JP5625947B2 - Motor control device and electric power steering device using the same - Google Patents

Description

  The present invention relates to a motor control device and an electric power steering device using the same.

  2. Description of the Related Art Conventionally, a motor control device that controls driving of a brushless motor generally adjusts a current supplied to a motor based on a detection value by a rotation angle sensor that detects a rotation angle of the motor. Here, the resolver used as a rotation angle sensor is generally expensive, has a problem of a large number of wires and a large installation space. Therefore, in the motor control device described in Patent Document 1, in the first mode, the rotation angle sensor is operated by calculating the addition angle based on the output value of the torque sensor and supplying current to the motor based on the addition angle. The sensor can be controlled without using a sensor. In the second mode, a voltage applied to the motor terminal (hereinafter referred to as “motor voltage” as appropriate) and a current flowing through the motor (hereinafter referred to as “motor current” as appropriate) are detected, and the detected voltage value and The induced voltage generated in the motor is estimated based on the current value. Then, by estimating the rotation angle of the motor from the estimated induced voltage and supplying a current to the motor based on the estimated rotation angle, the motor can be controlled without using the rotation angle sensor.

JP 2010-178546 A

By the way, when abnormality such as disconnection occurs in the winding of the motor, it becomes impossible to control the motor, and it is necessary to stop the control of the motor. Therefore, a means for detecting an abnormality in the motor winding is desired.
In the case of a motor having a rotation angle sensor, it is possible to detect an abnormality in the motor winding based on, for example, “a rotation angular velocity calculated based on the rotation angle of the motor detected by the rotation angle sensor”. On the other hand, when the motor rotation angle is estimated based on the motor voltage and motor current and the motor is controlled without the sensor as in the control in the second mode described above, the following problems occur when detecting an abnormality in the motor winding. May occur.

  When the motor is controlled without a sensor, the “motor rotational angular velocity” is calculated (estimated) based on the rotational angle estimated based on the motor voltage and the motor current. Here, when a disconnection occurs in the motor winding, the motor current becomes zero and the motor voltage increases by feedback control. As a result, the calculated “motor rotational angular velocity” takes a large value regardless of the actual motor rotational angular velocity. For this reason, it cannot be determined whether the “rotational angular velocity” is increased due to the wire breakage or whether the “rotational angular velocity” is increased because the motor is actually rotating at a high speed. Therefore, if the “rotational angular velocity” estimated based on the motor voltage is used to determine the abnormality of the motor winding, there is a risk that erroneous detection or detection becomes impossible.

  The present invention has been made in view of the above-described problem, and drives a motor without using a rotation angle detection means, and can reliably detect abnormality in the winding of the motor at this time, and electric power steering To provide an apparatus.

The invention described in claim 1 is a motor control device that controls a motor driven by electric power supplied from a power supply, and includes a drive circuit, a control unit, a current detection unit, and a torque detection unit. The motor to be controlled by the motor control device of the present invention is a motor having a stator, a rotor provided so as to be rotatable relative to the stator, and a winding wound around the stator so as to form a plurality of phases. . The drive circuit is provided between the power supply and the motor, and supplies drive power to the motor based on the power supply voltage of the power supply. The control unit controls the motor by controlling the drive circuit. The current detection means detects a current flowing in the motor winding. The torque detection means detects a steering torque applied to the drive target driven by the motor.

The control unit includes command torque calculation means, addition angle calculation means, control angle calculation means, first control signal generation means, first drive means, and first abnormality detection means. The command torque calculator calculates a command torque to be applied to the drive target. The addition angle calculation means calculates the addition angle based on the steering torque detected by the torque detection means and the command torque. The control angle calculation means calculates the current value of the control angle by adding the addition angle for each predetermined calculation cycle to the previous value of the control angle, which is a control rotation angle. The first control signal generation means generates a first control signal based on the current detected by the current detection means and the control angle. The first drive means drives the motor by controlling the drive circuit with the first control signal. The first abnormality detection means is based on the addition angle which is a value irrelevant to the current flowing through the motor or the voltage applied to the motor terminal , the current detected by the current detection means, and the value of the first control signal. Detect motor winding abnormalities. And the control part can detect the abnormality of the winding of the motor by the first abnormality detecting means when the motor is driven by the first driving means.

As described above, the first drive means controls the motor based on the steering torque detected by the torque detection means. That is, no rotation angle detection means such as a rotation angle sensor for detecting the rotation angle of the motor is required. Therefore, in the present invention, the motor can be controlled without a sensor (without a rotation angle sensor).

Further, the first abnormality detection means detects an abnormality in the motor winding based on the addition angle calculated based on the steering torque. Here, since the addition angle is a value unrelated to the current flowing through the motor or the voltage applied to the motor terminal, even if the winding of the motor is broken and the current or voltage fluctuates, it is affected by this. There is nothing. Therefore, the first abnormality detecting means can reliably detect the disconnection abnormality of the motor during the sensorless control.

  As described above, in the present invention, a motor that does not include a rotation angle detection unit such as a rotation angle sensor or a motor that includes a rotation angle detection unit but has a malfunction in the rotation angle detection unit is sensorless (rotation angle) by the first drive unit. Even if an abnormality such as disconnection occurs in the motor winding at this time, the abnormality in the winding can be reliably detected.

  The invention according to claim 2 further includes a rotation angle detecting means for detecting the rotation angle of the motor. The control unit of the present invention includes a rotational angular velocity calculation unit, a second control signal generation unit, a second drive unit, and a second abnormality detection unit. The rotation angular velocity calculation means calculates the rotation angular velocity of the motor (rotor) based on the rotation angle detected by the rotation angle detection means. The second control signal generation means generates a second control signal based on the current detected by the current detection means and the rotation angle. The second drive means drives the motor by controlling the drive circuit with the second control signal. The second abnormality detection means detects abnormality of the winding based on the rotation angular velocity, the current detected by the current detection means, and the value of the second control signal. When the rotation angle detection means is normal, the control unit drives the motor by the second drive means, and at this time, the second abnormality detection means can detect an abnormality in the motor winding. On the other hand, when the rotation angle detecting means is abnormal, the motor is driven by the first driving means, and at this time, the abnormality of the winding of the motor can be detected by the first abnormality detecting means.

  As described above, when the rotation angle detection unit is normal, the control unit controls the motor based on the rotation angle of the motor detected by the rotation angle detection unit by the second drive unit. On the other hand, when the rotation angle detection unit is abnormal, the first drive unit controls the motor without a sensor based on the addition angle. Therefore, in the present invention, even if the rotation angle detection means breaks down during the motor drive control, the control can be continued without stopping the motor control.

In addition, when the motor is being driven by the second drive unit, the control unit is configured to detect the motor based on the rotation angular velocity calculated by the second abnormality detection unit based on the rotation angle of the motor detected by the rotation angle detection unit. Detect winding abnormality. On the other hand, when the motor is driven by the first drive means, the first abnormality detection means detects an abnormality in the motor winding based on the addition angle calculated based on the steering torque. As described above, according to the present invention, it is possible to reliably detect abnormality in the winding of the motor regardless of whether the rotation angle detecting means is normal or abnormal.

  The invention described in claim 3 further includes voltage detection means capable of detecting a voltage applied to the drive circuit. Thereby, the first abnormality detection means, for example, based on the voltage detected by the voltage detection means in addition to the addition angle, the current detected by the current detection means, and the value of the first control signal, It is possible to detect abnormal windings. Therefore, when the motor is controlled by the first drive means, that is, when the motor is controlled without a sensor, the accuracy of detecting an abnormality in the winding of the motor can be further increased.

  Further, the second abnormality detection means, for example, based on the voltage detected by the voltage detection means in addition to the rotation angular velocity, the current detected by the current detection means, and the value of the second control signal, Winding abnormality can be detected. Therefore, it is possible to further improve the accuracy of detecting an abnormality in the motor winding when the motor is controlled by the second driving means.

  The invention according to claim 4 is an invention of an electric power steering apparatus comprising: the motor control device according to any one of claims 1 to 3; and the motor that outputs an assist torque related to steering. As described above, the motor control device according to any one of claims 1 to 3 can reliably detect an abnormality in the winding of the motor even when the motor is controlled without a sensor. Therefore, the present invention is particularly suitable for an electric power steering apparatus that needs to stop driving control of a motor when an abnormality occurs in the winding of the motor.

The schematic diagram which shows the electric power steering apparatus and steering system to which the motor control apparatus by 1st Embodiment of this invention is applied. The schematic diagram which shows the motor made into the control object by the motor control apparatus by 1st Embodiment of this invention. It is a figure which shows the control part of the motor control apparatus by 1st Embodiment of this invention, Comprising: The figure for demonstrating the action | operation when a rotation angle detection means is normal. It is a figure which shows the control part of the motor control apparatus by 1st Embodiment of this invention, Comprising: The figure for demonstrating the action | operation when a rotation angle detection means is abnormal. The flowchart which shows the control of the motor by the motor control apparatus by 1st Embodiment of this invention, and the process which detects abnormality of the winding of a motor. The flowchart which shows the control of the motor by the motor control apparatus by 1st Embodiment of this invention, and the process which detects the abnormality of the winding of a motor. The schematic diagram which shows the electric power steering apparatus and steering system to which the motor control apparatus by 2nd Embodiment of this invention is applied.

  Hereinafter, a motor control device according to the present invention will be described with reference to the drawings. Note that, in a plurality of embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.

(First embodiment)
FIG. 1 shows a motor control device according to a first embodiment of the present invention and an electric power steering device using the same. FIG. 1 is a diagram illustrating an overall configuration of a steering system 90 including an electric power steering device 2 that employs a motor control device 1.

The motor control device 1 drives and controls the motor 10. The motor control device 1 is employed together with the motor 10 in the electric power steering device 2 for assisting (assisting) the steering operation (steering) of the vehicle.
A pinion gear 96 is provided at the tip of the steering shaft 92, and the pinion gear 96 meshes with the rack shaft 97. A pair of wheels 98 are rotatably connected to both ends of the rack shaft 97 via tie rods or the like. As a result, when the driver rotates the handle 91, the steering shaft 92 connected to the handle 91 rotates, and the rotational motion of the steering shaft 92 is converted into the linear motion of the rack shaft 97 by the pinion gear 96. The pair of wheels 98 are steered so as to have an angle corresponding to the linear motion displacement.

The electric power steering apparatus 2 includes a motor 10 that outputs an assist torque related to steering, a reduction gear 94 that reduces the rotation of the motor 10 and transmits the rotation to the steering shaft 92, and the motor control apparatus 1.
The motor 10 to be controlled by the motor control device 1 of the present embodiment is a three-phase brushless motor. As shown in FIG. 2, the motor 10 includes a substantially cylindrical stator 11, a rotor 12 as a field provided to be relatively rotatable with respect to the stator 11, and windings 13, 14, 15 wound around the stator 11. have. The windings 13, 14, and 15 correspond to the U phase, the V phase, and the W phase, respectively.

Three-phase fixed coordinates (UVW coordinate system) are defined in which the U-axis, V-axis, and W-axis are taken in the direction of the windings 13, 14, and 15 of each phase. Further, a two-phase rotational coordinate system (dq coordinate system: d axis (magnetic pole axis) in the magnetic pole direction of the rotor 12 and q axis (torque axis) in the direction perpendicular to the d axis in the rotation plane of the rotor 12. (A real rotating coordinate system) is defined. The dq coordinate system is a rotating coordinate system that rotates with the rotor 12. In the dq coordinate system, since only the q-axis current contributes to the torque generation of the rotor 12, the d-axis current may be set to zero and the q-axis current may be controlled according to the desired torque. The rotation angle (rotor angle) θ _M of the motor 10 (rotor 12) is the rotation angle of the d axis with respect to the U axis. The dq coordinate system is an actual rotating coordinate system according to the rotor angle θ _M. By using the rotor angle θ _M , coordinate conversion can be performed between the UVW coordinate system and the dq coordinate system.

In the present embodiment, when the motor 10 is controlled, a control angle θ _C representing a control rotation angle is defined. The control angle θ _C is a virtual rotation angle with respect to the U axis. A virtual two-phase rotation coordinate system (γδ coordinate system: virtual rotation coordinate system) is defined with a virtual axis corresponding to the control angle θ _C as a γ axis and an axis advanced by 90 ° with respect to the γ axis as a δ axis. Defined. When the control angle θ _C is equal to the rotor angle θ _M , the γδ coordinate system that is the virtual rotation coordinate system and the dq coordinate system that is the actual rotation coordinate system coincide. That is, the γ-axis as the virtual axis matches the d-axis as the real axis, and the δ-axis as the virtual axis matches the q-axis as the real axis. The γδ coordinate system is a virtual rotating coordinate system according to the control angle θ _C. Coordinate conversion between the UVW coordinate system and the γδ coordinate system can be performed using the control angle θ _C.

Here, the difference between the control angle θ _C and the rotor angle θ _M is defined as a load angle θ _L (= θ _C −θ _M ). If the gamma-axis current I _gamma based on the control angle theta _C is supplied to the motor 10, and the gamma-axis current I contributing q-axis current is torque generation of the rotor 12 I _q (orthogonal projection to the q-axis) q-axis component of the _gamma Become. That is, the relationship of the following formula (1) is established between the γ-axis current I _γ and the q-axis current I _q .
I _q = I _γ · sin θ _L (1)

Next, the configuration of the motor control device 1 will be described. As shown in FIG. 1, the motor control device 1 includes an inverter unit 20 as a drive circuit, a microcomputer 30 as a control unit, a current sensor 81 as a current detection unit, a torque sensor 82 as a torque detection unit, and a rotation angle detection unit. Rotation angle sensor 83 and a voltage sensor 84 as voltage detection means.
The inverter unit 20 has a plurality of switching elements (not shown) such as MOS. In the present embodiment, the inverter unit 20 has six switching elements, and these switching elements correspond to one phase in pairs. The inverter unit 20 is provided between a battery (not shown) as a power source and the motor 10 and supplies driving power (phase current) to the motor 10 based on the power source voltage of the battery. The microcomputer 30 controls the motor 10 by controlling the inverter unit 20.

In the present embodiment, the microcomputer 30 is connected with a current sensor 81, a torque sensor 82, a rotation angle sensor 83, a voltage sensor 84, a rudder angle sensor 85, a vehicle speed sensor (not shown), and the like.
The current sensor 81 is provided between the inverter unit 20 and the motor 10 and detects a current flowing through the winding of the motor 10.

  The torque sensor 82 is provided in the torsion bar 93 that connects the upper part (the handle 91 side) part and the lower part of the steering shaft 92, and outputs a detection value corresponding to the twist angle of the torsion bar 93. The twist angle includes an angle (steering angle) due to a force applied by the driver to the upper part (the handle 91 side) of the steering shaft 92 and a force (assist) applied from the motor 10 to the lower part of the steering shaft 92. It is the difference from the angle (assist angle) by torque. A value corresponding to this angle difference is detected as the steering torque and is output from the torque sensor 82 (hereinafter, the detection value output from the torque sensor 82 is appropriately referred to as “detected steering torque T”).

In the present embodiment, the rotation angle sensor 83 is a general resolver and is provided in the vicinity of the rotor 12 of the motor 10. Thereby, the rotation angle sensor 83 can detect the rotation angle of the rotor 12 (rotor angle θ _M ).
The voltage sensor 84 is provided in the inverter unit 20 and can detect a voltage applied to the inverter unit 20.

The steering angle sensor 85 is provided on the upper part (the handle 91 side) of the steering shaft 92 and detects the rotation angle (steering angle) of the part.
A vehicle speed sensor (not shown) detects the speed of the vehicle on which the electric power steering device 2 is mounted.
The microcomputer 30 controls the motor 10 by controlling the driving power supplied from the inverter unit 20 to the motor 10 based on the output value of each sensor described above.

Next, control of the motor 10 by the microcomputer 30 will be described.
When the rotation angle sensor 83 is normal, the microcomputer 30 controls the motor 10 based on the detection value (rotor angle θ _M ) of the rotation angle sensor 83. On the other hand, when the rotation angle sensor 83 is abnormal (in the case of failure or the like), the motor 10 is controlled based on the detection value of the torque sensor 82 instead of the detection value of the rotation angle sensor 83.

First, control of the motor 10 when the rotation angle sensor 83 is normal will be described with reference to FIG. Here, the microcomputer 30 includes an instruction current value generation unit 31, a current deviation calculation unit 32, a three-phase two-phase conversion unit 33, a PI control unit 34, a two-phase three-phase conversion unit 35, a PWM control unit 36, and the like.
The command current value generation unit 31 generates a current value to be passed through the coordinate axes of the dq coordinate system as a command current value. Specifically, a d-axis command current value I _d ^* and a q-axis command current value I _q ^* (hereinafter, collectively referred to as “two-phase command current value I _dq ^* ”) are generated. More specifically, the command current value generation unit 31 sets the q-axis command current value I _q ^* to a significant value and sets the d-axis command current value I _d ^* to zero. More specifically, the command current value generation unit 31 sets the q-axis command current value I _q ^* based on the detected steering torque T detected by the torque sensor 82.

A setting example of the q-axis command current value I _q ^* with respect to the detected steering torque T is shown in a rectangle indicated by reference numeral 31 in FIG. For the detected steering torque T, for example, the torque for steering in the right direction is a positive value, and the torque for steering in the left direction is a negative value. The q-axis command current value I _q ^* is a positive value when assist torque for steering in the right direction from the motor 10 should be generated, and when assist torque for steering in the left direction from the motor 10 should be generated. Negative value. The q-axis command current value I _q ^* takes a positive value for a positive value of the detected steering torque T, and takes a negative value for a negative value of the detected steering torque T. When the detected steering torque T is a minute value within a predetermined range (torque dead zone), the q-axis command current value I _q ^* is set to zero. The q-axis command current value I _q ^* is set to have a smaller absolute value as the vehicle speed detected by the vehicle speed sensor increases. As a result, a large assist torque can be generated during low speed travel, and the assist torque can be reduced during high speed travel.

The current deviation calculation unit 32 calculates the deviation of the two-phase detection current I _γδ (γ-axis detection current I _γ and δ-axis detection current I _δ ) from the instruction current value Idq ^* generated by the instruction current value generation unit 31. Specifically, the current deviation calculation unit 32 calculates the deviation I _d ^* −I _γ of the γ-axis detected current I _{γ from} the d-axis command current value I _d ^* (= 0) and the q-axis command current value I _q ^* . The deviation I _q ^* −I _{δ of the} δ-axis detection current I _δ is calculated. The γ-axis detection current I _γ and the δ-axis detection current I _δ are supplied from the three-phase / two-phase conversion unit 33 to the current deviation calculation unit 32.

The three-phase to two-phase converter 33 converts the three-phase detection current I _UVW (U-phase detection current I _U , V-phase detection current I _V and W-phase detection current I _W ) of the UVW coordinate system detected by the current sensor 81 into two. It is converted into two-phase detection currents I _α and I _β (hereinafter referred to as “two-phase detection current I _αβ ” when they are collectively referred to) in the αβ coordinate system which is a phase-fixed coordinate system. Here, as shown in FIG. 2, the αβ coordinate system uses the rotation center of the rotor 12 as the origin, the α axis in the rotation plane of the rotor 12 and the β axis orthogonal to the axis (in FIG. 2, coaxial with the U axis). It is a fixed coordinate system. The three-phase to two-phase conversion unit 33 converts the two-phase detection current I _αβ into two-phase detection currents I _γ and I _δ in the γδ coordinate system (hereinafter, these are collectively referred to as “two-phase detection current I _γδ ”). Convert. These are supplied to the current deviation calculation unit 32. Note that the rotation angle of the motor 10 detected by the rotation angle sensor 83, that is, the rotor angle θ _M is used for the coordinate conversion in the three-phase / two-phase conversion unit 33.

The PI control unit 34 performs a PI calculation on the current deviation calculated by the current deviation calculation unit 32 to thereby provide a two-phase command voltage V _γδ ^* (γ-axis command voltage V _γ ^* and δ-axis command to be applied to the motor 10. Voltage V _δ ^* ). This two-phase command voltage V _γδ ^* is given to the two-phase three-phase converter 35.
The two-phase / three-phase converter 35 converts the two-phase command voltage V _γδ ^* into the two-phase command voltage V _αβ ^* in the αβ coordinate system. For this coordinate conversion, the rotor angle θ _M detected by the rotation angle sensor 83 is used. The two-phase command voltage V _αβ ^* is composed of an α-axis command voltage V _α ^* and a β-axis command voltage V _β ^* . The two-phase / three-phase converter 35 generates a three-phase instruction voltage V _UVW ^* by performing a coordinate conversion operation on the two-phase instruction voltage V _αβ ^* . The three-phase command voltage V _UVW ^* includes a U-phase command voltage V _U ^* , a V-phase command voltage V _V ^*, and a W-phase command voltage V _W ^* . The three-phase instruction voltage V _UVW ^* is given to the PWM control unit 36.

The PWM control unit 36 includes a U-phase PWM control signal, a V-phase PWM control signal, and a W-phase PWM having a duty corresponding to the U-phase instruction voltage V _U ^* , the V-phase instruction voltage V _V ^*, and the W-phase instruction voltage V _W ^* , respectively. A control signal is generated and supplied to the inverter unit 20.
Since the switching elements constituting the inverter unit 20 are controlled by a PWM control signal supplied from the PWM control unit 36, a voltage corresponding to the three-phase instruction voltage V _UVW ^* is applied to the windings 13, 14 of each phase of the motor 10. 15 is applied. Thereby, the motor 10 is rotationally driven. Here, the current deviation calculation unit 32 and the PI control unit 34 constitute a current feedback control unit. By the action of this current feedback control means, the motor current flowing through the motor 10 is controlled so as to approach the two-phase command current value I _dq ^* .

Thus, when the rotation angle sensor 83 is normal, the microcomputer 30 controls the drive of the motor 10 based on the rotor angle θ _M detected by the rotation angle sensor 83. Here, the U-phase PWM control signal, the V-phase PWM control signal, and the W-phase PWM control signal described above correspond to the “second control signal” in the claims. Here, the PWM control unit 36 functions as “second control signal generation means” in the claims, and the microcomputer 30 functions as “second drive means” in the claims.

Next, control of the motor 10 when the rotation angle sensor 83 is abnormal will be described with reference to FIG. The case where the rotation angle sensor 83 is abnormal is, for example, a case where the rotation angle sensor 83 fails and the rotation angle sensor 83 can no longer detect the rotor angle θ _M.
Here, in addition to the command current value generation unit 31, the current deviation calculation unit 32, the three-phase two-phase conversion unit 33, the PI control unit 34, the two-phase three-phase conversion unit 35, and the PWM control unit 36, the microcomputer 30 performs a command steering. A torque setting unit 41, a torque deviation calculation unit 42, a PI control unit 43, a control angle calculation unit 44, an adder 45, and the like are included.

The command steering torque setting unit 41 sets the command steering torque T ^* based on the steering angle detected by the steering angle sensor 85 and the vehicle speed detected by the vehicle speed sensor. For example, as shown in the rectangle denoted by reference numeral 41 in FIG. 4, for example, when the rudder angle is a positive value (a state steered in the right direction), the command steering torque T ^* is a positive value (a torque in the right direction). When the steering angle is set to a negative value (steering leftward), the command steering torque T ^* is set to a negative value (torque to the left). Then, the command steering torque T ^* is set so that the absolute value of the steering angle increases as the absolute value of the steering angle increases. However, in this embodiment, the command steering torque T ^* is set within a range between a predetermined upper limit (positive value: for example +7 Nm) and a lower limit (negative value: for example −7 Nm). Further, the command steering torque T ^* is set such that the absolute value thereof decreases as the vehicle speed increases. That is, vehicle speed sensitive control is performed. When the steering angle is within a predetermined range, the command steering torque T ^* is zero. Here, the command steering torque setting unit 41 corresponds to “command torque calculation means” in the claims.

The torque deviation calculation unit 42 is configured such that the command steering torque T ^* set by the command steering torque setting unit 41 and the steering torque T detected by the torque sensor 82 (hereinafter referred to as “detected steering torque T” as appropriate for easy discrimination). A deviation (torque deviation) ΔT is obtained. The PI control unit 43 performs a PI calculation on the torque deviation ΔT. That is, the torque deviation calculation unit 42 and the PI control unit 43 constitute torque feedback control means for guiding the detected steering torque T to the command steering torque T ^* . The PI control unit 43 calculates the addition angle α for the control angle θ _C by performing PI calculation for the torque deviation ΔT. The detected steering torque T has a positive sign for the right steering torque and a negative sign for the left steering torque. Here, the PI control unit 43 corresponds to “adding angle calculation means” in the claims.

The control angle calculation unit 44 includes an adder 45. The adder 45 adds the addition angle α given from the PI control unit 43 to the previous value θ _C (n−1) of the control angle θ _C. That is, the control angle calculation unit 44 calculates the control angle θ _C every predetermined calculation cycle. Then, the control angle θ _C in the previous calculation cycle is set as the previous value θ _C (n−1), and the current value θ _C (n), which is the control angle θ _C in the current calculation cycle, is obtained. Here, the control angle calculation unit 44 corresponds to “control angle calculation means” in the claims.

The command current value generation unit 31 generates a current value to be passed through the coordinate axis (virtual axis) of the γδ coordinate system, which is a virtual rotation coordinate system corresponding to the control angle θ _C that is a control rotation angle, as the command current value. . Specifically, a γ-axis command current value I _γ ^* and a δ-axis command current value I _δ ^* (hereinafter, collectively referred to as “two-phase command current value I _γδ ^* ”) are generated. The command current value generation unit 31 sets the γ-axis command current value I _γ ^* to a significant value, while setting the δ-axis command current value I _δ ^* to zero. More specifically, the command current value generation unit 31 sets the γ-axis command current value I _γ ^* based on the detected steering torque T detected by the torque sensor 82.

A setting example of the γ-axis command current value I _γ ^* with respect to the detected steering torque T is shown in a rectangle indicated by reference numeral 31 in FIG. Here, a dead zone NR is set in a region where the detected steering torque T is near zero. The γ-axis command current value I _γ ^* rises steeply in a region outside the dead zone NR, and is set to be a substantially constant value above a predetermined torque. Thereby, when the driver is not operating the handle 91, the energization to the motor 10 is stopped, and unnecessary power consumption is suppressed.

The current deviation calculation unit 32 calculates the deviation of the two-phase detection current I _γδ (γ-axis detection current I _γ and δ-axis detection current I _δ ) from the instruction current value I _γδ ^* generated by the instruction current value generation unit 31. . Specifically, the current deviation calculation unit 32 performs the deviation I _γ ^* −I _γ of the γ-axis detected current I _{γ from} the γ-axis command current value I _γ ^* and the δ-axis command current value I _δ ^* (= 0). The deviation I _δ ^* −I _{δ of the} δ-axis detection current I _δ is calculated. The γ-axis detection current I _γ and the δ-axis detection current I _δ are given from the three-phase / two-phase conversion unit 33 to the current deviation calculation unit 32.

The three-phase to two-phase conversion unit 33 converts the three-phase detection current I _UVW in the UVW coordinate system detected by the current sensor 81 into the two-phase detection current I _αβ in the αβ coordinate system that is a two-phase fixed coordinate system. The three-phase to two-phase conversion unit 33 converts the two-phase detection current I _αβ to the two-phase detection current I _γδ in the γδ coordinate system. These are given to the current deviation calculation unit 32. The control angle θ _C calculated by the control angle calculation unit 44 is used for coordinate conversion in the three-phase / two-phase conversion unit 33.

The PI control unit 34 generates a two-phase instruction voltage V _γδ ^* to be applied to the motor 10 by performing a PI calculation on the current deviation calculated by the current deviation calculation unit 32. This two-phase command voltage V _γδ ^* is given to the two-phase three-phase converter 35.
The two-phase / three-phase converter 35 converts the two-phase command voltage V _γδ ^* into the two-phase command voltage V _αβ ^* in the αβ coordinate system. The control angle θ _C calculated by the control angle calculation unit 44 is used for this coordinate conversion. The two-phase / three-phase converter 35 generates a three-phase instruction voltage V _UVW ^* by performing a coordinate conversion operation on the two-phase instruction voltage V _αβ ^* . The three-phase instruction voltage V _UVW ^* is given to the PWM controller 36.

The PWM control unit 36 includes a U-phase PWM control signal, a V-phase PWM control signal, and a W-phase PWM having a duty corresponding to the U-phase instruction voltage V _U ^* , the V-phase instruction voltage V _V ^*, and the W-phase instruction voltage V _W ^* , respectively. A control signal is generated and supplied to the inverter unit 20.
Since the switching elements constituting the inverter unit 20 are controlled by a PWM control signal supplied from the PWM control unit 36, a voltage corresponding to the three-phase instruction voltage V _UVW ^* is applied to the windings 13, 14 of each phase of the motor 10. 15 is applied. Thereby, the motor 10 is rotationally driven. Here, the current deviation calculation unit 32 and the PI control unit 34 constitute a current feedback control unit. By the action of the current feedback control means, the motor current flowing through the motor 10 is controlled so as to approach the two-phase command current value I _γδ ^* .

As described above, the addition angle α is generated by the PI control with respect to the deviation (torque deviation) between the command steering torque T ^* and the detected steering torque T. It is obtained by adding the addition the addition angle alpha control angle theta previous value of _{C θ C (n-1)} , the current value of the control angle _{θ C θ C (n) =} θ C (n-1) + α is Desired. At this time, the deviation between the control angle θ _C and the actual rotor angle θ _M of the rotor 12 is the load angle θ _L = θ _C −θ _M.

Therefore, when the γ-axis current I _γ is supplied according to the γ-axis command current value I _γ ^* to the γ-axis (virtual axis) of the γδ coordinate system (virtual rotation coordinate system) according to the control angle θ _C , the q-axis current I _q = I _γ sin θ _L This q-axis current I _q contributes to the torque generated by the rotor 12. That is, a value obtained by multiplying the torque constant K _T of the motor 10 by the q-axis current I _q (= I _γ sin θ _L ) is used as the assist torque T _A (= K _T · I _γ sin θ _L ) via the reduction gear 94. Is transmitted to the steering shaft 92. _A value obtained by subtracting the assist torque TA from the load torque _TL from the steering shaft 92 is the steering torque T that the driver should apply to the steering wheel 91. As the steering torque T is fed back, the system operates so as to guide the steering torque T to the command steering torque T ^* . That is, the addition angle α is obtained so that the detected steering torque T matches the command steering torque T ^* , and the control angle θ _C is controlled accordingly.

In this way, while the current is passed through the γ-axis that is the virtual axis for control, the control angle θ _C is updated with the addition angle α obtained according to the deviation ΔT between the command steering torque T ^* and the detected steering torque T. As a result, the load angle θ _L changes, and torque corresponding to the load angle θ _L is generated from the motor 10. As a result, torque corresponding to the command steering torque T ^* set based on the steering angle and the vehicle speed can be generated from the motor 10, so that an appropriate assist torque corresponding to the steering angle and the vehicle speed is given to the steering shaft 92. be able to. That is, the steering assist control is executed such that the steering torque increases as the absolute value of the steering angle increases, and the steering torque decreases as the vehicle speed increases.

  Thus, when the rotation angle sensor 83 is abnormal, the microcomputer 30 drives and controls the motor 10 based on the addition angle α calculated based on the detected steering torque T detected by the torque sensor 82. That is, the microcomputer 30 can control the motor 10 without a sensor (without using the detection value of the rotation angle sensor 83). Here, the U-phase PWM control signal, the V-phase PWM control signal, and the W-phase PWM control signal described above correspond to the “first control signal” in the claims. Here, the PWM control unit 36 functions as “first control signal generation means” in the claims, and the microcomputer 30 functions as “first drive means” in the claims.

Next, drive control of the motor 10 by the microcomputer 30 and abnormality detection of the windings 13, 14, 15 of the motor 10 will be described with reference to FIGS. 5 and 6.
The series of processing shown in FIGS. 5 and 6 is started, for example, when the driver turns on the ignition key, that is, when the vehicle starts driving.

  In S101, the microcomputer 30 confirms whether or not the rotation angle sensor 83 is normal. If it is determined that the rotation angle sensor 83 is normal (S101: YES), the process proceeds to S102. On the other hand, when it is determined that the rotation angle sensor 83 is not normal, that is, the rotation angle sensor 83 is abnormal or the rotation angle sensor 83 has failed (S101: NO), the process is S201 (FIG. 6).

In S <b> 102, the microcomputer 30 starts drive control of the motor 10 based on the rotation angle of the motor 10. That is, after S102, the microcomputer 30 functions as the “second driving unit” described above, and drives and controls the motor 10 based on the rotation angle (rotor angle θ _M ) of the motor 10 detected by the rotation angle sensor 83. That is, when the rotation angle sensor 83 is normal, the motor 10 is controlled based on the detection value of the rotation angle sensor 83.

In S103, the microcomputer 30 determines whether or not the voltage applied to the inverter unit 20 is equal to or higher than a predetermined value Thpig. Here, the microcomputer 30 detects the voltage applied to the inverter unit 20 by the voltage sensor 84 (see FIG. 1), and uses the detected value for the determination. When the detection value by the voltage sensor 84 is equal to or greater than Thpig (S103: YES), the process proceeds to S104. On the other hand, when the value detected by the voltage sensor 84 is smaller than Thpig (S103: NO), the process proceeds to S106.
If YES is determined in S103, it means that a voltage equal to or higher than the predetermined value Thpig is applied to the inverter unit 20. In the present embodiment, Thpig is set to 13 (V), for example. In S103, the microcomputer 30 starts counting up the value Tab indicating the abnormal time. That is, after S103, the value of Tab increases with time.

In S104, the microcomputer 30 determines whether or not the rotational angular velocity of the motor 10 is equal to or less than a predetermined value Thω. Here, the microcomputer 30 functions as “rotational angular velocity calculation means” and calculates the rotational angular velocity of the motor 10 based on the rotational angle of the motor 10 detected by the rotational angle sensor 83. If the calculated rotational angular velocity is equal to or less than Thω (S104: YES), the process proceeds to S105. On the other hand, when the calculated rotational angular velocity is greater than Thω (S104: NO), the process proceeds to S106.
If YES is determined in S104, it means that the rotational angular velocity of the motor 10 is equal to or less than the predetermined value Thω. In the present embodiment, Thω is set to 1860 (deg / sec), for example.

In S105, the microcomputer 30 determines whether or not “the current flowing through the motor 10 is smaller than the predetermined value Thcur” and “the voltage command value to the inverter unit 20 is larger than the predetermined value Thvolup or smaller than the predetermined value Thvoldn”. Judging. Here, the microcomputer 30 detects the current flowing through the motor 10 by the current sensor 81 (see FIGS. 1 and 2), and uses the detected value for the determination. The voltage command value corresponds to the “second control signal” described above, that is, the U-phase PWM control signal, the V-phase PWM control signal, and the W-phase PWM control signal. The value is used for the determination. If it is determined that “the value detected by current sensor 81 is smaller than Thcur” and “the value of each PWM control signal is larger than Thvolup or smaller than Thvoldn” (S105: YES), the process proceeds to S107. On the other hand, if it is determined that “the value detected by the current sensor 81 is equal to or greater than Thcur” or “the value of each PWM control signal is equal to or greater than Thvoldn and equal to or less than Thvolup” (S105: NO), the process proceeds to S106. .
If YES is determined in S105, it means that the current flowing through the motor 10 is smaller than the predetermined value Thcur and the duty of each phase is widened. In this embodiment, Thcur is set to 10 (A), for example, Thvolup is set to 87 (%), and Thvoldn is set to 13 (%), for example.

  S106 is executed when NO is determined in S103, S104, and S105. In S106, the microcomputer 30 clears the value Tab indicating the abnormal time, that is, sets it to zero. Thereafter, the process returns to S103.

In S107, it is determined whether or not the abnormal time has exceeded a specified time. That is, the microcomputer 30 determines whether or not the value Tab indicating the abnormal time has reached a predetermined value. When it is determined that the Tab has reached the predetermined value (S107: YES), the process proceeds to S108. On the other hand, when it is determined that Tab is smaller than the predetermined value (S107: NO), the process returns to S103.
In S <b> 108, the microcomputer 30 determines that an abnormality such as disconnection has occurred in any of the windings 13, 14, and 15 of the motor 10.

  S201 is executed when NO is determined in S101 (see FIG. 6). In S201, the microcomputer 30 starts driving control of the motor 10 based on the calculated addition angle. That is, after S101, the microcomputer 30 functions as the “first drive unit” described above, and drives and controls the motor 10 based on the addition angle α calculated based on the detected steering torque T detected by the torque sensor 82. That is, when the rotation angle sensor 83 is abnormal, the motor 10 is controlled based on the detection value of the torque sensor 82.

In S202, the microcomputer 30 determines whether the voltage applied to the inverter unit 20 is equal to or higher than a predetermined value Thpig, similarly to the process in S103. When the detected value by the voltage sensor 84 is equal to or greater than Thpig (S202: YES), the process proceeds to S203. On the other hand, when the detected value by the voltage sensor 84 is smaller than Thpig (S202: NO), the process proceeds to S205.
If YES is determined in S202, it means that a voltage equal to or higher than the predetermined value Thpig is applied to the inverter unit 20. In the present embodiment, Thpig is set to 13 (V), for example. In S202, as in the process in S103, the microcomputer 30 starts counting up the value Tab indicating the abnormal time. That is, after S202, the value of Tab increases with time.

In S203, the microcomputer 30 determines whether the calculated addition angle is equal to or less than a predetermined value Thang. Here, the microcomputer 30 uses the addition angle (addition angle α calculated based on the detected steering torque T detected by the torque sensor 82) calculated for driving and controlling the motor 10 for the determination. When the addition angle α derived by the calculation is equal to or less than Change (S203: YES), the process proceeds to S204. On the other hand, when the addition angle α derived by the calculation is larger than Thang (S203: NO), the process proceeds to S205.
If YES is determined in S203, it means that the addition angle α is equal to or less than the predetermined value Change. In the present embodiment, Change is set to 7 (deg), for example.

In S204, the microcomputer 30 determines whether or not “the current flowing through the motor 10 is smaller than the predetermined value Thcur” and “the voltage command value to the inverter unit 20 is larger than the predetermined value Thvolup or smaller than the predetermined value Thvoldn”. Judging. Here, the microcomputer 30 detects the current flowing through the motor 10 by the current sensor 81 and uses the detected value for the determination. The voltage command value corresponds to the above-mentioned “first control signal”, that is, the U-phase PWM control signal, the V-phase PWM control signal, and the W-phase PWM control signal. The value is used for the determination. If it is determined that “the value detected by the current sensor 81 is smaller than Thcur” and “the value of each PWM control signal is larger than Thvolup or smaller than Thvoldn” (S204: YES), the process proceeds to S206. On the other hand, if it is determined that “the value detected by current sensor 81 is equal to or greater than Thcur” or “the value of each PWM control signal is equal to or greater than Thvoldn and equal to or less than Thvolup” (S204: NO), the process proceeds to S205. .
If YES is determined in S204, it means that the current flowing through the motor 10 is smaller than the predetermined value Thcur and the duty of each phase is widened. In this embodiment, Thcur is set to 10 (A), for example, Thvolup is set to 87 (%), and Thvoldn is set to 13 (%), for example.

  S205 is executed when NO is determined in S202, S203, and S204. In S205, the microcomputer 30 clears the value Tab indicating the abnormal time, that is, sets it to zero. Thereafter, the process returns to S202.

In S206, it is determined whether or not the abnormal time has exceeded a specified time. That is, the microcomputer 30 determines whether or not the value Tab indicating the abnormal time has reached a predetermined value. If it is determined that Tab has reached the predetermined value (S206: YES), the process proceeds to S207. On the other hand, when it is determined that Tab is smaller than the predetermined value (S206: NO), the process returns to S202.
In S <b> 207, the microcomputer 30 determines that an abnormality such as disconnection has occurred in any of the windings 13, 14, and 15 of the motor 10.

S109 is executed when it is determined in S108 or S207 that an abnormality such as disconnection has occurred in any of the windings 13, 14, and 15 of the motor 10. In S109, the microcomputer 30 stops the drive control of the motor 10. Thereby, the assist torque is not output from the motor 10, and the assist relating to the steering by the electric power steering device 2 is stopped. Here, in the present embodiment, the microcomputer 30 stores information relating to the failure of the motor 10 as diagnosis information, and informs the driver that the electric power steering device 2 has failed (the winding of the motor 10 is disconnected). Notice.
After S109, the microcomputer 30 ends the drive control process for the motor 10 and the abnormality detection process for the winding of the motor 10 shown in FIGS.

As described above, in the present embodiment, when the rotation angle sensor 83 is normal, the motor 10 is driven and controlled based on the detection value of the rotation angle sensor 83, and the winding of the motor 10 is based on the detection value of the rotation angle sensor 83. An abnormality can be detected. On the other hand, when the rotation angle sensor 83 is abnormal, the motor 10 is driven and controlled by calculating the addition angle based on the detection value of the torque sensor 82 without using the detection value of the rotation angle sensor 83 and the calculated addition angle. The abnormality of the winding of the motor 10 can be detected based on the above.
The microcomputer 30 functions as “second abnormality detection means” in claims in S103 to S108. Further, the microcomputer 30 functions as “first abnormality detecting means” in claims in S202 to S207.

As described above, in the present embodiment, when the rotation angle sensor 83 is normal, the microcomputer 30 functions as a “second drive unit”, and the rotation angle (rotor angle θ) of the motor 10 detected by the rotation angle sensor 83. _The motor 10 is controlled based on _M ). On the other hand, when the rotation angle sensor 83 is abnormal, the rotation angle sensor 83 functions as a “first drive unit” and is based on the addition angle α calculated based on the detected torque (detected steering torque T) detected by the torque sensor 82 (rotation angle sensor). The motor 10 is controlled sensorlessly (without using 83). Therefore, in the present embodiment, even if the rotation angle sensor 83 breaks down during the drive control of the motor 10, the control can be continued without stopping the control of the motor 10.

Further, the microcomputer 30 functions as “second abnormality detecting means” when functioning as “second driving means” and driving the motor 10, and the rotation angle (rotor angle) of the motor 10 detected by the rotation angle sensor 83. An abnormality in the winding of the motor 10 is detected based on the rotational angular velocity calculated based on θ _M ). On the other hand, when functioning as “first driving means” and driving the motor 10, it functions as “first abnormality detecting means” and is calculated based on the detected torque (detected steering torque T) detected by the torque sensor 82. Based on the added angle α or the like, the winding abnormality of the motor 10 is detected. Thus, in the present embodiment, the winding abnormality of the motor 10 can be reliably detected regardless of whether the rotation angle sensor 83 is normal or abnormal.

  As described above, when the microcomputer 30 functions as the “first abnormality detection unit”, based on the addition angle α calculated based on the detected torque (detected steering torque T) detected by the torque sensor 82, An abnormality in the winding of the motor 10 is detected. Here, the addition angle α is a value irrelevant to the current flowing through the motor 10 or the voltage applied to the terminal of the motor 10, so that even if the winding of the motor 10 is disconnected and the current or voltage fluctuates, It is not affected by this. Therefore, the microcomputer 30 can reliably detect the disconnection abnormality of the motor 10 during the sensorless control by functioning as the “first abnormality detection unit”.

  In the present embodiment, when the microcomputer 30 functions as the “second abnormality detection unit”, the microcomputer 30 is based on the rotation angular velocity of the motor 10, the current detected by the current sensor 81, and the value of the second control signal. (S104 and S105) Based on the voltage detected by the voltage sensor 84 (S103), the winding abnormality of the motor 10 is detected. Therefore, the accuracy of detecting an abnormality in the winding of the motor 10 when the motor 10 is controlled by functioning as “second driving means” can be further increased.

  In the present embodiment, when the microcomputer 30 functions as the “first abnormality detection means”, the microcomputer 30 is based on the addition angle derived by calculation, the current detected by the current sensor 81, and the value of the first control signal. In addition (S203 and S204), an abnormality in the winding of the motor 10 is detected based on the voltage detected by the voltage sensor 84 (S202). Therefore, it is possible to further improve the accuracy of detecting the winding abnormality of the motor 10 when the motor 10 is controlled by functioning as the “first driving unit”.

  In the above, the example which applies the motor control apparatus 1 by this embodiment to the electric power steering apparatus 2 was shown. The motor control device 1 can reliably detect an abnormality in the winding of the motor 10 even when the motor 10 is controlled without a sensor. Therefore, this embodiment is particularly suitable for the electric power steering apparatus 2 that needs to stop the drive control of the motor 10 when an abnormality occurs in the winding of the motor 10.

(Second Embodiment)
A motor control device according to a second embodiment of the present invention will be described.
FIG. 7 shows a motor control device according to a second embodiment of the present invention and an electric power steering device 2 using the same.

  As shown in FIG. 7, the motor control device according to the second embodiment controls a motor 10 that does not include a rotation angle sensor such as a resolver. That is, the microcomputer 30 does not receive a detection value from the rotation angle sensor.

  In the present embodiment, the microcomputer 30 adds the angle calculated based on the detected steering torque T detected by the torque sensor 82, as in “control of the motor 10 when the rotation angle sensor 83 is abnormal” in the first embodiment. The drive of the motor 10 is controlled based on α (see FIG. 4). That is, the microcomputer 30 controls the motor 10 without using a sensor (without using the detection value of the rotation angle sensor). At this time, the microcomputer 30 functions as the “first driving means” in the claims.

Further, in the present embodiment, the microcomputer 30 performs “first drive” as in “the abnormality detection process of the winding of the motor 10 when the motor 10 is driven and functions as the first drive unit” in the first embodiment. When the motor 10 is driven by functioning as “means”, the voltage detected by the voltage sensor 84, the addition angle derived by calculation, the current detected by the current sensor 81, and the value of the first control signal are used. An abnormality of the winding is detected (see FIG. 6, S202 to 207).
As described above, in this embodiment, the microcomputer 30 is sensorless (no rotation angle sensor) by functioning the motor 10 that does not include the rotation angle detection unit such as the rotation angle sensor as the “first drive unit”. At this time, even if an abnormality such as disconnection occurs in the winding of the motor 10, the abnormality of the winding can be reliably detected.

(Other embodiments)
In another embodiment of the present invention, when the microcomputer 30 determines in S101 that the rotation angle sensor 83 is abnormal or the rotation angle sensor 83 has failed (S101: NO), the rotation angle sensor It is good also as notifying the driver | operator that the rotation angle sensor 83 of the motor 10 is abnormal (it has broken down) while memorize | storing the information regarding 83 abnormality or a failure as diagnostic information.

  In the above-described embodiment, an inner rotor type brushless motor is exemplified as a motor to be controlled by the motor control device. On the other hand, in another embodiment of the present invention, an outer rotor type brushless motor in which a cylindrical rotor is disposed on the radially outer side of the stator may be controlled.

The present invention is not limited to a motor for an electric power steering device, but is applied to a motor for an electric pump type hydraulic power steering device, and other vehicle steering devices such as a steer-by-wire (SBW) system and a variable gear ratio (VGR) steering system. It may be used to control the motor used. Further, the present invention can be used not only for the vehicle steering apparatus but also for controlling a motor for other purposes.
Thus, the present invention is not limited to the above-described embodiments, and can be applied to various forms without departing from the gist thereof.

DESCRIPTION OF SYMBOLS 1 ... Motor controller 10 ... Motor 11 ... Stator 12 ... Rotors 13, 14, 15 ... Winding 20 ... Inverter part (drive circuit)
30... Microcomputer (control unit, command torque calculating means, addition angle calculating means, control angle calculating means, first control signal generating means, first driving means, first abnormality detecting means)
81... Current sensor (current detection means)
82... Torque sensor (torque detection means)

Claims (4)

A motor having a stator, a rotor provided to be rotatable relative to the stator, and a winding wound around the stator so as to form a plurality of phases, and controlling a motor driven by electric power supplied from a power source A control device,
A drive circuit that is provided between the power source and the motor and supplies driving power to the motor based on a power source voltage of the power source;
A control unit for controlling the motor by controlling the drive circuit;
Current detecting means for detecting a current flowing in the winding;
Torque detecting means for detecting a steering torque applied to a driving object driven by the motor,
The controller is
Command torque calculating means for calculating command torque to be applied to the drive target;
An addition angle calculation means for calculating an addition angle based on the steering torque and the command torque detected by the torque detection means;
Control angle calculation means for calculating the current value of the control angle by adding the addition angle for each predetermined calculation cycle with respect to the previous value of the control angle that is a control rotation angle;
First control signal generation means for generating a first control signal based on the current detected by the current detection means and the control angle;
First driving means for driving the motor by controlling the driving circuit with the first control signal; and
Based on the addition angle, which is a value unrelated to the current flowing through the motor or the voltage applied to the motor terminal, the current detected by the current detection means, and the value of the first control signal, the winding First abnormality detecting means for detecting an abnormality of
The motor control apparatus according to claim 1, wherein when the motor is driven by the first driving means, the abnormality of the winding can be detected by the first abnormality detecting means. A rotation angle detecting means for detecting a rotation angle of the motor;
The controller is
A rotational angular velocity calculating means for calculating a rotational angular velocity of the motor based on the rotational angle detected by the rotational angle detecting means;
Second control signal generation means for generating a second control signal based on the current detected by the current detection means and the rotation angle;
Second drive means for driving the motor by controlling the drive circuit with the second control signal; and
Second abnormality detection means for detecting abnormality of the winding based on the rotational angular velocity, the current detected by the current detection means, and the value of the second control signal,
When the rotation angle detecting means is normal, the motor is driven by the second driving means, and at this time, the abnormality of the winding can be detected by the second abnormality detecting means,
The abnormality of the winding can be detected by the first abnormality detecting means at the time when the motor is driven by the first driving means when the rotation angle detecting means is abnormal. The motor control device according to 1.   The motor control device according to claim 1, further comprising voltage detection means capable of detecting a voltage applied to the drive circuit. The motor control device according to any one of claims 1 to 3,
An electric power steering apparatus comprising: the motor that outputs an assist torque related to steering.

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