JP6729328B2 - Motor controller - Google Patents

Description

The technique disclosed in the present specification relates to a motor control device that controls a motor for running an electric vehicle. The electric vehicle in this specification includes a hybrid vehicle including both a motor and an engine. Also included are electric vehicles equipped with fuel cells and batteries.

An electric vehicle includes a motor for traveling and a motor control device that converts electric power of a battery into electric power for driving the motor. Since it is necessary to measure the rotation speed of the motor to control the motor, the motor control device also includes a sensor that measures the rotation speed of the motor. A resolver is a typical sensor that measures the number of revolutions. On the other hand, the electric vehicle includes various abnormality detecting means for detecting abnormality of the system. For example, Patent Document 1 discloses a technique for detecting an abnormality in an R/D converter that converts an analog signal output by a resolver into a digital signal.

JP, 2016-163454, A

Immediately after power is supplied to the resolver, for a while, a signal indicating a predetermined rotation speed is output although the rotation shaft to which the resolver is attached is not actually rotating. This phenomenon is called "free run". In an electric vehicle, when the main switch of the vehicle is turned on, electric power is supplied to the resolver, so that a free run occurs. The free run is settled over time, but it becomes unusable for the electric vehicle to wait until the free run is set when the electric vehicle system is started (when the main switch is turned on). However, since a signal may be output because an abnormality has occurred in the resolver, it is not preferable to ignore the free run and continue the system activation process of the electric vehicle. On the other hand, when the main switch is turned off and turned on again while the vehicle is traveling, it is a normal operation that the resolver outputs a signal reflecting the rotation because the vehicle is coasting and the motor is rotating. On the other hand, the motor control device includes a power converter suitable for the battery power to drive the motor, and also includes a current sensor for measuring the current flowing between the power converter and the motor. It is desirable that the motor control device can detect an abnormality of the current sensor at the time of system startup. However, as described above, when the main switch is turned off and turned on again during traveling, the motor is rotating and regenerative power flows from the motor to the power converter. Therefore, it is not preferable to simply determine that the current sensor is abnormal because the measured value of the current sensor is not zero when the motor control device is started. The present specification provides a technique capable of detecting an abnormality in a resolver and a current sensor when starting a motor control device.

The motor control device disclosed in this specification includes a resolver, a power converter, a current sensor, and a controller. The resolver is attached to a running motor of an electric vehicle and measures the rotation speed of the motor. The resolver starts to be supplied with power when the main switch of the electric vehicle is turned on. The power converter is connected between the battery and the motor, and has a function of converting the power of the battery into driving power for the motor and a function of converting the power generated by the motor into power for charging the battery. The current sensor measures the current flowing between the motor and the power converter. The controller acquires the outputs of the resolver and the current sensor after the main switch is turned on. The output acquired at this time is called the first output. The controller acquires the outputs of the resolver and the current sensor again after a predetermined time has elapsed. The output acquired at this time is referred to as the second output. Then, the controller determines whether or not an abnormality has occurred in one of the resolver and the current sensor based on the values of the first output and the second output. The predetermined time between the first output acquisition and the second output acquisition is set to a value larger than both the time constant of the output change of the resolver and the time constant of the output change of the current sensor. The technique disclosed in the present specification is based on the output of the resolver and the current sensor twice, that is, the change in the output of the resolver and the current sensor after the power supply to the resolver is started. On the other hand, it is determined whether or not an abnormality has occurred. Details of the technology disclosed in the present specification and further improvements will be described in the following “Description of Embodiments”.

It is a block diagram of a drive system of a hybrid vehicle including a motor control device of an example. It is a figure which shows the pattern which determines the presence or absence of abnormality.

A motor control device 10 according to an embodiment will be described with reference to the drawings. The motor control device 10 is mounted on the hybrid vehicle 100. FIG. 1 shows a block diagram of a drive system of a hybrid vehicle 100 including a motor control device 10. The hybrid vehicle 100 includes a motor 3 and an engine 4 for traveling. The motor 3 not only can output torque by the electric power of the high voltage battery 2, but also generates electric power when it is reversely driven from the output shaft. Typically, when the driver steps on the brake, the inertial energy of the vehicle drives the motor 3 in the reverse direction to generate electric power. The electric power generated by the motor 3 is called regenerative electric power.

The output shaft of the motor 3 and the output shaft of the engine 4 are connected to the gearbox 5. An axle 6 is also connected to the gearbox 5. The output torque of the motor 3 and the output torque of the engine 4 are combined by the gear box 5 and transmitted to the axle 6. The gearbox 5 may distribute the output torque of the engine 4 to the output shaft of the motor 3 and the axle 6. At this time, the motor 3 generates power with a part of the engine torque. That is, the hybrid vehicle 100 may generate power while traveling with the output torque of the engine 4.

The motor control device 10 is connected between the high voltage battery 2 and the motor 3. The motor control device 10 includes a system main relay 11, a resolver 22, a power converter 15, a current sensor 21, and a controller 20.

First, the power converter 15 will be described. The power converter 15 is connected between the high voltage battery 2 and the motor 3. The power converter 15 has a function of converting the electric power of the high-voltage battery 2 into the driving power of the motor 3, and a function of converting the regenerative electric power generated by the motor 3 into the electric power for charging the high-voltage battery 2. ing. The power converter 15 includes two capacitors 18 and 19, a voltage converter circuit 16, and an inverter circuit 17. The voltage converter circuit 16 has a step-up function of stepping up the power input from the battery side and outputting it to the inverter circuit side, and a step-down function of stepping down the regenerative power input from the inverter circuit side and outputting it to the battery side. ing. The voltage converter circuit 16 is a so-called bidirectional DC-DC converter. The inverter circuit 17 converts the DC power of the high voltage battery 2 boosted by the voltage converter circuit 16 into AC power of a predetermined frequency and outputs the AC power to the motor 3. When the motor 3 generates power, the inverter circuit 17 converts the AC power generated by the motor 3 into DC power and outputs the DC power to the voltage converter circuit 16. The capacitor 18 is connected in parallel to the battery side of the voltage converter circuit 16, and the capacitor 19 is connected in parallel to the inverter circuit side of the voltage converter circuit 16. When the system main relay 11 described later is closed, the capacitors 18 and 19 are charged with the electric power of the high-voltage battery 2.

A system main relay 11 is connected between the power converter 15 and the high voltage battery 2. The system main relay 11 includes two relays (a main relay 12 and a sub relay 13). The main relay 12 is a switch that connects or disconnects the high voltage battery 2 and the power converter 15. The sub-relay 13 is connected in parallel with the main relay 12, and likewise connects or disconnects between the high-voltage battery 2 and the power converter 15. A current limiting resistor 14 is connected in series to the sub relay 13. The current limiting resistor 14 limits the current of the high voltage battery 2 flowing through the sub relay 13 to a predetermined magnitude or less. Compared to the case where the high voltage battery 2 and the power converter 15 are connected via the main relay 12, the current flowing when the high voltage battery 2 and the power converter 15 are connected via the sub relay 13 is Limited. The sub relay 13 is closed when the main switch 33 of the hybrid vehicle 100 is turned on. When the high voltage battery 2 and the power converter 15 are connected, the charging of the capacitors 18 and 19 is started. The current limiting resistor 14 is provided to limit the inrush current when the capacitors 18 and 19 start to be charged. When the capacitors 18 and 19 are sufficiently charged, the main relay 12 is closed. When the main relay 12 is closed, sufficient current can flow from the high voltage battery 2 to the power converter 15, and the motor 3 is ready to be driven.

A current sensor 21 is provided between the power converter 15 and the motor 3. The current sensor 21 measures the current flowing between the power converter 15 and the motor 3. The power converter 15 and the motor 3 are connected by three cables that transmit a three-phase alternating current, and the current sensor 21 measures currents of the U-phase, V-phase, and W-phase of the three-phase alternating current. can do.

The motor 3 is provided with a resolver 22 that measures the rotation speed of the motor 3. The resolver 22 includes a rotor connected to the rotating shaft of the motor, a stator arranged around the rotor, and a circuit for converting a change in reactance generated in the stator due to the rotation of the rotor into an electric signal.

The measurement data of the current sensor 21 and the measurement data of the resolver 22 are sent to the controller 20. The controller 20 controls the motor 3 so that the actual output of the motor 3 follows the target output of the motor 3 sent from a host controller (not shown). Specifically, the controller 20 includes switching circuits included in the voltage converter circuit 16 and the inverter circuit 17 so that appropriate AC power is supplied to the motor 3 based on the measurement data of the current sensor 21 and the resolver 22. Drive the element. When the motor 3 is generating electric power, the controller 20 drives the switching elements of the voltage converter circuit 16 and the inverter circuit 17 so that the regenerative electric power becomes the DC electric power suitable for charging the high voltage battery 2. In FIG. 1, dashed arrow lines represent signal flow. Since the voltage converter circuit 16 and the inverter circuit 17 are well known, detailed description thereof will be omitted.

The hybrid vehicle 100 includes an auxiliary battery 31 in addition to the high voltage battery 2. The high voltage battery 2 stores electric power for driving the traveling motor 3, whereas the auxiliary battery 31 stores electric power for driving the auxiliary device. Auxiliary equipment is a general term for in-vehicle equipment that operates at a voltage much lower than the voltage of the drive power of the motor 3. The auxiliary equipment includes a room lamp and a car navigation device (not shown), as well as a controller 20 of the motor control device 10 and a resolver 22. The auxiliary machine and the auxiliary machine battery 31 are connected via an IG relay 34. The IG relay 34 is open when the main switch 33 of the vehicle is off. A main switch monitor circuit 32 that monitors the state of the main switch 33 is directly connected to the auxiliary battery 31 without an IG relay 34. The main switch monitor circuit 32 is always in operation, and when detecting that the main switch 33 is turned on, the IG relay 34 is closed. When the IG relay 34 is closed, electric power starts to be supplied to the auxiliary equipment group.

A startup sequence of the motor control device 10 when the main switch 33 is turned on will be described. As described above, the main switch monitor circuit 32 constantly monitors the state of the main switch 33 while the main switch 33 is off. When the main switch 33 is turned on, the main switch monitor circuit 32 closes the IG relay 34, and electric power starts to be supplied from the auxiliary battery 31 to the auxiliary device group. Electric power also starts to be supplied to the controller 20 and the resolver 22 of the motor control device 10. When the power supply from the auxiliary battery 31 is started, the controller 20 of the motor control device 10 closes the sub relay 13 of the system main relay 11. At the same time, the controller 20 starts a system check process described later. When the sub-relay 13 is closed, the current limited by the current limiting resistor 14 flows from the high voltage battery 2 to the capacitors 18 and 19 of the power converter 15, and the capacitors 18 and 19 are charged. When the capacitors 18 and 19 are sufficiently charged, the controller 20 closes the main relay 12 and opens the sub relay 13. When the main relay 12 is closed and the sub relay 13 is opened, the motor 3 is ready to be driven. Charging the capacitors 18, 19 with a current of limited magnitude before the main relay 12 is closed is called precharging. Due to the precharge in which the magnitude of the current is limited, it is possible to prevent a large inrush current from flowing through the power converter 15 at the time of startup.

The system check process performed by the controller 20 will be described. The controller 20 checks whether the resolver 22 and the current sensor 21, which are important for controlling the motor 3, are functioning normally while the main switch 33 is turned on and the system is started up. As shown in FIG. 1, when the IG relay 34 is closed, power supply from the auxiliary battery 31 to the resolver 22 also starts. The resolver 22 outputs a signal indicating a predetermined rotation speed at the start of power supply, even though the rotation shaft of the motor 3 is not rotating. This phenomenon is called free run. The phenomenon of free run does not indicate an abnormality of the resolver 22. However, there is a possibility that some signal is output due to the abnormality of the resolver 22. On the other hand, when the main switch 33 is turned off and turned on again while the vehicle is traveling, the motor 3 is rotating because the vehicle is coasting, and the resolver 22 outputs a signal indicating the number of revolutions of the motor 3. It This state is also normal. Regarding the current sensor 21, if the inverter circuit 17 is not operating and the motor 3 is not rotating, no current flows between the power converter 15 and the motor 3. However, when the main switch 33 is turned off and turned on again while the vehicle is traveling, the motor 3 rotates due to the coasting of the vehicle to generate electric power, so that a current flows from the motor 3 toward the power converter 15. That is, the abnormality of the current sensor 21 cannot be detected only by simply monitoring whether or not the current is flowing through the current sensor 21.

In the above situation, in order to determine whether or not the resolver 22 and the current sensor 21 are abnormal, the controller 20 outputs the outputs of the resolver 22 and the current sensor 21 for a predetermined time after the main switch 33 is turned on. It is acquired twice at intervals, and it is determined whether or not there is an abnormality in either the resolver 22 or the current sensor 21 based on the values acquired twice.

The predetermined time interval is predetermined. The predetermined time interval is set to a value that is larger than both the time constant of the time-dependent change of the output of the resolver 22 in the normal condition and the time constant of the time-dependent change of the output value of the current sensor 21 in the normal condition. Otherwise, there is a possibility that the first acquired value and the second acquired value will always match. The predetermined time interval is set to 100 [msec], for example. Further, the acquisition of the outputs of the resolver 22 and the current sensor 21 twice and the determination of the presence/absence of abnormality are executed, for example, within 1 [second] after the main switch 33 of the vehicle is turned on.

The controller 20 compares whether or not each of the two outputs of the resolver 22 is higher than a threshold value, and determines whether or not each of the two outputs of the current sensor 21 is zero, and the result is determined. Based on this, the presence or absence of abnormality is determined. Since the two outputs of the resolver 22 and the current sensor 21 are respectively compared with the threshold value, a total of 16 diagnostic results can be obtained. The pattern is shown in FIG. Each pattern will be described below. In addition, in FIG. 2, “current sensor output=0” means that the current flowing between the power converter 15 and the motor 3 is substantially zero although there is an error or noise level output. .. The rotation speed threshold value is set to 400 [rpm], for example. The rotation speed threshold value and the predetermined time interval are predetermined based on the characteristics of the vehicle and stored in the controller 20.

After acquiring the outputs (first output) of the current sensor 21 and the resolver 22, the controller 20 acquires the outputs (second output) of the current sensor 21 and the resolver 22 again at a predetermined time interval. Hereinafter, for convenience of explanation, the output of the current sensor 21 obtained at the first time is referred to as the output of the current sensor 21 at the first time, and the output of the current sensor 21 obtained at the second time is referred to as the output of the current sensor 21 at the second time. Sometimes. Similarly, the output of the resolver 22 obtained for the first time may be referred to as the output of the resolver 22 for the first time, and the output of the resolver 22 for the second time may be referred to as the output of the resolver 22 for the second time. Since abnormality of the resolver 22 and the current sensor 21 does not occur frequently, the controller 20 causes abnormality in the sensor when the combination of the first output and the second output cannot actually occur. Determine that

Pattern (1):
Output of current sensor 21 for the first time = zero / output of resolver 22 for the first time> rotation speed threshold Output of current sensor 21 for the second time = zero / output of resolver 22 for the second time> rotation speed threshold In this pattern, the current sensor Since the first output and the second output of 21 are both zero, it can be determined that the motor 3 is stopped. Moreover, since the output of the resolver 22 exceeds the rotation speed threshold value both times, it is highly likely that the free run continues. In this case, the controller 20 determines that both the current sensor 21 and the resolver 22 are normal (determination A).

Pattern (2):
Output of current sensor 21 for the first time = zero / output of resolver 22 for the first time> rotation speed threshold Output of current sensor 21 for the second time = other than zero / output of resolver 22 for the second time ≤ rotation speed threshold The first output of the sensor 21 is zero and the second output is other than zero. It is when the motor 3 is rotating and generating electric power that the current sensor 21 measures a certain amount of current when the current sensor 21 is normal. Therefore, the first output of the current sensor 21 being zero and the second output being other than zero means that the motor 3 is not rotating during the first measurement and the motor 3 is rotating during the second measurement. It will be. Such a phenomenon cannot actually occur at system startup. Therefore, in this case, the controller 20 determines that an abnormality has occurred in the current sensor 21 (determination B). Similarly, in the patterns (4), (6), and (8), the first output of the current sensor 21 is zero and the second output is other than zero. Therefore, even in those patterns, it is determined that an abnormality has occurred in the current sensor 21 for the same reason as in the pattern (2) (determination B). Usually, the probability that two sensors will fail at the same time is much less than the probability that only one sensor will fail. Therefore, when it can be determined that the current sensor 21 is abnormal, the presence or absence of abnormality of the resolver 22 is not determined.

Pattern (3):
Output of current sensor 21 for the first time = zero / output of resolver 22 for the first time> rotation speed threshold Output of current sensor 21 for the second time = zero / output of resolver 22 for the second time ≤ rotation speed threshold Since both the first output and the second output of 21 are zero, it is estimated that the motor 3 is stopped. Further, the output of the resolver 22 exceeds the rotation speed threshold value at the first time, but is below the rotation speed threshold value at the second time. It is estimated that the free-run phenomenon is subsided. Therefore, in this case, the controller 20 determines that both the current sensor 21 and the resolver 22 are normal (determination A).

Pattern (5):
Output of current sensor 21 for the first time = zero / Output of resolver 22 for the first time ≤ rotational speed threshold Output of current sensor 21 for the second time = zero / output of resolver 22 for the second time> rotational speed threshold In this pattern, the current sensor Both the first output and the second output of 21 are zero. Therefore, the motor 3 is stopped. On the other hand, the output of the resolver 22 is below the rotation speed threshold at the first time and exceeds the rotation speed threshold at the second time. The fact that the motor 3 is actually stopped and the output of the resolver 22 becomes large cannot actually occur. In this case, the controller 20 determines that an abnormality has occurred in the resolver 22 (determination C).

Pattern (7):
First output of current sensor 21 = zero/output of first resolver 22 ≤ rotational speed threshold Output of second current sensor 21 = zero / second output of resolver 22 ≤ rotational speed threshold In this pattern, the current sensor Both the first output and the second output of 21 are zero, and the motor 3 is stopped. Regarding the output of the resolver 22, the first and second outputs are both below the rotation speed threshold, and it can be determined that the output is normal (determination A).

Pattern (9):
Output of current sensor 21 for the first time = other than zero / output of resolver 22 for the first time> rotation speed threshold Output of current sensor 21 for the second time = zero / output of resolver 22 for the second time> rotation speed threshold The first output of the sensor 21 is other than zero, but the second output is zero. In this case, it is estimated that the motor 3 was rotating when the sensor output was acquired for the first time, but stopped when the sensor output was measured for the second time. For example, when the main switch 33 of the vehicle is switched from on to off and then on again when the vehicle is on the verge of stopping, the output of the current sensor 21 changes as described above. Since the motor 3 is rotating when the output of the resolver 22 is first acquired, the output of the resolver 22 may exceed the rotation speed threshold value. The second output of the resolver 22 may exceed the rotation speed threshold value due to free running. Therefore, the controller 20 determines that there is no abnormality in this pattern as well (determination A). The patterns (11) and (15) are determined as A for the same reason. The pattern (13) shows that the output change of the current sensor 21 is the same as this pattern (10), but the output change of the resolver 22 is abnormal. The pattern (13) will be described later.

Pattern (10):
Output of current sensor 21 for the first time = other than zero / output of resolver 22 for the first time> rotation speed threshold value Output of current sensor 21 for the second time = other than zero / output of resolver 22 for the second time ≤ rotation speed threshold value In this pattern, Both the first output and the second output of the current sensor 21 are other than zero. Therefore, there is a high possibility that the motor 3 is rotating. When the main switch 33 is switched from ON to OFF while the vehicle is traveling and then switched back to ON, the vehicle is coasting and the above output pattern of the current sensor 21 can be caused. On the other hand, the output of the resolver 22 exceeds the rotation speed threshold at the first time, but is below the rotation speed threshold at the second time. Since the motor 3 is rotating, the output of the resolver 22 can change according to the rotation of the motor 3. Therefore, there may be a difference between the first output and the second output of the resolver 22. The controller 20 also determines that both the current sensor 21 and the resolver 22 are normal in this pattern. However, in this case, since the motor 3 is rotating, the controller 20 executes the zero torque control described later in order to stop the motor 3. Both the current sensor 21 and the resolver 22 are determined to be normal, but the determination that zero torque control is necessary is referred to as “determination D”. In each of the patterns (12), (14), and (16), both the first output and the second output of the current sensor 21 are other than zero, and are the determination D for the same reason.

Pattern (13):
Output of current sensor 21 for the first time = other than zero / output of resolver 22 for the first time ≤ rotational speed threshold value Output of current sensor 21 for the second time = zero / output of resolver 22 for the second time> rotational speed threshold value The first output of the sensor 21 is other than zero, but the second output is zero. In this case, the pattern is the same as that of the pattern (9), and it is estimated that the motor 3 was rotating when the sensor output was acquired for the first time but stopped when the sensor output was measured for the second time. On the other hand, the first output of the resolver 22 is less than or equal to the rotation speed threshold, and the second output is above the rotation speed threshold. It is obviously abnormal that the output of the resolver 22 increases while the rotation speed of the motor 3 decreases from the first time to the second time. Therefore, in this case, the controller 20 determines that an abnormality has occurred in the resolver 22 (determination C).

Since the determinations A and D are determinations that no abnormality has occurred in the current sensor 21 and the resolver 22, the controller 20 closes the main relay 12 and opens the sub relay 13 after the precharge, and executes the system startup process. It ends normally. In addition, in the case of the determination D, the zero torque control is performed as described above. The case of determination D is a case where the motor 3 is rotating and regenerative power is generated. In this case, the controller 20 operates the voltage converter circuit 16 and the inverter circuit 17. The controller 20 controls the voltage converter circuit 16 and the inverter circuit 17 so that the electric power from the high-voltage battery 2 to the motor 3 is canceled by the regenerative electric power and the current no longer flows between the inverter circuit 17 and the motor 3. Such control is zero torque control. Then, in the motor 3, a torque that acts in a direction to stop the regenerative electric power, that is, a torque that decelerates the rotation of the motor 3 is generated. The controller 20 performs the above-described zero torque control to decelerate the motor 3, that is, the vehicle. When the vehicle does not stop even after performing the zero torque control for a predetermined time, the controller 20 determines that some unspecified abnormality has occurred, stores data indicating the abnormality in the diagnostic memory, and Turn on the warning light on the instrument panel and stop system startup. The diagnostic memory is a non-volatile memory, and is a memory for storing information for the service staff to grasp the vehicle state at the time of maintenance of the hybrid vehicle 100.

The determination B is when the current sensor 21 is abnormal. If an abnormality occurs in the current sensor 21, the traveling motor 3 cannot be controlled normally. In this case, the controller 20 stores data indicating that an abnormality has occurred in the current sensor 21 in the diagnostic memory, lights a warning light on the instrument panel, and suspends the system startup.

The judgment C is a case where an abnormality has occurred in the resolver 22. Even when the resolver 22 has an abnormality, the traveling motor 3 cannot be normally controlled. In this case as well, the controller 20 stores data indicating that an abnormality has occurred in the resolver 22 in the diagnostic memory, turns on the warning light on the instrument panel, and suspends the system startup.

As described above, the motor control device 10 of the embodiment obtains the outputs of the current sensor 21 and the resolver 22 twice when the system is activated, and detects the abnormality of the current sensor 21 and the resolver 22 from the two outputs. The characteristics of the motor control device 10 of the embodiment are as follows. The motor control device 10 includes a resolver 22, a power converter 15, a main relay 12, a sub relay 13, a current limiting resistor 14, a current sensor 21, and a controller 20. The resolver 22 is a sensor that measures the rotation speed of the motor 3. The resolver 22 starts to be supplied with electric power when the main switch 33 of the vehicle is turned on.

The power converter 15 is connected between the high voltage battery 2 and the motor 3. The power converter 15 includes capacitors 18 and 19 that are charged by the power of the high voltage battery 2. The power converter 15 also has a function of converting the electric power of the high-voltage battery 2 into the driving power of the motor 3 and a function of converting the electric power generated by the motor 3 (regenerative electric power) into the electric power for charging the high-voltage battery 2. Have. The main relay 12 is a switch that connects or disconnects the high voltage battery 2 and the power converter 15. The sub-relay 13 is a switch that is connected in parallel with the main relay 12 and connects or disconnects between the high-voltage battery 2 and the power converter 15. The current limiting resistor 14 is connected in series with the sub relay 13 and limits the current flowing through the sub relay 13 to a predetermined magnitude. The current limiting resistor 14 is connected in parallel with the main relay 12. The current sensor 21 is a sensor that measures a current flowing between the power converter 15 and the motor 3.

When the main switch 33 is turned on, the controller 20 closes the sub relay 13 and precharges the capacitors 18 and 19, and then closes the main relay 12. The controller 20 acquires the outputs (first output) of the resolver 22 and the current sensor 21 after the main switch 33 is turned on. The controller 20 again acquires the outputs (second output) of the resolver 22 and the current sensor 21 after a predetermined time has elapsed. Then, the controller 20 determines whether or not an abnormality has occurred in one of the resolver 22 and the current sensor 21 based on the magnitudes of the first output and the second output.

The technology disclosed in this specification is suitable for application to not only hybrid vehicles but also electric vehicles that do not have an engine.

Specific examples of the present invention have been described above in detail, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. The technical elements described in the present specification or the drawings exert technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. Further, the technique illustrated in the present specification or the drawings can simultaneously achieve a plurality of purposes, and achieving the one purpose among them has technical utility.

2: High voltage battery 3: Motor 4: Engine 5: Gear box 6: Axle 10: Motor control device 11: System main relay 12: Main relay 13: Sub relay 14: Current limiting resistor 15: Power converter 16: Voltage converter circuit 17: Inverter circuit 18, 19: Capacitor 20: Controller 21: Current sensor 22: Resolver 31: Auxiliary battery 32: Main switch monitor circuit 33: Main switch 34: IG relay 100: Hybrid vehicle

Claims (1)

A motor control device for controlling a motor for running an electric vehicle,
A resolver for measuring the number of rotations of the motor, wherein the resolver starts to be supplied with power when a main switch of the electric vehicle is turned on,
A power converter that is connected between a battery and the motor and that has a function of converting electric power of the battery into drive power of the motor and a function of converting electric power generated by the motor into electric power for charging the battery. A vessel,
A current sensor that measures a current flowing between the power converter and the motor;
And a controller,
The controller is
After the main switch is turned on, the output (first output) of the resolver and the current sensor is acquired,
After a lapse of a predetermined time, the outputs (second output) of the resolver and the current sensor are acquired again,
A motor control device that determines whether or not an abnormality has occurred in one of the resolver and the current sensor based on the values of the first output and the second output.

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