JP2021192581A - Motor control device and door opening/closing device - Google Patents

Abstract

To provide a motor control device capable of improving feeling at the time of stop in the middle of a vehicle opening/closing body.SOLUTION: A motor control device controls a rotation of a 3-phase brushless motor opening/closing an opening/closing body of a vehicle, and stops the opening/closing body by generating brake force to the brushless motor when a stop signal is inputted during opening/closing of the opening/closing body. The motor control device has six switching elements connected in a form of a 3-phase bridge having three upper stage switching elements connected between a positive electrode terminal of a power supply and an input terminal of the brushless motor, and three lower stage switching elements connected between ground potential of the power supply and the input terminal of the brushless motor. When the stop signal is inputted, all of the upper stage switching elements are turned off, the lower stage switching elements are turned on, regenerative control of bypassing the input terminal of the brushless motor is performed, and then 1-phase energization control is performed.SELECTED DRAWING: Figure 5

Description

The present invention relates to a motor control device and a door opening / closing device.

In the motor control device described in Patent Document 1, one-phase energization control or regenerative braking (short-circuit) braking, regenerative braking, etc. of the motor are performed when the automatic operation is stopped (during a halfway stop) using a three-phase brushless motor. A braking force is generated to stop and hold the sliding door (vehicle opening / closing body).

Japanese Unexamined Patent Publication No. 2014-194151

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

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a motor control device and a door opening / closing device capable of improving the feeling when a vehicle switchgear is stopped in the middle.

In order to solve the above-mentioned problems, one aspect of the present invention is to control the rotation of a three-phase brushless motor that opens and closes the opening and closing body of the vehicle, and to input a stop signal during opening and closing of the opening and closing body. A motor control device for stopping the opening / closing body by generating a braking force in the brushless motor, the motor control device has three connected between a positive terminal of a power supply and an input terminal of a brushless motor. It has six switching elements connected in a three-phase bridge format having an upper switching element and three lower switching elements connected between the ground potential of the power supply and the input terminal of the brushless motor. When a stop signal is input, a motor control device that turns off all upper switching elements, turns on the lower switching elements, performs regenerative control to short-circuit the input terminals of the brushless motor, and then performs one-phase energization control. be.

According to the present invention, since the opening / closing body is decelerated by the regenerative control and then switched to the one-phase energization control to stop the opening / closing body in the middle, it is possible to improve the feeling when the opening / closing body for the vehicle is stopped in the middle.

It is a top view which shows the outline of the door opening / closing device 14 including the electric motor driven by the motor control device of this invention. It is explanatory drawing which shows the control system of the door opening / closing device 14 shown in FIG. It is a circuit diagram which shows the details of the motor control device 41 and the electric motor 21 shown in FIG. 2. It is a flowchart which shows the operation example of the control unit 53 shown in FIG. It is a timing chart which shows the correspondence relationship between the output duty and the braking control in 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. It is a figure which shows the operation example of this embodiment.

(Construction of vehicle door opening / closing device)
FIG. 1 is a plan view illustrating an outline of a door opening / closing device 14 including an electric motor driven by the 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 the 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 front-rear direction of the vehicle, that is, can be opened and closed between the fully open position shown by the solid line in the figure and the fully closed position shown by the chain line. ..

The vehicle 11 is provided with a door opening / closing device 14. The door opening / closing device 14 automatically opens / closes the sliding 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 hung on the reversing pulleys 17 arranged at both ends of the guide rail 13 and the reversing pulley 18, and is connected to the slide door 12 from the front side and the rear side of the vehicle 11. When either one side of the cable 16 is pulled by the drive unit 15, the slide door 12 moves in the open direction or the closed 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. As the electric motor 21, a three-phase (U-phase, V-phase, and W-phase) brushless motor is used in the present embodiment. However, the electric motor 21 is not limited to the three-phase brushless motor, and may be, for example, a DC motor or the like. The electric motor 21 operates when the applied voltage Vu, the applied voltage Vv, and the applied voltage Vw are 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 between forward rotation and reverse rotation according to the positive and negative of the applied voltage supplied.

Further, a rotor 47 (permanent magnet) is fixed to the rotating shaft 21a of the electric motor 21. In the vicinity of the rotation trajectory of the rotor 47, three hall ICs (integrated circuits) 48u, hall IC48v, and hall IC48w as position sensors for detecting the rotation position of the rotor 47 are 120 each other around the rotation shaft 21a. It is provided at a position having a phase difference of degrees. These three Hall ICs 48u, Hall IC48v, and Hall IC48w generate a pulse signal Su, a pulse signal Sv, and a pulse signal Sw that are 120 degrees out of phase with each other when the rotation shaft 21a of the electric motor 21 rotates. Output to 41.

Further, the drive gear 24 is fixed to the rotating shaft 21a of the electric motor 21. A large diameter spur gear 25 is meshed with the drive gear 24. A driven gear 28 fixed to the output shaft 27 is meshed with the small diameter spur gear 26 that rotates integrally with the large diameter spur gear 25. 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 of the output shaft 27 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 operates, the drum 31 is driven by the electric motor 21 to rotate, whereby the cable 16 operates and the slide door 12 opens and closes. That is, by rotating the drum 31 in the counterclockwise direction in FIG. 2 by the electric motor 21, the cable 16 on the rear side of the vehicle 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, by rotating the drum 31 in the clockwise direction in FIG. 2 by the electric motor 21, the cable 16 on the front side of the vehicle is wound around the drum 31, and the slide door 12 is pulled by the cable 16 in the closing direction. Move to. In this way, 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.

A tensioner 32 is provided between the drum 31 and the two reversing pulleys 17, and the reversing pulley 18. The tensioner 32 takes the slack of the cable 16 between the drum 31 and the slide door 12 to maintain the cable tension within a certain range. The tensioner 32 has a fixed pulley 32a and a movable pulley 32b, respectively, and 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 of the pulleys 32a and 32b, respectively. It is hung in between. Therefore, when the cable 16 becomes loose, it is urged by the movable pulley 32b to increase the movement path of the cable 16, whereby the tension of the cable 16 is maintained.

The drive unit 15 is a clutchless type in which a clutch mechanism is not provided between the electric motor 21 and the output shaft 27. That is, 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 the regenerative braking force is generated by the electric motor 21, air is provided 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 there is no direct mechanical contact, the vibration generated when the regenerative braking force is generated in the electric motor 21 is smaller than the vibration (impact) generated by the intermittent control of the clutch mechanism.

The electric motor 21 in the drive unit 15 is driven by the 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 stronger than the regenerative braking force by one-phase energization control. Or generate. Regenerative control and one-phase energization control will be described later.

(Structure of motor control device)
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. Further, the electric motor 21 includes star-connected U-phase, V-phase and W-phase stator windings 21u, 21v, and 21w. Further, the rotation position detection elements (Hall IC48u, Hall IC48v, and Hall IC48w) are placed close to the rotor 47 or the multi-pole magnetizing magnet for the position sensor provided on the rotation shaft 21a of the rotor 47 every 120 degrees. ) Is placed. These Hall ICs detect the rotational position of the rotor 47.

The 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 format. The transistors 42a to 42f include parasitic diodes 43a to 43f connected in antiparallel between each drain-source. Each gate of the six bridge-connected transistors 42a to 42f is connected to the control system circuit unit 50.

Further, the drains or sources of the six transistors 42a to 42f are connected to the star-connected stator windings 21u, 21v, and 21w via the input terminals 22u, 22v, and 22w of the electric motor 21. Of the six transistors 42a to 42f, three upper transistors 42a to 42c have drains connected to the positive electrode terminals of the DC power supply 44, and each source is connected to the input terminals 22u, 22v, and 22w of the electric motor 21. Has been done. Further, 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 each source is connected to the ground potential of the DC power supply 44. As a result, the six transistors 42a to 42f perform switching operations 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 21u, 21v, and 21w as the applied voltages Vu, Vv, and Vw of the three phases (U phase, V phase, and W phase). In the drive signal (gate signal) G1, the corresponding transistor 42a is turned on (ON) in the case of a high signal (H signal), and the corresponding transistor 42a is turned off (turned on) in the case of a low signal (L signal). OFF). The same applies to the drive signals (gate signals) G2 to G6.

The control system circuit unit 50 drives each gate of the transistors 42a to 42f of the drive circuit unit 42 in order to variably control the voltages Vu, Vv, and Vw (more accurately, the voltage and frequency) applied 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 the applied voltage 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 open / close information generation unit 52, and a control unit 53.

The control unit 53 has 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), 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 refers to the driver circuit 51 based on the pulse signal Su, the pulse signal Sv, and the pulse signal Sw, the speed signal V, the position signal P, and the direction signal D input from the door open / close information generation unit 52. Then, a PWM command signal (forward rotation command or reverse rotation command) for driving the electric motor 21 in the forward rotation or the reverse rotation is output. The driver circuit 51 generates drive signals G1 to G6 for switching the transistors 42a to 42f in 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, Vw that energize the stator windings 21u, 21v, and 21w in a predetermined energization pattern to each stator winding, and the rotor. 47 is rotated in the rotation direction instructed by the rotation control unit 54.

The braking control unit 55 relates 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, etc. input from the door open / close information generation unit 52. Then, a PWM command signal for generating a braking force is generated and output to the electric motor 21.

More specifically, the open / close switch 45 is connected to the control unit 53. When the operator operates the open / close switch 45 and a signal instructing the start of opening / closing of the door is input to the control unit 53, the rotation control unit 54 controls the speed signal V and the position signal input from the door open / close information generation unit 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 drive signal G1 to G6 in a predetermined control cycle, or turns on and off at a predetermined duty ratio. Here, the duty ratio is the ratio of the on-time to one cycle of 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 stop signal is not limited to the one generated in response to the operation of the open / close switch 45, and may be automatically generated based on the detection result of a predetermined sensor, for example. When the stop signal is input from the open / close switch 45, the control unit 53 stops the slide door 12 halfway by generating a braking force in the electric motor 21 by the braking control of the braking control unit 55, and keeps the stopped state. do. The braking control unit 55 generates a PWM command signal for generating a braking force in the electric motor 21, and outputs the PWM command signal to the driver circuit 51. During the period in which the braking control unit 55 generates the 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 open / close information generation unit 52 outputs the speed signal V, the position signal P, and the direction signal D used by the control unit 53 to generate the PWM command signal, as well as the pulse signals Su and Sv of the hall ICs 48u, 48v, and 48w, respectively. , And Sw. When the pulse signals Su, Sv, and Sw output by the hall ICs 48u, 48v, and 48w are input, the door open / close information generation unit 52 determines the rotation speed of the electric motor 21, that is, the slide door, based on the pulse signal generation interval. The moving speed V of 12 is calculated. Further, the door open / close information generation unit 52 detects the rotation direction of the electric motor 21, that is, the movement direction of the slide door 12 based on the appearance timing (order of appearance) of the pulse signals Su, Sv, and Sw, and the direction signal D. Is output.

Further, the door open / close information generation unit 52 detects the position of the slide door 12 by counting (integrating) the switching of the pulse signal starting from the time when the slide door 12 reaches the reference position (for example, the fully closed position). , Outputs the position signal P. The reference position of the slide door 12 is detected by, for example, the 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", and is, for example, a limit switch that turns on when the door position is in the "fully closed position". ..

When the rotation control unit 54 drives and controls the electric motor 21 that opens and closes the slide door 12, the duty ratio is such that the moving speed of the slide door 12 follows a preset target speed while the slide door 12 is opened and closed. The moving speed of the slide door 12 is controlled by determining the command value of and executing the energization control of the electric motor 21 based on the determined command value. The calculation of the command value of the duty ratio 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 (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 control. The rotation control unit 54 calculates the command value x of the duty ratio of the drive signals G1 to G6 based on the moving speed V of the slide door 12 and the target speed Vc, and x = kp (V-Vc). Calculated with + kiΣ (V-Vc). Here, kp indicates a proportional gain and ki indicates an integrated gain. According to this PI control, the command value x does not become 0 even if the difference between the moving speed V and the target speed Vc becomes 0 due to the accumulation of the deviations between the moving speed V and the target speed Vc of the slide door 12, so that it is stable. Speed control is possible. Further, if no particular limitation is provided, the command value x of the duty ratio may be 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 by the upper limit of 100%. The duty ratio command value x is 0% or less, for example, when a certain period of time has elapsed while the moving speed of the slide door 12 exceeds 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 operation example of the braking control unit 55 will be described with reference to FIGS. 4 to 8. FIG. 4 is a flowchart showing an operation example of the control unit 53. FIG. 5 is a timing chart showing the correspondence between the output duty and the braking control in the present embodiment. 6 to 8 are diagrams showing an operation example of the present embodiment. When a 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 having different braking forces, as shown in FIG. The sliding door 12 is stopped and the door position is held after the stop. 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 controls the slide door 12 when the operation is stopped in the following three stages. That is, after (1) short brake control (PWM control) (third braking control) with weak braking force is performed and the door is run a specified amount (wasteful running), (2) strong braking force (braking force) is performed. The slide door 12 is surely stopped by the 1-phase energization control (first braking control) (the largest of the above), and then stopped by executing the 1-phase energization control (second braking control) with a slightly stronger braking. Hold the state.

The braking force at each stage is (2) braking force (= first braking control braking force)> (3) braking force (= second braking control braking force)> (1) braking force (1). = (Brake force of the third braking control) is set. Further, 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, with reference to FIGS. 6 to 8, the correspondence between the output duty and the braking control shown in FIG. 5 will be described in detail.

First, in the "automatic operation" shown in FIG. 5, a drive output (output for operating the electric motor 21) by PWM control is performed by the rotation control unit 54, for example, in the energization pattern shown in FIG. The automatic operation is an operation in which the sliding door is automatically opened and closed. FIG. 6 is a diagram showing an example of changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6 with respect to the rotation position (electric angle) of the rotor 47 of the electric motor 21. During 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 at which 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 showing changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6. The horizontal axis represents the rotation position of the rotor 47 by an electric angle. In this example, the energization pattern changes every 60 ° of the electric angle. In this case, the duty ratio Du0 is represented by Ton / (Ton + Toff), where Ton is the time when the drive signals G4 to G6 are H and Toff is the time L. In automatic operation, the larger the duty ratio Du0, the stronger the drive 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 braking 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 the "short brake control", the regenerative braking force is generated by short-circuiting the input terminals 22u, 22v and 22w of the electric motor 21. The braking control unit 55 generates braking force in the electric motor 21 by turning on all the transistors in the lower stage (or upper stage) at the same time 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 off (L). It is turned on (H) or off (L) by PWM control. In this case, the lower transistors 42d to 42f are continuously turned on (H) or off (L) by PWM control in the same phase. FIG. 7 is a diagram showing changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6, as in FIG. The horizontal axis represents the rotation position of the rotor 47 by an electric angle. In the short brake control, the energization pattern is the same for each electric 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 Ton is the time when the drive signals G4 to G6 are H and Toff is the time L. In this short brake control, the larger the duty ratio Du1 of the PWM control shown in FIG. 6, 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 a duty ratio Du2 or Du3 in an energization pattern as shown in FIG. Will be done. However, FIG. 8 shows the change in the energization pattern when the braking control is switched from the “short brake control” to the “one-phase energization control”. As shown in FIG. 8, in the "one-phase energization control", the pulse signals Su, Sv, and Sw when the braking control unit 55 switches the braking control from the "short brake control" to the "one-phase energization control". This is done by maintaining the energization pattern of the drive output (FIG. 6) corresponding to the pattern regardless of the switching of the pulse signals Su, Sv, and Sw patterns. In the one-phase energization control, for example, the braking control unit 55 turns on one transistor in the upper stage and PWM-controls one transistor in the lower stage with a duty ratio Du2 (or Du3) to generate a braking force in the electric motor 21. Let me. 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 off (L) by PWM control, and the lower transistors 42d and 42e (drive signals G4 and G5) are turned off (L). Note that FIG. 8 is a diagram showing changes in the pulse signals Su, Sv, and Sw and the drive signals G1 to G6, as in FIGS. 6 and 7. The horizontal axis represents the rotation position of the rotor 47 by an electric angle. In this case, the energization pattern is the same for each electric 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 grounding 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 Ton is the time when the drive signals G4 to G6 are H and Toff is the time L. In the one-phase energization control, the larger the duty ratio Du2 or Du3 of the PWM control shown in FIG. 5, the stronger the braking force. Further, the larger the duty ratios Du2 and Du3, the larger the power consumption from the DC power supply 44. In the example shown in FIG. 5, since Du2> Du3, the power consumption in the period B of the duty ratio Du2 is larger than the power consumption in the period C of the duty ratio Du3. By reducing the duty ratio from Du2 to Du3 after the elapse of the period B, it is possible to save power for holding the stopped slide door 12 in the stopped state.

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 the "one-phase energization control" is set to be larger than the braking force in the "short brake control". In this case, for example, Du1> Du2 may be satisfied. However, Du2> Du3 is always in the one-phase energization control. Further, in FIG. 5, the duty ratio Du2 is set so as to have a braking force sufficient to stop the slide door 12.

FIG. 4 is a flowchart showing a process executed by the control unit 53 when a stop signal is input while the slide door 12 is being opened and closed. When the operator operates the open / close switch 45 and an intermediate stop signal is input from the open / close switch 45 to the control unit 53 while the slide door 12 is being opened / closed, the control unit 53 controls the rotation control unit 54 as shown in FIG. (Step S1), and the short brake control by the braking control unit 55 is started (step S2).

Next, the braking control unit 55 determines whether or not the run-out after the halfway stop signal of the slide door 12 is generated is a predetermined distance or more (step S3). If the runaway is not greater than or equal to the specified distance (NO in step S3), the braking control unit 55 determines whether or not the short brake control has elapsed the specified time (step S4). If the short brake control has not elapsed for the specified time (NO in step S4), the braking control unit 55 again determines whether or not the run-out after the halfway stop signal of the slide door 12 is generated is longer than the specified distance. Is determined (step S3). It should be noted that the slide door 12 determines whether or not the runaway is longer than the specified distance (step S3) and whether or not the short brake control has elapsed the specified time (step S4) from the time when the stop signal is input. This is a process provided to limit the time until the vehicle stops (the length of the period A; the duration of the third braking control) and the running distance within a predetermined range. As described above, in the present embodiment, the feeling at the time of stopping can be improved by causing the sliding door to run at the time of stopping in the middle. However, at that time, in the present embodiment, the amount of running is monitored and controlled so as not to run too much.

On the other hand, when the duty cycle is longer than the specified distance (YES in step S3), or when the short brake control has elapsed for the specified time (YES in step S4), the braking control unit 55 is in the first phase. The 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 S6, the braking control unit 55 can determine whether or not the slide door 12 is stopped by confirming that the slide door 12 has not moved for a specified time. When the slide door 12 is not stopped (NO in step S6), the braking control unit 55 determines whether or not a predetermined time has elapsed since the start of the first one-phase energization control (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 determines in step S6. The braking control unit 55 repeatedly executes the determination processes of steps S6 and S7 until the slide door 12 stops or the specified time elapses, and the slide door 12 stops (when 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 open or closed, or when a predetermined time has elapsed. .. In the above operation example, when the slide 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 amount of power consumption can be suppressed. Further, it is possible to prevent the slide door 12 from shifting to the second one-phase energization control having a low braking force even though the sliding door 12 is not stopped. However, in order to limit the amount of power consumed from the DC power supply 44 to a certain extent, a time limit is provided by the determination process in step S7.

As described above, according to the present embodiment, when an intermediate stop (stop before reaching full opening or full closing) is instructed while opening and closing the slide door 12, the slide door 12 is decelerated by short brake control. Then, the slide door 12 is stopped halfway by switching to the one-phase energization control, so that 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 having a strong braking force without going through the short brake control, the slide door rebounds greatly due to the reaction of the tensioner mounted on the motor control device, and the stop fee is charged. There was a risk that the ring would be bad. It is also conceivable to implement short brake control, which has a weaker braking force than the one-phase energization control, for a specified time in order to improve the feeling when the door operation is stopped. There was also a risk that the power would be weak and the amount of running of the door would increase when the operation was stopped. On the other hand, according to the present embodiment, (1) short brake control with weak braking force is performed, the door is run a specified amount, and then (2) one-phase energization control with strong braking force is performed to slide the door. Since the one-phase energization control of (3) slightly strong braking is performed after the 12 is surely stopped, the feeling when the slide door 12 is stopped in the middle can be improved. That is, according to the present embodiment, it is possible to suppress the recoil caused by the cable tensioner by causing the slide door to run out of control by the short brake control during the automatic operation stop control, the rebound amount of the slide door is reduced, and the door is stopped. The feeling of time is improved. In addition, since the amount of stalemate on the door is monitored during short brake control, it is possible to eliminate unnecessary stagnation by limiting the amount of stalemate to an appropriate amount with a good feeling. In addition, since the amount of running of the door is monitored even when the door is energized, it is possible to check whether the door is stopped, and it is possible to switch to the second one-phase energization control immediately after the door is stopped. It will be possible. Therefore, it becomes possible to suppress power consumption as much as possible.

Although the embodiments of the present invention and modifications thereof have been described above, the motor control device of the present invention is not limited to the above-mentioned illustrated examples, and various changes are made within the range not deviating from the gist of the present invention. Of course it can be added.

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

Claims (12)

While controlling the rotation of the three-phase brushless motor that opens and closes the opening and closing body of the vehicle, when a stop signal is input while opening and closing the opening and closing body, the opening and closing body is generated by generating a braking force in the brushless motor. It is a motor control device to stop
The motor control device is
It has three upper switching elements connected between the positive terminal of the power supply and the input terminal of the brushless motor, and three lower switching elements connected between the ground potential of the power supply and the input terminal of the brushless motor. 6 switching elements connected in a phase bridge format,
Have,
When the stop signal is input,
All the upper switching elements are turned off, the lower switching elements are turned on, and regenerative control is performed to short-circuit the input terminals of the brushless motor.
After that, a motor control device that controls one-phase energization. A driver circuit connected to a plurality of switching elements that supply an applied voltage to the brushless motor, and
The motor control device according to claim 1, further comprising a control unit that generates a PWM command signal and outputs the PWM command signal to the driver circuit in the one-phase energization control and the regeneration control. The control unit
In the one-phase energization control,
PWM command to turn on the upper switching element of the bridge of any one phase of the three-phase bridge and PWM control the lower switching element of the bridge of one of the remaining two phases. The motor control device according to claim 2, which outputs a signal to the driver circuit. The motor control device according to any one of claims 1 to 3, wherein the braking force of the regenerative control is weaker than the braking force of the one-phase energization control. The one-phase energization control includes a first one-phase energization control and a second one-phase energization control that starts after a lapse of a predetermined time from the start of the first one-phase energization control. The motor control device according to any one of claims 4. The motor control device according to any one of claims 1 to 5, which switches from the regenerative control to the one-phase energization control according to the amount of running of the opening / closing body in the regenerative control. The motor control device according to any one of claims 1 to 5, which switches from the regenerative control to the one-phase energization control according to the duration of the regenerative control. 6. Motor control device. Claims 1 to 8 acquire information on the rotation position of the rotor of the brushless motor from three rotation position detecting elements provided at positions having a phase difference of 120 degrees with respect to the rotation axis of the brushless motor. The motor control device according to any one of the above items. The motor control device according to any one of claims 1 to 9.
With the brushless motor
A door opening / closing device including a cable connected to the opening / closing body from the front side and the rear side of the vehicle, and one of the front side and the rear side is pulled according to the rotation of the brushless motor. The door opening / closing device according to claim 10, further comprising a drum around which the cable is wound and driven by the brushless motor to rotate. The door opening / closing device according to claim 11, further comprising a tensioner for removing the slack of the cable between the drum and the opening / closing body to maintain the tension of the cable.

Images