KR101734259B1 - System and method for control of motor - Google Patents

Abstract

And more particularly, to a motor control apparatus and method for a vehicle.
A motor control device of a vehicle maps and stores corresponding current commands for respective motor required torque and motor rotational speed and generates a plurality of current maps generated by using motor reference products of different counter electromotive forces, Obtains a current command corresponding to a current motor required torque of the vehicle and a current motor rotational speed from at least one current map selected by the control current map, A control signal generator for generating a current control signal based on the current command, and a current controller for controlling a current applied to the motor based on the current control signal.

Description

TECHNICAL FIELD [0001] The present invention relates to a motor control apparatus,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0002] The present invention relates to a motor control apparatus and method thereof, and more particularly, to a control apparatus and method for a motor mounted on an environmentally friendly vehicle.

Eco-friendly vehicles represent pollution-free or low-pollution vehicles with high energy consumption efficiency. Typical examples of environmentally friendly vehicles include an electric vehicle that uses an electrically driven motor as a power source, a hybrid electric vehicle that uses an engine driven by burning fossil fuel, and an electrically driven motor as a power source, May be included.

Hybrid vehicles use a motor with a relatively low torque characteristic at a low speed as the main power source and an engine with a relatively high torque characteristic at high speed as a main power source. As a result, the hybrid vehicle has an effect of improving the fuel economy and reducing the exhaust gas by stopping the engine using the fossil fuel in the low speed section and using the motor as the main power source.

The motor used in the hybrid vehicle includes a surface permanent magnet (SPM) type in which permanent magnets are attached to the outer circumferential surface of a rotor core, and a permanent magnet type permanent magnet in which a permanent magnet is inserted into the rotor core (Internal Permanent Magnet, IPM) type. IPM type motors can be small size and high output, and most hybrid vehicles use IPM type motors. The IPM motor generates a current command using a current map that uses a torque command (required torque) and a motor rotational speed (or magnetic flux) as inputs, and performs pulse width modulation (PWM) To the motor. The torque of the IPM motor is proportional to the flux intensity of the permanent magnet, and the flux intensity of the permanent magnet corresponds to the back electromotive force of the motor.

On the other hand, when the motor is mass-produced, deviation of the permanent magnet strength of the motor occurs due to deviation of the manufacturing phase, and such deviation of the permanent magnet strength causes the back electromotive force deviation of the motor. Accordingly, when the motor control is performed using the current map constructed by using the data of the test of the reference product, a phenomenon occurs that a torque deviation occurs and the motor operates out of the maximum efficiency operating point. Further, since the motor operates out of the maximum efficiency spinning point, fuel efficiency and power performance of the vehicle are lowered, and the battery is overcharged.

An object of the present invention is to provide a motor control apparatus and method for improving fuel economy and performance by compensating a back electromotive force deviation of a motor so that the motor operates at a maximum efficiency operating point.

According to an aspect of the present invention, there is provided a motor control apparatus for a vehicle, which maps and stores a corresponding current command for each of a motor required torque and a motor rotation speed, and uses a motor reference product having different back electromotive force Selecting at least one of the plurality of current maps as a current map for control of the motor on the basis of the plurality of generated current maps and the counter electromotive force of the motor, A control signal generator for obtaining a current command corresponding to a current motor rotation speed and generating a current control signal based on the current command and a current controller for controlling a current applied to the motor based on the current control signal .

According to another aspect of the present invention, there is provided a motor control method for a vehicle, comprising: selecting at least one of a plurality of current maps corresponding to different counter electromotive forces as a current map for control based on a counter electromotive force of the motor; Receiving a current command corresponding to a current motor required torque of the vehicle and a current motor rotational speed from a current map, generating a current control signal based on the current command, and calculating a current applied to the motor based on the current control signal Wherein the plurality of current maps map and store a corresponding current command for each of the motor required torque and the motor rotational speed and can be generated using motor reference products of different counter electromotive forces.

According to the embodiments of the present invention, there is an effect of improving the fuel consumption and the performance by compensating the back electromotive force deviation of the motor so that the motor operates at the maximum efficiency operating point.

1 is a schematic configuration diagram of a hybrid vehicle that performs a motor control method according to an embodiment of the present invention.
2 is a view for explaining an IPM type motor.
Fig. 3 shows an example of the distribution of counter electromotive force when the motor is mass-produced.
4 is a schematic view illustrating a motor control apparatus according to an embodiment of the present invention.
FIG. 5 illustrates an example in which the motor control point is controlled differently according to the counter electromotive force in the motor control apparatus according to an embodiment of the present invention.
6 is a flowchart schematically illustrating a method of estimating a counter electromotive force of a vehicle according to an embodiment of the present invention.
7 is a flowchart schematically showing a motor control method of a vehicle according to an embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may be embodied in many different forms and is not limited to the embodiments described herein.

In order to clearly illustrate the embodiments of the present invention, portions that are not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when a component is referred to as "comprising ", it does not exclude other components in a direction that satisfies the driving force of the vehicle and the efficient operating point of the engine unless specifically stated otherwise. It can be included.

Hereinafter, a motor control apparatus and a method thereof according to an embodiment of the present invention will be described with reference to necessary drawings.

FIG. 1 is a schematic block diagram of a hybrid vehicle that carries out a motor control method according to an embodiment of the present invention. The TMED (Power Transmission Mounted Electric Device) powertrain, in which a motor, a transmission and a drive shaft are connected in series, And a hybrid vehicle using phosphorus as an example. 2 is a view for explaining an IPM type motor.

Meanwhile, the hybrid vehicle shown in FIG. 1 is for illustrating an embodiment of the present invention, and the technical idea of the present invention is not limited thereto. The technical idea of the present invention is applicable to all kinds of hybrid vehicles having a motor as a power means.

1, a hybrid vehicle according to an embodiment of the present invention includes an engine 10, a motor 20, an engine clutch 30, a transmission 40, a gear device 50, a battery 60, A starter generator 70, a wheel 80, and the like.

The engine 10 generates power by burning fuel.

The motor 20 assists the power of the engine 10 and acts as a generator when braking to generate electrical energy. The motor 20 may be embodied as an internal permanent magnet (IPM) type in which a permanent magnet 22 is inserted into the rotor core 21, as shown in FIG.

The electric energy generated by the motor 20 may be stored in the battery 60. [

The engine clutch 30 is connected between the engine 10 and the motor 20 and interrupts power transmission between the engine 10 and the motor 20. [

The transmission 40 is connected in series with the motor 20 and can transmit the power generated by the engine 10 to the wheel 80 by changing the rotational force to a required rotational speed according to the speed.

The gear device 50 can transmit the driving force shifted by the transmission 40 to the wheel 80. [ In FIG. 1, the gear device 50 is a differential gear (DG). However, the gear device 50 may be a gear device other than the differential gear device.

The starter generator 70 may start the engine 10 or perform the power generation by the rotational force of the engine 10. [ 1, the starting generator 70 is an HSG (hybrid starter & generator). However, the starting generator 70 may be implemented as an integrated starter & generator (ISG).

The hybrid vehicle according to an embodiment of the present invention includes a hybrid control unit (HCU) 200, an engine control unit (ECU) 110, a motor control unit (MCU) 120, a transmission control unit (TCU) 140, a battery control unit 160, and the like.

The hybrid controller 200 is a top-level controller that integrally controls lower-level controllers connected to the network, and collects and analyzes information of the lower-level controllers to control the overall operation of the hybrid vehicle.

The engine controller 110 can control the overall operation of the engine 10 in conjunction with the HCU 200 connected to the network.

The motor controller 120 can control the overall operation of the motor 20 in conjunction with the HCU 200 connected to the network.

The transmission controller 140 controls an electric actuator or a hydraulic actuator provided in the transmission 40 under the control of the HCU 200 connected to the network to control the gear engagement of the target speed change stage. That is, the transmission controller 140 can control the interruption of the power generated in the engine 10 by controlling the plurality of engine clutches constituting the transmission 40 via the actuator.

The battery controller 160 manages and controls the state of charge (SOC) of the battery 60 by detecting the information such as the voltage, the current, and the temperature of the battery 60 and controls the charging / Do not overcharge to below voltage or overcharge to above threshold voltage.

The hybrid vehicle of the above-described structure includes an EV mode (electric vehicle mode), which is a pure electric vehicle mode using only the power of the motor 20, Which is a regenerative braking mode for charging the battery 60 by recovering the braking and inertia energy through the electric power generation of the motor 20 when the vehicle is running due to the braking or inertia of the hybrid vehicle, A regenerative braking mode, and the like.

The hybrid vehicle having the above-described structure includes a motor control device (see reference numeral 400 in FIG. 2, which will be described later), and can control the output of the motor 20 through the motor control device 400.

Meanwhile, according to an embodiment of the present invention, the motor control device 400 may be included in at least one controller 110, 120, 140, 160, 200 constituting the hybrid vehicle. For example, the motor control device 400 may be included in the motor controller 120.

Before explaining the motor control apparatus according to an embodiment of the present invention, the reason why the maximum efficiency operation point of the motor is varied due to the back electromotive force deviation of the motor will be described with reference to FIG.

The torque T of the IPM type motor 20 can be expressed by the following equation (1).

[Equation 1]

In Equation (1),? Represents the flux intensity of the permanent magnet (22). Also, id and iq represent the d-axis current and the q-axis current, respectively, and Ld and Lq denote the d-axis inductance and the q-axis inductance, respectively. Referring to Equation (1), the torque of the motor (20) is proportional to the flux (?) Of the permanent magnet (22). The flux intensity? Of the permanent magnet 22 is proportional to the counter electromotive force of the motor 20.

Fig. 3 shows an example of the distribution of counter electromotive force when the motor is mass-produced.

Referring to FIG. 3, the motor 20 can be distinguished into a counter-electromotive force lower limit product and a counter-electromotive force upper limit product by comparing counter-electromotive force at the time of mass production with a counter-electromotive force reference value. Typically, the current map used to control the motor 20 is designed so that the reference product can be operated at maximum efficiency through experiments using a motor reference product. In generating the current map, when generating the current map from the first motor to the reference product, the motor having the counter electromotive force similar to that of the first motor is capable of the maximum efficiency operation. However, in the case of a motor having a large back EMF deviation with respect to the first motor, such as the second motor, when the control is performed using the current map set with reference to the first motor, the motor runs out of the maximum efficiency operating point.

Therefore, in one embodiment of the present invention, the current applied to the motor 20 is controlled in a direction to compensate for the counter electromotive force deviation of the motor 20 so that the motor 20 can operate at the maximum efficiency operating point. To this end, the motor control apparatus 400 described later includes a plurality of current maps to which different counter electromotive forces are associated. The motor control apparatus 400 controls the motor 20 (any one of the plurality of current maps) based on the counter electromotive force estimated from the motor 20 And the like.

Hereinafter, a motor control device 400 according to an embodiment of the present invention will be described in detail with reference to FIG.

4 is a schematic view illustrating a motor control apparatus according to an embodiment of the present invention. FIG. 5 illustrates an example in which the motor control point is controlled differently according to the counter electromotive force in the motor control apparatus according to an embodiment of the present invention.

4, the motor control device 400 includes a plurality of current maps 411, 412, and 413, a counter electromotive force estimation unit 420, a control signal generation unit 430, (440), and the like. On the other hand, the components of the motor control device 400 shown in Fig. 4 are not essential, so that the motor control device 400 can be provided to include more or fewer components than those shown in Fig. 4 .

Each of the current maps 411, 412, and 413 maps a corresponding current command for each of the motor required torque and the motor rotational speed (or magnetic flux). The current maps 411, 412, and 413 map different current commands according to the motor required torque and the motor rotational speed . When the current motor required torque and the motor rotational speed of the vehicle are input, the corresponding current command is read out and output to the output. The current command output from each of the current maps 411, 412, and 413 may include a d-axis current command and a q-axis current command.

The plurality of current maps 411, 412, and 413 may correspond to different counter electromotive forces. That is, the plurality of current maps 411, 412, and 413 can be generated by using data obtained by experimenting motor reference products having different counter electromotive forces. For example, the plurality of current maps 411, 412, and 413 can be generated by using experimental data obtained by experimenting a plurality of motor reference products corresponding to the counter electromotive force lower limit product, the reference product, and the upper product, respectively have.

The plurality of current maps 411, 412, and 413 may be set using experiment data (output torque) measured while sweeping the applied current, respectively, for the corresponding motor reference product. That is, the output torque of the motor reference product is measured while changing the current applied to the motor reference product, and the current maps 411, 412, and 413 are generated based on the applied current at the point where the measured output torque meets the maximum efficiency operation point. Lt; / RTI >

On the other hand, motor reference products having different counter electromotive forces exhibit different output torque as the current sweeps. Accordingly, the current operation points for operating at the maximum efficiency operating point can be set to be different from each other in the respective current maps 411, 412, and 413 as shown in FIG.

On the other hand, the inductance of the motor 20 varies depending on the counter electromotive force.

The inductance deviations Ld and Lq of the motor 20 act as factors that change the output torque of the motor 20 and the inductances Ld and Lq are added to the output torque of the motor 20. [ The deviation is reflected and output.

Therefore, when each current map 411, 412, 413 is generated based on experimental data (output torque) obtained using different motor reference products as described above, each current map 411, 412, 413 It is possible to set not only the deviation of the back electromotive force of the motor reference product but also the inductance deviation.

The back electromotive force estimation unit 420 performs a function of estimating a back electromotive force of the motor 20. [ The counter electromotive force estimator 420 can estimate the counter electromotive force of the motor 20 in the process of correcting the offset of the resolver.

The resolver is an angle sensor for detecting the position of the rotor by detecting the rotation angle of the motor 20, and an offset deviation occurs due to the manufacturing phase deviation when the motor 20 is mass-produced. Therefore, in the vehicle, calibration is essentially performed in a process for compensating for the resolvo-offset deviation.

Equation 2 below shows a voltage equation for calculating the d-axis voltage Vd and the q-axis voltage Vq of the motor 20, respectively, as motor synchronous coordinate formulas used at the time of resolver offset correction.

&Quot; (2) "

In the above equation (2), Rs represents the armature winding resistance of the motor 20, and? Represents the rotation speed (RPM). Also, phi denotes the flux linkage strength of the permanent magnet 22, and id and iq denote the d-axis current and the q-axis current, respectively.

In order to estimate the resolver offset, first, the ignition device IGnition IG is turned ON and the engine 10 and the motor 20 The clutch 30 is engaged. Further, zero current control is performed to converge the d-axis current id and the q-axis current iq of the motor 20 to zero. The d-axis voltage Vd and the q-axis voltage Vq of the motor 20 are expressed by the following equations (3) and (3) when the d- axis current id and the q- And output.

&Quot; (3) "

The d-axis voltage converges to zero and the q-axis voltage Vq converges to zero as the d-axis current id and the q-axis current iq of the motor 20 are subjected to zero current control, (?) And the rotation speed (RPM) of the rotor (20).

Therefore, the reciprocating speed strength? Of the motor 20 can be obtained as shown in Equation (4) below.

&Quot; (4) "

In the resolver offset correction process, the motor rotational speed of the vehicle is controlled to maintain a predetermined speed (for example, 1200 rpm). Therefore, the counter electromotive force estimator 420 can obtain the flux linkage strength? Of the motor 20 using the above Equation (4) in the resolver offset estimation process.

The counter electromotive force of the motor 20 is proportional to the flux linkage strength?. Therefore, the counter electromotive force estimator 420 can estimate the back electromotive force or the back electromotive force deviation of the motor 20 from the flux linkage speed? Of the motor 20 detected through Equation (4) above.

The counter electromotive force estimating unit 420 calculates the counter electromotive force based on the flux linkage strength of the motor 20 acquired through the zero current control and the motor reference product corresponding to each current map 411, 412, and 413 in the resolver offset estimation process The back electromotive force deviation of the motor 20 with respect to the motor reference product corresponding to each of the current maps 411, 412, and 413 can be estimated by comparing the flux linkage velocities obtained through the zero current control in the resolver offset estimation process have.

&Quot; (5) "

Vq_ref represents a q-axis voltage obtained by zero current control for a motor reference product corresponding to each of the current maps 411, 412, and 413, and Vq represents zero current control for the motor 20 Axis voltage.

Referring to Equation (5), the linkage velocity deceleration DELTA phi of the motor 20 corresponds to the q-axis voltage Vq_ref obtained through the zero current control for the motor reference product and the zero current control for the motor 20 (? Vq) between the q-axis voltage (Vq)

The back electromotive force estimator 420 can estimate the back electromotive force current deviation for each motor reference product from the linkage velocity deviation ΔΦ of the motor 20 with respect to each motor reference product as described above.

The motor control device 400 is configured to estimate the back electromotive force deviation with respect to the motor reference product corresponding to each of the current maps 411, 412, and 413 based on the motor references 411, 412, and 413 For the product, the flux linkage strength obtained through the zero current control in the resolver offset estimation process can be stored in an internal memory (not shown).

The control signal generator 430 selects at least one of the plurality of current maps 411, 412 and 413 as the current map for controlling the motor 20 in accordance with the counter electromotive force of the motor 20, The current control signal can be outputted by using the current command output from the map. That is, the control signal generator 430 selects the current map of the motor reference product having the counter electromotive force most similar to the motor 20 among the plurality of current maps 411, 412, and 413, and outputs a current command output from the selected current map So that the current control signal can be outputted.

The control signal generator 430 generates a control signal based on the flux intensity of the motor 20 obtained in the resolver offset estimation process in the back electromotive force estimation unit 420 and outputs the current map 411, It is possible to obtain a motor reference product having a counter electromotive force most similar to that of the motor 20 among the motor reference products.

The control signal generator 430 calculates the flux intensity of the motor 20 and the current maps 411, 412, and 413 obtained in the resolver offset estimation process in the back electromotive force estimator 420 to determine the counter- To compare the flux linkage strength of the corresponding motor reference product. Then, it is possible to determine that the motor reference product having the closest kinematic strength is compared to the motor reference product having the most similar counter electromotive force to the motor 20, and the corresponding current map can be selected as the current map for controlling the motor 20. In other words, the control signal generator 430 calculates the reciprocating speed difference value between the motor 20 and the motor reference products, and the motor reference product having the smallest speed difference value of the shinker speed is used as the motor 20 and the counter electromotive force It is determined that the current map is the most similar, and the corresponding current map can be selected as the current map for controlling the motor 20.

The control signal generator 430 generates a control signal for controlling the motor 20 based on the control signal generated by the control signal generating unit 430, When there are two motor reference products, the control signal generator 430 can select two current maps corresponding to the two motor reference products having the same strongest kinetic intensities as the current map for controlling the motor 20.

When the current map for controlling the motor 20 is selected from among the plurality of current maps 411, 412, and 413, the control signal generating unit 430 generates a current control signal using the current command output from the current map.

When one current map for controlling the motor 20 is selected, the control signal generator 430 outputs a current command output from the current map as a current control signal. When two current maps for controlling the motor 20 are selected, the control signal generator 430 receives both current commands from the two current maps and performs interpolation processing such as interpolation and extrapolation between the two current commands, And outputs a signal.

The current control signal output from the control signal generator 430 may include a d-axis current command and a q-axis current command.

The current control unit 440 controls the three-phase current applied to the motor 20 by performing pulse width modulation (PWM) on the basis of the current control signal output from the control signal generation unit 430.

Hereinafter, a motor control method of a vehicle according to an embodiment of the present invention will be described in detail with reference to FIG. 6 and FIG.

6 is a flowchart schematically illustrating a method of estimating a counter electromotive force of a vehicle according to an embodiment of the present invention.

Referring to FIG. 6, as the starting device of the vehicle is turned on to correct the resolver offset (S100), the vehicle starts resolver offset correction (S110). That is, the vehicle positions the gear stage of the transmission 40 neutral (N-th stage) for joining the clutch 30 between the engine 10 and the motor 20 for the resolver offset correction, ) To a predetermined speed (for example, 1200 RPM).

Thereafter, the vehicle performs zero current control for adjusting the d-axis current and the q-axis current of the motor 20 to zero (S120), and the d-axis voltage of the motor 20 through the zero current control and the resolver offset change And the q-axis voltage of the motor 20 is obtained in a converged state of 0 (S130).

Then, the vehicle calculates the flux linkage strength of the motor 20 from the q-axis voltage of the motor obtained in the zero current control state (S140).

The flux linkage strength of the motor 20 corresponds to the counter electromotive force of the motor 20. Therefore, the vehicle can estimate the back electromotive force or the back electromotive force deviation of the motor 20 from the flux linkage strength obtained in step S140 (S150).

7 is a flowchart schematically showing a motor control method of a vehicle according to an embodiment of the present invention.

7, the motor control device 400 of the vehicle selects at least one current map of the plurality of current maps 411, 412, 413 as the current map for controlling the motor 20 based on the counter electromotive force of the motor 20 (S200).

In step S200, the motor control device 400 calculates the current map 411, 412, and 413 using the flux intensity of the motor 20 acquired in the resolver offset estimation process in the back electromotive force estimation unit 420, A motor reference product having a counter electromotive force most similar to that of the motor 20 is selected from among the motor reference products corresponding to the current map 411, 412, and 413, and a current map of at least one of the plurality of current maps 411, 412, and 413 can be selected according to the selection result.

The motor control apparatus 400 of the vehicle calculates the flux intensity of the motor 20 obtained in the resolver offset estimation process in the back electromotive force estimation section 420 and the flux intensity of the motor 20 obtained in each of the current maps 411, ) Is compared with the flux linkage strength of the corresponding motor reference product. As a result of the comparison, it is determined that at least one motor reference product having the smallest kinetic energy difference value is determined to be most similar to the motor 20 and the corresponding current map is selected as the current map for controlling the motor 20 have.

Meanwhile, the motor control device 400 determines whether the intensity of the flux of the motor 20 corresponds to the intermediate value of the intensity of the flux of the two motors, If a motor reference exists, two current maps may be selected corresponding to the two motor references. The control signal generator 430 can select two current maps corresponding to the two motor reference products having the strongest flux linkage strengths as the current map for controlling the motor 20. [

If there are a plurality of current maps selected in step S200 (S210), the motor control device 400 receives a current command corresponding to the current motor required torque and the motor rotational speed (or magnetic flux) from the selected two current maps. The received current commands are subjected to interpolation processing such as extrapolation, interpolation, and the like to generate a current control signal (S220).

On the other hand, if there is one current map selected in step S200 (S210), the motor control device 400 determines a current command output corresponding to the current motor required torque and the motor rotation speed (or magnetic flux) from the selected current map And outputs it as a current control signal (S230). That is, the current command outputted from the selected current map is outputted as a current control signal.

When the current control signal is generated, the motor control apparatus 400 controls the three-phase current applied to the motor 20 by performing pulse width modulation (PWM) based on the current control signal (S240).

According to the present invention, in the practice of the present invention, a plurality of current maps are constructed using motor reference products having different counter electromotive forces, and a current map corresponding to the counter electromotive force most similar to the motor back electromotive force By controlling the applied current, it is possible to compensate for the back EMF deviation of the motor, thereby minimizing the fuel consumption and performance degradation due to the back EMF deviation of the motor.

The motor control method according to the embodiment of the present invention can be executed through software. When executed in software, the constituent means of the present invention are code segments that perform the necessary tasks. The program or code segments may be stored in a processor read functional medium.

A computer-readable recording medium includes all kinds of recording apparatuses in which data that can be read by a computer system is stored. Examples of the computer-readable recording device include ROM, RAM, CD-ROM, DVD-ROM, DVD-RAM, magnetic tape, floppy disk, hard disk and optical data storage device. Also, the computer-readable recording medium may be distributed over a network-connected computer device so that computer-readable code can be stored and executed in a distributed manner.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are illustrative and explanatory only and are intended to be illustrative of the invention and are not to be construed as limiting the scope of the invention as defined by the appended claims. It is not. Therefore, those skilled in the art can readily select and substitute it. Those skilled in the art will also appreciate that some of the components described herein can be omitted without degrading performance or adding components to improve performance. In addition, those skilled in the art may change the order of the method steps described herein depending on the process environment or equipment. Therefore, the scope of the present invention should be determined by the appended claims and equivalents thereof, not by the embodiments described.

Claims (18)

A plurality of current maps generated by using a motor reference product of different back electromotive force,
Selecting at least one of the plurality of current maps as a current map for control of the motor on the basis of the counter electromotive force of the motor, calculating at least one current map corresponding to the current motor required torque and current motor rotational speed A control signal generator for acquiring a current command and generating a current control signal based on the current command,
And a current control unit for controlling a current applied to the motor based on the current control signal. The method according to claim 1,
Wherein the control signal generator selects at least one motor reference product having the highest counter-electromotive force similarity with the motor among the plurality of motor reference products corresponding to the plurality of current maps, and calculates a current corresponding to the selected at least one motor reference product And selects the map as the control current map. 3. The method of claim 2,
Wherein the plurality of motor reference products correspond to the counter electromotive force lower limit products, the counter electromotive force reference products, and the counter electromotive force upper limit products, respectively. 3. The method of claim 2,
Wherein the control signal generation unit generates a plurality of current commands corresponding to the current motor required torque and the current motor rotational speed from a plurality of current maps selected by the control current map, And generates the current control signal by interpolating the plurality of current commands received and received. 3. The method of claim 2,
Wherein the control signal generator compares the flux linkage intensities between the motor and the plurality of motor reference products to determine the back electromotive force similarity. 6. The method of claim 5,
Wherein the flux linkage strength of the motor is obtained from a q-axis voltage measured by zero current control of a d-axis current and a q-axis current applied to the motor. The method according to claim 6,
Wherein the flux linkage strength of the motor is obtained in a resolver offset correction process of the motor. The method according to claim 1,
Wherein the plurality of current maps are generated using experimental data obtained by sweeping an applied current for a corresponding motor reference product. In a motor control method for a vehicle,
Selecting at least one of a plurality of current maps corresponding to different counter electromotive forces as a current map for controlling the motor based on the back electromotive force of the motor,
Receiving a current command corresponding to a current motor required torque of the vehicle and a current motor rotational speed from at least one current map selected by the control current map,
Generating a current control signal based on the current command, and
And controlling a current applied to the motor based on the current control signal,
Wherein the plurality of current maps are generated by mapping a corresponding current command for each of the motor required torque and the motor rotational speed, and using the motor reference product of different back electromotive force. 10. The method of claim 9,
Wherein the selecting comprises:
And selecting at least one motor reference product having the highest counter-electromotive force similarity degree among the plurality of motor reference products corresponding to the plurality of current maps as the control current map. 11. The method of claim 10,
Wherein the plurality of motor reference products correspond to counter-electromotive force lower limit products, counter-electromotive force reference products, and counter electromotive force upper limit products, respectively. 11. The method of claim 10,
Wherein the receiving comprises:
And receiving, when a plurality of current maps selected by the control current map are present, a plurality of current commands output from the plurality of current maps selected by the control current map in correspondence with the current motor required torque and the current motor rotational speed Motor control method. 13. The method of claim 12,
Wherein the generating comprises:
And interpolating the plurality of current commands to generate the current control signal when a plurality of current maps are selected as the control current map. 11. The method of claim 10,
Wherein the step of selecting at least one motor reference product having the highest back EMF similarity as the control current map comprises:
And comparing the flux linkage intensities between the motor and the plurality of motor reference articles to determine the back electromotive force similarity. 15. The method of claim 14,
Wherein the flux linkage strength of the motor is obtained from a q-axis voltage measured by zero current control of a d-axis current and a q-axis current applied to the motor. 16. The method of claim 15,
Wherein the flux linkage strength of the motor is obtained in a resolver offset correction process of the motor. 10. The method of claim 9,
Wherein the plurality of current maps are generated using experimental data obtained by sweeping applied currents for a corresponding motor reference product. 18. A program stored on a recording medium for executing the method of any one of claims 9 to 17.

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