JP2020120442A - Motor control device and motor - Google Patents

Abstract

To provide a motor control device in which the accuracy of estimating the temperature of a motor can be enhanced while power saving is attained.SOLUTION: A control IC 15 includes a motor temperature estimating unit 21 that, when current is caused to pass from a vehicle battery BT to the control IC 15, estimates the temperature of a motor 10 by executing computation based on driving information about the motor 10, and an elapsed-time calculating unit 23 that calculates the length of a computation inhibited time period during which execution of the computation at the motor temperature estimating unit 21 is inhibited, on the basis of the difference in temperature of the control IC 15 before and after the computation inhibited time period and on the basis of the voltage value of the vehicle battery BT at a time point before the computation inhibited time period. After the computation inhibited time period, the motor temperature estimating unit 21 calculates the change amount of the temperature of the motor 10 during the computation inhibited time period on the basis of the length of the computation inhibited time period calculated by the elapsed-time calculating unit 23, and reflects the change amount into an estimated temperature of the motor 10.SELECTED DRAWING: Figure 1

Description

The present invention relates to control of a motor mounted on a vehicle.

Conventionally, in a motor control device for a vehicle, an estimated temperature of a motor (more specifically, an estimated temperature of a motor winding) is calculated based on motor drive information (applied voltage, rotation speed, etc.), and based on the calculated estimated temperature. There is disclosed a control device that prevents the motor from being burned by controlling power supply to the motor (see Patent Document 1, for example). According to this control device, the burnout protection element such as bimetal or PTC can be omitted and the motor can be downsized while preventing the burnout of the motor.

JP, 2007-53894, A

By the way, since many electric components are mounted on a vehicle, there is a problem that a vehicle battery that supplies electric power to these is burdened. Therefore, it is necessary to reduce the power consumption of electrical components. Therefore, for example, after the ignition is turned off, it is desirable to stop the energization from the vehicle battery to the motor and the motor control device of the electric component, or to shift to the power saving mode in which a predetermined function of the motor control device is restricted.

However, in the motor control device that performs the burnout prevention control as described above, when the power supply from the vehicle battery is stopped (or the power saving mode is set), the power supply stop period (or the power saving mode period) is , It becomes a non-calculation period in which the calculation of the estimated temperature of the motor cannot be executed. Then, when the calculation impossible period ends, the calculation of the estimated temperature is started based on the estimated temperature of the motor stored before the calculation impossible period. The temperature change of the motor during the non-calculation period is not reflected in the temperature, and there is a possibility that the temperature may deviate from the actual temperature of the motor. As a result, it becomes difficult to properly operate the burnout prevention function.

The present invention has been made to solve the above problems, and an object thereof is to provide a motor control device and a motor capable of improving the accuracy of motor temperature estimation while achieving power saving. To do.

A motor control device (11) that solves the above problems is a control IC that controls a motor (10) mounted on a vehicle, and is an analog circuit (a voltage that is applied according to a voltage change of a vehicle battery (BT) is applied. A control IC (15) having 13) and a temperature sensor (14) for detecting the temperature of the control IC, wherein the control IC drives the motor when the vehicle battery is energized to the control IC. A motor temperature estimation unit (21) for estimating the temperature of the motor by an operation based on information, and a temperature difference (ΔCT) of the control IC before and after a non-calculation period (ΔT) in which the operation of the motor temperature estimation unit cannot be performed. And an elapsed time calculating unit (23) that calculates the length of the uncalculated period based on the voltage value (Va) of the vehicle battery at a time point before the uncalculated period. After the end of the non-calculation period, the change amount (ΔMT) of the temperature of the motor during the non-calculation period is calculated based on the length of the non-calculation period calculated by the elapsed time calculation unit, and the change is calculated. The quantity is reflected in the estimated temperature of the motor.

According to the above aspect, the amount of change in the temperature of the motor during the calculation impossible period of the motor temperature estimation unit can be calculated, so that the difference between the estimated temperature of the motor and the actual temperature of the motor can be suppressed to be small after the calculation impossible period. Is possible. Therefore, it is possible to reduce the power consumption of the motor while reducing the power consumption by stopping the power supply from the vehicle battery to the motor control device (or in the power saving mode that limits a predetermined function including the motor temperature estimation process). It is possible to improve accuracy. Further, in the control IC having the analog circuit, the temperature variation is remarkable according to the variation of the applied voltage. Therefore, the elapsed time calculation unit calculates the uncalculatable period in consideration of the voltage value of the vehicle battery, which enables more accurate calculation of the uncalculatable period.

A motor (10) for solving the above-mentioned problems integrally includes the above-mentioned motor control device.
According to the above aspect, it is possible to provide a motor integrated with a control device, which is capable of improving the temperature estimation accuracy of the motor while saving power.

1 is a schematic configuration diagram of a system including a motor control device of an embodiment. The time chart for demonstrating the processing aspect of the control IC of the same form. Explanatory drawing for demonstrating the process aspect of the control IC of the same form. Explanatory drawing for demonstrating the process aspect of the control IC of the same form. The flowchart for demonstrating the process of the control IC of the same form. Explanatory drawing for demonstrating the processing aspect of the control IC of the example of a change. Explanatory drawing for demonstrating the processing aspect of the control IC of the example of a change.

Hereinafter, an embodiment of the motor control device and the motor will be described.
The motor 10 shown in FIG. 1 is a power window motor mounted in the vehicle door DR for automatically opening and closing the window glass WG of the vehicle door DR. A motor control device 11 (power window ECU) that controls the motor 10 is provided integrally with the motor 10.

The motor control device 11 includes a control IC 15 having a microcomputer 12, an analog circuit 13 and a temperature sensor 14, and a relay 16 for driving the motor 10. The control IC 15 is electrically connected to a vehicle battery BT mounted on the vehicle via a diode 17. The temperature sensor 14 detects the temperature of the control IC 15 and outputs the temperature information to the microcomputer 12.

The control IC 15 acquires various necessary vehicle information from a body ECU (upper ECU) (not shown). The vehicle information acquired by the control IC 15 from the body ECU includes, for example, an on/off signal (ignition signal IG) of a known ignition switch provided in the vehicle.

The analog circuit 13 is applied with a voltage that varies according to the voltage variation of the vehicle battery BT. The analog circuit 13 includes a relay driver 18 and a regulator 19.
The microcomputer 12 controls the relay 16 through the relay driver 18 based on the operation of the open/close switch (not shown) provided on the vehicle door DR, and thereby controls the rotational drive of the motor 10. The rotational drive of the motor 10 is transmitted to the window glass WG via a window regulator (not shown), whereby the window glass WG is opened/closed in the vertical direction.

The microcomputer 12 includes a motor temperature estimation unit 21, a burnout prevention control unit 22, and an elapsed time calculation unit 23.
The motor temperature estimation unit 21 calculates the temperature of the motor 10 (motor temperature MT) based on the motor drive information such as the applied voltage applied to the motor 10 and the rotation speed of the motor 10. That is, the temperature of the motor 10 can be grasped by calculation by the motor temperature estimation unit 21 of the microcomputer 12 without using a special element for detecting the temperature of the motor 10. In the calculation processing of the motor temperature MT by the motor temperature estimation unit 21, when the motor 10 is energized, the temperature counter is incremented based on the drive information (applied voltage, rotation speed, etc.) of the motor 10. On the other hand, when the motor 10 is not energized, the temperature counter is decremented. Further, the motor temperature estimation unit 21 has a specification in which the motor temperature MT cannot be calculated during a calculation impossible period ΔT after the ignition is turned off, which will be described later.

When the motor temperature MT calculated by the motor temperature estimation unit 21 reaches a predetermined value set in advance, the burnout prevention control unit 22 stops energizing the motor 10. This prevents the motor 10 from burning.

The elapsed time calculation unit 23 determines the temperature difference (difference value ΔCT) of the control IC 15 before and after the calculation impossible period ΔT in which the calculation by the motor temperature estimation unit 21 cannot be performed, and the vehicle battery BT at the time point before the calculation impossible period ΔT. Of the vehicle battery BT itself (or the voltage value of the IC power supply voltage supplied to the control IC 15), the length of the non-calculatable period ΔT is calculated.

As shown in FIG. 2, in the vehicle according to the present embodiment, the motor 10 can be driven for a short period of time (for example, 10 to 40 seconds after the ignition is turned off) after the ignition state is switched from ON to OFF. The period P is set. In the grace period P, electric power is supplied from the vehicle battery BT to the motor control device 11 including the control IC 15. When the grace period P ends, the power supply from the vehicle battery BT to the control IC 15 is cut off, and the IC power supply voltage supplied to the control IC 15 drops from the predetermined potential Vb corresponding to the voltage value of the vehicle battery BT to the ground potential. As a result, the power consumption of the control IC 15 is suppressed, but when the power supply to the control IC 15 is stopped, the motor temperature MT cannot be calculated by the motor temperature estimation unit 21.

The elapsed time calculating unit 23 acquires the temperature information of the control IC 15 at the predetermined time point t1 in the grace period P from the temperature sensor 14 based on the ignition signal IG being switched off, and turns off the temperature of the control IC 15. The time IC temperature CTa is stored in a non-volatile memory (not shown). In addition, the elapsed time calculation unit 23 determines that the voltage value of the vehicle battery BT (the voltage value of the vehicle battery BT itself or IC) at the predetermined time point t1 in the grace period P based on that the ignition signal IG is switched off. The power supply voltage value) is stored in a non-volatile memory (not shown) as the off-time battery voltage value Va.

Further, the motor temperature estimation unit 21 sets the motor temperature MT at the predetermined time point t1 (that is, the value of the temperature counter) in the grace period P to the off-time motor temperature MTa based on the ignition signal IG being switched off. Is stored in the nonvolatile memory. The predetermined time point t1 is set within a range in which the off-time IC temperature CTa, the off-time battery voltage value Va, and the off-time motor temperature MTa can be written in the nonvolatile memory, and is set as close to the end of the grace period P as possible. Preferably.

After that, when the ignition is turned on, the power supply from the vehicle battery BT to the control IC 15 is restarted. At this time, the elapsed time calculating unit 23 acquires the temperature information of the control IC 15 at the time point t2 from the temperature sensor 14 based on the input of the ON signal of the ignition signal IG, and the temperature of the control IC 15 is returned to the ON-state IC. The temperature CTb is stored in the nonvolatile memory.

After that, the elapsed time calculation unit 23 calculates a difference value ΔCT between the off-time IC temperature CTa and the on-recovery IC temperature CTb read from the nonvolatile memory. Then, the elapsed time calculating unit 23 calculates the non-calculatable period ΔT based on the calculated difference value ΔCT and the off-time battery voltage value Va read from the nonvolatile memory.

At this time, the elapsed time calculating unit 23 first calculates the non-calculatable period ΔT from the difference value ΔCT by referring to a calculation formula, a map, or the like derived in advance based on experimental results or the like (see FIG. 3 ). After that, the elapsed time calculation unit 23 corrects the uncalculatable period ΔT calculated from the difference value ΔCT based on the off-time battery voltage value Va.

Here, since the control IC 15 of the present embodiment has the analog circuit 13 to which the voltage that fluctuates according to the voltage fluctuation of the vehicle battery BT is applied, the temperature of the control IC 15 fluctuates according to the fluctuation of the applied voltage. It's easy to do. That is, the higher the voltage value of the vehicle battery BT, the larger the current consumption accompanying the operation of the control IC 15, and the higher the temperature of the control IC 15. Then, the higher the temperature of the control IC 15, the larger the amount of temperature decrease per time (see FIG. 4). Therefore, when the off-time battery voltage value Va is higher than the reference voltage value, the elapsed time calculating unit 23 corrects the uncalculated period ΔT calculated from the difference value ΔCT so as to shorten the off-time battery voltage. When the value Va is lower than the reference voltage value, the uncalculatable period ΔT calculated from the difference value ΔCT is corrected to be long.

Next, the motor temperature estimating unit 21 determines the motor in the calculation impossible period ΔT based on the calculation impossible period ΔT calculated by the elapsed time calculation unit 23 (the calculation impossible period ΔT corrected based on the off-time battery voltage value Va). The temperature change amount of 10 (motor temperature change amount ΔMT) is calculated. At this time, the motor temperature estimation unit 21 calculates the motor temperature change amount ΔMT from the non-calculatable period ΔT by referring to a calculation formula, a map, or the like derived in advance based on an experiment result or the like. In this embodiment, the amount of change in motor temperature ΔMT is calculated as the amount of decrease in the temperature of the motor 10 during the non-calculation period ΔT.

Next, the motor temperature estimation unit 21 reflects (subtracts) the motor temperature change amount ΔMT on the off-time motor temperature MTa (temperature counter) read from the nonvolatile memory, and then calculates the motor temperature MT (addition/subtraction of the temperature counter). I do.

Next, the control flow of the microcomputer 12 of the control IC 15 and its operation will be described with reference to FIG.
When the ignition of the vehicle is turned on and the power supply from the vehicle battery BT to the control IC 15 is started, the ON signal of the ignition signal IG is input to the control IC 15. Based on the ON signal of the ignition signal IG, the elapsed time calculating unit 23 stores the IC temperature CTb at the time of returning to the non-volatile memory (step S1). At this time, it is preferable that the on-recovery IC temperature CTb be set with the ambient temperature of the vehicle at that time (information obtained from the host ECU) as the lower limit. That is, when the on-recovery IC temperature CTb acquired from the temperature sensor 14 is lower than the ambient temperature, the elapsed time calculating unit 23 determines that the on-recovery IC temperature CTb is an abnormal value, and determines that value. It is preferable to set the value of the ambient temperature as the IC temperature CTb at the time of returning to ON without using it.

Then, in step S2, the elapsed time calculating unit 23 determines whether the difference value ΔCT between the off-time IC temperature CTa and the on-recovery IC temperature CTb read from the nonvolatile memory is equal to or more than the threshold value X [° C.]. Here, when the difference value ΔCT is equal to or larger than the threshold value X, steps S3 to S5 are sequentially executed.

In step S3, the uncalculatable period ΔT is calculated based on the difference value ΔCT and the off-time battery voltage value Va read from the nonvolatile memory.
In step S4, the motor temperature change amount ΔMT is calculated based on the uncalculatable period ΔT calculated in step S3.

In step S5, the motor temperature change amount ΔMT calculated in step S4 is subtracted from the off-time motor temperature MTa (temperature counter) read from the nonvolatile memory.
After that, in step S6, the motor temperature estimation unit 21 performs a calculation process of the motor temperature MT. In the same calculation process, when the motor 10 is energized, a temperature counter is added based on drive information (applied voltage, rotation speed, etc.) of the motor 10, and when the motor 10 is not energized, the temperature counter is subtracted.

When the difference value ΔCT between the IC temperature CTa at the time of OFF and the IC temperature CTb at the time of ON return is less than the threshold value X in step S2, steps S3 to S5 are skipped and the process proceeds to step S6 for calculating the motor temperature MT. That is, when the temperature change of the control IC 15 is small before and after the ignition-off period, it is estimated that the temperature change of the motor temperature MT is also small. Therefore, the processes of steps S3 to S5 are omitted and the processing speed of the control IC 15 is improved. There is.

Then, in step S7, it is determined whether or not the ignition is turned off (whether or not the off signal of the ignition signal IG is input). Here, when it is determined that the ignition is not turned off (that is, when the on signal of the ignition signal IG is input), the motor temperature estimation unit 21 continues the calculation process of the motor temperature MT in step S6. To do.

On the other hand, when it is determined that the ignition is turned off (that is, when the off signal of the ignition signal IG is input), the elapsed time calculating unit 23 determines that the off-time IC at the predetermined time point t1 in the grace period P after the ignition is turned off. The temperature CTa, the off-time battery voltage value Va, and the off-time motor temperature MTa are stored in the non-volatile memory (step S8).

After that, when the grace period P ends, the power supply from the vehicle battery BT to the motor control device 11 including the control IC 15 is stopped. This can contribute to power saving of the system including the motor control device 11 when the ignition is off.

The effects of this embodiment will be described.
(1) The control IC 15 includes the motor temperature estimation unit 21 that estimates the temperature of the motor 10 by calculation based on the drive information of the motor 10 when the vehicle battery BT is energized to the control IC 15. Further, the control IC 15 determines the temperature difference (difference value ΔCT) of the control IC 15 before and after the non-calculation period ΔT in which the calculation of the motor temperature estimation unit 21 cannot be performed, and the voltage of the vehicle battery BT at the time before the non-calculation period ΔT. The elapsed time calculating unit 23 is provided for calculating the length of the non-calculatable period ΔT based on the value (off-time battery voltage value Va). Then, the motor temperature estimation unit 21 calculates the motor temperature change amount ΔMT in the uncalculated period ΔT based on the length of the uncalculated period ΔT calculated by the elapsed time calculation unit 23 after the calculation disabled period ΔT ends. The motor temperature change amount ΔMT is reflected in the estimated temperature of the motor 10 (motor temperature MT).

According to the above aspect, since the motor temperature change amount ΔMT in the uncalculated period ΔT of the motor temperature estimation unit 21 can be calculated, the estimated temperature of the motor 10 (motor temperature MT) and the actual temperature of the motor 10 after the uncalculated period ΔT. It is possible to suppress the difference between the and. Therefore, it is possible to improve the accuracy of the temperature estimation of the motor 10 by the motor temperature estimation unit 21 while saving power by stopping the power supply from the vehicle battery BT to the control IC 15. As a result, the process of the burnout prevention control unit 22 based on the motor temperature MT can be appropriately executed.

Further, the elapsed time calculating unit 23 corrects the uncalculatable period ΔT calculated from the difference value ΔCT based on the off-time battery voltage value Va. In the control IC 15 having the analog circuit 13, the temperature fluctuation corresponding to the fluctuation of the applied voltage is remarkable, so that the calculation impossible period ΔT is corrected based on the off-time battery voltage value Va, so that the calculation impossible period ΔT is more accurate. Can be calculated.

(2) The elapsed time calculation unit 23 switches the temperature of the control IC 15 (IC temperature CTa at the time of OFF) acquired based on the ignition of the vehicle being in the OFF state and the ON state of the ignition to the OFF state. Based on the difference value ΔCT from the temperature of the control IC 15 (IC temperature CTb at the time of returning to ON) acquired based on the above, the uncalculated period ΔT is calculated. Further, the elapsed time calculating unit 23 corrects the uncalculatable period ΔT based on the voltage value of the vehicle battery BT (off-time battery voltage value Va) acquired based on the ignition of the vehicle being turned off. According to the above aspect, when the non-calculatable period ΔT of the motor temperature estimation unit 21 is set after the ignition of the vehicle is turned off, the accuracy of temperature estimation of the motor 10 after the ignition is turned on can be improved.

The present embodiment can be modified and implemented as follows. The present embodiment and the following modified examples can be implemented in combination with each other within a technically consistent range.
The elapsed time calculation unit 23 of the above embodiment corrects the non-calculatable period ΔT based on the voltage value of the vehicle battery BT (off-time battery voltage value Va) acquired based on the ignition of the vehicle being turned off. However, it is not particularly limited to this. For example, the non-calculation period ΔT may be corrected based on the voltage value of the vehicle battery BT acquired at any timing when the ignition is on.

In this case, for example, as shown in FIG. 6, the microcomputer 12 detects the voltage value of the IC power supply voltage (or the voltage of the IC power supply voltage (or the voltage of the vehicle battery BT itself) supplied to the control IC 15 at a timing based on the detection. It is preferable that the voltage value of the vehicle battery BT) be acquired and stored in the nonvolatile memory as the off-time battery voltage value Va. In the example shown in FIG. 6, the microcomputer 12 sets the voltage value of the IC power supply voltage when the preset specified time T1 elapses from the time when the fluctuation of the IC power supply voltage is detected, as the off-time battery voltage value Va in a nonvolatile manner. Sex memory.

When the IC power supply voltage fluctuates, the temperature of the control IC 15 fluctuates after the fluctuation of the IC power supply voltage. Therefore, immediately after the IC power supply voltage fluctuates, the temperature of the control IC 15 changes according to the voltage value of the IC power supply voltage. It is difficult to grasp the temperature. Therefore, as described above, if the off-time battery voltage value Va is acquired when the specified time T1 has elapsed from the time when the fluctuation of the IC power supply voltage is detected, the temperature fluctuation of the control IC 15 becomes stable. Since the off-time battery voltage value Va can be acquired, it becomes possible to more accurately grasp the temperature of the control IC 15 from the IC power supply voltage.

Further, for example, in the example shown in FIG. 7, after the variation of the IC power supply voltage is detected, the voltage value of the IC power supply voltage when the preset specified time T2 elapses from the time when the variation is detected is detected. The off-time battery voltage value Va is stored in the nonvolatile memory. Even in such a mode, since the off-time battery voltage value Va at the time when the temperature fluctuation of the control IC 15 becomes stable can be acquired, it is possible to more accurately grasp the temperature of the control IC 15 from the IC power supply voltage.

In the above-described embodiment, the system in which the power supply from the vehicle battery BT to the control IC 15 is cut off after the ignition is turned off (after the grace period P has ended) is adopted. However, regardless of the ignition state, the present invention may be applied to a system in a power saving mode in which a predetermined function including a calculation process of the motor temperature estimation unit 21 in the control IC 15 is restricted based on a power saving request to the control IC 15. Good. In this case, for example, a power saving request is made to the control IC 15 from the host ECU or the like, and the grace period P is started from the time when the power saving request is made. Then, after the grace period P ends, the power saving mode is entered. After that, when the power saving request is released, the control IC 15 is returned to the normal mode (mode in which the arithmetic processing of the motor temperature estimation unit 21 is possible). In this aspect, the period in which the power saving mode is set is the uncalculatable period ΔT.

It is also possible to apply the present invention to a system in which there is both a calculation-disabled period due to power interruption to the control IC 15 after the ignition is turned off and a calculation-disabled period due to transition to the power saving mode when the ignition is on. In this case, the degree of decrease in the motor temperature is different between the state where the power saving mode in which the predetermined function including the motor temperature estimation process is limited is limited and the state where the power supply to the control IC 15 is cut off. It is desirable to individually set a calculation formula and a map for deriving the non-calculatable period ΔT depending on the transition to the power saving mode and the energization interruption.

In the above-described embodiment, the motor 10 is provided with the motor control device 11 integrally. However, the motor control device 11 may be provided, for example, on the opening/closing switch side or on the door integrated ECU side that integrally controls electric components related to the vehicle door DR. Good.

The motor 10 may be a brushed motor or a brushless motor, although not particularly mentioned in the above embodiment.
In the above embodiment, the motor control device 11 that controls the power window motor of the vehicle is used. However, other motors mounted on the vehicle (for example, a slide roof, a sliding door, a wiper device, an electric seat, a fan of an air conditioner, It may be applied to a motor control device that controls a driving motor such as a power steering device.

BT... Vehicle battery, 10... Motor, 11... Motor control device, 13... Analog circuit, 14... Temperature sensor, 15... Control IC, 21... Motor temperature estimation unit, 23... Elapsed time calculation unit, CTa... Off IC temperature , CTb... IC temperature at recovery from ON, ΔT... Inoperable period, ΔMT... Motor temperature change amount, MTa... Motor temperature at OFF.

Claims (5)

A control IC (15) for controlling a motor (10) mounted on a vehicle, the control IC (15) having an analog circuit (13) to which a voltage varying according to a voltage variation of a vehicle battery (BT) is applied; A temperature sensor (14) for detecting the temperature of the IC,
The control IC is
A motor temperature estimation unit (21) that estimates the temperature of the motor by calculation based on drive information of the motor when the vehicle battery is energized to the control IC;
The temperature difference (ΔCT) of the control IC before and after the calculation impossible period (ΔT) in which the calculation of the motor temperature estimation unit cannot be performed, and the voltage value (Va) of the vehicle battery at the time point before the calculation impossible period. And an elapsed time calculation unit (23) for calculating the length of the non-calculation period based on
The motor temperature estimation unit calculates the amount of change (ΔMT) in temperature of the motor during the non-calculation period based on the length of the non-calculation period calculated by the elapsed time calculation unit after the end of the non-calculation period. A motor controller that calculates and reflects the amount of change in the estimated temperature of the motor. The elapsed time calculating unit has switched the temperature of the control IC, which is obtained based on the ignition of the vehicle being turned off, as the temperature difference of the control IC, and the ON state of the ignition to the OFF state of the ignition. The motor control device according to claim 1, wherein a difference from the temperature of the control IC acquired based on is calculated. The elapsed time calculation unit sets the voltage value of the vehicle battery acquired based on the ignition of the vehicle being turned off as the voltage value of the vehicle battery at a time point before the non-calculation period, The motor control device according to 1 or 2. The elapsed time calculation unit, after detecting the voltage fluctuation of the vehicle battery, the voltage value of the vehicle battery when a predetermined time set in advance, the voltage value of the vehicle battery at the time point before the non-calculation period The motor control device according to claim 1, which is a voltage value. A motor comprising the motor control device according to any one of claims 1 to 4 integrally.