JP2014176215A - Motor control device, electrically-driven power steering apparatus employing the same and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor control device capable of continuing drive control of an electrically-driven motor even in the case where an open failure or a short-circuit failure occurs in a motor drive circuit, an electrically-driven power steering apparatus employing the same and a vehicle.SOLUTION: The motor control device comprises: a command value computation section for outputting a command value to a multiphase electrically-driven motor in which first and second multiphase motor coils to be at least two systems are wound around a stator; first and second motor drive circuits for individually supplying first and second multiphase motor drive currents to the multiphase motor coils on the basis of the command value; multiphase first and second motor current cutoff section individually interposed between the motor drive circuits and the multiphase motor coils; first and second abnormality detection sections for individually detecting abnormality in the multiphase motor drive currents or voltages; and an abnormal time current control section for controlling the motor current cutoff section at a side where abnormality is detected, into a current cutoff state when abnormality of at least one-phase motor drive current is detected by any one of the abnormality detection sections.

Description

  The present invention relates to a motor control device that drives and controls a multiphase electric motor mounted on a vehicle, an electric power steering device using the motor control device, and a vehicle.

Motor control devices that drive and control electric motors for electric power steering devices mounted on vehicles, electric motors for electric brake devices, electric motors for driving electric vehicles and hybrid vehicles, etc., even when an abnormality occurs in the motor control system It is desired that the drive of the electric motor can be continued.
In order to meet the above requirements, for example, the multi-phase motor winding of the multi-phase electric motor is duplexed, and current is supplied from the individual inverter unit to the duplexed multi-phase motor winding, and the switching means of one inverter unit is used as the switching means. When an off-failure that prevents conduction, that is, an open failure occurs, the fault switching means in which the fault has occurred is specified, the switching means other than the fault switching means is controlled, and a normal inverter other than the fault inverter unit including the fault switching means There has been proposed a control device for a multi-phase rotating machine having a failure-time control means for controlling a part and an electric power steering device using the same (for example, see Patent Document 1).

Japanese Patent No. 4999836

  By the way, in the conventional example described in Patent Document 1 described above, when an off failure of the switching means occurs in one of the duplicated inverter units, the switching means excluding the failure switching means that has failed off is controlled. In addition, by correcting the q-axis current command value in the normal inverter unit for the torque decrease due to the control of the fault inverter unit including the fault switching means, the drive control of the multiphase rotating machine while suppressing the torque decrease To continue.

For this reason, in the above conventional example, when an off-failure occurs in the switching means of the inverter unit, sufficient torque can be generated, but when a short-circuit failure occurs in the switching unit of the inverter unit, There is an unresolved issue that cannot be addressed.
Therefore, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and it is possible to continue the drive control of the electric motor even when an open failure or a short failure occurs in the motor drive circuit. An object of the present invention is to provide a motor control device, an electric power steering device using the same, and a vehicle.

  In order to solve the above object, one aspect of a motor control device according to the present invention is a motor control device that drives and controls a multiphase electric motor, wherein the multiphase electric motor includes at least two systems in a stator. A command value calculation unit that outputs a command value for driving the multiphase electric motor, and a command value output from the command value calculation unit. And first and second motor drive circuits for supplying first and second multiphase motor drive currents individually to the first and second multiphase motor windings, and the first and second multiphase motor windings, respectively. Multi-phase first and second motor current interrupters individually inserted between a motor drive circuit and the first and second multi-phase motor windings; and the first and second multi-phase First and second abnormality detection for individually detecting abnormality of phase motor drive current or voltage And at least one phase motor drive current or voltage abnormality is detected by any one of the first and second abnormality detection units, the motor current interruption unit on the side where the abnormality is detected is set in a current interruption state. And an abnormal current control unit for controlling.

In one aspect of the electric power steering apparatus according to the present invention, the motor control apparatus is applied to a motor control apparatus including an electric motor that generates a steering assist force in a steering mechanism.
Furthermore, one aspect of the vehicle according to the present invention includes the motor control device described above.

  According to the present invention, at least two systems of multi-phase motor windings are wound around a multi-phase electric motor, and a multi-phase motor drive current is supplied to each multi-phase motor winding by an individual motor drive circuit. A motor current cut-off unit is provided between the drive circuit and the multi-phase motor winding, and when an abnormality occurs in one of the multi-phase motor drive currents or voltages, it is provided in the supply system of the multi-phase motor drive current in which an abnormality has occurred. Shut off the motor current interrupter. For this reason, even when an open failure or a short failure occurs in the motor drive circuit, the drive of the electric motor can be continued with the normal motor drive circuit.

In addition, since the electric power steering apparatus is configured to include the motor control apparatus having the above-described effect, even if an abnormality occurs in one of the at least two systems of the multiphase motor drive current, the normal motor drive circuit can provide the multiphase motor drive current. Can be supplied to the electric motor, and the steering assist function of the electric power steering apparatus can be continued.
Further, since the vehicle is configured to include the motor control device having the above-described effects, even if an abnormality occurs in one of the motor drive circuits of at least two systems of the multi-phase electric motor, the multi-phase motor drive current can be obtained with a normal motor drive circuit. Can be supplied to the electric motor to continue the generation of torque in the electric motor, thereby providing a vehicle that improves the reliability of the electric motor.

1 is a system configuration diagram showing a first embodiment of an electric power steering apparatus according to the present invention. It is a circuit diagram which shows the specific structure of the motor control apparatus in 1st Embodiment. It is sectional drawing which shows the structure of the three-phase electric motor in 1st Embodiment. It is a schematic diagram which shows the winding structure of the three-phase electric motor of FIG. It is a characteristic diagram which shows the relationship between the steering torque at the time of normal, and a steering auxiliary current command value. It is a characteristic diagram which shows the relationship between the steering torque at the time of abnormality, and a steering auxiliary current command value. It is a circuit diagram which shows the 2nd Embodiment of this invention. It is sectional drawing which shows the structure of the three-phase electric motor in the 3rd Embodiment of this invention. It is a signal waveform diagram with which it uses for description of the effect in 3rd Embodiment. It is a circuit diagram which shows the 4th Embodiment of this invention. It is a circuit diagram which shows the 5th Embodiment of this invention. It is sectional drawing which shows the other example of the three-phase electric motor which can be applied to this invention. It is a schematic diagram which shows the winding structure of the three-phase electric motor of FIG. It is sectional drawing which shows the further another example of the three-phase electric motor which can be applied to this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is an overall configuration diagram showing a first embodiment when the motor control device of the present invention is applied to an electric power steering device mounted on a vehicle.
In the figure, reference numeral 1 denotes a steering wheel, and a steering force applied to the steering wheel 1 from a driver is transmitted to the steering shaft 2. The steering shaft 2 has an input shaft 2a and an output shaft 2b. One end of the input shaft 2 a is connected to the steering wheel 1, and the other end is connected to one end of the output shaft 2 b via the steering torque sensor 3.

  The steering force transmitted to the output shaft 2 b is transmitted to the lower shaft 5 via the universal joint 4 and further transmitted to the pinion shaft 7 via the universal joint 6. The steering force transmitted to the pinion shaft 7 is transmitted to the tie rod 9 via the steering gear 8 and steers steered wheels (not shown). Here, the steering gear 8 is configured in a rack and pinion type having a pinion 8a connected to the pinion shaft 7 and a rack 8b meshing with the pinion 8a, and the rack 8b transmits the rotational motion transmitted to the pinion 8a. It has been converted to a straight motion in the width direction.

A steering assist mechanism 10 for transmitting a steering assist force to the output shaft 2b is connected to the output shaft 2b of the steering shaft 2. The steering assist mechanism 10 is a multiphase composed of, for example, a three-phase brushless motor that generates a steering assist force that is connected to the reduction gear 11 and a reduction gear 11 that is connected to the output shaft 2b. And a three-phase electric motor 12 as an electric motor.
The steering torque sensor 3 detects the steering torque applied to the steering wheel 1 and transmitted to the input shaft 2a. For example, the steering torque sensor 3 is a torsion bar (not shown) in which the steering torque is interposed between the input shaft 2a and the output shaft 2b. It is configured to convert to a torsional angular displacement, and to detect this by converting the torsional angular displacement into a resistance change or a magnetic change.

Further, as shown in FIG. 3, the three-phase electric motor 12 includes, for example, a stator 12S having nine teeth T that are formed inwardly on the inner peripheral surface and serve as magnetic poles that form slots SL, and the stator 12S. For example, a 6-pole surface magnet type rotor 12R that is rotatably disposed opposite to the teeth T and has an SPM motor configuration.
A first three-phase motor winding L1 and a second three-phase motor winding L2, which are two-phase multi-phase motor windings, are wound around the slot SL of the stator 12S. In the first three-phase motor winding L1, one end of the U-phase coil L1u, V-phase coil L1v, and W-phase coil L1w is connected to each other to form a star connection, and the other end of each phase coil L1u, L1v, and L1w is the motor. The motor drive currents I1u, I1v, and I1w are individually connected to the control device 20.

  Each phase coil L1u, L1v, and L1w is formed with three coil portions L1ua to L1uc, L1va to L1vc, and L1wa to L1wc, respectively. The coil portions L1ua to L1uc, L1va to L1vc, and L1wa to L1wc are wound outside the slot SL in the order of L1ua, L1va, L1wa, L1ub, L1vb, Lw1b,.

The second three-phase motor winding L2 has a star connection with one end of the U-phase coil L2u, V-phase coil L2v, and W-phase coil L2w, and the other end of each phase coil L2u, L2v, and L2w. Are connected to the motor control device 20, and motor drive currents I2u, I2v and I2w are individually supplied.
Each phase coil L2u, L2v, and L2w is formed with three coil portions L2ua to L2uc, L2va to L2vc, and L2wa to L2wc, respectively. These coil portions L2ua to L2uc, L2va to L2vc, and L2wa to L2wc are arranged in the clockwise direction so that the coil portion in phase with the first three-phase coil winding L1 overlaps the inside of the slot SL, L2ua, L2va, L2wa, L2ub , L2vb, L2wb,...

And coil part L1ua-L1uc of each phase coil L1u-L1w, L1va-L1vc and L1wa-L1wc, and coil part L2ua-L2uc of each phase coil L2u-L2w, L2va-L2vc, and L2wa-L2wc are slots SL. Are wound so that the direction of the energization current is the same.
Furthermore, as shown in FIG. 2, the three-phase electric motor 12 includes a rotational position sensor 13a such as a Hall element that detects the rotational position of the rotor. The detection value from the rotational position sensor 13a is supplied to the rotor rotation angle detection circuit 13, and the rotor rotation angle detection circuit 13 detects the rotor rotation angle θm.
The motor control device 20 receives the steering torque T detected by the steering torque sensor 3 and the vehicle speed Vs detected by the vehicle speed sensor 21 and the rotor rotation angle θm output from the rotor rotation angle detection circuit 13. Is done.

In addition, a direct current is input to the motor control device 20 from a battery 22 as a direct current source.
The specific configuration of the motor control device 20 is configured as shown in FIG. That is, the motor control device 20 includes a control calculation device 31 for calculating a motor current command value, and first and second motor drive circuits 32A to which motor current command values output from the control calculation device 31 are individually input. And 32B, and the first and second multiphase motor windings L1 and L2 of the three-phase electric motor 12 interposed between the output sides of the first and second motor drive circuits 32A and 32B and the first and second multiphase motor windings L1 and L2. 1 and second motor current cut-off circuits 33A and 33B.

  Although not shown in FIG. 2, the control arithmetic unit 31 receives the steering torque T detected by the steering torque sensor 3 and the vehicle speed V detected by the vehicle speed sensor 21 shown in FIG. 2, the rotor rotation angle θm output from the rotor position detection circuit 13 is input, and the first multiphase motor winding L1 of the three-phase electric motor 12 output from the current detection circuits 34A and 34B. The motor currents I1d and I2d output from the coils of the respective phases of the second multiphase motor winding L2 are input.

The control arithmetic unit 31 refers to the steering assist current command value calculation map shown in FIG. 5 that is set in advance based on the steering torque T and the vehicle speed V when the motor drive circuits 32A and 32B are normal. The values I1 ^* and I2 ^* are calculated. Further, the control arithmetic unit 31 refers to the steering assist current command value calculation map at the time of abnormality shown in FIG. 6 that is set in advance based on the steering torque T and the vehicle speed V when the motor drive circuit 32A or 32B is abnormal. Current command values I1 ^* and I2 ^* are calculated.

Further, in the control arithmetic unit 31, the target d-axis current command value Id ^* and the target q-axis current command value in the dq coordinate system based on the calculated steering assist current command values I1 ^* and I2 ^* and the rotor rotation angle θm. Iq ^* is calculated, and the calculated d-axis current command value Id ^* and q-axis current command value Iq ^* are converted into dq-phase to three-phase to convert the U-phase current command value Iu ^* , V-phase current command value Ib ^*, and W-phase. The current command value Iw ^* is calculated. Then, the current deviation between the calculated U-phase current command value Iu ^* , V-phase current command value Iv ^* and W-phase current command value Iw ^* and the added value for each phase of the current detection values detected by the current detection circuits 34A and 34B. ΔIu, ΔIv, and ΔIw are calculated, and the current deviations ΔIu, ΔIb, and ΔIw are subjected to, for example, PI control calculation or PID control calculation, and three-phase voltage command values V1 ^* for the first and second motor drive circuits 32A and 32B are calculated ^. And V2 ^* are calculated, and the calculated three-phase voltage command values V1 ^* and V2 ^* are output to the first and second motor drive circuits 32A and 32B.

Further, the control arithmetic unit 31 is provided between the first and second motor current cutoff circuits 33A and 33B and the first and second three-phase motor windings L1 and L2 of the three-phase electric motor 12. Motor current detection values I1ud, I1vd, I1wd and I2ud, I2vd, I2wd detected by the abnormality detection circuits 35A and 35B are input. Then, the control arithmetic unit 31 compares the input motor current detection values I1ud to I1wd and I2ud to I2wd with the respective phase current command values Iu ^* , Iv ^* and Iw ^* calculated by the control arithmetic operation device 31, and first and An abnormality detection unit 31a that detects open failure and short-circuit failure of field effect transistors (FETs) Q1 to Q6 as switching elements constituting the second inverter circuits 42A and 42B is provided. In the abnormality detection unit 31a, when an open failure or a short failure of the field effect transistors (FETs) constituting the first and second inverter circuits 42A and 42B is detected, the motor drive circuit 32A or 32B that has detected the abnormality is detected. An abnormality detection signal SAa or SAb having a logical value “1” is output to the gate drive circuit 41A or 41B.

Each of the first and second motor drive circuits 32A and 32B receives the three-phase voltage command values V1 ^* and V2 ^* output from the control arithmetic unit 31 to form a gate signal, and performs current control during abnormality. And gate drive circuits 41A and 41B that also serve as a unit, and first and second inverter circuits 42A and 42B to which gate signals output from the gate drive circuits 41A and 41B are input.
When the voltage command values V1 ^* and V2 ^* are input from the control arithmetic unit 31, each of the gate drive circuits 41A and 41B performs a pulse based on the voltage command values V1 ^* and V2 ^* and the triangular carrier signal Sc. Six gate signals subjected to width modulation (PWM) are formed, and these gate signals are output to the inverter circuits 42A and 42B.

  The gate drive circuit 41A outputs three high-level gate signals to the motor current cutoff circuit 34A when the abnormality detection signal SAa input from the control arithmetic unit 31 is a logical value “0” (normal). At the same time, two high-level gate signals are output to the power cutoff circuit 44A, and when the abnormality detection signal SAa is a logical value “1” (abnormal), three low-level signals are output to the motor current cutoff circuit 33A. The gate signal is output simultaneously to cut off the motor current, and at the same time, two low level gate signals are outputted to the power cut-off circuit 44A to cut off the battery power.

  Similarly, when the abnormality detection signal SAb input from the control arithmetic unit 31 is a logical value “0” (normal), the gate drive circuit 41B outputs three high-level gate signals to the motor current cutoff circuit 34B. In addition to the output, two high-level gate signals are output to the power cutoff circuit 44B. When the abnormality detection signal SAb is a logical value “1” (abnormal), a low level 3 is output to the motor current cutoff circuit 33B. Two gate signals are simultaneously output to cut off the motor current, and at the same time, two low level gate signals are simultaneously outputted to the power cut-off circuit 44B to cut off the battery power.

In each of the first and second inverter circuits 42A and 42B, the battery current of the battery 22 is input via the noise filter 43 and the power cutoff circuits 44A and 44B, and smoothing electrolytic capacitors CA and CB are connected to the input side. Has been.
These first and second inverter circuits 42A and 42B have six field effect transistors (FETs) Q1 to Q6 as six switching elements, and three switching arms SAu in which two field effect transistors are connected in series, It has a configuration in which SAv and SAw are connected in parallel. The gate signals output from the gate drive circuits 41A and 41B are input to the gates of the field effect transistors Q1 to Q6, so that the U-phase current Iu, between the field effect transistors of the switching arms SAu, SAv, and SAw The V-phase current Iv and the W-phase current Iw are output to the first and second three-phase motor windings L1 and L2 of the three-phase electric motor 12 via the motor current cutoff circuits 33A and 33B.

Although not shown, the voltage across the shunt resistor inserted between the switching arms SAu, SAv and SAw of the inverter circuits 42A and 42B and the ground is input to the current detection circuits 34A and 34B, and these current detection circuits 34A. And 34B, motor currents I1u to I1w and I2u to I2w are detected.
The motor current cut-off circuit 33A includes three current cut-off field effect transistors QA1, QA2, and QA3. The source of the field effect transistor QA1 is connected to the connection point of the transistors Q1 and Q2 of the switching arm SAu of the first inverter circuit 42A, and the drain is the U phase of the first three-phase motor winding L1 via the abnormality detection circuit 35A. It is connected to the coil L1u. The source of the field effect transistor QA2 is connected to the connection point of the transistors Q3 and Q4 of the switching arm SAv of the first inverter circuit 42A, and the drain of the first three-phase motor winding L1 is connected via the abnormality detection circuit 35A. It is connected to the V-phase coil L1v. Further, the source of the field effect transistor QA3 is connected to the connection point of the transistors Q5 and Q6 of the switching arm SAw of the first inverter circuit 42A, and the drain of the first three-phase motor winding L1 is connected via the abnormality detection circuit 35A. It is connected to the W-phase coil L1w.

  The motor current cut-off circuit 33B includes three current cut-off field effect transistors QB1, QB2, and QB3. The source of the field effect transistor QB1 is connected to the connection point of the transistors Q1 and Q2 of the switching arm SBu of the second inverter circuit 42B, and the drain is connected to the U phase of the second three-phase motor winding L2 via the abnormality detection circuit 35B. It is connected to the coil L2u. The source of the field effect transistor QB2 is connected to the connection point of the transistors Q3 and Q4 of the switching arm SBv of the second inverter circuit 42B, and the drain of the second three-phase motor winding L2 is connected via the abnormality detection circuit 35A. It is connected to the V-phase coil L2v. Further, the source of the field effect transistor QB3 is connected to the connection point of the transistors Q5 and Q6 of the switching arm SBw of the second inverter circuit 42B, and the drain of the second three-phase motor winding L2 is connected via the abnormality detection circuit 35A. It is connected to the W-phase coil L2w.

The field effect transistors QA1 to QA3 and QB1 to QB3 of the motor current cutoff circuits 33A and 33B are connected in the same direction with the cathode of the parasitic diode D being the inverter circuits 42A and 42B side.
Each of the power cutoff circuits 44A and 44B has a series circuit configuration in which two field effect transistors (FETs) QC1, QC2 and QD1, QD2 connect the drains and the parasitic diodes are reversed. The sources of the field effect transistors QC1 and QD1 are connected to each other and connected to the output side of the noise filter 43, and the sources of the field effect transistors QC2 and QD2 are the field effect transistors of the first and second inverter circuits 42B and 42B. Connected to the sources of Q1, Q2 and Q3.

Next, the operation of the first embodiment will be described.
When an ignition switch (not shown) is in an off state and the vehicle is stopped and the steering assist control process is also stopped, the control arithmetic unit 31 of the motor control device 20 is in an inoperative state. Yes. For this reason, the steering assist control process and the abnormality monitoring process executed by the control arithmetic unit 31 are stopped. Therefore, the operation of the electric motor 12 is stopped, and the output of the steering assist force to the steering mechanism 10 is stopped.

When the ignition switch is turned on from this operation stop state, the control arithmetic unit 31 enters the operation state, and the steering assist control process and the abnormality monitoring process are started. At this time, it is assumed that each of the field effect transistors Q1 to Q6 in the inverter circuits 42A and 42B of the motor drive circuits 32A and 32B is in a normal state in which no open failure and short-circuit failure have occurred. At this time, in the non-steering state in which the steering wheel 1 is not steered, the steering torque T is “0” and the vehicle speed V is “0” in the steering assist control process executed by the control arithmetic unit 31, so FIG. The steering assist current command value is calculated with reference to the normal steering assist current command value calculation map. In this normal-time steering assist current command value calculation map, two systems that are half values according to each steering torque T with respect to the characteristic line L1 for calculating the target steering assist current command value It ^* shown in the solid line are equally distributed. The divided steering assist current command value I ^* is calculated.

Then, the d-axis current command value Id ^* and the q-axis current command value Iq ^* are calculated on the basis of the calculated steering assist current command value I ^* and the rotor rotation angle θr input from the rotor position detection circuit 13. The d-axis current command value Id ^* and the q-axis current command value Iq ^* are subjected to dq two-phase to three-phase conversion processing to obtain a U-phase current command value Iu ^* , a V-phase current command value Iv ^*, and a W-phase current command value Iw. ^* Is calculated.

Further, current deviations ΔIu, ΔIv, and ΔIw between the phase current command values Iu ^* , Iv ^*, and Iw ^* and the addition values of the phase current detection values I1d and I2d detected by the current detection circuits 34A and 34B are calculated and calculated. The target current command values Vu ^* , Vv ^* and Vw ^* are calculated by performing PI control processing or PID control processing on the current deviations ΔIu, ΔIv and ΔIw. Then, the calculated target voltage command values Vu ^* , Vv ^*, and Vw ^* are output to the gate drive circuits 41A and 41B of the first and second motor drive circuits 32A and 32B as the target voltage command values V1 ^* and V2 ^* . Further, since the inverter circuits 42A and 42B are normal, the control arithmetic unit 31 outputs abnormality detection signals SAa and SAb having a logical value “0” to the gate drive circuits 41A and 41B.

  Therefore, the gate drive circuits 41A and 41B output three high-level gate signals to the motor current cutoff circuits 33A and 33B. Therefore, the field effect transistors QA1 to QA3 and QB1 to QB3 of the motor current cutoff circuits 33A and 33B are turned on, and the inverter circuits 42A and 42B and the three-phase motor windings L1 and L2 of the three-phase electric motor 12 are connected. The space is in a conductive state, and the energization control for the three-phase electric motor 12 is possible.

  At the same time, a high level gate signal is output from the gate drive circuits 41A and 41B to the power cutoff circuits 44A and 44B. Therefore, the field effect transistors QC1, QC2 and QD1, QD2 of the power cutoff circuits 44A and 44B are turned on, and the direct current from the battery 22 is supplied to the inverter circuits 42A and 42B via the noise filter 43.

Further, in the gate drive circuits 41A and 41B, pulse width modulation is performed based on the voltage command values V1 ^* and V2 ^* input from the control arithmetic unit 31 to form a gate signal, and the formed gate signal is converted to the inverter circuit 42A and 42B is supplied to the gates of the field effect transistors Q1 to Q6.
Therefore, when the vehicle is stopped and the steering wheel 1 is not steered, the steering torque Ts is “0”, so the steering assist current command value is also “0” and the electric motor 12 maintains the stopped state. To do. However, when the steering wheel 1 is steered while the vehicle is stopped or the vehicle starts running, so-called stationary is performed, the steering torque Ts increases, so that a large target steering assist current command value is obtained with reference to FIG. A steering assist current command value I ^{* obtained} by equally dividing It ^* by half is calculated, and large voltage command values V1 ^* and V2 ^* corresponding to this are supplied to the gate drive circuits 41A and 41B. Therefore, gate signals having a duty ratio corresponding to large voltage command values V1 ^* and V2 ^* are output from the gate drive circuits 41A and 41B to the inverter circuits 42A and 42B. Therefore, the U-phase current I1u, V-phase current I1v, W-phase currents I1w and I2u, I2v, and I3w having a phase difference of 120 degrees corresponding to the steering assist current command value I ^* are output from the inverter circuits 42A and 42B. These pass through the field effect transistors QA1 to QA3 and QB1 to QB3 corresponding to the phases of the motor current cutoff circuits 33A and 33B, respectively, and the three phase coils L1u to L1w of the three phase motor windings L1 and L2 of the three phase electric motor 12. L2u to L2w are supplied.

As a result, the electric motor 12 is rotationally driven to generate a large steering assist force corresponding to the target steering assist current value It ^* corresponding to the steering torque Ts, and this steering assist force is output via the reduction gear 11 to the output shaft 2b. Is transmitted to. For this reason, the steering wheel 1 can be steered with a light steering force.
Thereafter, when the vehicle speed Vs increases, the steering assist current command value calculated in accordance with this decreases, and the steering assist is decreased appropriately by the electric motor 12 according to the steering torque Ts and the vehicle speed Vs. Generate power.

Thus, when the inverter circuits 42A and 42B are normal and the motor currents Iu, Iv and Iw supplied to the three-phase electric motor 12 are normal, the motor current optimum for the steering torque Ts and the vehicle speed Vs is 3 It is supplied to the phase electric motor 12.
From this normal state, one of the first and second inverter circuits 42A and 42B of the first and second motor drive circuits 32A and 32B, for example, the field effect transistors Q2, Q4 and Q6 on the lower arm side of the inverter circuit 42B, for example. If a short fault occurs in any one or more, the motor current Ii output from the switching arm SBi (i = u, v, w) in which the short fault has occurred to the motor current cut-off circuit 33A will not flow. When the detector 31a compares each phase current command value Ii ^* , an abnormality due to the occurrence of a short circuit failure can be detected. Further, the voltage detection values in the abnormality detection circuits 35A and 35B in FIG. 3 do not become a predetermined voltage, and an abnormality can be detected.

  Thus, when a short circuit failure occurs in the inverter circuit 42B of the motor drive circuit 32B, the abnormality detection signal SAa is maintained at the logical value “0”, but the abnormality detection signal SAb becomes the logical value “1”. For this reason, all six gate drives of the inverter circuit 42B are turned off, and three low-level gate signals are simultaneously output from the gate drive circuit 41B of the motor drive circuit 32B to the motor current cutoff circuit 33B. Two low-level gate signals are simultaneously output to the blocking circuit 44B.

Therefore, in the motor current cutoff circuit 33B, the field effect transistors QB1 to QB3 of each phase are turned off, and the energization to the phase coils L2u to L2w of the second three-phase motor winding L2 of the three-phase electric motor 12 is cut off. Is done.
At the same time, also in the power cutoff circuit 44B, the field effect transistors QD1 and QD2 are controlled to be in an off state, and the energization path between the battery 22 and the second inverter circuit 42B is cut off. At this time, the field effect transistors QD1 and QD2 have a series connection configuration in which the drains are connected so that the parasitic diodes are opposite to each other, and therefore, between the battery 22 and the second inverter circuit 42B in which the short circuit failure has occurred. The bidirectional current path is reliably interrupted.

  Incidentally, when the power cutoff circuits 44A and 44B are configured by one field effect transistor, the current from the anode to the cathode of the parasitic diode of the field effect transistor cannot be cut off, and the battery 22 and the inverter circuit 42A and In this embodiment, the two field effect transistors QC1, QC2 and QD1, QD2 are connected so that the polarities of the parasitic diodes are opposite to each other. The flowing current can be reliably interrupted.

When this abnormal state is detected, the control arithmetic unit 31 calculates the steering assist current command value I ^* with reference to the abnormal steering assist current command value calculation map shown in FIG. Therefore, until the calculated steering assist current command value I ^* reaches a current value that can be passed through the inverter circuits 42A and 42B, the target steering assist current command value It ^* at normal time, that is, both the inverter circuits 42A and 42B are operated. The current command value is the same as when Therefore, until the allowable current value is reached, the same steering assist force as that in normal steering can be generated by the three-phase electric motor 12, and the driver does not feel uncomfortable. In addition, when the vehicle is traveling at a certain vehicle speed Vs, the necessary steering assist force is also reduced, so that the steering assist control can be continued without causing the driver to feel an abnormality. However, at the time of stationary operation requiring a large steering assist force or steering at extremely low speeds, the driver can be made aware of the occurrence of abnormality and can warn that repair is necessary.

  Furthermore, even if a short circuit failure occurs and the motor current cut-off circuit 33B on the second motor drive circuit 32B side is cut off, the first three-phase motor winding L1 that supplies current from the first motor drive circuit 32A Each phase coil L1ua to L1uc, L1va to L1vc, and L1wa to L1wc are evenly arranged over the entire circumference of the stator 12S as shown in FIG. Can ensure a good steering performance.

  Further, when a short circuit failure occurs in the first inverter circuit 42A instead of the second inverter circuit 42B, the motor current cut-off circuit 33A corresponding to the motor drive circuit 32A is used to transmit the motor current to the three-phase electric motor 12. The supply is cut off, and the supply of battery current to the first inverter circuit 42A is cut off by the power cut-off circuit 44A. By controlling the normal second motor drive circuit 32B in the same manner as described above, it is possible to generate the steering assist force that is exactly the same as in the normal state until the allowable current value is reached.

  Incidentally, when the motor current cut-off circuits 33A and 33B are omitted, when a short-circuit failure occurs in one of the motor drive circuits 32A and 32B, the inverter circuit in which the short-circuit failure has occurred is connected to the three-phase electric motor 12. It remains connected to the phase motor winding L1 or L2. When the three-phase electric motor 12 is rotated, the electromotive force generated in the coil section causes a circulating current to flow through the parasitic diode of the field effect transistor adjacent to the field effect transistor in which the short circuit failure occurs. Will occur. For this reason, the regenerative current generated by driving the three-phase electric motor 12 with the normal motor drive circuit 32A or 32B is supplied to the inverter circuit in which the short circuit has occurred, and the regenerative braking state is established. Will drastically decrease, giving the driver a sense of incongruity. For this reason, if a normal inverter circuit is operated so as to overcome regenerative braking, loss increases and overheating occurs in the inverter circuit and the three-phase electric motor, so that the duration of steering assistance is limited.

In addition, an off-failure, that is, an open state in which the field effect transistors Q1 to Q6 continue to be turned off without being turned on in the first and second inverter circuits 42A and 42B of the first and second motor driving circuits 32A and 32B. Even when a failure occurs, the abnormality detection unit 31a can detect the abnormality, and the motor current cutoff circuit 33A or 33B and the power cutoff circuit 44A or 44B of the motor drive circuit 32A or 32B that has become abnormal are shut off. It is possible to perform the same steering assist control as in the normal state until the allowable current is reached in the normal motor drive circuit as described above until the allowable current is reached.
Thus, according to the first embodiment, when an abnormality occurs in one of the inverter circuits 42A or 42B of the first and second motor drive circuits 32A and 32B, the normal motor drive circuit is normal. Steering assist control equivalent to the time can be continued.

  In the first embodiment, the case where the carrier signals used for pulse width modulation are synchronized in the gate drive circuits 41A and 41B has been described. However, the present invention is not limited to this, and the gate drive circuits 41A and 41B are not limited thereto. Thus, the phase of the carrier signal may be shifted so as to disperse the generated noise to be asynchronous. In this case, the phase of the carrier signal of high frequency (for example, about 20 kHz) used for pulse width modulation is shifted and made asynchronous by the gate drive circuits 41A and 41B, so that the switching elements constituting the inverter circuits 42A and 42B are obtained. The noise due to the switching of the field effect transistors Q1 to Q6 can be dispersed, and the peak value of conduction and radiation noise can be suppressed.

Next, a second embodiment of the present invention will be described with reference to FIG.
In the second embodiment, two sets of control arithmetic devices 31 are provided corresponding to the first and second motor drive circuits 32A and 32B in the first embodiment described above.
That is, in the second embodiment, as shown in FIG. 7, individual control computations having the same configuration as the control computation device 31 in FIG. 2 described above corresponding to the first and second motor drive circuits 32A and 32B. Devices 31A and 31B are provided.

The gate of the first motor drive circuit 32A to form a voltage command value V1 ^* and the abnormal detection signal SAa supplies the formed voltage command value V1 ^* and the abnormal detection signal SAa the motor drive circuit 32A by the control arithmetic unit 31A Output to the drive circuit 41A.
Similarly, a voltage command value V2 ^* and an abnormality detection signal SAb to be supplied to the second motor drive circuit 32B are formed by the control arithmetic unit 31B, and the formed voltage command value V2 ^* and the abnormality detection signal SAb are supplied to the motor drive circuit 32B. Output to the gate drive circuit 41B.

  Here, the control arithmetic devices 31A and 31B have a mutual monitoring function, and compare the arithmetic results of the two, or monitor the operation of the watchdog timer and the like, and control one of the control arithmetic devices 31A and 31B, for example 31B. When (or 31A) becomes abnormal, the other control arithmetic device 31A (or 31B) can detect it. For this reason, when an abnormality of the control arithmetic device is detected, the motor drive circuit controlled by the control arithmetic device that becomes abnormal in the normal control arithmetic device can be subjected to alternative control.

  According to the second embodiment, the steering operation control process and the abnormality control process are individually executed by the control arithmetic devices 31A and 31B, so that the motor drive circuits 32A and 32B can be controlled as in the first embodiment. When a short failure or an open failure occurs in either one of the inverter circuits 42A and 42B, the steering assist control can be continued with a normal motor drive circuit. Therefore, the same effect as the first embodiment can be obtained.

  In addition, according to the second embodiment, mutual monitoring can be performed between the control arithmetic devices 31A and 31B, and even when an abnormality occurs in one of the control arithmetic devices 31A and 31B, the first operation is performed with a normal control arithmetic device. The control at the time of abnormality similar to the embodiment can be performed, and when it is detected that one of the control arithmetic devices 31A (or 31B) becomes abnormal, the normal control arithmetic device 31B (or 31A) uses the motor drive circuit. By configuring the control units 32A and 32B to be controllable, it is possible to exert an effect that normal steering assist control can be continued even when an abnormality occurs in the control arithmetic device.

  In the first and second embodiments, two systems of the first and second three-phase motor windings L1 and L2 are wound around the three-phase electric motor 12, and the first and second three-phase motor windings are wound. Although the case where the individual first and second motor drive circuits 32A and 32B are provided in the phase motor windings L1 and L2 has been described, the present invention is not limited thereto, and three or more motor windings are provided, A separate motor drive circuit and motor current cutoff circuit may be provided for each motor winding.

Next, a third embodiment of the present invention will be described with reference to FIGS.
In the third embodiment, as shown in FIG. 8 in the configuration of the three-phase electric motor 12 in the first and second embodiments described above, the second 3 in the stator 12S in the first embodiment described above. The winding direction of the phase motor winding L2 with respect to the teeth T is reversed from the winding direction of the first three-phase motor winding L1 with respect to the teeth T, and the direction of the current flowing through the second three-phase motor winding L2 is also the first direction. The direction of the current flowing through the three-phase motor winding L1 is set in the opposite direction.

Further, the phases of the phase currents I1u to I1w and I2u to I2w output from the first and second inverter circuits 42A and 42B in the first and second motor drive circuits 32A and 32B are shifted by 180 degrees as shown in FIG. Are set to be in reverse phase.
As described above, according to the second embodiment, the in-phase coils L1ua to L1uc and L2ua to L2uc of the first and second three-phase motor windings L1 and L2 wound around the teeth T of the three-phase electric motor 12 are used. , L1va to L1vc and L2va to L2vc, and L1wa to L1wc and L2wa to L2wc are in the reverse direction, but the winding direction is also in the reverse direction, the magnetic flux generated in the teeth T is the same as that in the first embodiment described above. The same magnetic flux can be generated, and the necessary steering assist force can be generated by the three-phase electric motor 12.

However, the direction of the current flowing through the in-phase coils L1ua to L1uc and L2ua to L2uc, L1va to L1vc and L2va to L2vc, and L1wa to L1wc and L2wa to L2wc is reverse as shown in FIG. 8, and the phase voltages V1u to V1w And V2u to V2w are V1ua and V2ua corresponding to the one phase, as shown in FIGS. 9 (a) and 9 (b), pulse-width-modulated antiphase rectangular waves, and the phase currents are also indicated by the curve Lr. It becomes a sine wave of antiphase.
For this reason, both ripple currents _IL also have opposite phases, as shown in FIGS. 9C and 9D, and noises such as EMI to the outside cancel each other. Therefore, it is possible to suppress the generation of noise sound or vibration to suppress vibration due to ripple current I _L.

Furthermore, since the switching timing of the phase current I1u from off to on or vice versa is equal to the switching timing of the phase current I2u from on to off or vice versa, the switching noises are also opposite in phase and cancel each other. Is done.
Therefore, in the third embodiment, the same effect as that of the first embodiment described above can be obtained, and a motor control device with higher silence and vibration suppression by suppressing excitation due to switching noise and ripple current, An electric power steering device and a vehicle can be provided.

Next, a fourth embodiment of the present invention will be described with reference to FIG.
In the fourth embodiment, the configuration of the power cutoff circuit is simplified.
That is, in the fourth embodiment, as shown in FIG. 10, in the configuration of FIG. 2 in the first embodiment described above, the anti-series field effect transistors QC1, QC2 and QD1, QD2 in the power cutoff circuits 44A and 44B are provided. One of the field effect transistors QC1 and QD1 is left, and the other field effect transistors QC2 and QD2 are shared, and the common field effect transistor QE is connected between the noise filter 43 and the branch point of the power cutoff circuits 44A and 44B. A common power cut-off circuit 44C having the above is arranged.

Here, the field effect transistor QE has a drain connected to the noise filter 43, a source connected to the power shut-off circuits 44A and 44B, and a gate connected to the gate drive circuits 41A and 41B via the diodes DA and DB. Yes.
According to the fourth embodiment, the power cut-off circuit is composed of three power cut-off circuits 44A, 44B and 44C, but field effect transistors QC1, QD1 are used as the power cut-off elements for actually turning off the power. And QE can be configured by three semiconductor switch elements, and one semiconductor switch element can be omitted as compared with the first embodiment described above, and the number of parts can be reduced by this amount. Can be reduced, the area occupied by the power shut-off circuits 44A to 44C on the printed circuit board can be reduced, and the printed circuit board can be miniaturized.

Next, a fifth embodiment of the present invention will be described with reference to FIG.
In the fifth embodiment, the above-described fourth embodiment is applied to the above-described second embodiment.
That is, in the fifth embodiment, in the fourth embodiment described above, the control arithmetic device 31 is provided with individual control arithmetic devices 31A and 31B for the first and second motor drive circuits 32A and 32B. It is a thing.

  Therefore, this fifth embodiment can obtain the same operation and effect as those of the second embodiment described above, and the number of field effect transistors that constitute the power cutoff circuit as in the above-described fourth embodiment. 1 can be omitted, and the manufacturing cost of the motor control device 20 can be reduced, and the area occupied by the power shut-off circuits 44A to 44C on the printed circuit board can be reduced to reduce the size of the printed circuit board. it can.

  In the first to fifth embodiments, two systems of the first and second three-phase motor windings L1 and L2 are provided for the teeth T serving as one magnetic pole for the stator 12S of the three-phase electric motor 12. However, the present invention is not limited to this, and as shown in FIG. 12, the number of teeth T of the stator 12S is set to the number of phases × 2n. (N is an integer greater than or equal to 1), for example, n = 2 is set to a configuration of 8 poles and 12 slots, and phase coils L1ua, L1va, and L1wa, which are the first system, are sequentially turned clockwise on 12 teeth T. Winding in the same winding direction in order, then winding the phase coils L2ua, L2va and L2wa in the second system in order in the same winding direction in the clockwise direction, and further phase coil L1ub in the first system, L1vb, L1 b may be wound in the same winding direction in the clockwise direction, and finally the phase coils L2ub, L2vb, and L2wb as the second system may be wound in the same winding direction in the clockwise direction. .

  In this case, the phase coils L1ua to L1wc of the three-phase motor winding L1 serving as the first system and the phase coils L2ua to L2wc of the three-phase motor winding L2 serving as the second system are alternately turned clockwise to the teeth T. Will be placed. Therefore, only one type of winding of the phase coils L1ua to L1wc and the phase coils L2ua to L2wc around one tooth T is required, so that the coils can be easily wound.

  Further, since the magnetic flux from the rotor 12R is linked to the coil for each magnetic pole group (every 90 °), the mutual influence on the motor characteristics formed for each magnetic pole group can be extremely reduced. . For example, even if a short circuit failure occurs in one motor drive circuit 32A (or 32B) and a transient short current occurs until the motor drive circuit 32 is shut off, the influence on the other coil is extremely small. can do.

Furthermore, as shown in FIG. 14, in the configuration of FIG. 12, the winding direction of the phase coils L1ua to L1wa and L1ub to L1wb of the three-phase motor winding L1 of the first system and the three-phase motor winding of the second system You may make it set so that the winding direction of phase coil L2ua-L2wa of line L2 and L2ub-L2wb may become a reverse direction.
Also in this case, since the magnetic flux from the rotor 12R is linked to the coil for each magnetic pole group (every 90 °), the mutual influence on the motor characteristics formed by each magnetic pole group should be extremely reduced. Can do. For example, even if a short circuit failure occurs in one motor drive circuit 32A (or 32B) and a transient short current occurs until the motor drive circuit 32 is shut off, the influence on the other coil is extremely small. can do.

For this reason, both ripple currents _IL also have opposite phases, as shown in FIGS. 9C and 9D, and noises such as EMI to the outside cancel each other. Therefore, it is possible to suppress the generation of noise sound or vibration to suppress vibration due to the ripple current I _L.
Furthermore, since the switching timing of the phase current I1u from off to on or vice versa is equal to the switching timing of the phase current I2u from on to off or vice versa, the switching noises are also opposite in phase and cancel each other. Is done.

Therefore, in the third embodiment, the same effect as that of the first embodiment described above can be obtained, and a motor control device with higher silence and vibration suppression by suppressing excitation due to switching noise and ripple current, An electric power steering device and a vehicle can be provided.
During normal operation, each output can be ½, and even if a failure occurs, ½ motor characteristics can be output. Since it can be canceled by a symmetrical radial force generated around the motor shaft, the radial force does not affect the shaft. In addition, the output at the time of failure is within a range in which the temperature rise can be tolerated, and it is possible to output a motor characteristic that is 1/2 or more of that at normal time.

In each of the above embodiments, the case where the electric motor is a three-phase electric motor has been described. However, the present invention is not limited to this, and the present invention can be applied to a multi-phase electric motor having four or more phases. it can.
Further, in each of the above embodiments, the case where the motor control device according to the present invention is applied to an electric power steering device has been described. However, the present invention is not limited to this, and the electric brake device, the steer-by-wire system, and the vehicle driving device are used. The present invention can be applied to any system that uses an electric motor such as a motor drive device.

  DESCRIPTION OF SYMBOLS 1 ... Steering wheel, 2 ... Steering shaft, 3 ... Steering torque sensor, 8 ... Steering gear, 10 ... Steering assist mechanism, 12 ... Three-phase electric motor, 20 ... Motor controller, 21 ... Vehicle speed sensor, 22 ... Battery, 31 , 31A, 31B ... control arithmetic unit, 32A ... first motor drive circuit, 32B ... second motor drive circuit, 33A ... first motor current cutoff circuit, 33B ... second motor current cutoff circuit, 34A, 34B ... Current detection circuit, 35A ... first abnormality detection circuit, 35B ... second abnormality detection circuit, 41A, 41B ... gate drive circuit, 42A ... first inverter circuit, 42B ... second inverter circuit, 43 ... noise Filter, 44A ... first power shutoff circuit, 44B ... second power shutoff circuit

In order to achieve the above object, one aspect of a motor control device according to the present invention is a motor control device that drives and controls a multiphase electric motor, wherein the multiphase electric motor includes at least two systems in a stator. A command value calculation unit that outputs a command value for driving the multiphase electric motor, and a command value output from the command value calculation unit. And first and second motor drive circuits for supplying first and second multiphase motor drive currents individually to the first and second multiphase motor windings, and the first and second multiphase motor windings, respectively. Multi-phase first and second motor current interrupters individually inserted between a motor drive circuit and the first and second multi-phase motor windings; and the first and second multi-phase First and second abnormality detection for individually detecting abnormality of phase motor drive current or voltage And at least one phase motor drive current or voltage abnormality is detected by any one of the first and second abnormality detection units, the motor current interruption unit on the side where the abnormality is detected is set in a current interruption state. An abnormal current control unit for controlling, and the first and second motor drive circuits are set so that the switching timing of the motor drive current supplied to the first and second multiphase motor windings is simultaneous. In addition, the first and second motor drive circuits synchronize switching carrier signals supplied to the first and second inverter circuits that output the first and second multiphase motor drive currents .
Another aspect of the motor control device according to the present invention is a motor control device that drives and controls a multi-phase electric motor, wherein the multi-phase electric motor includes at least two systems in a stator. A command value calculation unit that outputs a command value for driving the multi-phase electric motor, and the first and the first and second values based on the command value output from the command value calculation unit. First and second motor drive circuits for supplying first and second multi-phase motor drive currents individually to a second multi-phase motor winding; the first and second motor drive circuits; A multiphase first and second motor current interrupting section individually inserted between the first and second multiphase motor windings, and the first and second multiphase motor drive currents or voltages. First and second abnormality detection units for individually detecting the abnormality, and the first and second An abnormality current control unit that controls the motor current cutoff unit on the side that detects the abnormality to a current cutoff state when an abnormality in at least one phase of the motor drive current or voltage is detected in any one of the abnormality detection units of The first and second motor drive circuits generate a period of switching carrier signals supplied to the first and second inverter circuits that output the first and second multiphase motor drive currents, and noise is distributed As if to shift to asynchronous.

Claims (22)

A motor control device for driving and controlling a multiphase electric motor,
The multi-phase electric motor has a configuration in which first and second multi-phase motor windings that are at least two systems are wound around a stator,
A command value calculator for outputting a command value for driving the multiphase electric motor;
First and second motors for supplying first and second multiphase motor driving currents individually to the first and second multiphase motor windings based on the command value output from the command value calculation unit A drive circuit;
Multiphase first and second motor current interrupters individually inserted between the first and second motor drive circuits and the first and second multiphase motor windings;
First and second abnormality detection units for individually detecting abnormality of the first and second multiphase motor driving currents or voltages;
An abnormality that controls the motor current interruption part on the side where the abnormality is detected to be in an electric current interruption state when an abnormality of at least one-phase motor drive current or voltage is detected by either one of the first and second abnormality detection parts A motor control device comprising: an hour current control unit.   The first and second motor drive circuits include first and second multi-phase inverter circuits that output the first and second multi-phase motor drive currents, and the first and second abnormality detections. 2. The motor control device according to claim 1, wherein the unit is configured to detect an open failure and a short failure of the switching elements that constitute the first and second multiphase inverter circuits.   The command value calculation unit includes first and second command value calculation units individually corresponding to the first and second motor drive circuits, and the first and second command value calculation units are configured to perform calculation operations. When one command value calculation unit detects an abnormality in the other command value calculation unit, the operation of the command value calculation unit that becomes abnormal is stopped and the corresponding motor current cut-off unit is cut off. The motor control device according to claim 1 or 2, wherein a shut-off command to be output is output to the abnormal current control unit.   The first and second abnormal current control units simultaneously block the abnormal phase blocking units in the first and second motor current blocking units simultaneously when detecting an abnormality. Item 4. The motor control device according to any one of Items 1 to 3.   5. The motor control device according to claim 4, wherein each of the phase blockers is configured by a field effect transistor that is inserted so that the directions of the parasitic diodes are the same.   In the first and second motor driving circuits, first and second power shutoff units are individually inserted between the first and second multiphase inverter circuits and a power supply source. The motor control device according to claim 2, wherein   The motor control device according to claim 6, wherein each of the first and second power cutoff units has a configuration in which a plurality of power cutoff elements are connected in series.   The motor control device according to claim 7, wherein the first and second power cutoff units have a configuration in which some power cutoff elements are shared.   The first and second power shutoff units are configured by switching elements having parasitic diodes, and the switching elements are connected in reverse series so that the directions of the parasitic diodes are reversed. 8. The motor control device according to 7.   The motor control device according to claim 9, wherein the first and second power shutoff units share a part of switching elements.   11. The motor control device according to claim 1, wherein the motor drive command values supplied to the first and second motor drive circuits are equally distributed motor torque command values. .   When the command value calculation unit detects an abnormality in the multiphase motor current or voltage in the first and second abnormality detection units, the command value calculation unit does not reach an allowable current value as a motor drive command value for a normal motor drive circuit. The motor control device according to claim 11, wherein a command value representing a sum of normal motor drive command values is set.   13. The multiphase electric motor according to claim 1, wherein windings having the same phase with respect to the rotor among the first and second multiphase motor windings are wound around the same magnetic pole. The motor control device according to any one of the above.   The winding direction with respect to the magnetic poles of the first and second multiphase motor windings wound around the same magnetic pole is set to be reverse, and the current direction is set to be reverse. Item 14. The motor control device according to Item 13.   The first and second motor drive circuits supply motor drive currents whose current phases are opposite to each other to windings having the same phase with respect to the rotor of the first and second multiphase motor windings. The motor control device according to claim 14.   16. The first and second motor drive circuits are set so that switching timings of motor drive currents supplied to the first and second multiphase motor windings are simultaneously set. Motor control device.   In the multi-phase electric motor, the number of slots in the stator is set to the number of phases × 2n (n is an integer of 2 or more), and the first multi-phase motor winding and the second multi-phase motor winding are provided around the magnetic poles between the slots. The motor control device according to any one of claims 1 to 12, wherein the wires are wound alternately.   18. The motor control device according to claim 17, wherein winding directions of the first multiphase motor winding and the second multiphase motor winding with respect to the magnetic poles are set to be opposite to each other. .   The motor according to any one of claims 2 to 18, wherein the first and second motor drive circuits synchronize switching carrier signals supplied to the first and second inverter circuits. Control device.   3. The first and second motor drive circuits are made asynchronous by shifting a period of a switching carrier signal supplied to the first and second inverter circuits so that generated noise is dispersed. The motor control device according to any one of 18 to 18.   21. An electric power steering device comprising a motor control device including an electric motor for generating a steering assist force in a steering mechanism, the motor control device according to any one of claims 1 to 20.   A vehicle comprising the motor control device according to any one of claims 1 to 20.

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