Vehicle electric motor control device

Abstract

To ensure that the operation of a motor can be controlled to reduce interior noise on an in-wheel motor vehicle or a vehicle mounted with another motor as a drive source.SOLUTION: A control device of a motor mounted on a vehicle includes current control means that is configured to control current supplied to the motor on the basis of an interior sound level detected by a microphone or other means capable of detecting the sound or so that the interior sound level is reduced in a situation where the interior sound level is estimated to be high.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for an electric motor, and more particularly to a device for controlling a current in an electric motor used in a vehicle such as an automobile. [Background technology]

[0002] Various configurations have been proposed for controlling the operation of an electric motor (hereinafter referred to as "motor") in a vehicle equipped with an electric motor as a drive device or further equipped with an in-wheel motor for individually driving each drive wheel. For example, Patent Document 1 proposes a configuration in which, in a configuration for controlling the operation of a motor by vector control, in order to suppress vibration of a rotating electric machine in a resonance frequency region specific to the stator of the motor in order to reduce vibration generated by the motor, when the rotation speed of the rotor is outside a resonance rotation speed region of a predetermined width including the resonance rotation speed corresponding to the resonance frequency specific to the stator, the phase of a composite vector of an Iq current component vector and an Id current component vector with respect to an Iq current component vector in vector control is set to a maximum torque phase at which the torque relative to the current is maximum, and when the rotation speed of the rotor is within the resonance rotation speed region, the phase of the composite vector is changed to the retard side from the maximum torque phase. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2018-98961 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, in vehicles such as automobiles, it is desirable for the interior noise to be as small as possible from the viewpoint of passenger comfort. In this regard, in vehicles equipped with a motor as described above as a drive device, the vibration of the motor is one of the sources of the interior noise. For example, in the case of an in-wheel motor vehicle, the vibration of the motor mounted on each wheel is likely to propagate into the passenger compartment, and the interior noise caused by the vibration may become relatively loud. Therefore, if the operation of the motor can be controlled to suppress the vibration of the motor when the interior noise becomes large, it is expected that the interior noise can be reduced, which is advantageous.

[0005] Thus, one object of the present invention is to provide a configuration that can control the operation of a motor in an in-wheel motor vehicle or a vehicle equipped with another motor as a drive source so as to reduce interior noise. [Means for solving the problem]

[0006] According to the present invention, the above problem is solved by a control device for a motor mounted on a vehicle, current control means configured to control a current supplied to the motor based on a detected or estimated interior sound level such that said interior sound level is reduced; An apparatus comprising: This is achieved by:

[0007] In the above-mentioned device configuration, the "motor mounted on the vehicle" may be any type of electric motor used in a vehicle equipped with a motor as a drive source, such as an electric vehicle, a hybrid vehicle, or an in-wheel motor vehicle, and may be, for example, a synchronous motor, an induction motor, or a brushless DC motor, and may be a motor in which the magnitude, phase, or advance of a current supplied to a winding of the motor can be controlled. In one embodiment, the "vehicle interior sound level" may be a sound pressure level of the vehicle interior sound detected by a means capable of collecting sound, such as a microphone. In another embodiment, the "vehicle interior sound level" may be a sound pressure level of the vehicle interior sound estimated according to the state of the vehicle, such as the operating state of the engine, the volume level of the audio device, and the open / closed state of the windows. The "current control means" may be a means configured to control the current supplied to the motor in any manner, for example, by changing the phase or advance of the current relative to the rotor position of the motor, or the voltage, so that the vehicle interior sound level is reduced based on the detected or estimated vehicle interior sound level.

[0008] According to the above configuration, the current supplied to the motor is controlled in accordance with the sound pressure level generated or estimated to be generated in the vehicle interior so that the vibration is reduced when the sound pressure level is high. As will be understood by those skilled in the art, the vibration of the motor is one source of the vehicle interior sound, and can be adjusted by controlling the current supplied to the motor. In this invention, the vehicle interior sound level is reduced or the vehicle interior is quieted by appropriately controlling the current supplied to the motor based on the vehicle interior sound level. Specifically, when the vehicle interior sound level is low, the phase, advance angle, or voltage of the current supplied to the motor is adjusted to adjust the current state (optimal state) so that the motor efficiency is optimized or the maximum torque is obtained, and when the vehicle interior sound level is high, the current state may be changed so that the vibration of the motor, which is the source of the vehicle interior sound, is reduced.

[0009] Regarding the control of the current supplied to the motor in the above configuration, in one embodiment, typically when the motor is a three-phase synchronous motor or a brushless DC motor, the control of the winding current of the motor may be performed according to the theory of so-called vector control. In short, in vector control, the Id current component vector and the Iq current component vector obtained by applying Clarke transformation and Park transformation to the three-phase current of the motor winding are feedback controlled so as to achieve a target value of the torque generated by the motor. In this case, the torque generated by the motor varies depending on the phase difference (current advance angle) between the composite vector Is of the Id current component vector and the Iq current component vector and the Iq current component vector. Therefore, usually, in order to optimize the torque generation efficiency, the magnitude of the Id current component vector and the Iq current component vector is determined so as to achieve the torque target value, for example by setting the current advance angle to a value that gives the maximum torque. However, since the vibration generated by the motor also changes depending on the current advance angle, in the present invention, when the interior noise level is high, the current advance angle may be displaced from the value that gives the maximum torque or from the optimum value so as to reduce the vibration of the motor which generates the interior noise, thereby reducing the interior noise level. In the actual control according to the present invention, the current advance angle that reduces the motor vibration may be found in advance by experiment or the like, and when the interior noise level is to be reduced, the electrical advance angle may be adjusted to the current advance angle that reduces the motor vibration.

[0010] In the embodiment, when the current supplied to the motor is controlled by vector control, maps for selecting an Id current component vector and an Iq current component vector for realizing a torque target value as a variable are prepared for each of at least some current advance angles, and during operation of the vehicle, target values ​​of the Id current component vector and the Iq current component vector for achieving a required torque may be determined using those maps. In this case, when the interior noise level is low, a map of the Id current component vector and the Iq current component vector adjusted so that the current advance angle optimizes the torque generation efficiency or is a value that generates the maximum torque for the supplied current or power (collectively referred to as the "optimum value") is used, but when the interior noise level is high, a map of the Id current component vector and the Iq current component vector in a state where the current advance angle is deviated from the optimal value may be used to reduce vibration of the motor, which is one of the sources of the interior noise. In this case, a parameter (correction parameter) for specifying a different map may be determined according to the interior noise level, and a map of Id current component vector and Iq current component vector with different current advance angles may be used in accordance with the correction parameter. Here, the correction parameter may be selected with hysteresis with respect to changes in the interior noise level, as described in the following embodiment. In another embodiment, the target values ​​of the Id current component vector and the Iq current component vector may be determined so that the deviation of the current advance angle from the advance angle that optimizes the torque generation efficiency increases as the interior noise level increases. Furthermore, the level of interior noise expected to be generated changes depending on the state of the vehicle, for example, the starting state of the engine, the volume level of the audio device, the open / closed state of the windows, etc., so that in determining the target values ​​of the Id current component vector and the Iq current component vector, a map of Id current component vector and Iq current component vector with different current advance angles may be used depending on the state of each vehicle. Effect of the Invention

[0011] In the above-mentioned configuration of the present invention, when the level of the interior noise is high in an in-wheel motor vehicle or a vehicle equipped with another motor as a drive source, the current to the motor is controlled to reduce the vibration of the motor, which is one of the sources of the noise. According to this configuration, measures are taken to suppress the motor vibration, which is the source of the noise, depending directly on the interior noise itself that affects the comfort of the occupants, so that measures are taken only when the suppression of the interior noise is necessary, and when the interior noise is not so high, the motor can be operated in its optimal state, and unnecessary losses can be avoided. For example, even if the rotation speed of the rotor of the motor matches the resonant frequency of the stator, if the interior noise is not so high, the motor is operated in its optimal state and the deterioration of losses in the motor is avoided, while even if the rotation speed of the rotor of the motor does not match the resonant frequency of the stator, if the interior noise becomes high, measures are taken to suppress the vibration of the motor, and it is expected that the reduction of the interior noise is effectively performed. The configuration of the present invention may be applied to various electric vehicles, hybrid vehicles, and in-wheel vehicles.

[0012] Other objects and advantages of the present invention will become apparent from the following description of preferred embodiments of the invention. [Brief description of the drawings]

[0013] [Figure 1] Fig. 1(A) is a schematic diagram of a vehicle equipped with a preferred embodiment of a motor control device according to the present invention, and Fig. 1(B) is a block diagram showing the configuration of a control system relating to the characteristic configuration of the motor control device according to the present embodiment. [Diagram 2] FIG. 2 is a diagram for explaining a vector of a current component that is determined in accordance with a torque target value in accordance with vector control in the motor control device according to this embodiment. [Diagram 3] FIG. 3 is a diagram showing, in the form of a flow chart, the motor current control process in the motor control device according to this embodiment. [Figure 4]FIG. 4 is a graph illustrating the process of determining the correction parameters to be referenced when determining the target value of the current component in the motor control device of this embodiment, depending on (A) the interior noise level, (B) whether the engine is running, (C) the volume of the audio device, and (D) whether the windows are open or closed. [Diagram 5] 5(i) to (iii) are schematic diagrams of maps for determining target values ​​of current components using torque target values ​​prepared for each correction parameter as variables in the motor control device according to this embodiment. For comparison, in (ii) and (iii), the case where the lead angle is βo is depicted by a dotted line, and in (iii), the case where the lead angle is βo+Δ1 is depicted by a dashed line. [Explanation of symbols]

[0014] 10. Vehicle 12FL,FR,RL,RR…wheels 14RL,RR...Motor (in-wheel type) 16...Accelerator pedal 20…Microphone for collecting sounds inside the car 22…Volume control for audio equipment 24…Window opening / closing switch 50...Computer equipment BEST MODE FOR CARRYING OUT THEINVENTION

[0015] Vehicle configuration With reference to Fig. 1(A), a vehicle 10 on which one of the preferred aspects of the motor control device of this embodiment is mounted has left and right front wheels 12FL, 12FR and left and right rear wheels 12RL, 12RR in a normal manner, and the left and right rear wheels 12RL, 12RR serving as drive wheels may be provided with in-wheel motors 14RL, RR for rotating and driving the wheels. The vehicle 10 is configured so that drive torque is applied from the motors 14RL, RR to the left and right rear wheels 12RL, 12RR serving as drive wheels in a normal manner in response to depression of an accelerator pedal 16 by a driver, or in response to an acceleration / deceleration request from an arbitrary control device (not shown), such as a driving assistance device or an automatic driving device. The vehicle may be an electric vehicle or a hybrid vehicle in which drive torque is distributed from a drive device consisting of a motor or a motor and an engine to the drive wheels, and further, the drive wheels may be the left and right front wheels or all wheels, and such cases also fall within the scope of the present invention. The motor may be any type of motor used as a drive source for the vehicle, such as a synchronous motor, a brushless DC motor, or an induction motor, that allows adjustment of the magnitude, phase, or advance angle of the current. The vehicle 10 is also equipped with a steering device (not shown) for controlling the steering angle of the wheels, and a braking device (not shown) for generating a braking force on each wheel, in a normal manner. The steering device may be a power steering device that transmits the rotation of a handle (not shown) operated by the driver to a tie rod (not shown) while multiplying the rotational torque, thereby steering the front wheels 12FL and 12FR. The braking device may be any type that applies a braking force to each wheel in response to the driver depressing a brake pedal (not shown).

[0016] The operation control of the motors 14RL and RR according to the present embodiment is executed by a computer device 50. The computer device 50 may include a computer and a drive circuit having a CPU, ROM, RAM, and input / output port devices interconnected by a bidirectional common bus in a normal form. The configuration and operation of each part of the device of the present embodiment described later may be realized by the operation of the computer device 50 according to a program. The computer device 50 may receive detection values ​​from various sensors for detecting the wheel state, such as the operation amount or depression amount θa of the accelerator pedal 16, the wheel speed Vwi (i=FL, FR, RL, RR) from the wheel speed sensor of each wheel, and the motion state of the vehicle. In addition, in the case of the present embodiment, a signal Sd representing a sound pressure level detected by a microphone 20 configured in an arbitrary manner so as to collect sounds inside the vehicle, for example, sounds in the range of 10 to 5000 Hz including the human audible range, is input to the computer device 50, and may be referred to in the operation control of the motor as described later. Alternatively, as another aspect, signals indicating conditions that may affect the sound inside the vehicle, such as the presence or absence of engine operation (in the case of a hybrid vehicle), the volume level vlm of the volume control 22 of the audio device, and the signal Sw indicating the state of the window opening / closing switch 24, may be input to the computer device 50 and referred to in the operation control of the motor, as described later. Although not shown, various parameters necessary for various controls to be executed in the vehicle of this embodiment, such as various detection signals of the depression amount of the brake pedal, the steering angle, the yaw rate, and the lateral acceleration, may be input to the computer device 50, and various control commands may be output to the corresponding devices. Then, based on the above various inputs, the computer device 50 transmits control commands Crl and Crr for adjusting the output torque (driving torque) of the motors 14RL and RR to the corresponding parts.

[0017] Motor control device system configuration Referring to FIG. 1(B), the system configuration of the motor control device in this embodiment in the computer device 50 may generally include a torque target value determination unit, a correction parameter determination unit, a motor current component target value determination unit, a current feedback calculation unit, and a voltage command unit.

[0018] More specifically, the torque target value determination unit receives the depression amount of the accelerator pedal or an acceleration / deceleration request (not shown) from an arbitrary control device such as a driving support device or an automatic driving device, and determines a target value (torque target value) of the driving torque (or driving force) to be generated by the motor in the vehicle. The correction parameter determination unit determines a different value depending on the sound pressure level of the interior sound detected by the sound collection microphone 20 as a correction parameter to be referred to when determining a target value of the current component to be supplied to the windings of the motor so that the sound pressure level of the interior sound is reduced. The correction parameter may be determined to a different value depending on the presence or absence of engine operation (in the case of a hybrid vehicle), the volume level vlm of the volume 22 of the audio device, and the signal Sw indicating the state of the window opening / closing switch 24. The current component target value determination unit determines a target value of the current component to be supplied to the windings of the motor while referring to the correction parameter so that the torque target value determined by the torque target value determination unit is realized. Here, the target value of the current component to the windings of the motor may be a target value of the current component of a type used in torque control of a normal motor. Typically, the motor current control may be performed according to the theory of vector control, as already mentioned, and in that case, the target value of the current component may be given in the form of an Id current component vector and an Iq current component vector obtained by applying Clarke transformation and Park transformation to the three-phase winding current of the motor. Here, as will be described later, the current component target value determination unit may have maps corresponding to various current advance angles prepared and stored in advance, and may select a map of target values ​​of the current component in which the current advance angle is adjusted to an optimal value when the sound pressure level of the interior sound is low, and select a map of target values ​​of the current component in which the current advance angle is adjusted to an advance angle that reduces vibration of the motor in order to lower the sound pressure level when the sound pressure level of the interior sound is high, and may pick up a target value of the current component corresponding to the torque target value from the map. Then, when the target value of the current component is given, the winding current may be controlled in an arbitrary manner so as to become a current corresponding to the target value of the current component.When the motor current control is performed by vector control, a process is executed in which a command value of a voltage to be applied to the three-phase windings is determined in a current feedback calculation unit by referring to the actual values ​​iu, iv, iw of the three-phase winding currents and the angular position θr of the rotor so as to reduce the difference between the target values ​​and the actual values ​​of the current components, and a voltage according to the voltage command value is supplied from the voltage command unit to a driver circuit (not shown) of the motor.

[0019] Operation of a motor control device for reducing interior noise (1) Overview of control As described in the "Summary of the Invention" section, in a vehicle, motor vibration is one of the sources of interior noise, and the vibration of the motor varies depending on the magnitude, phase, or advance angle of the winding current supplied to the motor windings. On the other hand, the winding current to the motor is usually adjusted (hereinafter referred to as the "optimum state") so as to provide optimal efficiency or to provide maximum torque for the supplied current or power. However, if the current state is shifted from the optimal state, the vibration of the motor may be further reduced. In this embodiment, to put it simply, in order to quiet the interior of the vehicle, as one aspect, the interior noise is detected, and when the level of the detected interior noise becomes high, the state of the magnitude, phase, or advance angle of the winding current to the motor is changed so that the vibration of the motor is reduced. With this configuration, when the interior noise becomes large, the vibration of the motor is reduced in accordance with the volume of the interior noise, and when the interior noise is small, the current to the motor is supplied in the optimal state, which is advantageous. In an actual control device, since it is usually difficult to analytically determine the vibration and current state of the motor, the motor vibration characteristics with respect to the current magnitude, phase or advance angle may be investigated in advance through experiments, etc., and when suppression of motor vibration is required based on the noise inside the vehicle, the current magnitude, phase or advance angle may be changed from the condition that gives the optimal efficiency or maximum torque to the condition that reduces the motor vibration that has been investigated in advance.

[0020] (2) Vector control As already mentioned, in the case where the motor current control is performed according to the theory of vector control, the target values ​​of the Id current component vector and the Iq current component vector may be set so that the current advance angle is the "optimum value" when the interior noise is small, and the target values ​​of the Id current component vector and the Iq current component vector may be set so that the current advance angle is a value that reduces the motor vibration deviated from the "optimum value" when the interior noise is large. When the motor current control is performed by vector control, as shown in Fig. 2, the torque generation efficiency is determined by the phase difference (current advance angle) β between the resultant vector Ia and the Iq current component vector of the Id current component vector (current component in the same direction as the field pole) and the Iq current component vector (current component in a direction perpendicular to the field pole), and the magnitude of the motor vibration also changes depending on the current advance angle β (see Patent Document 1). Therefore, when the interior noise is not large and no reduction of motor vibration is to be performed, the target values ​​of the Id current component vector and the Iq current component vector may be set so that the current advance angle β becomes the optimal value βo. On the other hand, when the interior noise becomes large and an attempt is made to suppress the motor vibration, the target values ​​of the Id current component vector and the Iq current component vector may be set so that the current advance angle β becomes a value at which the motor vibration is reduced more than when it is the optimal value βo. In actual motor control, first, the Id current component vector and the Iq current component vector at which the current advance angle β becomes the optimal value βo are found in advance for each torque generated by the motor, and maps (optimum maps) of the target values ​​of the Id current component vector and the Iq current component vector with the torque at the optimal value βo as a variable are prepared, and the correction value (βo+Δ) at which the current advance angle β reduces the motor vibration [Δ can be a positive or negative value] is set. ] are examined in advance for each torque generated by the motor, and maps (correction maps) of target values ​​for the Id current component vector and Iq current component vector, with the torque at the correction value (βo+Δ) as a variable, are prepared.Then, when the motor is operating, when motor vibration reduction is not performed, the optimum map is used to determine the target values ​​of the Id current component vector and the Iq current component vector, and when motor vibration reduction is performed, the correction map is used to determine the target values ​​of the Id current component vector and the Iq current component vector.

[0021] (3) Reduction of motor vibration based on vehicle conditions that affect interior noise Incidentally, the sound inside the vehicle is louder when the engine is running, when the volume of the in-vehicle sound device is high, or when the windows are open, compared to when the sound inside the vehicle is not running, so it is preferable to reduce the sound caused by the motor vibration to quiet the vehicle interior when the vehicle is in a state where the sound inside the vehicle can be louder. Therefore, in another aspect of this embodiment, when the engine is running, the current may be controlled to reduce the vibration of the motor in the same way as when the sound inside the vehicle is louder when the volume of the in-vehicle sound device is high compared to when the volume is low, and when the windows are open compared to when the windows are closed (the same applies when the motor current control is by vector control).

[0022] (4) Control of motor winding current Referring to Fig. 3, in one example of the control process of the motor winding current of this embodiment, first, a target value of the torque to be generated in the motor is determined according to the depression amount of the accelerator pedal or an acceleration / deceleration request of an arbitrary control device (step 1). Next, the interior sound level is detected using a sound collecting microphone or the like (step 2). Here, the interior sound level may be a sound pressure level (decibels), and the band of the sound to be detected may be, for example, 10 to 5000 Hz, which includes the human audible range. In addition to detecting the interior sound level, it may be determined whether the engine is running, the volume of the interior sound device, or the open / closed state of the windows.

[0023] As described above, when the interior sound level is detected or the vehicle state is determined, a correction parameter is determined in response to the magnitude of the interior sound level or in response to the determination of the vehicle state (step 3).

[0024] More specifically, for the interior sound level, as shown in Fig. 4(A), the correction parameter may be set to 0, 1, 2, etc., depending on the height of the detected interior sound level. Here, as shown in the figure, the correction parameter set for the interior sound level may be provided with hysteresis, and for example, when the interior sound level rises, the correction parameter transitions from 0 to 1 when the interior sound level reaches d2, and the correction parameter transitions from 1 to 2 when the interior sound level reaches d4, while when the interior sound level falls, the correction parameter transitions from 2 to 1 after the interior sound level falls to d3, which is lower than d4, and the correction parameter transitions from 1 to 0 after the interior sound level falls to d1, which is lower than d2. In this manner, the correction parameter for the interior sound level may be determined.

[0025] In addition, when the control of the motor is changed depending on whether the engine is operating or not, different correction parameters may be provided, ON and OFF, depending on whether the engine is operating or not, as shown in Fig. 4(B). Information on whether the engine is operating or not may be obtained from an engine operation control device or the like.

[0026] Alternatively, when the control of the motor is changed according to the volume of the in-car sound device, as shown in Fig. 4(C), different correction parameters such as 0 to 2 may be given according to the volume level (as in the case of the in-car sound level, the correction parameters to be set may have hysteresis.) Information on the volume level may be obtained from the position of the volume knob of the sound device, etc.

[0027] Furthermore, when the control of the motor is changed depending on the open / closed state of the window, different correction parameters may be given depending on whether the window is open or closed, such as ON (open state, the window opening / closing switch is ON) and OFF (closed state, the window opening / closing switch is OFF), as illustrated in Fig. 4(D). Information on the open / closed state of the window may be acquired by referring to the state of the window opening / closing switch.

[0028] Thereafter, a map that provides a current component for a torque prepared in advance in response to the set correction parameter may be selected (step 4). Here, when the motor current is controlled based on the interior sound level, the correction parameter transitions from 0 to 2 as the interior sound level increases, so that when the correction parameter is 0, the motor current is controlled to an optimum state, and when the correction parameter is 1 or 2, the motor current is controlled to a greater degree of suppression of motor vibration. When the motor control is changed based on whether the engine is operating or not, a map may be selected such that when the correction parameter is OFF, i.e., when the engine is not operating, the motor current is controlled to an optimum state, and when the correction parameter is ON, i.e., when the engine is operating, the motor current is controlled to suppress motor vibration. Alternatively, when the motor control is changed according to the volume of the in-car audio system, the correction parameter transitions from 0 to 2 as the volume increases, and a map may be selected such that when the correction parameter is 0, the motor current is controlled to an optimal state, and as the correction parameter becomes 1 and 2, the motor current is controlled to a greater degree of suppression of motor vibration. When the motor control is changed according to whether the window is open or closed, the motor current may be controlled to an optimal state when the correction parameter is OFF so that the motor vibration is suppressed to reduce motor noise when the window is open, and the motor current may be controlled to suppress motor vibration when the correction parameter is ON.

[0029] In the map selection in step 4, when the motor control is executed by vector control, if the correction parameter indicates that the motor current should be controlled to the optimum state (when the correction parameter is 0 or OFF), an optimum map that gives the Id current component vector and the Iq current component vector for which the current advance angle β is the optimum value βo is selected, as shown in Fig. 5(i). If the correction parameter indicates that the motor vibration should be suppressed (when the correction parameter is 1 or 2, ON), a correction map that gives the Id current component vector and the Iq current component vector for which the current advance angle β is the correction value βo+Δ1 or βo+Δ2 that reduces the motor vibration, as shown in Fig. 5(ii) or (iii), may be selected according to the degree of the suppression (the degree of suppression of the motor vibration may be set to be greater when the current advance angle is βo+Δ2 than when it is βo+Δ1).

[0030] Then, using the selected map, a target value of the current to be supplied to the winding current of the motor is determined (step 5). For example, when the motor is controlled by vector control, the Id current component and the Iq current component corresponding to the torque target value may be picked up from the selected map as the respective target values ​​Idt and Iqt. When the motor vibration is suppressed by vector control, the current advance angle is changed without changing the torque to be generated from its target value, but depending on the control mode, the torque to be generated may be reduced below its target value. Then, when the target value of the current is determined, the actual current value is controlled in an arbitrary mode so that it coincides with the target value (step 6). When the vector control is used, a voltage command value determined by current feedback calculation for the determined target values ​​Idt and Iqt of the Id current component and the Iq current component may be provided to the motor driver in a normal mode.

[0031] Thus, in the above control process, when the interior noise is not loud or is estimated to be so, the motor is operated in an optimal state, whereas when the interior noise becomes loud or is estimated to be so, the vibration of the motor, which is one of the sources of the interior noise, is suppressed, thereby making the interior of the vehicle quieter. With this configuration, regardless of the resonant frequency of the motor or regardless of whether the resonant frequency is changed, when the interior noise becomes loud, the vibration of the motor is reduced, and when the interior noise is not loud, the motor can be operated in an optimal state, thereby avoiding unnecessary losses.

[0032] The above description has been given in relation to the embodiment of the present invention, but it will be apparent to those skilled in the art that many modifications and changes can be easily made thereto, and that the present invention is not limited to the embodiment exemplified above, but can be applied to various devices without departing from the concept of the present invention.

Claims

[Claim 1] A control device for a motor mounted on a vehicle, a current control means configured to control a current supplied to the motor so that the interior sound level is reduced based on a detected or estimated interior sound level; The current control means is configured to adjust the current advance angle so that the efficiency of the motor is optimized when the interior noise level is lower than a predetermined level, and to change the state in which the efficiency of the motor is optimized from the state in which the efficiency is optimal when the interior noise level is higher than the predetermined level, thereby reducing vibration of the motor.

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