JP3233009B2 - Motor control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a motor (DC motor, induction motor, synchronous motor, etc.) for driving a load machine such as a table in a machine tool or an arm of an electric industrial robot. It is.

[0002]

2. Description of the Related Art The structure of a conventional example will be described with reference to the drawings. FIG. 36 shows the proceedings of the National Conference of the Institute of Electrical Engineers of Japan in 1992. FIG. 178 is a block diagram illustrating an embodiment of a conventional motor control device shown in 178 “two-degree-of-freedom position control method for motor incorporating built-in reference system model”.
In the figure, 1 is a rotation angle command signal generation circuit, and 2 is
The first position control circuit, 3 is a first speed control circuit,
Is a motor simulation circuit, 10 is a second position control circuit,
47 is a second speed control circuit, 12 is an electric motor, 13
Is a torque transmission mechanism, 14 is a load machine, 15 is a rotation detector, 48 is a torque control circuit, and 52 is an adder. The motor 12 drives the load machine 14 via the torque transmission mechanism 13, and the rotation detector 15 detects the speed and the position of the motor 12, and outputs an actual speed signal ωM and an actual rotation angle signal θ.
Output M. The motor simulation circuit 4 is a model of a value obtained by summing the three inertia of the motor 12, the torque transmission mechanism 13, and the load machine 14, and is represented by a simple inertia JA. It comprises an integrator 23 that inputs and integrates the first torque signal T1 *, which is an output, and outputs a simulated speed signal ωA, and an integrator 21 that integrates the simulated speed signal ωA and outputs a simulated rotation angle signal θA. . The first position control circuit 2 outputs a difference (θM * −θA) between the rotation angle command signal θM * output from the rotation angle command signal generation circuit 1 and the simulated rotation angle signal θA.
And a coefficient 16 of a gain KP1 for proportionally amplifying the deviation (.theta.M *-. Theta.A) and outputting a first speed command signal .omega.1 *, and controls so that .theta.A follows .theta.M *. The first speed control circuit 3 generates a speed command signal ω1 * and a simulated speed signal ωA
And a subtractor 19 for outputting a deviation (ω1 * −ωA) from the first torque signal T1 * by proportionally amplifying the deviation (ω1 * −ωA).
ΩA, and controls so that ωA follows ω1 *. Second position control circuit 1
0 is a subtractor 25 that outputs a deviation (θA−θM) between the simulated rotation angle signal θA and the actual rotation angle signal θM and the deviation (θA
-.Theta.M) is proportionally amplified to output a second speed command signal .omega.2 *, and is controlled so that .theta.M follows .theta.A. The second speed control circuit 47 outputs an adder 49 that outputs an added value (ωA + ω2 *) of the simulated speed signal ωA and the speed command signal ω2 *, and outputs the added value (ωA + ω2 *) and the actual speed signal ωM. A subtractor 50 for outputting the deviation ((ωA + ω2 *)-ωM) and a proportional integrator 51 for proportionally integrating and amplifying the deviation ((ωA + ω2 *)-ωM) and outputting a second torque signal T2 *. ΩM is controlled so as to follow ωA. The adder 52 adds the first torque signal T1 * and the second torque signal T2 * to output a torque command signal TM *, and the torque control circuit 48 controls the motor 12 based on the torque command signal Control the torque.

A configuration of a second conventional example will be described with reference to the drawings. FIG. 399 is a block diagram showing an embodiment of a conventional motor position control method. In the figure, 1 is
The rotation angle command signal generation circuit, 2a is a position control circuit, 3a
Is a speed control circuit; 48a is a torque control circuit;
Denotes a motor, 13 denotes a torque transmission mechanism, 14 denotes a load machine, and 15 denotes a rotation detector. The motor 12 drives the load machine 14 via the torque transmission mechanism 13, and the rotation detector 15 detects the speed and position of the motor 12, and outputs a speed signal ωM and an actual rotation angle signal θM. Position control circuit 2
aa is a deviation (θM * −θ) between the rotation angle command signal θM * output from the rotation angle command signal generation circuit 1 and the actual rotation angle signal θM.
M), and a coefficient unit 16 that proportionally amplifies the deviation (θM * −θM) and outputs a speed command signal ωM *, and controls so that θM * follows θM. The speed control circuit 3a receives the speed command signal ωM * and the actual speed signal ωM
And a proportional integrator 51 for proportionally integrating and amplifying the difference (ωM * −ωM) to output a torque command signal TM *, wherein ωM is ωM.
Control to follow *. Torque control circuit 48a
Controls the torque of the electric motor 12 based on the torque command signal TM *.

[0004]

In the above-described motor control device of the first conventional example, the response (target value response) to the rotation angle command signal is controlled by the first position control circuit 2 and the first speed control. The response to disturbance (disturbance response) can be adjusted by the gain of the second position control circuit 10 and the gain of the second speed control circuit 47. Therefore, the rotation angle command signal θM *, the position of the motor, There is an advantage that the target value response can be increased as compared with the simple feedback control in which the speed detection signals (the actual rotation angle signal θM and the actual speed signal ωM) are compared with each other and the deviation is reduced. However, even with such a control circuit, there is a problem that a position overshoot based on Coulomb friction occurs as in the simple feedback control. That is, in the conventional motor control device shown in FIG. 36, when the modeled inertia JA set in the motor simulation circuit 4 and the actual inertia obtained by adding the motor, the torque transmission mechanism, and the load machine match. The deviation from the output from the subtractor 50 ((ωA + ω2 *) − ωM).
Is caused by Coulomb friction between the electric motor, the torque transmission mechanism, and the load machine. The torque component corresponding to the Coulomb friction is accumulated in the proportional integrator 51 of the second speed control circuit 47 and output as the second torque signal T2 *. As is known, Coulomb friction occurs only when the motor is running, and when the motor stops, the Coulomb friction disappears and the deviation ((ωA +
.omega.2 *)-. omega.M) decreases, but since the torque component accumulated in the proportional integrator 51 does not immediately become zero even after the motor stops, the second speed control circuit 47 uses the proportional integrator 51. Output the accumulated torque component. That is, the second torque signal T2 * is output and the torque command signal T
As a result of outputting M *, the torque control circuit 48 controls the torque of the electric motor 12 based on the torque command signal TM *. Therefore, there is a problem that an overshoot of the position occurs.

[0005] Further, in the motor position control device in the second conventional example as described above, the speed deviation (ωM * −
The cause of the amplitude of ωM) is Coulomb friction between the electric motor, the torque transmission mechanism, and the load machine. The torque component corresponding to the Coulomb friction is accumulated in the integrator of the speed control circuit 3a and output from the torque command signal. Therefore, also in the second conventional example, as in the first conventional example, there is a problem that a position overshoot occurs. SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned conventional problems, and has as its first object to obtain a motor control device that does not have a position overshoot even when Coulomb friction occurs. It is a second object of the present invention to obtain an electric motor control device which does not overshoot the position by appropriately compensating for the Coulomb friction in accordance with the change even when the Coulomb friction changes. It is a third object of the present invention to provide a motor control device that performs appropriate compensation for Coulomb friction and has no position overshoot even when the rotation detector has quantization noise. It is a fourth object of the present invention to provide a motor control device that performs appropriate compensation for Coulomb friction and has no position overshoot even when the inertia of the motor simulation means is unknown or changes during operation. And Further, it is a fifth object of the present invention to provide a motor control device which prevents an adverse effect on a compensation torque due to a ripple component of a torque signal from a first speed control circuit, performs appropriate compensation for Coulomb friction, and has no position overshoot. Aim.

[0006]

[0007]

According to a first aspect of the present invention, there is provided an electric motor control device comprising: speed command means for outputting a torque signal for commanding a predetermined motor speed; and a rotation detecting means for detecting the rotation of the motor. A compensating torque output means for outputting a compensation torque signal for Coulomb friction to correct the rotation of the electric motor based on the rotation detection of the rotation detector, and a torque signal output from the speed command means. Speed control means for outputting a second torque signal for controlling rotation of the electric motor based on rotation detection of a rotation detector separately from the first torque signal as a torque signal; , The first torque signal from the speed command means, and the Coulomb friction compensation torque signal for correcting the rotation of the electric motor from the compensation torque output means. And, it is characterized in that and a first adder for rotating the motor based on the addition result.

[0008] A control device for a motor according to a second aspect of the present invention includes:
The speed command means has a rotation angle command signal generation circuit that outputs a rotation angle command signal, and a rotation angle command signal output from the rotation angle command signal generation circuit as one input, and the one input and the other input A first position control circuit for outputting a first speed command signal on the basis of the first speed command signal, and a first position control circuit for receiving the first speed command signal based on the one input and the other input;
A first speed control circuit that outputs a torque signal of the first position control circuit, and outputs a simulated rotation angle signal to the other input of the first position control circuit based on the first torque signal; And an electric motor simulation circuit for outputting to the other input of the speed control circuit.

A control device for a motor according to a third aspect of the present invention comprises:
The rotation detector outputs an actual rotation angle signal and an actual speed signal, and the speed control means outputs an actual rotation angle signal detected by the rotation detector and a simulated rotation angle signal output from a simulation circuit of the electric motor. A second position control circuit that outputs a second speed command signal based on the second speed command signal, the second speed command signal, the actual speed signal detected by the rotation detector, and the simulated speed signal output from the simulated circuit of the electric motor. And a second speed control circuit that outputs a second torque signal based on the second speed control signal.

According to a fourth aspect of the present invention, there is provided a motor control device comprising:
A friction model circuit for outputting a compensation torque signal obtained by processing a real speed signal from a rotation detector or a simulated speed signal from a simulation circuit of an electric motor using predetermined parameters, a first speed control circuit; A friction correction circuit that extracts a Coulomb friction component based on the first torque signal from the motor and a simulated speed signal from a simulation circuit of the electric motor, and outputs a parameter correction signal for correcting a parameter in the friction model circuit based on the extracted component. , Is provided.

According to a fifth aspect of the present invention, there is provided a motor control device comprising:
The compensation torque output means includes a correction circuit for correcting the inertia of the motor simulation circuit.

A control device for a motor according to a sixth aspect of the present invention
A correction circuit configured to output a difference between the sum of the simulated speed signal and the second speed command signal and a difference between the actual rotation angular speed signal and a polarity discrimination circuit that outputs a polarity signal based on the first torque signal; A multiplier for multiplying the polarity signal output from the polarity discrimination circuit by the deviation from the adder / subtractor;
It has an integrator that integrates the output of the multiplier, and an adder that adds the output of the integrator to the initial value of the inertia and outputs the inertia to the motor simulation circuit.

A control device for a motor according to a seventh aspect of the present invention
The friction correction circuit is configured to input a first torque signal from the first speed control circuit via a low-pass filter.

An electric motor control device according to an eighth aspect of the present invention
A determination circuit for outputting a first to third state flags based on a simulated speed signal output from a simulation circuit of the electric motor and a first torque signal output from the first speed control circuit; A first sampler which samples and holds a torque command signal output from the adder at a rising edge of a first state flag and outputs a first sampled torque signal
And a second sample-and-hold circuit that samples and holds the torque command signal output from the adder at the falling edge of the second state flag and outputs a second sample-torque signal A third sample and hold circuit that samples and holds the torque command signal output from the adder at the falling edge of the third state flag and outputs a third sample torque signal; A calculator that outputs an average value of the sampled torque signal and the third sampled torque signal, a subtractor that outputs a deviation between the output of the calculator and the first sampled torque signal, A fourth sample-and-hold circuit that samples and holds the deviation at the falling edge of the status flag 1 and outputs a parameter correction signal. A.

According to a ninth aspect of the present invention, there is provided a motor control device comprising:
A friction correction circuit for outputting a state flag based on a simulated speed signal output from a simulation circuit of the electric motor and a first torque signal output from a first speed control circuit; Sample and hold the torque command signal output from the adder,
A first sample and hold circuit that outputs a torque signal, a subtractor that outputs a deviation between a torque command signal and a sample torque signal TS output from the first sample and hold circuit, and a fall of a state flag A second sample and hold circuit that samples and holds the deviation at the edge and outputs a parameter correction value, and outputs a deviation between the torque command signal and the friction model correction value output from the second sample and hold circuit. It has a subtractor and a third sample and hold circuit that samples and holds the deviation at the falling edge of the status flag and outputs an integral term correction value.

The control unit for an electric motor according to the invention of the first 0 is the first friction modification circuit, output from the simulated speed signal and the first speed control circuit output from the simulating circuit of the electric motor
A determination circuit that outputs the status flags 1 to 3 according to the torque signal of the above, and a sample / hold of the torque command signal output from the adder at the rising edge of the status flag 1,
A first sample / hold circuit for outputting a first sample / torque signal, and a subtractor for outputting a deviation between a torque command signal and a first sample / torque signal output from the first sample / hold circuit A second sample-and-hold circuit that samples and holds a deviation from the subtractor at the falling edge of the state flag 2 and outputs a second sample-torque signal; and a second sample-and-hold circuit. A subtractor for outputting a deviation between the output second sample torque signal and the torque command signal; and a deviation from the subtractor at the rising edge of the status flag 3 for sample-and-hold, and a third sample torque. A third sample / hold circuit for outputting a signal, a torque command signal and a third sample / hold signal output from the third sample / hold circuit. An adder for outputting an added value with a torque signal, a fourth sample-and-hold circuit for sample-holding the added value of the adder at the falling edge of the status flag 1 and outputting a parameter correction value, A subtractor for outputting a deviation between the command signal and the friction model correction value output from the fourth sample and hold circuit;
And a fifth sample-and-hold circuit that samples and holds the deviation from the subtractor at the falling edge of the status flag 1 and outputs an integral term correction value.

According to an eleventh aspect of the present invention, there is provided the motor control device, wherein the compensation torque output means outputs a compensation torque signal obtained by processing the actual speed signal from the rotation detector using predetermined parameters; The friction amount data corresponding to the rotation angle command signal from the angle command signal generation circuit is stored,
A friction storage circuit for outputting a parameter correction signal for correcting a parameter in the friction model circuit based on the signal.

[0018] The motor controller according to the first 2 of the invention, the friction model circuit, a coefficient multiplier which proportionally amplify a simulated speed signal outputted from the simulation circuit of the actual speed signal or the motor output from the rotation detector A limiter circuit that limits the output value of the coefficient unit to a predetermined value and outputs a compensation torque signal, and a limit that corrects the limit value of the limiter circuit when given a parameter correction signal output from a friction correction circuit. A value preset circuit.

The control unit for an electric motor according to the invention of the first 3, the compensation torque output means, a command element of the torque signal outputted from the speed command unit by the rotation detector a component of the command element and the same species The detected actual detection element is compared with the actual detection element, and a compensation torque signal for Coulomb friction is output in order to correct the rotation of the electric motor based on a predetermined reference.

The control unit for an electric motor according to the invention of the first 4, the predetermined reference value, comparing the command element and the actual detection element, in which so as to fix on this basis.

The control unit for an electric motor according to the invention of the first 5, the command elements and same type of elements to each other are compared in real detection element, and a rotation angle signal, and with each rotation angle command signal and the actual rotation angle signal Things.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiment 1 First, Embodiment 1 of the present invention will be described. FIG. 1 is a block diagram showing the entire first embodiment of the present invention.
1 is a rotation angle command signal generating circuit that outputs a rotation angle command signal θM *, and 2 is a first position that receives the rotation angle command signal θM * as one input and outputs a speed command signal ω1 * based on the input. The control circuit 3 receives the speed command signal ω1 * as one input, and based on the speed command signal ω1 *, outputs a first torque signal T1 *. The first speed control circuit 4 outputs the first torque signal T1 *. A simulation circuit of an electric motor which outputs a simulated rotation angle signal θA to the other input of the first position control circuit 2 and outputs a simulated speed signal ωA to the other input of the first speed control circuit 3 as an input. is there. The rotation command signal generating circuit 1, the first position control circuit 2, the first speed control circuit 3, and the electric motor simulation circuit 4 constitute a speed command means. 7 is a friction model circuit for outputting a compensation torque signal TF, 8 is a first torque signal T1 * from the first speed control circuit 3, and a simulated speed signal ωA from the simulated circuit 4 for the electric motor. Is a signal that outputs a signal Iset and outputs a signal Tfset for correcting the parameters in the friction model circuit 7 to the friction model circuit 7. And these friction model circuits 7
The friction correction circuit 8 constitutes a compensation torque output means. Further, 9 is a signal Iset from the friction correction circuit 8.
The second speed control circuit 10 which corrects the state quantity based on the above and inputs the simulated speed signal ωA from the electric motor simulation circuit 4 and outputs the second torque signal T2 *. The second position control circuit outputs the second speed command signal .omega.2 * to the second speed control circuit 9 using the simulated rotation angle signal .theta. The second speed control circuit 9 and the second position control circuit 10 constitute a speed control means. 11
Is the first torque signal T1 from the first speed control circuit 3.
*, The compensation torque signal TF from the friction model circuit 7,
A first adder, that is, a torque control circuit for inputting a torque command signal TM * obtained by adding the second torque signal T2 * from the second speed control circuit 9 by the first adder, that is, the adder 36;
Reference numeral 12 denotes an electric motor whose torque is controlled based on the output of the torque control circuit 11, 13 denotes a torque transmission mechanism that transmits the torque of the electric motor 12, 14 denotes a load machine operated by the torque transmission mechanism 13, 15 Is a rotation detector that detects the rotation of the electric motor 12 and outputs an actual speed signal ωM to the second speed control circuit 9 and an actual rotation angle signal θM to the second position control circuit 10.

FIG. 2 is a block diagram showing a detailed configuration of the first position control circuit 2 described above. In the figure, 1
A subtraction 7 outputs a deviation (θM * −θA) between the rotation angle command signal θM * output from the electric rotation angle command signal generation circuit 1 and the simulated rotation angle signal θA output from the simulation circuit 4 of the electric motor. And 16 is a coefficient unit of a gain KP1 for proportionally amplifying the deviation (θM * −θA) and outputting a first speed command signal ω1 *. As described above, the simulated rotation angle signal θA is fed back to the rotation angle command signal θM *, so that the first position control circuit 2 causes the simulated rotation angle signal θA to follow the rotation angle command signal θM *. Thus, the first speed command signal ω1 * is output.

FIG. 3 is a block diagram showing a detailed configuration of the first speed control circuit 3 described above. In the figure, 1
A subtractor 9 outputs a deviation (ω1 * −ωA) between the speed command signal ω1 * output from the first position control circuit 2 and the simulated speed signal ωA output from the simulation circuit 4 of the electric motor.
Numeral 8 denotes a coefficient unit of a gain KV1 for amplifying the deviation (.omega.1 *-. Omega.A) proportionally and outputting a first torque signal T1 *. As described above, the simulated speed signal ωA is fed back to the first speed command signal ω1 *, whereby the first
The speed control circuit 3 outputs a first torque signal T1 * so that the simulated speed signal ωA follows the first speed command signal ω1 *.

FIG. 4 is a block diagram showing a detailed configuration of the electric motor simulation circuit 4 described above. In FIG.
Receives the first torque signal T1 * output from the first speed control circuit 3 as an input and calculates the reciprocal (1 / JA) of the inertia JA.
), And outputs an simulated speed signal ωA. An integrator 21 integrates the simulated speed signal ωA and outputs a simulated rotation angle signal θA. The inertia JA in the integrator 23 of the electric motor simulation circuit 4 is obtained by summing the three inertias of the electric motor 12, the torque transmission mechanism 13, and the load machine 14, and modeling and expressing this. The motor 12
Thus, appropriate control matching the three inertia of the torque transmission mechanism 13 and the load machine 14 can be performed.

FIG. 5 shows the second position control circuit 10 described above.
FIG. 3 is a block diagram showing a detailed configuration of FIG. In the figure,
25 is a subtractor that outputs a deviation (θA−θM) between the simulated rotation angle signal θA output from the electric motor simulation circuit 4 and the actual rotation angle signal θM output from the rotation detector 15;
Is a coefficient unit of a gain KP2 for proportionally amplifying the deviation (θA−θM) and outputting a second speed command signal ω2 *. As described above, the actual rotation angle signal θM is fed back to the simulated rotation angle signal θA, so that the second position control circuit 10 causes the actual rotation angle signal θM to follow the simulated rotation angle signal θA. 2 is output, the simulated rotation angle signal θA is controlled by the first position control circuit 2 so as to follow the rotation angle command signal θM * as described above. This is the same as controlling so that the rotation angle θM of the electric motor 12 finally follows the rotation angle command signal θM *.

FIG. 6 is a block diagram showing a detailed configuration of the second speed control circuit 9 described above. In the figure, 2
Reference numeral 8 denotes an added value (ωA + ω2 *) of the simulated speed signal ωA output from the motor simulation circuit 4 and the second speed command signal ω2 * output from the second position control circuit 10, and rotation detection. An adder / subtracter for outputting a deviation ((ωA + ω2 *) − ωM) from the actual rotational angular velocity signal ωM output from the unit 15;
Is a coefficient unit of an integral gain K12 for proportionally amplifying the deviation ((.omega.A + .omega.2 *)-. Omega.M), 30 is an integrator for integrating the output of the coefficient unit 29 and outputting a second integrated torque signal T2i. 27 is an integral term preset circuit for presetting the integral value of the integrator 30 when the integral term correction value ISET output from the friction correction circuit 8 is given. 31 is provided in parallel with the coefficient unit 29, and Deviation ((ωA + ω2 *)-
The coefficient unit 32 having a gain KV2 for proportionally amplifying .omega.M) is an adder for adding the output of the coefficient unit 31 and the second integrated torque signal T2i and outputting a second torque signal T2 *. The second speed control circuit 9 is configured by presetting the integral value of the integrator 30 using the integral term correction value ISET that changes when a disturbance torque is applied.
Is the speed ω of the electric motor 12 even when a disturbance torque is applied.
M is made to follow the simulated speed signal ωA ((ωA + ω2
*)-ΩM) is proportionally amplified to output a second torque signal T2 *. As described above, this simulated speed signal ωA is
Is controlled by the speed control circuit 3 to follow the first speed command signal ω1 *, so that the speed ωM of the electric motor 12 finally follows the first speed command signal ω1 *. It is the same as doing.

FIG. 7 is a block diagram showing a detailed configuration of the friction model circuit 7 described above. In FIG.
Is the actual rotational angular velocity signal ω output from the rotation detector 15.
A coefficient unit 43 for the slope gain Kf of the friction model that proportionally amplifies M is a limiter circuit that limits the output value of the coefficient unit 42 to a predetermined value and outputs a compensation torque.
Friction model correction value Tfset output from friction correction circuit 8
Is given, the limit value of the limiter circuit 43 is corrected,
That is, it is a limit value preset circuit for presetting a Coulomb friction compensation limit value.

FIG. 8 is a diagram showing changes in the compensation torque Tf before and after the occurrence of Coulomb friction in the motor, the torque transmission mechanism, and the load machine. As described above, the inertia JA of the motor simulation circuit 4 and the motor 1
2 and the actual inertia obtained by adding the torque transmission mechanism 13 and the load machine 14 are equal to each other, the deviation ((ωA
+ Ω2 *) − ωM) may be caused by electric motor 1
2 and Coulomb friction between the torque transmission mechanism 13 and the load machine 14. As is well known, this Coulomb friction occurs only when the motor is running, and when the motor stops, the Coulomb friction disappears. The torque component of the Coulomb friction can be obtained by the second speed control circuit between the point a in FIG. 8, that is, the point at which the motor 12 starts to accelerate and the point C, that is, the point at which the motor 12 starts to decelerate. 47, and is output as a second torque signal T2 *. In this embodiment, the torque component of the Coulomb friction is converted into a torque command signal via an adder 36 in the present embodiment. TM *, and at the point C, that is, at the time when the motor 12 starts to decelerate, by the friction correction circuit 8 described later, the integrator 30 of the second speed control circuit 9 is preset by the integral term preset circuit 27 and is integrated. Is changed, the second torque signal T2 * is set to zero, and the Coulomb friction compensation limit value of the limiter circuit 43 of the friction model circuit 7 is set to the limit value preset value. Increasing the upper limit of the Coulomb friction compensation limit value preset by the circuit 44 raises the compensation torque Tf. By doing so, since the torque is supplied to the electric motor in a manner that compensates for the torque component of Coulomb friction, the torque component of Coulomb friction becomes irreversible to the integrator of the second speed control circuit 9, As a result, the overshoot of the actual rotation angle signal θM can be reduced. Note that such an operation is performed every time the motor decelerates, and the limit value of the friction model circuit 7 and the integral term of the second speed control circuit 9 are corrected by a friction correction circuit 8 described later. Even when the Coulomb friction of the torque transmission mechanism and the load machine changes, the friction model circuit 7 can compensate for the Coulomb friction component and reduce the overshoot of the actual rotation angle signal θM.

FIG. 9 is a block diagram showing a detailed configuration of the friction correction circuit 8 described above. In FIG.
Is the simulated speed signal ω output from the electric motor simulation circuit 4.
A determination circuit 107 that outputs status flags 1 to 3 based on A and the first torque signal T1 * output from the first speed control circuit 3, 107 is output from the adder 36 at the rising edge of the status flag 1. A first sample and hold circuit 108 that samples and holds the torque command signal TM * and outputs a first sample torque signal TS1 is output from the adder 36 at the falling edge of the status flag 2. A second sampler that samples and holds the torque command signal TM * and outputs a second sample torque signal TS2
The hold circuit 109 receives the torque command signal TM * output from the adder 36 at the falling edge of the state flag 3.
Sample-and-hold circuit 110 that samples and holds, and outputs a third sample torque signal TS3, 110
Is an adder that outputs an added value (TS2 + TS3) of the second sample torque signal TS2 and the third sample torque signal TS3. 111 is the added value (TS2 + TS3).
Is multiplied by (１ ／) and is output as ((TS2 + TS3) / 2), and 112 is the output of this coefficient unit 111 ((TS2 + T3
S3) / 2) and a subtractor that outputs a deviation (((TS2 + TS3) / 2) -TS1) between the first sampled torque signal TS1;
A fourth sample and hold circuit 113 samples and holds the deviation (((TS2 + TS3) / 2) -TS1) at the falling edge of the state flag 1 and outputs a friction model correction value Tfset. The above torque command signal T
Deviation between M * and this friction model correction value Tfset (TM * −Tfs
A subtractor 115 that outputs the signal (et), samples and holds the deviation (TM * −Tfset) at the falling edge of the status flag 1, and outputs a correction value Iset of the integral term in a fifth sample / hold circuit. is there. Here, the judgment circuit 106
As shown in Table 1, the relationship between the outputs of the status flags 1 to 3 and the physical meaning is shown, if the absolute value | ωA | of the simulated speed signal ωA is a positive number, the status flag 1 is set to 1 and the absolute value | ωA Is 0, the state flag 1 is set to 0, and the product value (ωA × ω) of the simulated speed signal ωA and the second derivative ωA ″ of the simulated speed signal ωA
If A ″) is a positive number and the product value (T1 * × ωA ″) of the first torque signal T1 * and the second derivative ωA ″ of the simulated speed signal ωA is a positive number, the status flag 2 is set to 1 , Product value (ωA × ωA
If ") is 0 or less or the product value (T1 * × ωA") is 0 or less, the status flag 2 is set to 0, and the product value (ωA × ωA
If ") is a positive number and the product value (T1 * .times.A") is a negative number, the state flag 3 is set to 1, the product value (.omega.A.times.A ") is 0 or less, or the product value (T1 * .times..omega.A") is If it is 0 or more, control is performed so that the status flag 3 becomes 0. The friction correction circuit 8 having the above-described configuration provides a second sample torque signal T indicating a torque command immediately after acceleration when the electric motor 12 performs acceleration / deceleration.
By taking the deviation between the average value of S2 and the third sample torque signal TS3 indicating the torque command immediately before the stop and the first sample torque signal TS1 indicating the torque command immediately before the start, the torque component of the Coulomb friction is calculated. The friction model correction value Tfset is output based on the extracted
And the integral term correction value Ise
t is output to correct the state quantity in the second speed control circuit 9.

[0031]

[Table 1]

The reason why the friction correcting circuit 8 can correct the state quantity in the second speed control circuit 9 will be described in more detail with reference to FIG. FIG. 10 is a schematic waveform of the simulated speed signal ωA, the torque command signal TM *, and the status flags 1 to 3 when the motor 12 performs acceleration / deceleration in a triangular wave pattern. In the figure, TL is vertical torque, TF is Coulomb friction torque (friction model correction value Tfset in the friction correction circuit 8), TACC is acceleration torque, TD is viscous friction torque, TDEC is deceleration torque, and T1 is start-up. The immediately preceding torque command signal (first sample torque signal TS1 in the friction correction circuit 8), and T2 is the torque command signal immediately after acceleration (second sample torque signal TS2 in the friction correction circuit 8). , T3 are the torque command signals immediately before the stop (in the friction correction circuit 8, the third sample torque signal TS
3). Here, in order to correct the parameters in the friction model circuit 7 and the state quantities in the second speed control circuit 9,
It is necessary to determine the Coulomb friction torque TF. The torque command signal T2 immediately after the acceleration and the torque command signal T3 immediately before the stop can be expressed by equations (1) and (2), respectively.

T 2 = TL + TF + TACC (1)

T3 = TL + TF−TDEC (2)

Equation (3) is obtained from equations (1) and (2).

2TF = T2 + T3−TACC + TDEC−2TL (3)

When the accelerating torque TACC and the decelerating torque TDEC are the same, the Coulomb friction torque TF can be expressed as in equation (4).

TF = ((T 2 + T 3) / 2) −TL (4)

Here, since the vertical torque TL is the same as the torque command signal T1 immediately before starting, the equation (4) is replaced by the equation (5).
Can be expressed as

TF = ((T 2 + T 3) / 2) −T 1 (5)

From equation (5), Coulomb friction torque TF
Is the average of the torque command signal T2 immediately after acceleration and the torque command signal T3 immediately before stopping, and the torque command signal T
It can be seen that it is obtained based on the deviation from 1. In this way, the friction correction circuit 8 can correct the parameters in the friction model circuit and the state quantity in the second speed control circuit.

FIG. 11 is a block diagram showing a detailed configuration of the torque control circuit 11 described above. In the figure, 2
4 is a coefficient unit for multiplying the torque command signal TM * output from the adder 36 by the reciprocal of the torque constant Kt to convert it into a current command IM *, 33 is a current detector for detecting the current IM of the electric motor 12, 34 Is a current control circuit that applies the voltage V to the motor 1 based on the current IM of the motor 12 detected by the current detector 33 so that the current IM of the motor 12 follows the current command IM *. As shown in the figure, the torque control circuit 11 can control the output torque of the motor 12 to follow the torque command signal TM * by providing a feedback of the current IM of the motor 12 to the current command IM *. The detailed configuration of the current control circuit 34 is described in, for example, “Theory and Design of AC Servo System”, Sogo Denshi Shuppan, 1990, P80-P85, P153.
~ P155.

Second Embodiment Next, a second embodiment will be described. FIG. 12 is a block diagram showing the entirety of the second embodiment of the present invention. The second embodiment differs from the first embodiment in that the input of the friction model circuit 45 is a simulated rotation angular velocity signal ωA output from the simulation circuit 4 of the electric motor. The configuration and the operation are the same as those in the first embodiment, and the description is omitted.

FIG. 13 is a block diagram showing a detailed configuration of the friction model circuit 45 described above. In FIG.
2 is a slope gain Kf of a friction model for proportionally amplifying the simulated rotation angular velocity signal ωA output from the simulation circuit 4 of the electric motor.
A limiter circuit 43 for limiting the output value of the coefficient unit 42 to a predetermined value and outputting a compensation torque Tf;
A limit value correction circuit 44 corrects the limit value of the limiter circuit 43 when the friction model correction value Tfset output from the friction correction circuit 8 is given. Thus, when the friction model correction value Tfset is given, the limit value of the limiter circuit 43 is corrected, so that the friction model circuit 45 outputs the compensation torque Tf for compensating for the Coulomb friction component and outputs the actual rotation angle signal. The overshoot of θM can be reduced.

Next, the reason why the input of the friction model circuit 45 is changed from the actual rotational angular velocity signal ωM to the simulated rotational angular velocity signal ωA will be described. A rotation detector 15 for detecting an actual rotation angular velocity signal ωM used in a digital servo or the like.
When the speed is detected by such a pulse encoder as an incremental encoder or an absolute encoder, even when the motor 12 is rotating at a constant speed, the generation timing of the encoder pulse and the reading of the pulse are synchronized. Therefore, the number of pulses read in each speed control cycle varies. Further, quantization noise related to the resolution of the encoder (the number of pulses per rotation) is generated. Therefore, the variation in the number of pulses read in is included in the actual rotational angular velocity signal ωM as detection noise. As a result, the compensation torque output from the friction model circuit 45 includes a large ripple component. Further, as described above, the simulation circuit 4 of the electric motor models a value obtained by summing three inertia of the electric motor 12, the torque transmission mechanism 13, and the load machine 14, and is represented by a simple inertia JA. Signal ωA
Does not include a noise component. Therefore, the compensation torque output from the friction model circuit 45 to which the simulated rotation angular velocity signal ωA has been input does not include a ripple component, and a smooth signal that does not easily induce mechanical vibration can be obtained.

Third Embodiment Next, a third embodiment will be described. FIG. 14 is a block diagram showing the entire third embodiment of the present invention. The third embodiment differs from the first embodiment in that a low-pass filter circuit 5 is interposed in a signal path between the first speed control circuit 3 and the friction correction circuit 53. Although the configuration of the circuit 53 is also different, the operation other than the low-pass filter circuit 5 is the same as that of the above-described first embodiment, and the description is omitted.

The low-pass filter circuit 5 outputs the first torque signal T1 * output from the first speed control circuit 3
Filter output signal Tf1 through a signal below the desired frequency
Is output. The rotation angle command signal generation circuit 1 is a pulse train output device such as a sequencer. When a rotation angle command is input by such a sequencer, even if the pulse train input is constant and the motor 12 is rotating at a constant speed, the pulse train of the sequencer is output. Since the output timing is not synchronized with the reading of the pulse train, the number of pulses read in each position control cycle varies. Also, quantization noise related to the resolution of the sequencer is generated. Therefore, the variation of the read pulse number acts on the rotation angle command signal θM * output from the rotation angle command signal generation circuit 1, and furthermore, the first speed command signal output from the first position control circuit 2 described above. It is amplified as a ripple component to ω1 *, and further amplified as a ripple component to the first torque signal T1 * of the first speed control circuit 3 described above.

FIG. 15 shows a detailed configuration of the friction correction circuit 53. The configuration is substantially the same as that of the friction correction circuit 8 of the first embodiment shown in FIG. Here, if the input first torque signal T1 * of the friction correction circuit 8 shown in FIG. 9 has a ripple component, as described in the first embodiment, the determination circuit 106 in the friction correction circuit 8 In order to output the state flags 1 to 3 based on the simulated speed signal ωA output from the simulation circuit 4 and the first torque signal T1 * output from the first speed control circuit 3, , The first to fifth sample-and-hold circuits may malfunction, and the Coulomb friction may be incorrectly estimated. However, a low-pass filter 5 is inserted as shown in FIG.
By setting the input as (1), the ripple component can be suppressed, and erroneous estimation of friction can be prevented beforehand.

Further, since the ripple component of the torque signal T1 * is likely to occur at a frequency which is half the frequency of reading the pulse train, the cut-off frequency of the low-pass filter circuit 5 is set to a frequency lower than the frequency of reading the pulse train. I do.

Fourth Embodiment Next, a fourth embodiment will be described. FIG. 16 is a block diagram showing the entirety of the fourth embodiment of the present invention. In the fourth embodiment, a low-pass filter circuit 5 similar to the third embodiment is added to the configuration of the second embodiment.
Although different from the other embodiments, the operation other than the low-pass filter circuit 5 is the same as that of the second embodiment described above, and the low-pass filter circuit 5 is the same as that of the third embodiment.

Fifth Embodiment Next, a fifth embodiment will be described. FIG. 17 is a block diagram showing the entire fifth embodiment of the present invention. In the fifth embodiment, the configurations and operations of the first speed control circuit 46, the motor simulation circuit 35, and the correction circuit 6 are different from those of the other embodiments. The description is omitted because it is the same as the first embodiment.

FIG. 18 is a block diagram showing a detailed configuration of the first speed control circuit 46. In FIG.
Is a subtractor that outputs a deviation (ω1 * −ωA) between the speed command signal ω1 * output from the first position control circuit 2 and the simulated speed signal ωA output from the motor simulation circuit 35.
Is the deviation (ω1 * −ωA) output from the subtracter 19.
Is a coefficient unit of a gain KV1 for proportionally amplifying the output signal and outputting a first torque signal T1 *. The gain KV1 of the coefficient unit 20 is updated when the inertia JA is given from the correction circuit 6 described later. As described above, the simulated speed signal ωA is fed back to the first speed command signal ω1 *, so that the first speed control circuit 46 allows the simulated speed signal ωA
Can be controlled to follow the first speed command signal ω1 *. Here, the relationship between the inertia JA and the gain KV1 is shown in equation (1).

KV1 = response frequency × inertia JA / torque constant (1)

FIG. 19 shows a simulation circuit 35 of the electric motor described above.
FIG. 3 is a block diagram showing a detailed configuration of FIG. The electric motor simulation circuit 35 models a value obtained by adding up the three inertia of the electric motor 12, the torque transmission mechanism 13, and the load machine 14, and is represented by a simple inertia JA. In the figure, reference numeral 22 designates a first torque signal T1 * output from the first speed control circuit 46 as an input, multiplies by the reciprocal (1 / JA) of the inertia JA and integrates to output a simulated speed signal ωA. The integrator 21 is an integrator that integrates the simulated speed signal ωA output from the electric motor simulation circuit 35 and outputs a simulated rotation angle signal θA. The integrator 22 updates the inertia JA when the inertia JA is given from the correction circuit 6 described later.

FIG. 20 is a block diagram showing a detailed configuration of the correction circuit 6 described above. In the figure, reference numeral 37 denotes the sum (ω) of the simulated speed signal ωA and the second speed command signal ω2 *.
A + ω2 *) and the deviation ((ωA
+ Ω2 *) − ωM), 39 is a polarity discriminating circuit that outputs a polarity signal Sg based on the first torque signal T1 *, and 38 is a polarity signal Sg output from the polarity discriminating circuit 39. And the deviation from the adder / subtractor 37 ((ω
A + ω2 *) − ωM), an integrator 40 integrates the output of the multiplier 38, and 41 adds the output of the integrator 40 and an initial inertia value J0 to output an inertia JA. Adder. Next, the operation will be described. The adder / subtracter 37 calculates the difference ((ωA + ω2 *) − ωM) between the sum (ωA + ω2 *) of the simulated speed signal ωA and the second speed command signal ω2 * and the actual rotational angular speed signal ωM. When the first torque signal T1 * is input to the polarity discriminating circuit 39, a polarity signal Sg of the first torque signal T1 * is obtained. Here, the polarity signal Sg is 1 when the first speed command signal ω1 * is a normal rotation acceleration command, that is, when the polarity of the first torque signal T1 * is positive, the first speed command signal ω1 *
Is the reverse rotation acceleration command, that is, the first torque signal T1 *
Is a binary signal that is -1 if the polarity of is negative. Subsequently, the deviation output from the adder / subtractor 37 ((ωA + ω2 *))
−ωM) and the product of the polarity signal Sg of the first torque signal T1 * output from the polarity determination circuit 39 are obtained by the multiplier 38 and supplied to the integrator 40. Then, the correction value ΔJ of the inertia J is obtained by the integrator 40. Subsequently, the inertia initial value J0 and the corrected value ΔJ
Is added by the adder 41 to obtain the inertia JA. Here, for example, the inertia value of the electric motor 12 may be used as the inertia initial value J0.

Sixth Embodiment Next, a sixth embodiment will be described. FIG. 21 is a block diagram showing an entire embodiment 6 of the present invention. In the sixth embodiment, the structure of the second embodiment is replaced with the structure of the fifth embodiment.
The first speed control circuit 46, the motor simulation circuit 35, and the modification are different from the other embodiments in that the first speed control circuit 46, the motor simulation circuit 35, and the correction circuit 6 are applied. The operation other than the circuit 6 is the same as that of the second embodiment, and the first speed control circuit 46, the motor simulation circuit 35, and the correction circuit 6 are the same as those of the fifth embodiment, and thus the description thereof is omitted.

Seventh Embodiment Next, a seventh embodiment will be described. FIG. 22 is a block diagram showing the entirety of the seventh embodiment of the present invention. The seventh embodiment differs from the fifth embodiment in that the low-pass filter circuit 5 is provided and the input of the correction circuit 54 is the filter output signal Tf1 of the low-pass filter circuit 5 in FIG. Correction circuit 5
The operation other than the fourth embodiment is the same as that of the fifth embodiment, and the operation of the low-pass filter 5 is the same as that of the fourth embodiment.

FIG. 23 is a block diagram showing a detailed configuration of the correction circuit 54 described above. In the figure, 37 is
An adder / subtractor 39 for outputting a difference ((ωA + ω2 *) − ωM) between the sum (ωA + ω2 *) of the simulated speed signal ωA and the second speed command signal ω2 * and the actual rotational angular speed signal ωM;
Is a polarity discrimination circuit that outputs a polarity signal Sg based on the filter output signal Tf1, and 38 is a difference between the polarity signal Sg from the polarity discrimination circuit 39 and the difference ((ωA
+ Ω2 *) − ωM), 40 is an integrator for integrating the output of the multiplier 38, 41 is an adder for adding the output of the integrator 40 and the inertia initial value J0 and outputting the inertia JA. It is. Next, the operation will be described. The adder / subtracter 37 calculates the difference ((ωA + ω2 *) − ωM) between the sum (ωA + ω2 *) of the simulated speed signal ωA and the second speed command signal ω2 * and the actual rotational angular speed signal ωM.
When the filter output signal Tf1 is input to the polarity discrimination circuit 39, a polarity signal Sg of the filter output signal Tf1 is obtained. Here, the polarity signal Sg is 1 when the first speed command signal ω1 * is a forward rotation command, that is, when the polarity of the filter output signal Tf1 is positive, the first speed command signal ω1 * is a reverse rotation command. In this case, that is, if the polarity of the filter output signal Tf1 is negative, the binary signal is -1. Subsequently, the deviation output from the adder / subtractor 37 ((ωA + ω2 *)-ωM)
Is multiplied by the polarity signal Sg of the filter output signal Tf1 output from the polarity discrimination circuit 39 by the multiplier 38 and supplied to the integrator 40. Then, this integrator 40
Thus, the correction value ΔJ of the inertia J is obtained. Further, the inertia JA is obtained by adding the inertia initial value J0 and the correction value ΔJ by the adder 41. Here, for example, the inertia value of the electric motor 12 may be used as the inertia initial value J0.

Eighth Embodiment Next, an eighth embodiment will be described. FIG. 24 is a block diagram showing an entire embodiment 8 of the present invention. In the eighth embodiment, the configuration of the sixth embodiment is the same as that of the sixth embodiment.
And a correction circuit 5
21 is different from that of the sixth embodiment in FIG. 21 in that the input of the low-pass filter 4 is the filter output signal Tf1 of the low-pass filter circuit 5. The operation of No. 5 is the same as that of the fourth embodiment, and the description is omitted.

Ninth Embodiment Next, a ninth embodiment will be described. FIG. 25 is a block diagram showing the entire ninth embodiment of the present invention. In this embodiment, the configuration of a friction correction circuit 126 is different from that of the first embodiment, but the other parts are the same as those of the first embodiment, and therefore the description is omitted.

FIG. 26 is a block diagram showing a detailed configuration of the friction correction circuit 126 described above. In the figure, 1
Reference numeral 00 denotes a determination circuit that outputs a state flag based on the simulated speed signal ωA output from the motor simulation circuit 4 and the first torque signal T1 * output from the first speed control circuit 3.
01 is a first sample and hold circuit that samples and holds the torque command signal TM * output from the adder 36 at the rising edge of this status flag and outputs a sample torque signal TS. Signal T
The deviation (TM * −TS) between M * and the sample torque signal TS output from the first sample and hold circuit 101
) Is sampled and held at the falling edge of the state flag, and a second sample-and-hold circuit 104 that outputs the friction model correction value Tfset. A subtractor 105 outputs a deviation (TM * -Tfset) between the torque command signal TM * and the friction model correction value Tfset output from the second sample and hold circuit. TM * -Tfset), and a third sample-and-hold circuit for outputting an integral term correction value Iset. Here, the determination circuit 100 determines that the simulated speed signal ωA and the first
If the product value (ωA × T1 *) with the torque signal T1 * is a positive number, the status flag is set to 1. If the product value (ωA × T1 *) is a negative number or the simulated speed signal ωA is 0, the status flag is set. 0,
If the first torque signal T1 * is 0 and the absolute value | ωA | of the simulated speed signal ωA is a positive number, the state flag is controlled so as to retain the past state. Table 2 shows the relationship between the status flag output and the physical meaning. With such a configuration, the friction correction circuit 126 determines the friction model based on the deviation between the sample torque signal TS immediately before starting and the torque command signal TM * immediately before starting deceleration when the motor 12 performs acceleration / deceleration. The correction value Tfset is output to correct the parameters in the friction model circuit 7, and the integral term correction value Iset is output to correct the state quantity in the second speed control circuit 9. Further, in the above-described friction correction circuit 8 of the first embodiment, the electric motor 12
At the end of deceleration when the vehicle accelerates / decelerates, the friction model circuit 7
Since the parameters inside are corrected and the state quantity in the second speed control circuit 9 is corrected, the stop settling time when the motor 12 is accelerated or decelerated for the second time after the power is turned on can be reduced. The correction circuit 126 corrects the parameters in the friction model circuit 7 at the time of the start of deceleration when the motor 12 performs acceleration / deceleration, and the second speed control circuit 9
In order to correct the state quantity in the middle, the stop settling time at the time of the first acceleration / deceleration of the motor 12 after the power is turned on can also be reduced.

[0062]

[Table 2]

Next, the friction correction circuit 126
Torque signal T immediately before starting when the vehicle accelerates / decelerates
Based on the deviation between S and the torque command signal TM * immediately before the start of deceleration, the parameters in the friction model circuit 7 are modified, and the state quantities in the second speed control circuit 9 can be modified with reference to FIG. I will explain while doing. FIG. 27 is a schematic waveform diagram of the simulated speed signal ωA, the torque command signal TM *, and the state flag when the motor 12 accelerates / decelerates in a trapezoidal wave pattern. In the figure, TL is vertical torque, TF
Is a Coulomb friction torque, T1 is a torque command signal immediately before starting, and T2 is a torque command signal immediately before starting deceleration. Here, in order to correct the parameters in the friction model circuit 7 and the state quantities in the second speed control circuit 9, it is necessary to obtain the Coulomb friction torque TF. The torque command signal T2 immediately before the start of deceleration can be expressed as in equation (7).

T2 = TL + TF (7)

From equation (1), TF can be expressed as in equation (8).

TF = T2−TL (8)

Here, since the vertical torque TL is the same as the torque command signal T1 immediately before starting, the equation (8) is replaced by the equation (9).
Can be expressed as

TF = T2−T1 (9)

From equation (9), Coulomb friction torque TF
Can be obtained based on the difference between the torque command signal T1 immediately before the start and the torque command signal T2 immediately before the start of the deceleration. Can be modified.

Tenth Embodiment Next, a tenth embodiment will be described. FIG. 28 is a block diagram showing a tenth embodiment of the present invention.
Then, although the configuration of the friction correction circuit 127 is different from that of the first embodiment, the rest is the same as that of the first embodiment described above.
Therefore, the description is omitted.

FIG. 29 is a block diagram showing a detailed configuration of the friction correction circuit 127 described above. In the figure, 1
Reference numeral 16 denotes a simulated speed signal ωA output from the simulating circuit 4 of the electric motor 12 and a first speed control signal 3 output from the first speed control circuit 3.
The determination circuit 117 which outputs the status flags 1 to 3 according to the torque signal T1 * of the sample flag 117 samples and holds the torque command signal TM * output from the adder 36 at the rising edge of the status flag 1, A first sample-and-hold circuit 118 for outputting the torque signal TS1, a deviation (TM *) between the torque command signal TM * and the first sample-torque signal TS1 output from the first sample-and-hold circuit; The subtractor 119 that outputs −TS1) samples and holds the deviation (TM * −TS1) from the subtractor 118 at the falling edge of the status flag 2 and outputs a second sample torque signal TS2. The second sample-and-hold circuit 120 is configured to output a deviation between the second sample-torque signal TS2 output from the second sample-and-hold circuit and the torque command signal TM * ( S2-TM *) to output a subtractor, 121, deviation from the subtractor 120 at the rising edge of the state flag 3 (TS2-TM *) Sample a
A third sample / hold circuit 122 for holding and outputting a third sample / torque signal TS3 includes a torque command signal TM * and the third sample / hold circuit 121.
The adder 123 outputs an added value (TM * + TS3) with the third sample torque signal TS3 output from the controller, and the added value (TM * + TS3) of the adder 122 at the falling edge of the state flag 1. ) Sample and hold, and outputs a friction model correction value Tfset. A fourth sample and hold circuit 124 outputs a torque command signal TM * and a friction model correction value Tfset output from the fourth sample and hold circuit 123. Subtractor 125 outputs a deviation (TM * −Tfset) from the subtractor 124 at the falling edge of the state flag 1 and samples and holds the deviation (TM * −Tfset) from the subtractor 124 to obtain the integral term correction value. A fifth sample-and-hold circuit for outputting Iset. Here, the judgment circuit 116
If the product value (ωA × T1 *) of the simulated speed signal ωA and the first torque signal T1 * is a positive number, the status flag 1 is set to 1, the product value (ωA × T1 *) is a negative number, or the simulated speed Signal ωA is 0
, The status flag 1 is set to 0, and the first torque signal T1 *
Is 0 and the absolute value | ωA | of the simulated speed signal ωA is a positive number, the state flag 1 is controlled so as to retain the past state, and the second derivative of the simulated speed signal ωA and the simulated speed signal ωA The product value (ωA × ωA ″) of ωA ″ is a positive number and the second differential value ωA ″ of the first torque signal T1 * and the simulated speed signal ωA.
If the product value (T1 * × ωA ″) is a positive number, the status flag 2
Is 1 and the product value (ωA × ωA ″) is 0 or less or the product value (T
If 1 * × ωA ″) is 0 or less, the status flag 2 is set to 0,
The product value (ωA × ωA ″) is a negative number and the product value (T1 * × ωA)
If “)” is a negative number, the status flag 3 is set to 1 and the product value (ωA ×
If .omega.A ") is 0 or more or the product value (T1 * .times..omega.A") is 0 or more, the state flag 3 is controlled to be 0. Table 3 shows the relationship between the output of the status flags 1 to 3 and the physical meaning. With this configuration, the friction correction circuit 12
Reference numeral 7 denotes a friction model correction based on a torque command signal immediately before acceleration when the motor 12 performs acceleration / deceleration, a torque command signal immediately after acceleration, a torque command signal immediately before termination of acceleration, and a torque command signal during constant speed operation. By outputting the value Tfset to correct the parameters in the friction model circuit 7 and outputting the integral term correction value Iset, the state quantity in the second speed control circuit 9 can be corrected. Further, the friction correction circuit 8 of the first embodiment described above.
Then, the parameters in the friction model circuit 7 are corrected at the end of deceleration when the motor 12 performs acceleration / deceleration,
Since the state quantity in the second speed control circuit 9 is corrected, the stop settling time when the motor 12 is accelerated / decelerated for the second time after the power is turned on can be reduced.
At the time of starting the deceleration when the motor 12 accelerates / decelerates, the parameters in the friction model circuit 7 are corrected and the state quantity in the second speed control circuit 9 is corrected. The stop settling time at the time of 12 acceleration / deceleration can also be reduced.

[0072]

[Table 3]

Next, the friction correcting circuit 127
Based on the torque command signal immediately before acceleration, the torque command signal immediately after acceleration, the torque command signal immediately before the end of acceleration, and the torque command signal during constant speed operation when performing acceleration / deceleration, parameters in the friction model circuit 7 are FIG. 3 shows the reason why the state quantity in the second speed control circuit 9 can be corrected together with the correction.
This will be described with reference to FIG. FIG. 30 is a schematic waveform of the simulated speed signal ωA, the torque command signal TM *, and the status flags 1 to 3 when the electric motor 12 performs acceleration / deceleration of the trapezoidal wave pattern. In the figure, TL is vertical torque, TF is Coulomb friction torque, TACC is acceleration torque, TD is viscous friction torque, TDEC is deceleration torque, T1 is a torque command signal immediately before starting, T2 is a torque command signal immediately after acceleration, T3 Is a torque command signal immediately before the end of acceleration, and T4 is a torque command signal during constant speed operation. Here, in order to correct the parameters in the friction model circuit 7 and the state quantities in the second speed control circuit 9, it is necessary to obtain the Coulomb friction torque TF. Therefore, the coulomb friction torque TF is obtained from the relational expression of the torque command signal T3 immediately before the end of acceleration. The torque command signal T3 immediately before the end of acceleration can be expressed as in equation (10).

T3 = TL + TF + TACC + TD (10)

From equation (10), Coulomb friction torque TF can be expressed as equation (11).

TF = T3−TACC−TD−TL (11)

Here, the accelerating torque TACC, the viscous friction torque TD, and the vertical torque TL are expressed by equations (12) and (1), respectively.
3) and can be expressed as in equation (14).

TACC = T3−T4 (12)

TD = T3−T2 (13)

TL = T 1 (14)

From equations (12), (13) and (14), equation (11) can be expressed as equation (15).

TF = T 2 + T 4 −T 1 −T 3 (15)

From the equation (15), the Coulomb friction torque T
F can be obtained based on the torque command signal T1 immediately before starting, the torque command signal T2 immediately after acceleration, the torque command signal T3 immediately before the end of acceleration, and the torque command signal T4 during constant speed operation. In addition to correcting the parameters inside, the state quantity in the second speed control circuit 9 can be corrected.

Eleventh Embodiment Next, an eleventh embodiment will be described. FIG. 31 is a block diagram showing the whole of an eleventh embodiment of the present invention.
The eleventh embodiment differs from the first embodiment in that a friction storage circuit 150 is provided in place of the friction correction circuit 8, but the other configurations and operations are the same as those in the first embodiment described above. Omitted.

The friction storage circuit 150 stores the rotation angle command signal θ
It stores friction amount data corresponding to M *, and outputs the friction amount data Tfset according to the rotation angle command signal θM *. The friction model circuit 7 outputs a compensation torque signal Tf based on the friction amount data Tfset and the actual speed signal ωM output from the rotation detector 15. The adder 36 includes a first torque signal T1 *, a second torque signal T2 *, and the compensation torque signal Tf.
And outputs a torque command signal TM *. The torque control circuit 11 controls the torque of the electric motor 12 based on the torque command signal TM *.

FIG. 32 is an explanatory diagram of the operation of the friction storage circuit 150 described above. The friction storage circuit 150 stores mechanical friction data Tfset corresponding to the rotation angle command signal θM * as shown in FIG.
And outputs Tfset as needed in response to the input of the rotation angle command θM * of the electric motor. With the above configuration, the friction torque can be compensated according to the rotational position only by temporarily storing the mechanical friction data in the friction storage circuit 150, and the friction correction circuit 8 is not provided. Thus, the friction torque can be compensated for according to the rotation angle.

The friction amount data to be stored in the friction storage circuit 150 is obtained by temporarily installing the friction correction circuit 8 and outputting the output Tfset
Can be obtained. For example, the machine is driven by a separately provided position control device of the electric motor 12, and positioning is performed at an appropriate pitch. At this time, Tfset at each positioned position is obtained as friction amount data stored in the friction storage circuit 150. If this data is stored in the friction storage circuit 150, the friction torque can be compensated in real time without complicated calculations such as friction estimation.

Twelfth Embodiment Next, a twelfth embodiment will be described. FIG. 33 is a block diagram showing the entire twelfth embodiment. The twelfth embodiment differs from the eleventh embodiment in that the friction correction circuit 8 is added to the configuration of the eleventh embodiment, and the friction storage circuit 151 is changed accordingly. The other parts are the same as those of the eleventh embodiment and will not be described.

The friction storage circuit 151 outputs the friction data Tfset corresponding to the rotation angle command θM *, similarly to the friction storage circuit 150 in the eleventh embodiment. It has a function to correct the data at any time.

Next, the operation of the friction storage circuit 151 will be described with reference to FIGS. 34 and 35. FIG. 34 is a diagram showing data stored in the friction storage circuit 151 in an initial state immediately after power-on. Immediately after the power is turned on, a constant appropriate value Tfset0 is written in the friction amount data Tfset, and the stored data is corrected as needed after the operation is started.

FIG. 35 is an explanatory diagram of the operation of the friction storage circuit 151. This figure is an example when the rotation angle command θM * changes to θA, θB, θC. FIG. 12A shows the change of the rotation angle command θM * with respect to time, and FIG. It is a figure showing the amount-of-friction data inside. This friction correction circuit 15
According to 1, when the rotation angle command θM * is changed and then stopped, the friction correction circuit 8 outputs an estimated value of the friction amount of the mechanical system. The rotation angle command θM * is changed from θA to θ as shown in FIG.
Tfset is the estimated value of friction output when it changes to B
a, Tfset b is an estimated value of the amount of friction output when θB changes from θB to θC, and θA−
The friction data between θB and Tb is corrected to Tfseta, and the friction data between θB and θC is corrected to Tfsetb.

As described above, whenever the rotational angle command θM * changes, the stored friction data is corrected as needed.
The friction torque can be compensated even when the friction amount varies depending on the rotational position, and the friction torque can be compensated for a machine in which the friction amount is unknown or fluctuates.

Further, by forming the friction storage circuit 151 with a non-volatile memory or the like, the data immediately before the power is turned off can be held. Needless to say, it is possible to compensate.

Embodiment 13 Embodiment 13 will be described with reference to FIGS. FIG. 36 is a block diagram showing the whole of a thirteenth embodiment of the present invention. In the drawing, reference numeral 1 denotes a rotation angle command signal generating circuit for outputting a rotation angle command signal θM *, and 2a receives the rotation angle command signal θM * as one input and outputs a rotation detector 15M.
The actual rotation angle signal θM output from
Based on this, the position control circuit 3a that outputs the speed command signal ωM * receives the speed command signal ωM * as one input,
A speed control circuit for outputting a first torque signal T1 * based on a reference value θdrp * and an integrator output Ti using the actual speed signal ωM and the integrator initial value Tiset as the other inputs;
Are the rotation angle command signal θM *, the actual rotation angle signal θM output from the rotation detector 15, the actual speed signal ωM, and the speed control circuit 3a.
A compensating torque control circuit 61 that outputs a second torque signal T2 * as a compensating torque signal based on the integrator output Ti output from the controller and further outputs an integrator initial value Tiset,
An adder 11a that adds the first torque signal T1 * and the second torque signal T2 * and outputs a torque command signal TM *,
The torque control circuit 14 controls the torque of the electric motor 12 based on the torque command signal TM *.
3, the load machine 15 operated by the torque control circuit 11a detects the rotation of the electric motor 12,
The rotation detector outputs an actual speed signal ωM to the speed control circuit 3a and an actual rotation angle signal θM to the position control circuit 2a. These 1, 2a, 12, 14, and 15 are the same as those of the conventional device shown in FIG.

FIG. 37 is a block diagram showing a detailed configuration of the above-described position control circuit 2a. In the figure, 200
Is the deviation (θM * −θM) between the rotation angle command signal θM * output from the rotation angle command signal generation circuit 1 and the actual rotation angle signal θM.
Is a coefficient unit for a gain Kp for proportionally amplifying the deviation (θM * −θM) and outputting a speed command signal ωM *. With this configuration, the position control circuit 2a can control the actual rotation angle signal θM to follow the rotation angle command signal θM *.

FIG. 38 is a block diagram showing a detailed configuration of the above speed control circuit 3a. Referring to FIG.
Is the deviation (ωM *) between the speed command signal ωM * and the actual speed signal ωM.
−ωM), the subtractor 203 outputs a deviation (ωM * −ω)
M) is a coefficient unit of gain Kv for proportionally amplifying M), 204 is an integrator for proportionally amplifying the deviation (ωM * −ωM) with an integral gain Ki, and outputs an integrated torque signal Ti. 205 is a compensation torque control circuit Integral term initial value Tis output from 60
An integrator preset circuit 206 that presets the integration value of the integrator 204 when et is provided, and an adder 206 that adds the outputs of the coefficient unit 203 and the integrator 204 and outputs a first torque signal T1 *. With such a configuration, the speed control circuit 3a is controlled such that the actual rotational speed ωM follows the speed command signal ωM *.

FIG. 39 shows the compensation torque control circuit 60 described above.
FIG. 3 is a block diagram showing a detailed configuration of FIG. In the figure,
A reset circuit 207 outputs a reset signal RES based on the actual rotation angle signal θM, the rotation angle command signal θM *, and the reference value θdrp *. A reset circuit 208 outputs an actual speed signal ωM output from the rotation detector 15 and a reset signal RES. The first, second, third, and fourth sample and hold command signals SH1, SH2,
A determination circuit that outputs SH3 and SH4; 209, a first sample and hold circuit that samples and holds the integrated torque signal Ti at the rising edge of the sample and hold command signal SH1 and outputs a first sample torque signal TS1;
210 is a second sample and hold circuit that samples and holds the integrated torque signal Ti at the rising edge of the second sample and hold command signal SH2 and outputs a second sample torque signal TS2. 211 is a second sample and hold signal. A subtractor 212 that outputs a deviation (TS2−TS1) between TS2 and the first sample torque signal TS1 samples and holds the first sample torque signal TS1 when the third sample / hold command signal SH3 is 1. A third sample and hold circuit 213 that outputs an integrated torque initial value Tiset and resets the output when the third sample and hold command signal SH3 is 0 is subtracted when the fourth sample and hold command signal SH4 is 1. Output of the heater 106 (TS2-
This is a fourth sample-and-hold circuit that samples and holds Ts1), outputs a second torque signal T2 * as a compensation torque signal, and resets the output when the fourth sample-and-hold command signal SH4 is 0. Here, if the absolute value | θM * −θM | of the deviation between the actual rotation angle signal θM and the rotation angle command signal θM * is equal to or smaller than the reference value θdrp *, the reset circuit 207 sets the reset signal RES to 1 and the absolute value | θM. If * −θM | is larger than the reference value θdrp *, the reset signal RES is controlled to be 0. The determination circuit 208 also calculates the product of the actual speed signal ωM and the one-time differential value ωM ′ of the actual speed signal
ωM ′) is a positive number, the first sample hold command signal SH1 is set to 1, and if the product (ωM × ωM ′) is a negative number,
Of the sample-and-hold command signal SH1 of 0, the product (ωM × ω
If M ′) is 0, the first sample hold command signal S
H1 retains the past state. If the first sample and hold command signal SH1 is 0, the second sample and hold command signal SH2 is set to 1; if the first sample and hold command signal SH1 is 1, the second sample and hold command signal SH2 is set to 0. I do. Further, if the second sample / hold command signal SH2 is 1 and the reset signal is 0, the fourth sample / hold command signal SH4 is set to 1; if the second sample / hold command signal SH2 is 0 or the reset signal is 1, The second sample hold command signal SH2 is set to 0, and if the value of the second sample hold command signal SH2 does not change, the second sample hold command signal SH2 is set.
To 0 and the value of the second sample and hold command signal SH2 to 0
If there is a change from to 1 or from 1 to 0, the fourth sample and hold command signal SH4 is controlled to be 1.
Table 1 shows the relationship between the output of the first, second, third, and fourth sample and hold command signals SH1, SH2, SH3, and SH4 and the physical meaning. With this configuration, the compensation torque control circuit 60 can control the integrated torque signal Ti of the speed control circuit 3a immediately before the start and the integrated torque signal Ti of the speed control circuit 3a immediately before the start of the deceleration when the electric motor 12 performs acceleration / deceleration. Based on the above, a second torque signal T2 * as a compensation torque signal is output, and an integrator initial value Tiset is output to correct the state quantity in the speed control circuit 3a.

[0098]

[Table 4]

FIG. 40 shows a case where the electric motor 12, the torque transmission mechanism and the load machine 14 have Coulomb friction.
A second torque signal T2 * and an integrated torque initial value Tiset as a compensation torque signal which are outputs of the compensation torque control circuit 60 when the rotation angle command signal θM * is changed, and a second output which is an output of the speed control circuit 3a. FIG. 3 is a diagram showing changes in a torque signal T1 * and a torque command signal TM *. When the motor 12 is rotating, the amplitude of the deviation (ωM * −ωM) may be caused by the motor 12, the torque transmission mechanism, and the load machine 14.
There is Coulomb friction. The torque component corresponding to the Coulomb friction is accumulated in the integrator 204 of the speed control circuit 3a from the point A, ie, when the motor 12 is started, to the point C, ie, the time when the motor 12 starts to decelerate, from the first torque signal T1 *. Is output. At the point C, the compensation torque control circuit 60 corrects the state quantity of the speed control circuit 3a, that is, presets the integrator 204 of the speed control circuit 3a and at the same time prevents the torque command signal TM * from becoming discontinuous. 60, that is, output a second torque signal T2 * as a compensation torque signal. As described above, Coulomb friction occurs only when the motor 12 is operating, and the motor 12 stops and the Coulomb friction disappears. The compensating torque control circuit 60 uses the position deviation reference value θdrp * as a measure for stopping the motor 12 and sets the speed control circuit 3a when the absolute value | θM * −θM | of the position deviation becomes equal to or less than the reference value θdrp *. At the same time, the output of the second torque signal T2 * as the compensation torque signal is stopped. Therefore, the torque component of the Coulomb friction is accumulated in the integrator 204 of the speed control circuit 3a. By operating in this manner, the compensation torque control circuit 60 outputs the second torque signal T2 * as a compensation torque signal for compensating for the Coulomb friction component, and can reduce the overshoot of the actual rotation angle signal θM. it can.

FIG. 41 shows the torque control circuit 11a described above.
FIG. 3 is a block diagram showing a detailed configuration of FIG. In the figure,
214 is a coefficient unit for multiplying the torque command signal TM * by the reciprocal of the torque constant Kt to convert it into a current command IM *. 215 is a current detector for detecting the current IM of the electric motor 12;
This is a current control circuit that applies a voltage V to the motor 12 so that the current of the motor 12 follows the current command IM *. With the configuration as shown in FIG.
Can be controlled so that the output torque of the electric motor 12 follows the torque command signal TM *. The detailed configuration of the current control circuit 216 is described in, for example, “Theory and Design Practice of AC Servo System”, Sogo Denshi Publisher, 1990, p.
-P85, P153-P155.

Fourteenth Embodiment A fourteenth embodiment will be described with reference to FIGS. FIG. 42 is a block diagram showing the entirety of the fourteenth embodiment of the present invention. Here, the operation other than the reference value adjusting circuit 61 is the same as that of the above-described thirteenth embodiment, and therefore the description is omitted.

FIG. 43 is a block diagram showing a detailed configuration of the reference value adjusting circuit 61 described above. In the figure, 2
17 is a subtractor that outputs a deviation (θM * −θM) between the rotation angle command signal θM * and the actual rotation angle signal θM, and 218 is a reference value based on the deviation (θM * −θM) and the actual rotation speed signal ωM. A sign determination circuit 219 that outputs the change amount △ θdrp * is an integrator that integrates the reference value change amount △ θdrp * and outputs the reference value θdrp *. Here, if the deviation (θM * −θM) when the actual rotation speed signal ωM changes from a positive number to 0 is a positive number, the sign determination circuit 218 sets the reference value change amount Δθdrp * to 1, and sets the actual rotation speed If the deviation (θM * −θM) when the signal ωM changes from a positive number to 0 is a negative number, the reference value variation Δθdrp * is −1, and the deviation when the actual rotation speed signal ωM changes from a negative number to 0. If (θM * −θM) is a negative number, the reference value change amount Δθdrp * is 1, and if the deviation (θM * −θM) when the actual rotation speed signal ωM becomes 0 from a negative number, the reference value is If the variation Δθdrp * is −1 and the deviation (θM * −θM) when the actual rotational speed signal ωM is 0 is 0, the reference value variation Δθdrp * is adjusted to 0.
With this configuration, the reference value adjustment circuit corrects the reference value θdrp * based on the actual rotation speed of the motor, the rotation angle command signal, and the actual rotation angle signal, and outputs the second value as the compensation torque signal.
The timing for resetting the torque signal T2 * can be changed.

Fifteenth Embodiment A fifteenth embodiment will be described with reference to FIGS. 44 and 45. FIG. 44 is a block diagram showing the entirety of the third embodiment of the present invention. Here, the operation other than the reference value adjusting circuit 62 is the same as that of the fifteenth embodiment described above, and the description is omitted.

FIG. 45 is a block diagram showing a detailed configuration of the reference value adjusting circuit 34 described above. In the figure, 2
17 is a subtractor that outputs a deviation (θM * −θM) between the rotation angle command signal θM * and the actual rotation angle signal θM, and 220 is a differential that outputs a differential value θM * ′ of the rotation angle command signal θM *. Bowl, 22
1 is a sign determination circuit that outputs a reference value change amount △ θdrp * based on a deviation (θM * −θM) and a differential value θM * ′, and 219 integrates the reference value change amount △ θdrp * and outputs a reference value θdrp *. It is an integrator. Here, the sign determination circuit 221 calculates the differential value θM * ′
If the deviation (θM * −θM) when the value changes from a positive number to 0 is a positive number, the reference value change amount Δθdrp * is set to 1, and the deviation when the differential value θM * ′ changes from a positive number to 0 ( If θM * −θM) is a negative number, the reference value change amount Δθdrp * is −1, and if the deviation (θM * −θM) when the differential value θM * ′ changes from a negative number to 0, the reference value change If the amount △ θdrp * is 1, the deviation (θM * −θM) when the derivative value θM * ′ changes from a negative number to 0 is a positive number, the reference value change amount △ θdrp * is −1, and the derivative value θM * ′ If the deviation (θM * −θM) when is zero is zero, the reference value change amount △
Adjust θdrp * to 0. With such a configuration, the reference value adjusting circuit 62 outputs the rotation angle command signal θM *
The reference value θdrp * is corrected based on the actual rotation angle signal θM and the timing for resetting the second torque signal T2 * as the compensation torque signal can be changed. In addition, the compensation torque control circuit 60 and the reference value adjustment circuit 62 are added, and the speed information required in the reference value adjustment circuit 62 is obtained from the differential value of the speed rotation angle command signal. There is an effect that the reference value can be adjusted on the basis of the speed information having no data. Further, the reference value adjusting circuit 62 adjusts the parameters in the compensation torque control circuit 60 by performing at least one positioning to feed forward compensate the friction torque. There is an effect that position control with very little overshoot can be realized.

Sixteenth Embodiment A sixteenth embodiment will be described with reference to FIGS. 46 and 47. FIG. 46 is a block diagram showing an entirety of the sixteenth embodiment of the present invention. Here, the operation other than the reference value adjusting circuit 63 is the same as that of the above-described thirteenth embodiment, and thus the description is omitted.

FIG. 46 is a block diagram showing a detailed configuration of the reference value adjusting circuit 35 described above. In the figure, 2
17 is a subtractor that outputs a deviation (θM * −θM) between the rotation angle command signal θM * and the actual rotation angle signal θM, and 220 is a differentiator that outputs a differential value θM * ′ of the rotation angle command signal θM *. , 222
Is a maximum deviation detection circuit that outputs a reference value change amount △ θdrp * based on the deviation (θM * −θM) and a derivative value θM * ′, and 219 integrates the reference value change amount △ θdrp * and outputs a reference value θdrp *. Integrator. Here, the maximum deviation detection circuit 222 calculates the deviation (θM * −θM) at the time when the differential value of the deviation (θM * −θM) becomes 0 after the differential value θM * ′ becomes 0 from a positive number. If it is a positive number, the reference value change amount Δθdrp * becomes 1, the differential value θM * ′ changes from a positive number to 0, and then the differential value of the deviation (θM * −θM) becomes 0.
If the deviation (θM * −θM) at the time point becomes a negative number, the reference value change amount Δθdrp * is −1, and the differential value θM * ′ is 0 from the negative number.
After that, if the deviation (θM * −θM) at the time when the differential value of the deviation (θM * −θM) becomes 0 is negative, the reference value change amount Δθdrp * is set to 1, and the differential value θM * ′ If the differential (θM * −θM) at the time when the differential value of the deviation (θM * −θM) becomes 0 after the negative value becomes 0 from the negative number, if the deviation (θM * −θM) is a positive number, the reference value change amount Δθdrp
* Becomes -1 and the differential value θM * 'becomes 0, then the deviation (θM * −θ
The deviation (θM * −θM) when the differential value of M) becomes 0 is 0
If so, the reference value change amount Δθdrp * is adjusted to be zero. With this configuration, the reference value adjustment circuit 63 corrects the reference value θdrp * based on the rotation angle command signal θM * and the actual rotation angle signal θM, and outputs the second value as the compensation torque signal.
The timing for resetting the torque signal T2 * can be changed. Also, the deviation (θM *) when the differential value θM * ′ becomes 0
Since the differential value of −θM) is reduced, the reference value can be adjusted by directly using the overshoot amount.

Seventeenth Embodiment A seventeenth embodiment will be described with reference to FIG. FIG.
FIG. 8 is a block diagram showing an entirety of a seventeenth embodiment of the present invention. Here, the operation other than the low-pass filter circuit 64 is the same as that of the above-described thirteenth embodiment, and thus the description is omitted.

The low-pass filter circuit 64 operates when the second torque signal T2 * is reset to 0, passes a signal having a frequency equal to or lower than a desired frequency of the second torque signal T2 * as a compensation torque signal, and An output signal Tf2 * is output. When the second torque signal as the compensation torque signal is reset to 0 in a stepwise manner, the output torque of the electric motor 12 changes stepwise, so that a strong impact is given to the torque transmission mechanism and the load machine. However, by inserting the low-pass filter 64, the step-like second torque signal T2 * can be made smooth, and the impact on the torque transmission mechanism and the load machine 14 can be reduced. As described above, the compensation torque control circuit 60 and the low-pass filter circuit 6
4 is added to prevent the torque signal of the compensation torque control circuit 60 from becoming discontinuous, so that the effect given to the torque transmission mechanism and the load machine can be reduced.

In comparison with the above-described embodiment, in the above-described first to twelfth embodiments, the processing for subdividing the frictional elements becomes complicated and takes a long time.
It is extremely useful in that the ratio of the friction elements can be known. Embodiments 13 to 1
No. 7 cannot know the ratio of the frictional elements, but is very useful in that the above processing is simplified, so that it can be applied to a model with a low CPU capability.

[0110]

As described above, according to the present invention, speed command means for outputting a torque signal for commanding a predetermined speed of the motor, a rotation detector for detecting the rotation of the motor, A compensation torque output means for outputting a compensation torque signal for Coulomb friction to correct the rotation of the motor based on the rotation of the motor, and a speed command means.
The applied torque signal is defined as a first torque signal,
Based on the rotation detection of the rotation detector separately from the torque signal of
Speed at which the second torque signal for controlling the rotation of the motor is output
Degree control means and the second torque from the speed command control means.
Signal, the first torque signal from the speed command means, and
And the rotation of the motor from the compensation torque output means.
The Coulomb friction compensation torque signal is added as an input,
A first process for rotating the motor based on the result of the addition is performed.
Since there is a calculator, there is no position overshoot even if Coulomb friction occurs.

According to another aspect of the present invention, the compensation torque output means is configured to process a real speed signal from a rotation detector or a simulated speed signal from a simulation circuit of a motor using predetermined parameters. A friction model circuit for outputting a torque signal, a Coulomb friction component is extracted based on the first torque signal from the first speed control circuit and a simulated speed signal from a simulation circuit of the electric motor, and the friction model circuit is And a friction correction circuit that outputs a parameter correction signal that corrects the parameters inside.
Even when the Coulomb friction changes, appropriate compensation for the Coulomb friction is performed in accordance with the change, and there is no position overshoot. Further, when a friction model circuit that outputs a compensation torque signal obtained by processing a simulated speed signal from a simulated circuit of a motor using predetermined parameters is included as a part of the configuration, the rotation detector has quantization noise. Even with proper compensation for Coulomb friction and no position overshoot

Further, according to another aspect of the present invention, the compensation torque output means is provided with a correction circuit for correcting the inertia of the motor simulation circuit. Therefore, when the inertia of the motor simulation means is unknown. Even if it changes during driving, proper compensation for Coulomb friction is performed and there is no position overshoot.

Further, according to another aspect of the present invention, the compensation torque output means includes a command element of the torque signal output from the speed command means and an element of the same kind as the command element, and is detected by the rotation detector. And a compensation torque signal for Coulomb friction in order to correct the rotation of the electric motor based on a predetermined reference based on the comparison result. The element and the actual detection element are compared and corrected based on this. Even if the Coulomb friction of the mechanical system changes, the rotation angle command signal will be exceeded during the second and subsequent positioning operations. There is an effect that position control with extremely few chutes can be realized.

[Brief description of the drawings]

FIG. 1 is a block diagram of an electric motor position control device according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing details of a first position control circuit according to the embodiment of the present invention.

FIG. 3 is a block diagram showing a first detailed embodiment of a first speed control circuit according to the embodiment of the present invention;

FIG. 4 is a block diagram showing a first detailed embodiment of a simulation circuit for an electric motor according to the embodiment of the present invention.

FIG. 5 is a block diagram showing details of a second position control circuit in the embodiment of the present invention.

FIG. 6 is a block diagram showing details of a second speed control circuit in the embodiment of the present invention.

FIG. 7 is a block diagram showing details of a friction model circuit according to the embodiment of the present invention.

FIG. 8 is an operation explanatory diagram illustrating an operation of friction compensation according to the present invention.

FIG. 9 is a block diagram showing a first detailed embodiment of the friction correction circuit according to the embodiment of the present invention.

FIG. 10 is an operation explanatory diagram of the friction correction circuit of FIG. 9;

FIG. 11 is a block diagram showing details of a torque control circuit according to the embodiment of the present invention.

FIG. 12 is a block diagram of a motor position control device according to a second embodiment of the present invention.

FIG. 13 is a block diagram showing details of a friction model circuit according to the embodiment of the present invention.

FIG. 14 is a block diagram of an electric motor position control device according to a third embodiment of the present invention.

FIG. 15 is a block diagram showing a second detailed embodiment of the friction correction circuit according to the embodiment of the present invention.

FIG. 16 is a block diagram of a motor position control device according to a fourth embodiment of the present invention.

FIG. 17 is a block diagram of a motor position control device according to a fifth embodiment of the present invention.

FIG. 18 is a block diagram showing a second detailed embodiment of the first speed control circuit in the embodiment of the present invention.

FIG. 19 is a block diagram showing a second detailed embodiment of the simulation circuit of the electric motor according to the embodiment of the present invention.

FIG. 20 is a block diagram showing a first detailed embodiment of the correction circuit according to the embodiment of the present invention;

FIG. 21 is a block diagram of an electric motor position control device according to a sixth embodiment of the present invention.

FIG. 22 is a block diagram of a position control device for an electric motor according to a seventh embodiment of the present invention.

FIG. 23 is a block diagram showing a second detailed embodiment of the correction circuit according to the embodiment of the present invention.

FIG. 24 is a block diagram of an electric motor position control device according to an eighth embodiment of the present invention.

FIG. 25 is a block diagram of a motor position control device according to a ninth embodiment of the present invention.

FIG. 26 is a block diagram showing a third detailed embodiment of the friction correction circuit according to the embodiment of the present invention.

FIG. 27 is a diagram illustrating the operation of the friction correction circuit of FIG. 26;

FIG. 28 is a block diagram of a motor position control device according to a tenth embodiment of the present invention.

FIG. 29 is a block diagram showing a fourth detailed embodiment of the friction correction circuit according to the embodiment of the present invention.

30 is an explanatory diagram of the operation of the friction correction circuit of FIG. 29.

FIG. 31 is a block diagram of a motor position control device according to an eleventh embodiment of the present invention.

FIG. 32 is an explanatory diagram of an operation of the friction storage circuit according to the embodiment of the present invention.

FIG. 33 is a block diagram of a motor position control device according to a twelfth embodiment of the present invention.

FIG. 34 is an explanatory diagram of the operation of the friction storage circuit in FIG. 33.

FIG. 35 is another operation explanatory diagram of the friction storage circuit in FIG. 33;

FIG. 36 is a block diagram of a motor position control device according to a thirteenth embodiment of the present invention.

FIG. 37 shows Embodiment 13 and Embodiment 1 of the present invention.
Fourth, fifteenth, sixteenth, and seventeenth embodiments
3 is a block diagram showing a detailed embodiment of the position control circuit in FIG.

FIG. 38 shows a thirteenth embodiment and a first embodiment of the present invention.
Fourth, fifteenth, sixteenth, and seventeenth embodiments
FIG. 3 is a block diagram showing a detailed embodiment of a speed control circuit in FIG.

FIG. 39 is a block diagram showing a detailed embodiment of a compensation torque control circuit according to Embodiment 13 of the present invention.

FIG. 40 is an operation explanatory diagram of the compensation torque control circuit in the thirteenth embodiment of the present invention.

FIG. 41 shows Embodiment 13 and Embodiment 1 of the present invention;
Fourth, fifteenth, sixteenth, and seventeenth embodiments
3 is a block diagram showing a detailed embodiment of a torque control circuit in FIG.

FIG. 42 is a block diagram of a motor position control device according to a fourteenth embodiment of the present invention.

FIG. 43 is a block diagram showing a reference value adjusting circuit according to Embodiment 14 of the present invention;

FIG. 44 is a block diagram of a motor position control device according to a fifteenth embodiment of the present invention.

FIG. 45 is a block diagram showing a reference value adjusting circuit according to Embodiment 15 of the present invention.

FIG. 46 is a block diagram of a motor position control device according to a sixteenth embodiment of the present invention.

FIG. 47 is a block diagram showing a reference value adjusting circuit according to Embodiment 16 of the present invention.

FIG. 48 is a block diagram of a motor position control device according to a seventeenth embodiment of the present invention.

FIG. 49 is a block diagram showing a conventional motor position control device according to a first example.

FIG. 50 is a block diagram showing a conventional electric motor position control device according to a second example.

[Explanation of symbols]

 1. 1. Rotation angle command signal generation circuit First position control circuit 2a. 2. Position control circuit First speed control circuit 3a. Speed control circuit 4. Simulation circuit of electric motor 5, 64. Low-pass filter 6. Correction circuit 7. 7. Friction model circuit Friction correction circuit 9. Second speed control circuit 10. The second position control circuits 11, 11a. 11. Torque control circuit Electric motor 13. 13. Torque transmission mechanism Load machine 15. Rotation detector 16. Coefficient unit 17. Adder 18. Coefficient unit 19. Adder 20. Coefficient unit 21. Integrator 22. Integrator 23. Integrator 24. Coefficient unit 25. Subtractor 26. Coefficient unit 27. Integral term preset circuit 28. Adder / subtractor 29. Coefficient unit 30. Integrator 31. Coefficient unit 32. Adder 33. Current detector 34. Current control circuit 35. Motor simulation circuit 36. Adder 37. Adder / subtractor 38. Multiplier 39. Polarity discrimination circuit 40. Integrator 41. Adder 42. Coefficient unit 43. Limiter circuit 44. Limit value preset circuit 45. Friction model circuit 46. First speed control circuit 47. Second speed control circuit 48. Torque control circuit 60. Compensation torque control circuit 61.62, 63. Reference value adjustment circuit

────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI G05D 3/12 306 G05D 3/12 306R 13/62 13/62 E (72) Inventor Tetsuaki Nagano 2-chome Marunouchi, Chiyoda-ku, Tokyo No. 2-3 Inside Mitsubishi Electric Corporation (72) Inventor Fumio Kumazaki 2-6-1, Otemachi, Chiyoda, Tokyo Inside Mitsubishi Electric Engineering Co., Ltd. (56) References JP-A-6-165550 (JP, A) JP-A-6-30578 (JP, A) JP-A-1-92813 (JP, A) JP-A-4-17591 (JP, A) JP-A-3-107383 (JP, A) JP-A-7-13631 (JP, A) JP-A-7-28527 (JP, A) WO 90/12448 (WO, A1) (58) Fields investigated (Int. Cl. ⁷ , DB name) H02P 5/00 G05B 13/04 G05D 3/12 G05D 13/62

Claims (15)

(57) [Claims] A speed command means for outputting a torque signal for commanding a predetermined speed of the electric motor; a rotation detector for detecting the rotation of the electric motor; A compensation torque output means for outputting a Coulomb friction compensation torque signal to correct the rotation of the motor;
Torque signal, and separate from the first torque signal.
Control the rotation of the motor based on the rotation detection of the detector.
Speed control means for outputting a second torque signal,
Second torque signal from the degree control means, the speed command means
Torque signal from the motor and the compensation torque output means
Of Coulomb friction to correct the rotation of the motor from above
Adds the torque signal as input and, based on the result of the addition,
And a first adder for rotating the electric motor. 2. A speed commanding means, comprising: a rotation angle command signal generating circuit for outputting a rotation angle command signal; and a rotation angle command signal output from the rotation angle command signal generating circuit, having one input; And a first position control circuit for outputting a first speed command signal based on the other input, a first speed command signal as one input, and a first torque based on the one input and the other input. A first speed control circuit for outputting a signal, a simulated rotation angle signal being output to the other input of the first position control circuit based on the first torque signal, and a simulated speed signal being output to the first input; speed control circuit of the other and simulating circuit of the motor to be output to the input, the control device of the motor according to claim 1, characterized in that with a. 3. The rotation detector outputs an actual rotation angle signal and an actual speed signal, and the speed control means outputs the actual rotation angle signal detected by the rotation detector and an output from a simulation circuit of the electric motor. A second position control circuit for outputting a second speed command signal based on the simulated rotation angle signal, the second speed command signal, the actual speed signal detected by the rotation detector, and the output from the motor simulation circuit. A second speed control circuit that outputs a second torque signal based on the simulated speed signal,
The control device for an electric motor according to claim 2, further comprising: 4. A friction model circuit for outputting a compensation torque signal obtained by processing a real speed signal from a rotation detector or a simulated speed signal from a simulation circuit of an electric motor using predetermined parameters. A Coulomb friction component is extracted based on a first torque signal from the first speed control circuit and a simulated speed signal from a motor simulation circuit, and a parameter correction signal for correcting a parameter in the friction model circuit is output based on the extracted Coulomb friction component. The motor control device according to claim 2 or 3, further comprising: 5. The motor control device according to claim 4 , wherein the compensation torque output means includes a correction circuit for correcting inertia of the motor simulation circuit. 6. A correction circuit, comprising: an adder / subtractor that outputs a difference between an added value of a simulated speed signal and a second speed command signal and an actual rotation angular speed signal; and a polarity signal based on the first torque signal. A polarity discriminating circuit that outputs, a multiplier that multiplies the polarity signal output from the polarity discriminating circuit by a deviation from the adder / subtractor, and an integrator that integrates an output of the multiplier.
6. The motor control device according to claim 5 , further comprising: an adder that adds an output of the integrator to an initial value of inertia and outputs inertia to the motor simulation circuit. 7. The friction correction circuit, first the first motor control apparatus of claims 4 to 6, wherein the inputting the torque signal through a low-pass filter from the speed control circuit. 8. A friction correction circuit outputs first to third state flags based on a simulated speed signal output from a simulation circuit of the electric motor and a first torque signal output from a first speed control circuit. A first sample-and-hold circuit that samples and holds a torque command signal output from the adder at a rising edge of a first state flag, and outputs a first sample-torque signal; A second sample-and-hold circuit that samples and holds the torque command signal output from the adder at the falling edge of the second status flag and outputs a second sampled torque signal; A third sample and hold circuit that samples and holds a torque command signal output from the adder at a falling edge and outputs a third sample torque signal; A calculator that outputs an average value of the second sample torque signal and the third sample torque signal, and a subtraction that outputs a deviation between the output of the calculator and the first sample torque signal. And a fourth sample and hold circuit that samples and holds the deviation at the falling edge of the status flag 1 and outputs a parameter correction signal.
The control device for an electric motor according to any one of claims 4 to 7 . 9. A friction correction circuit comprising: a determination circuit for outputting a state flag based on a simulated speed signal output from a simulation circuit of an electric motor and a first torque signal output from a first speed control circuit; Sample and hold the torque command signal output from the adder at the rising edge of the first sampler and output the sampled torque signal.
A hold circuit, a torque command signal, and a sample torque signal T output from the first sample / hold circuit;
A subtractor that outputs a deviation from S, a second sample and hold circuit that samples and holds the deviation at the falling edge of the status flag, and outputs a parameter correction value, a torque command signal and a second sample and A subtractor that outputs a deviation from the friction model correction value output from the hold circuit,
The deviation at the falling edge of the state flag to sample and hold, a third sample and hold circuit and, characterized by comprising the claims 4 to 7, wherein the electric motor for outputting the integral term correction value Control device. 10. A friction correction circuit comprising: a determination circuit for outputting status flags 1 to 3 based on a simulated speed signal output from a simulation circuit of a motor and a first torque signal output from a first speed control circuit; Sample the torque command signal output from the adder at the rising edge of status flag 1.
A first sample / hold circuit for holding and outputting a first sample / torque signal; and outputting a deviation between a torque command signal and a first sample / torque signal output from the first sample / hold circuit. A second sample-and-hold circuit that samples and holds a deviation from the subtractor at the falling edge of the status flag 2 and outputs a second sample torque signal. The second sample output from the hold circuit
A subtractor that outputs a deviation between the torque signal and the torque command signal; and a third sample that samples and holds the deviation from the subtractor at the rising edge of the status flag 3 and outputs a third sample torque signal.・ Hold circuit,
An adder for outputting an added value of the torque command signal and the third sample / torque signal output from the third sample / hold circuit; and an addition value obtained by the adder at the falling edge of the status flag 1 A fourth sample and hold circuit that samples and holds and outputs a parameter correction value, a subtractor that outputs a deviation between a torque command signal and a friction model correction value output from the fourth sample and hold circuit, the deviation from the subtracter at the falling edge of the state flag 1 to sample and hold, and sample hold circuit 5 for outputting the integral term correction value, characterized by comprising the claims 4 to wherein Item 8. The control device for an electric motor according to Item 7 . 11. A friction model circuit for outputting a compensation torque signal obtained by processing an actual speed signal from a rotation detector using predetermined parameters, and a rotation angle command from a rotation angle command signal generation circuit. storing friction amount data corresponding to the signal, claim 2 or請characterized by comprising a friction storage circuit for outputting a parameter modification signal for modifying the parameters in the friction model circuit based on this, the <br The control device for a motor according to claim 3 . 12. A friction model circuit comprising: a coefficient unit for proportionally amplifying an actual speed signal output from a rotation detector or a simulated speed signal output from a simulation circuit of an electric motor; And a limit value preset circuit for correcting a limit value of the limiter circuit when given a parameter correction signal output from the friction correction circuit. the motor controller of claim 4 through claim 11, wherein the. 13. The compensation torque output means compares a command element of the torque signal output from the speed command means with an actual detection element which is the same kind of element as the command element and which is detected by the rotation detector. 2. The control device for an electric motor according to claim 1, wherein a compensation torque signal for Coulomb friction is output to correct the rotation of the electric motor based on the comparison result based on a predetermined reference. 14. The motor control device according to claim 1, wherein the predetermined reference value is corrected based on a comparison between the command element and the actual detection element. 15. command elements and same type of elements to each other are compared in real detection element is a rotation angle signal, according to claim 13 or claims, characterized in that each rotational angle command signal and the actual rotation angle signal Item 15. The control device for an electric motor according to item 14.