JP2006088970A - Electric actuator system for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To determine whether a servomotor is for right-hand drive vehicle or left-hand drive vehicle without requiring information received from other electronic control device in an electric actuator system. <P>SOLUTION: The electric actuator system is provided with servomotors 100a-100e; and an electronic control device 400 for an air conditioner for controlling rotation of the servomotors 100a-100e respectively. In the case of the right handle specification and the left handle specification of the servomotor, a rotation starting position 301 of an operation range of the electric motor 110 is set to a different position. The electronic control device 400 is characterized in that it determines rotation angles X, Y between an end 1 and an end 2 of the operation range and the rotation starting position 301 according to phase A and phase B pulse signals generated accompanying with rotation of the servomotor and determines whether or not it is the right handle specification based on the determined rotation angles X, Y. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an electric actuator system for a vehicle that controls an electric motor, and is effectively applied to, for example, a vehicle interior air conditioning unit.

Conventionally, this type of electric actuator system includes a servo motor that drives a movable part such as an air mix door of a vehicle interior air conditioning unit, and an air conditioner electronic control device that drives the servo motor (for example, Patent Document 1).
Japanese Patent Laid-Open No. 2002-354885

  By the way, in the servo motor of the electric actuator system described above, there are a right handle specification and a left handle specification of the mounted vehicle, and the inventor pays attention to the right handle specification and the left handle specification of the mounted vehicle, When the above-described electric actuator system was examined, the following problems were found.

  For example, in the electric actuator system being developed by the inventors, the rotation direction and the rotation start position (that is, the initialization region) of the electric actuator are different between the right handle specification and the left handle specification, for example.

  In this case, it is conceivable to employ different computer programs for control incorporated in the electronic controller for the air conditioner for the right handle specification and the left handle specification. However, it is necessary to prepare separate electronic control units for air conditioners for the right handle specification and the left handle specification, which complicates parts management.

  On the other hand, it is conceivable to adopt a control computer program shared by the right handle specification and the left handle specification and incorporate this control computer program into the air conditioner electronic control device. In this case, after the air conditioner electronic control device is mounted on the vehicle, the steering wheel destination location information is received from another electronic control device (for example, the meter electronic control device), and the right steering wheel is determined based on the steering wheel destination location information. It is determined whether it is a specification or a left handle specification.

  The electronic control unit for the air conditioner switches internal constants used in executing the control computer program according to the determination result, and supports both the right handle specification and the left handle specification with one control computer program. To do.

  However, in this case, if the air conditioner electronic control device fails to receive the steering wheel destination information from another electronic control device, it cannot be determined whether the specification is the right handle specification or the left handle specification. As a result, proper control of the electric actuator becomes impossible.

  In view of the above points, the present invention does not require information received from another electronic control device, and determines whether the servo motor has a right handle specification or a left handle specification. The purpose is to provide.

In order to achieve the above object, according to the first aspect of the present invention, an electric motor (110) and a pulse generator that generates a pulse signal as the output shaft of the electric motor rotates within an operating range ( 158), and servo motors (100a to 100e),
An electric actuator system for a vehicle comprising: an electronic control device (400, S100 to S160) that controls the electric motor to rotate the output shaft to a target position in response to a pulse signal generated from the pulse generator. There,
In the case of the right handle specification and the left handle specification of the servo motor, the rotation start position (301) of the electric motor is set to a different position within the operating range.
The electronic control device
In accordance with a pulse signal generated from the pulse generator, a rotation angle between at least one of the two ends of the operating range and the rotation start position is obtained, and based on the obtained rotation angle. Then, it is determined whether or not the right handle specification is satisfied.

  Therefore, it is possible to determine whether the servo motor has a right handle specification or a left handle specification without requiring information received from another electronic control unit.

  According to a second aspect of the present invention, the electric motor is configured to rotationally drive the movable doors (1a, 1b, 1c, 1d, 1e) of the vehicle interior air conditioning unit.

In the invention according to claim 3, a plurality of the servo motors are provided,
The electronic control unit is configured to individually control the rotation angles of the plurality of servo motors.

  In addition, the code | symbol in the bracket | parenthesis of each said means shows the correspondence with the specific means as described in embodiment mentioned later.

  FIG. 1 shows an electric actuator system according to an embodiment of the present invention applied to a vehicle air conditioner that performs air conditioning in a passenger compartment. Below, the outline of a vehicle air conditioner is demonstrated using FIG.

  The vehicle air conditioner includes an air conditioning case 5 housed in an instrument panel. In the air conditioning case 5, an inside / outside air switching door 1b is rotatably supported by the case 5 and driven by a servo motor 100e. Originally, the first switching position (position indicated by a solid line in the figure) and the second switching position (position indicated by a broken line in the figure) are switched from one to the other.

  Here, when the inside / outside air switching door 1b is switched to the first switching position, as the outside air introduction mode, outside air flows into the air conditioning case 5 from the outside air introduction port 5a, while the second switching position (FIG. Is switched to the position indicated by the broken line), the air in the vehicle compartment (inside air) flows into the air conditioning case 5 from the inside air introduction port 5b as the inside air introduction mode.

  The blower 9 blows the outside air from the outside air introduction port 5a or the inside air from the inside air introduction port 5b to the evaporator 4 as an air flow according to the rotational speed of the blower motor 9a (DC motor). The blown air flow is cooled by a refrigerant circulating by the operation of a known refrigeration cycle.

  The air mix door (A / M door) 1a is driven by a servo motor 100d, and a cooling air flow blown from the evaporator 4 is flown into the heater core 3 and an air flow bypassing the heater core 3 (hereinafter referred to as bypass cooling air flow). And).

  Since the airflow flowing into the heater core 3 is heated by the engine cooling water (warm water) in the heater core 3, the warm air is blown out from the heater core 3. Along with this, the warm air blown out from the heater core 3 and the bypass cooling air flow are mixed and flow toward the outlet doors 1c, 1d, and 1e. The mixing ratio SW (%) between the warm air and the bypass cooling air flow is determined by the opening degree of the air mix door 1a.

  The air outlet door 1c is switched from the first switching position (the position indicated by the solid line in the figure) to the second switching position (the position indicated by the broken line in the figure) in the differential mode under the drive of the servo motor 100c. The part 5c is opened and air is blown out mainly from the opening part 5c toward the front windshield.

  The blowout door 1e is switched from a first switching position (a position indicated by a solid line in the figure) to a second switching position (a position indicated by a broken line in the figure) in the face mode under the drive of the servo motor 100b. The part 5e is opened and air is blown out from the opening part 5e toward the passenger's upper body of the passenger compartment.

  The air outlet door 1d is switched from the first switching position (the position indicated by the solid line in the drawing) to the second switching position (the position indicated by the broken line in the drawing) in the foot mode under the drive of the servo motor 100a. The opening 5d is opened and air is blown out from the opening 5d toward the passenger's lower half of the passenger compartment.

  Each of the doors 1a to 1e is formed into a plate shape with resin or the like. In addition, hereinafter, in order to distinguish the air outlet doors 1c, 1d, and 1e, they are also referred to as a differential air outlet door 1c, a foot air outlet door 1d, and a face air outlet door 1e, respectively.

  The air conditioner electronic control device 400 is a well-known device composed of a memory 420, a microcomputer 410 (see FIG. 2), and the like. The air conditioner electronic control device 400 is detected by the inside air temperature sensor S1. Based on the temperature, the solar radiation intensity detected by the solar sensor S2, the temperature outside the vehicle detected by the outside air temperature sensor S3, the set temperature output from the temperature setter Re set by the occupant, and the like Then, a known target blowing temperature TAO is calculated. Here, the target blowing temperature TAO is a blowing air temperature necessary for maintaining the passenger compartment at a set temperature regardless of changes in environmental conditions (vehicle thermal load conditions).

  The air conditioner electronic control unit 400 determines the target air volume of the blower 9 (that is, the applied voltage to the blower motor 9a) and the target position of the inside / outside air switching door 1b based on the target blowing temperature TAO (that is, first and second). 1), the target position (target opening degree) of the air mix door 1a, and the target position of the outlet doors 1c, 1e, 1d (ie, the first and second switching positions). To determine one of them).

  As shown in FIG. 2, the air conditioner electronic control device 400 is serially connected between the air conditioner electronic control device 400 and the servo motors 100 a to 100 e by wiring W / H such as a communication line, a power supply line, and a ground line. It is connected to.

  The target positions (target angles) are individually transmitted to the servo motors 100a to 100e, and the servo motors 100a to 100e rotate the doors 1a, 1b, 1c, 1e, and 1d to the respective target positions. Furthermore, the air conditioner electronic control unit 400 controls the blower motor 9a so that the air volume blown from the blower 9 becomes the target air volume.

  Here, the servo motors 100a to 100e have substantially the same structure, and the servo motor 100e will be described below as a representative of the servo motors 100a to 100e.

  FIG. 3 is an external view of the servo motor 100d, and FIG. 4 is a configuration diagram of the servo motor 100d. In FIG. 4, the DC motor 110 rotates by obtaining electric power from a battery (not shown) mounted on the vehicle, and the speed reduction mechanism 120 reduces the rotational force input from the motor 110 to air mix. It is a speed change mechanism that outputs toward the door 1a. Hereinafter, a mechanism unit that rotationally drives the DC motor 110, the speed reduction mechanism 120, and the like is referred to as a drive unit 130.

  Here, the speed reduction mechanism 120 is a gear train including a worm 121 press-fitted into the output shaft 111 of the motor 110, a worm wheel 122 meshing with the worm 121, and a plurality of spur gears 123 and 124, and is positioned on the output side. The final stage gear (output side gear) 126 is provided with an output shaft 127.

  The casing 140 is a casing that houses the drive unit 130 and that has contact brushes (electrical contacts) 155 to 157 to be described later fixed thereto.

  In addition, as shown in FIGS. 4 to 7 (particularly, refer to FIG. 7), the speed reduction mechanism 120 has an output side (output shaft 127) from an input gear (worm 121) directly driven by the DC motor 110, as shown in FIGS. A pulse pattern plate (hereinafter referred to as a pattern plate) 153 is provided, and the pattern plate 153 includes first conductive portions 151a and 152a and non-conductive portions 151b and 152b alternately arranged in the circumferential direction. Two pulse patterns 151 and 152 and a common pattern 154 including a conductive portion 154a and a non-conductive portion 154b are provided, and rotate integrally with the output shaft 127. The common pattern 154 is provided on the inner side by the first and second pulse patterns 151 and 152.

  Here, in the arc-shaped rotation detection region 300 of the pattern plate 153, the circumferential angles α1, α2 of the conductive portions 151a, 152a and the circumferential angles β1, β2 of the non-conductive portions 151b, 152b are made equal to each other, The phase of the first pulse pattern 151 is shifted from the phase of the second pulse pattern 152 by approximately ½ of the circumferential angles α1, α2 (= circular angles β1, β2). Further, the common pattern 154 in the region 300 includes only the conductive portion 154a. Such a rotation detection region 300 is used for generating a pulse signal pattern used for detecting a rotation angle, as will be described later.

  Further, in the fan-shaped initialization region 301 other than the region 300 in the pattern plate 153, the first and second pulse patterns 151 and 152 are composed of only the conductive portions 151a and 152a, respectively, and the common pattern 154 is the non-conductive portion 154b. Is sandwiched between the two conductive portions 154a from the circumferential direction. Such an initialization region 301 is used to generate a pulse signal pattern (hereinafter referred to as an initialization pattern) indicating a rotation start position.

  Here, in the first and second pulse patterns 151 and 152, the conductive portions are electrically connected to each other, and the conductive portions 151a and 152a of the first and second pulse patterns 151 and 152 and the conductive portion 154a of the common pattern 154 are connected. Is electrically connected by a connecting member (not shown).

  On the other hand, on the casing 140 side, first to third contact brushes (electrical contacts) 155 to 157 made of a copper-based conductive material connected to the positive electrode side of the battery are fixed by resin integral molding, and the first contact brush 155. Is in contact with the first pulse pattern 151, the second contact brush 156 is in contact with the second pulse pattern 152, and the third contact brush 157 is in contact with the common pattern 154.

  In the present embodiment, the first to third contact brushes 155 to 157 are provided with two or more contacts (four points in the present embodiment) between the first to third contact brushes 155 to 157 and the pattern plate 153. And the conductive portions 151a, 152a, and 154a are securely connected.

  As shown in FIG. 3, a link lever 160 that swings the air mix door 1a is press-fitted and fixed to the output shaft 127, and the air-conditioning casing 5 is provided with stoppers 5g and 5h. For this reason, the air mix door 1a (that is, the output shaft 127) swings within the operating range between the stoppers 5g and 5h. The stoppers 5g and 5h are used to stop the rotation of the motor by causing the link lever 160 to collide when electrical regulation of the rotation of the DC motor 110 fails.

  Next, the general operation of the servo motor 100d will be described.

  FIG. 8 is a schematic diagram showing an electric control circuit 200 of a servo motor 100d serving as motor control means. The electric control circuit 200 is supplied with power from a battery and outputs a constant voltage to the circuits 210, 220, 230, 212, and the like. Constant voltage circuit 211, motor drive circuit 210 for driving DC motor 110, pulse signal detection circuit 220 for detecting A-phase and B-phase pulse signals generated by pattern plate 153, EEPROM for storing various control information, etc. A storage circuit 230 is provided that can hold input information without receiving power. Furthermore, the electric control circuit 200 is provided with a CPU 212 that detects the rotation direction based on the A-phase and B-phase pulse signals, communicates with the air conditioner ECU 40, and controls the motor drive circuit 210.

  When the DC motor 110 rotates and the output shaft 127 (pattern plate 153) rotates and the first, second, and third contact brushes 155, 156, and 157 are in contact with the rotation detection region 300, the third The contact brush 157 is in contact with the conductive portion 154a. In this state, the energized (ON) state where the first and second contact brushes 155 and 156 are in contact with the conductive portions 151a and 152a, and the first and second contact brushes 155 and 156 and the non-conductive portions 151b and 152b are It periodically occurs in contact with the non-energized (OFF) state.

  Therefore, as shown in FIG. 9, the first and second contact brushes 155 and 156 generate a pulse signal every time the DC motor 110 rotates by a predetermined angle, and the pulse signal is counted by the rotation angle detector 220. As a result, the rotation angle of the output shaft 127 can be detected.

  Further, when the DC motor 110 rotates and the output shaft 127 (pattern plate 153) rotates and the first, second, and third contact brushes 155, 156, and 157 are in contact with the initialization region 301, FIG. As shown, the third contact brush 157 and the conductive portion 154a are energized in contact with each other while maintaining the energized (ON) state where the first and second contact brushes 155 and 156 are in contact with the conductive portions 151a and 152a. From the ON state, a non-energized (OFF) state in which the third contact brush 157 and the non-conductive portion 154b are in contact with each other, and then an energized (ON) state in which the third contact brush 157 and the conductive portion 154a are in contact (conductive Part → non-conductive part → conductive part).

  Accordingly, the first and second contact brushes 155 and 156 generate two-phase pulse signals (A phase and B phase) of the initialization pattern shown in FIG. 10 according to the angular rotation of the DC motor 110. This initialization pattern is not a pattern in which the amplitudes of the two-phase pulse signals are alternately switched as shown in FIG. 9, but the two-phase pulse signals are simultaneously changed from the low level signal (“00”) to the high level signal (“11”). The high level signal is switched to the low level signal (“00”) at the same time. Note that “0” indicates a low level signal, and “1” indicates a high level signal.

  As described above, the initialization pattern differs from the pattern used to detect the angular rotation of the DC motor 110 in that the amplitudes of the two-phase pulse signals change simultaneously.

  When such a two-phase pulse signal of the initialization pattern is detected by the rotation angle detector 220, the motor drive circuit 210 stops power supply to the DC motor 110, thereby electrically regulating the rotation of the DC motor 110. The position where the two-phase pulse signal of this initialization pattern is detected is stored as the rotation start position. After that, the DC motor 110 is controlled with a position shifted by a predetermined number of pulses from the rotation start position as an operation reference, except when the battery is disconnected and when an abnormality occurs in the pulse signal.

  Hereinafter, when the rotation angle detector 220 detects the two-phase pulse signal of the initialization pattern, the rotation of the DC motor 110 is electrically restricted, and the position where the two-phase pulse signal of the initialization pattern is detected is the rotation start position. And setting the operation reference deviated from the rotation start position is called “initialization process”.

  As is apparent from the above description, in this embodiment, the switch means 158a to 158c for generating a pulse signal each time the output shaft 127 rotates by a predetermined angle by the first and second contact brushes 155, 156 and 157 and the pattern plate 153. A pulse generator (pulse generation means) 158 (see FIG. 8) is configured.

  The switch means 158a and 158b are constituted by contact brushes 155 and 156 and first and second pulse patterns 151 and 152, and are arranged in parallel between the constant voltage circuit (power supply circuit) and the ground. Based on the rotation of the electric motor 110, switching (on / off) is performed individually to generate pulse signals. The switch means 158c is composed of a third contact brush 157 (one end of the contact brush 157 is electrically connected to the ground) and the common pattern 154. Between the switch means 158a, 158b and the ground, the switch means 158c is provided. Switching is performed based on the rotation of the electric motor 110.

  Further, since the phase of the first pulse pattern 151 and the phase of the second pulse pattern 152 are shifted, the pulse generator 158 generates a pulse signal (hereinafter referred to as “pulse signal”) generated by the first pulse pattern 151 and the first contact brush 155. This pulse signal is referred to as an A-phase pulse), and a pulse signal out of phase with respect to the A-phase pulse generated by the second pulse pattern 152 and the second contact brush 156 (hereinafter, this pulse signal is referred to as a B-phase pulse). Is called).

  For this reason, in this embodiment, the rotation direction of the DC motor 110 (output shaft 127) is detected depending on which signal of the A-phase pulse and the B-phase pulse is input to the rotation angle detector 220 first. Yes.

  In addition, since the rotation angle can be detected by counting the number of A-phase and B-phase pulses, based on the count value of the number of pulses (hereinafter referred to as pulse value), the target angle (target angle) The rotation of the servo motor 100d is controlled.

  By the way, the servo motor 100d configured as described above includes a right handle specification (that is, mounted on a vehicle provided with a steering measure on the right side of the vehicle) and a left handle specification (ie, a steering measure on the left side of the vehicle). And the right-hand drive specification and the left-hand drive specification have different rotation directions and initialization areas 301.

  For example, in the right handle specification, as shown in FIG. 11, the initialization region 301 is set to the end 1 side (that is, the stopper 5g side) within the operating range, and in the left handle specification, as shown in FIG. The initialization region 301 is set substantially at the center within the operating range.

  Specifically, the rotation angle X between the end 1 and the initialization region 301 is narrower in the right handle specification and the rotation angle Y between the end 2 and the initialization region 301 is wider than the left handle specification. Yes.

  However, one computer program for control is used as the computer program for control incorporated in the air conditioner electronic control device 400 regardless of the right handle specification or the left handle specification. This computer program for control can be used in common for the right handle specification and the left handle specification.

  At this time, the air conditioner electronic control device 400 needs to determine whether the servo motors 100a to 100e have the right handle specification or the left handle specification, and the right and left before initialization for determining the handle specification. The unit identification process will be described with reference to FIG.

  FIG. 13 is a flowchart showing left / right unit identification processing before initialization, and the air conditioner electronic control device 400 executes a computer program according to the flowchart shown in FIG. 13. The computer program is executed prior to the initialization process after the air conditioner electronic control device 400 is installed in the vehicle.

  First, the servo motor 100d is commanded to rotate to the end 1 side (that is, the stopper 5g side) (step S100). However, it is assumed that the link lever 160 (that is, the output shaft 127) is stopped between the initialization region 301 and the end 2 in advance.

  At this time, the A-phase pulse signal and the B-phase pulse signal are input to the air conditioner electronic control device 400 from the CPU 212 of the servo motor 100d. The air conditioner electronic control device 400 determines whether or not the link lever 160 has reached the end 1 based on the A-phase pulse signal and the B-phase pulse signal. That is, it is determined whether or not the link lever 160 has rotated to the stopper 5g.

  Here, when the pulse waveforms of the A-phase and B-phase pulse signals are maintained in the same state for a certain period or longer, it is determined that the link lever 160 has reached the end 1. Then, the pulse value A (that is, the rotation angle) until the servo motor 100a starts rotating and reaches the end 1 is recorded in the memory 420 (step S110).

  Thereafter, the servo motor 100d is commanded to rotate to the end 2 side (that is, the stopper 5h side) (step S120). At this time, the air conditioner electronic control device 400 determines whether or not the link lever 160 has reached the end 2 based on the A-phase and B-phase pulse signals detected by the rotation angle detector 220.

  Here, when the pulse waveforms of the A-phase and B-phase pulse signals are maintained in the same state for a certain period or longer, it is determined that the link lever 160 has reached the end 2.

  At this time, based on the A-phase and B-phase pulse signals, the pulse value B until the link lever 160 reaches from the end 1 to the end 2 is recorded in the memory 420 (step S130).

  Further, when the servo motor 100d rotates from the end 1 to the end 2 (or from the end 2 to the end 1), it passes through the initialization region 301. Here, when the servo motor 100d reaches the initialization area 301, an initialization arrival flag indicating the arrival is sent from the CPU 212 to the electronic controller 400 for the air conditioner.

  Therefore, when the air conditioner electronic control device 400 receives the initialization arrival flag, it determines that the servo motor 100d has reached the initialization region 301 and records the pulse value C at that time in the memory 420 ( Step S140).

  Next, based on the pulse values A and C, the rotation angle X is obtained as the number of pulses E from the end 1 to the initialization region 301 (E = A−C). Further, based on the pulse values C and B, the rotation angle Y is obtained as the number of pulses F from the end 1 to the initialization region 301 (F = C−B).

  Then, the rotation angle X and the reference angle θa are compared, and the rotation angle Y and the reference angle θb are compared. When E> θa and F <θb, the left handle specification is determined, while when E <θa and F> θb, the right handle specification is determined. When E <θa and F <θb, or E> θa and F> θb, determination is impossible.

  Next, the function and effect of this embodiment will be described.

  The electric actuator system according to the present embodiment includes an electric motor 110 and servo motors 100a to 100a that include a pulse generator 158 that generates a pulse signal as the output shaft 127 of the electric motor 100 rotates within an operating range. 100e and an electronic controller 400 for an air conditioner that controls the electric motor 110 to rotate the output shaft 127 to the target position in accordance with the A-phase and B-phase pulse signals generated from the pulse generator 158. In the case of the right handle specification and the left handle specification of the servo motor, the rotation start position 301 of the electric motor 110 is set to a different position within the operating range.

  Therefore, the electronic control unit 400 obtains the rotation angles X and Y between the end 1 and end 2 of the operating range and the rotation start position 301 in accordance with the A-phase and B-phase pulse signals generated from the pulse generator 158. Based on the obtained rotation angles X and Y, it is determined whether or not the right handle specification is used.

  Therefore, it is possible to determine whether the servo motor has a right handle specification or a left handle specification without requiring information received from another electronic control unit.

(Other embodiments)
In the above-described embodiment, an example in which a DC motor is used as an electric motor has been described. However, the present invention is not limited to this, and a step motor may be used.

  In the above-described embodiment, the example using the sliding pulse generator 158 including the first, second, and third contact brushes 155, 156, and 157 and the pattern plate 153 has been described. A pulse generator using an optical encoder may be used.

It is a mimetic diagram of an air-conditioner for vehicles concerning an embodiment of the present invention. It is a figure which shows the connection structure of the electronic controller of FIG. 1, and a servomotor. It is a figure which shows the external shape of the servomotor of FIG. It is a figure which shows schematic structure of the servomotor of FIG. (A) is a front view of the pulse plate of FIG. 4, (b) is a side view of (a). It is AA sectional drawing of FIG. It is an enlarged view of the pulse plate of FIG. It is a figure which shows the electric circuit structure of the servomotor of FIG. It is a figure which shows the pulse signal which generate | occur | produces from the servomotor of FIG. It is a figure which shows the pulse signal which generate | occur | produces from the servomotor of FIG. It is a figure which shows the rotation start position of the servomotor of FIG. It is a figure which shows the rotation start position of the servomotor of FIG. It is a flowchart which shows the control processing of the servomotor of FIG.

Explanation of symbols

100a to 100e ... Servo motor, 400 ... Electronic control unit.

Claims (3)

Servo motors (100a to 100e) comprising an electric motor (110) and a pulse generator (158) that generates a pulse signal as the output shaft of the electric motor rotates within an operating range;
An electric actuator system for a vehicle comprising: an electronic control device (400, S100 to S160) that controls the electric motor to rotate the output shaft to a target position in response to a pulse signal generated from the pulse generator. There,
In the case of the right handle specification and the left handle specification of the servo motor, the rotation start position (301) of the electric motor is set to a different position within the operating range.
The electronic control device
In accordance with a pulse signal generated from the pulse generator, a rotation angle between at least one of the two ends of the operating range and the rotation start position is obtained, and based on the obtained rotation angle. Then, it is determined whether the right-hand drive specification is satisfied or not. The electric actuator system for vehicles according to claim 1, wherein the electric motor is configured to rotationally drive the movable doors (1a, 1b, 1c, 1d, 1e) of the vehicle interior air conditioning unit. A plurality of the servo motors are provided,
The electric actuator system for a vehicle according to claim 1, wherein the electronic control unit individually controls a rotation angle of the plurality of servo motors.

Images