JP2018119332A - Motor control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor control device capable of improving the smooth operability upon suspension of a vehicle opening/closing body.SOLUTION: A motor control device of the present invention controls the rotation of an electric motor for opening/closing a vehicle opening/closing body, and includes a control unit that causes the electric motor to generate a braking force so as to suspend the opening/closing body upon being inputted with a suspension signal during opening/closing movement of the opening/closing body. The control unit generates the braking force by conducting either one of a first control operation for bringing the generated braking force into a largest one, a second control operation for bringing the generated braking force less than that of the first control operation, and a third control operation for bringing the generated braking force less than that of the second control operation. During suspension of the opening/closing body, the control unit conducts the third control operation for decelerating the opening/closing body, makes a switching thereafter to the first control operation to bring the opening/closing body into suspension, and brings the opening/closing body under the second control operation.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a motor control device.

  In the motor control device described in Patent Document 1, both the one-phase energization control or the motor regenerative brake (short-circuit brake, regenerative braking, etc.) are performed when the automatic operation using the three-phase brushless motor is stopped (when stopped halfway). The sliding door (vehicle opening / closing body) is stopped and held by generating braking force.

JP 2014-194151 A

In the motor control device described in Patent Document 1, the sliding door is stopped halfway during the opening / closing operation by regenerative braking or one-phase energization control having a stronger braking force than the regenerative braking.
In particular, when the sliding door is deactivated by the braking force by the one-phase energization control, the sliding door may be suddenly deactivated when the vehicle is stopped on a steep slope or the like. In such a case, there was a case where the sliding door rebounded greatly due to the reaction of the tensioner mounted on the motor control device, and the stop feeling was bad.

  This invention is made | formed in view of the said situation, and it aims at providing the motor control apparatus which can improve the feeling at the time of the middle stop of the opening / closing body for vehicles.

  In order to solve the above-described problem, an aspect of the present invention controls rotation of an electric motor that opens and closes an opening / closing body of a vehicle, and when an intermediate stop signal is input during opening / closing of the opening / closing body, A motor control device having a control unit that stops the opening / closing body halfway by generating braking force on the motor, wherein the control unit generates the largest braking force when stopping the opening / closing body halfway Any of the first braking control, the second braking control that generates a braking force weaker than the braking force of the first braking control, and the third braking control that generates a braking force weaker than the braking force of the second braking control. The braking force is generated, and the halfway stop of the opening / closing body is caused by decelerating the opening / closing body by the third braking control, and then switching to the first braking control to stop the opening / closing body halfway, and the second braking control By the open A motor control device, characterized in that to hold the body.

  Another aspect of the present invention is the motor control device, wherein the control unit performs the first braking control and the second braking control by one-phase energization control with respect to the electric motor. .

  Another aspect of the present invention is the motor control device, wherein the control unit short-circuits an input terminal of the electric motor and performs the third braking control by regenerative braking.

  Further, one aspect of the present invention is the motor control device, wherein the control unit is configured to perform the first braking control from the third braking control according to a runaway amount of the opening / closing body in the third braking control. It is characterized by switching to.

  One aspect of the present invention is the motor control device according to the first aspect, wherein the control unit performs the first braking operation according to a runaway amount of the opening / closing body and a duration time of the third braking control in the third braking control. Switching from three braking control to the first braking control is performed.

  According to the present invention, the opening / closing body is decelerated by the third braking control, and then the first braking control is switched to stop the opening / closing body in the middle. Therefore, it is possible to improve the feeling when the vehicle opening / closing body is stopped halfway. it can.

It is a top view which shows the outline of the door opening / closing apparatus 14 provided with the electric motor driven with the motor control apparatus of this invention. It is explanatory drawing which shows the control system of the door opening / closing apparatus 14 shown in FIG. FIG. 3 is a circuit diagram showing details of a motor control device 41 and an electric motor 21 shown in FIG. 2. 4 is a flowchart illustrating an operation example of a control unit 53 illustrated in FIG. 3. It is a timing chart which shows the correspondence of output duty in this embodiment, and braking control. It is a figure which shows the operation example of this embodiment. It is a figure which shows the operation example of this embodiment. It is a figure which shows the operation example of this embodiment.

(Configuration of vehicle door opening and closing device)
FIG. 1 is a plan view schematically showing a door opening / closing device 14 including an electric motor driven by a motor control device of the present invention. As shown in FIG. 1, a slide door 12 (opening / closing body) as a driven body is mounted on a side portion of the vehicle 11. The slide door 12 is guided by a guide rail 13 fixed to the vehicle 11, and is movable in the vehicle front-rear direction, that is, can be opened and closed between a fully open position indicated by a solid line and a fully closed position indicated by a chain line in the drawing. .

  The vehicle 11 is provided with a door opening / closing device 14. The door opening / closing device 14 automatically opens and closes the slide door 12. The door opening / closing device 14 has a drive unit 15 fixed to the vehicle 11. The drive unit 15 is provided with a drive cable 16. The cable 16 is stretched over a reversing pulley 17 and a reversing pulley 18 disposed at both ends of the guide rail 13, and is connected to the slide door 12 from the front side and the rear side of the vehicle 11. When either side of the cable 16 is pulled by the drive unit 15, the slide door 12 moves in the opening direction or the closing direction while being pulled by the cable 16.

  FIG. 2 is an explanatory diagram showing a control system of the door opening / closing device 14 shown in FIG. As shown in FIG. 2, the drive unit 15 is provided with an electric motor 21. In the present embodiment, a three-phase (U phase, V phase, and W phase) brushless motor is used as the electric motor 21. However, the electric motor 21 is not limited to a three-phase brushless motor, and may be a DC motor, for example. The electric motor 21 operates when the applied voltage Vu, the applied voltage Vv, and the applied voltage Vw are respectively supplied from the motor control device 41 to each of the three phases according to a predetermined energization pattern. The rotation direction of the electric motor 21 is switched to normal rotation or reverse rotation according to the polarity of the supplied applied voltage.

  A rotor 47 (permanent magnet) is fixed to the rotating shaft 21 a of the electric motor 21. In the vicinity of the rotation trajectory of the rotor 47, three Hall ICs (integrated circuits) 48u, Hall IC 48v, and Hall IC 48w as position sensors for detecting the rotation position of the rotor 47 are mutually 120 with a rotation axis 21a as a center. It is provided at a position having a phase difference of degrees. These three Hall ICs 48u, Hall IC 48v, and Hall IC 48w are arranged such that when the rotating shaft 21a of the electric motor 21 rotates, a pulse signal Su, a pulse signal Sv, and a pulse signal Sw that are out of phase with each other by 120 degrees are supplied to the motor control device 41 is output.

  A drive gear 24 is fixed to the rotating shaft 21 a of the electric motor 21. A large-diameter spur gear 25 is engaged with the drive gear 24. A small-diameter spur gear 26 that rotates integrally with the large-diameter spur gear 25 is engaged with a driven gear 28 that is fixed to the output shaft 27. As a result, the rotation of the electric motor 21 is decelerated at a predetermined reduction ratio and transmitted to the output shaft 27.

  A cylindrical drum 31 having a spiral guide groove (not shown) formed on the outer peripheral surface is fixed to the output shaft 27. The cable 16 guided by the drive unit 15 is wound around the drum 31 a plurality of times along the guide groove. When the electric motor 21 is operated, the drum 31 is driven and rotated by the electric motor 21, whereby the cable 16 is operated and the slide door 12 is opened and closed. That is, by rotating the drum 31 counterclockwise in FIG. 2 by the electric motor 21, the cable 16 on the vehicle rear side is wound around the drum 31, and the slide door 12 is opened while being pulled by the cable 16. Move in the direction. On the contrary, when the drum 31 is rotated clockwise in FIG. 2 by the electric motor 21, the cable 16 on the vehicle front side is wound around the drum 31, and the sliding door 12 is pulled in the closing direction while being pulled by the cable 16. Move to. As described above, the slide door 12 is connected to the electric motor 21 via the cable 16, the drum 31, the output shaft 27, and the like, and is opened and closed by the electric motor 21.

  Tensioners 32 are provided between the drum 31 and the two reversing pulleys 17 and the reversing pulley 18. The tensioner 32 maintains the cable tension within a certain range by removing the slack of the cable 16 between the drum 31 and the slide door 12. Each tensioner 32 has a fixed pulley 32a and a movable pulley 32b. The movable pulley 32b is urged in the rotational direction by a spring member 32c with the fixed pulley 32a as an axis, and the cable 16 is connected to the pulleys 32a and 32b. It is stretched between. Accordingly, when the cable 16 is loosened, the cable 16 is urged by the movable pulley 32b to increase the movement path of the cable 16, thereby maintaining the tension of the cable 16.

  The drive unit 15 is a clutchless type in which no clutch mechanism is provided between the electric motor 21 and the output shaft 27. In other words, power can always be transmitted from the electric motor 21 to the output shaft 27, that is, the slide door 12. Therefore, as will be described later, when regenerative braking force is generated by the electric motor 21, there is air between the stator (stator) of the electric motor 21 and the rotor 47 (magnet rotor) connected to the drum 31. Since there is a gap and it is not in direct mechanical contact, vibration generated when the electric motor 21 generates regenerative braking force is less than vibration (impact) generated by intermittent control of the clutch mechanism.

  The electric motor 21 in the drive unit 15 is driven by a motor control device 41. The motor control device 41 controls the operation of the electric motor 21 so as to open and close the slide door 12 at a preset target speed. Further, the motor control device 41 short-circuits the input terminals 22u, 22v, and 22w of the electric motor 21 to generate a regenerative braking force by regenerative control, or a braking force having a braking force stronger than the regenerative braking force by one-phase energization control. Is generated. The regeneration control and the one-phase energization control will be described later.

(Configuration of motor controller)
FIG. 3 is a circuit diagram showing details of the motor control device 41 and the electric motor 21 shown in FIG. The electric motor 21 is a three-phase DC (direct current) brushless motor. The electric motor 21 is an inner rotor type, and includes a rotor 47 (magnet rotor) configured by embedding a permanent magnet (magnet) including a pair of N poles and S poles. The electric motor 21 includes U-phase, V-phase, and W-phase stator windings 21u, 21v, and 21w that are star-connected. Further, in the vicinity of the rotor 47 or the multi-pole magnetized magnet for position sensor provided on the rotating shaft 21a of the rotor 47, every 120 degrees, rotational position detecting elements (Hall IC 48u, Hall IC 48v, and Hall IC 48w). ) Is arranged. These Hall ICs detect the rotational position of the rotor 47.

  A motor control device 41 for controlling the electric motor 21 includes a drive circuit unit 42, a DC power supply 44, and a control system circuit unit 50.

  The drive circuit unit 42 includes n-channel MOSFETs (metal oxide semiconductor field effect transistors) 42a to 42f (hereinafter referred to as transistors 42a to 42f) as six switching elements connected in a three-phase bridge form. The transistors 42a to 42f include parasitic diodes 43a to 43f connected in antiparallel between the drains and the sources. The gates of the six transistors 42 a to 42 f that are bridge-connected are connected to the control system circuit unit 50.

  The drains or sources of the six transistors 42 a to 42 f are connected to the star-connected stator windings 21 u, 21 v and 21 w through the input terminals 22 u, 22 v and 22 w of the electric motor 21. Of the six transistors 42a to 42f, three upper transistors 42a to 42c have their drains connected to the positive terminal of the DC power supply 44 and their sources connected to the input terminals 22u, 22v, and 22w of the electric motor 21. Has been. In addition, the drains of the three lower transistors 42d to 42f are connected to the input terminals 22u, 22v, and 22w of the electric motor 21, and the sources are connected to the ground potential of the DC power supply 44. As a result, the six transistors 42a to 42f perform a switching operation by the drive signals (gate signals) G1 to G6 input from the control system circuit unit 50, and the power supply voltage of the DC power supply 44 applied to the drive circuit unit 42. Is supplied to the stator windings U, V, W as applied voltages Vu, Vv, Vw of three phases (U phase, V phase, W phase). When the drive signal (gate signal) G1 is a high signal (H signal), the corresponding transistor 42a is turned on (ON), and when the drive signal G1 is a low signal (L signal), the corresponding transistor 42a is turned off ( OFF). The same applies to the drive signals (gate signals) G2 to G6.

  The control system circuit unit 50 drives the gates of the transistors 42a to 42f of the drive circuit unit 42 in order to variably control the applied voltages Vu, Vv, and Vw (more precisely, voltage and frequency) to the electric motor 21. The drive signals G1 to G6 are formed as pulse width modulation signals (PWM signals). The control system circuit unit 50 controls applied voltages supplied from the DC power supply 44 to the stator windings 21u, 21v, and 21w by switching the transistors 42a to 42f at high speed.

  The control system circuit unit 50 includes a driver circuit 51, a door opening / closing information generation unit 52, and a control unit 53.

  The control unit 53 includes a rotation control unit 54 and a braking control unit 55. The control unit 53 is, for example, a microcomputer (hereinafter referred to as a microcomputer), and includes a CPU (Central Processing Unit), a storage device, a peripheral device, and the like, and operates by executing a program stored in the storage device.

  The rotation control unit 54 controls the driver circuit 51 based on the pulse signal Su, the pulse signal Sv, the pulse signal Sw, the speed signal V, the position signal P, and the direction signal D input from the door opening / closing information generation unit 52. Thus, a PWM command signal (forward rotation command or reverse rotation command) for forward driving or reverse driving of the electric motor 21 is output. The driver circuit 51 generates drive signals G1 to G6 for switching the transistors 42a to 42f with a predetermined energization pattern based on the input PWM command signal, and outputs the drive signals G1 to G6 to the drive circuit unit 42. As a result, the drive circuit unit 42 (drive circuit) applies supply voltages Vu, Vv, and Vw that energize the stator windings 21u, 21v, and 21w in a predetermined energization pattern to the respective stator windings. 47 is rotated in the rotation direction indicated by the rotation control unit 54.

  The braking control unit 55 sends a signal to the driver circuit 51 based on the pulse signal Su, the pulse signal Sv, the pulse signal Sw, the speed signal V, the position signal P, the direction signal D, and the like input from the door opening / closing information generation unit 52. Thus, a PWM command signal for generating a braking force in the electric motor 21 is generated and output.

  More specifically, an open / close switch 45 is connected to the control unit 53. When the operator operates the opening / closing switch 45 and a signal for instructing the controller 53 to start opening / closing the door is input, the rotation controller 54 receives the speed signal V and the position signal input from the door opening / closing information generator 52. A PWM command signal is generated according to P and the direction signal D, and is output to the driver circuit 51. Here, the PWM command signal is a signal that turns on or off each of the drive signals G1 to G6 or turns on and off at a predetermined duty ratio in a predetermined control cycle. Here, the duty ratio is a ratio of the on time to one cycle of the PWM control, and is a value obtained by dividing the on time by (on time + off time).

  On the other hand, when the operator operates the open / close switch 45 to instruct the stop of the slide door 12 during the automatic opening / closing of the slide door 12, the open / close switch 45 outputs an intermediate stop signal. The midway stop signal is not limited to the signal generated in response to the operation of the opening / closing switch 45, and may be automatically generated based on the detection result of a predetermined sensor, for example. When a halfway stop signal is input from the open / close switch 45, the control unit 53 causes the electric motor 21 to generate a braking force by the braking control of the braking control unit 55, thereby stopping the slide door 12 halfway and maintaining the stopped state. To do. The braking control unit 55 generates a PWM command signal for causing the electric motor 21 to generate a braking force and outputs the PWM command signal to the driver circuit 51. During a period in which the braking control unit 55 generates a PWM command signal and outputs it to the driver circuit 51, the rotation control unit 54 does not output the PWM command signal to the driver circuit 51.

  The door opening / closing information generation unit 52 outputs pulse signals Su and Sv, which are output from the Hall ICs 48u, 48v, and 48w, respectively, the speed signal V, the position signal P, and the direction signal D that the control unit 53 uses to generate the PWM command signal. , And Sw. When the pulse signals Su, Sv, and Sw output from the Hall ICs 48u, 48v, and 48w are input, the door opening / closing information generation unit 52 receives the rotation speed of the electric motor 21, that is, the sliding door, based on the generation interval of the pulse signals. Twelve moving speeds V are calculated. Further, the door opening / closing information generating unit 52 detects the rotation direction of the electric motor 21, that is, the moving direction of the sliding door 12 based on the appearance timing (the order of appearance) of the pulse signals Su, Sv, and Sw, and the direction signal D Is output.

  The door opening / closing information generation unit 52 detects the position of the slide door 12 by counting (accumulating) switching of the pulse signal starting from the time when the slide door 12 reaches the reference position (for example, the fully closed position). The position signal P is output. The reference position of the slide door 12 is detected by, for example, a fully closed detection switch 46. The fully closed detection switch 46 is a switch for detecting that the door position of the slide door 12 is in the “fully closed position”, for example, a limit switch that is turned on when the door position is “fully closed position”. .

  When driving the electric motor 21 that opens and closes the slide door 12, the rotation controller 54 controls the duty ratio so that the moving speed of the slide door 12 follows a preset target speed while the slide door 12 is opened and closed. Is determined, and the energization control of the electric motor 21 is executed based on the determined command value, thereby controlling the moving speed of the slide door 12. The calculation of the duty ratio command value by the rotation control unit 54 is executed as follows. That is, the rotation control unit 54 performs proportional control and integration based on the moving speed of the slide door 12 (the speed of the speed signal V) and the target speed Vc set in advance in an experiment or design and stored in a predetermined storage unit. The command value of the duty ratio is calculated by the control. The rotation control unit 54 calculates a PI (proportional integral) calculation based on the moving speed V of the slide door 12 and the target speed Vc, x = kp (V−Vc), based on the duty ratio command value x of the drive signals G1 to G6. Calculate with + kiΣ (V−Vc). Here, kp represents a proportional gain, and ki represents an integral gain. According to this PI control, the command value x does not become 0 even if the difference between the movement speed V and the target speed Vc becomes 0 due to the accumulation of the deviation between the movement speed V of the slide door 12 and the target speed Vc. Speed control is possible. In addition, when there is no particular limitation, the duty ratio command value x is 0% or less (that is, a negative value) or 100% or more. However, in the following description, it is assumed that the command value x of the duty ratio is limited to an upper limit of 100%. Note that the duty ratio command value x is 0% or less, for example, when a certain period of time has elapsed with the moving speed of the slide door 12 exceeding the target speed. The rotation control unit 54 outputs a PWM command signal corresponding to the same direction to the driver circuit 51 based on the rotation direction indicated by the direction signal D. The predetermined storage unit stores the target speed Vc in association with the position of the slide door 12 indicated by the position signal P and the moving direction of the slide door 12 indicated by the direction signal D.

  Next, an example of the operation of the braking control unit 55 will be described with reference to FIGS. FIG. 4 is a flowchart illustrating an operation example of the control unit 53. FIG. 5 is a timing chart showing a correspondence relationship between the output duty and the braking control in the present embodiment. 6-8 is a figure which shows the operation example of this embodiment. When a midway stop signal is input from the open / close switch 45, the braking control unit 55 of the present embodiment uses short brake control (regenerative braking control) and one-phase energization control with different braking forces as shown in FIG. The slide door 12 is stopped and the door position after the stop is held. Further, the braking control unit 55 performs PWM control by switching the duty ratio in two stages in the one-phase energization control. In the present embodiment, the braking control unit 55 performs control when the operation of the slide door 12 is stopped in the following three stages. That is, (1) short brake control (PWM control) (third braking control) with a weak braking force is performed, and the door is run a specified amount (waste running), then (2) the braking force is strong (braking force) The sliding door 12 is surely stopped by the one-phase energization control (first braking control), and (3) after that, the one-phase energization control (second braking control) of slightly stronger braking is performed and stopped. Keep state.

  It should be noted that the braking force at each stage is (2) braking force (= braking force of the first braking control)> (3) braking force (= second braking control braking force)> (1) braking force ( = Braking force of the third braking control). The period (1) corresponds to the period A shown in FIG. 5, the period (2) corresponds to the period B shown in FIG. 5, and the period (3) corresponds to the period C shown in FIG.

  Next, a correspondence relationship between the output duty and the braking control shown in FIG. 5 will be described in detail with reference to FIGS.

  First, in the “automatic operation” shown in FIG. 5, the rotation control unit 54 performs drive output (output for operating the electric motor 21) by PWM control with the energization pattern shown in FIG. 6, for example. The automatic operation is an operation in which the sliding door is automatically opened and closed. FIG. 6 is a diagram illustrating an example of changes of the pulse signals Su, Sv, and Sw and the drive signals G1 to G6 with respect to the rotational position (electrical angle) of the rotor 47 of the electric motor 21. In the “automatic operation” shown in FIG. 5, as shown in FIG. 6, the upper transistors 42a to 42c (drive signals G1 to G3) are turned on (H) according to the timing when the pulse signals Su, Sv and Sw change. ) Or off (L), and the lower transistors 42d to 42f (drive signals G4 to G6) are turned on (H) or off (L) by PWM control. FIG. 6 is a diagram illustrating changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6. The horizontal axis represents the rotational position of the rotor 47 in electrical angle. In this example, the energization pattern changes every 60 ° electrical angle. In this case, the duty ratio Du0 is represented by Ton / (Ton + Toff) where the drive signals G4 to G6 are Ton when the time is H and Toff is the time when the drive signals G4 to G6 are L. In auto operation, the larger the duty ratio Du0, the stronger the driving output. The rotation control unit 54 controls the duty ratio Du0 so that the opening / closing speed of the slide door 12 becomes a predetermined value.

  Next, in the “short brake control” shown in FIG. 5, the brake control unit 55 performs PWM control (or Du1 = 100% always-on control) with the duty ratio Du1 in the energization pattern shown in FIG. In “short brake control”, regenerative braking force is generated by short-circuiting the input terminals 22 u, 22 v and 22 w of the electric motor 21. The braking controller 55 causes the electric motor 21 to generate a braking force by simultaneously turning on all the lower (or upper) transistors and performing PWM control with the duty ratio Du1. In this braking control, for example, as shown in FIG. 7, all the upper transistors 42a to 42c (drive signals G1 to G3) are always turned off (L) and the lower transistors 42d to 42f (drive signals G4 to G6) are always turned on. It is turned on (H) or turned off (L) by PWM control. In this case, ON (H) or OFF (L) by PWM control of the lower transistors 42d to 42f is continuously executed in the same phase. FIG. 7 is a diagram illustrating changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6, as in FIG. The horizontal axis represents the rotational position of the rotor 47 in electrical angle. In the short brake control, the energization pattern is the same every electrical angle of 60 °, but may be different. In this case, since the electric motor 21 is not connected to the DC power supply 44, no current flows from the DC power supply 44 to the electric motor 21. In this case, the duty ratio Du1 is represented by Ton / (Ton + Toff) where the time of the drive signals G4 to G6 is Ton and the time of L is Toff. In this short brake control, the larger the duty ratio Du1 of the PWM control shown in FIG. 7, the stronger the braking force.

  Next, in the “one-phase energization control” shown in FIG. 5, the braking control unit 55 performs PWM control (or Du2 = 100% always-on control) with the duty ratio Du2 or Du3 in the energization pattern as shown in FIG. Done. However, FIG. 8 shows a change in the energization pattern when the braking control is switched from “short brake control” to “1-phase energization control”. As shown in FIG. 8, in the “one-phase energization control”, the braking control unit 55 changes the pulse signals Su, Sv, and Sw when the braking control is switched from “short brake control” to “one-phase energization control”. This is performed by maintaining the energization pattern of the drive output (FIG. 6) corresponding to the pattern regardless of the switching of the pattern of the pulse signals Su, Sv, and Sw. In the one-phase energization control, for example, the braking control unit 55 generates a braking force in the electric motor 21 by turning on one upper transistor and PWM controlling one lower transistor with a duty ratio Du2 (or Du3). Let In the example shown in FIG. 8, the upper transistor 42a (drive signal G1) is turned on (H) and the upper transistors 42b and 42c (drive signals G2 and G3) are turned off (L). On the other hand, the lower transistor 42f (drive signal G6) is turned on (H) or turned off (L) by PWM control, and the lower transistors 42d and 42e (drive signals G4 and G5) are turned off (L). FIG. 8 is a diagram illustrating changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6, as in FIGS. The horizontal axis represents the rotational position of the rotor 47 in electrical angle. In this case, the energization pattern is the same for each electrical angle of 60 °, but may be different. In the one-phase energization control, since the electric motor 21 is connected to the DC power supply 44 and the ground point, a current from the DC power supply 44 flows to the electric motor 21. The duty ratio Du2 (or Du3) is represented by Ton / (Ton + Toff), where the drive signal G4 to G6 is H when the time is H and L is the time Toff. In the one-phase energization control, the larger the duty ratio Du2 or Du3 of the PWM control shown in FIG. Further, the power consumption from the DC power supply 44 increases as the duty ratios Du2 and Du3 increase. In the example shown in FIG. 5, since Du2> Du3, the power consumption in the period B with the duty ratio Du2 is larger than the power consumption in the period C with the duty ratio Du3. By reducing the duty ratio from Du2 to Du3 after the period B elapses, the power for holding the stopped slide door 12 in the stopped state can be saved.

  Next, an operation example of the braking control unit 55 will be described with reference to FIGS. 4 and 5. In the example shown in FIG. 5, it is assumed that the braking force by “one-phase energization control” is set to be larger than the braking force by “short brake control”. In this case, for example, Du1> Du2 may be satisfied. However, Du2> Du3 is always satisfied in the one-phase energization control. In FIG. 5, it is assumed that the duty ratio Du2 is set so as to have a sufficient braking force to stop the sliding door 12.

  FIG. 4 is a flowchart illustrating a process executed by the control unit 53 when a midway stop signal is input while the slide door 12 is opened and closed. When the operator operates the open / close switch 45 and a midway stop signal is input from the open / close switch 45 to the control unit 53 while the slide door 12 is opened / closed, the control unit 53, as shown in FIG. Is stopped (step S1), and short brake control by the braking control unit 55 is started (step S2).

  Next, the braking control unit 55 determines whether or not the runaway of the slide door 12 after the midway stop signal is longer than a specified distance (step S3). When the runaway is not longer than the specified distance (NO in step S3), the braking control unit 55 determines whether the specified time has elapsed for the short brake control (step S4). If the short brake control has not elapsed (if NO in step S4), the braking control unit 55 again determines whether or not the runaway after the halfway stop signal of the slide door 12 is longer than the predetermined distance. Is determined (step S3). It should be noted that whether or not the runaway is longer than the specified distance (Step S3) and whether or not the short brake control has passed the specified time (Step S4) are determined by the sliding door 12 from the time when the midway stop signal is input. This is a process provided to limit the time until the stop (the length of the period A; the duration of the third braking control) and the runaway distance within a predetermined range. Thus, in this embodiment, the feeling at the time of a stop can be improved by carrying out a sliding door at the time of a stop on the way. However, at this time, in the present embodiment, the amount of runaway is monitored and controlled so as not to run too much.

  On the other hand, when the runaway is longer than the specified distance (YES in step S3), or when the short brake control has elapsed for a specified time (YES in step S4), the braking control unit 55 performs the first phase of the first phase. Energization control (duty ratio Du2) is started (step S5). Next, the braking control unit 55 determines whether or not the slide door 12 is stopped (step S6). In step S <b> 6, the braking control unit 55 can determine whether or not the sliding door 12 is stopped by confirming that the sliding door 12 has not moved for a specified time. If the sliding door 12 is not stopped (NO in step S6), the braking control unit 55 determines whether a specified time has elapsed since the first one-phase energization control was started (step S7). . This specified time is a time preset as the period B shown in FIG. If the specified time has not elapsed (NO in step S7), the braking control unit 55 performs the determination in step S6. The braking control unit 55 repeatedly executes the determination process of step S6 and step S7 until the sliding door 12 stops or the specified time elapses, and the sliding door 12 stops (in the case of YES in step S6) or 1 When the specified time has elapsed since the start of the first one-phase energization control (YES in step S7), the second one-phase energization control (duty ratio Du3) is started (step S8). The braking control unit 55 ends the second one-phase energization control started in step S8, for example, when the open / close switch 45 is operated to output a signal indicating opening or closing, or when a predetermined time has elapsed. . In the above operation example, when the sliding door 12 is stopped by the first one-phase energization control, the second one-phase energization control can be started immediately. Therefore, the duration of the first one-phase energization control can be shortened and the power consumption can be suppressed. Moreover, although the slide door 12 is not stopped, it is possible to prevent the shift to the second one-phase energization control with a low braking force. However, in order to limit the power consumption from the DC power supply 44 to a certain level, a time limit is set by the determination process in step S7.

  As described above, according to the present embodiment, when an instruction to stop halfway (stop before reaching full open or full close) is given during opening and closing of the slide door 12, the slide door 12 is decelerated by short brake control. Then, since the slide door 12 is stopped halfway by switching to the one-phase energization control, the feeling when the slide door 12 is stopped halfway can be improved.

  That is, for example, when the operation is suddenly stopped by the one-phase energization control with a strong braking force without passing through the short brake control, the slide door rebounds greatly due to the reaction of the tensioner mounted on the motor control device, etc. There was a risk that the ring would be bad. In addition, short brake control with a weaker braking force than the one-phase energization control may be performed for a specified time to improve the feeling when the door operation is stopped, but the braking force is weak and the sliding door control when the operation is stopped is considered. There was also a fear that the amount of runaway of the door when the operation was stopped increased because the power was weak. On the other hand, according to the present embodiment, (1) short brake control with a weak braking force is performed and the door is driven by a specified amount, and then (2) the sliding door is controlled by one-phase energization control with a strong braking force. 12 is securely stopped, and (3) after that, the one-phase energization control of slightly strong braking is performed, so that the feeling when the sliding door 12 is stopped halfway can be improved. That is, according to the present embodiment, during the automatic operation stop control, it becomes possible to suppress the recoil by the cable tensioner by causing the slide door to run away by the short brake control, reducing the rebound amount of the slide door, and stopping the door. The feeling of time is improved. Moreover, since the amount of runaway doors is monitored during short brake control, wasteful runaway can be eliminated by regulating the amount of runaway to an appropriate amount with good feeling. In addition, since the amount of unloading of the door is monitored even during one-phase energization, it is possible to check whether the door is stopped, and switching to the second one-phase energization control immediately after the door stops. It becomes possible. Therefore, it becomes possible to suppress power consumption as much as possible.

  Although the embodiment of the present invention and the modifications thereof have been described above, the motor control device of the present invention is not limited to the above illustrated example, and various modifications can be made without departing from the gist of the present invention. Of course, it can be added.

  DESCRIPTION OF SYMBOLS 11 ... Vehicle, 12 ... Sliding door, 14 ... Door opening and closing device, 15 ... Drive unit, 21 ... Electric motor, 22u, 22v, 22w ... Input terminal, 21u, 21v, 21w ... Stator winding (winding), 41 DESCRIPTION OF SYMBOLS Motor control apparatus 42 ... Drive circuit part 42a-42f ... Transistor 51 ... Driver circuit 52 ... Door opening / closing information generation part 53 ... Control part 54 ... Rotation control part 55 ... Braking control part

Claims (5)

Controls the rotation of the electric motor that opens and closes the opening and closing body of the vehicle, and stops the opening and closing body halfway by generating a braking force in the electric motor when a halfway stop signal is input during opening and closing of the opening and closing body A motor control device having a control unit,
When the control unit stops the opening / closing body halfway,
A first braking control that generates the largest braking force;
A second braking control for generating a braking force weaker than the braking force of the first braking control;
Generating the braking force by any one of the third braking controls for generating a braking force weaker than the braking force of the second braking control;
In the midway stop of the opening / closing body, the opening / closing body is decelerated by the third braking control, and then switched to the first braking control to stop the opening / closing body halfway, and the opening / closing body is held by the second braking control. A motor control device. The controller is
The motor control device according to claim 1, wherein the first braking control and the second braking control are performed by one-phase energization control on the electric motor. The controller is
The motor control device according to claim 1 or 2, wherein an input terminal of the electric motor is short-circuited and the third braking control is performed by regenerative braking. The controller is
4. The motor control device according to claim 3, wherein switching from the third braking control to the first braking control is performed in accordance with a runaway amount of the opening / closing body in the third braking control. 5. The controller is
The switching from the third braking control to the first braking control is performed according to the amount of travel of the opening / closing body and the duration of the third braking control in the third braking control. The motor control device described in 1.

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