JP6433728B2 - Vehicle control device - Google Patents

Description

  Embodiments described herein relate generally to a vehicle control device.

  2. Description of the Related Art Conventionally, a vehicle attitude control technique for controlling the inclination of a vehicle by adjusting the vertical position of wheels provided on the vehicle is known. As a conventional technique for controlling the attitude of such a vehicle, the height of the wheel relative to the vehicle body is determined by using a plurality of motors so as to quantitatively evaluate the ease of the vehicle falling and to prevent the vehicle from falling. There is a technology to adjust.

  As a technique for controlling a plurality of motors, a motor control system capable of controlling a plurality of motor operations based on position information from one external position detector is known (see, for example, Patent Document 1).

  When two motors are controlled synchronously, the motor speed and position are added to each other by the speed control of the motor rotation speed and the relative position control, and the added value is halved to synchronize the two motors. A motor control device for controlling is known (for example, see Patent Document 2).

  Further, in a synchronous control system that operates a plurality of motors synchronously, a technique is known in which any one is a master and a driving device other than the master is a slave, and the plurality of motors are operated synchronously (see, for example, Patent Document 3). ).

  In addition, in a motor control apparatus for driving one driven body with a plurality of motors, a technique for eliminating the bias of the integral value of the integral element by making the output of each integral element of the speed control unit the same is known. (For example, see Patent Document 4).

  Furthermore, in the motor position control method, a technique is known in which a compensation means is provided only in one of the speed loops having double redundant windings, thereby simultaneously preventing an error in the other speed loop ( For example, see Patent Document 5).

JP 2012-90385 A JP 2007-288925 A Japanese Patent No. 4893075 Japanese Patent No. 3537416 JP-A-7-147788

  In these prior arts, it is desired to more fully cope with a failure while performing control on a plurality of motors equally and stably.

  A vehicle control device according to an embodiment controls a drive shaft that drives a plurality of wheels provided in a vehicle to adjust a position of the vehicle, and a first motor and a first motor of the first motor. A first electric angle sensor for detecting an electric angle; a second electric angle sensor for detecting a second electric angle of the second motor; an absolute angle sensor for detecting an absolute rotation angle of the drive shaft; and the first motor. A first control unit that performs control for stabilizing the posture of the vehicle, and a second control unit that performs control for stabilizing the posture of the vehicle with respect to the second motor. The first control unit includes a first position proportional control unit and a first speed proportional integration control unit, and performs position control for stabilizing the posture of the vehicle. The second control unit A posture of the vehicle, comprising a proportional control unit and a second speed proportional integral control unit; Position control for stabilization is performed, and the first position proportional control unit is configured to convert an absolute rotation angle detected by the absolute angle sensor and a first electrical angle detected by the first electrical angle sensor during initial operation. A first preset value is calculated based on the first preset value and the actual angle calculated from the first electrical angle is sent to the second position proportional control unit; An actual angle is calculated from the first electrical angle detected by the angle sensor and the first preset value, and proportional control is performed based on the input position command and the actual angle, and the second position proportional control unit is In the initial operation, a second preset value is calculated based on the actual angle acquired from the first position proportional control unit and the second electrical angle detected by the second electrical angle sensor. The second electrical angle sensor during operation Calculates the actual angular and a second electrical angle is detected that the second preset value, performs proportional control on the basis of said real angular and position command input.

  With this configuration, as an example, smooth position control, speed control, and torque control can be performed during the initial operation, and after the initial operation, the first motor and the second motor are controlled equally and stably while failing. It is possible to deal with time more fully.

In the vehicle control device according to the embodiment, the first position proportional control unit detects the absolute rotation angle detected by the absolute angle sensor and the first electric angle sensor as the first preset value during the initial operation. The first difference from the first electrical angle is calculated, and the actual angle is calculated by adding the first electrical angle detected by the first electrical angle sensor during the operation after the initial operation and the first difference. The second position proportional control unit, during the initial operation, as the second preset value, the actual angle acquired from the first position proportional control unit and the second electrical angle sensor detected by the second electrical angle sensor. A second difference from the angle is calculated, and the second electrical angle detected by the second electrical angle sensor during the operation after the initial operation is added to the second difference to calculate an actual angle.

  With this configuration, as an example, the actual angle can be calculated with higher accuracy, and the accuracy of position control can be further improved.

  In the vehicle control device according to the embodiment, the first control unit and the second control unit may include a rotation speed that is an output from the first position proportional control unit and the second position proportional control unit, and the first control unit. A speed proportional integral control unit that inputs an electrical angle or the second electrical angle, performs a control based on the rotational speed and the first electrical angle or the second electrical angle, and outputs a current command; The speed proportional integral control unit performs proportional control when the first control unit or the second control unit is operating normally, and an abnormality occurs in the first control unit or the second control unit, Proportional integral control is performed.

  With this configuration, as an example, it is possible to avoid the A / D conversion and the arithmetic quantum interference due to the integration element when driving the first motor and the second motor, and to improve the position accuracy.

  In the vehicle control device of the embodiment, the speed proportional integral control unit performs the proportional control by setting an integral element to 0 when the first control unit or the second control unit is operating normally. When an abnormality occurs in the first control unit or the second control unit, the proportional integral control is performed by setting the integral element to a value other than zero.

  With this configuration, as an example, it is possible to avoid the A / D conversion and the arithmetic quantum interference due to the integration element when driving the first motor and the second motor, and to improve the position accuracy.

  In the vehicle control device of the embodiment, the speed proportional integration control unit performs a compensation process on the torque value when the first control unit or the second control unit is operating normally.

  As an example, this configuration can prevent the driver from feeling a control dead zone near the motor detent torque (position deviation is near 0) and improve the accuracy of position control at the stop position.

In the vehicle control apparatus of the embodiment, the speed proportional integration control unit increases a limit value for the torque value when the first control unit or the second control unit is abnormal .

  With this configuration, as an example, safer operation can be continued even during an abnormality.

FIG. 1 is a view showing a front view of a three-wheeled electric vehicle for single passenger of the present embodiment. FIG. 2 is a diagram showing a side view of the three-wheeled electric vehicle for single passenger of the present embodiment. FIG. 3 is a schematic diagram illustrating an example of the internal structure of the vehicle according to the present embodiment. FIG. 4 is a diagram illustrating a case where the vehicle of the present embodiment exists on an inclined surface. FIG. 5 is a diagram illustrating a configuration example for controlling the inclination in the left-right direction (Y-axis direction) of the vehicle according to the present embodiment. FIG. 6 is a block diagram illustrating a configuration example of the first drive train ECU according to the present embodiment. FIG. 7 is a block diagram showing an example of the configuration of the equal torque control unit in the present embodiment. FIG. 8 is a block diagram showing a configuration example of the second drive train ECU. FIG. 9 is a block diagram showing the configuration of the position P control unit of the first drive train ECU. FIG. 10 is a diagram illustrating the relationship between the electrical angle and the expanded electrical angle of the present embodiment. FIG. 11 is a block diagram showing the configuration of the real angle calculation unit of this embodiment. FIG. 12 is a block diagram showing the configuration of the position P control unit of the second drive train ECU according to the present embodiment. FIG. 13 is a diagram illustrating an example of a correction value table according to the present embodiment. FIG. 14 is a flowchart illustrating an example of the procedure of the correction process according to the present embodiment. FIG. 15 is a block diagram showing the configuration of the speed PI control unit according to the present embodiment. FIG. 16 is a flowchart illustrating an example of a procedure of switching processing in the speed PI control of the present embodiment.

  In the following embodiment, an example of a three-wheel electric vehicle equipped with a vehicle control device will be described. However, the embodiment described below does not limit the mounting destination of the vehicle control device to a three-wheeled electric vehicle, and may be mounted on any vehicle.

  FIG. 1 is a front view of a single-seat three-wheeled electric vehicle according to the first embodiment. FIG. 2 is a single-seat three-wheeled electric vehicle according to the first embodiment. FIG. 2 is a side view of the vehicle 10.

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

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

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

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

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

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

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

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

  The motor installation part 42 is provided with a first motor 42A and a second motor 42B. The first motor 42A and the second motor 42B are, for example, three-phase brushless motors. The first motor 42A is driven according to the electric power supplied from the first drive system ECU 51A, and the second motor 42B is driven according to the electric power supplied from the second drive system ECU 51B.

  The first motor 42A and the second motor 42B are connected to the rotary shaft 41 via gears (not shown). And the torque output from the 1st motor 42A and the torque output from the 2nd motor 42B are transmitted to the rotating shaft 41 via a gear (not shown), and the rotating shaft 41 rotates.

  The first motor 42 </ b> A and the second motor 42 </ b> B are arranged in the vertical direction of the right front wheel 20 and the left front wheel 23 connected from the rotation shaft 41 via the gear box 31, the rods 22, 25, 32 and the support portions 21, 24. The position can be controlled. That is, the first motor 42A and the second motor 42B control support mechanisms (rods 22, 25, 32) that support a plurality of wheels (the right front wheel 20 and the left front wheel 23) provided in the vehicle 10, The position of the vehicle 10 can be adjusted. Accordingly, the first motor 42A and the second motor 42B can control the inclination of the vehicle 10. Thereby, the first motor 42A and the second motor 42B function as a partial configuration for preventing the vehicle 10 from overturning.

  In the present embodiment, when the first motor 42A and the second motor 42B are provided in the motor installation portion 42, a failure occurs in either the first motor 42A or the second motor 42B. However, the rotation shaft 41 is rotated by driving the other motor that has not failed, and the attitude of the vehicle 10 can be controlled.

  In the present embodiment, when the first motor 42A and the second motor 42B have not failed, the first drive system is configured so that the torques output from the first motor 42A and the second motor 42B are equal. The ECU 51A and the second drive system ECU 51B perform control. Thereby, the heat generated from the first motor 42A and the second motor 42B can be suppressed, and the life of the first motor 42A and the second motor 42B can be extended.

  The first electrical angle sensor 44A is a sensor attached to the first motor 42A, and is formed of, for example, a resolver. The first electrical angle sensor 44A transmits a resolver signal indicating the rotation angle (electrical angle) of the first motor 42A to the first drive system ECU 51A.

  The second electrical angle sensor 44B is a sensor attached to the second motor 42B, and is composed of, for example, a resolver. The second electrical angle sensor 44B transmits a resolver signal indicating the rotation angle (electrical angle) of the second motor 42B to the second drive system ECU 51B.

  The resolver signal (resolver value) is a signal that can be measured in the range of 0 to 360 degrees with respect to the first motor 42A or the second motor 42B, and takes a value of 0 to 4095, for example. A proportional relationship exists between the electrical angle of the first motor 42 </ b> A or the second motor 42 </ b> B and the rotation angle of the rotary shaft 41. For this reason, the change amount of the rotation angle of the rotating shaft 41 can be accurately detected from the change amount of the electrical angle (of the first motor 42A or the second motor 42B) indicated by the resolver signal of the present embodiment.

  The acceleration sensor 45 is, for example, a capacitance type three-axis acceleration sensor, and detects acceleration caused by gravitational acceleration or acceleration / deceleration of the vehicle 10. For example, when the vehicle 10 is stopped, the acceleration sensor 45 detects the direction of gravity acceleration with respect to the reference line Dv. Then, the acceleration sensor 45 transmits an acceleration signal indicating the detection result to the first integrated ECU 51A and the second integrated ECU 51B.

  The gyro sensor 46 is, for example, a vibration gyroscope. The gyro sensor 46 detects the angular velocity of the vehicle 10 and transmits an angular velocity signal indicating the detection result to the first integrated ECU 51A and the second integrated ECU 51B.

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

  The first integrated ECU 50A, the second integrated ECU 50B, the first drive system ECU 51A, and the second drive system ECU 51B of the present embodiment are configured to include a processor (not shown), a nonvolatile memory, a RAM, and the like. Run the stored program.

  The first integrated ECU 50A and the second integrated ECU 50B are configured to control the entire vehicle 10. The first integrated ECU 50A according to the present embodiment issues a command to drive the first motor 42A to the first drive system ECU 51A based on the acceleration signal from the acceleration sensor 45 and the angular velocity signal from the gyro sensor 46. Although omitted in FIG. 3 for the sake of simplicity, the first integrated ECU 50A also allows a command to drive the second motor 42B to the second drive system ECU 51B.

  Similarly, the second integrated ECU 50B issues a command to drive the second motor 42B to the second drive system ECU 51B based on the acceleration signal from the acceleration sensor 45 and the angular velocity signal from the gyro sensor 46. Further, the second integrated ECU 50B also allows a command to drive the first motor 42A to the first drive system ECU 51A.

  The first drive system ECU 51A drives the first motor 42A based on the command from the first integrated ECU 50A or the second integrated ECU 50B, the absolute rotation angle by the rotation shaft angle sensor 47, and the rotation angle by the first electric angle sensor 44A. To control.

  The second drive system ECU 51B drives the second motor 42B based on the command from the first integrated ECU 50A or the second integrated ECU 50B, the absolute rotation angle by the rotation shaft angle sensor 47, and the rotation angle by the second electric angle sensor 44B. To control. The second drive system ECU 51B receives a real angle, which is a detailed angle of the absolute rotation angle by the rotation shaft angle sensor 47, from the first drive system ECU 51A.

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

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

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

  Thereby, 1st integrated ECU50A and 2nd integrated ECU50B can perform transmission / reception of data and instruction | command with respect to both 1st drive-train ECU51A and 2nd drive-train ECU51B.

  Then, the first integrated ECU 50A and the second integrated ECU 50B are based on the signals from the gyro sensor 46 and the acceleration sensor 45 and the operation information from the operation device 13, and the first drive ECU 51A and the second drive system ECU 51B. A command for stabilizing the posture of the vehicle 10 is issued to at least one of them. In this embodiment, two types of commands are used.

  One of the two types of commands is a lean torque command. The lean torque command causes the first drive system ECU 51A (or second drive system) to drive the first motor 42A (or second motor 42B) with a torque value necessary for lean (left-right direction) torque control of the vehicle 10. The command is output to the ECU 51B).

  Specifically, the first integrated ECU 50A (or the second integrated ECU 50B) adjusts the torque of the first motor 42A and the load torque in accordance with a signal transmitted from the gyro sensor 46 or the acceleration sensor 45. The first drive system ECU 51A (or the second drive system ECU 51B) calculates the torque value of the first motor 42A (or the second motor 42B) for performing the lean torque control, and uses the torque value as a lean torque command. ). Since the lean torque command is highly responsive to the road surface, the lean torque command is used for driving on rough roads, climbing up steps, and the like, and improves the riding comfort of the occupant M1 when controlling the attitude of the vehicle 10.

  The other of the two types of commands is a lean position command. The lean position command is a command that is output to the first drive system ECU 51A (or the second drive system ECU 51B) in order to obtain the target rotation angle of the rotation shaft 41 (position of the rotation shaft 41) in the position control of the vehicle 10. To do.

  Specifically, the first integrated ECU 50 </ b> A (or the second integrated ECU 50 </ b> B) sets the target rotation angle of the rotation shaft 41 at which the posture of the vehicle 10 is stable (in other words, the position of the center of gravity of the vehicle 10 is at the center of the vehicle 10). The inclination of the vehicle 10 is calculated and output to the first drive system ECU 51A (or the second drive system ECU 51B) as a lean position command so as to achieve the target rotation angle. The lean position command has higher position responsiveness than the lean torque command, and control based on the appropriate height of the wheels 20 and 23 to stabilize the posture of the vehicle 10 is performed. When the vehicle suddenly changes, the right front wheel 20 or the left front wheel 23 is quickly extended to improve posture stability. In addition, the lean position command has high position followability when one system fails.

  In the present embodiment, in addition to such lean control, rear steer control is also performed. In the rear steer control, position control is mainly performed, and a rear steer position command is input to each of the first drive system ECU I 51A and the second drive system ECU 51B.

  The first integrated ECU 50A and the second integrated ECU 50B of the present embodiment simultaneously output a lean position command and a lean torque command.

  The first drive system ECU 51A and the second drive system ECU 51B select either one of the lean position command and the lean torque command according to the motion state of the vehicle 10, and perform motor control according to the command. .

  Further, the first drive system ECU 51A performs detailed rotation of the rotation shaft 41 based on the absolute rotation angle measured by the rotation shaft angle sensor 47 and the electrical angle (rotation angle) detected by the first electric angle sensor 44A. A real angle which is a corner is calculated, and the first motor 42A is controlled based on the real angle.

  Similarly, the second drive system ECU 51B calculates the actual angle of the rotation shaft 41 from the absolute rotation angle measured by the rotation shaft angle sensor 47 and the electric angle detected by the second electric angle sensor 44B. Based on the rotation angle, the second motor 42B is controlled. The absolute rotation angle measured by the rotation axis angle sensor 47 is acquired from the first drive system ECU 51A.

  The driving torque by the first motor 42 </ b> A and the second motor 42 </ b> B is transmitted to the rotating shaft 41 via the gear 501.

  Next, the first drive system ECU 51A will be described. FIG. 6 is a block diagram showing a configuration example of the first drive system ECU 51A. As shown in FIG. 6, the first drive system ECU 51A is a processor (not shown), and executes a program stored in the nonvolatile memory, whereby the position P control unit 601A, the speed PI control unit 602, Q-axis current conversion unit 603, switching unit 604, current PI control unit 605, modulation unit 606, and PWM output unit 607 are realized. Note that the second drive system ECU 51B has the same configuration as the first drive system ECU 51A, and a description thereof will be omitted.

  In the present embodiment, the target rotation angle targeted by the lean position command is input to the position P control unit 601A, and the torque value based on the lean torque command is input to the q-axis current conversion unit 603.

  The position P control unit 601A derives the actual angle of the current rotation shaft 41 from the absolute rotation angle from the rotation shaft angle sensor 47 and the electrical angle from the first electric angle sensor 44A. Then, the position P control unit 601A calculates a position deviation that is a difference between the actual angle of the rotation angle 41 and the target rotation angle based on the lean position command. The position deviation is a rotation angle necessary for the current rotation angle to become the target rotation angle, and is sometimes referred to as a rotation angle control amount. Then, the position P control unit 601A performs proportional control (P control) on the calculated position deviation, thereby deriving the rotation speed of the target rotation shaft 41, and using the calculated rotation speed as a speed command. To the speed PI control unit 602. Details of the position P control unit 601A will be described later.

  The speed PI control unit 602 receives a speed command that is a rotational speed derived by the position P control unit 601A and an electrical angle from the first electrical angle sensor 44A, obtains an angular speed from the electrical angle, and calculates the rotational speed and the angular speed. The speed deviation that is the difference is calculated. The speed PI control unit 602 calculates a q-axis current command value for driving the first motor 42A by performing proportional-integral control (PI control) on the speed deviation. Details of the speed PI control unit 602 will be described later.

  On the other hand, the q-axis current conversion unit 603 calculates a q-axis current command value for driving the first motor 42A from the torque value based on the lean torque command.

  The switching unit 604 is one of a q-axis current command value input from the speed PI control unit 602 and a q-axis current command value input from the q-axis current conversion unit 603 according to the state of the vehicle 10. Are output to the current PI control unit 605.

  The current PI control unit 605 performs proportional-integral control (PI control) on the q-axis current command value (d-axis current command value = 0). The current PI control 605 includes an equal torque control unit therein, and performs equal torque control in which torque is evenly distributed between the first motor 42A and the second motor 42B by the equal torque control unit.

  FIG. 7 is a block diagram showing an example of the configuration of the equal torque control unit in the present embodiment. As shown in FIG. 7, the equal torque control unit 608 receives q-axis current commands from the switching unit 604 and the second drive system ECU 51 </ b> B that is another drive system ECU. The equal torque control unit 608 outputs the q-axis current command value input from the switching unit 604 to the switching unit 1401, and also inputs the q-axis current command value input from the switching unit 604 and the second drive system ECU 51B. A value that is added to the q-axis current command value and multiplied by ½ by the multiplier 1402 is output to the switching unit 1401. The switching unit 1401 appropriately switches between this value and the q-axis current command value input from the switching unit 604, and outputs it as a q-axis current command. In the second drive system ECU 51B, a q-axis current command is input from the first drive system ECU 51A as the other drive system ECU, and the same processing is performed. Thereby, equal torque control is performed by the first motor 42A and the second motor 42B. The current PI control unit 605 performs proportional-integral control on the q-axis current command output from the uniform torque control unit 608.

  Returning to FIG. 6, the modulation unit 606 performs pulse width modulation based on the q-axis current command value (d-axis current command value) after the proportional-integral control (PI control) is performed.

  The PWM output unit 607 outputs the PWM signal after the pulse width modulation is performed by the modulation unit 606 to the first motor 42A.

  Next, the second drive system ECU 51B will be described. FIG. 8 is a block diagram showing a configuration example of the second drive system ECU 51B. As shown in FIG. 8, the second drive system ECU 51B is a processor (not shown), and executes a program stored in the nonvolatile memory, whereby the position P control unit 601B, the speed PI control unit 602, Q-axis current conversion unit 603, switching unit 604, current PI control unit 605, modulation unit 606, and PWM output unit 607 are realized. In the second drive system ECU 51B, the configuration of the position P control unit 601B is different from that of the first drive system ECU 51A, and the other configurations are the same as those of the first drive system ECU 51A.

  The position P control unit 601B inputs the actual angle of the rotation shaft 41 from the position P control unit 601A of the first drive system ECU 51A, and calculates the difference between the actual angle of the current rotation shaft 41 and the target rotation angle based on the lean position command. The position deviation (rotation angle control amount) is calculated. The position P control unit 601B derives the rotation speed of the target rotation shaft 41 by performing proportional control (P control) on the calculated position deviation (rotation angle control amount). Is output to the speed PI control unit 602 as a speed command. Details of the position P control unit 601B will be described later.

Next, details of the position P control unit 601A of the first drive system ECU 51A will be described. FIG. 9 is a block diagram showing a configuration of the position P control unit 601A of the first drive system ECU 51A. As shown in FIG. 9, the first drive system ECU 51A includes an extended electrical angle calculation unit 801, a real angle calculation unit 810, a proportional element (K _p ) 802, and a limiter 803.

  The extended electrical angle calculation unit 801 converts the electrical angle of the first motor 42A detected by the first electrical angle sensor 44A into an extended electrical angle. Since the period of the electrical signal advances by the number of poles while the rotor of the first motor 42A makes one rotation (angle 360 degrees at which the rotor rotates), the actual angle exceeds the range of the electrical angle. For this reason, the extended electrical angle calculation unit 801 converts the input electrical angle into an extended electrical angle in consideration of the phase.

FIG. 10 is a diagram illustrating the relationship between the electrical angle and the expanded electrical angle of the present embodiment. In FIG. 10, reference numeral 902 indicates the electrical angle θ, and reference numeral 901 indicates the extended electrical angle θ _E. As indicated by reference numeral 902 in FIG. 10, the electrical angle θ repeats a range of 0 to 360 degrees for each period. For example, even if the electrical angle 902 is the same 30 degrees, the first period is 30 degrees and the second period is 30 degrees. There are cases. For this reason, the extended electrical angle calculation unit 801 calculates an extended electrical angle θ _{E in} which the difference in period of the input electrical angle is indicated by an electrical angle.

Specifically, assuming that the lower bit of the extended electrical angle is θ _EL and the lower bit of the extended electrical angle is θ _EU , the extended electrical angle calculation unit 801 sets the extended electrical angle as the following (1-1), (1- 2) Calculated by equations (1-3) and (1-4). For example, the electrical angle θ takes a value from 0 to 4095 in the resolver signal.
θ _EL = θ (1-1)
θ _EU = θ _EU +1 (when θ _t −θ _t−1 <Kcarry) (1-2)
θ _EU = θ _EU −1 (when θ _t −θ _t−1 > −Kcarry) (1-3)
θ _EL , = θ _EL + θ _EL (1-4)

Here, Kcarry is a constant of 2000, 3000, etc., and has a value that differs between the lean control and the rear steer control by a value greater than the change in the maximum angular velocity. θ _t is the electrical angle of the resolver value of the first electrical angle sensor 44A at time t.

  Returning to FIG. 9, the actual angle calculation unit 810 calculates the extended electrical angle calculated by the extended electrical angle calculation unit 801 and the absolute rotation angle measured by the rotation shaft angle sensor 47 during the initial operation of the vehicle control device 40. From this, a real angle which is a detailed value of the rotation angle of the rotation shaft 41 is calculated. FIG. 11 is a block diagram illustrating a configuration of the real angle calculation unit 810 of the present embodiment.

  The actual angle calculation unit 810 receives the absolute rotation angle and the extended electrical angle during the initial operation of the vehicle control device 40, and calculates the absolute rotation angle as a correction unit 811, a correction table 812, a determination unit 813, and a 0-point learning value 814. Correct by Details of such correction will be described later.

Then, the actual angle calculation unit 810 subtracts the extended electrical angle from the corrected absolute rotation angle, and stores the subtraction value in the memory 815 as a preset value (first preset value). Then, the actual angle calculation unit 810 calculates the actual angle by adding the preset value stored in the memory 815 and the input extended electrical angle during the initial operation of the vehicle control device 40, and the calculated actual angle Is output to the proportional element (K _p ) 802, and the calculated actual angle is transmitted to the position P control unit 601B of the second drive system ECU 51B via the third can. Thereby, the initial position between the first motor 42A and the second motor 42B can be unified, the interference can be reduced, the actual angle can be calculated with higher accuracy, and the accuracy of position control can be further improved. it can.

  During the normal operation of the vehicle control device 40 after the initial operation, the actual angle calculation unit 810 is not input with the actual angle calculation unit 810, but only the extended electrical angle is input. During this normal operation, the actual angle calculation unit 810 adds the first preset value stored in the memory 815 to the input extended electrical angle to calculate the actual angle, and outputs the calculated actual angle.

Returning to FIG. 9, the position P control unit 601A obtains a position deviation by subtracting the actual angle calculated by the actual angle calculation unit 810 as described above from the target rotation angle as the input position command. By multiplying the deviation by a proportional element (K _p ) 802, proportional control is performed. After that, the position P control unit 601A limits the multiplication value to the limit value by the limiter 803, obtains the rotation speed, and outputs the rotation speed as a speed command. This speed command (rotational speed) is input to the speed PI control unit. Here, the limit value is set to a predetermined value for each of the lean control and the rear steer control.

Next, details of the position P control unit 601B of the second drive train ECU 51B will be described. FIG. 12 is a block diagram showing a configuration of the position P control unit 601B of the second drive train ECU 51B according to the present embodiment. As shown in FIG. 12, the second drive system ECU 51B includes an extended electrical angle calculation unit 801, a real angle calculation 810, a memory 1215, a proportional element (K _p ) 802, and a limiter 803.

  In the present embodiment, during the initial operation of the vehicle control device 40, the position P control unit 601B receives the actual angle transmitted from the position P control unit 601A of the first drive system ECU 51A via the third can. For this reason, the position P control unit 601B does not include a real angle calculation unit, and is different from the position P control unit 601A in this respect.

  The position P control unit 601B inputs the electrical angle (second electrical angle) detected by the second electrical angle sensor 44B, and the extended electrical angle calculation unit 801 receives the input electrical in the same manner as the position P control unit 601A. Converts corners to extended electrical angles.

  During normal operation of the vehicle control device 40, the position P control unit 601B subtracts the extended electrical angle calculated by the extended electrical angle calculation unit 801 from the actual angle received from the position P control unit 601A, and performs the subtraction. The value is stored in the memory 1215 as a preset value (second preset value).

During normal operation after the initial operation of the vehicle control device 40, the position P control unit 601B calculates the actual angle by adding the preset value stored in the memory 1215 to the extended electrical angle. The position P control unit 601B subtracts the actual angle from the input target rotation angle as the position command to obtain a position deviation, and multiplies the position deviation by a proportional element (K _p ) 802 to perform proportional control. Do. After that, the position P control unit 601B obtains the rotation speed by limiting the multiplication value to the limit value by the limiter 803, and outputs the rotation speed as a speed command. This speed command (rotational speed) is input to the speed PI control unit.

  Thus, during the initial operation, the actual angle calculated by the position P control unit 601A of the first drive system ECU 51A is transmitted to the position P control unit 601B of the second drive system ECU 51B, and after the initial operation, the first drive system ECU 51A. The second drive system ECU 51B performs motor control independently of each other. As a result, the position information (absolute rotation angle) of the first drive system ECU 51A and the second drive system ECU 51B coincides during the initial operation, and smooth position control, speed control, and torque control can be performed. Is able to more fully cope with a failure while performing control on the first motor 42A and the second motor 42B equally and stably.

  Next, the correction of the absolute rotation angle executed by the actual angle calculation unit 810 in the position P control unit 601A of the first drive system ECU 51A will be described. A correction value table 812 shown in FIG. 11 is a table that defines correction values for the absolute rotation angle detected by the rotation axis angle sensor 47. This correction value becomes the corrected absolute rotation angle. The correction value table 812 is stored in a storage medium such as an HDD or a memory.

  FIG. 13 is a diagram showing an example of the correction value table 812 according to the present embodiment. As shown in FIG. 13, in the correction value table 812, correction values are registered in association with absolute rotation angles.

  The pair of data of the absolute rotation angle and the correction value in the correction value table 812 is the absolute rotation angle and the correction value at an angle of 5 degrees in the range from MAX to -MAX for the rotor of the first motor 42A. Yes.

  The absolute rotation angle in the correction value table 812 is registered by extending the 12-bit absolute rotation angle measured by the rotation axis angle sensor 47 to 16 bits. This is because the 12-bit absolute rotation angle measured by the rotation axis angle sensor 47 has a lower resolution than the electrical angle detected by the first electrical angle sensor 44A. The correction value in the correction value table 812 is determined based on the electrical angle. In the present embodiment, the above-described extended electrical angle is used as the correction value.

  As described above, by correcting the absolute rotation angle based on the electrical angle detected by the high-resolution electrical angle sensor, it is possible to improve the accuracy of the absolute rotation angle.

  The correction unit 811 performs a learning process of correcting the correction value and registering the correction value in the correction value table 812. This learning process is performed in advance before driving the vehicle control device 40. This learning process is called collective learning. More specifically, in the batch learning, the user performs the following processing while shifting the rotor of the first motor 42A by 5 degrees from the + MAX angle to the -MAX angle. That is, the rotor of the first motor 42A is shifted by 5 degrees, and the rotation angle sensor 47 at that time measures the absolute rotation angle. This absolute rotation angle is input to the correction unit 811 and is expanded to 16 bits by the correction unit 811. Further, the electrical angle is calculated by the first electrical angle sensor 44A, and the expanded electrical angle calculation unit 801 calculates the expanded electrical angle. This extended electrical angle is input to the correction unit 811. The correcting unit 811 registers the extended electrical angle as a correction value in the correction value table 812 in association with the absolute rotation angle extended to 16 bits. The correction value table 812 is generated by shifting the rotor of the first motor 42A by 5 degrees from the + MAX angle to the -MAX angle in these processes.

  In addition, the correction unit 811 can be configured to perform such learning processing during a normal operation after driving the vehicle control device 40. Here, the learning process performed when the vehicle control device 40 operates is referred to as constant learning. In the constant learning, the user cannot intentionally shift the rotor of the first motor 42A by 5 degrees from the + MAX angle to the -MAX angle, and the rotor angle varies depending on the operating conditions. For this reason, not all correction values (extended electrical angles) are filled in with respect to the absolute rotation angles in the correction value table 812, and there are cases where correction values are not registered.

  For this reason, in this embodiment, when the absolute value of the difference between the absolute rotation angle before correction and the corrected absolute rotation angle (that is, the correction value) is larger than a predetermined value, the absolute rotation angle in the correction value table 812 is corrected. As a result of output of an abnormal value with no correction value registered, it is determined that the difference is larger than a predetermined value, and the absolute rotation angle before correction is used. That is, in this case, the position P control unit 601A calculates a real angle using the absolute rotation angle before correction.

  FIG. 14 is a flowchart illustrating an example of the procedure of the correction process according to the present embodiment. The correction unit 11 inputs an absolute rotation angle (step S11), refers to the correction value table 812, acquires a correction value for the absolute rotation angle (step S12), and outputs the correction value to the determination unit 813.

  The determination unit 813 calculates the difference between the absolute rotation angle before correction and the correction value (corrected absolute rotation angle), and determines whether or not the absolute value of the difference exceeds a predetermined value (step S13). If the absolute value of the difference exceeds the predetermined value (step S13: Yes), the absolute rotation angle before correction is output without using the corrected absolute rotation angle (step S14).

  On the other hand, if the absolute value of the difference is equal to or smaller than the predetermined value in step S13 (step S13: No), the corrected absolute rotation angle is output using the corrected absolute rotation angle (step S15).

  Whether the correction unit 811 performs correction value batch learning or constant learning is determined in advance by a user specifying from a predetermined user interface.

  Next, details of the speed PI control unit 602 of the first drive system ECU 51A and the second drive system ECU 51B will be described. FIG. 15 is a block diagram illustrating a configuration of the speed PI control unit 602 according to the present embodiment.

As shown in FIG. 15, the speed PI control unit 602 includes a scale conversion unit 1301, a proportional element (K _p ) 1302, an integrator (Σ) 1305, an integration element (K _i ) 1306, and a torque gain 1307. , A torque limiter 1308 and a detent torque response processing unit 1309.

  The speed PI control unit 602 receives the rotational speed as a speed command from the position P control units 601A and 601B, and the electrical angle of the first motor 42A from the first electrical angle sensor 44A or the second electrical angle sensor 44B. 2 Input the electrical angle of the motor 42B. The scale conversion unit 1301 obtains the angular speed of rotation of the rotors of the first motor 42A and the second motor 42B from the input electrical angle.

The speed PI control unit 602 obtains a speed deviation that is a difference between the rotational speed as the speed command and the angular speed calculated by the scale conversion unit 1301 and performs proportional-integral control on the speed deviation. That is, the speed deviation while being multiplied by a proportional element (K _p) 1302 is inputted to the proportional element (K _p) 1302, is multiplied by the integral element (K _i) 1306 is integrated is input to the integrator 1305 .

The speed PI control unit 602 adds the product of the deviation and the proportional element (K _p ) 1302 and the product of the integral value of the deviation and the integral element (K _i ) 1306 and adds the torque gain 1307 to the added value. Is used as the q-axis current command, and the q-axis current command is limited by the torque limiter 1308 so as not to exceed the limit value. When the detent torque handling process is on, the detent torque handling process unit 1309 performs the detent torque handling process and outputs a q-axis current command. Here, when the detent torque handling processing is off, the detent torque handling processing by the detent torque handling processing unit 1309 is not performed.

In the present embodiment, the first integrated ECU 50A, the first drive system ECU 51A, the first system of the first motor 42A, and the second integrated ECU 50B, the second drive system ECU 51B, and the second system of the second motor 42B are all normal. In this case, the value of the integral element (K _i ) 1306 and the on / off of the detent torque handling process are switched between when the abnormality occurs in one of the systems.

FIG. 16 is a flowchart illustrating an example of a procedure of switching processing in the speed PI control of the present embodiment. First, the speed PI control unit 602 determines whether an abnormality has occurred in another system (step S31). When no abnormality has occurred, that is, when normal (step S31: No), the speed PI control unit 602 sets the integral element (K _i ) 1306 to 0 (step S32). That is, this means that the speed PI control unit 602 performs proportional control instead of proportional integral control when no abnormality occurs in the system.

In this way, during normal operation, the speed PI control unit 602 sets the integral element (K _i ) 1306 to 0 and performs proportional control, thereby integrating the integral element (D) when driving the first motor 42A and the second motor 42B ( A / D conversion and arithmetic quantum interference due to K _i ) 1306 can be avoided.

As described above, when no abnormality has occurred, the integral element (K _i ) 1306 becomes 0 and proportional control is performed. Therefore, in the vicinity of the motor detent torque (position deviation is near 0), the driver has a control dead zone. As a result, the accuracy of the position control at the stop position decreases. For this reason, the speed PI control unit 602 sets the detent torque handling process to ON (step S33). As a result, the detent torque response processing unit 1309 performs the detent torque response processing, and it is possible to prevent the driver from feeling a control dead zone near the motor detent torque (position deviation is near 0) and at the stop position. The accuracy of position control has been improved.

On the other hand, when an abnormality has occurred in step S31 (step S31: Yes), the speed PI control unit 602 sets the integral element (K _i ) 1306 to a value other than 0 (step S34). That is, this means that the speed PI control unit 602 performs proportional-integral control when an abnormality occurs in the system. Then, the speed PI control unit 602 sets the detent torque handling process to OFF (step S35), and further increases the limit value (current limit value) of the torque limiter 1308 (step S36). For example, the speed PI control unit 602 increases the limit value of the torque limiter 1308 from the normal time ± 40 A to the abnormal time ± 60 A. However, this limit value is an example and is not limited to this.

  Here, the detent torque handling processing by the detent torque handling processing unit 1309 will be described. The detent torque response processing unit 1309 receives the q-axis current command Trefin that is an output from the torque limiter 1308. The detent torque handling processing unit 1309 multiplies the absolute value of the q-axis current command Trefin by a gain Kt when the absolute value (torque value) of the input q-axis current command Trefin is a small value equal to or smaller than a predetermined value. A detent torque handling process is performed by performing a compensation process and outputting a q-axis current command Trefout. That is, the detent torque handling unit 1309 calculates and outputs the q-axis current command Trefout by the following equation (2) when | Trefin | is equal to or smaller than a predetermined value.

  Trefout = | Trefout | * Kt (2)

The gain Kt is calculated by the following equation (3).
Kt = (2-2 * | Trefin | / Kload) (3)

  Here, Kload is a constant determined in advance according to lean control and rear steer control. Each time the detent torque handling process is executed, the gain Kt is calculated by the equation (3), and the q-axis current command Trefout is calculated by multiplying the q-axis current command Trefin by the gain Kt by the equation (2). However, the present invention is not limited to this.

  For example, in each of the lean control and the rear steering control, a plurality of q-axis current commands Trefin are set, and for each value of the q-axis current command Trefin, a gain Kt is obtained in advance by equation (2), and a q-axis is obtained in equation (2). A current command Trefout is calculated, and a table in which the q-axis current command Trefin and the q-axis current command Trefout are associated with each other is created. The detent torque response processing unit 1309 may be configured to output the q-axis current command Trefout corresponding to the input q-axis current command Trefin with reference to this table when the detent torque response processing is executed. .

  As described above, in the present embodiment, during the initial operation, the absolute rotation angle detected by the rotation shaft angle sensor 47 is input to the position P control unit 601A of the first drive system ECU 51A, and the absolute rotation angle and the first electrical angle are input. The difference from the first electrical angle detected by the sensor 44A is held in the memory 815 as a first preset value, and the actual angle is transmitted to the position P control unit 601B of the second drive system ECU 51B. The second drive system ECU 51B holds the difference between the actual angle received from the first drive system ECU 51A and the input second electrical angle in the memory 1215 as a second preset value. After the initial operation, the first drive system ECU 51A independently controls the position of the first motor 42A with the first electrical angle and the first preset value, and the second drive system ECU 51B controls the second motor 42B with the second electrical angle. Position control independently. For this reason, according to the present embodiment, the position information (absolute rotation angle) of the first drive system ECU 51A and the second drive system ECU 51B coincides at the time of the initial operation, and therefore, between the first motor 42A and the second motor 42B. It is possible to unify the initial position, reduce interference, calculate the actual angle with higher accuracy, and further improve the accuracy of position control. Thereby, according to this embodiment, smooth position control, speed control, and torque control can be performed.

  Further, according to the present embodiment, after the initial operation, the first drive system ECU 51A and the second drive system ECU 51B perform independent position control, so that the control for the first motor 42A and the second motor 42B is equally and While performing stably, it is possible to more fully cope with a failure.

In the present embodiment, during normal operation, the speed PI control unit 602 performs proportional control by setting the integral element (K _i ) 1306 to 0, so that the first motor 42A and the second motor 42B are driven. The position accuracy can be improved by avoiding A / D conversion and arithmetic quantum interference due to the integration element (K _i ) 1306 at the time.

  In the present embodiment, since the detent torque handling processing is performed by the detent torque handling processing unit 1309 of the speed PI control unit 602 during normal operation, the driver controls near the motor detent torque (position deviation is near 0). It is possible to prevent the dead zone from being felt and improve the accuracy of position control at the stop position.

  Further, according to the present embodiment, the speed PI control unit 602 increases the limit value of the torque limiter 1308 at the time of abnormal operation, so that safer operation can be continued even at the time of abnormality.

  In the present embodiment, the absolute rotation angle is corrected based on the electrical angle with high resolution in the position P control unit 601A of the first drive system ECU 51A. Therefore, the absolute rotation angle measured by the rotation shaft angle sensor 47 is corrected. The accuracy can be compensated for and the accuracy can be further improved.

  In the present embodiment, the correction value learning process for correcting the absolute rotation angle by the position P control unit 601A of the first drive system ECU 51A is performed either in advance or at the time of driving the vehicle control. Therefore, the correction value learning process can be performed at an appropriate timing.

  Further, in the present embodiment, the correction value learning process for correcting the absolute rotation angle by the position P control unit 601A of the first drive system ECU 51A is performed in advance or at all times when driving the vehicle control. Therefore, the learning method can be selected appropriately depending on whether the learning is performed with high accuracy from the initial operation or the learning time in the operation stage is not required. Can be shortened.

  In the present embodiment, when the absolute value of the difference between the corrected absolute rotation angle and the corrected absolute rotation angle is larger than a predetermined value, the corrected absolute rotation angle is not used and the corrected absolute rotation angle is not used. Therefore, even if the correction value is not registered in the correction value table 812 in the constant learning of the correction value, it is effective without using the unregistered value in the correction value column in the correction value table 812. Only a correct correction value can be selected to improve the accuracy.

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

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Vehicle body, 12 ... Armrest, 13 ... Operating device, 20 ... Right front wheel, 21 ... Support part, 22 ... Rod, 23 ... Front left wheel, 24 ... Support part, 25 ... Rod, 26 ... Rear wheel, 27: Supporting part, 31 ... Gear box, 32 ... Rod, 40 ... Vehicle control device, 41 ... Rotating shaft, 42 ... Motor installation part, 42A ... First motor, 42B ... Second motor, 43 ... Regulatory unit, 44A ... First electrical angle sensor, 44B ... second electrical angle sensor, 45 ... acceleration sensor, 46 ... gyro sensor, 47 ... rotating shaft angle sensor, 50A ... first integrated ECU, 50B ... second integrated ECU, 51A ... first drive ECU, 51B ... second drive ECU, 501 ... gear, 601A ... position P control unit, 601B ... position P control unit, 602 ... speed PI control unit, 603 ... q-axis current conversion unit, 604 ... switching unit, 605 ... Flow PI control unit, 606 ... modulation unit, 607 ... PWM output unit, 810 ... real angle calculation unit, 801 ... extended electrical angle calculation unit, 802 ... proportional element, 811 ... correction unit, 812 ... correction value table, 1305 ... integration 1306 ... integral element 1309 ... detent torque corresponding processing unit.

Claims (6)

A first motor and a second motor capable of adjusting a position of the vehicle by controlling a drive shaft for driving a plurality of wheels provided in the vehicle;
A first electrical angle sensor for detecting a first electrical angle of the first motor;
A second electrical angle sensor for detecting a second electrical angle of the second motor;
An absolute angle sensor for detecting an absolute rotation angle of the drive shaft;
A first control unit that controls the first motor to stabilize the posture of the vehicle;
A second control unit that controls the second motor to stabilize the posture of the vehicle;
The first control unit includes a first position proportional control unit and a first speed proportional integration control unit, and performs position control for stabilizing the posture of the vehicle,
The second control unit includes a second position proportional control unit and a second speed proportional integration control unit, and performs position control for stabilizing the posture of the vehicle,
The first position proportional control unit calculates a first preset value based on an absolute rotation angle detected by the absolute angle sensor and a first electrical angle detected by the first electrical angle sensor during an initial operation. The actual angle calculated from the first preset value and the first electrical angle is sent to the second position proportional control unit, and the first electrical angle sensor detected by the first electrical angle sensor during the operation after the initial operation. An actual angle is calculated from an angle and the first preset value, and proportional control is performed based on the input position command and the actual angle,
The second position proportional control unit is configured to set a second preset value based on the actual angle acquired from the first position proportional control unit and the second electrical angle detected by the second electrical angle sensor during the initial operation. And calculates an actual angle from the second electrical angle detected by the second electrical angle sensor and the second preset value during the operation after the initial operation, and calculates the input position command and the actual angle. Proportional control based on
Vehicle control device. The first position proportional control unit, as the first preset value, during the initial operation, is a first of an absolute rotation angle detected by the absolute angle sensor and a first electrical angle detected by the first electrical angle sensor. A difference is calculated, and an actual angle is calculated by adding the first electrical angle detected by the first electrical angle sensor during the operation after the initial operation and the first difference,
The second position proportional control unit, during the initial operation, as the second preset value, the actual angle acquired from the first position proportional control unit and the second electrical angle detected by the second electrical angle sensor, The second difference is calculated, and the second electrical angle detected by the second electrical angle sensor during the operation after the initial operation is added to the second difference to calculate the actual angle.
The vehicle control device according to claim 1. The first control unit and the second control unit obtain a rotation speed that is an output from the first position proportional control unit and the second position proportional control unit, and the first electrical angle or the second electrical angle. A speed proportional integral control unit that inputs and outputs a current command by performing control based on the rotation speed and the first electrical angle or the second electrical angle;
The speed proportional integration control unit performs proportional control when the first control unit or the second control unit is operating normally, and when an abnormality occurs in the first control unit or the second control unit, the proportional integration is performed. Do control,
The vehicle control device according to claim 1 or 2. The speed proportional integral control unit performs the proportional control by setting an integral element to 0 when the first control unit or the second control unit is operating normally, and the first control unit or the second control unit When an abnormality occurs in the control unit, the proportional integral control is performed by setting the integral element to a value other than 0.
The vehicle control device according to claim 3. The speed proportional integration control unit performs a compensation process for a torque value when the first control unit or the second control unit is operating normally.
The vehicle control device according to claim 3 or 4. The speed proportional integral control unit increases a limit value for a torque value when the first control unit or the second control unit is abnormal .
The vehicle control device according to any one of claims 3 to 5.

Images