Abstract: An apparatus and method are provided for compensating for a position error of a resolver that compensates for positions in the overall speed range using resolver position error measured at a specific speed by providing an angle tracking observer (ATO) for calculating angle information. The ATO compensates for the position errors in the overall speed range based on the position errors measured at the specific speed, to an inside of a resolver-digital converter. The method includes digitalizing detected position information of the motor rotor and receiving the digitalized position information from a resolver-digital converter to measure the position error. An electrical angular velocity of the position error is determined and the position error at the electrical angular velocity 0 is calculated and stored. The position error at a current electrical angular velocity is converted into and compensated for using the calculated position error based on the current electrical angular velocity.

Abstract: The present invention relates to an anti-jerk control apparatus and method for an Hybrid Electric Vehicle (HEV). The anti-jerk control apparatus includes a model speed calculation unit for calculating a model speed of the motor in a state in which a vibration of a drive shaft is not considered. A vibration occurrence determination unit detects a speed vibration component while calculating a reference speed difference and an average speed difference from differences between the model speed and an actual speed of the motor, thus determining whether a vibration occurs on the drive shaft. A torque correction value calculation unit calculates a motor torque correction value for anti-jerk required to damp the vibration of the drive shaft, and controls torque of the motor if the vibration occurrence determination unit determines that the vibration occurs on the drive shaft.

Abstract: A control method of a vehicle having a motor according to an exemplary embodiment of the present invention can include confirming that a speed of the motor is not 0 and an output torque thereof is 0 in a condition that the vehicle is being operated, confirming that a voltage of the motor converges to a regular value, and accumulating control data for the motor and processing the control data to calculate an offset value of a resolver. Accordingly, the control method of a vehicle effectively determines whether the offset of the resolver is to be compensated without affecting the drivability of the vehicle.

Abstract: The present invention relates to an anti-jerk control apparatus and method for an Hybrid Electric Vehicle (HEV). The anti-jerk control apparatus includes a model speed calculation unit for calculating a model speed of the motor in a state in which a vibration of a drive shaft is not considered. A vibration occurrence determination unit detects a speed vibration component while calculating a reference speed difference and an average speed difference from differences between the model speed and an actual speed of the motor, thus determining whether a vibration occurs on the drive shaft. A torque correction value calculation unit calculates a motor torque correction value for anti-jerk required to damp the vibration of the drive shaft, and controls torque of the motor if the vibration occurrence determination unit determines that the vibration occurs on the drive shaft.

Abstract: A control method of a vehicle having a motor according to an exemplary embodiment of the present invention can include confirming that a speed of the motor is not 0 and an output torque thereof is 0 in a condition that the vehicle is being operated, confirming that a voltage of the motor converges to a regular value, and accumulating control data for the motor and processing the control data to calculate an offset value of a resolver. Accordingly, the control method of a vehicle effectively determines whether the offset of the resolver is to be compensated without affecting the drivability of the vehicle.

Abstract: The present invention relates to an anti-jerk control apparatus and method for an Hybrid Electric Vehicle (HEV). The anti-jerk control apparatus includes a model speed calculation unit for calculating a model speed of the motor in a state in which a vibration of a drive shaft is not considered. A vibration occurrence determination unit detects a speed vibration component while calculating a reference speed difference and an average speed difference from differences between the model speed and an actual speed of the motor, thus determining whether a vibration occurs on the drive shaft. A torque correction value calculation unit calculates a motor torque correction value for anti-jerk required to damp the vibration of the drive shaft, and controls torque of the motor if the vibration occurrence determination unit determines that the vibration occurs on the drive shaft.

Abstract: The present invention provides a method for limiting motor torque in a hybrid electric vehicle, which limits the output of motor torque that causes a reverse rotation of an engine in a soft hybrid electric vehicle in which a motor and the engine are directly connected to each other, thus preventing the engine from being damaged.

Abstract: The present invention relates to a fault information processing system and method for a vehicle, which can satisfy a short control cycle to thereby reduce the burden applied to the CPU and enables significant fault information (freeze frame) to be frozen. To this end, this invention features that the fault detection unit, the fault processing unit, the fault management unit having independent control cycles process all the faults occurred depending on a priority in such a fashion that fault-related data (freeze frame) is frozen immediately after the occurrence of a fault irrespective of the type of the occurred fault and the priority. Also, the fault management unit retrieves the occurred fault at an independent control cycle, combines the previously frozen fault-related data and the occurred fault, and stores corresponding fault information in a buffer unit.

Abstract: The control system for controlling a permanent magnet synchronous motor includes: a position detection member, an angular speed calculator, a speed controller, a current command generator, a three phase/d-q coordinate converter, a current controller, a d-q/three phase coordinate converter, and an inverter. The speed controller generates a torque command based on a difference between an angular speed command value and the calculated angular speed. The current command generator generates a q-axis current command and a d-axis current command corresponding to the torque command and the angular speed. The three phase/d-q coordinate converter generates a q-axis current feedback signal and a d-axis current feedback signal. The current controller generates a q-axis voltage command and a d-axis voltage command. The d-q/three phase coordinate converter converts the q-axis current command and the d-axis current command into three phase voltage commands.

Abstract: A method of protecting a power device of an inverter from overheating when a motor stalls or is operated in a low-speed range, including detecting and then performing an operation on a maximum tolerable temperature at a junction of the power device of the inverter and a casing temperature between the power device and a radiating plate, calculating an absolute value of an operating speed, and applying a pattern gain differently depending on the calculated absolute value, calculating inverter loss resulting from input motor torque and speed of the motor, performing an operation on the values calculated and calculating a difference between the temperature at the junction of the power device of the inverter and the casing temperature, limiting output of a PI controller that receives the temperature difference calculated, and limiting operational torque output of the motor according to the input motor torque command using the output of the PI controller.

Abstract: A system for controlling a permanent magnet synchronous motor calculates fundamental a d-axis (or q-axis) voltage command based on a difference between a d-axis (or q-axis) current command and a d-axis (or q-axis) current feedback signal, calculates a harmonic suppression d-axis (or q-axis) voltage command used to suppress at least one higher-order harmonic current component included in a harmonic current component which is calculated based on the differences between the current feedback signals and the current commands, and calculates a d-axis (or q-axis) voltage command by adding the fundamental d-axis (or q-axis) voltage command and the harmonic suppression d-axis (or q-axis) voltage command. The d-axis and q-axis voltage commands are transformed into three-phase voltage commands, which are converted into a drive voltage for driving the permanent magnet synchronous motor. As a result, the harmonic current components are significantly suppressed and the motor's overall performance is improved.

Abstract: A system for controlling a permanent magnet synchronous motor calculates fundamental a d-axis (or q-axis) voltage command based on a difference between a d-axis (or q-axis) current command and a d-axis (or q-axis) current feedback signal, calculates a harmonic suppression d-axis (or q-axis) voltage command used to suppress at least one higher-order harmonic current component included in a harmonic current component which is calculated based on the differences between the current feedback signals and the current commands, and calculates a d-axis (or q-axis) voltage command by adding the fundamental d-axis (or q-axis) voltage command and the harmonic suppression d-axis (or q-axis) voltage command. The d-axis and q-axis voltage commands are transformed into three-phase voltage commands, which are converted into a drive voltage for driving the permanent magnet synchronous motor. As a result, the harmonic current components are significantly suppressed and the motor's overall performance is improved.