JP6733527B2 - Rotation angle calculator - Google Patents

Description

The present invention relates to a rotation angle calculation device, and more particularly to a rotation angle calculation device mounted on a hybrid vehicle including a motor, a drive device having at least an engine, and a resolver.

Conventionally, as this type of rotation angle calculation device, a device including an angle calculation unit and an abnormality detection unit has been proposed (see, for example, Patent Document 1). The angle calculator calculates the motor rotation angle based on the SIN signal and the COS signal corresponding to the rotation angle of the motor output from the resolver attached to the motor. The abnormality detection unit detects an abnormality in the resolver or the angle calculation unit.

JP, 2016-96608, A

By the way, as a method of determining abnormality of the resolver or the angle calculation unit, the detected angle of the resolver calculated using the signals of the A phase, B phase, and Z phase generated from the SIN signal and the COS signal from the resolver and , There is a method of determining an abnormality when the difference between the estimated angle of the resolver calculated from the SIN signal and the COS signal is a predetermined difference or more. However, with this method, even if one of the detected angle of the resolver and the estimated angle of the resolver is a normal value, it is determined to be abnormal. If one of the detected angle of the resolver and the estimated angle of the resolver is a normal value, various controls can be executed using the normal value, so either the detected angle of the resolver or the estimated angle of the resolver is the normal value. It is desired to determine whether

The rotation angle calculation device of the present invention, when the difference between the detected angle of the resolver and the estimated angle of the resolver is a predetermined difference or more, to determine which of the detected angle of the resolver and the estimated angle of the resolver is a normal value. The main purpose is.

The rotation angle calculation device of the present invention employs the following means in order to achieve the above-mentioned main object.

The rotation angle calculation device of the present invention,
A motor that outputs power for traveling, a drive device that has at least an engine and is connected to a rotation shaft of the motor, and a resolver attached to the rotation shaft of the motor are mounted on a hybrid vehicle,
An angle calculation device for calculating a rotation angle of a motor using a detected angle of the resolver calculated by using signals of each of the A phase, B phase, and Z phase generated from the SIN signal and the COS signal from the resolver,
A rotation angle calculation device comprising:
When the difference between the detected angle of the resolver and the estimated angle of the resolver calculated using the SIN signal and the COS signal is a predetermined angle difference or more, the rotation of the motor calculated from the detected angle. Number and the rotational speed of the motor calculated using the rotational speed of the drive device, and the rotational speed of the motor and the rotational speed of the drive device calculated from the estimated angle A determination device that determines whether or not the detected angle is a normal value and whether or not the estimated angle is a normal value by using a difference from the rotation speed of the motor,
The main point is to provide.

In the rotation angle calculation device of the present invention, the resolver detection angle calculated using the signals of the A phase, B phase, and Z phase generated from the SIN signal and the COS signal, and the SIN signal and the COS signal are used. When the difference between the estimated angle of the resolver calculated by the above is greater than or equal to a predetermined angle difference, the difference between the rotation speed of the motor calculated from the detected angle and the rotation speed of the motor calculated from the rotation speed of the drive device, Also, the difference between the rotation speed of the motor calculated from the estimated angle and the rotation speed of the motor calculated using the rotation speed of the drive device is used to determine whether the detected angle is a normal value and the estimated angle is normal. It is determined whether it is a value. When the difference between the rotational speed of the motor calculated from the detected angle and the rotational speed of the motor calculated using the rotational speed of the drive device is equal to or greater than the predetermined rotational speed difference, it is considered that the detected angle is not a normal value. If the difference between the rotation speed of the motor calculated from the estimated angle and the rotation speed of the motor calculated using the rotation speed of the drive device is equal to or greater than the predetermined rotation speed difference, it is considered that the estimated angle is not a normal value. To be Therefore, the difference between the rotation speed of the motor calculated from the detected angle and the rotation speed of the motor calculated using the rotation speed of the drive device, and the rotation speed of the motor and the rotation speed of the drive device calculated from the estimated angle. The difference between the rotation speed of the motor calculated by using, and whether the detected angle is a normal value and the estimated angle is a normal value by using the difference between the detected angle of the resolver and the resolver. It is possible to discriminate which of the estimated angle and the normal value.

In the rotation angle calculation device of the present invention, the drive device includes an engine, a first motor capable of inputting and outputting power, and three rotations of a rotation shaft of the first motor, an output shaft of the engine, and a drive shaft. And a planetary gear connected to the rotary shaft, the output shaft, and the drive shaft so that they are arranged in this order in the alignment chart, and the hybrid vehicle is the motor capable of inputting and outputting power to and from the drive shaft. The second motor, wherein the determination device calculates the rotation speed of the second motor by using the rotation speed of the engine and the rotation speed of the first motor as the rotation speed of the drive device. May be With this configuration, in the rotation angle detection device mounted on the hybrid vehicle including the engine, the first and second motors, and the planetary gear, it is possible to determine which of the detected angle of the resolver and the estimated angle of the resolver is a normal value. can do.

It is a block diagram which shows the outline of a structure of the hybrid vehicle 20 as one Example of this invention. It is a block diagram which shows the outline of a structure of the rotation angle detection apparatus 44. It is explanatory drawing which shows an example of the time change of the output signal of the output coils 126 and 127. 7 is a timing chart showing an example of an A-phase signal, a B-phase signal, and a Z-phase signal. FIG. 6 is a collinear chart showing a dynamic relationship between the rotational speed and the torque of the rotating element of the planetary gear 30 when traveling in the HV traveling mode. 6 is a flowchart showing an example of a resolver abnormality determination processing routine executed by a motor ECU 40.

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

FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 as an embodiment of the present invention. FIG. 2 is a configuration diagram showing an outline of the configuration of the rotation angle detection device 44. As shown in FIGS. 1 and 2, the hybrid vehicle 20 of the embodiment includes an engine 22, a planetary gear 30, motors MG1 and MG2, rotation angle detection devices 43 and 44, inverters 41 and 42, and a battery 50. , A hybrid electronic control unit (hereinafter referred to as “HVECU”) 70.

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

Although not shown, the engine ECU 24 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. .. Signals from various sensors necessary for controlling the operation of the engine 22, for example, a crank angle θcr from a crank position sensor 23 that detects the rotational position of a crankshaft 26 of the engine 22 are input to the engine ECU 24 from an input port. Has been done. Various control signals for controlling the operation of the engine 22 are output from the engine ECU 24 through the output port. The engine ECU 24 is connected to the HVECU 70 via a communication port. The engine ECU 24 calculates the rotation speed Ne of the engine 22 based on the crank angle θcr from the crank position sensor 23.

The planetary gear 30 is configured as a single pinion type planetary gear mechanism. The sun gear of the planetary gear 30 is connected to the rotor of the motor MG1. The ring gear of the planetary gear 30 is connected to a drive shaft 36 which is connected to the drive wheels 39a and 39b via a differential gear 38. The crankshaft 26 of the engine 22 is connected to the carrier of the planetary gear 30 via a damper 28 as a torsion element.

The motor MG1 is configured as, for example, a synchronous generator motor, and the rotor is connected to the sun gear of the planetary gear 30 as described above. The motor MG2 is configured as, for example, a synchronous generator motor, and the rotor is connected to the drive shaft 36. The inverters 41 and 42 are connected to the battery 50 via the power line 54. The motors MG1 and MG2 are rotationally driven by switching control of a plurality of switching elements (not shown) of the inverters 41 and 42 by an electronic control unit for motor (hereinafter referred to as “motor ECU”) 40.

As shown in FIG. 2, the rotation angle detection device 44 includes a resolver 90 attached to the rotation shaft of the motor MG2 and a known resolver digital converter (hereinafter, referred to as R/D converter) that digitally converts an output signal from the resolver 90. ) 92, an angle acquisition timer 94 that inputs a signal from the R/D converter 92 and acquires the resolver detection angle φdet2 at a predetermined timing (for example, every several msec), and the amplitude of the output signal from the resolver 90 is digitally converted. AD converter 96 for

The resolver 90 includes a rotor 124 as a magnetic body that rotates integrally with the rotor A1 of the motor MG2, an exciting coil 125 to which an alternating current of a constant frequency is applied as an exciting signal from an oscillating circuit (not shown), and an electrical shift of 90 degrees. And a stator 128 as a magnetic body having the output coils 126 and 127 arranged therein (so that the phase difference is 90 degrees). FIG. 3 is an explanatory diagram showing an example of a temporal change of the output signals of the output coils 126 and 127. The output signals of the output coils 126 and 127 are signals generated with a change in the gap between the rotor 124 and the stator 128 caused by the rotation of the elliptical rotor 124, and the peak values are complemented as shown in FIG. The signals are sometimes sine-wave and cosine-wave (hereinafter referred to as SIN signal and COS signal, respectively).

The R/D converter 92 inputs the output signal (SIN signal, COS signal) from the resolver 90, converts the SIN signal and the COS signal into digital values, and outputs an A-phase signal corresponding to changes in these digital values. B-phase signal and Z-phase signal are output. FIG. 4 is a timing chart showing an example of the A-phase signal, the B-phase signal, and the Z-phase signal. The A-phase signal and the B-phase signal are generated as pulse-shaped signals that are 90 degrees out of phase with each other and include a predetermined number of pulses in one cycle of the Z-phase signal. The Z-phase signal is generated as a signal that outputs a pulse indicating the reference angle (0°) of the rotation cycle of the resolver detection angle θdet at one of the timings at which the SIN signal and the COS signal cross.

The angle acquisition timer 94 inputs the A-phase signal, the B-phase signal, and the Z-phase signal from the R/D converter 92. The angle acquisition timer 94 counts the number of pulses of the A-phase signal and the B-phase signal with reference to the input of the pulse of the Z-phase signal, and determines the resolver detection angle from the pulse count result of the A-phase signal and the B-phase signal at every predetermined timing. φdet2 is calculated and output to the motor ECU 40.

The AD converter 96 inputs the output signal (SIN signal, COS signal) from the resolver 90 and converts the SIN signal and the COS signal into digital values ADsin2, ADcos2 at a predetermined conversion cycle (for example, several 100 μs). Then, the motor ECU 40 outputs.

The rotation angle detection device 43 has the same configuration as the rotation angle detection device 44, and although not shown, a resolver attached to the rotation shaft of the motor MG1 and a known R/R that digitally converts an output signal from this resolver. A D converter, an angle acquisition timer that inputs a signal from this R/D converter to acquire a resolver detection angle φdet1 and outputs it to the motor ECU 40, and an amplitude of an output signal from a resolver attached to the rotation shaft of the motor MG1. Is converted into a digital value and the digital values ADsin1 and ADcos1 are output to the motor ECU 40.

Although not shown, the motor ECU 40 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. ..

Resolver detection angles φdet1, φdt2, digital values ADsin1, ADcos1, ADsin2, ADcos2 from the rotation angle detection devices 43, 44 are input to the motor ECU 40 via input ports.

From the motor ECU 40, switching control signals to a plurality of switching elements (not shown) of the inverters 41 and 42 are output via the output port. The motor ECU 40 is connected to the HVECU 70 via a communication port, drives and controls the motors MG1 and MG2 by a control signal from the HVECU 70, and outputs data regarding the driving states of the motors MG1 and MG2 to the HVECU 70 as necessary.

Motor ECU 40 calculates detected rotation angles θdet1, θdet2 of motors MG1, MG2 based on resolver detection angles φdet1, φdet2 from rotation angle detection devices 43, 44, and based on detected rotation angles θdet1, θdete2 of motors MG1, MG2. Then, the detected rotation speeds Nm1det and Nm2det are calculated. Further, the motor ECU 40 calculates the resolver estimated angle φest2 from the arc tangent of the digital values ADsin2 and ADcos2 from the rotation angle detection device 44. Further, the estimated rotation angle θm2 of the motor MG2 and the estimated rotation speed Nm2est of the motor MG2 are calculated from the resolver estimated angle φest2 of the motor MG2. Motor ECU 40 outputs resolver detection angles φdet1, φdet2, detected rotation speeds Nm1det, Nm2det, estimated resolver angle φest2, and estimated rotation speed Nm2est of motor MG2 to HVECU 70.

The battery 50 is configured as, for example, a lithium ion secondary battery or a nickel hydride secondary battery, and is connected to the inverters 41 and 42 via the power line 54 as described above. The battery 50 is managed by a battery electronic control unit (hereinafter referred to as “battery ECU”) 52.

Although not shown, the battery ECU 52 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. .. The battery voltage Vb from the voltage sensor 51a, the battery current Ib from the current sensor 51b, and the battery temperature Tb from the temperature sensor 51c are input to the battery ECU 52 via the input port. Further, the battery ECU 52 is connected to the HVECU 70 via a communication port.

Although not shown, the HVECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing a processing program, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors are input to the HVECU 70 via input ports. The signals input to the HVECU 70 include an ignition signal from the ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operating position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. From the accelerator opening Acc, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed V from the vehicle speed sensor 88.

The HVECU 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via a communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52.

The hybrid vehicle 20 of the embodiment thus configured travels in a traveling mode such as a hybrid traveling mode (HV traveling mode) and an electric traveling mode (EV traveling mode). The HV traveling mode is a traveling mode in which the vehicle travels with the operation of the engine 22 and the driving of the motors MG1 and MG2. The EV travel mode is a travel mode in which the engine 22 is stopped and the motor MG2 is driven to travel.

In the HV traveling mode, the HVECU 70 first requests the required torque (to output to the drive shaft 36) for traveling based on the accelerator opening Acc from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. Set Tptag. Then, the target torque Tp* required for traveling is set based on the required torque Tptag. When the target torque Tp* is set in this manner, the set target torque Tp* is multiplied by the rotation speed Np of the drive shaft 36 to calculate the traveling power Pdrv* required for traveling. Here, as the rotation speed Np of the drive shaft 36, the rotation speed Nm2 of the motor MG2 can be used. Then, the required power Pe* required for the engine 22 is calculated by subtracting the charge/discharge required power Pb* of the battery 50 (a positive value when the battery 50 is discharged) from the traveling power Pdrv*.

Next, the target rotation speed Ne* and the target torque Te* of the engine 22 are set using the required power Pe* and the operation line of the engine 22 (for example, the optimum fuel consumption operation line). Next, using the previous torque command (previously Tm1*) of the motor MG1 and the gear ratio (the number of teeth of the sun gear/the number of teeth of the ring gear) ρ of the planetary gear 30, ρ is output from the engine 22 by the following equation (1). The output torque Test that is estimated to be present is calculated.

Teest=-(1+ρ)・Previous Tm1*/ρ (1)

Then, using the target rotation speed Ne* of the engine 22, the rotation speed Np of the drive shaft 36, and the gear ratio ρ of the planetary gear 30, the target rotation speed Nm1* of the motor MG1 is calculated by the following equation (2). FIG. 5 shows an alignment chart showing a dynamic relationship between the rotational speed and the torque in the rotating elements of the planetary gear 30 when the vehicle is traveling in the HV traveling mode. In the figure, the left S-axis indicates the rotation speed of the sun gear, which is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier, which is the rotation speed Ne of the engine 22, and the R-axis is the rotation speed Nm2 of the motor MG2. Shows the rotational speed Nr of the ring gear. Expression (2) can be easily derived by using this alignment chart. Two thick arrows on the R-axis indicate the torque Tm1 output from the motor MG1 acts on the ring gear and the torque Tm2 output from the motor MG2 acts on the ring gear. Then, using the target rotation speed Nm1* of the motor MG1, the current rotation speed Nm1 of the motor MG1, the output torque Teast of the engine 22, and the gear ratio ρ of the planetary gear 30, the torque command Tm1 of the motor MG1 is calculated by the equation (3). Calculate * Expression (3) is a relational expression in feedback control for rotating the motor MG1 at the target rotation speed Nm1* (rotating the engine 22 at the target rotation speed Ne*). In the equation (3), the first term on the right side is the feedforward term, and the second and third terms on the right side are the proportional term and integral term of the feedback. The first term on the right side is a torque for receiving the torque output from the engine 22 and acting on the rotating shaft of the motor MG1 via the planetary gear 30, by the motor MG1. “K1” of the second term on the right side is the gain of the proportional term, and “k2” of the third term on the right side is the gain of the integral term.

Nm1*=Ne*・(1+ρ)/ρ-Np/ρ (2)
Tm1*=-ρ・Teest/(1+ρ)+k1(Nm1*-Nm1)+k2∫(Nm1*-Nm1)dt (3)

Then, as shown in the following equation (4), the torque (−Tm1*/ρ) is subtracted from the required torque Tr* to calculate the temporary torque Tm2tmp as the basic value of the torque command Tm2* of the motor MG2. The torque (−Tm1*/ρ) is the torque output from the motor MG1 and acting on the drive shaft 36 via the planetary gear 30 when the motor MG1 is driven by the torque command Tm1*. Subsequently, as shown in Expressions (5) and (6), the power consumption (generated power) of the motor MG1 obtained as the product of the torque command Tm1* of the motor MG1 and the rotation speed Nm1 is input/output limited to the battery 50. The torque limits Tm2min, Tm2max of the motor MG2 are calculated by subtracting from Win, Wout and further dividing by the rotation speed Nm2 of the motor MG2. Then, as shown in the following expression (7), the temporary torque Tm2tmp of the motor MG2 is limited by the torque limits Tm2min and Tm2max, and the torque command Tm2* of the motor MG2 is set.

Tm2*=Tr*+Tm1*/ρ (4)
Tm2min=(Win-Tm1*・Nm1)/Nm2 (5)
Tm2max=(Wout-Tm1*・Nm1)/Nm2 (6)
Tm2*=max(min(Tm2tmp,Tm2max),Tm2min) (7)

Then, the target rotation speed Ne* and the target torque Te* of the engine 22 are transmitted to the engine ECU 24, and the torque commands Tm1* and Tm2* of the motors MG1 and MG2 are transmitted to the motor ECU 40. When the engine ECU 24 receives the target rotation speed Ne* and the target torque Te* of the engine 22, the intake air of the engine 22 is operated so that the engine 22 is operated based on the received target rotation speed Ne* and the target torque Te*. Performs quantity control, fuel injection control, ignition control, etc. Upon receiving the torque commands Tm1*, Tm2* of the motors MG1, MG2, the motor ECU 40 performs switching control of the switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. .. With such control, the target torque Tp* (traveling power Pdrv*) can be output to the drive shaft 36 within the range of the input/output limits Win and Wout of the battery 50 while the engine 22 is operating, and the vehicle can travel. In the HV traveling mode, when the required power Pe* reaches the stop threshold Pstop or less, it is determined that the stop condition of the engine 22 is satisfied, the operation of the engine 22 is stopped, and the EV traveling mode is entered. ..

In the EV drive mode, the HVECU 70 first sets the target torque Tp*, as in the HV drive mode. Then, the value 0 is set to the torque command Tm1* of the motor MG1. Then, the torque command Tm2* of the motor MG2 is set by the above equations (4) to (6). Then, torque commands Tm1* and Tm2* for motors MG1 and MG2 are transmitted to motor ECU 40. When the motor ECU 40 receives the torque commands Tm1*, Tm2* of the motors MG1, MG2, the motor ECU 40 performs switching control of the switching elements of the inverters 41, 42 so that the motors MG1, MG2 are driven by the torque commands Tm1*, Tm2*. .. With such control, the engine 22 is stopped and the target torque Tp* (traveling power Pdrv*(=Tp*·Np)) is output to the drive shaft 36 within the input/output limit Win, Wout of the battery 50. You can drive. When the vehicle is running in the EV running mode, the engine 22 is turned on when the starting condition of the engine 22 is satisfied, such as when the required power Pe* calculated as in the case of running in the HV running mode reaches or exceeds the starting threshold value Pstart. It starts and shifts to running in the HV running mode.

Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when an abnormality occurs in the resolver 90, will be described. FIG. 6 is a flowchart showing an example of a resolver abnormality determination processing routine executed by the motor ECU 40. This routine is repeatedly executed every predetermined time (for example, every several msec).

When this routine is executed, the motor ECU 40 executes a process of inputting the resolver detection angle φdet2, the detected rotation speed Nm2det, the resolver estimated angle φest2, the estimated rotation speed Nm2est, and the alignment chart rotation speed Nm2ac (step S100). The resolver detection angle φdet2, the detected rotation speed Nm2det, the resolver estimated angle φest2, and the estimated rotation speed Nm2est are the ones calculated by the motor ECU 40. The nomographic chart rotation speed Nm2ac is calculated by the following equation (8). Expression (8) can be derived from Expression (2) described above.

Nm2ac=Ne*・(1+ρ)- Nm1*・ρ (8)

Then, it is determined whether or not the absolute value (|φdet2-φest2|) of the difference between the resolver detection angle φdet2 and the resolver estimated angle φest2 is equal to or greater than the determination threshold φref (step S110). The determination threshold value φref is a threshold value for determining whether the resolver detection angle φdet2 and the resolver estimated angle φest2 are normal values. Here, the absolute value (|φdet2-φest2|) of the difference between the resolver detection angle φdet2 and the resolver estimated angle φest2 is used to determine when both the resolver detection angle φdet2 and the resolver estimated angle φest2 are normal values. This is based on the fact that the resolver detection angle φdet2 and the resolver estimated angle φest2 have substantially the same value. Therefore, the determination threshold value φref is set to a value slightly larger than 0. It is considered that the abnormality of the resolver detection angle φdet2 is mainly due to the abnormality of the R/D converter 92. The abnormality of the resolver estimated angle φest2 is considered to be mainly due to the abnormality of the AD converter 96.

When it is determined that the absolute value (|φdet2-φest2|) is less than the determination threshold φref in the process of step S110, it is determined that both the resolver detection angle φdet2 and the resolver estimated angle φest2 are normal (step S120). Then, the normal traveling command is transmitted to the HVECU 70 (step S130), and this routine is ended. The HVECU 70 that has received the normal traveling command controls the engine 22, the motors MG1 and MG2 so as to travel in the HV traveling mode or the EV traveling mode described above.

When it is determined that the absolute value (|φdet2-φest2|) is equal to or greater than the determination threshold value φref in the process of step S110, it is determined that at least one of the resolver detection angle φdet2 and the resolver estimated angle φest is not a normal value, The F/S traveling command is transmitted to the HVECU 70 (step S140). The HVECU 70 that has received the F/S traveling command controls the engine 22, the motors MG1 and MG2 so as to travel in the F/S traveling mode. In the F/S traveling mode, the inverter 42 is gate-blocked (all the gates of the plurality of switching elements of the inverter 42 are turned off) to drive the motor MG2 and drive the engine 22 and drive the motor MG1. It is a driving mode.

Subsequently, it is determined whether or not the absolute value of the difference between the detected rotation speed Nm2det of the motor MG2 and the nomographic chart rotation speed Nm2ac (|Nm2det-Nm2ac|) is less than the determination threshold Nref (step S150). The determination threshold Nref is a threshold for determining whether or not the detected rotation speed Nm2det is a normal value. Here, whether or not the absolute value (|Nm2det−Nm2ac|) of the difference between the detected rotation speed Nm2det of the motor MG2 and the nomographic chart rotation speed Nm2ac is less than the determination threshold Nref is determined by the engine 22. When there is no abnormality in the rotation speed sensor or resolver 90, the collinear chart rotation speed Nm2ac becomes a rotation speed close to the actual rotation speed of the motor MG2, and when the resolver detection angle φdet is a normal value, that is, the detected rotation speed. When Nm2det is a normal value, the detected rotation speed Nm2det and the nomographic rotation speed Nm2ac are substantially the same value, and when the resolver detection angle φdet is an abnormal value, that is, when the detected rotation speed Nm2det is an abnormal value, This is based on the fact that the detected rotation speed Nm2det and the alignment chart rotation speed Nm2ac have relatively large values. That is, the process of step S150 is a process of determining whether or not the resolver detection angle φdet2 is a normal value.

When the absolute value (|Nm2det−Nm2ac|) of the difference between the detected rotation speed Nm2det of the motor MG2 and the alignment chart rotation speed Nm2ac is determined to be less than the determination threshold Nref in the processing of step S150, the motor MG2 is further determined. It is determined whether or not the absolute value (|Nm2est−Nm2ac|) of the difference between the estimated rotation speed Nm2est and the collinear chart rotation speed Nm2ac is less than the determination threshold Nref (step S160). Here, it is to determine whether the absolute value (|Nm2est−Nm2ac|) of the difference between the estimated rotation speed Nm2est of the motor MG2 and the nomographic chart rotation speed Nm2ac is less than the determination threshold Nref or not. When φest2 is a normal value, that is, when the estimated rotation speed Nm2est is a normal value, the estimated rotation speed Nm2est and the alignment chart rotation speed Nm2ac are substantially the same value, and when the resolver estimated angle φest2 is an abnormal value, That is, when the estimated rotation speed Nm2est is an abnormal value, the estimated rotation speed Nm2est and the alignment chart rotation speed Nm2ac have relatively large different values. That is, the process of step S160 is a process of determining whether or not the resolver estimated angle φest2 is a normal value.

When it is determined that the absolute value (|Nm2est−Nm2ac|) is equal to or greater than the determination threshold Nref in the process of step S160, it is determined that the resolver detection angle φdet2 is a normal value and the resolver estimated angle φest2 is an abnormal value. (Step S170), the normal traveling command is transmitted to the HVECU 70 (step S180). The HVECU 70 that has received the normal traveling command controls the engine 22, the motors MG1 and MG2 so as to travel in the HV traveling mode or the EV traveling mode described above. At this time, as the rotation speed Nm2 of the motor MG2, the detected rotation speed Ndet2 calculated using the resolver detection angle φdet2 is used. Through such processing, the F/S traveling mode can be stopped and the normal traveling mode can be entered.

When it is determined that the absolute value (|Nm2est−Nm2ac|) is less than the determination threshold Nref in the process of step S160, that is, at least one of the resolver detection angle φdet2 and the resolver estimated angle φest2 is abnormal in step S110. Although it is determined that the resolver detection angle φdet2 and the resolver estimated angle φest2 are both normal values in the processes of steps S150 and S160, the resolver detection angle φdet2 and the resolver estimated angle φest2 are determined. It is determined that which of the two is an abnormal value cannot be discriminated (step S190), an F/S traveling command is transmitted to the HVECU 70 (step S200), and this routine is ended. The HVECU 70 that has received the F/S traveling command controls the engine 22, the motors MG1, MG2 so as to travel in the F/S traveling mode described above. By such control, when it is not possible to determine which of the resolver detection angle φdet2 and the resolver estimated angle φest2 is an abnormal value, the vehicle can be driven without driving the motor MG2.

When the absolute value (|Nm2det-Nm2ac|) of the difference between the detected rotation speed Nm2det of the motor MG2 and the alignment chart rotation speed Nm2ac is determined to be equal to or greater than the determination threshold Nref in the processing of step S150, the detected rotation speed Nm2det. Is an abnormal value, that is, it is determined that the resolver detection angle φdet2 is an abnormal value, and the absolute value of the difference between the estimated rotation speed Nm2est of the motor MG2 and the alignment chart rotation speed Nm2ac is determined in the same manner as in step S160. It is determined whether or not (|Nm2est−Nm2ac|) is less than the determination threshold Nref (step S210).

When it is determined that the absolute value (|Nm2est−Nm2ac|) is less than the determination threshold Nref in the process of step S210, it is determined that the resolver detection angle φdet2 is an abnormal value and the resolver estimated angle φest2 is a normal value. (Step S220), the low speed F/S traveling command is transmitted to the HVECU 70 (step S230), and this routine is ended. The HVECU 70 that has received the low speed F/S traveling command controls the engine 22, the motors MG1 and MG2 so as to travel in the low speed F/S traveling mode. At this time, the estimated rotation speed Nest2 calculated using the resolver estimated angle φest2 is used as the rotation speed Nm2 of the motor MG2. In the low speed F/S traveling mode, when the vehicle speed V from the vehicle speed sensor 88 is lower than a predetermined vehicle speed Vref (for example, 50 km/h), the vehicle travels in the same traveling mode as the HV traveling mode or the motor traveling mode described above. A traveling mode in which the engine 22, the motors MG1 and MG2 are controlled, and when the vehicle speed V from the vehicle speed sensor 88 is equal to or higher than a predetermined vehicle speed Vref, the engine 22, the motors MG1 and MG2 are controlled to travel in the above-described F/S traveling mode. Is. Now, the motor MG2 is controlled using the resolver estimated angle φest2. The AD converter 96 converts the SIN signal and the COS signal into digital values ADsin2 and ADcos2 at a predetermined conversion cycle (for example, several 100 μs), and outputs the digital values ADsin2 and ADcos2. As a result, when the actual rotation speed of the motor MG2 is high, the deviation between the resolver estimated angle φest2 and the actual rotation angle of the resolver 90 becomes large. In this case, if the estimated rotation speed Nm2est based on the resolver estimated angle φest2 is used as the rotation speed Nm2 of the motor MG2, proper control cannot be performed. In the embodiment, when the vehicle speed V is lower than the predetermined vehicle speed Vref, the engine 22 and the motors MG1 and MG2 are controlled appropriately so as to travel in the same traveling mode as the HV traveling mode or the motor traveling mode described above. The vehicle can be driven.

When it is determined in step S160 that the absolute value (|Nm2est−Nm2ac|) is less than the determination threshold Nref, both the resolver detection angle φdet2 and the resolver estimated angle φest2 are abnormal values, and the resolver detection angle φdet2 and It is determined that it is not possible to determine which of the resolver estimated angle φest2 is the abnormal value (step S190), the F/S traveling command is transmitted to the HVECU 70 (step S200), and this routine is ended. The HVECU 70 that has received the F/S traveling command controls the engine 22, the motors MG1, MG2 so as to travel in the F/S traveling mode described above. By such control, the vehicle can be driven without driving the motor MG2.

According to the hybrid vehicle 20 of the embodiment described above, when the absolute value (|φdet2-φst2|) of the difference between the resolver detection angle φdet2 and the resolver estimated angle φest2 is equal to or greater than the determination threshold φref, the motor MG2 is detected. Absolute value of difference between rotation speed Nm2det and collinear chart rotation speed Nm2ac (|Nm2det-Nm2ac|) and absolute value of difference between estimated rotation speed Nm2est of motor MG2 and collinear chart rotation speed Nm2ac (|Nm2est-Nm2ac| ) And is used to determine whether the resolver detection angle φdet2 is a normal value or whether the resolver estimated angle φest2 is a normal value and whether or not the resolver detection angle φdet2 is a normal value. By determining whether the resolver estimated angle φest2 has a normal value, it is possible to determine which of the resolver detection angle φdet2 and the resolver estimated angle φest2 has a normal value.

In the hybrid vehicle 20 of the embodiment, the same determination threshold Nref is used in the processes of steps S150, S160, and S210, but different determination thresholds may be used in each process.

In the embodiment, the engine 22 and the motor MG1 are connected to the drive shaft 36 connected to the drive wheels 39a and 39b via the planetary gear 30, and the motor MG2 is connected to the drive shaft 36. However, a so-called one-motor hybrid vehicle in which a motor is connected to a drive shaft connected to the drive wheels via a transmission and an engine is connected to a rotary shaft of the motor via a clutch may be used. In this case, in the processing of steps S160, S170, and S210, the engine speed may be used instead of the nomogram speed Nm2ac.

Correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem will be described. In the embodiment, the motor MG2 corresponds to a “motor”, the engine 22, the planetary gear 30 and the motor MG1 correspond to a “driving device”, the resolver 90 corresponds to a “resolver”, the motor ECU 40 and the R/D converter 92. The angle acquisition timer 94 and the angle acquisition timer 94 correspond to the “angle calculation device”, and the AD converter 96 and the motor ECU 40 correspond to the “determination device”.

The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of means for solving the problem is the same as the embodiment described in the section of the means for solving the problem. Since this is an example for specifically explaining the mode for carrying out the invention, it does not limit the elements of the invention described in the column of means for solving the problem. That is, the interpretation of the invention described in the column of means for solving the problem should be made based on the description in that column, and the embodiment is the invention of the invention described in the column of means for solving the problem. This is just a specific example.

The embodiments for carrying out the present invention have been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various embodiments are possible within the scope not departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICABILITY The present invention can be used in the manufacturing industry of the rotation angle computing device and the like.

20 hybrid vehicle, 22 engine, 23 crank position sensor, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 planetary gear, 36 drive shaft, 38 differential gear, 39a, 39b drive wheel, 40 motor Electronic control unit (motor ECU), 41, 42 Inverter, 43, 44 Rotation angle detection device, 50 Battery, 51a Voltage sensor, 51b Current sensor, 51c Temperature sensor, 52 Battery electronic control unit (battery ECU), 54 Power line , 70 hybrid electronic control unit (HVECU), 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal position sensor, 88 vehicle speed sensor, 90 resolver , 92 resolver digital converter (R/D converter), 94 angle acquisition timer, 96 AD converter, 124 rotor, 125 exciting coil, 126, 127 output coil, 128 stator, A1 rotor, MG1, MG2 motor.

Claims (1)

A motor that outputs power for traveling, a drive device that has at least an engine and is connected to a rotation shaft of the motor, and a resolver attached to the rotation shaft of the motor are mounted on a hybrid vehicle,
An angle calculation device for calculating a rotation angle of a motor using a detected angle of the resolver calculated by using signals of each of the A phase, B phase, and Z phase generated from the SIN signal and the COS signal from the resolver,
A rotation angle calculation device comprising:
When the difference between the detected angle of the resolver and the estimated angle of the resolver calculated using the SIN signal and the COS signal is a predetermined angle difference or more, the rotation of the motor calculated from the detected angle. Number and the rotational speed of the motor calculated using the rotational speed of the drive device, and the rotational speed of the motor and the rotational speed of the drive device calculated from the estimated angle A determination device that determines whether or not the detected angle is a normal value and whether or not the estimated angle is a normal value by using a difference from the rotation speed of the motor,
A rotation angle calculation device including.

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