KR102295946B1 - Apparatus for applying an electric current control of motor - Google Patents

Abstract

Disclosed is a device for controlling energization of a motor. The energization control apparatus of the motor of the present invention includes a motor including a first coil for each phase and a second coil connected in parallel to the first coil, a motor driving unit for switching each phase through a plurality of inverter switches to drive the motor; A current sensor for detecting the current state applied to the first and second coils, a first switch unit for intermittent current applied to the first coil of each phase, and a first for intermittent current applied to the second coil of each phase It is characterized in that it includes a first and second switch driving unit for driving the second switch unit, respectively, and a driving control unit for controlling the first and second switch driving units according to the sensing of the current sensor.

Description

ELECTRIC CURRENT CONTROL OF MOTOR

The present invention relates to a power supply control device for a motor, and more particularly, in an electric power steering (EPS) system, a switch for switching wiring is provided in an ECU to energize each coil of a motor wound in parallel through switch control. It relates to a motor energization control device that ensures fail-safe against motor failure by controlling the

Electric Power Steering (EPS) is a device that provides steering convenience to the driver by amplifying the steering force generated by the brushless motor through the reducer and providing steering force to the steering wheel. It is good and has a small volume, so it is widely applied to automobiles. Until a few years ago, most electric power steering systems used permanent magnet DC motors that were easy to control and had a simple hardware structure, but recently, brushless AC (BLAC) motors with high efficiency and long life have been applied.

In general, three-phase BLAC motors are sequentially wound in each slot and the two terminals are connected to the neutral point of the ECU and the three motor phases, respectively. will not occur.

In other words, if the motor fails due to motor coil disconnection or poor contact with the power terminal, the ECU stops controlling the motor and the motor rotational force is not generated in the column. This can happen.

In addition, since the Steer By Wire, a next-generation steering system, consists of a steering wheel and a motor driving unit without a mechanical connection device, a fail-safe structure against failure of the driving motor or ECU is additionally required.

Therefore, some systems have proposed a fail-safe structure such as providing 1/2 steering force when a motor or ECU is damaged by adding a motor and an ECU, but this structure is designed to increase material cost and increase weight as motors and ECUs are added. There was a problem.

Background art of the present invention is disclosed in Korean Patent Application Laid-Open No. 10-2013-0110772 (published on October 10, 2013, title of the invention: a stator having a three-wire structure and a BLDC motor using the same).

The present invention was created to improve the above problems, and an object of the present invention is to provide a switch for switching wiring in an ECU in an electric power steering (EPS) system and to control a motor wound in parallel through switch control. It is an object of the present invention to provide an energization control device for a motor that ensures fail-safe against motor failure by changing the energization state.

Another object of the present invention is to change the winding structure so that even if coil burnout occurs in any one slot in the three-phase BLAC motor, current is passed through only the coil of the slot where burnout does not occur through switch control so that the motor is continuously torqued To provide a motor energization control device to generate

A motor energization control apparatus according to the present invention comprises: a motor including a first coil for each phase and a second coil connected in parallel to the first coil; a motor driving unit for driving the motor by switching each phase through a plurality of inverter switches; a current sensor for sensing a current state applied to the first and second coils; first and second switch driving units for respectively driving a first switch unit for controlling the current applied to the first coil of each phase and a second switch unit for controlling the current applied to the second coil of each phase; and a driving control unit for controlling the first and second switch driving units according to the detection of the current sensor. It is characterized in that it includes.

In the present invention, the motor is a rotor provided with a plurality of slots radially, the number of slots is 3 × (2n + 4), (n = 0, 1, 2 ... The first coil and each of the phases B and C are wound in a slot at an electrical angle of 360×2n, 360×2n+120, and 360×2n+240 (n=0,1,2…n), respectively. The coils are wound in slots at electrical angles of 360×(2n+1), 360×(2n+1)+120, 360×(2n+1)+240 (n=0,1,2…n), respectively. It is characterized in that it comprises a second coil.

In the present invention, the driving control unit controls the first and second switch driving units so that current is applied to the first and second coils when burnout of the first and second coils is not detected from the current sensor. do it with

In the present invention, when the burnout of any one of the first and second coils is sensed by the current sensor, the driving control unit controls the first and second switch drivers so that current is not applied to the coil in which the burnout is detected. It is characterized by controlling.

In the electric power steering (EPS) system, the apparatus for controlling the energization of a motor according to the present invention includes a switch for switching the wiring in the ECU so that the energization state of the motors wound in parallel is changed through the switch control, thereby preventing motor failure. Fail-safe can be ensured.

In addition, the present invention changes the winding structure so that even if coil burnout occurs in any one slot in the three-phase BLAC motor, current is passed through only the coil in the slot where burnout does not occur through switch control, thereby continuously generating torque in the motor can make it happen

In addition, the present invention can reduce the cost and prevent an increase in weight because the wiring of the motor can be switched only by controlling the switch without adding a motor or ECU when implementing fail-safe.

1 is a circuit diagram showing a BLAC motor driving.
2 is a circuit configuration diagram illustrating an apparatus for controlling energization of a motor according to an embodiment of the present invention.
3 is a view showing the winding structure of the motor in the energization control apparatus of the motor according to an embodiment of the present invention.
4 is a view for explaining a case in which the motor winding is not damaged in the power supply control apparatus of the motor according to an embodiment of the present invention.
5 to 6 are diagrams for explaining a case in which a motor winding is damaged in the device for controlling the energization of a motor according to an embodiment of the present invention.
7 is a graph comparing the torque generated in the motor when the motor winding is damaged and not damaged in the device for controlling the energization of the motor according to an embodiment of the present invention.

Hereinafter, an apparatus for controlling energization of a motor according to an embodiment of the present invention will be described with reference to the accompanying drawings. In this process, the thickness of the lines or the size of the components shown in the drawings may be exaggerated for clarity and convenience of explanation.

In addition, the terms described below are terms defined in consideration of functions in the present invention, which may vary according to the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

First, Figure 1 is a circuit diagram showing the BLAC motor driving.

A typical BLAC motor is driven in 6 steps through inverter switches (Q1 to Q6). It is controlled to conduct electricity, and an operation example according to an embodiment of the present invention will be described based on the first step as in FIG. 1 .

In addition, in the case of a 3-phase BLAC motor, the windings are symmetrically connected in phases A, B, and C, respectively. In the present invention, the 8-pole, 12-slot, A-phase wiring conditions will be described as an example.

FIG. 2 is a circuit configuration diagram showing an apparatus for controlling energization of a motor according to an embodiment of the present invention, and FIG. 3 is a diagram showing a winding structure of a motor in an apparatus for controlling energization of a motor according to an embodiment of the present invention, FIG. 4 is a view for explaining a case in which the motor winding is not damaged in the device for controlling the energization of the motor according to an embodiment of the present invention, and FIGS. It is a view for explaining a case in which the motor winding is damaged, and FIG. 7 is a comparison of the torque generated in the motor when the motor winding is damaged and not damaged in the energization control apparatus of the motor according to an embodiment of the present invention. It is a graph.

As shown in FIGS. 2 to 6 , the energization control apparatus of the motor according to an embodiment of the present invention includes a motor 10 , a motor driving unit 20 , a current sensor 30 , a first switch driving unit 40 , and a second It includes a switch driving unit 50 and a driving control unit 60 .

The motor 10 includes a rotor having a plurality of slots radially provided, and a stator having a number of slots of 3×(2n+4), (n=0,1,2…n) A, B, The first coil and the coil of each phase wound in the slots at the positions of the coils of each phase C respectively 360×2n, 360×2n+120, and 360×2n+240 (n=0,1,2…n) are electrical respectively. Including the second coil wound in the slot of each 360×(2n+1), 360×(2n+1)+120, 360×(2n+1)+240 (n=0,1,2…n) position do.

In other words, in the case of a rotor having a plurality of slots radially provided and a 12-slot stator with n=0 in 3×(2n+4) slots as shown in FIG. 4, the angle of slot #1 would have been defined as 0. When phase A is wound in the slot (#1, #7) corresponding to an electrical angle of 360×2n (n=0,1), phase B is an electrical angle of 360×2n+120 (n=0,1). The first coil wound on the corresponding slots (#2, #8), and the C phase is wound on the slots (#3, #9) corresponding to the electrical angle of 360×2n+240 (n=0,1) electrical angle and , is connected in parallel to the first coil, and phase A is wound in slots (#4, #10) corresponding to an electrical angle of 360×(2n+1) (n=0,1), and phase B is an electrical angle of 360×2n+ It is wound on the slot (#5, #11) corresponding to the electrical angle of 120 (n=0,1), and the C phase is the slot (#6) corresponding to the electrical angle of 360×2n+240 (n=0,1). , including a second coil wound on #12).

Specifically, as in FIG. 3, after the coil is wound in slot #1, the electrical angle is 720 degrees, that is, mechanically 180 degrees (electrical angle in the motor = number of poles/2*mechanical angle relationship, therefore, 8 poles) If the electrical angle is 720 degrees, the mechanical angle is 180 degrees) After the first coil is formed by winding in the symmetrical slot #7, the coil is wound in the slot #4 and then the electrical angle is 720 degrees, that is, mechanically 180 degrees. The second coil is formed by winding in the slot #10, which is also a symmetrical position, and the winding terminals of the slot #1 and the slot #4 are connected to each other and the winding terminals of the slot #7 and the slot #10 are connected to each other to form the first coil. and the second coil are connected in parallel.

The motor driving unit 20 drives the motor 10 by switching for each phase of the motor 10 through a plurality of inverter switches Q1 to Q2.

The current sensor 30 senses a current state applied to the first and second coils.

The first switch driving unit 40 drives the first switch units S1, S3, and S5 for controlling the current applied to the first coil of each phase of the motor 10, and the second switch driving unit 50 is the motor ( 10) The second switch units S2, S4, and S6 for intermittent current applied to the second coil of each phase are driven.

The driving control unit 60 controls the first and second switch driving units 40 and 50 according to the detection of the current sensor 30 .

At this time, the driving control unit 60 controls the first and second switch driving units 40 and 50 according to the burning of the coil to control the current applied to the burned out coil. I would like to explain

First, if the burnout of the first and second coils is not detected from the current sensor 30, the driving control unit 60 controls the first and second switch driving units 40 and 50 so that current is applied to the first and second coils. control Therefore, in the first step, the first switch driving unit 40 turns on the first switch unit S1 and S5, and controls the second switch driving unit 50 to turn on the second switch unit S2 and S6, in FIG. As shown in the CASE1 graph of FIG. 7, 100% of torque is generated by making it energized as shown in FIG.

Second, when the burnout of the first coil is sensed by the current sensor 30, the driving control unit 60 controls the first and second switch driving units so that current is not applied to the first coil and current is applied only to the second coil ( 40, 50) are controlled. Therefore, in the first step, the second switch driving unit 50 controls to turn on only S2 and S6 of the second switch unit and prevents current from being applied to the first coil in which the burnout is detected, so that the energized state as in FIG. 5 is obtained. By doing so, a three-phase equilibrium torque of 50% is generated as shown in the CASE2 graph of FIG. 7 .

Third, when the burnout of the second coil is sensed from the current sensor 30, the driving control unit 60 controls the first and second switch driving units ( 40, 50) are controlled. Therefore, in the first step, the first switch driving unit 40 controls to turn on only S1 and S5 of the first switch unit and prevents current from being applied to the second coil in which burnout is detected, so that the energized state as in FIG. 6 is obtained. To make it possible, 50% of the three-phase equilibrium torque is generated as shown in the CASE3 graph of FIG. 7 .

As described above, in the electric power steering (EPS) system, the device for controlling the energization of a motor according to an embodiment of the present invention includes a switch for switching wiring in the ECU and energizing the motors wound in parallel through switch control. By allowing the state to change, you can ensure fail-safe against motor failure.

In addition, by changing the winding structure, even if coil burnout occurs in any one slot of the 3-phase BLAC motor, current is passed through only the coil in the slot where burnout does not occur through switch control, so that torque is continuously generated in the motor. have.

In addition, when fail-safe is implemented, a motor or ECU is not added and the wiring of the motor can be switched only by switch control, thereby reducing the cost and preventing an increase in weight.

Although the present invention has been described with reference to the embodiment shown in the drawings, this is merely exemplary, and it will be understood by those skilled in the art that various modifications and equivalent other embodiments are possible therefrom. will be. Therefore, the true technical protection scope of the present invention should be defined by the following claims.

10: motor 20: motor driving part
30: current sensor 40: first switch driving unit
41: first switch unit 50: second switch driving unit
51: second switch unit 60: drive control unit

Claims (4)

a motor including a first coil for each phase and a second coil connected in parallel to the first coil;
a motor driving unit for driving the motor by switching each phase through a plurality of inverter switches;
a current sensor for sensing a current state applied to the first and second coils;
first and second switch driving units for respectively driving a first switch unit for controlling the current applied to the first coil of each phase and a second switch unit for controlling the current applied to the second coil of each phase; and
a driving control unit for controlling the first and second switch driving units according to the detection of the current sensor; including,
the motor is
In a rotor having a plurality of slots radially provided, and a stator having the number of slots 3×(2n+4), (n=0,1,2…n), the coils of phases A, B, and C forming three phases are The first coil wound in the slots at electrical angles of 360×2n, 360×2n+120, and 360×2n+240 (n=0,1,2…n), respectively, and the coils of the respective phases respectively have an electrical angle of 360× (2n+1), 360×(2n+1)+120, 360×(2n+1)+240 (n=0,1,2…n) including the second coil wound in the slot A motor energization control device.
delete According to claim 1, wherein the drive control unit
If burnout of the first and second coils is not detected from the current sensor, the first and second switch driving units are controlled to apply current to the first and second coils.
According to claim 1, wherein the drive control unit
When a burnout of any one of the first and second coils is detected by the current sensor, the first and second switch driving units are controlled to intermittently so that current is not applied to the coil in which the burnout is detected. of the energization control device.

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