error). When the offset learning is performed, the rotation angle θm2 detected by the rotation position sensor 44 is offset by the offset amount Δθ by the adder 68 and is output to the coordinate converters 64 and 66 as the control rotation angle θ. .

  Next, the operation of the automobile 20 of the embodiment thus configured will be described. In the present embodiment, the offset learning is performed by the motor ECU 40, and the determination as to whether the offset learning execution condition is satisfied is performed by the HVECU 70. FIG. 5 is a flowchart showing an example of the MG2 offset learning control routine executed by the offset learning control unit 67 of the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the MG2 offset learning control routine is executed, the offset learning control unit 67 first determines whether an offset learning history is stored in the RAM 40c (step S100). If it is determined that the offset learning history is stored, the learning offset amount Δθoffs stored in the RAM 40c is set to the offset amount Δθ (step S110). On the other hand, when it is determined that the offset learning history is not stored, the initial offset amount Δθ init is set to the offset amount Δθ (step S120). Here, the initial offset amount Δθ init is a learning value by offset learning performed at the time of factory shipment or at the time of parts replacement. At the time of parts replacement, the offset learning is performed by setting the vehicle in the maintenance mode and the operator proceeding with work according to a predetermined procedure. As a result, the offset learning history stored in the RAM 40c is reset, and a new learning value is stored in the RAM 40c as the initial offset amount Δθinit. However, if offset learning is not performed due to a worker's mistake or the like, a correct value may not be stored in the initial offset amount Δθinit after component replacement. Therefore, in the present embodiment, an appropriate learning offset amount Δθoffs is stored in the RAM 40c by performing offset learning at a predetermined frequency during system startup.

  Next, it is determined whether an MG2 offset learning command has been received (step S130). Here, the MG2 offset learning command is transmitted from the HVECU 70 to the motor ECU 40 when an execution condition of offset learning described later is satisfied. If it is determined that the MG2 offset learning command has not been received, the offset amount Δθ set in step S110 or step S120 is output to the adder 68 (step S140), and the MG2 offset learning control routine is ended.

  On the other hand, when it is determined in step S130 that the MG2 offset learning command has been received, the d axis current command Id * and the q axis current command Iq * are each set to a value of 0 (step S150). Then, the set d-axis current command Id * and q-axis current command Iq * are output to the current command generator 61, and the offset amount Δθ set in step S110 or step S120 is output to the adder 68 (step S160). . When the current command generator 61 inputs the d-axis current command Id * and the q-axis current command Iq * with the value 0, the d-axis current command Id * with the value 0 and the q-axis current command Iq * with the value 0 are subtracted 62d , 62 q. Further, when the offset amount Δθ is input, the adder 68 receives the rotation angle θm2 detected by the rotation position sensor 44, and adds the offset amount Δθ to the rotation angle θm2 as a control rotation angle θ. Output to 64, 66. When the d-axis current command Id * and the q-axis current command Iq * are input from the current command generator 61, the subtracters 62d and 62q receive the d-axis current and the q-axis current from the coordinate converter 66, and the d-axis current command The difference ΔId, ΔIq between the Id *, q-axis current command Iq * and the d-axis current, q-axis current is calculated and output to the voltage command converters 63 d, 63 q. Voltage command converters 63d and 63q generate d-axis voltage command Vd * and q-axis voltage command Vq * based on the differences ΔId and ΔIq when the differences ΔId and ΔIq are input. As described above, when the d-axis current command Id * and the q-axis current command Iq * have the value 0, the d-axis voltage command Vd * does not deviate between the control rotation angle θ and the actual rotation angle. Becomes 0, and if there is a deviation between the control rotation angle θ and the actual rotation angle, the d-axis voltage command Vd * does not become 0 when the motor MG2 is rotating.

  Next, the d-axis voltage command Vd * is input from the voltage command converter 63d (step S170), and it is determined whether the input d-axis voltage command Vd * is within a predetermined range including the value 0 (step S180). ). This determination is to determine whether the d-axis voltage command Vd * is in the range set near the value 0 or not. If it is determined that the d-axis voltage command Vd * is within the predetermined range including the value 0, the current offset amount Δθ is an appropriate value, so the learning offset amount Δθ offs is updated with the current offset amount Δθ (step S210) The value 1 is set to the learned flag F (step S220), and the MG2 offset learning control routine is ended. If the current offset amount Δθ is the initial offset amount Δθinit, no offset learning is performed, so the learning offset amount Δθoffs may not be updated.

  On the other hand, when it is determined that the d-axis voltage command Vd * is not within the predetermined range including the value 0, it is determined whether the offset learning interruption command has been received (step S190). Here, the offset learning interruption command is transmitted from the HVECU 70 to the motor ECU 40 when the interruption condition is satisfied until the offset learning is completed after the execution condition during the offset learning is satisfied. If it is determined that the offset learning interruption command has not been received, the offset amount Δθ is calculated by the following equation (9) using the d-axis voltage command Vd * (step S200), and the process returns to step S150. Here, equation (9) is a relational expression in feedback control for setting the d-axis voltage command Vd * to the value 0. In equation (9), “previous Δθ” of the first term on the right side is the previous offset amount Δθ, “s1” of the second term on the right side is a gain of a proportional term, and “s2” of the third term on the right side Is the gain of the integral term. In this embodiment, as shown in the equation (9), proportional integral control is used to calculate the offset amount .DELTA..theta. In which the d-axis voltage command Vd * has a value of 0. However, even if proportional control is used Alternatively, proportional integral integral control may be used.

  Δθ = previous Δθ + s1 (0-Vd *) + s2∫ (0-Vd *) dt (9)

  Thus, when the d-axis voltage command Vd * falls within the predetermined range including the value 0 in step S180, the learning offset amount Δθ offs is updated by the offset amount Δθ at that time (step S210). The completion flag F is set to the value 1 (step S220), and the MG2 offset learning control routine is ended.

  On the other hand, when it is determined in step S190 that the offset learning suspension instruction has been received, the offset learning is suspended, and the MG2 offset learning control routine is ended without setting the learned flag F to the value 1.

  Next, the operation of the HVECU 70 that determines whether the offset learning execution condition is satisfied will be described. FIG. 6 is a flowchart showing an example of a drive control routine executed by the CPU 72 of the HVECU 70. This routine is repeatedly executed every predetermined time (for example, every several msec).

  When the drive control routine is executed, the CPU 72 of the HVECU 70 first performs the accelerator opening Acc, the vehicle speed V, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2, the input / output limits Win and Wout of the battery 50, and the required battery charge Pb A process of inputting data necessary for control of *, learned flag F and the like is performed (step S300). Here, as the accelerator opening Acc, a value detected by the accelerator pedal position sensor 84 is input. As the vehicle speed V, a value detected by the vehicle speed sensor 88 is input. The rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input through communication from the motor ECU 40 with values calculated based on the rotational angles θm1 and θm2 of the rotors of the motors MG1 and MG2 from the rotational position detection sensors 43 and 44. And The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 from the temperature sensor 51 c and the storage ratio SOC of the battery 50 based on the battery current Ib of the battery 50 from the current sensor 51 b. This value is input from the battery ECU 52 by communication. The requested battery charge amount Pb * is input from the battery ECU 52 by communication from a value set based on the storage ratio SOC of the battery 50 (a positive value when discharging from the battery 50). The learned flag F is input by communication via the value set by the motor ECU 40 or the power supply ECU 90.

  When data is thus input, the required torque Tr * required for the drive shaft 36 is set based on the accelerator opening Acc and the vehicle speed V, and the required power Pe * as the power to be output from the engine 22 is set (step S310). Here, the required torque Tr * is obtained in advance by determining the relationships among the accelerator opening Acc, the vehicle speed V and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc and the vehicle speed V When given, it can be obtained by deriving the corresponding required torque Tr * from the map. An example of the required torque setting map is shown in FIG. As illustrated, the required torque Tr * tends to increase as the accelerator opening Acc increases, and decreases as the vehicle speed V increases. The required torque Tr * may be set to a positive value or a negative value. If a negative value is set, the required torque Tr * will be a braking torque. Further, the required power Pe * is calculated by calculating the driving power Pdrv required for traveling by multiplying the set required torque Tr * by the rotational speed Nr of the drive shaft 36 and calculating the charging / discharging of the battery 50 from the calculated driving power Pdrv. It can be calculated by subtracting the required amount Pb * (a positive value when discharging from the battery 50). The rotational speed Nr can be calculated, for example, by multiplying the rotational speed Nm2 of the motor MG2 or the vehicle speed V by a conversion factor.

  Then, based on the required power Pe *, a target rotational speed Ne * and a target torque Te * as operating points at which the engine 22 should be operated are set (step S320). The target rotation speed Ne * and the target torque Te * can be obtained by the intersection of an operation line for operating the engine 22 efficiently and a curve in which the required power Pe * (Ne * × Te *) is constant.

  Next, using target rotational speed Ne * of engine 22, rotational speed Nm2 of motor MG2 and gear ratio of planetary gear 30 (number of teeth of sun gear / number of teeth of ring gear) 目標, target of motor MG1 according to the following equation (10) Calculate the rotational speed Nm1 *. Further, based on the calculated target rotation speed Nm1 * and the input rotation speed Nm1 of the motor MG1, the torque command Tm1 * to be output from the motor MG1 is calculated by the equation (11) (step S330). Here, equation (11) is a relational expression in feedback control for rotating motor MG1 at target rotation speed Nm1 *, and in equation (11), “k1” in the second term of the right side is the gain of the proportional term Yes, the third term "k2" on the right side is the gain of the integral term.

Nm1 * = Ne * · (1 + ρ) / ρ-Nm2 / ρ (10)
Tm1 * = ρ · Te * / (1 + ρ) + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (11)

  Subsequently, as shown in the following equation (12), the torque command Tm1 * of the motor MG1 divided by the gear ratio 要求 of the planetary gear 30 is added to the required torque Tr * and divided by the gear ratio Gr of the reduction gear 35 A temporary torque Tm2tmp is set as a temporary value of the torque to be output from the motor MG2 (step S340). Further, as shown in the equations (13) and (14), the consumption of the motor MG1 obtained by multiplying the current rotational speed Nm1 of the motor MG1 by the torque command Tm1 * of the motor MG1 from input / output limits Win and Wout of the battery 50 Torque limit values Tm2min and Tm2max as upper and lower limits of torque that may be output from the motor MG2 are calculated by dividing the value obtained by subtracting the electric power (generated power) by the rotational speed Nm2 of the motor MG2 (step S350). When temporary torque Tm2 tmp and torque limits Tm2 min and Tm2 max are calculated, as shown in equation (15), temporary torque Tm2 tmp is limited by torque limits Tm2 min and Tm2 max to set torque command Tm2 * as torque to be output from motor MG2 (Step S360).

Tm2 tmp = (Tr * + Tm1 * / ρ) / Gr (12)
Tm2min = (Win−Tm1 * · Nm1) / Nm2 (13)
Tm2max = (Wout−Tm1 * · Nm1) / Nm2 (14)
Tm2 * = max (min (Tm2tmp, Tm2max), Tm2min) (15)

  Thus, when the torque command Tm2 * is set, it is determined whether the learned flag F has a value 0 (step S370). If it is determined that the learned flag F is not 0, that is, it is 1, the target rotation speed Ne * and the target torque Te * are sent to the engine ECU 24 and the torque commands Tm1 * and Tm2 * are sent to the motor ECU 40 ( Step S450) The drive control routine is ended. The engine ECU 24 receiving the target rotational speed Ne * and the target torque Te * controls the intake air amount of the engine 22, fuel injection control, ignition so that the engine 22 is operated by the target rotational speed Ne * and the target torque Te *. Control etc. Further, motor ECU 40 having received torque commands Tm1 * and Tm2 * performs switching control of the switching elements of inverters 41 and 42 such that motors MG1 and MG2 are driven by torque commands Tm1 * and Tm2 *.

  On the other hand, when it is determined that the learned flag F has the value 0, it is determined whether offset learning is being performed (step S380). If it is determined that the offset learning is not being performed, it is determined whether the vehicle speed V is equal to or greater than the threshold V1 (step S390) or whether the absolute value of the torque command Tm2 * of the motor MG2 is less than the threshold T1 (step S400). It is determined whether or not the accelerator change amount ΔAcc as the change amount of the accelerator opening Acc (for example, the current value minus the previous value of the accelerator opening Acc in this routine) is less than the threshold A1 (step S420). The determination in steps S390 to S420 is to determine whether the execution condition of the offset learning is satisfied. Here, the threshold value V1 is a threshold value for determining whether or not the rotation state of the motor MG2 is in a state suitable for the execution of the offset learning, and is set near the value 0. Further, the threshold T1 is a threshold for determining whether or not the torque command Tm2 * of the motor MG2 is within a predetermined torque range set near the value 0. The threshold value A1 is a threshold value for determining whether the accelerator change amount ΔAcc is less than a predetermined change amount (for example, 10% or 20%) that is not considered to be the driver's intention to accelerate. As a case where an offset learning execution condition is satisfied, for example, as shown in FIG. 7, when traveling with the accelerator on at a predetermined vehicle speed V1 or more, the accelerator is switched off from the accelerator on and the change in the required torque Tr * is a value The case where the vehicle speed V is decelerated to the predetermined vehicle speed Vs when traveling with the accelerator off or when the change of the required torque Tr * crosses the value 0 can be mentioned. As described above, in order to execute the offset learning, it is necessary to set the torque command Tm2 * of the motor MG2 to the value 0 while the motor MG2 is rotating, that is, while traveling. In the determinations of steps S400 to S420, it is determined whether the driver does not feel discomfort even if the torque command Tm2 * is reset to the value 0 in order to execute offset learning. If it is determined that the vehicle speed V is the threshold V1 or more, the absolute value of the torque command Tm2 * is less than the threshold T1, and the accelerator change amount ΔAcc is less than the threshold A1, then it is determined that the offset learning execution condition is satisfied. The MG2 offset learning command is transmitted to the motor ECU 40 (step S430). Then, the value 0 is reset to the torque command Tm2 * (step S440), various target values and command values are transmitted to the engine ECU 24 and the motor ECU 40 (step S450), and the drive control routine is ended. As a result, while the motor MG2 is rotating, offset learning is performed in the MG2 offset learning control routine. On the other hand, if it is determined that vehicle speed V is less than threshold value V1, it is determined that the absolute value of torque command Tm2 * is greater than or equal to threshold value T1, or it is determined that accelerator change amount ΔAcc is greater than or equal to threshold value A1. It is determined that the learning execution condition is not established, and various target values and command values are transmitted to the engine ECU 24 and the motor ECU 40 (step S450), and the drive control routine is ended.

  Here, the learned flag F is reset to the value 0 in the system startup process routine executed by the power supply ECU 90. FIG. 8 is a flowchart showing an example of a system startup process routine. In this routine, when the system main relay 56 is turned on by transmitting a drive command to the HVECU 70 when the push signal is input from the power switch 92 in the brake on state (step S500), the initialization process is executed. (Step S510). The learned flag F is reset to the value 0 in the initialization process of step S510. On the other hand, as described above, the value of the learned flag F is set to 1 when the offset learning is completed in the MG2 offset learning control routine. Since the offset learning is executed when the execution condition is satisfied when the learned flag F has the value 0, it is executed once from the time the system is started until it is ended (so-called one trip). become.

  If it is determined in step S380 that offset learning is being performed, then whether the vehicle speed V is less than the threshold V2 (step S460), whether the absolute value of the torque command Tm2 * is greater than or equal to the threshold T2 (step S470) It is determined whether or not the accelerator change amount ΔAcc is equal to or greater than the threshold A2 (step S480). The determination in steps S460 to S480 is to determine whether the offset learning interruption condition is satisfied. In order to provide hysteresis, the threshold value V2 is set to a value slightly smaller than the threshold value V1, and the threshold values T2 and A2 are set to values slightly larger than the threshold values T1 and A2, respectively. If it is determined that vehicle speed V is threshold value V2 or more, the absolute value of torque command Tm2 * is less than threshold value T2, and accelerator change amount ΔAcc is less than threshold value A2, torque command Tm2 * is reset to the value 0 (step S440). As described above, when the MG2 offset learning command is transmitted to motor ECU 40, torque command Tm2 * is maintained at value 0 until it is determined in step S370 that learned flag F is value 1 if the suspension condition is not satisfied. Ru. FIG. 9 is an explanatory view showing how the torque command Tm2 * changes with time. As shown, the torque command Tm2 * is maintained at the value 0 as much as necessary for performing offset learning when changing from positive torque to negative torque. Thus, the offset learning can be appropriately performed while maintaining the d-axis current command Id * and the q-axis current command Iq * of the motor MG2 at the value 0.

  On the other hand, if it is determined that vehicle speed V is less than threshold value V2, it is determined that the absolute value of torque command Tm2 * is greater than or equal to threshold value T2, or it is determined that accelerator change amount .DELTA.Acc is greater than or equal to threshold value A2. It is determined that the condition is established, and an offset learning interruption command is transmitted to the motor ECU 40 (step S490). Then, the various target values and command values are transmitted to the engine ECU 24 and the motor ECU 40 without resetting the torque command Tm2 * to the value 0 (step S450), and the drive control routine is ended.

  According to the automobile 20 of the present embodiment described above, the absolute value of the torque command Tm2 * required of the motor MG2 during traveling is less than the threshold T1 and the accelerator change amount ΔAcc is less than the threshold A1 (execution condition Is satisfied, the torque command Tm2 * is reset to the value 0 and offset learning is performed. This makes it possible to secure an opportunity to execute the offset learning of the motor MG2 while preventing the driver from feeling uncomfortable. Also, while offset learning is being performed, offset learning is interrupted when an interruption condition is satisfied such that the absolute value of torque command Tm2 * becomes equal to or greater than threshold value T2 or accelerator change amount ΔAcc becomes equal to or larger than threshold value A2. It is also possible to respond to sudden demands for acceleration.

  In the automobile 20 of the embodiment, the offset learning is interrupted when the interruption condition is satisfied during the execution of the offset learning. On the other hand, once offset learning is executed, torque command Tm2 * may be maintained at value 0 without interrupting offset learning until offset learning is completed.

  In the automobile 20 according to the embodiment, when traveling with an accelerator operation by the driver, it is determined whether or not the execution condition is satisfied, and the offset learning is performed. On the other hand, while traveling by cruise control, offset learning may be performed by determining whether an execution condition is satisfied. FIG. 10 is a flowchart showing an example of a cruise control drive control routine executed by the HVECU 70. This routine is repeatedly performed every predetermined time (for example, every several msec) when the cruise control switch 89 is turned on. Here, in the cruise control drive control routine of FIG. 10, the point of executing step S300B instead of step S300, the point of executing step S310B instead of step S310, and the processing corresponding to steps S420 and S480 are omitted. Is different from the drive control routine of FIG.

  When the cruise control drive control routine is executed, the CPU 72 of the HVECU 70 first sets the set vehicle speed V *, the set inter-vehicle distance D *, the vehicle speed V, the inter-vehicle distance D, the motor rotational speed Nm1, Nm2, the input / output limit Win, Wout , Data required for charge / discharge required amount Pb *, learned flag F, etc. (step S300B). Then, based on the input set vehicle speed V *, vehicle speed V, set inter-vehicle distance D * and inter-vehicle distance D, the required torque Tr * to be output to the drive shaft 36 is set and the required power Pe * of the engine 22 is set. (Step S310B). Here, the required torque Tr * is basically set such that the vehicle speed V becomes the set vehicle speed V * when there is no preceding vehicle in the traveling direction of the vehicle, and the preceding vehicle in the traveling direction of the vehicle If it exists, the inter-vehicle distance D is set to be the set inter-vehicle distance D * within the range not exceeding the set vehicle speed V *. As described above, the cruise control is a traveling mode in which the cruise control automatically travels without an accelerator operation by the driver, and therefore, the torque command is performed during offset learning more than when traveling with an accelerator operation by the driver. It is considered that it is difficult for the driver to feel discomfort due to Tm2 * being set to the value 0. Therefore, in the cruise control drive control routine, the processing corresponding to steps S420 and S480 of the drive control routine is omitted. Therefore, as shown in FIG. 9, not only when torque command Tm2 * changes from positive torque to negative torque (deceleration), but also when torque command Tm2 * changes from negative torque to positive torque (acceleration) In some cases, offset learning may be performed. That is, during cruise control, there are more opportunities for performing offset learning than during non-cruise control.

  The above-described modification has described the case where offset learning is performed during cruise control. On the other hand, the present invention is applicable if at least acceleration is performed by the system. For example, the present invention may be applied to those capable of automatic operation in which the system performs all acceleration, steering, and deceleration.

  In the automobile 20 of the embodiment, the learned flag F is reset at the time of system startup so that the offset learning is performed once in one trip. On the other hand, the reset of the learning completion flag F may be performed at the time of system termination.

  In the automobile 20 of the embodiment, the offset learning is performed once in one trip. On the other hand, offset learning may be performed a plurality of times during one trip, or may be performed once in several trips (two trips or three trips).

  In the automobile 20 of the embodiment, permanent magnet motors are used as the motors MG1 and MG2. However, the present invention is not limited to this, and winding field motors may be used.

  In the automobile 20 of the embodiment, the power from the engine 22 is output to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30. On the other hand, an outer rotor connected to the inner rotor 132 connected to the crankshaft of the engine 122 and the drive shaft 36 connected to the drive wheels 39a and 39b, as exemplified in the automobile 120 of the modification of FIG. , And may transmit a part of the power from the engine 122 to the drive shaft 36 and convert the remaining power into electric power. Further, as exemplified in a modified example automobile 220 of FIG. 12, the motor MG is attached to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 230, and the rotation shaft of the motor MG is coupled to the clutch CL. The engine 222 may be connected. Further, as exemplified in a modified example automobile 320 of FIG. 13, the engine 322 is connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the transmission 330, and the motor MG is connected to the drive wheels 39a and 39b. May be connected to different drive wheels 39c, 39d. In addition, the present invention may be applied to an electric vehicle without an engine. Thus, as long as it has a motor connected to the drive wheel, it may be applied to any car.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the motor MG2 corresponds to the "three-phase motor", the inverter 42 corresponds to the "inverter", the battery 50 corresponds to the "battery", the motor ECU 40 corresponds to the "inverter control means", and the rotational position The sensor 44 corresponds to a "rotational position sensor", the offset learning control unit 67 corresponds to an "offset learning means", and the adder 68 corresponds to a "rotational position correction means".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the vehicle manufacturing industry.

  20, 120, 220, 320 Automotive, 22, 122, 222, 322 Engine, 24 Electronic Control Unit for Engine (Engine ECU), 26 Crankshaft, 28 Damper, 30 Planetary Gear, 31 Sun Gear, 32 Ring Gear, 33 Pinion Gear, 34 Carrier , 35 reduction gear, 36 drive shaft, 37 gear mechanism, 38 differential gear, 39a, 39b, 39c, 39d drive wheel, 40 motor electronic control unit (motor ECU), 40a CPU, 40b ROM, 40c RAM, 41, 42 Inverter, 43, 44 rotational position sensor, 45V, 45W, 46V, 46W current sensor, 50 batteries, 51a voltage sensor, 51b current sensor, 51c temperature sensor, 52 battery electronic control unit (battery CU), 54 high voltage system power line, 55 boost circuit, 56 system main relay, 57, 58 capacitor, 57a, 58a voltage sensor, 59 low voltage system power line, 61 current command generator, 62d, 62q subtractor, 63d , 63q voltage command converter, 64 coordinate converter, 65 PWM converter, 66 coordinate converter, 67 offset learning controller, 68 adder, 70 electronic control unit for hybrid (HVECU), 72 CPU, 74 ROM, 76 RAM , 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 89 cruise control switch, 90 power electronic control unit ECU) 92 power switch 93 indicator 94 brake switch 130 pair rotor motor 132 inner rotor 134 outer rotor 230, 330 transmission MG1, MG2, MG motor G generator T11 to T16, T21 to T26, T31, T32 transistor, D11 to D16, D21 to D26, D31, D32 diode, L1 reactor, CL clutch, Cn1 connection point.

Claims (3)

A vehicle comprising a three-phase motor connected to drive wheels, wherein
An inverter for driving the three-phase motor;
The d-axis current command and the q-axis current command are set based on the torque command of the three-phase motor, and each phase current of the three-phase motor is the d-axis current and the q-axis current based on the rotational position of the three-phase motor , And the d-axis voltage command and the q-axis voltage command are set based on the d-axis current command, the d-axis current, the q-axis current command, and the q-axis current, and the rotation of the three-phase motor And inverter control means for converting the d-axis voltage command and the q-axis voltage command into respective phase voltage commands of the three-phase motor based on the position, and drivingly controlling the inverter based on the respective phase voltage commands converted. ,
A rotational position sensor for detecting a rotational position of the three-phase motor;
Offset learning means for learning an offset amount of the rotational position sensor;
Rotational position correction means for correcting the rotational position detected by the rotational position sensor based on the offset amount learned by the offset learning means;
Equipped with
The offset learning means
While the three-phase motor is rotating, the d-axis current command and the q-axis current command have a value of 0, and the d-axis voltage based on the d-axis current command and the q-axis current command has a value of 0. Means for performing offset learning to learn an offset amount of the rotational position so that a command has a value 0,
Increasing operation of the first plant quantitative or accelerator that by the driver during travel is performed by the torque command of the three-phase motor is changed, when said torque command falls within a predetermined torque range including a value 0 the d-axis current the offset learning rows that have command and the q-axis current command as the value 0, the offset learning executing the driver through the first larger than a predetermined amount the second predetermined amount or more of an accelerator A vehicle characterized in that the offset learning is interrupted when an increase operation is performed . The vehicle according to claim 1, wherein
A vehicle, wherein the offset learning means maintains the d-axis current command and the q-axis current command at a value 0 while the offset learning is interrupted or completed. A vehicle according to claim 1 or 2 ,
A vehicle characterized in that the offset learning means performs the offset learning when there is no completion history of the offset learning between the system activation of the vehicle and the system stop.

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