JP2005261180A - Controller for in-vehicle motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for an in-vehicle motor with less loss which can secure high responsiveness, even when the necessary motor output is drastically increased, in a state, such as during emergency avoidance and during emergency braking. <P>SOLUTION: The controller for an in-vehicle motor is composed so that the in-vehicle motor 3 is driven by a motor control means to which power is supplied from a battery 1. The controller is provided with a high-voltage supply part 4, which has a step-up circuit 21 for stepping up the power of the battery 1, a charging circuit 22 for charging the power stepped up by the step-up circuit 21, and a charge power supply control means for controlling the charging of the charging circuit and also for controlling as to whether to supply the charging power to the motor control means. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an in-vehicle electric motor driven by electric power of a battery mounted on a vehicle.

  As a representative example of this type of on-vehicle motor control device, an electric power steering device is known. As shown in FIG. 23, the electric power steering apparatus supplies the steering torque detected by the steering torque sensor 100 to the electric motor control apparatus 102 supplied with electric power from the battery 101. The motor controller 102 drives the motor 103 that generates a steering assist torque for the steering system. Here, the rotation angle of the electric motor 103 is detected by a resolver and fed back to the electric motor control device 102.

  In this conventional example, the assist current supplied to the motor is controlled by the motor control device 102 so as to generate a steering assist torque corresponding to the steering torque so as to generate an appropriate steering assist force. Since the 12V battery 101 is applied, the motor specification is also 12V DC. Therefore, a large current is passed through the motor to obtain a large torque, resulting in a large wiring loss, which limits the motor output. There is an unsolved problem that the steering assist force may be insufficient. In particular, when the electric motor is driven at a high rotational speed, the back electromotive voltage generated in the electric motor increases, so that there is an unsolved problem that the current flowing through the electric motor is suppressed and the steering assist force may be insufficient. .

In order to solve this unsolved problem, a target current value It supplied to the motor is calculated based on the steering torque detected by the steering torque sensor and the vehicle speed detection value detected by the vehicle speed sensor, and the target current value It and current detection are calculated. When a deviation from the value Is is calculated to generate a command value V for feedback control, a calculated duty ratio Dc is calculated based on the command value V, and the calculated duty ratio Dc exceeds a threshold D0 such as 100%, Reactor, Hi-MOS constituting switching elements connected in series, reactor and output side of Lo-MOS and Hi-MOS constituting switching elements connected between the connection point of the reactor and Hi-MOS and the ground A booster circuit composed of a booster chopper having a smoothing capacitor connected to ground is started to calculate an output duty ratio Dp, and a threshold value D In the following cases, an electric power steering apparatus is proposed in which the booster circuit is stopped, the calculated duty ratio Dc is set as the output duty ratio Dp, and the calculated output duty ratio Dp is supplied to the PWM signal generation circuit ( For example, see Patent Document 1). In this conventional example, by supplying the voltage boosted by the boost chopper to the motor, the current flowing can be reduced even if the thickness and length of the wiring are the same, so from the motor control device to the motor. Loss in the wiring section of the motor can be reduced, a larger steering assist force can be generated, and a higher voltage (current x voltage) can be obtained when the boosted voltage is supplied to the motor when the same current is restricted. Even when the motor is driven at a high rotational speed, a shortage of steering assist force can be avoided.
Japanese Patent Laying-Open No. 2003-200838 (first page, FIG. 5)

However, in the conventional example described in Patent Document 1 described above, when the required motor output increases rapidly (for example, in the case of emergency avoidance during driving in an electric power steering device, high speed driving in an electric brake) In case of emergency braking, etc.), even if the booster circuit is activated by the boost command, it takes time to reach the required boosted voltage and the responsiveness deteriorates. There is an unsolved problem that a quick motor operation cannot be secured. Further, since the battery voltage fluctuates due to the power consumption of other electrical equipment during normal times, there is also an unsolved problem that the motor output is affected by this battery voltage fluctuation.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and has high responsiveness even when the required motor output suddenly increases as in emergency avoidance or emergency braking. An object of the present invention is to provide a control device for an in-vehicle electric motor that is secured and has little loss.

In order to achieve the above object, a control device for an in-vehicle electric motor according to claim 1, wherein the in-vehicle electric motor is driven by an electric motor control unit supplied with electric power from a battery. A booster circuit that boosts the power of the battery, a charging circuit that charges the power boosted by the booster circuit, controls charging of the charging circuit, and controls whether to supply charging power to the motor control means And a high voltage supply unit having a charging power supply control means.
In the invention according to claim 1, in the high voltage supply unit, the battery power is boosted by the booster circuit and charged to the charging circuit, and the charging power of the charging circuit is supplied to the motor control means by the charging power supply control means when necessary. To do.

According to a second aspect of the present invention, there is provided the on-vehicle electric motor control apparatus according to the first aspect of the invention, wherein the high voltage supply unit includes a charge voltage detecting means for detecting a charge voltage of the charge circuit, and the charge power supply. The control means is configured to start the boosting circuit and start charging when a charging voltage of the charging circuit becomes a set value or less.
In the invention according to claim 2, when the charging voltage of the charging circuit exceeds the set value, the booster circuit is stopped and the battery power is consumed to charge the charging circuit. However, the booster circuit is activated only when the charging voltage of the charging circuit becomes equal to or lower than the set value, and boosts the battery power to charge the charging circuit.

Furthermore, the control device for an in-vehicle motor according to claim 3 is the invention according to claim 1 or 2, wherein the high voltage supply unit detects an applied voltage to the motor control unit, and the charging Charging voltage detection means for detecting a charging voltage of the circuit, and the charging power supply control means is configured to switch the charging power of the charging circuit to supply the electric motor control means with the applied voltage detection means. The application voltage of the electric motor control means is continuously changed based on the detected applied voltage to the electric motor control means and the charging voltage of the charging circuit detected by the charging voltage detection means. Yes.
In the invention according to claim 3, when the voltage applied to the motor control means is detected, the charging voltage of the charging circuit is detected, and the charging power supply control means supplies the charging power of the charging circuit to the motor control means. In addition, the voltage applied to the motor control means is continuously changed without being discontinuous based on the voltage applied to the motor control means, that is, the battery voltage and the charging voltage of the charging circuit.

Furthermore, the control device for an in-vehicle electric motor according to a fourth aspect is the invention according to any one of the first to third aspects, wherein the charging power supply control means has a duty ratio between the charging circuit and the electric motor control means. The switching element is controlled.
In the invention according to the fourth aspect, the charging voltage supplied to the motor control means can be continuously changed by controlling the duty ratio with the control signal supplied to the switching element.

Still further, according to a fifth aspect of the present invention, there is provided the on-vehicle motor control apparatus according to any one of the first to fourth aspects, wherein the charging power supply control means is an electric motor based on a wiring resistance between the battery and the motor control means. The charging power is controlled so as to compensate for a voltage drop of an applied voltage to the control means.
According to the fifth aspect of the present invention, when a voltage drop occurs in the voltage applied to the motor control means due to the wiring resistance between the battery and the motor control means, this voltage drop can be compensated with the charging power.

According to a sixth aspect of the present invention, there is provided a control device for an in-vehicle electric motor according to any one of the first to fifth aspects, further comprising a rotation speed detecting means for detecting a rotation speed of the in-vehicle electric motor, and the high voltage supply unit. The charging power supply control means is configured to supply charging power to the motor control means when the on-vehicle motor rotation speed detected by the rotation speed detection means becomes equal to or higher than a set speed. Yes.
In the invention according to claim 6, the charging power supply control means supplies the charging power charged by boosting the battery voltage to the motor control means when the rotational speed of the in-vehicle motor becomes equal to or higher than the set speed. When an applied voltage is required to flow the necessary current during emergency avoidance or emergency braking, the applied voltage can be reliably supplied to the motor without impairing responsiveness, and the motor should be controlled in an optimal state. Can do.

Furthermore, the on-vehicle electric motor control apparatus according to claim 7 is characterized in that, in any one of claims 1 to 6, a high voltage supply unit is connected in parallel to the battery.
In the invention according to claim 7, since the high voltage supply unit is connected in parallel with the battery, electric power is always supplied from the battery to the motor control means, and the high voltage is supplied from the high voltage supply unit to the electric motor when high power is required. It can be supplied to the control means.

Furthermore, the on-vehicle motor control device according to claim 8 is characterized in that, in any one of the inventions of claims 1 to 6, a high voltage supply unit is connected in series with the battery.
In the invention according to claim 8, since the high voltage supply unit is connected in series with the battery, power is always supplied from only the battery to the motor control means, and the high voltage supply unit is connected in series with the battery when high power is required. The high voltage can be supplied to the motor control means.

Still further, a control device for an in-vehicle electric motor according to a ninth aspect is characterized in that, in the invention according to any one of the first to eighth aspects, the in-vehicle electric motor is a brushless motor.
In the invention according to claim 9, since the brushless motor is applied as the on-vehicle motor, a highly responsive motor can be configured with a simple control system.

According to a tenth aspect of the present invention, there is provided a control device for an in-vehicle electric motor according to any one of the first to ninth aspects, wherein the in-vehicle electric motor is an electric power steering motor for assisting a steering force. Yes.
In the invention according to the tenth aspect, at the time of emergency avoidance, the electric power steering motor can be driven quickly with high responsiveness.
Furthermore, in the control device for an in-vehicle electric motor according to an eleventh aspect, in the invention according to any one of the first to ninth aspects, the in-vehicle electric motor is an electric brake motor that applies a braking force to the vehicle. It is said.
In the invention according to claim 11, the electric brake motor can be driven quickly with high responsiveness during emergency braking.

Furthermore, the control device for an in-vehicle motor according to claim 12 is characterized in that, in any one of the inventions according to claims 1 to 11, the motor control means is supplied with control power from the battery. .
In the invention according to claim 12, since the control power is supplied from the battery to the motor control means, it is not necessary to start up the booster circuit or the like, and sufficient control power can be secured. Further, even if the boosted voltage is supplied from the charging circuit to the motor control means, it is possible to prevent the control power supply circuit from being destroyed by the high voltage input.

Still further, in the control device for a vehicle-mounted motor according to claim 13, in the invention according to any one of claims 1 to 12, the booster circuit is configured to be able to supply regenerative power from the vehicle-mounted motor to the battery. It is characterized by comprising a step-up chopper.
According to the thirteenth aspect of the present invention, the regenerative power generated during the braking operation of the in-vehicle electric motor can be supplied to the battery via the boost chopper, and energy saving can be achieved.

According to a fourteenth aspect of the present invention, in the control device for an in-vehicle electric motor according to any one of the first to thirteenth aspects, the charging circuit includes a secondary battery capable of charging a higher voltage than the battery. It is characterized by that.
In the invention according to claim 14, by configuring the charging circuit with a secondary battery, a high voltage charging state can be continued for a long time.

Furthermore, in the control device for an in-vehicle electric motor according to a fifteenth aspect, in the invention according to any one of the first to thirteenth aspects, the charging circuit includes a large-capacitance capacitor capable of charging a higher voltage than the battery. It is characterized by that.
According to the fifteenth aspect of the present invention, the charging circuit is constituted by a large-capacitance capacitor, whereby the charging circuit can be reduced in size and can have a longer life.

Furthermore, the on-vehicle electric motor control device according to claim 16 is the on-vehicle electric motor control device that drives the on-vehicle electric motor by the electric motor control means that is supplied with electric power from the battery. A boosting circuit for charging, a charging circuit for charging power boosted by the boosting circuit, and charging power supply control for controlling charging of the charging circuit and whether to supply charging power to the motor control means A high voltage supply unit having a means, a steering torque detecting means for detecting a steering torque input to the steering system, and a steering angular speed detecting means for detecting a steering angular speed of the steering system. An electric power steering motor for assisting the steering force of the steering system, and the motor control means is a steering torque detected by the steering torque detecting means. And the charging power supply control means supplies the charging power to the motor control means when an emergency avoidance state is detected by the emergency avoidance detection means. It is characterized by being configured.
In the invention according to claim 16, in the high voltage supply unit, the battery power is boosted by the booster circuit and charged to the charging circuit, and the charging power of the charging circuit is charged by the charging power supply control means and by the emergency avoidance state detection means. When the emergency avoidance state is detected, the motor control means can be supplied with high responsiveness.

Still further, the on-vehicle motor control apparatus according to claim 17 is the invention according to claim 16, wherein the emergency avoidance state detection means includes a time change rate calculation means for calculating a time change rate of the steering state detection signal. The time change rate calculated by the time change rate calculation means is determined to be in an emergency avoidance state when the time change rate is equal to or greater than a set value.
In the invention according to claim 17, the emergency avoidance state detecting means calculates the time change rate of the steering state detection signal, so that the emergency avoidance state is determined when the calculated time change rate becomes equal to or greater than the set value. can do.

According to an eighteenth aspect of the present invention, there is provided a control apparatus for an in-vehicle electric motor according to the seventeenth aspect, wherein the steering state signal detecting means is a steering torque detecting means for detecting a steering torque.
In the invention according to claim 18, by detecting the steering torque, the time change rate of the steering torque is detected, and when the emergency avoidance state is detected based on the time change rate, the on-vehicle motor is made highly responsive. It can be driven quickly.

Furthermore, the vehicle motor control apparatus according to claim 19 is characterized in that, in the invention of claim 17, the steering state signal detecting means is a steering angle detecting means for detecting a steering angle.
In the invention according to claim 19, when the steering torque is detected to detect the time change rate of the steering torque, and the emergency avoidance state is detected based on the time change rate, the vehicle-mounted motor is made to be highly responsive. It can be driven quickly.

Furthermore, the on-vehicle electric motor control device according to claim 20 is the on-vehicle electric motor control device in which the on-vehicle electric motor is driven by the electric motor control means supplied with power from the battery. A boosting circuit for charging, a charging circuit for charging power boosted by the boosting circuit, and charging power supply control for controlling charging of the charging circuit and whether to supply charging power to the motor control means A high voltage supply unit having a means, and a steering angular speed detection means for detecting a steering angular speed, the on-vehicle motor is an electric power steering motor for assisting a steering force, and the charging power supply control means includes: When the steering angular velocity detected by the steering angular velocity detection means becomes a set value or more, the charging power is supplied to the electric motor control means. It is characterized in Rukoto.
In the invention according to claim 20, in the high voltage supply unit, the battery power is boosted by the boosting circuit and charged to the charging circuit, and the charging power of this charging circuit is detected by the charging power supply control means by the steering angular velocity detecting means. When the steered angular velocity becomes equal to or higher than the set value, it is supplied to the motor control means.

  According to the first aspect of the present invention, in the high voltage supply unit, the battery power is boosted by the boosting circuit and charged to the charging circuit, and the charging power of the charging circuit is supplied to the motor control means by the charging power supply control means when necessary Since it is supplied, when it is necessary to operate the on-vehicle motor at high speed during emergency avoidance or emergency braking, charging power with a charging voltage higher than the battery voltage can be supplied to the on-vehicle motor, thus reducing the flowing current. Thus, the loss in the wiring section from the charging circuit to the motor control means is reduced, and an effect that a larger motor output can be secured and high responsiveness can be secured is obtained.

  According to the invention of claim 2, when the charging voltage of the charging circuit exceeds the set value, the booster circuit is stopped and the battery power is consumed for charging the charging circuit. When the charging voltage of the charging circuit falls below the set value, the booster circuit is activated for the first time and boosts the battery power to charge the charging circuit. It is driven only when it is lowered, and the effect that the amount of battery power consumption can be reduced is obtained.

  Further, according to the invention of claim 3, when the charging power of the charging circuit is supplied to the motor control means, the motor control means is based on the voltage applied to the motor control means, that is, the battery voltage and the charging voltage of the charging circuit. Since the applied voltage is continuously changed without being discontinuous, it is possible to suppress the output fluctuation of the in-vehicle motor and to drive the in-vehicle motor at a high speed without giving the driver a sense of incongruity. It is done.

Furthermore, according to the invention of claim 4, by controlling the duty ratio with the control signal supplied to the switching element, the charging voltage supplied to the motor control means can be continuously changed, and the battery supply It is possible to reliably prevent the voltage and the charging voltage from becoming discontinuous and to perform a good voltage switching.
Still further, according to the fifth aspect of the present invention, when a voltage drop occurs in the voltage applied to the motor control means due to the wiring resistance between the battery and the motor control means, the voltage drop is compensated with the charging power. Thus, when the on-vehicle electric motor is driven to rotate at high speed, an effect that the output of the electric motor is insufficient can be surely prevented.

  According to the sixth aspect of the present invention, when the rotation speed of the in-vehicle motor becomes equal to or higher than the set speed by the charging power supply control means, the charging power charged by boosting the battery voltage is supplied to the motor control means. Therefore, when an applied voltage is required to flow the necessary current during emergency avoidance or emergency braking, the applied voltage can be reliably supplied to the motor without impairing responsiveness. The effect is obtained that the required motor output can be obtained by controlling.

Further, according to the invention of claim 7, since the high voltage supply unit is connected in parallel with the battery, it is possible to always supply power from the battery to the motor control means, and to supply high voltage when high power is required. The high voltage is supplied from the unit to the motor control means, and the effect of switching between the two can be obtained.
Further, according to the invention of claim 8, since the high voltage supply unit is connected in series with the battery, power is always supplied from only the battery to the motor control means, and the high voltage supply unit is provided when high power is required. Can be connected to the battery in series to supply a high voltage to the motor control means, and the effect of smoothly switching between the two can be obtained.

Still further, according to the invention according to claim 9, since the brushless motor is applied as the on-vehicle motor, an effect that a highly responsive motor can be configured with a simple control system is obtained.
Further, according to the invention of claim 10, the effect that the electric power steering motor can be driven quickly with high responsiveness at the time of emergency avoidance is obtained.

Furthermore, according to the invention which concerns on Claim 11, the effect that the motor for electric brakes can be driven quickly with high responsiveness at the time of emergency braking is acquired.
Furthermore, according to the twelfth aspect of the present invention, since control power is supplied from the battery to the motor control means, it is not necessary to start up the booster circuit or the like, and an effect that sufficient control power can be secured is obtained. It is done.

Furthermore, according to the invention of claim 13, the regenerative electric power generated during the braking operation of the vehicle-mounted motor can be supplied to the battery via the boost chopper, and energy saving can be achieved. can get.
According to the invention of claim 14, by configuring the charging circuit with a secondary battery, it is possible to obtain an effect that a high voltage charging state can be continued for a long time.

Furthermore, according to the invention which concerns on Claim 15, while comprising a charging circuit with a large capacity | capacitance capacitor, while being able to size-down a charging circuit and being able to prolong the lifetime, it is acquired.
Furthermore, according to the invention of claim 16, in the high voltage supply unit, the battery power is boosted by the boosting circuit and charged to the charging circuit, and the charging power of the charging circuit is urgently avoided by the charging power supply control means. When an emergency avoidance state is detected by the state detection unit, an effect is obtained that the motor control unit can be supplied with high responsiveness.

Still further, according to the invention according to claim 17, the emergency avoidance state detection means calculates the time change rate of the steering state detection signal, so that the emergency avoidance state when the calculated time change rate becomes equal to or greater than the set value. The effect that it can judge that it is is acquired.
According to the eighteenth aspect of the present invention, when the emergency avoidance state is detected based on the time change rate of the steering torque by detecting the steering torque, the vehicle-mounted motor is driven quickly with high responsiveness. The effect that it can be obtained.

According to the nineteenth aspect of the present invention, when the emergency avoidance state is detected based on the time change rate of the steering angle by detecting the steering angle, the vehicle-mounted electric motor is driven quickly with high responsiveness. The effect that it can be obtained.
According to the twentieth aspect of the present invention, in the high voltage supply unit, the battery power is boosted by the booster circuit and charged to the charging circuit, and the charging power of the charging circuit is supplied to the steering angular velocity by the charging power supply control means. When the steering angular velocity detected by the detection means becomes equal to or higher than the set value, an effect that the motor control means can be supplied with high response can be obtained.

Next, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing a schematic configuration according to the first embodiment of the present invention. In FIG. 1, reference numeral 1 denotes a battery having a rated voltage of 12 V mounted on a normal vehicle, and an output from the battery 1 is shown. The battery power to be supplied is supplied to the control unit 2 as electric motor control means via the diode 36, and the on-vehicle electric motor 3 configured by, for example, a brushless motor is driven and controlled by the control unit 2. Further, a high voltage supply unit 4 that boosts and charges the battery voltage is connected in parallel to the battery 1, and a charging voltage from the high voltage supply unit 4 is supplied to the control unit 2. Further, a battery voltage is directly input to the control unit 2 as a control power source, and a control power source for the control unit 2 is supplied.

Here, the vehicle-mounted motor 3 has a configuration of a steering assist force generation motor that generates a steering assist torque of the electric power steering device, and as shown in FIG. 2, the on-vehicle motor 3 is connected to the steering column 6 to which the steering wheel 5 is connected. The steering column 6 is connected to a pinion rack mechanism 9 via a universal joint 8, and the pinion rack mechanism 9 is connected to a steered wheel (not shown) via a tie rod 10.
As shown in FIG. 1, the high voltage supply unit 4 includes a boost chopper 21 as a boost circuit connected to the positive terminal 1p of the battery 1, a charging circuit 22 to which an output voltage of the boost chopper 21 is supplied, An output side switching circuit 23 for selecting whether or not to supply the charging power of the charging circuit 22 to the control unit 2 is provided.

  The step-up chopper 21 has a reactor 31 having one end connected to the positive terminal 1p of the battery 1, a collector connected to the other end of the reactor 31, an emitter connected to the negative terminal 1n of the battery 1, and a base controlled. The emitter is connected to the connection point of the switching transistor 32 to which the PWM control signal CS1 supplied from the unit 2 is input, the reactor 31 and the collector of the switching transistor 32, the collector is connected to the charging circuit 22, and the base The switching transistor 33 is supplied with a control signal CS2 supplied from the control unit 2, and a diode 34 having an anode connected to the emitter of the switching transistor 33 and a cathode connected to the collector. Then, the switching transistor 32 is controlled to be turned on / off by the PWM control signal CS1 at a specified duty ratio, so that the output voltage boosted to, for example, 36V, which is higher than the battery voltage corresponding to the duty ratio, is charged via the diode 34. 22 is output. Further, the PWM control signal CS1 in the off state is supplied from the control unit 2 to the switching transistor 32, and at the same time, the PWM control signal CS2 having a predetermined duty ratio is supplied to the switching transistor 33, whereby the switching transistor 33 is turned on / off. The off-state is repeated, and regenerative power output from the vehicle-mounted electric motor 3 to be described later can be supplied to the positive terminal 1p of the battery 1 via the reactor 31.

  The charging circuit 22 includes a secondary battery 35 that is charged by a boosted output obtained by boosting the battery voltage output from the boost chopper 21. The positive side of the secondary battery 35 is the output side of the boost chopper 21, and the negative side is the battery. 1 is connected to the negative-side terminal 1n, and is charged to 36V higher than the battery voltage by the boosted output of the boost chopper 21.

  The output side switching circuit 23 has a collector connected to the positive side of the secondary battery 35 of the charging circuit 22, and an emitter interposed between the positive side terminal 1 p of the battery 1 and the power input side of the control unit 2. The switching transistor 37 is connected to the cathode side of 36 and supplied with a PWM control signal CS3 whose duty ratio is controlled from the control unit 2 to the base. The collector of the switching transistor 37 has a cathode side, and the emitter has an anode side. Each of the diodes 38 is connected to each other. Then, by controlling the switching transistor 37 to be in an OFF state by turning off the PWM control signal CS3, the charging voltage charged in the secondary battery 35 of the charging circuit 22 is not supplied to the control unit 2, and the PWM control signal CS3. Is turned on / off at a predetermined duty ratio, so that a charging voltage corresponding to the duty ratio is supplied from the switching transistor 37 to the control unit 2. The regenerative power generated by the in-vehicle motor 3 output from the control unit 2 is supplied to the charging circuit 22 via the diode 38 and supplied to the battery 1 via the switching transistor 33 and the reactor 31 of the boost chopper 21. The

  The control unit 2 is composed of, for example, a microcomputer, and a rotational speed detected by a rotational speed sensor 41 composed of a resolver, a rotary encoder or the like disposed in the in-vehicle electric motor 3 is inputted as a feedback signal, The steering torque detection signal of the steering torque sensor 42 that detects the steering torque of the driver input to the steering wheel 5 is input, and the applied voltage sensor 43 that detects the applied voltage of the control unit 2 and the charging voltage of the charging circuit 22. Each of the voltage detection signals detected by the charging voltage sensor 44 serving as a charging voltage detection means for detecting the steering assist is input, and a predetermined steering assist torque calculation process is performed based on the steering torque detection signal to generate the steering assist generated by the in-vehicle electric motor 3. Calculate the torque and drive power corresponding to the calculated steering assist torque. A charge control process for calculating a value im and performing a steering assist torque control process for driving and controlling the in-vehicle electric motor 3 and outputting control signals CS1 and CS2 for controlling the step-up chopper 21 of the high voltage supply unit 4, and an output A high voltage control process for outputting a control signal CS3 for controlling the side switching circuit 23 and a regenerative power process for returning the regenerative power generated by the in-vehicle motor 3 to the battery 1 are executed.

  In the steering assist torque control process, for example, the relationship between the steering torque detection signal and the target drive current of the in-vehicle electric motor 3 is determined based on the steering torque detection signal detected by the steering torque sensor 42 as in the case of a normal electric power steering device. The target drive current is calculated with reference to the control map shown, and the current supplied to the in-vehicle electric motor 3 is controlled based on the calculated target drive current.

As shown in FIG. 3, in the charging control process, first, in step S1, the charging voltage Vc detected by the charging voltage sensor 44 that detects the charging voltage of the secondary battery 35 of the charging circuit 22 is read, and then in step S2. It is determined whether or not the read charging voltage Vc is equal to or lower than the lower limit setting voltage Vcs _L set in advance by a predetermined voltage lower than the boosted voltage of the boosting chopper 22, and when Vc> Vcs _L , the charging is performed. When it is determined that the charging voltage in the circuit 23 is sufficient, the process proceeds to step S3, the PWM control signal CS1 for the switching transistor 32 of the boost chopper 21 is turned off, and the process returns to step S1, and Vc ≦ Vcs _L If it is, it is determined that the charging voltage in the charging circuit 23 is insufficient, and the process proceeds to step S4.

In step S4, the PWM control signal CS2 for the switching transistor 33 of the boosting chopper 21 is controlled to be in an OFF state, and the PWM control signal CS1 having a predetermined duty ratio is output to the switching transistor 32, and then step S5 is performed. Migrate to
In step S5, the detection voltage Vc of the charge voltage sensor 44 is read again, and then the process proceeds to step S6 to determine whether or not the charge voltage Vc exceeds the upper limit set voltage Vcs _H higher than the set voltage Vcs _L. when a Vc ≦ Vcs _H returns to the step S4, when it is Vc> Vcs _H proceeds to step S3.

  Further, as shown in FIG. 4, in the high voltage control process, first, in step S11, the rotational speed Vm of the in-vehicle motor 3 detected by the rotational speed sensor 41 is read, and then the process proceeds to step S12 and read. It is determined whether or not the absolute value | Vm | of the rotational speed Vm is equal to or greater than a speed threshold value Vth for determining whether or not the emergency avoidance operation is set in advance. If | Vm | <Vth, emergency avoidance is performed. It is determined that the normal steering is not performed, the process proceeds to step S13, the PWM control signal CS3 for the switching transistor 37 of the output side switching circuit 43 is turned off, and the process returns to step S11. When | ≧ Vth, it is determined that the emergency avoidance operation is being performed, and the process proceeds to step S14.

In step S14, the applied voltage Vi of the control unit 2 detected by the applied voltage sensor 43 is read, and then the process proceeds to step S15, where the duty ratio D of the PWM control signal CS3 for the switching transistor 37 of the output side switching circuit 23 is set. Then, after setting the output voltage of the output side switching circuit 23 obtained by pulse width modulation of the charging voltage Vc to a value D ₀ that matches the applied voltage Vi of the control unit 2, the process proceeds to step S16.

  In step S16, the PWM control signal CS3 having the set duty ratio D is output to the switching transistor 37, and then the process proceeds to step S17 to determine whether or not a predetermined time for determining the change rate of the duty ratio D has elapsed. When the predetermined time has not elapsed, the system waits until the predetermined time elapses. When the predetermined time elapses, the process proceeds to step S18, and the current duty ratio D is increased by a preset increase amount ΔD. After the set value is set as a new duty ratio D, the process proceeds to step S19.

  In this step S19, it is determined whether or not the duty ratio has reached 100%, that is, the state in which the ON state is continued. If the duty ratio has not reached 100%, the routine proceeds to step S20 and is set in step S18. After outputting the PWM control signal CS3 having the duty ratio D to the switching transistor 37 of the output side switching circuit 23, the process returns to step S17.

On the other hand, when the determination result in step S19 is D ≧ 100%, the process proceeds to step S21, the duty ratio D is set to 100%, and then the process proceeds to step S22, where the PWM control signal with the duty ratio D is set. After CS3 is output to the switching transistor 37 of the output side switching circuit 23, the process proceeds to step S23.
In step S23, the rotational speed Vm of the in-vehicle motor 3 detected by the rotational speed sensor 41 is read again, and then the process proceeds to step S24, where the absolute value | Vm | of the read rotational speed Vm is a preset speed threshold value. It is determined whether or not the step-down threshold Vthd is slightly higher than Vth. If | Vm |> Vthd, the process returns to step S23. If | Vm | ≦ Vthd, the switch to the battery voltage Vb is close. It judges that it is a thing and transfers to step S25.

In step S25, a value obtained by reducing the current duty ratio D by a preset reduction amount ΔD is set as a new duty ratio D, and then the process proceeds to step S26, where the duty ratio D is equal to or less than the initial set value D _0. it is determined whether or not a, D> when D is _0, the process proceeds to step S27, and outputs a PWM control signal CS3 of the duty ratio D set in step S25 to the switching transistor 37 of the output-side switching circuit 23 Then, the process proceeds to step S28.

In this step S28, it is determined whether or not a predetermined time for determining the change rate of the duty ratio D has elapsed. If the predetermined time has not elapsed, the process waits until the predetermined time has elapsed. Return to S25.
On the other hand, the judgment result of the step S26 is shifted it is judged that the output voltage of the output-side switching circuit 23 is restored to the battery voltage Vb to step S29 when it is D ≦ D _0, switching of the output switching circuit 23 After the PWM control signal CS3 supplied to the transistor 37 is turned off, the process returns to step S11.

As shown in FIG. 5, the regeneration control process is executed as a timer interrupt process for a predetermined main program. First, in step S31, the charging voltage Vc detected by the charging voltage sensor 44 is read, and then the process proceeds to step S32. Te, it is determined whether the charging voltage Vc I read exceeds the upper limit set voltage Vcs _H higher regenerative setting voltage Vcs _K at preset time aforementioned charging process, a vehicle when a Vc ≦ Vcs _K The electric motor 3 determines that it is not necessary to regenerate power to the battery, and the process proceeds to step S33. After the PWM control signal CS2 for the switching transistor 33 of the step-up chopper 21 is turned off, the timer interrupt process is terminated and a predetermined value is obtained. the return to the main program, when it is Vc> Vcs _K is a regenerative power generated by the vehicle electric motor 3 It is determined that there the process proceeds to step S33.

In this step S33, the duty ratio D of the PWM control signal CS2 for the switching transistor 33 of the boost chopper 21 that reduces the charging voltage Vc to the battery charging voltage applied to the charging of the battery 1 is calculated, and then the process proceeds to step S34. The PWM control signal CS2 having the calculated duty ratio D is output to the switching transistor 33 of the step-up chopper 21, and then the timer interrupt process is terminated and the process returns to a predetermined main program.
The processing of FIGS. 3 to 5 and the output side switching circuit 23 constitute a charging power supply control means.

Next, the operation of the first embodiment will be described.
It is assumed that the vehicle is stopped now. Since the control unit 2 always executes the charging control process shown in FIG. 3, when the charging voltage Vc of the charging circuit 22 exceeds the set voltage Vcs _L , the switching transistors 32 and 33 of the boosting chopper 21 are used. Since the PWM control signals CS1 and CS2 are both turned off, the driving of the step-up chopper 21 is stopped.

However, when the charging voltage Vc of the charging circuit 22 drops below the set voltage Vcs _L , the PWM control signal CS1 having a predetermined duty ratio D is output to the switching transistor 32 of the boosting chopper 21, whereby the boosting chopper 21 is activated. When the switching transistor 32 is turned on, electromagnetic energy is accumulated in the reactor 31, and when the switching transistor 32 is turned off from this state, the accumulated energy is released and is three times the battery voltage Vb ( In this embodiment, the setting is tripled.) Is supplied to the charging circuit 22 to charge the secondary battery 35. Thereafter, when the charging voltage Vc of the secondary battery 35 exceeds the upper limit setting voltage Vcs _H , it is determined that the charging of the charging circuit 22 has been completed, and the PWM control signal CS1 is controlled to be turned off, so that the boost chopper 21 Is stopped. Since the switching transistor 33 is also in the off state when the boost chopper 21 is stopped, the discharge to the battery 1 side of the charging circuit 22 is blocked by the diode 34 and the charged state can be maintained. Thereafter, every time the charging voltage Vc of the charging circuit 22 falls below the set voltage Vcs _L , the boost chopper 21 is activated and the charging process to the charging circuit 22 is executed.

  When the steering wheel 5 is rotated so as to rotate in this stopped state, the steering torque transmitted to the steering wheel 5 at this time becomes a large value, which is detected by the steering torque sensor 42, and the detected steering torque is controlled. Since it is input to the unit 2, the control unit 2 executes a steering assist force control process, and a motor current command for generating the steering assist torque corresponding to the steering torque detected by the steering torque sensor 42 by the in-vehicle electric motor 3. A value im is calculated, each phase current command value of the brushless motor is generated based on this motor current command value im, and each control element of the inverter is driven and controlled based on each phase current command value. As shown by the section T1 in (a), a large steering assist torque required for the in-vehicle motor 3 is generated. . The rotational speed Vm of the on-vehicle electric motor 3 at this time is relatively slow as shown by a section T1 in FIG. 6B, and the rotational speed Vm does not exceed the rotational speed threshold Vth, and the high voltage in FIG. Steps S11 and S13 are repeated in the control process, and the PWM control signal CS3 for the switching transistor 37 of the output side switching circuit 23 is controlled to be in an OFF state. Therefore, when the switching transistor 37 of the output side switching circuit 23 is turned off, a charging voltage Vc that is three times the battery voltage Vb charged in the secondary battery 35 of the charging circuit 22 is input to the control unit 2. Instead, only the electric power of the battery 1 is input to the control unit 2, and the vehicle-mounted motor 3 is controlled to an appropriate rotation speed based on the battery voltage Vb.

  In the normal steering state in which the vehicle is started from the stopped state to the traveling state and the steering wheel 5 is steered in this state, the steering assist torque that is required decreases as the vehicle speed increases. The steering torque transmitted to is also a small value, which is detected by the steering torque sensor 42 and input to the control unit 2. For this reason, the motor current command value im also becomes a small value, and the steering assist torque generated by the in-vehicle electric motor 3 is smaller than the steering assist torque at the time of settling as shown by a section T2 in FIG. At the same time, the rotational speed Vm also becomes a smaller value as indicated by the section T2 in FIG. 6B, and thus the state of repeating steps S11 to S13 in the process of FIG. 4 is continued.

  However, if an emergency avoidance operation such as a left turn is required due to an interruption from another lane or an overrun traveling beyond the center line of the oncoming vehicle from the opposite lane in the running state, the steering transmitted to the steering wheel 5 at this time is required. As shown by a section T3 in FIG. 6A, the torque is larger than the normal steering torque and smaller than that at the time of stationary, but the rotational speed Vm of the in-vehicle electric motor 3 is as shown in FIG. ), The speed is equal to or higher than the set speed (rotation speed threshold) Vth.

In this emergency avoidance operation, as shown in FIG. 7C, when the rotational speed Vm of the in-vehicle electric motor 3 increases in the positive direction and becomes equal to or higher than the set speed (rotational speed threshold) Vth at time t1, the voltage control of FIG. In the processing, the process proceeds from step S12 to step S14, the application voltage Vi detected by the application voltage sensor 43 for detecting the application voltage Vi of the control unit 2 is read, and the output voltage corresponding to the application voltage Vi is output side switching circuit 23. The initial duty ratio D ₀ is set as the duty ratio D so as to be output from.

  By supplying the PWM control signal CS3 having the set duty ratio D to the switching transistor 37 of the output side switching circuit 23, the switching transistor 37 is controlled to be turned on / off at the set duty ratio D. The charging voltage Vc that is three times the battery voltage Vb charged by the charging circuit 22 is lowered to the battery voltage Vb and applied to the control unit 2.

  Then, after a predetermined time has elapsed, the duty ratio D of the PWM control signal CS3 is increased by the set increase amount ΔD, and this is supplied to the switching transistor 37 of the output side switching circuit 23. As the output voltage output from the motor increases and the applied voltage Vi applied to the control unit 2 increases as shown in FIG. 7 (a), the rotational speed Vm of the in-vehicle motor 3 increases above the set speed Vth. The battery voltage Vb is gradually increased.

  Thereafter, since the rotational speed Vm of the in-vehicle electric motor 3 maintains a state equal to or higher than the set speed (rotational speed threshold) Vth, as shown in FIG. 7A, when the duty ratio D reaches 100% at time t2, The charging voltage Vc charged to the charging circuit 22 from the output side switching circuit 23 is output as it is, and the applied voltage Vi of the control unit 2 reaches the charging voltage Vc. Thereafter, even if the rotational speed Vm of the in-vehicle electric motor 3 is equal to or higher than the set speed Vthd, the applied voltage Vi maintains the state of the charging voltage Vc by limiting the duty ratio D to the upper limit duty ratio 100%.

After that, when the rotational speed Vm of the in-vehicle electric motor 3 starts to decrease and decreases to a lower speed setting speed (rotational speed threshold) Vthd at the time t3, the duty ratio D decrease control is started and controlled accordingly. In the vicinity of time t4 when the applied voltage Vi applied to the unit 2 is gradually decreased and the rotational speed Vm of the in-vehicle electric motor 3 decreases to the set speed (rotational speed threshold) Vth, the duty ratio D is equal to or less than the initial duty ratio D _0. Thus, when the battery voltage Vb is reached and the battery voltage Vb is reached, the process proceeds from step S26 to step S29, and the PWM control signal CS3 supplied to the switching transistor 37 of the output side switching circuit 23 is turned off. Thus, the supply of the charging voltage from the high voltage supply unit 4 is stopped. Thereafter, when the steering is maintained in the left turn steering state, the rotational speed Vm of the in-vehicle electric motor 3 becomes “0”.

  Thereafter, when the steering wheel 5 is brought into a state in which the steering wheel 5 is suddenly turned back from the left-turn steering state to the steering neutral position side by approaching the guard rail or the like, the rotational speed Vm of the in-vehicle electric motor 3 is as shown in FIG. When the absolute value becomes equal to or higher than the set speed Vth as shown at time t5 in FIG. 7C, the control is performed in the voltage control process of FIG. The applied voltage Vi applied to the unit 2 gradually increases from the battery voltage Vb. Further thereafter, at time points t6, t7, and t8, similarly to the time points t2, t3, and t4, the duty ratio D is controlled based on the rotational speed Vm of the in-vehicle motor 3 that increases and decreases in the negative direction. The applied voltage Vi applied to the control unit 2 is controlled.

  Thus, at the time of emergency avoidance steering, the applied voltage Vi supplied to the control unit 2 becomes the charging voltage Vc that is three times the battery voltage Vb, and thus shows the relationship between the rotational speed of the in-vehicle motor 3 and the output torque. The motor characteristics shift from the state limited to the characteristic line limited by the battery voltage Vb of 12V shown by the solid line in FIG. 8 to the characteristic line limited by the charging voltage Vc of 36V shown by the dotted line. A larger output (current × voltage) can be output, and even if the in-vehicle electric motor 3 has a high rotation speed, a shortage of steering assist torque can be avoided. Moreover, since the charging voltage Vc of the charging circuit 22 provides a voltage three times higher than the battery voltage Vb applied to the control unit 2, the applied voltage Vi can be increased instantaneously, resulting in high responsiveness during emergency avoidance. Can be secured.

In addition, the driver releases the steering torque transmitted to the steering wheel 5 by releasing the hand from the steering wheel 5 in a state where a large steering assist torque is generated by the in-vehicle electric motor 3 at the time of stationary, or steering during normal driving. Thus, the vehicle-mounted motor 3 generates regenerative power by releasing the steering torque transmitted to the steering wheel 5 while the vehicle-mounted motor 3 is rotating at high speed while generating the steering assist torque. In this state, the regenerative power generated by the in-vehicle electric motor 3 is output from the applied voltage sensor 43 side of the control unit 2, and this is supplied to the secondary battery 35 of the charging circuit 22 via the diode 38 of the output side switching circuit 23. Supplied. As a result, when the charging voltage Vc of the secondary battery 35 increases and exceeds the set voltage Vcs _K , the process proceeds from step S32 to step S34 in the regenerative control process of FIG. 1 is calculated, and the PWM control signal CS2 having the calculated duty ratio D is output to the switching transistor 33 of the step-up chopper 21, whereby the switching transistor 33 is changed to the duty ratio D. By performing on / off control with the ratio D, the charging voltage Vc of the charging circuit 22 is stepped down to an appropriate charging voltage for controlling the charging of the battery 1 and supplied to the battery 1, and the battery 1 is charged with regenerative power.

As described above, according to the first embodiment, the secondary circuit of the charging circuit 22 is supplied to the charging circuit 22 connected in parallel with the battery 1 by boosting the power of the battery 1 with the boosting chopper 21. The charging voltage Vc of the battery 35 is charged so as to be equal to or higher than the set voltage Vcs _H higher than the battery voltage Vb, and this charging state is maintained, and the rotational speed Vm of the in-vehicle electric motor 3 is less than the rotational speed threshold Vth. Sometimes, the switching transistor 37 of the output side switching circuit 23 is turned off, and the normal power supply state in which only the power of the battery 1 is supplied to the control unit 2 is set. After that, when an emergency avoidance operation is performed when the vehicle is traveling, when the rotational speed Vm of the in-vehicle electric motor 3 becomes equal to or higher than the rotational speed threshold Vth, the duty ratio D is output so that a voltage corresponding to the battery voltage Vb at that time is output. Is set, the PWM control signal CS3 is supplied to the switching transistor 37 of the output side switching circuit 23, and the switching transistor 37 is controlled to be turned on / off, whereby the output voltage of the output side switching circuit 23 is changed to the control unit 2. Is matched with the battery voltage Vb applied to. From this state, the duty ratio D is gradually increased by an increase amount ΔD every predetermined time, and the charging voltage Vc finally charged by the charging circuit 22 is applied to the control unit 2. For this reason, the vehicle-mounted motor 3 can be driven to rotate at high speed with high response characteristics without causing a shortage of steering torque during emergency avoidance operation, and the voltage applied to the control unit 2 can be changed from the battery voltage Vb to the high voltage supply unit 4. When switching to the boosted voltage, the voltage is continuously changed without being discontinuous, so that it is possible to reliably prevent the driver from feeling uncomfortable by suppressing a large change in the steering characteristics. .

By arranging the booster circuit 21 of the high voltage supply unit 4 in the vicinity of the battery 1, the wiring resistance between the booster circuit 21 and the battery 1 is reduced, and similarly, the charging circuit of the high voltage supply unit 4. By arranging 22 in the vicinity of the control unit 2, the wiring resistance between the charging circuit 22 and the control unit 2 can be reduced, thereby reducing the wiring loss.
Further, the boost chopper 21 does not need to rapidly charge the charging circuit 22, and can be charged relatively slowly when the charging voltage of the charging circuit 22 drops below a set voltage, which is compared with the boosting circuit of the conventional example. Therefore, the size of the reactor or the like is small, and the size can be reduced.

  Furthermore, in the first embodiment, the charging voltage Vc of the charging circuit 22 is detected by the charging voltage sensor 44. Therefore, the charging voltage Vc detected by the charging voltage sensor 44 is below the abnormality determination threshold value. By determining whether or not the boost chopper 21 or the charging circuit 22 is abnormal, it is possible to detect the abnormality by using a liquid crystal panel or the like when a charging voltage abnormality occurs. A person can immediately grasp the abnormality of the boost chopper 21 or the charging circuit 22.

Furthermore, by applying a field effect transistor as the switching transistor 33 of the boost chopper 21 and the switching transistor 37 of the output side switching circuit 23 in the first embodiment, the input side impedance can be made high impedance. The charging voltage Vc in the charging circuit 22 can be held for a long time.
In addition, since the control unit 2 is directly supplied with control power from the battery 1, even if a charging voltage is supplied to the control unit 2, the control power supply circuit in the control unit 2 can be prevented from being destroyed by a high voltage input. it can.

  In the first embodiment, two voltage sensors, that is, an applied voltage sensor 43 that detects the applied voltage Vi applied to the control unit 2 and a charging voltage sensor 44 that detects the charging voltage Vc of the charging circuit 22 are used. However, the present invention is not limited to this. The battery voltage Vb of the battery 1 is detected by the battery voltage sensor, and the wiring resistance between the battery 1 and the control unit 2 is detected from the detected battery voltage Vb. An applied voltage estimated value Vi ′ obtained by subtracting the voltage drop due to the above is calculated, and in step S26 in the high voltage control process of FIG. 4, it is determined whether or not the applied voltage Vi is equal to or less than the applied voltage estimated value Vi ′. When it is> Vi ′, the process proceeds to step S27, and when Vi ≦ Vi ′, the process proceeds to step S29. When to return from the power supply state from the voltage supply unit 4 to the power supply state from the battery 1, it is possible to perform more accurate power switching.

Next, a second embodiment of the present invention will be described with reference to FIG.
In the second embodiment, the steering torque that can be generated by a voltage drop due to the wiring resistance between the battery 1 and the control unit 2 is limited in a normal steering state where only the power of the battery 1 is applied to the control unit 2. It is intended to eliminate this.
That is, in the second embodiment, the control unit 2 performs the voltage drop compensation process shown in FIG. 9 in addition to the processes shown in FIGS.

This voltage drop compensation process is executed as a timer interrupt process at predetermined intervals. First, in step S41, the rotational speed Vm of the in-vehicle motor 3 detected by the rotational speed sensor 41 is read, and then the process proceeds to step S42. Then, it is determined whether or not the rotation speed Vm is less than the rotation speed threshold Vth described above in the first embodiment. When Vm ≧ Vth, the charging voltage from the high voltage supply unit 4 is supplied to the control unit 2. However, if Vm <Vth, the process proceeds to step S43 to read the applied voltage Vi to the control unit 2 detected by the applied voltage sensor 43, and then to step S44. goes to, I read the applied voltage Vi is equal to or less than the rated battery voltage Vb ^* of the battery 1, V ≧ Vb ^* and is to end the timer interrupt processing determines that it can maintain the electric motor maximum characteristic when returns to the predetermined main program, the voltage drop and other vehicle devices due to the wiring resistance when a Vi <Vb ^* Therefore, the process proceeds to step S45.

  In this step S45, the duty ratio D of the PWM control signal CS3 to the switching transistor 37 of the output side switching circuit 23 of the high voltage supply unit 4 is set to a value capable of supplying a voltage corresponding to the current applied voltage Vi, and then The process proceeds to step S46, the PWM control signal CS3 with the calculated duty ratio D is output to the switching transistor 37 of the output side switching circuit 23, and then the process proceeds to step S47.

In this step S47, it is determined whether or not the applied voltage Vi has reached the rated battery voltage Vb ^* . When Vi <Vb ^* , the process proceeds to step S48, and the predetermined increase amount ΔDc is added to the current duty ratio D. The calculated value is calculated as a new duty ratio D, and then the process proceeds to step S49, where the PWM control signal CS3 with the calculated duty ratio D is output to the switching transistor 37 of the output side switching circuit 23, and then to step S47. Return.
If the determination result in step S47 is Vi ≧ Vb ^* , the process proceeds to step S50, where it is determined that there is almost no voltage drop due to wiring resistance or the like, and the PWM control signal CS3 is turned off, and the timer interrupts. The process ends and the process returns to a predetermined main program.

According to the second embodiment, the applied voltage Vi from the battery 1 applied to the control unit 2 is detected, and the charging circuit 22 is supplied from the high voltage supply unit 4 so that the applied voltage Vi becomes the rated battery voltage Vb ^*. Since the switching transistor 37 of the output side switching circuit 23 is controlled by the PWM control signal CS3 with the charging voltage Vc charged in step S3, the applied voltage Vi of the control unit 2 can always be maintained at the rated battery voltage Vb ^*. It is possible to reliably prevent the applied voltage Vi applied to the control unit 2 from being lowered due to a voltage drop due to wiring resistance between the control unit 2 and power consumption by other in-vehicle devices. As shown by the solid line in FIG. 10, the vehicle-mounted motor 3 can be driven and controlled with the maximum motor characteristics. This motor maximum characteristic is formed by taking the motor rotation speed Vm [min ⁻¹ ] on the horizontal axis and the output torque [N · m] of the in-vehicle motor 3 on the vertical axis, and the motor rotation speed Vm is “0”. Until the set rotational speed Vms1 is reached, the maximum current is outputted and the maximum torque Tmax is outputted. When the motor rotational speed Vm exceeds the set rotational speed Vms1, the motor rotational speed Vm increases with the induced voltage of the motor. Since the motor drive voltage decreases, current cannot flow, and the output torque decreases to “0” when the output torque rapidly decreases and the motor rotation speed Vm reaches the set rotation speed Vms2 higher than the set rotation speed Vms1.

Incidentally, when the voltage drop compensation by the high voltage supply unit 4 is not performed, when the wiring resistance between the battery 1 and the control unit 2 is set to 50 mΩ, the current flowing from the battery 1 increases, so that FIG. As shown, a voltage drop occurs due to wiring resistance. When the current value reaches 80 A, the voltage drop becomes 4 V, and the applied voltage Vi applied to the control unit 2 drops to 8 V. Due to the influence of this voltage drop, the maximum motor characteristics of the in-vehicle motor 3 are output as the current value increases and the voltage drop increases as the motor rotation speed Vm increases as shown by the broken line in FIG. The torque gradually decreases, and the maximum electric motor characteristic cannot be exhibited in the hatched area in FIG. 10, and the steering assist control characteristic deteriorates.
However, in the second embodiment, since the voltage drop of the applied voltage of the control unit 2 caused by the wiring resistance or the like is compensated for by the high voltage supply unit 4 as described above, the maximum characteristic of the motor is always exhibited. Optimal steering assist control can be performed.

  In the first and second embodiments, the case where the output side switching circuit 23 is configured by a parallel circuit of the switching transistor 37 and the diode 38 has been described. However, the present invention is not limited to this. As shown, the output side switching circuit 23 is constituted by a relay circuit 51 having a normally open contact, and a relay having a normally closed contact in parallel with a diode 36 interposed between the battery 1 and the control unit 2. The circuit 52 is provided, and during normal steering other than during emergency avoidance steering, the relay circuit 52 is turned on, the relay circuit 51 is turned off, and the voltage of the battery 1 is directly applied to the control unit 2, On the contrary, during emergency avoidance steering, the relay circuit 51 is turned on, and the relay circuit 52 is turned off to replace the voltage of the battery 1. The high-voltage charge-voltage supply unit 4 is supplied to the control unit 2 may be further supplied regenerative power by controlling similarly to the normal steering state when regenerative power generation of the in-vehicle motor 3 directly battery 1. In this case, the battery voltage can be supplied to the control unit 2 without causing diode loss during normal steering, and there is an advantage that battery power consumption can be suppressed. In addition, in this case, since it is not necessary to return the regenerative power to the battery via the boost chopper 21 during regeneration, the boost chopper has a configuration in which the switching transistor 33 for regeneration is omitted as shown in FIG. can do.

  Furthermore, in the first and second embodiments, when the battery voltage Vb from the battery 1 and the charging voltage Vc from the high voltage supply unit 4 are switched, the output voltage of the high voltage supply unit 4 is changed to the battery voltage. Although the case of matching with Vb has been described, the present invention is not limited to this, and is calculated based on the steering torque detected by the steering torque sensor 42 supplied to the in-vehicle electric motor 3 at the time of voltage switching. It is preferable to suppress a large change in the motor characteristics by gradually changing the current control gain with respect to the command current.

  Moreover, in the said 1st and 2nd embodiment, although the case where the charging circuit 22 of the high voltage supply part 4 was connected in parallel with the battery 1 was demonstrated, it is not limited to this and is shown in FIG. Thus, the charging circuit 22 is connected in series with the battery 1, and the charging circuit 22 is charged to a charging voltage twice the battery voltage Vb by the boost chopper 21 similar to that of the first embodiment. A switching circuit 55 is inserted between the control unit 2, the switching circuit 55 is turned off during normal steering, and the battery voltage of the battery 1 is directly supplied to the control unit 2 via the diode 36. 55 is turned on, and a high voltage obtained by adding the charging voltage Vc of the charging circuit 22 to the battery voltage Vb is used as the control unit 2 It may be supplied.

Further, in the first and second embodiments, the case where the boost chopper 21 is applied as the boost circuit has been described. However, the present invention is not limited to this, and a DC-DC converter having a regenerative configuration, Any booster circuit such as a switched capacitor can be applied.
Furthermore, in the first and second embodiments, the case where the secondary battery 35 is applied as the charging circuit 22 has been described. However, the present invention is not limited to this, and a large-capacity capacitor such as an electric double layer capacitor is used. May be applied.

  Furthermore, in the first and second embodiments, the case where the switching transistor 37 is applied to the output side switching circuit 23 has been described, but instead of this, a field effect transistor or a bipolar transistor is applied. The charging voltage of the charging circuit 22 may be stepped down to a desired voltage by controlling the gate voltage or the base current.

In the first and second embodiments, the case where the present invention is applied to an electric power steering apparatus has been described. However, the present invention is not limited to this, and the present invention is applied to an electric brake. In this case, the in-vehicle electric motor 3 may be configured as a braking electric motor that generates a braking force by pressing a caliper against the brake rotor, for example. In addition, the present invention can be applied to any on-vehicle electric motor.
Furthermore, in the first and second embodiments described above, the case where the rotational speed Vm of the in-vehicle electric motor 3 becomes equal to or lower than the set speed at the time point t3 is not limited to this, and is not limited to a predetermined time. After elapses, the decrease control of the duty ratio D may be started. Thereby, the control unit 2 can be simplified and productivity can be improved.

Next, a third embodiment of the present invention will be described with reference to FIGS.
In the third embodiment, an emergency avoidance state of the steering system is detected, and the in-vehicle motor 3 can be controlled with high responsiveness at the time of emergency avoidance.
That is, in the third embodiment, as shown in FIG. 15, the rotation speed sensor 41 for detecting the rotation speed of the in-vehicle electric motor 3 is omitted in FIG. 1 except that only the steering torque sensor 42 is provided, and the high voltage control process executed by the control unit 2 is changed as shown in FIG.

  This high voltage control process is executed every predetermined sampling period. As shown in FIG. 16, in the process of FIG. 4 in the first embodiment described above, steps S11 and S12 and steps S23 and S24 are omitted. Of these, step S51 for reading the steering torque T (t) in the current sampling cycle detected by the steering torque sensor 42 instead of steps S11 and S12, and the steering torque T (t-1) read in the previous sampling cycle. The value obtained by subtracting the steering torque T (t) in the current sampling cycle from the current value is divided by the sampling cycle ts to obtain the time change rate ΔT (= (T (t−1) −T (t)) / ts) of the steering torque. Step S52 for calculating, and a reference for determining whether the absolute value | ΔT | of the calculated time change rate ΔT of the steering torque is a preset emergency avoidance state or a normal steering state And step S53 for determining whether or not the set value ΔTs is greater than or equal to the set value ΔTs. If the determination result in step S53 is | ΔT | ≧ ΔTs, it is determined that the steering wheel 5 is in an emergency avoidance state where the steering wheel 5 is steered rapidly. Then, the process proceeds to step S14. When | ΔT | <ΔTs, it is determined that the steering state is normal, and the process proceeds to step S13.

  Further, instead of steps S23 and S24, after outputting the PWM signal CS3 having the duty ratio D set in step S22, for example, the steering wheel 5 is suddenly steered from the neutral position where the vehicle travels straight and is increased in one direction. It is determined whether or not the sudden steering set time has passed so that the absolute value | ΔT | of the steering torque change rate ΔT is less than the set value ΔTs in a state where the steering torque tends to decrease by switching back When the rapid steering set time has not elapsed, the system waits until the rapid steering set time elapses, and when the rapid steering set time has elapsed, step S54 is provided to shift to step S25.

The high voltage control process of FIG. 16 performs the same process as the process of FIG. 4 described above except for the above differences. The same process as in FIG. Is omitted.
In the processing of FIG. 16, the processing of steps S51 to S53 corresponds to the emergency avoidance detection means, and the processing of steps S14 to S22, S25 to S29, and S54 corresponds to the charging power supply control means.

Next, the operation of the third embodiment will be described.
It is assumed that the vehicle is stopped now. When the steering wheel 5 is rotated while the vehicle is stopped, the steering torque transmitted to the steering wheel 5 at this time becomes a large value, which is detected by the steering torque sensor 42, and the detected steering torque T ( t) is input to the control unit 2. The control unit 2 executes a steering assist force control process based on the input steering torque T (t), and generates a steering assist torque having a magnitude corresponding to the steering torque T (t) by the in-vehicle electric motor 3. . Further, the control unit 2 reads the current steering torque T (t) by executing the high voltage control process shown in FIG. 16 at predetermined sampling periods (step S51), and reads the current steering torque T. Based on (t), the steering torque T (t-1) read in the previous sampling period, and the sampling period ts, the above-described calculation is performed to calculate the time change rate ΔT of the steering torque (step S52).

  In this stationary state, the steering torque T (t) is a large value, but the steering torque time change rate ΔT is not less than the emergency steering set value ΔTs by steering the steering wheel 5 relatively gently. Instead, the process proceeds from step S53 to step S13, whereby the PWM control signal CS3 is maintained in the off state. For this reason, only the electric power of the battery 1 is input to the control unit 2, and the on-vehicle motor 3 generates an optimum steering assist torque according to the steering torque T (t) based on the battery voltage Vb. Thus, light steering can be performed.

  In the normal steering state in which the vehicle is started from the stopped state to the traveling state and the steering wheel 5 is steered in this state, the steering assist torque that is required decreases as the vehicle speed increases. The steering torque T (t) transmitted to is also a small value. This steering torque T (t) is detected by the steering torque sensor 42 and input to the control unit 2 to execute the steering assist force control process. In this normal steering state, the steering torque T (t) has a small value compared to the steering torque at the time of stationary, and is not suddenly steered, so the time change rate ΔT of the steering torque is also small. In the high voltage control process of FIG. 16, as in the case of the stationary operation, the process proceeds from step S53 to step S13, the PWM control signal CS3 is maintained in the off state, and only the power of the battery 1 is supplied to the controller 2. State is maintained.

  On the other hand, for example, when there is a vehicle or an obstacle parked in front of the vehicle due to a failure or the like in the traveling lane on the guard rail side, or when the vehicle runs beyond the center line of the oncoming vehicle from the oncoming lane, for example, left When an emergency avoidance operation is necessary, the steering torque T (t) transmitted to the steering wheel 5 at this time is as shown in FIG. The steering torque is larger than the steering torque, and smaller than the steering torque at the time of stationary.

  However, since the steering wheel 5 is steered suddenly in the left turn direction at time t0 by the emergency avoidance operation, the time change rate ΔT of the steering torque increases rapidly in the positive direction, and becomes greater than or equal to the sudden steering set value ΔTs at time t1. In the high voltage control process of FIG. 16, the process proceeds from step S53 to step S14, and steps S14 to S22 are performed as in the case where the absolute value of the motor rotation speed Vm in the first embodiment is equal to or greater than the threshold value Vth. In this process, a duty ratio increasing process is performed in which the duty ratio D of the PWM control signal CS3 is relatively abruptly increased, and the duty ratio is increased at the time t3 when the rapid steering set time has elapsed from the time t2 when the duty ratio becomes 100%. A duty ratio reduction process in which D is reduced relatively rapidly is performed.

  Therefore, when the PWM control signal CS3 is supplied to the switching transistor 37 of the output side switching circuit 23, as described above in the first embodiment, the input voltage supplied to the control unit 2 is as shown in FIG. As shown in (a), the battery voltage Vb is increased relatively steeply from the battery voltage Vb to the charging voltage Vc boosted three times by the booster circuit 21, and the charging voltage Vc is relatively steep after the abrupt steering set time is held. To be restored to the battery voltage Vb. Correspondingly, the output voltage for the in-vehicle motor 3 output from the control unit 2 is increased, and a large motor output required during emergency avoidance operation can be secured with high responsiveness, and emergency avoidance operation is favorable. Can be done.

At this time, since the detection of the emergency avoidance state is determined based on the time conversion rate ΔT of the steering torque, the emergency avoidance state can be accurately detected based on the actual steering torque change.
After that, when an emergency avoidance operation is performed in the right turn direction in order to avoid contact with the guard rail, for example, at time t5, the steering torque T (t) increases in the negative direction, and the time change rate ΔT When the absolute value | ΔT | becomes equal to or greater than the emergency steering set value ΔTs, the duty ratio increasing process of the PWM control signal CS3 is performed in the same manner as described above, and the state where the duty ratio is 100% is maintained for the emergency steering set time. After that, a duty ratio reduction process is performed to return to the original battery voltage Vb. For this reason, like the emergency avoiding operation in the left-turning direction, a charging voltage Vc higher than the battery voltage Vb is supplied to the control unit 2 as shown in FIG. Is supplied to the in-vehicle electric motor 3, the in-vehicle electric motor 3 generates a steering assist torque required for the emergency avoidance operation with high responsiveness, and the emergency avoidance operation can be performed satisfactorily. Further, since the rotation speed sensor 41 is not required, the number of parts can be reduced and the control device for the in-vehicle electric motor can be simplified.

Next, a fourth embodiment of the present invention will be described with reference to FIGS.
In the fourth embodiment, the emergency avoidance state is detected based on the time conversion rate of the steering angle, that is, the steering angular velocity instead of the time change rate of the steering torque.
That is, in the fourth embodiment, as shown in FIG. 18, in the configuration of FIG. 15 in the third embodiment described above, the steering angle input to the steering wheel 5 is detected and the steering angle detection signal θ is output. 15 except that a steering angle sensor 47 is provided, and the steering angle detection signal θ output from the steering angle sensor 47 is input to the control unit 2 together with the steering torque T detected by the steering torque sensor 42. The components corresponding to those in FIG. 15 are denoted by the same reference numerals, and detailed description thereof is omitted.

In addition, as shown in FIG. 19, the high voltage control process executed by the control unit 2 for each sampling period, the steering angle in the current sampling period detected by the steering angle sensor 47 in step S51 in the third embodiment described above. The detection signal θ (t) is changed to step S61, and the steering angle detection signal θ (t−1) of the previous sampling period is changed from the steering angle detection signal θ (t) of the current sampling period read in step S52. The value obtained by subtracting is divided by the sampling period ts to change the steering angle time change rate Δθ (= (θ (t) −θ (t−1)) / ts) to Step S62, and Step S53 is steered. It is determined whether or not the absolute value | Δθ | of the angular time change rate Δθ is equal to or greater than the emergency avoidance determination setting value Δθs. If | Δθ | ≧ Δθs, the process proceeds to step S14, and | Δθ | <Δθs. When Steps similar to those in FIG. 16 are performed except that step S63 is shifted to step S13, and steps corresponding to those in FIG. 16 are denoted by the same step numbers, and detailed description thereof is omitted. .
In the processing of FIG. 19, the processing of steps S61 to S63 corresponds to the emergency avoidance state detection means, and the processing of steps S14 to S22, S25 to S29, and S54 corresponds to the charging power supply control means.

Next, the operation of the fourth embodiment will be described.
In the stationary state when the vehicle is stopped and the normal steering state when the vehicle is running, the steering speed of the steering wheel 5 by the driver is relatively slow. Therefore, the time change rate Δθ of the steering angle θ calculated in step S62, that is, steering Since the angular velocity is small, the determination result in step S63 is | Δθ | <Δθs, and the process proceeds to step S13. By maintaining the PWM control signal CS3 in the OFF state, the battery voltage Vb from the battery 1 is supplied to the control unit 2. Is applied, and a motor drive signal controlled to a current value for generating a steering assist torque according to the steering torque T (t) detected by the steering torque sensor 42 and having a battery voltage Vb is supplied to the in-vehicle motor 3. Supplied.

Also, when the driver performs emergency avoidance operation in the left turn direction of the steering wheel 5, for example, in a state where emergency avoidance is necessary in the traveling state of the vehicle, as in the third embodiment described above, As shown in FIG. 20C, when the steering angle θ starts to increase rapidly from the time point t0, the time change rate Δθ of the steering angle θ also increases rapidly as shown in FIG.
Then, when the time change rate Δθ of the steering angle θ becomes equal to or greater than the emergency avoidance set value Δθs at the time point t1, the process proceeds from step S63 to step S14 in the high voltage control process of FIG. 19, and the duty ratio of the PWM control signal CS3 When the duty ratio D reaches 100%, the duty ratio D is maintained at 100% until the emergency avoidance set time elapses, and the duty ratio decrease process is performed at time t3 when the emergency avoidance set time elapses. And the PWM control signal CS3 is returned to the OFF state at time t4.

For this reason, as shown in FIG. 19A, the input voltage supplied to the control unit 2 starts to rapidly increase from the battery voltage Vb at time t1, and reaches a charging voltage Vc that is three times the battery voltage Vb at time t2. Then, the charging voltage Vc starts to decrease at time t3, and returns to the battery voltage Vb at time t4.
For this reason, as in the third embodiment described above, the input voltage supplied to the control unit 2 during the emergency avoidance operation is increased, so that the voltage required by the emergency avoidance operation is secured by the in-vehicle motor 3. The large motor output required during the emergency avoidance operation can be ensured with high responsiveness, and the emergency avoidance operation can be performed satisfactorily.
At this time, since the detection of the emergency avoidance state is determined based on the time conversion rate ΔT of the steering angle θ, the emergency avoidance state can be detected more accurately based on the actual steering angle change rate.

  After that, when an emergency avoidance operation is performed in the right turn direction in order to avoid contact with the guardrail, for example, at time t5, the steering angle θT (t) increases in the negative direction, and the time change rate Δθ When the absolute value | Δθ | becomes equal to or greater than the emergency steering set value Δθs, the duty ratio increasing process of the PWM control signal CS3 is performed in the same manner as described above, and the state where the duty ratio is 100% is maintained for the emergency steering set time. After that, a duty ratio reduction process is performed to return to the original battery voltage Vb. For this reason, as in the emergency avoiding operation in the left turn direction, a charging voltage Vc higher than the battery voltage Vb is supplied to the control unit 2 as shown in FIG. Is supplied to the in-vehicle electric motor 3, the in-vehicle electric motor 3 generates a steering assist torque required for the emergency avoidance operation with high responsiveness, and the emergency avoidance operation can be performed satisfactorily.

Next, a fifth embodiment of the present invention will be described with reference to FIGS.
In the fifth embodiment, the steering angular velocity of the steering system is directly detected by the steering angular velocity sensor, and the emergency avoidance state is determined based on the steering angular velocity detected by the steering angular velocity sensor.
That is, in the fifth embodiment, as shown in FIG. 21, in the configuration of FIG. 15 in the third embodiment described above, the steering angular velocity detection signal is detected by detecting the steering angular velocity of the steering system input to the steering wheel 5. A steering angular velocity sensor 48 that outputs θ ′ is provided, and a steering angular velocity detection signal θ ′ of the steering angular velocity sensor 48 is supplied to the control unit 2 together with a steering torque detection signal T detected by the steering torque sensor 42. 15 has the same configuration as in FIG. 15, and the same reference numerals are given to the same portions as in FIG. 15, and detailed description thereof will be omitted.

Here, the steering angular velocity sensor 48 includes a steering angle sensor 47 shown in FIG. 18 and a differentiation circuit 49 for differentiating the steering angle detection signal θ detected by the steering angle sensor 47.
Further, as shown in FIG. 22, the high voltage control process executed by the control unit 2 is the steering angular velocity θ ′ detected by the steering angular velocity sensor 48 in the process of step S61 in FIG. 19 in the fourth embodiment described above. Step S71 is read and step S62 is omitted. Further, in step S63, the absolute value | θ ′ | of the steering angular velocity θ ′ is greater than or equal to a preset value θds that is a preset criterion for determining an emergency avoidance state. It is determined whether or not there is an emergency avoidance state when | θ ′ | ≧ θds, and the process proceeds to step S14. When | θ ′ | <θds, the emergency avoidance state is not established. The same processing as in FIG. 19 is performed except that it is changed to step S72 where it is determined that the steering state is normal and the process proceeds to step S13. The same step number is assigned to each step, and detailed description thereof is omitted.

  According to the fifth embodiment, the steering angular velocity sensor 48 directly detects the steering angular velocity θ ′ corresponding to the time change rate Δθ of the steering angle θ and supplies it to the control unit 2. As in the fourth embodiment, when the steering wheel 1 is in an emergency avoidance state in which the steering wheel 1 is steered suddenly, when the steering angular velocity θ ′ suddenly increases and exceeds the set value θds, the process proceeds from step S72 to step S14. The duty ratio increasing process of the PWM control signal CS3 is performed, and then the duty ratio decreasing process is performed after the duty ratio of 100% is continued for the emergency avoidance setting time, and then the PEM control signal CS3 is turned off to perform the emergency operation. The voltage applied to the control unit 2 is increased from the battery voltage Vb to the charging voltage Vc while The voltage applied to the in-vehicle motor 3 is increased to secure the voltage required by the emergency avoidance operation in the in-vehicle motor 3, and the large motor output required during the emergency avoidance operation is secured with high responsiveness. The emergency avoidance operation can be performed well.

  In the third to fifth embodiments, the case where the duty ratio D of the PWM control signal CS3 is maintained at 100% for a set time for completing the return to the emergency avoidance state. Although described above, the present invention is not limited to this, and the duty ratio D is set to 100% in the interval from when the time change rate becomes equal to or higher than the set value until at least the increase state or the return state at the time of emergency steering ends. It may be maintained, and it can be set arbitrarily within a range that can secure the steering characteristics at the time of emergency avoidance at the set time, and the emergency avoidance operation is ended instead of maintaining until the set time elapses The duty ratio is maintained at 100% until the steering torque is reduced to “0” or in the vicinity thereof until the switching is completed or just before the switching is completed. It may be.

  Further, in the third to fifth embodiments, when the emergency avoidance state is detected, an increase process for increasing the duty ratio D of the PWM control signal CS3 as in the first and second embodiments described above. However, the present invention is not limited to this and the emergency avoidance state is set instead of the PWM control signal CS3. A control signal that is turned on when detected and turned off after a lapse of a predetermined time corresponding to the duration of the emergency avoidance state is applied, and the input voltage applied to the control unit 2 when the emergency avoidance state is established is applied to the battery. Even if the voltage Vb is increased at a stroke from the charging voltage Vc, and the charging voltage Vc is decreased at a stroke from the battery voltage Vb after a predetermined time has elapsed, the third It is possible to obtain the same effects as the fifth embodiment.

  Furthermore, in the fourth and fifth embodiments, the case where the steering angle of the steering wheel is detected by the steering angle sensor has been described. However, the present invention is not limited to this, and the rack movement amount of the rack and pinion mechanism is The steering angle may be detected by detecting the turning angle of the wheel.

It is a block diagram which shows the 1st Embodiment of this invention. It is a block diagram which shows the electric power steering apparatus which can apply this invention. It is a flowchart which shows an example of the charge control processing procedure performed with the control unit in 1st Embodiment. It is a flowchart which shows an example of the high voltage control processing procedure performed with the control unit in 1st Embodiment. It is a flowchart which shows an example of the regeneration control processing procedure performed with the control unit in 1st Embodiment. It is a signal waveform diagram with which it uses for description of the operation | movement in 1st Embodiment. It is a signal waveform diagram which shows the voltage switching timing with which it uses for description of the operation | movement in 1st Embodiment. It is a characteristic diagram which shows the electric motor characteristic with which it uses for description of the operation | movement in 1st Embodiment. It is a flowchart which shows an example of the voltage drop compensation process procedure performed with the control unit which shows the 2nd Embodiment of this invention. It is a characteristic diagram which shows the electric motor characteristic with which it uses for description of the operation | movement in 2nd Embodiment. It is a characteristic diagram with which it uses for description of the voltage drop in operation | movement of 2nd Embodiment. It is a block diagram which shows other embodiment of a high voltage supply circuit. It is a circuit diagram which shows other embodiment of a pressure | voltage rise chopper. It is a block diagram which shows other embodiment of a high voltage supply circuit. It is a block diagram which shows the 3rd Embodiment of this invention. It is a flowchart which shows an example of the high voltage control processing procedure which shows 3rd Embodiment. It is a signal waveform diagram which shows the voltage switching timing with which it uses for description of the operation | movement in 3rd Embodiment. It is a block diagram which shows the 4th Embodiment of this invention. It is a flowchart which shows the high voltage control processing procedure in 4th Embodiment. It is a signal waveform diagram which shows the voltage switching timing with which it uses for description of the operation | movement in 4th Embodiment. It is a block diagram which shows the 5th Embodiment of this invention. It is a flowchart which shows the high voltage control processing procedure in 5th Embodiment. It is a block diagram which shows a prior art example.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Battery, 2 ... Control unit, 3 ... In-vehicle electric motor, 4 ... High voltage supply part, 5 ... Steering wheel, 21 ... Booster chopper, 22 ... Charge circuit, 23 ... Output side switching circuit, 31 ... Reactor, 32, 33 ... Switching transistor, 34 ... Diode, 35 ... Secondary battery, 37 ... Switching transistor, 38 ... Diode, 41 ... Rotational speed sensor, 42 ... Steering torque sensor, 43 ... Applied voltage sensor, 44 ... Charging voltage sensor, 47 ... Steering angle sensor, 48 ... Steering angular velocity sensor, 49 ... Differentiation circuit, 51, 52 ... Relay circuit, 55 ... Switching circuit

Claims (20)

In the on-vehicle motor control device that drives the on-vehicle motor by the motor control means to which power is supplied from the battery,
A booster circuit for boosting the power of the battery; a charging circuit for charging the power boosted by the booster circuit; and controlling charging of the charging circuit and whether to supply charging power to the motor control means. An on-vehicle electric motor control device comprising a high voltage supply unit having charging power supply control means for controlling.   The high voltage supply unit includes a charging voltage detection unit that detects a charging voltage of the charging circuit, and the charging power supply control unit includes the boosting circuit when the charging voltage of the charging circuit becomes a set value or less. The vehicle electric motor control device according to claim 1, wherein the controller is configured to start charging and start charging.   The high voltage supply unit includes an applied voltage detection unit that detects an applied voltage to the electric motor control unit, and a charging voltage detection unit that detects a charging voltage of the charging circuit, and the charging power supply control unit includes: When switching to supply the charging power of the charging circuit to the electric motor control means, the applied voltage detected by the applied voltage detection means and the charging voltage of the charging circuit detected by the charging voltage detection means 3. The on-vehicle motor control device according to claim 1, wherein an applied voltage of the motor control means is continuously changed based on the motor.   The in-vehicle use according to any one of claims 1 to 3, wherein the charging power supply control means includes a switching element whose duty ratio is controlled between the charging circuit and the motor control means. Electric motor control device.   The charging power supply control unit is configured to control the charging power so as to compensate for a voltage drop of an applied voltage to the motor control unit due to a wiring resistance between the battery and the motor control unit. The control device for an in-vehicle electric motor according to any one of claims 1 to 4.   Rotation speed detection means for detecting the rotation speed of the on-vehicle motor, and the charging power supply control means of the high voltage supply unit is configured such that the on-vehicle motor rotation speed detected by the rotation speed detection means is equal to or higher than a set speed. The on-vehicle motor control device according to any one of claims 1 to 5, wherein the charging power is supplied to the electric motor control means when the electric power is reached.   The on-vehicle motor control device according to any one of claims 1 to 6, wherein the high voltage supply unit includes the charging circuit connected in parallel with the battery.   The on-vehicle electric motor control device according to any one of claims 1 to 6, wherein the high voltage supply unit includes the charging circuit connected in series with the battery.   The on-vehicle motor control device according to any one of claims 1 to 8, wherein the on-vehicle motor is a brushless motor.   The on-vehicle motor control device according to any one of claims 1 to 9, wherein the on-vehicle motor is an electric power steering motor that assists a steering force.   The on-vehicle electric motor control device according to any one of claims 1 to 9, wherein the on-vehicle electric motor is an electric brake motor that applies a braking force to the vehicle.   The on-vehicle electric motor control device according to any one of claims 1 to 11, wherein the electric motor control means is supplied with control electric power from the battery.   The in-vehicle electric motor according to any one of claims 1 to 12, wherein the step-up circuit includes a step-up chopper configured to be able to supply regenerative power from the in-vehicle electric motor to the battery. Control device.   The on-vehicle motor control device according to any one of claims 1 to 13, wherein the charging circuit includes a secondary battery capable of charging a higher voltage than the battery.   The on-vehicle motor control device according to any one of claims 1 to 13, wherein the charging circuit includes a large-capacitance capacitor capable of charging a higher voltage than the battery. In the on-vehicle motor control device that drives the on-vehicle motor by the motor control means supplied with power from the battery,
A booster circuit for boosting the power of the battery; a charging circuit for charging the power boosted by the booster circuit; and controlling charging of the charging circuit and whether to supply charging power to the motor control means. A high voltage supply unit having charging power supply control means for controlling;
Steering state detection means for detecting the steering state of the steering system and outputting a steering state detection signal;
Emergency avoidance state detection means for detecting an emergency avoidance state based on the steering state detected by the steering state detection means,
The on-vehicle motor is an electric power steering motor that assists the steering force,
The on-vehicle electric motor control device, wherein the charging power supply control means is configured to supply the charging power to the electric motor control means when an emergency avoidance state is detected by the emergency avoidance detection means. .   The emergency avoidance state detection means includes time change rate calculation means for calculating a time change rate of the steering state detection signal, and the emergency avoidance state detection means is urgent when the time change rate calculated by the time change rate calculation means exceeds a set value. The on-vehicle electric motor control device according to claim 16, wherein the control device is configured to determine that the vehicle is in an avoidance state.   The in-vehicle electric motor control device according to claim 17, wherein the steering state signal detecting means is a steering torque detecting means for detecting a steering torque.   The in-vehicle electric motor control device according to claim 17, wherein the steering state signal detecting means is a steering angle detecting means for detecting a steering angle. In the on-vehicle motor control device that drives the on-vehicle motor by the motor control means supplied with power from the battery,
A booster circuit for boosting the power of the battery; a charging circuit for charging the power boosted by the booster circuit; and controlling charging of the charging circuit and whether to supply charging power to the motor control means. A high voltage supply unit having charging power supply control means for controlling;
Steering angular velocity detection means for detecting the steering angular velocity,
The on-vehicle motor is an electric power steering motor that assists the steering force,
The on-vehicle charging power supply control means is configured to supply the charging power to the electric motor control means when a steering angular velocity detected by the steering angular velocity detection means becomes a set value or more. Motor control device.

Images